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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1033/11405/AMillinJR160126.1.mp3
ce6e5d1cf8f839a386755e45bf8ab79f
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
Millin, Jack Robertson
J R Millin
Description
An account of the resource
An oral history interview with Jack Robertson Millin (b. 1924, 2208997 Royal Air Force). He flew operations as a wireless operator / air gunner with 12 Squadron South African Air Force.
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
2017-01-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Millin, JR
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JM: I was born in 1924. The son of a World War One veteran who had been wounded on the Somme having joined up at eighteen to a local Manchester regiment. Transferred to the Royal Engineers because he was in the building trade and came home from the Somme via hospital in hospital blue. Instead of being shipped out to France he was part of the Balkan Expeditionary Force in Salonica in Greece. And he served there ‘til the end of the war because of course the Royal Engineers are the construction department of the army mostly. The officers were civil engineers or architects. So he was a corporal and he came out in 1919. And in 1920 he started his own business in painting and decorating. So I was born in 1924 and became his third apprentice. And I wasn’t able to go to a grammar school by passing a scholarship and he didn’t want to pay for my grammar school education so I left school at fourteen. So that was it. Evening classes. I was sent to evening classes when I was thirteen and continued doing painting and decorating evening classes until I went in the air force. Eventually, after the air force I became qualified with City and Guilds to became a part time teacher for sixteen years in painting and decorating. So that was my sort of background of how it all happened. And of course as a young boy I used to remember the KLM, or whatever it was called, the Dutch airlines aircraft coming daily into Manchester. And also an R-34 airship flying over and thinking that this must be great. I wasn’t into transport but my grandfather was a railway transport person. He was a carrier with a horse and so his job was, was as a transport person. He wasn’t involved in air or, and he worked on the railway. So that was where it happened. So when, I was fifteen when the war started. Remembering Neville Chamberlain’s broadcast that now we are at war with Germany we didn’t know what was going to happen. So all the things, we had a very quiet start with the phoney war err the phoney war until they started to drop bombs in our area. Eventually I volunteered when I was sixteen to become an ARP which was Civil Defence cyclist messenger. And I used to do duty every week on the basis of the, if the telephones went out of action we were able to take messages. So that was one of the things I did. But when I was sixteen the Air Training Corps started after the Air Defence Corps was its founder. So this was very attractive to me and joined with my future brother in law. And we attended and we were the founder members of the Air Training Corps in Ashton under Lyme. So I went through that and all the various training. Got promoted. Corporal. Sergeant. Flight sergeant. And then I volunteered for air crew as soon as I was coming up to eighteen. Of course it wasn’t the thing. You weren’t supposed to push yourself and volunteer too early. It was just wait your turn. So eventually I was called up after some delay which they called deferred service, via RAF Padgate where there was a selection of medical for aircrew. Passed fit all aircrew but because of my lack of education I didn’t qualify for the pilot navigator bomb aimer. They agreed I could be a wireless operator air gunner under training. Which I did. So there was a delay. Eventually I was called up and went to London to the Aircrew Receiving Centre. Lord’s Cricket Ground. We would go on then to Bridgnorth ITW. From there I went on to Yatesbury. Number 2 Radio School near Calne in Wiltshire. From there after long delays because of course the bad weather of the winter didn’t allow people to train or be killed so we couldn’t move forward. And eventually it was decided that in addition to signallers which was our qualification when I qualified at RAF Yatesbury as a sergeant signaller with an S brevet. There was something that was still needed as wireless operators/air gunners for Coastal Command where they had ASV training. And also for Bomber Command because sorry medium bombers because medium bombers had to be dual role people. They couldn’t be just signallers and specialists. So I was sent to a full Air Gunnery School at Evanton in Scotland. Number 8 Air Gunnery School. And I did the full training there and I remember the dates particularly because on VE Day I was just coming to the end of my training. So after we’d got another brevet, an air gunner’s brevet we were sent home on embarkation leave. No. To West Kirby on the Wirral where they sorted people out or kitted them out for overseas service [coughs] Excuse me. Then we had embarkation leave and went by Liverpool by ship. Monarch of Bermuda to Gourock in Scotland and then joined a convoy to have a week on a long sweep in the Atlantic to Gibraltar and then another week in the Atlantic err in the Mediterranean hugging the North African coast to Port Said. From there we were shipped by rail with sliding doors and spent a day in straw. And all us getting off at eating points via Ismailia up to Jerusalem. I do remember Jerusalem was the first place I had seen since 1939 with street lights on and a lovely temperature. The balmy air as we arrived there. And I spent six weeks in Jerusalem. Part of them under curfew because the Jewish Stern Gang, Irgun Zvai Leumi I think they were called had killed a police commissioner. They’d assassinated him. So we were kept inside after dark. We were confined to the place we were staying. It was an ex-German hospital. From there because of my name and this was one of the, the lucks of the draw. My name was Millin and all my courses were from A to L and M to Z. So I was Millin and the first of the group who went to Jerusalem. So when I had to go to, from Jerusalem after six weeks to Shander on the Great Bitter Lake I was given the pass to take this group of people — Millin, Mullin, Pearson, Stewart, these were all my contemporaries at that time to this Shandur on the Great Bitter Lake which was a desert air force bomber base with Nissen huts sunk in the sand. So we stayed there and we were, the day we arrived after being photographed we were told to go and find a South African aircrew because they were looking for a wireless operator air gunner. So I joined this crew of five South Africans to fly an aircraft I’d never heard of. The B-26 Martin Marauder known as The Widow Maker. The Martin Murderer. The Flying Prostitute — no visible means of support. Because it was a very advanced aircraft. Very fast. Very streamlined. Straight off the production line. Never had a prototype so it had lot of accidents and things. But of course it’s teething in the air force was number, RAF Squadron, Number 14 Squadron which operated from the Middle East. From the El Alemein area. And used to do torpedoes and bombing of transport ships. German ships coming to the North Africa. They stayed there until the Italian campaign. They were, I think based in Sicily at one time. And they came back to the UK. That’s number 14 Squadron. But the South African Air Force were equipped with lease lend aircraft. They first of all converted their Junkers 86 airliners which German aircraft were designed to convert to warplanes into bombers and they went in to East Africa and operated as [coughs] Sorry about this. They eventually were, equipped with the Martin Maryland and then they had the Martin Baltimore. And they and they took these to the Middle East from East Africa. And then they had a period, one period with Bostons. But the South African Air Force eventually had four squadrons of B26 Marauders in the Desert Air Force — 12, 21, 25 and 30 all came together as 3 Wing SAAF. But in addition to that they had another squadron, Number 25 which had been on Coastal Command around South Africa on the [pause] it’ll come back to me — the name of the, the name of the aircraft. But it was originally a Lockheed Hudson that was converted. And they, they came to the Middle East but converted then to Marauders and they went to fly with Balkan Air Force. The Balkan Air Force was set up to support Yugoslavia primarily in its attacks but it also had in its air force this squadron, this Balkan Air Force, Italians who were ex-prisoners of war and people who were in the south of Italy when we invaded and were captured but volunteered for aircrew. So, they flew in Baltimores and they had various other aircraft as well to make this air force that went into Yugoslavia and part of Greece. The idea was the Italians wouldn’t have to fly against their compatriots in the north. They were flying into Greece err into Yugoslavia. So, we were based then from various places that moved up. The squadrons only joined together when they were at Pescara. That was the first base when 3 Wing operated. And then they eventually moved up to Jesi where I joined them. And after the war they moved up to Udine which was in North Italy. After the surrender of the German forces in Italy. So this was the B26 Operations. They are all historically recorded. I have got all the books and all the history of their record both in America and in, in the British use of it which was quite a, quite an aircraft in itself. Very advanced. The details were in this Winged Chariots and all the other things I’ve done for the Imperial War Museum North to talk about its aircraft. So when I arrived in the late February my first operation I think was early March. We were flying in boxes of six or boxes of four on daylight targets. I’d never flown at night except one operation at night in that OTU where we flew out to the Mediterranean and around by Cyprus and back again because we used to do — our bombing range was the Sinai desert where Sharm El Sheikh, whatever it is called, all these resorts are. We used to do all these bombing and courses there. And we flew up to the Mediterranean at that end. So that’s where we were up to there when we did our training. And I did twenty operational flights. Some to the bomb line where we were supporting the British 8th Army as they moved forward. And we used to fly and bomb ahead of T markers on the floor with anti-personnel bombs against the major part of the, when we were there the line was pretty stable where the Po River crosses was attacking that north of Italy to get into there and drive the Germans out of Italy. And we supported one day an attack by commandos. The last commando landing in Europe at Lake Comacchio, Porto Garibaldi where they used these landing craft that went in off the sea behind the Germans. And we attacked supporting that. By coincidence I met a commando some months ago who’s recently died who took part in that. I met him on the ground at a Manchester Historical Society. They got us together to talk about our — we above it and him getting wet below. So that was quite something. This Porto Garibaldi. Porto Garibaldi is named after Garibaldi and the Risorgimento where they, they came back to Italy to capture Italy again in the 1800s where Italy became reunited. And he was part of it. The Red Shirts I think they called them but that’s, you can look them up in history anyway. But that was fascinating in itself. It’s a lake, Comacchio and the Porto Garibaldi were a lot of marshes and they were attacked by commandos. They laid low. There were two VCs there during that attack. And I, first of all got the link with it at Eastleigh. The Royal Marines Museum when I went there since the war to visit and found out that one of these landings I’d done there was a VC awarded for that attack we were on. And it’s the same thing again I found that there was a second one eventually there. It was a quite a, quite a part of the war that not many people know about. This landing there. So I felt that I was doing something worthwhile. I had done something worthwhile. The other things was marshalling yards. We attacked a couple of marshalling yards in North Austria err in South Austria because we were flying over the Alps to attack these and of course we were bombing dumb bombs and we had to find the target and drop them on the leader. The bomb aimer was the leader and he dropped and we all dropped at the same time. Mostly between twelve and thirteen thousand feet. But when we went over the Alps nobody ever told, only ever told us to use oxygen then. We never used oxygen over ten thousand feet because most of the things were at ten and eleven thousand feet when we were attacking the North of Italy because these were at choke points in roads or railways we were always attacking. But one of the problems our squadron had and it lost two lots of aircraft with it was that there was a complication with the American bombs and leaving — British bombs leaving American aircraft. And those fuses were — they clashed with each other and they exploded before they left the aircraft too far and blew up other aircraft. Something I’ve only recently found out in my history. They had this. It brought other aircraft down with it. But also they lost other aircraft over one target called Udine where we were flying over predicted flak. Exploding one aircraft and took others down with it because they were in formation close together. And of course the whole thing exploded. So that was one of the things. Of the, I think five hundred odd aircraft we had a fifty percent, fifty seven percent losses by accident in the RAF’s use of B26. These figures I’m only remembering but of course I don’t have them all at my fingertips. But there were more losses with accidents than enemy action. So if you survived a B26 alone, without operations there was a high risk situation. Btu there we are. But having done all that and coming out of the air force early because of the B, of the Class B Release to come back to the building trade. Again, coincidence. I arrived back and had to register at the Employment Exchange for work of national importance to help build, re-build the country as a painter and decorator. I suppose they still wanted things finishing. I’d already escaped. Oh I haven’t told you about when I finished flying because the people in the South African Air Force who were Royal Air Force members were no longer needed. So we got, we were interviewed and offered various jobs. RAF regiment, clerks, motor transport drivers as well. As I couldn’t drive I decided I’d be a motor transport driver. So eventually I was allocated to 9 Supply and Transport Column in Naples. Their job, because during the desert you know there are no railway lines in the desert so all the bombs and all the support had to come up by road transport. There were special units set up by the Royal Air Force to transport these backwards and forwards in the deserts as the advance and retreats came. And they were 9 Supply and Transport Column and I was one of those. So they, they taught me to drive in a fifteen hundred weight truck, a three ton Dodge and a ten tonne mac diesel. So I flew, I drove these around Naples and across to Bari and Rome and different parts. So I became a motor transport driver. Whilst I was there they were advertising. The Royal Engineers. They wanted to build some accommodation and they wanted building trade members. So I was interviewed to become one of their team. And it so happened that I was due for three weeks leave. My three weeks leave was coming and then I got a call to say I was called to this support team so I ignored it and went home on leave. And then when I got back from leave they said I was going to face the consequences. They said, ‘Don’t unpack. Your release has come through. You’re going home on Class B Release.’ So I’d been home on three weeks leave via rail right from Naples. Came back again. All the way to Naples again. And then I went all the way back again to be released at RAF Hednesford with my demob suit and everything. That was early. So that, that finished my just three years in the Royal Air Force. Of course my contemporaries stayed in eighteen months to, twelve to eighteen months longer because of that and they did all sorts of things like were in charge of movements on the docks. In charge of leave centres or transport places. They were all given administrative jobs as senior NCOs but my job as a senior NCO when I was an assistant driver was to roll my sleeves up so that they couldn’t see my stripes. And I used to go in the airmen’s mess with the driver. So that was the way. But on some units they wanted us to take our stripes off you know. They didn’t want us to be sergeants although we went in the sergeant’s mess. There was a lot of, especially the regulars took a dim view of aircrew being given rapid promotion. And also when they, they started to sort out the regulars what they were doing after they didn’t want to know us. And of course that’s a bit like Churchill didn’t want to know us and neither did the Royal Air Force. There were too many of us. A glut of aircrew. And of course there was a glut of aircrew during the war because my brother in law was given labouring jobs on these things, handling bombs and things in between whilst they were waiting to be moved. And they were given a lot of labouring jobs. In fact when I went to Air Gunnery School I’d also been ill with a boil and I’d been in hospital so I missed my draft. But they sent me off on, and this was an interesting trip because I’d got my arm in a sling, sergeant’s stripes on moving on my own from RAF [pause] where was I moving from? [pause] Put it right, in the portion where it is. With an arm in a sling going through London on the rail, went to the RTO and I’d got a berth on the train. Everybody, wherever I went, because I’d got my arm in a sling and I’d sergeant’s stripes and aircrew brevet was given VIP treatment where ever I went thinking I’d been wounded [laughs] So that was quite a travel to travel with a sleeper up to Inverness. A couple of senior NCOs helped me in to my bunk each night with it. And when I got there the course had gone ahead so I had to wait two weeks whilst then so they give me a job amending all the code books. The log books and everything. And learning how to swing an aircraft around with its compass and everything like. I was a labourer. So these were various aspect things. The Royal Air Force had a glut of aircrew and they had, we had to put up with it. We were bored stiff a lot of times but I relaxed and I could, I could enjoy my life. In fact I was very comfortable in the air force because I conformed. I was smart. I was sharp. And I could have got on well. But my father persuaded me that I ought to be a partner with him in the firm. Which I did and on balance it was alright. I did sixty years part time teaching as painting and decorating until I found that I found more time keeping these day release people in evening courses after they wanted to get home. They were not interested in some respects. So when I could earn enough to do the things I wanted I did. I gave up that income. But that was the Royal Air Force summarised from 1943 ‘til 1946.
HD: Lovely Jack. Thank you very much.
JM: Put these in there. I’ve lost the thing —
[recording paused]
HD: This is a continuation of Mr Millin.
JM: Yes. One thing. On arrival at Shandur on the Great Bitter Lake I and nine other wireless operator air gunners were taken to a hangar and told of our South African Air Force crews who needed one extra crew member. The good news was that my captain was a twenty nine year old married man with a family. He’d been an instructor in South Africa. And that the observer was an ex-infantry soldier who had survived Tobruk before volunteering for aircrew. With such maturity and experience we had great assets in the survival stakes. It appears that some crew members were a bit hair raising. I remember well whilst at OTU having to squeeze through the bomb bay between the two bomb racks when approaching the target we were training to attack. This meant carrying my chest parachute whilst manoeuvring along a nine inch wide catwalk holding on to two rope hand rails. When I was right in the middle at twelve thousand feet the bombs doors were suddenly opened. A special treat for me planned by the rest of the crew. They laughed their heads off. And I recall at 5.30 in the morning calls for 6am PT sessions arranging for the time because of the high daytime temperatures in Egypt. After a while we conspired to give it a miss. At 6.15 all of us who were still abed had our names taken. On Sunday, our day off we were lectured on keeping fit and detailed to walk the two mile runway picking up empty cartridge cases and ammunition belt links which had dropped out of landing aircraft. Eventually we thought the job was completed. The South African CO inspected the runway in his jeep and sent us back again. Not, not, nor was that all. Had to walk right across a desert airfield to lunch were presented with overalls, forty five gallon drums of paraffin and long brushes and told to wash and clean our marauders. In the heat of the blazing afternoon sun no one missed PT again. That was what I’d put in there, you see.
HD: Right.
JM: And that’s it.
HD: Ok.
JM: Yeah.
HD: Apologies. I meant to put a header on the last recording and sorry it seems to have slipped my mind. The last recording is from Mr Jack Millin who was an NCO serving as a wireless operator air gunner with 12 Squadron South African Air Force in Italy. The interview was conducted at Mr Millin’s house in Stalybridge near Manchester. 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 Jack Robertson Millin
Creator
An entity primarily responsible for making the resource
Hugh Donnelly
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-01-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AMillinJR160126
Conforms To
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Pending review
Pending revision of OH transcription
Format
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00:25:13 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
South African Air Force
Description
An account of the resource
Jack Millin was working for his father as a painter and decorator before he volunteered for the RAF. He was a Civil Defence bicycle messenger and joined the ATC. When he joined the RAF he trained as a wireless operator/air gunner and was posted to 12 Squadron, South African Air Force flying Marauders, Bostons and Marylands. He left the air force under Class B release because of his building trade experience.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Egypt
Italy
Middle East
South Africa
Middle East--Jerusalem
Egypt--Sharm El-Sheikh
Italy--Porto Garibaldi
North Africa
Egypt--Suez Canal
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
Air Gunnery School
aircrew
B-26
bombing
Boston
crash
RAF Evanton
RAF Yatesbury
training
wireless operator / air gunner
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1112/11602/ASaundersR160616.2.mp3
b3356a853701a750fdd3e8f084c2f486
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Saunders, Ron
Ronald Saunders
R Saunders
Description
An account of the resource
Two items. An oral history interview with Sergeant Ron Saunders (1923 - 2018, 1803753 Royal Air Force) and his obituary and memoir. He flew operations with 114 and 55 Squadron.
The collection was catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Saunders, R
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DB: Todays’ recording is with Mr. Ron Saunders of 114 Squadron in Stowmarket on the 16th of June at 2pm.
RS: This is really just a brief history of my life which started off being born in a place called Ewhurst on the borders of Kent and Suffolk, Kent and I beg your pardon, Sussex and Kent, maybe you’ll correct that, it’s Sussex and Kent, not too far away from Bodiam Castle. At that time my father was working for the Gypsum Mines over in Mountfield, Sussex and the journey was a bit too much so they, eventually they built two houses in another village called Netherfield, to which we eventually moved. However for my short time there I don’t remember going to school at all unless it was at the end of my seventh year which was when I moved with them I think, but the only notable thing I can remember is that one evening, after I’d gone to bed, being woken up to look out of the window and all I could see was a black mass with lights on which turned out to be the airship 101 on its fateful voyage where it crashed in France. Apart from that, as regards an interest, even young of having an interest in the Royal Air Force or airplanes in general. I was always given toys with the someone would just balsa wood which had a notch on and you had a catapult and you just, every time it had the same effect, they all finished up on the ground after half a loop. Then they went on to stronger, elastic bands with propellers, again not very strong, the same result, nothing lasted really long and it ended up on the deck. However, we then moved on to another field [laughs] and there life opened up really to me. I was at the right age, my father was very interested in cricket, he was a captain of the local village team so naturally I was drawn towards him, in that respect, and from then on I never lost my love of cricket. I was also, talking back to R 101, I was perhaps sitting idly not far away from where we lived, one Sunday afternoon, I think it was a Sunday, and I felt some sort of change in the atmosphere, I looked up and there was another airship, this time with a swastika largely emblazoned on the fin or tail and this turn out to be Hindenburg. In both cases I’ve, many years later, sorted out whether I was seeing things, which I wasn’t apparently, and you could tell by the route R 101 took it would have come over where we were in a direct line to Hastings, the other one I think went to Yorkshire. As I said, we moved to this property that the Gypsum Mines who were part of the British Plaster Board had built which four families occupied [coughs] the property that we now occupied was situated, one would say, very nicely because it sat in between two public houses, neither of them very far away, but these were not available to be not only have been young but mum and dad were quite strict chapel which of course I had to attend regularly. But nevertheless the country opened up for me and we could go where we liked, looking for dam chicks nests or plover’s eggs and joining the local haymaking, going up on the hayrick, and laid in the horses and I never lost my love of the country from that point. However on rainy days I was able to go into one of the public houses with the publican’s son and when it was not open to the public and have a game of darts or perhaps shove opening or whatever was available at that time [coughs] I’m trying to do it in short verse.
DB: Yeah, that’s fine, that’s
RS: It gives me a chance to get a thought.
DB: Yeah, if you find it easier, that’s a much better way of doing it.
RS: Yeah. Yeah. Yeah.
DB: You’re in charge [laughs]
RS: Yeah. Oh God!
DB: No, don’t worry.
RS: [unclear] either until I bring something up, that’s the trouble.
DB: Got it? [laughs]
RS: [unclear]
DB: Oh, Goodness gracious, I’m glad I didn’t turn up earlier for you.
RS: I don’t know what you would have done actually, left it till tomorrow. But you didn’t think it would be anything like this.
DB: No, I’m sure she didn’t. [unclear] for you while you cough.
RS: [coughs] Yes, I don’t want to cough.
DB: That’s alright, don’t worry. Don’t’ worry, you’re doing really well.
RS: It’s a pity about the cough.
DB: Sorry, [unclear]
RS: You have it? It’s on. Also at the time there were many false alarms and the sirens would go and probably no one would have even hear an aircraft and the manager of the shop was getting a bit fed up with lowering the shutters every time the sirens went and having to put them up again and people in the shop could go below where they kept all the cheese, the eggs and all the meat and all the stuff which ran parallel with the shop as a sort of air raid shelter, eventually though he decided he would open and he put me up on the roof, I volunteered of course, to be a spotter for if there is anything in the area to which I could then warn them and he would just leave the main door open. For warning purposes to the shop below I was, had a bell available at my discretion, to use as and when I thought fit. However, this came to an end when on one day I was watching contrails up in the sky, there didn’t seem to be any risk of any danger to the vicinity when all of a sudden, a bomb hit the Plaza cinema, the front of it, which in a short distance, in a straight line from where I stood, I disappeared down where joined the rest of them underneath, but that was the only bomb which killed the manager. But the manager stopped any future activities up there and not long after that I volunteered for the RAF although I had to continue working for quite a while because there was a [unclear] of aircrew and I volunteered to be a wireless operator air gunner. Eventually I was called up to the Royal Air Force in 1942 in September and we were, went to the usual kitting out place and from there we went on to Blackpool for our initial training, ITW, I suppose it was, here we had a mixture of physical exercises, a bit of general walking about town, listening to Morse both in plain language and in code and once you had reached the required speeds in both of those groups, you eventually were able to pass out for the first stage after about six weeks. You then had to follow on to the radio school that was [unclear] of you, which was number 1 radio school at Yatesbury. Here we had a bit longer, a small discipline [unclear], I don’t know, I was put on a charge twice anyway, I’m not quite sure why, now I will gloss over that but you were surprised you know, once you got onto a charge you had to be very careful not to get another one, or it seemed that to me anyway. I did go on the first parade near the guardroom, I put [unclear] four packs I was a very clever and put a blanket and things in the back, which made it considerably lighter. Turned up on the parade ground, the first thing the corporal did was punch the back of it, I suppose he’d had this happen to him or knew all about it many, many times but I was naïve I thought I was being rather clever. That produced another judge, anyway to escape from that, we eventually passed out and the next move was to Madley, where we were to do air to ground training, communication that is and we had two types of aircraft there, initially six of you went up in a, as I said, the remaining part of the course was to confirm the ability to communicate with the ground station from the air. We flew initially with five others plus the instructor taking turns at the radio sets. The aircraft was a DH Dominie. Next was carried out the same exercise, only this time it was just yourself and the pilot. The aircraft was a Proctor. To our collective surprise we were given seven days embarkation leave at the end of the course having passed successfully. In due course we were called up and on 13th November 1943 I was sailing on a P&O line, now a troop ship. My accommodation was situated on the lowest deck, namely H deck and was consisting of a mattress and a small base alongside for kit bag and clothing. We were soon on the move and we were joining up with a convoy, twelve other ships plus escort. Sea legs were required across the Bay of Biscay and beyond but eventually past Gibraltar and entered the calmer waters of the Mediterranean. So far the trip had been uneventful but it then changed when two sustained air attacks took place on the convoy. Being down on H deck, we can only imagine what’s happening and, happening above and listen very intently to everything, there was a barrage of gunfire, bomb explosions, bomb explosions produce sort of shock waves which came with a thud against the hull. I must admit that nearly every eye on the deck was focused on the one set of stairs which criss-crossed up to the various decks and that was our only outlet from where we were. Many years later I obtained a copy of the voyage report, which part of the captain statement contained the following: “the convoy was attacked twice off the North African coast, the first by thirty enemy planes using glide bombs and tornadoes and the second by twelve dive bombers. The Ryan seemed to be the target of the second attack and then four near misses, one within ten feet of the ship which splashed the boardside and covered the deck with oil. The ship was severely shaken and the pumps and the engine were in stop for a few moments”. We were down there, everybody was looking at these stairs, cause it just crisscrossed like that once. [coughs] One finished on one side of the boat, the other [coughs]
DB: [unclear] A little bit of information right [unclear] be great.
RS: Yeah. There were no further allowance and after fourteen days at sea since leaving England the Ryan entered the Suez Canal, passing the statue of Ferdinand de Lesseps, to dock a short distance away. Up early in the next day and packed and a short walk across to a station railway side. NAAFI tea and catering available before boarding the train to take us to Cairo. The journey from Port Said was long and tiring mainly due to the hard wooden seats and it was dark when we arrived at Cairo where we were bundled into waiting lorries which took us to a transit camp. It was tented accommodation, six to a tent just a pile [unclear] for sleeping. We were there for six weeks, waiting for number one course to move out of the newly opened gunnery school before I was able to pay a visit to the visit [unclear] and after that we moved hopefully to be our last part of the training. We were now heading for 13 air gunnery school at El Ballah in Egypt, it was tented accommodation recently allocated by number 1 course, and in which we settled in for another six weeks training. This comprised mostly of courses of ground faring and then airborne exercises with accompanying an aircraft towing the droves to the target in order to demonstrate air gunnery skills, we all had more than one trainee on board, coloured tipped bullets were allocated, so that individual markings on the drove could be connected to the individual person having fired them. This gave you the necessary efficiency to survive the course and at the end of it there was a badge, an air gunners badge together with a set of sergeant stripes which were automatically given at the end of training for aircrew duties. We were then transferred back to the suburb of Cairo at Heliopolis at number 5 ME. This time the accommodation was in the pre-war palace hotel, although all the furniture had been removed it was a pleasant change from tents. Eventually my name appeared on the notice board for operational training unit. This transpired to be at number 20 OTU Shandur in the Canal Zone. We travelled by train from Cairo to Port Tewfik and then by lorry to the airfield at Shandur. South Africans were also there undergoing training on Marauders. Before crewing up it was a case of travelling in your own category, training in your own category, I beg your pardon, and this involved flying in Baltimores, tests were carried out in Avro Ansons for gunnery and all went well and then it became forming of crews, which was quite a casual affair. I was walking along with a [unclear] when the pilot invited me to join him, which I accepted, meeting up with his navigator and upper gunner later. We got on well together and on nineteen occasions we did some training exercises before completing the course. We then departed for a week’s leave at Alexandria, we both [unclear] a house I think therefore and reporting back to 22 PTC transit camp in Cairo. While we were at Alexandria, my pal and myself found ourselves travelling and having a look around and in doing so we visited a street well known for the attention given to you by ladies, however it was fairly dark when we arrived and after hearing some whispering and shuffling about behind a barricade of [unclear] we decided it was best that we took to our heels. On one of the occasions when myself and my pal Jimmy visited the centre of Cairo as we did on several occasions after dodging the bootblacks as we called them, who’d threaten you with the polish if you didn’t have your shoes clean, we were walking along and hearing this terrific crescendo of noise, cavalcade of motorcycles came by as in v-shaped formation and behind them was travelling along was the young king Farouk and we had a good view as he motored on. After Alexandria, after a few more days at our posting to 22 PTC we found ourselves on our way to Naples. One morning we left for [unclear] airfield nearby, we were put into some waiting Dakota, on the way we stopped at, sorry, Benina and Tunis before alighting at Capodichino airfield at Naples. Things were very different. There was a general shortage, the children were ragged and starving and we settled down in a Villa Drusi I believe it was called. In the morning as a [unclear] formed outside of folk, young and old, waiting for anything that we left over from our meals. This was not uncommon and our pilots, at one stage where we had to be careful of thieves, he had his complete kit bag stolen while he was asleep. And the Americans would often have armed guards on the back of food vehicles. One of the [unclear] who gathered at the gates every morning offered to do my laundry, this was accepted and it always came back and she’d be rewarded with a bit of bread or something as well. She was very grateful. Not long after this, a squadron CO came to interview the pilot and the result of which were we were posted to 114 Squadron flying Boston aircraft, a medium bomber, American, operating at night. Not long after we packed our kit and set off to join the squadron, which was situated at that time at the American fifth army front at Tarquinia. Here we found the squadron under canvas and the first task was to surrect tents for ourselves in a field of thistles, which even [unclear] through the socks which we were wearing. An interview of the CO followed who explained the squadron’s duties and one morning I was roughly awaken and sent off with the advance party to a field which was at Cecina, being much nearer to the front line and the realities of war. With a lorry and ten days rations we slept under some trees which were mostly taped off as dangerous, in fact there was one who trod on a butterfly bomb and one of the ground staff later on, we also found ourselves that we could go down onto the beach for a swim, I more or less learned to swim there, however it was rather puzzling when after a few days we’ve been doing this the Americans turned up and starting having metal detectors along the beach, which we’ve been using. Anyway all was well. I don’t know how bad the danger was. 114 Squadron was a part of 232 Wing which contained also the Squadrons numbers 13, 18 and 55 and they were occupied in similar duties. We converted to Bostons, which took nearly a month due to heavy rain. In particular one heavy storm, at all four Squadron crews, ground and air, walking along the runway to dislodge stones had been thrown up by the rain, we carried out our first sortie from here which was bombing the marshalling yards at Medina, followed by a short recce. The main thrust of the Italian campaign was taking place on the Eastern side of the country where the Eighth Army were engaged in heavy fighting against Field Marshall Kesselring’s forces. We were set out various strategic defence lines as they retreated northwards. Once again we did another move, the crews were split up, the pilots flying the aircraft [unclear], our game was on the road party, the convoys several vehicles, sleeping the first night in the [unclear] post office and the second was Assisi. We reached Chiaravalle where we were to stay pending the completion of an airfield at Falconara. Before we left Cecina, we were visited firstly by Sir Winston Churchill, followed soon after by his Majesty King George the Sixth. Both were met by the American general Mark Clark, Commander of the American army. King George the Sixth stopped to walk along our lines but Winston Churchill seemed to disappear almost straight away. Chiaravalle was a very small town and the building we occupied was, used to house all of us was having a basement and a small yard for the cook house. After a few weeks with Christmas 1944 approaching we moved five miles to an empty building in Falconara close to the airfield in which we resumed our flying duties. We did our best to make ourselves comfortable and keep out of the cold. The first thing was to put in a fire and this was helped by someone from the MT section. It was ok when the wind was in the right direction otherwise we were smoked out. One item we were lacking was a wireless, so myself and a pilot from the same squadron hitchhiked around the area initially without any luck until we came across an army camp which was New Zealanders who were on the move home and they had a home-made wooden box set who reluctantly parted with it. Having a wireless was a great assistance to us and greatly helped as well by the member from the MT unit managed to fix us out with the necessary power. Our crew took some leave from here going back to Rome and while we were away we, the squadron lost a third of its crew, including two COs, which rather made us feel a bit subdued having not taken part in what obviously was a bad time. With the arrival of March, we heard that we would have moved nearer to the frontline and the next day the field we would have occupied was at Forli. Before we left Falconara, we carried out our twentieth sortie, which was a bit different aircrew, we were briefed directly on the airfield of Vicenza. The difference was taking off in daylight when previously we had flown only at night. Was a strange feeling to be so visible, dusk soon fell and nothing was seen but we were receiving some interest for the ground so we bombed the runway and went for home. For memory, the attention we were receiving from the ground was basically only one gun but it was getting very, very accurate firing arm piercing stuff which coloured green as you know.
DB: [unclear]
RS: Ok. With the rest of 232 Wing we arrived at Forli airfield were allocated with billet in an empty house on the main street, we set up our beds into red tents and helped with the mess necessary to be erected in the back yard. We were very busy there in support of the Eighth Army who had started a new offensive, many of our sorties were under radar control, one particular area where the army was held up near Argenta at 3 am on the 19th of April, forty-five crews took off at two minute intervals to assist for the breakthrough. For aircrew it was our fiftieth sortie. The area was a mass of smoke and the artillery were firing red marker shells to give the air crews and bomb aimers some idea of where they should be aiming their missiles, something like that. Oh, we are doing well now. Of course, did I take it off? Out of line of further twelve sorties, attacking ferry points, bridges, rivers and any moment generally we were then stood down. The day came and everyone joined in the celebrations which is very low key, as a crew we had been pleased, we were very pleased to be still around and thankful to the ground crews that had looked after us and in various aircraft. With regards to the ground crew, we often had a chat and a cigarette before the take-off and their reply on the V-E-Day was that the party of them we would a large floodlight down the street to a camp nearby parking outside the main gate they treated the Germans to a few patriotic songs. After weeks watching the German prisoners come through, the news came that we would have moved further north to an airfield in Aviano. Soon afterwards we flew in formation with the CO. And so ended the nights appearing into the darkness, throwing out flares by hand, dropping propaganda leaflets, and surrender invitations to the Italians. At Aviano, this was a large airfield situated on the Lombardy plains, well away from the road at the foot of the lower Alps. Our first job was to find a decent tent, wasn’t it always? And settle in for flying formation training. This was because the CO wanted to do a flypast over [unclear] in Southern France, obviously had some connection there, apart from that we did the old country exercise. This time Marshall Tito was making his demands over Trieste which resulted in the aircraft shuttling to and fro to bring the bomb ship, bomb dump up to the required level that may be needed. We visited a nearby village where local girls were taking care of her laundry and where local partisans were showing themselves probably more than they had done before now that it was at peace, theoretically and they were distinguished by coloured neckerchiefs. They were still patrolling in the mountains and at once I was invited to join them but I declined. On one visit we attended several of us a local dance and I was dancing around with a young lady who had a headscarf on and I eventually noticed that under the headscarf there was very little hair. To this end, I was apparently receiving the attention of one of the local young men and one of my pals tipped me off between dances which decided me that we would probably leave and we went back to the lorry and in due course got back. There was quite a bit of head shaving I believe going on in the village of the girls that had associated themselves with the Germans while they were there. One evening in the camp we were alarmed by a large explosion and columns of smoke came up from the bomb dump. German incendiary bombs had been set off by an Italian civilian who was severely injured. There were no camp railings, it was barely an open altogether so they were able to just wander about, though not many of them bothered to do so but he did apparently and the [unclear] dump for personal bombs was swiftly removed by many hands. And the same night we had a severe storm which hit the camp, leaving tents in a bit of a mess to say the least. I woke up looking at the heavens and feeling rain on my face. Sorry [unclear]. A few weeks later the CO pulled us all together to say that the squadron was now being posted to Aden and the other three squadrons were going to Greece. We thought then as we got the worst deal before of us. I was on leave when the main party left to go by sea but on my return I was put in charge of a small party and we flew down from Udine to Bari in two Marauders and we met up with others there who were still waiting for a boat. The Winchester Castle arrived at Taranto taking us direct to Aden. We thought we might be going to Egypt but we were right, we had to disembark at Port Said and go back to 22 PTC, we repeated the journey that we had carried out quite some time before. After that we waited for another ship which eventually arrived, I forget the name, which took us down the Red Sea to Aden and we joined up with the rest of the squadron at Khormaksar airfield. The squadron was posted there to releave 61 Squadron which slowly departed. Unfortunately a Wellington bomber belonging to them with eight people on board took off, circled the airfield, established radio contact, set off for Egypt but unfortunately nothing more was ever heard of them. Our crews flying carrying out ten more flights around the area, including one across to Somalia at a place called Hargeisa. On hearing the news that the squadron was to be disbanded and the Mosquitoes would be replacing our [ unclear] Bostons, we were to be split up into various duties in the area. In my case, I was put onto flying control, this included [unclear] the control towers at Khormaksar and shake off satellite airfield four miles further inland and two weeks at Masirah Island. When going into Masirah I travelled in a Dakota, I stopped at Salalah on the way, my only company in the, was a goat. I ended up then after that on the main traffic air control centre in the area at headquarters and then I awaited my clearance to return to England and demobilisation.
DB: Yeah.
RS: Yeah. The SS Alcantara arrived to accomod us for the return home, so at 1700 hours we were told that we had to be on board at 1900 hours, naturally we accomplished this. The boat made a short stop at Naples and then on the afternoon of the 17th of October 1946 we docked at Southampton, two [unclear] away from the Queen Mary. After approximately three years continuous service overseas it was with mixed emotions to see a double, red double decker bus passing along a nearby road. I was demobbed at 1 POC Kirkham Lancs and after that I set off to Hastings having warned my mother in advance. I finished up taking the milk train and arriving at Warrior Square Gardens at Saint Leonards on the train to be awokened up by a lady, grey-haired lady who at first I didn’t immediately see but this was of course my mother having spotted me snoozing away and being in uniform she was very lucky, I might’ve had to go onto Hastings otherwise and woke me up, quite a shock. But it was a lovely feeling.
Us: [unclear] 1952. [laughs]
RS: Returning home I didn’t go back to my job at [unclear] so I was in several others occupied that position before during the war and I finished up in RAC records office which was a place where, if they didn’t know what to find you with from the employment, they would put you up there and you filled a hole, I did nothing and they put me in a room which unfortunately was occupied by a bookie who spent all his time going around this very large building collecting bets. Nobody ever came into the room I did a few letters if I remember, but eventually got away from it and found other employment. Strangely enough this employment was back at the Gypsum Mines which my mother had not wanted me to go to at all, but this time I suppose she thought that I wasn’t qualified to do anything other than going down the mine but this time a friend of mine had given me the whisper that the current job was available, I applied and I got it and I worked there and I was trained by an ex-navy lieutenant who also had been demobbed and spent mostly twelve years there. At that time we were, where were we living, Doris? My wife, I’m just asking a question now cause I forget the answer.
US: Silverhill, I should think.
RS: At Silverhill, we were living at Silverhill [unclear] and we used to cycle something like eleven miles there and back, or I did, not my wife, with my mate too, who also worked there, was about twenty two miles a day, I put that down the fact my legs are still going there, nearly ninety three. After that I felt that I could do better on my own which was a mistake really. I took another job in a garage, also sold cars for hire and this sort of stuff and left there after about a year. One thing I should mention is that I married my wife Doris in March 1952 and in 1953 both of us with the two friends took a coach from Hastings central and went up to London to witness what we could of the coronation of our present queen. To do so we had to sit in the rain in one of the London main streets, I forget which one, Bond Street or Regent Street and the happiest memory was seeing Queen Charlotte drive by unexposed by any in a carriage, waving to the crowds whereas everybody else was in closed carriages.
DS: Lovely.
RS: You’re alright?
DS: Yeah, absolutely fabulous. No, that’s fine.
US: [unclear] in Kent, not Lincolnshire.
DS: No, don’t worry. Yeah, don’t worry. Yeah, no, cause I know some of the places as well, cause I, no, no, don’t worry about it, I mean they may not use that little bit anyway, so, it’s no problem.
RS: No, no. Yeah, that’s right.
DS: No, that’s brilliant, lots of little bits that they can pick out of that.
RS: Yeah, that’s right. They can actually do that then, they cut their own tape of it.
DS: Yeah, what they’ll do is they’ll take the bits out that they want and put them all together and that sort of thing, so, yeah, there’s lots of little bits in there that, you know, the whole point is to let you just talk.
RS: Yeah. That’s it, yeah.
DS: So that you just say things. A bit like your, you said about your friend and you going down with [unclear], they’ll love that sort of thing. And the little sort of side you put in and that sort of thing. It’s all extra interest.
RS: Obviously [unclear] at the same time.
DS: No, of course. No, no, no, that’s fine, I mean.
US: [unclear] well, I could have said that.
DS: Well, [laughs] that’s always the same, there’s always, afterwards there’s always stuff that you think of that you could say but I wouldn’t. [file missing]
RS: One item I forgot to mention was a fact that shortly after joining up, at Blackpool I chummed up with a Scotch fellow by the name of Jimmy Sneddon. One thing I could have mentioned which presumably is not unusual but I thought it was, was the pal I mentioned when we were in Alexandria and doing a walkabout, we actually got together when we were at Blackpool, we went through obviously not unheard of to do what you are training together but after that we were both posted on 114 Squadron, we joined up with two a crew each of which the two pilots had also trained together and this meant that we kept on leave, we were going together and all the events, and he was with me when we arrived at Aden, we travelled together in the boat then in the Red Sea, but he had a class B posting and was able to get away from Aden a few months before I was able to, but he was a good friend and we met up twice after the war, it was a long time afterwards mind you because we drifted apart and you sort of lost track with everybody but it was good to have someone like it on your side, someone who could deal with all the day events and go on leave with, talk about, unfortunately we smoked too much and I’m suffering for it. End of story. After becoming a sergeant, which was automatic in those days, I carried on flight sergeant and when I left Aden I was a warrant officer and pride to wear the badge on my sleeve.
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 Ron Saunders
Creator
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Denise Boneham
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
2016-06-16
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ASaundersR160616
Conforms To
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Pending review
Pending revision of OH transcription
Format
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00:43:53 audio recording
Language
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eng
Coverage
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Royal Air Force
Description
An account of the resource
Ron Saunders joined the RAF as a wireless operator rear gunner and served on 114 Squadron during the war. Remembers, as a little boy, seeing the airship R 101 and the Hindenburg flying in the distance. Describes his training in England and in Egypt at various stations and being posted to Italy afterwards. Mentions various episodes: the troop ship being attacked twice; seeing king Farouk passing by in a convoy in the streets of Cairo. Recounts various episodes of his service time in Italy: wartime hardships, the Prime Minister’s and the King’s visit to their airfield, joining locals at a village festival. Tells of how his squadron supported the Eight Army in the Battle of the Argenta Gap. Remembers then being posted to Aden, where he was put in charge of flight control. After the war, mentions going to London to see the queen’s coronation.
Contributor
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Peter Schulze
Spatial Coverage
Spatial characteristics of the resource.
Egypt
Great Britain
Italy
Oman
Mediterranean Region
Egypt--Alexandria
Egypt--Suez
Egypt--Cairo
Italy--Naples
Oman--Masirah Island
North Africa
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
114 Squadron
air gunner
aircrew
B-26
bomb dump
bombing
Boston
C-47
demobilisation
training
wireless operator
wireless operator / air gunner
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Donaldson, David
David Donaldson
D Donaldson
Description
An account of the resource
309 Items and a sub-collection of 51 items. Concerns Royal Air Force career of Wing Commander David Donaldson DSO and bar, DFC. A pilot, he joined the Royal Air Force Reserve in 1934. Mobilized in 1939. he undertook tours on 149, 57 and 156 and 192 Squadrons. He was photographed by Cecil Beaton at RAF Mildenhall in 1941. Collection contains a large number of letters to and from family members, friends as well as Royal Air Force personnel. Also included are personal and service documents, and his logbooks. In addition, there are photographs of family, service personnel and aircraft. After the war he became a solicitor. The collection also contains an oral history interview with Frances Grundy, his daughter.
The collection has been loaned to the IBCC Digital Archive for digitisation by Anna Frances Grundy and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-02
2022-10-17
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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Donaldson, D
Grundy, AF
Transcribed document
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Transcription
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3193 WESTMOUNT BOULEVARD
MONTREAL
January 22, ‘43
[Inserted] Warrie's address is F/O W.M. Hale, J6948, attached R.A.F. R.C.A.F. Just in case you have a chance to look them up. E.H. [/inserted]
Dear David,
We were all so glad to hear from you, even though the Airgraph letter was of necessity very short.
My congratulations for the little daughter! She has chosen for herself a pretty nice father – and I have no doubt also a wonderful little mother – judging from what you have told us of her.
I have written your brother [page break] Ian and hope we will hear from him soon. He has picked a pretty cold winter to spend in Canada as an initiation. It is really [underlined] very [/underlined] cold this winter. Also, our fuel is presenting a mild problem. They tell us there is plenty of coal, for instance, but a shortage of transportation. The result is not so good. In our own case, for instance, we can only get one ton of coal at a time, and we usually burn about 25 tons in the winter. So we keep limping along and pestering the coal people, and just when we think we will be out of coal [page break] the next day, and wonder what will happen to the water pipes, along comes a ton. It is too silly. I understand their [sic] doing with a tin of soup – only one at a time to a person – but not coal. We are rationed on sugar, butter, tea and coffee, but it is very easy. The only shortages we really feel are the things that are not rationed. As soon as they are put on coupons, everything is all right.
Speaking of your little daughter, our Betty had another little son on Christmas afternoon – a darling little fellow. They are calling him James – which, for most of us means “Jimmie”. Pat is back home now, as Doug was sent to a little half-frozen island off the coast of Alaska – Annette Island where wives are not allowed. He is sleeping in a tent! Can you imagine it! In this freezing weather! For four days recently they had no water or heat of any kind! That doubtless excludes [underlined] drinking [/underlined] water. Jacqueline is a Wren.
I had a letter from Kenneth Lawson not long ago, in which he said he had seen you. He will have been pleased at that. Warrie has completed his first batch of raids – February – October with Boston Bombers. He is now instructing for a spell then goes back again on raids, I understand. I wish he could see you – we all send our love [one indecipherable word] Hale [page break]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to David Donaldson from Esther Hale
Description
An account of the resource
Congratulates David on arrival of a daughter. Mentions brother Ian and writes of life in Canada in particular cold weather and use of coal and rationing. Passes on family news. Mentions contact with Kenneth Lawson and writes that Warrie who had completed a tour on Boston Bombers.
Creator
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E Hale
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-01-22
Format
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Three page handwritten letter
Language
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eng
Type
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Text
Text. Correspondence
Identifier
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EHaleEMDonaldsonDW430122
Coverage
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Civilian
Spatial Coverage
Spatial characteristics of the resource.
Canada
Québec
Québec--Montréal
Temporal Coverage
Temporal characteristics of the resource.
1943-01-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Boston
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16874/PNealeETH1505.1.jpg
bd92707da5781ba95dbb21447efa46a5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16874/PNealeETH1506.1.jpg
6c88b9c3cbcc707dbf07715e870a726c
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
Boston
Description
An account of the resource
A Boston photographed in front of hangars. Registration -Z589 'M'. In the background is the tail of an aircraft 'GW-' and machinery. On the reverse 'A "Boston" taken on the airfield here.'
Format
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One b/w photograph
Language
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eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PNealeETH1505,
PNealeETH1506
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
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.
Boston
hangar
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16875/PNealeETH1507.2.jpg
d2173fa65c9e5a4b91427d22a4cff195
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16875/PNealeETH1508.2.jpg
764318bd4c7a81b7d2ec63ec2ce9437f
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
Baltimore and Argus
Description
An account of the resource
Three aircraft with a further one behind. An airman is posed in front of the Martin 187 Baltimore. The Argus is registered 'FS589 'M'. Behind are three arched hangars. On the reverse 'This is a line shoot isn't it.'
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PNealeETH1507, PNealeETH1508
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
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
Robert Johnson
aircrew
Boston
hangar
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/666/18021/EAkrillWEAkrill[Mo]420419-0001.jpg
9bbf7f9cb849b1447f02fb51f796f7e5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/666/18021/EAkrillWEAkrill[Mo]420419-0002.jpg
e4079cc282ebc4c27b768e52e19c0663
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
Akrill, William
Billy Akrill
W Akrill
Description
An account of the resource
132 items. The collection concerns Sergeant William Akrill (1922 - 1943, 1436220 Royal Air Force). He was a navigator with 115 Squadron. His Wellington was shot down by a night-fighter on an operation to Essen and crashed into the Ijsselmeer 12/13 March 1943. The collection contains his photographs, letters, and cartoons as well as an oral history interview with Michael and Ann Akrill about their uncle. There is also a subcollection of letters written as a teenage boy to his father in hospital. The collection has been loaned to the IBCC Digital Archive for digitisation by Michael and Ann Akrill and catalogued by Nigel Huckins. Additional information on William Akrill is available via the <a href="https://internationalbcc.co.uk/losses/200183/" title="https://internationalbcc.co.uk/losses/akrill-we/ ">IBCC Losses Database</a>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-12-04
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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Akrill, M-A
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1436220 LAC Akrill.
2. Flight D. Squadron.
1 EAOS, RAF,
Eastbourne.
Sunday 19.4.42
Dear Mum,
Just a few minutes before I go on Ch. Parade so thought I’d let you know I’m still alive & all is still O.K. for 7 days next Saturday. Had some of our finals & get the rest next week ending with the medical on Friday afternoon. Can’t get away Friday night though as some of them have medical on Sat morning. Should get away about mid-day Sat & be able to catch the 4.0 o’clock from Kings X. & get into Newark at 7. However don’t meet it unless you happen to be in Newark as its not certain though I think I can catch it. Should be able to get a lift at that time. We get until the following Sunday.
The “all clear” has just gone again. We get warnings every few hours these days but nothing happens though when I was on duty the other night there was a Jerry circling round very low. I guess that when the sirens go just across on the other side of the water it’s a different story. We’ve seen the sweeps going over every afternoon this week. Sometimes they’re above the haze but the noise is terriffic. [sic] The sky seems covered with hundreds of spitfires & a few tight formations of Boston bombers.
[page break]
Just back from [deleted] the [/deleted] Church Parade so I’ll get this finished & then go out for a walk & post it. It’s a gorgeous morning. Sirens went again half way through the sermon.
Been meeting some old aquaintances [sic] lately. Last night I bumped into George Cook & Ron Thornhill who were with me at Aber. & Theale. Wish they were now. This morning in Chapel at the end of the service the fellow I’d been sitting next to all the time suddenly said “Excuse me.” I looked at him in surprise & then he said “You are Eric Akrill from Collingham aint you?” I recognised him then. It was Ray Ward from Girton who was on the pilot’s course with Lena Johnson’s brother over in Canada. He’s not been here long & I think he may be with Cookey & Thornhill. I had to rush off on parade so I didn’t see much of him. He’s going home next Friday for 48.
There go the sirens again.
On my night off last week I walked up to see one of the ministers who had invited me to go. His wife turned out to be Dr Hine’s cousin. Another minister’s wife here was Miss Eleanor Quibell a daughter of Oliver Quibell. Can’t remember the name but I think it begins with a P.
Glad to hear christening will be O.K. for next Sunday Pleased to get letter. Nobody seems to write these days. Suppose they’re all busy.
See you Sat
[underlined] Bill [/underlined]
Dublin Core
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Title
A name given to the resource
Letter from Bill Akrill to his mother
Description
An account of the resource
Bill gives details of his expected travel arrangements for his seven-day leave at the end of the week. As he will be part-way through his final exams and has the medical on Saturday, he will leave soon after.
Mentions air raid warning but no activity apart from circling enemy aircraft, also writes of Spitfire sweeps and formations of Bostons. Writes of social activities and meeting old acquaintances. Mentions chapel and meeting ministers. Refers to next Sunday's christening.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-04-19
Contributor
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Tricia Marshall
Format
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Two page handwritten letter
Language
A language of the resource
eng
Type
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Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EAkrillWEAkrill[Mo]420419
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Sussex
England--Eastbourne (East Sussex)
Temporal Coverage
Temporal characteristics of the resource.
1942-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
William Akrill
Boston
faith
military living conditions
military service conditions
Spitfire
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1312/18898/PMadgettHR19030038.2.jpg
1e7bc65352bebdd10d496e3ddce1f920
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
Madgett, Hedley Robert. Canada and Royal Air Force Album
Description
An account of the resource
44 items. Photographs of training and travelling in Canada as well as his Bomber Command crew, squadron and aircraft.
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Madgett, HR
Dublin Core
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Title
A name given to the resource
Bostons and Oxfords
Description
An account of the resource
Top left - rear quarter view of a Boston parked on airfield with two men on top and several others round tail. Bottom left a front quarter view of a Boston parked on airfield with a man standing under port wing and others on a raised platform by the nose. Caption for both 'Boston II'. Top right - ground to air view of an Oxford flying towards top. Bottom right - ground to air view of an Oxford flying towards left. Caption for both 'Oxford making approach for landing'.
Format
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Four b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR19030038
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
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.
Boston
Oxford
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/20634/BCleggPVWilsonDv1.1.pdf
52fe453884f3b8aa4fb3ff000cb8677a
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
Clegg, Peter Vernon
P V Clegg
Description
An account of the resource
Eight items and five sub-collections. Main collection contains a log of Pathfinder operations from RAF Wyton 1943 -1944, histories of the Avro repair facility at Bracebridge Heath, and Langar, a biography of Squadron Leader David James Baikie Wilson, biography of Squadron Leader Lighton Verdon-Roe, a book - Test Pilots of A.V. Roe & Co Ltd - S.A. 'Bill' Thorn, and two volumes of book - Roy Chadwick - no finer aircraft designer, Sub-collections contain a total of 29 items concerning the Aldborough Dairy and Cafe as well as biographical material, including log books for Alan Gibson, Peter Isaacson, Alistair Lang and Charles Martin. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1772">Aldborough Dairy and Cafe</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1768">Gibson, Alan</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1769">Isaacson, Peter</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1770">Lang, Alastair</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1771">Martin, Charles</a><br /><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Clegg and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Clegg, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] A bomber pilot’s journey through WWII. [/underlined] Page 1.
(A Veteran from 617 Squadron – David Wilson).
Sqd. Ldr. David James Baikie Wilson, DSO, DFC and Bar – Head of Aerodynamic Development and Testing, and Test-Pilot, A.V. Roe & Co Ltd.
April 8th 1946 to August 23rd 1947 (killed in Tudor crash)
David James Baikie Wilson was born on January 16th 1917, in Highgate, London, to his Scottish mother and Norfolk-born father. His mother came from a tough sea-faring family called Baikie living in [inserted] Brisbane Street, [/inserted] Greenock, on the River Clyde, to the west of Glasgow. From her, David inherited a great resolution of character, and from his father he acquired a brilliant academic brain – a combination that does not often lead to its owner becoming a test-pilot.
David was the only child in the family, and his mother inserted the name of her Sea-Captain father, James Baikie, between “David” and “Wilson” to perpetuate the family name – as is the wont of many Scottish families.
David’s father and mother had moved down to North London prior to the birth, and remained in that area while he grew up. Attending the local Kingsbury County School, and later Berkbeck College in Fetter Lane, David soon proved himself extremely bright, academically, obtaining [inserted] School Certificate [/inserted] “Distinctions” in Pure Maths, General Physics and Chemistry and “Credits” in Advanced Maths, French, History and English. He left the College with Higher School Certificate in Pure and Applied Maths, Chemistry and Physics, and then went straight to London University, to try to gain a degree in some of these subjects. True to his academic form, he gained a B.Sc. (General) in Chemistry, Physics and Pure Maths in July 1937 and then studied Chemistry for a further two years, gaining a “First” in the “Special” B.Sc. category and [inserted] starting work at the British Oxygen Company in November 1938. [/inserted]
Combining a taste for something more exciting, with his studying, David was already very keen
[Page break]
3/2
on aircraft and flying, and as the inevitable War loomed up he joined the Royal Air Force Volunteer Reserve (RAFVR), and was called up for deferred service in January 1940, training at Hendon (his nearest RAF base) for six months until June that year. Then he was called up properly to attend initial RAF training and selection, and spent the next two months being drilled and graded – as David had hoped – for pilot training in the Commonwealth. September 1940 saw him arrive in Southern Rhodesia at No 25 Elementary Flying Training School at Salisbury, and his pilot training started on September 18th with his first flight there in a Tiger Moth flown by his instructor, Flt/Sgt Marsden.
[Underlined] Pilot Training in Rhodesia [/underlined]
Flying in the [inserted] dry, [/inserted] sunny climate of Southern Rhodesia, David was able to [inserted] thoroughly [/inserted] enjoy his airborne experiences, and progress rapidly with the training routine. He went solo after 18 hrs 25 mins dual flying – indicative not so much of his own ability but the steady and rigorously adhered to procedures followed at the EFTS there, to cut down the early accident rate. It was not a spectacular time in which to go solo – rather the opposite – but David learned slowly but surely, and once learned, he never forgot, becoming a very sure-handed pilot.
Training progressed rapidly – David making three or four flights a day at times, and a lot of attention was paid to aerobatics, spinning, forced landing practice, and even night flying on the Tiger Moth! Some instrument flying was also done on the Tiger, and – a curious exercise – “abandoning an aircraft in flight”. His qualifying Cross-Country on October 31st was from Salisbury to Gatooma and back, and then he was posted out the same day, categorised a “Average” as a pilot, and recommended for “twin-engined types” in furthur training. He had gained his “Wings” on the Tiger Moth.
After a weeks’ leave, David now attended the No 21 S.F.T.S. at [inserted] Kumalo, [/inserted] Bulawayo, Southern Rhodesia, to start training on Oxford aircraft. He had by now clocked up 65 hrs flying, 28 hrs 30 min of which
[Page break]
3/3
was solo. His first flight in an Oxford was now made on November 11th 1940, with his [inserted] new [/inserted] instructor, Flying Officer Wood. David actually failed his first solo test on the Oxford, but managed all right on the second occasion, on November 14th, and from there on never looked back. As the training progressed, he passed a “Height-Test”, “Navigation”, “Navigator Test”, “Cross-Country”, “Low-flying”, “triangular cross-country on instruments”, “Formation”, “Progress”, and finally his passing-out test by the Chief Flying Instructor, Sqd. Ldr Hendrikz. With a total of 115 hrs now (55 hr 55 mins solo), David passed the first stage of the twin-engined Oxford Course on Dec 18th 1940, again classified as “Average” as a pilot.
The second stage started on December 30th now concentrating on tactical flying – making reconnaissance sorties, low-level bombing practice, and a lot of instrument and cross-country flying. There were night landings by floodlight, and many more low-level bombing runs at 1,000 ft, during which David’s mean bomb-dropping error crept down from 126 yds to 88 yds, and finally to 42 yds on average. Then they indulged in a bit of aerial gunnery from the Oxford, firing 90 rounds off from the Oxford’s single target gun. Near the end of the course, there were “ZZ” approaches, photography – “stereo pairs”, and “line-overlap”, and finally, formation flying. David passed out of No 21 S.F.T.S on February 12th 1941, with an “Average” grading again, having now flown 163 hrs 35 mins, of which 99 hrs 15 mins was solo. He was now posted to No 11 Operational Training Unit on Wellington bombers, at Bassingbourn, back in England.
[Underlined] Operations with 214 Squadron [/underlined]
At Bassingbourne [sic] David rapidly completed a further 75 hrs 40 mins flying on Wellington IO and IA aircraft, starting on May 21st 1941. He solo-ed on the Wellington after some 21 hrs 10 mins “dual” and “2nd pilot” flying, and then started to do a lot of night flying ranging from “circuits and bumps” to cross-country flying, mock bombing raids, air-to-air firing [inserted] and [/inserted] a North Sea Sweep. [Deleted] and [/deleted] Cross-country instrument flying was invariably from Bassingbourne [sic] to Wittering and Andover
[Page break]
4.
to Upper Heyford and return. At the end of all this, on June 26th 1941, David passed out of the O.T.U. and was posted to No 214 [inserted] (Federated Malay States) [/inserted] Squadron based at RAF Stradishall in Suffolk. This Squadron – as its name implies – was supported by the Malay Federation in WWII and several aircraft were paid for by funds raised in the States, including a Wellington II, W5442* coded BU-V, which David Wilson flew the first evening he arrived at the Squadron. After having an “Air Test” with one of the Flight Commanders, Sqd. Ldr. Field, in the morning of July 9th, David flew as Second Pilot to the Squadron Leader that same evening on his first operation – carrying a 4,000 lb “dookie” to drop on Osnabruk.** The raid was carried out by a total of 57 Wellingtons from No 3 Group, and, as discovered after the War, not many bombs fell on the target area. Two Wellingtons were lost that night, but David returned safely.
Only five days later, David was off on his next operation – this time to Bremen, to drop three 500 lb bombs and clusters of incendiaries. After this, raids followed in quick succession every two or three nights; Cologne, Rotterdam, Mannheim, Hamburg, Hanover, Duisburg, Keil, etc. Each time David was flying as Second Pilot to the Squadron Leader, or to a Sgt. Foxlee. On the night of July 25/26th, after raiding Hamburg with Sgt. Foxlee, they had to divert to Debden on the return, as their own base had poor weather and low visibility. The same thing happened on August 12th, on their return from Hanover, but this time David and Sqd. Ldr. Field diverted to Newmarket instead.
At this time, these attacks were mostly being directed at German ports, shipping and naval bases, or railway yards, but [inserted] their [/inserted] accuracy – or [inserted] the [/inserted] damage [inserted] caused [/inserted] - at this stage in the war, in hindsight, did not reach any great measure of success.
David recorded his longest operational flight so far on September 7th 1941, when he acted as Second pilot again for a Pilot Officer Barnard, and they bombed Berlin, taking 8 hrs 15 mins for the entire flight. Two sorties later – and on his own 6th operation – David was
* This Wellington was named “Sri Guroh” and had already completed some 25 successful raids before David flew it.
** See appendix 4 for details.
[Page break]
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the Captain of the aircraft for the first time, and this particular trip was a short one across the Channel to Le Havre. He flew a Wellington IC, N2850, but there was ten tenths cloud over the target, and they eventually dropped their bombs in the sea before returning to base
After this, David was the Captain on all his future operations, which included an attack on Hamburg on the night of September 29th carrying a 4,000 lb High Capacity blast bomb – and flying W5442, the old aircraft of the O.C. “B” flight, Sqd Ldr Field.
David was now allocated Wellington IC X9979 for his own crew to use, and this “Wimpy” stayed with him from October 2nd 1941 right up to the end of David’s tour of operations on January 31st 1942.
Many of his raids in October over the German sea ports were plagued by solid cloud cover, or bad weather, and they often bombed “blind” over the top of the targets. On November 7th David set out for Berlin again with six 500 lb bombs, but there was extremely bad cloud and icing over Germany, and Berlin, and so he unloaded his bombs over Osnabruck instead, on the return journey. This was one of Bomber Command’s biggest raids on Berlin to date, and there would be no more large raids on the capital until January 1943. The weather was equally bad over England on the return, and David [inserted] had to [/inserted] divert to another airfield.
Back [inserted] on [/inserted] September 1st, David and others in 214 Squadron began a series of low-level bombing practices, flying over their ranges at [inserted] Foxcote at [/inserted] 200 ft and dropping six bombs at a time. By December 9th they were dropping up to eight practice bombs a time, and on the 11th David, again flying at only 200 ft, dropped a massive 4,000 lb bomb from this low altitude! The end of the year 1941 arrived with David bombing Brest on December 23rd and 27th, trying to hit the Port area.
In January 1942, David was sent to Brest on four more occasions, having to divert to land at Harwell on one of these raids because of bad weather on the return. On January 21st he flew to Bremen to drop a 4,000 lb HC bomb, and then on the 28th came the final “Op” of the Tour – a raid on Münster. The cloud cover was again so bad that they returned home without dropping the bombload, and diverted to Waterbeach to land. David had safely completed his first Operational Tour, having flown
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289 hrs 50 mins in all with 214 Squadron, of which 199 hrs 35 mins were on actual operations. * He was now graded as “Above Average” as a pilot by 214’s C.O., Sqd. Ldr. Carr.
[Underlined] Becoming a Flying Instructor [/underlined]
For his traditional rest from operations, David was now posted to No1 Flying Instructors School at Church Lawford, near Rugby. He arrived there on February 24th 1942,[inserted] to start on the No22 War Course, and [/inserted] to be trained to teach others how to fly multi-engined aircraft. This course here lasted to April 21st, and during this time he was given intensive instruction on Oxford I’s and II’s, and (surprisingly enough) on some single-engined pre-war Avro Tutors!
David underwent day and night instruction, his mentor being a Flt. Lt. Mann, and sessions of any of the half dozen Avro Tutors were interspersed with the twin-engined flights on Oxford trainers. Between March 27th and April 2nd, he was sent down to Upavon to pass the 24th “Beam Approach” Course with flying honours (being graded “Above Average” again, and “Fit to Instruct”). This Course, in fact, was run as part of the Central Flying Scool [sic] of the RAF.
Then it was back to Church Lawford on the Oxford and Tutor, until he was finally passed out as a qualified instructor on April 20th 1942, rated as “Average” on both single and twin-engined aircraft.
[Inserted] David had been commissioned as a Pilot Officer out in Rhodesia, and on completion of this Course was made up to a Flying Officer, preparatory to commencing duties as an Instructor at RAF College Cranwell. [/inserted]
He arrived at Cranwell on May 1st [inserted] as a “B” Category Flying Instructor [/inserted] to start to instruct pupils at the College [inserted] Flying Training School [/inserted] how to fly the Oxford. Most of these were ordinary Leading Aircraftsmen (LAC’s) or Corporals, or Lieutenants (presumably the College Officer Cadets). By late June, a few Miles Master II single-engined trainers had been acquired, and David instructed on these as well. And at the
* See appendix 4 for details.
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end of July he was posted to No 7 Flying Instructors School at Upavon. This time to train others how to become “Instructors”!
David was becoming restless to be back on operations again, but had to put up with the daily round of flying Oxfords, Magisters and Masters again at Upavon, until the beginning of November 1942, when the CFI, Wing Cmdr GFR Donaldson, graded him out as “Above Average” again on David’s posting to 196 Squadron – a brand new night-bomber squadron formed on November 7th at Driffield in Yorkshire.
[Underlined] Second Tour, with 196 Squadron [/underlined]
David reported to 196 Squadron at Driffield on November 7th, and then was immediately sent off on a new Course called the “Captains of Aircraft” at Cranage [inserted] near Holmes Chapel [/inserted] in South Cheshire. It was the 12th intake at this Course, and David was lectured there on Navigation, and had to undertake six long cross-country exercises on Ansons, flown by a Course pilot, with David and two others on board having to act as Navigators in turn. The Course was an adjunct of the RAF’s Central Navigation School, and was intended to refine operational Captain’s navigating skills, for posting them to Coastal Command, or to Bomber stations where new 4-engined bombers with only one pilot were the norm.
While he was posted to Cheshire over the Christmas period of 1942/43 [inserted] Dec 21st to January 3rd [/inserted], David had some chance to attend some local functions and festivities, as he did not have time to return to his parents in Hendon. It was while the Station was giving a Dance for local people that David met a Cheshire girl called Elsie, who worked at a nearby I.C.I. Works connected with the Salt industry Elsie was a very personable girl, with a number of boyfriends, and David was a shy and quiet person, but the two became immediate friends, and kept up correspondence with each other when David re-joined 196 Squadron (now moved to Leconfield) after Christmas. One other course David had to attend for a few days, was at Westcott in Buckinghamshire, at No 1 Engine Control Demonstration Unit (E.C.D.U), to learn “Engine Handling”
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and “Petrol Consumption” there on the Wellington Mk III. (No flying was involved). Finally, on January 14th 1943, he took to the air at Leconfield on Wellington X HE179, to try some “circuits and bumps” on this new Mark of the bomber He then had a few “working-up” flights to get his [inserted] brand- [/inserted] new crew shaken down, trying out air-to-air firing with his gunners, and practice bombing using [inserted] new [/inserted] infra-red photography to record the results.
David’s first sortie with 196 Squadron [inserted] and the Squadron’s second operation [/inserted] was on the night of February 7th 1943, when he dropped seven 500 lb bombs on a new type of “area-bombing” raid on French ports with German U-Boat pens. This directive had been issued by the War Cabinet on January 14th, and because the new U-boat pens of solid concrete were too thick to penetrate, the towns themselves were obliterated instead (the French civilians had been warned to evacuate them).
Some 323 aircraft bombed Lorient that night, with the [inserted] new [/inserted] Pathfinders marking the target well. Seven aircraft were lost, two being Wellingtons. David’s crew obtained a good infra-red photograph of the bomb bursts.
It was back again to Lorient on February 13th, this time forming part of a raid of 466 aircraft in all, and dropping over 1,000 tons of bombs for the first time on a Bomber Command target. The French town of Lorient received more devastation, but the U-boat pens survived. Then it was Cologne on the 14th, and Emden on the 17th, but the latter raid was abandoned by David’s aircraft, due to heavy cloud cover. Just six Wellingtons had been sent to Emden that night to test the infra-red bomb sights, but only three found the target, and bombed it. David brought all his bomb load back.
Before February finished, David had been to Cologne again on the 26th (where two of his three 500 lb bombs “hung up” and he had to return to base with them) and St Nazaire on the 28th (again dropping a “mix” of 500 lb bombs and incendiaries).
In March David went to Hamburg, Essen (twice) Duisberg and Bochum, dropping a 4,000 lb “Cookie” on one of the Essen raids. This was the beginning of the “Battle of the Ruhr”, devised now by Bomber Command to paralyse German Industry. There was an increasing flow of new four-engined bombers to the Squadrons, and a build-up of the Pathfinder
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Force and their new marking techniques using Mosquitos guided by Oboe equipment, * and Lancasters etc, to continue illuminating the markers dropped by the “Mossies”. All this now led to ever more accurate raids on the German Ruhr industrial zone.
The first Essen raid, on March 5th, was well marked by the Pathfinder Force (PFF), and David’s Wellington was in the second of three waves over the target – the Krupps industrial complex. This night marked Bomber Command’s 100,000th sortie of the war, and it is likely that David’s 4,000 lb bomb was one of the many that helped destroy an area of the Krupps works that night. A week later he was over the same target again, with the more usual mixture of 500 lb bombs (many fuzed for a long delay action) and incendiaries. Even more of Krupps was reduced to rubble that night.
David normally flew with a crew of four in his aircraft, and his regular crew consisted of Pilot Officer Parkin, Sgt. Wakeley, Flt. Sgt, Allen and Sgt. Lund. Occasionally he would take another Sgt. Pilot on board to give him operational experience for the odd flight or two (before he went off to captain his own aircraft). His O.C. in “A” Flight was Sqd Ldr Ian R.C. Mack, and the 196 Squadron C.O. at this time was Wing Cmdr. A.E. Duguid.
David only had one “Op” in April, to Kiel on the 4th, but May was another intensive month, with successful visits to Dortmund, Duisburg, Bochum and Düsseldorf. Most of the aircraft sent on these raids were now four-engines types, and of 110 Wellingtons sent to Dortmund, six were lost. The equivalent numbers [inserted] of Wellingtons [/inserted] sent to the other three points were: Duisburg 112 (10); Bochum 104 (6); and Düsseldorf 142 (6). The last two raids did not have the desired effects as the Germans were now starting decoy markers and fires outside the cities, to lure the PFF and bombing aircraft away. But the Duisburg raid had been highly successful, the Port and August Thyssen steel factories being badly hit.
[Inserted] On May15th [inserted] 1943 [/inserted] the [deleted] Press [/deleted] [inserted] London Gazette [/inserted] released the news that David had been awarded a Distinguished Flying Cross (D.F.C.), for (as the citation stated) “completing numerous [inserted] operational [/inserted] missions, flying on many occasions to targets such as Cologne, Berlin, Kiel and Hamburg, where the fiercest opposition is encountered.
“Since the beginning of his operational career, his single aim has been to press home his attacks as accurately and efficiently as possible, and in this he has had many successes. His courage, skill and determination against all hazards have been an inspiration to the Squadron”. [/inserted]
In June 1943, David flew sorties to Düsseldorf, Krefeld and Wuppertal, using his normal Wellington X HE901 on most flights (he
* “Oboe” was a system in which radio beams were sent out from English points, to cross over a specific target, and the RAF aircraft fitted with the receiving equipment could tell exactly when to drop their markers.
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had previously used HE170 and MS488 for long spells at a time, all with 196 Squadron’s code letters ZO-. Two of his crew had been commissioned by now – Wakeley and Allen had been made Pilot Officers. (David himself was now a Flight Lieutenant). The Düsseldorf raid was very successful, and that on Krefeld equally so, devastating the city centres. Just prior to the Krefeld raid on June 21st, some “Monica” sets had been fitted to some of 196 Squadron’s Wellingtons, HE901 being one of them. David and his crew had conducted air teats with the new equipment on June 16th and 17th, and aerial exercises with fighters, to try out the operational aspects. “Monica” was the code name given to equipment which, installed in RAF bombers, would give warning of the approach of German night-fighters from the rear. This radar equipment gave out its own transmissions however, and later in the war, when a German Ju88 night fighter landed by mistake at Woodbridge on July 15th 1944, it was discovered that its “Flensburg” radar transmission detector set could “home in” from 50 miles away onto an RAF aircraft using Monica. The increasing losses of Allied bombers was being blamed on Monica, [inserted] “H2S” radar, [/inserted] and “I.F.F.” (Identification Friend or Foe) signals emanating from their aircraft, and instructions were immediately given to remove all “Monica” sets, use “H2S” only sparingly, and switch off “IFF” altogether over German territory.
The raid on Wuppertal on June 24th 1943, in which David dropped an entire load of incendiaries, devastated the Elberfeld half of the town (the other half had already been hit). Some 94% of the town was destroyed that night. 630 aircraft having taken part, and 6 Wellingtons out of 101 being lost (together with 28 Lancasters, Halifaxes or Stirlings).
David now made the last operational sortie of his second Tour, to Cologne again on July 3rd 1943. He was flying Wellington X HE901 [deleted] again [/deleted], with a new member of crew, Flt. Lt. Reaks (who had replaced P/O Allen), and the PFF successfully marked the industrial area of the town, on the East bank of the Rhine. Again, David’s load consisted entirely of incendiaries, and they bombed the target accurately, but on returning to England after a flight lasting 5 hrs 5 mins, had to divert to Westcott, Bucks, because
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of ground fog and bad weather in the North. This raid was noted for something else – the beginning of mass night-time attacks by German night-fighters over the target area – something not met before by the RAF – where the Luftwaffe units attacked from above, using the mass of fires, target indicators (T.I.’s) and searchlights below as illumination for the bombers. On this raid 30 aircraft were lost out of 653 despatched – 12 being claimed by the Luftwaffe night fighters. In hindsight David was lucky to finish his second Tour at this point, as the RAF raids over Germany began to meet increasing fighter opposition, leading to many losses.
[Underlined] Lancaster Conversion Unit [/underlined]
Again classed as “Above Average” [inserted] in his recent capacity as “Master Bomber” of 196 Squadron [/inserted], David Wilson was now posted to a Lancaster Conversion Unit [inserted] No 1660 [/inserted] at RAF Swinderby, to convert to flying four-engined heavy bombers. The reason he had had a shorter Tour than usual at 196 Squadron was because the Squadron was moving [inserted] its [/inserted] base down South now, and re-equipping with Stirling bombers. David neither liked the Stirling, nor the future role of the Squadron, which was to be on glider-tug and troop dropping rôles, and so he had quickly opted to go for a Lancaster Squadron posting. [Inserted] He had in fact volunteered to join 617 Squadron (now known as the “Dambusters”), who were now looking for a few more seasoned and “Above Average” graded pilots to replace the eight lost on their famous raid of May 16th/17th. Only men of exceptional experience and calibre would be accepted, and all crews had to show a very high accuracy in their bombing experience. David’s name had gone forward for consideration by 617’s C.O., Wing Cmdr. Guy Penrose Gibson, V.C., DSO and Bar, DFC and Bar, who was still in charge but about to be posted onto a temporary staff duty as a rest (against his wishes!). Provided he converted to the Lancaster successfully, he would be accepted. [/inserted]
And so Flt. Lt. David Wilson started at Swinderby on July 23rd 1943, learning the tricks of flying the mighty Lancaster – an aircraft that would endear itself to him for life. The Course was not long, only five weeks, and finished on August 30th, when David had completed his multi-engine transition to the big Avro machine designed by Roy Chadwick. The Lancasters at the Unit were old Mk I’s from early production runs by A.V. Roe & Co Ltd at Manchester, or Metropolitan-Vickers at Trafford Park, and some had originally been laid down as Manchesters, and converted on the line.
David firstly had “circuits and landings” practice, then “stalling”, “three and two engine flying”, “fire action”, and “three-engine overshoots”. Then came cross-country exercises, “time and distance”
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runs (practicing dropping bombs after a measured run-in from a known geographical position) “corkscrewing” (to avoid fighters at night), and “fighter affiliation” (practice in being “attacked” by fighters). Finally David made some bombing runs, dropping four bombs on Wainfleet Sands, then eight (getting a mean error of only 71 yds from the target), and finally a round-the-UK cross-country flight at night, from Swinderby to Ely, Bicester, Sidmouth, St. Tudwells (where he dropped two bombs, and hit the target), Strangford [inserted] Lough [/inserted] in N. Ireland Dumfries in Scotland, Aberdeen and back home! A large part of the return trip was flown on three-engines, the whole flight taking 5 hrs 35 mins – just like a typical raid over Germany.
Wing Cmdr. Everitt, the CO. of 1660 Conversion Unit, passed David out [inserted] on August 30th [/inserted] as “Above Average” once again on the Lancaster this time, and David thus had his posting to 617 Squadron confirmed, and joined them the same day at Coningsby, Lincolnshire. [Deleted] – the already famous 617 Squadron, otherwise known now as the “Dambusters”. [/deleted]
[Underlined] Joining the “Dambusters” [/underlined]
David Wilson joined 617 Squadron on August 30th 1944, the date the Squadron moved its home from Scampton to Coningsby, in Lincolnshire. Since its famous [inserted] first [/inserted] raid on the German dams on the night of May 16th/17th 1944, [sic] the Squadron had [inserted] briefly [/inserted] returned to [deleted] a rest period, and started [/deleted] operations again on July 15, raiding power stations in Northern Italy and landing [inserted] at Blida [/inserted] in N. Africa afterwards. [Inserted] (Blida was a [inserted] captured [/inserted] Allied aerodrome a few miles south-west of Algiers, in French North Africa). The Squadron’s third raid had been on the Italian port of Leghorn on the way back from Blida. And its fourth was a mass leaflet raid on major Italian cities on July 29th 1943, after which the aircraft landed at Blida again. (This time they positioned back to England without raiding any target on the way). [/inserted] With its high level of training [deleted] and accuracy [/deleted] in bomb dropping especially [inserted] at low level [/inserted] the Squadron was now being used for attacks on major targets which required a great deal of accuracy in placing their weapons. These targets by definition, were also likely to be very heavily defended.
David was airborne on September 1st, the second day after he arrived at Coningsby, and was promptly sent off on a low-level cross country. (With the “Dambusters”, low level meant just that – at 200 to 330 ft altitude! [inserted] all the way [/inserted]). Wing Cmdr Guy Gibson, VC, DSO and Bar, DFC and Bar had just relinquished command of the Squadron [inserted] on August 3rd) [/inserted] to [inserted] Acting [/inserted] Wing Cmdr George Holden, DSO, DFC [inserted] and Bar? [/inserted]
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and there were 10 [deleted] complete [/deleted] Lancaster [deleted] crews [/deleted] pilots left at that moment out of the original 21 that had been in the Squadron when the raid on the Dams was mounted. * Apart from David, the other new pilots [inserted] ① who had joined 617 since the Dams raid were F.O. W.H. Kellaway, DSO; at the end of June; P.O. B. [deleted] (“Bunny”) [/deleted] W. Clayton, DFC, CGM, early in July; [deleted] and [/deleted] Flt. Lt. R.A. Allsebrook, DSO, DFC, also early in July; [inserted] and Flt. Lt. E.E.G. [inserted] (“Ted”) [/inserted] Youseman, DFC, at the end of July. (Ted came from David Wilson’s old 214 Squadron). [/inserted]. All these pilots – like David – brought their old crews along with them as well, and so all eight men in each Lancaster found themselves suddenly flying with the famous “Dambusters”. One of these new arrivals had also crashed on August 5th on Ashley Walk Bombing Ranges, when it hit the slipstream of another Lancaster, but luckily the crew survived, but with the exception of one gunner did not fly with 617 again. [/inserted]
The [inserted] surviving [/inserted] Lancasters which had been used for the Dams raid were in the process of being returned to A.V. Roe & Co to have the special fittings removed and the enlarged (bulged) bomb doors put in their place. For the purpose of keeping the crews in training, however, other Lancasters had to be borrowed or drafted in, and the Lancaster which David flew on September 1st was one such – ED735 (KC-R) from 44 Squadron (where it had been called KM-K). This Lancaster had just [inserted] ② been fitted with new “deep-section bomb doors by Avros, to take the new 12,000 lb High Capacity Blast bombs, and was sent to the A&AEE at Boscombe Down this month, to measure the Position Errors. [/inserted]
The Dambusters had moved from a grass airfield at Scampton, to one with hard runways at Coningsby and were sharing the latter airfield now with other Lancaster Squadrons. [Deleted] No 619 [/deleted] (Another Lancaster Squadron that would henceforth [deleted] to [/deleted] work closely with 617 was No 619 [inserted] - based nearby at Woodhall Spa - [/inserted] ) David flew Lancaster EE144 (KC-S) on September 14th – this aircraft was normally used by Sqn Ldr. Holden.
David was [inserted] then [/inserted] engaged in intensive low-level cross-country flying for the first two weeks of September, working himself and his crew up to the required accuracy of bombing, air firing, and low-level navigating as befitted the high standards expected of the specialist squadron. Two of these flights were on aircraft that had originally been on the Dams raid – ED886 (AJ-O flown then by P.O. Bill Townsend) and ED921 (AJ-W of Flt. Lt. Les Munro). These had been altered back to carry normal bombs, and in common with 617’s other permanent Lancasters were now fitted with new radio altimeters which could be set to give the pilot warning of dropping below, say, 75 ft above the ground (where a “hiccuph” could mean flying into the deck”).
All this preparation was for 617’s next scheduled raid on one of the War’s earliest, and by now most heavily defended targets – the Dortmund-Ems Canal. It had been decided to try to breach this by moonlight, and at low level. The canal was of vital importance to the German War industry, as it joined the steel plants of the Ruhr
*(for Note see over →③
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[Underlined] footnote ③ FOOTNOTE [/underlined]
* The original [inserted] 21 [/inserted] pilots of 617 Squadron at the time of their first operation – the Dams raid – consisted of Wing Cmdr. Guy Gibson, VC, DSO and Bar, DFC and Bar; Flt. Lt. J.V. Hopgood, DFC; Flt. Lt. H.B. Martin, DSO and Bar, DFC and two Bars, AFC; Sqd Ldr. H.M. Young, DFC; Flt. Lt. W. Astell, DFC; Flt. Lt. D.J.H. Maltby, DSO, DFC; Sqd. Ldr. Henry Maudslay, DFC; P.O. L.G. Knight, DSO; Flt.Lt. D.J. Shannon, DSO and Bar, DFC and Bar; Sqd. Ldr. J.C. McCarthy, DSO, DFC; Sgt. [inserted] V.W. [/inserted] Byers; Flt Lt R.N.G. Barlow; P.O. Geoff Rice, DFC; Flt. Lt. J.L. Munro, DSO, DFC; F.O. W.C. Townsend, CGM, DFM; Flt Sgt. K.W. Brown, CGM; Flt. Sgt. Cyril [inserted] T [/inserted] Anderson; P.O. [inserted] Warner [/inserted] Ottley; P.O. [inserted] L.J. [/inserted] Burpee (all of whom had flown on the raid); and P.O. W. [inserted] G. [/inserted] Divall and Flt. Lt. Harold [inserted] S. [/inserted] Wilson (both of whom had not been included on the Dams raid).
The [inserted] eight [/inserted] killed on the raid were Hopgood, Young, Astell, Maudsley, Byers, Barlow, Ottley [inserted[ and [/inserted] Burpee; Guy Gibson, of course, had now been rested from “Ops”; Cyril Anderson had decided to return to his original Squadron, and Bill Townsend had been posted away to 1668 Conversion Unit. All this left just 10 of the original pilots.
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with the Baltic, enabling iron ore from Sweden to be barged to the steelworks, and finished parts (Eg of U-boats) to be sent North to the German ports.
It was lucky for David that he was still getting into training at that moment. On a cross-country on September 13th, he practiced low-level bombing from 300ft and 500 ft, and gained a mean error of 73 yds from the target centre; and on September 14th he dropped bombs on the ranges from 200, 300, [inserted] and [/inserted] 400 ft high, and got his average error down to 36 yds.
David was assigned to “B” Flight, under the leadership of Flt. Lt. J.L. (“Les”) Munro (a survivor of the Dams raid who had been hit by flak en route to the Sorpe Dam and had had to turn back because the radio/intercom had been destroyed). But due to his “working-up” period, he was not selected for the raid on the Dortmund-Ems Canal on September 14th/15th. This was meticulously planned – as usual – and eight of 617’s Lancasters would take part, dropping new 12,000 lb High Capacity thin-cased, bombs from low level (fuzed for an adequate delay). The crews selected were the new C.O., George Holden, Dave Maltby, Les Knight, Dave Shannon, Harold Wilson [inserted] (no relation to David) [/inserted], Athelsie Allsebrook, Geoff Rice and Bill Divall. All but Holden, and Allsebrook [deleted] and Divall [/deleted] were survivors of the original 617 Squadron, and they set off on the evening of the 14th, but en route to the target received news back from a “recce” Mosquito in front, that the weather was too bad over the target area for low-level bombing. Regretfully they turned for home, but as they did so at low level over the North Sea, Maltby’s Lancaster hit someone else’s slipstream, dipped a wing into the sea, cartwheeled – and that was that. Maltby and his crew all perished.
Back home at Coningsby, they re-planned the raid for the next evening, the 15th, and Mick [deleted] y [/deleted] Martin just back from leave, filled Maltby’s place. [Inserted] David Wilson flew two more cross-country flights on this day, using one of the original Dams raid Lancasters, ED886 (AJ-O) [deleted] glued back again [/deleted] They were his last practices, and he was not called up for the raid that night. [/inserted] As the [inserted] others [/inserted] flew low over darkened Holland, Holden, flying with [inserted] Guy Gibson’s old crew [/inserted] and leading the two flights, was hit by flak and he climbed to avoid a church steeple in a small town while the others behind swung low around the outside of the built-up area. Holden’s Lancaster, trailing flames, went down and his 12,000 lb bomb exploded with a blinding flash of light.
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It was his 30th birthday.
Over the target area, a ground mist obscured the markers they dropped, there was a lot of light flak about, and the escorting Mosquitos found it difficult to silence the flak, and the 617 pilots found it very difficult to see the canal. Allsebrook, who now acted as leader, dropped his bomb and helped to direct others onto the target, but then disappeared. He had been shot down leaving the area. Knight, flying low, hit some trees which damaged his two port engines, and asked Mick Martin’s permission to jettison the bomb. He tried desperately to get home, but after allowing his crew to bale out over Holland, was killed trying to crash land the Lancaster alone.
Rice tried in vain for an hour to find the target, was holed by flak, jettisoned his bomb and managed to return home to Coningsby. Harold Wilson was hit by flak too, and had to crash-land his Lancaster with the bomb on board. It went up soon after, killing all on board before they could escape. Divall was [inserted] also hit and crashed. [/inserted]
// Dave Shannon flew around for 70 minutes, before he managed to spot the Canal and drop his bomb. It hit the towpath and did not seem to breach the canal banks. And Mick Martin flew around for a long 90 minutes, repeatedly getting hit by flak, and finally dropping his bomb on his 13th run in. He was two hours overdue when he landed back at Coningsby, to find only Shannon and Rice there before him. There were just the three Lancasters back, out of the eight that had set off. And nothing to show for the losses.
Next day Mick Martin was made a Squadron Leader by the A.O.C. No 5 Group, Air Vice-Marshal the Honourable Ralph Cochrane, and temporarily given command of 617 Squadron. Martin immediately volunteered to go back to the Canal the next night, and said there were six of them left who could try it (Martin himself, Shannon, Rice, Les Munro, Joe McCarthy and Ken Brown). In addition to these Martin could now call on the newly posted Captains - David Wilson, Ted Youseman and Bunny Clayton.
Fortunately Sir Ralph insisted on the three latest survivors being rested for 617’s next raid, on the Antheor Viaduct near Cannes in the South of France, on September 16th. And because
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this operation followed on without a break, the three “new boys”, and [inserted] the three veterans, [/inserted] Munro, McCarthy and Brown [deleted] (all had taken part on the original Dams raid) [/deleted] were supported by six Lancasters from 619 Squadron as well, and all placed under 619’s C.O., Wing. Cmdr. Abercromby.
[Underlined] The Anthéor Viaduct [deleted] preparing for the Tirpitz [/deleted] [/underlined]
It was against this backdrop of tragedy that David Wilson now flew his first “Op” for 617 Squadron. The atmosphere couldn’t have been worse, but morale was still high. Other Squadrons were [inserted] now [/inserted] beginning to call 617 the “Suicide Squadron”, and there were [inserted] noticeably [/inserted] fewer requests from other pilots to transfer to it [deleted] now [/deleted]! However, the intensive training, and the work involved in the briefing to the raids, kept David’s mind off all that (and the fact that his namesake, Harold Wilson, had died the night before).
This was 617’s seventh operation (including the first abortive Dortmund-Ems sortie), and the target was difficult to find, not counting hard to bomb accurately when they reached it. The main railway link between Central and Southern France and Italy, ran along the coast from Fréjus/St. Raphael to Cannes, and a typical curving viaduct lifted it across a ravine at a point just east of Cap du Dramont, a few miles on the Cannes side of St. Raphael. This little place was called Anthéor, and was 617’s next headache.
David flew in [inserted] company with the other 617 veterans, [/inserted] his “B” Flight Commander, Flt. Lt. John Leslie Munro, DFC, [inserted] RNZAF [/inserted], Pilot Officer Kenneth Charles McCarthy, DSO, DFC, [inserted] RCAF [/inserted], Pilot Officer Kenneth William Brown, CGM, RCAF, and two other “new boys”, Flt. Lt. “Ted” Youseman DFC, and Pilot Officer “Bunny” Clayton, DFC, CGM. Although the target was on France’s South coast, they were expected to return to England on this raid – not land in N. Africa.
David took Lancaster JB 139 on this raid, (coded KC-X and recently transferred from 49 Squadron). His bomb load included one 4,000 lb “Blockbuster” and three 1,000 lb bombs, and his crew consisted of Flt Sgt Hurrel, F.O. Parkin, Flt. Sgt. Barrow, P.O. Allen, Sgt Lowe and Sgt Mortlock. When they found their target, they jockeyed for position down the
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ravine to the sea, and David [inserted] and the others [/inserted] released their bombs from 300 ft. [Inserted] The idea was to lob the bombs onto or between the arches of the bridge, but all seemed to go through the arches instead. [/inserted] The viaduct seem [sic] unscathed, however, - although it and the rail tracks were peppered with holes – and they flew back in the knowledge it would probably need further attempt.
After a flight of 10 hrs 20 mins, David Wilson put his Lanc down at Predannack in Cornwall, to refuel, before flying back to Coningsby later.
[Underlined] Preparing for another Dams raid [/underlined]
Mick Martin was firmly in charge of the Squadron now, interviewing new would-be 617 pilots, thinking about a method of them taking flares with them on future raids to mark the target and make it easier for all to bomb, and liaising with the A.O.C. 5 Group with regard to future targets for 617.
In fact Cochrane was scheming up another attack on a dam, this time the big installation at Modane in Northern Italy, which lay deep in the hills. But Cochrane duped even Mick Martin for a time – he pretended it was to be a raid on the German battleship Tirpitz in a Norwegian fjord, and this required flying over the hills, down the steep slope, across a short stretch of water and then over the ship (in reality, the dam in Italy)!
So Martin went looking for a suitable site to practice on, and found a hillside near Bangor in N. Wales, near the coast, where he could get 617 to try flying down the face of the slope to level out over the sea. He experimented with putting down his landing flaps, to 40° or so, but found although the Lanc would sink down the hillside better, he had to exceed the max speed with flaps down by some 60 mph, and thus risk [inserted] their [/inserted] collapse – with undoubted fatal results to aircraft and crew.
David flew in [inserted] Mick Martin’s [/inserted] Lancaster (EE150 [inserted] coded KC-Z [/inserted]) to the scene on September 18, with Dave Shannon, (one of the three Flight Commanders, with Munro and McCarthy) in the cockpit beside him, and the two of them took it in turns to try flying up and over the hills that Mick Martin had found. Next day David was up in the Midlands [inserted] in the same aircraft [/inserted], this time with his
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own Flight Commander, Les Munro, the two of them doing practice runs across the Derwent reservoir at very low level, and then they tried the hill near Bangor again, Les trying it out and handing over to David. It was all intensely demanding work, and the adrenalin flowed very freely!
Between September 19th and 23rd, the “dams” type training intensified, David flying dummy attacks over Derwent reservoir in ED735 (KC-R) [inserted] on the 19th, [/inserted], then on September 20th he used Guy Gibson’s old aircraft ED932 (AJ-G) of Dams raid fame to take up one of the special “Upkeep” weapons that they still held in store and he dropped this on a dummy low-level attack in the Wash. (Guy Gibson’s old aircraft, unlike the majority that had survived the Dams raid, had [inserted] not yet [/inserted] been converted to have the bulged bomb-doors, and the old cylindrical “Upkeep” canister was used on the original Barnes Wallis-designed release mechanism). Then, in the next three days came low-level cross-country formation flying, dropping bombs on the Wainfleet ranges. David dropped the first lot (of four bombs), getting a mean error of 64 yds, and on the second occasion dropped eight bombs from 800 ft high. Then came a night time cross country at low level on astro fixes only, and finally a trip to Castle Kennedy, and Turnberry in Ayrshire, carrying 14 [inserted] staff [/inserted] passengers in connection with these trials.
However, the very next day, September 24th, came a complete change of policy, and training. The reason was the development of a new, more accurate bomb-sight, and its ability to deliver two large new weapons that Dr Barnes Wallis had been developing recently – the 12,000 lb streamlined “Tallboy” bomb, and its big brother, the 22,000 lb “Grand Slam”. The Chief of Bomber Command, Air Chief Marshal Sir Arthur Harris, had been agonising over the future rôle of 617 Squadron with Sir Ralph Cochrane, and had concluded that it should stay in the latter’s 5 Group, and now become a “Special Duties” Squadron. Cochrane, on his part, decided to press ahead with Wallis’ new weapons, and get 617 equipped as fast as possible with the new bob-sight, to start dropping these expensive weapons.
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[Underlined] The Stabilising Automatic Bomb-Sight. [/underlined]
This SABS sight had been developed at the RAE at Farnborough back in 1941 by a man called Richards, and used the gyro principle in its stabilising system. It had been held up in its development by the fact that although it was a great deal more accurate than its predecessors, it did require a very careful straight and level approach at high altitude, on the run in to the target. Consequently the likelihood of Bomber Command taking heavier casualties from flak and fighters because of this, had resulted in its being “shelved” for the time being. But now, the development of these special weapons merited another look at it. A certain Sqd. Ldr. Richardson was now despatched post haste from the RAE to 617 Squadron at Coningsby, to see the SABS fitted, and perfected, in their Lancasters.
From September 24th, therefore, everything changed in David’s training. No longer was it low-level dams-type exercises, but he flew in EE150 [inserted] (KC-Z) [/inserted] this day, with Joe McCarthy acting as Captain for some of the time, making [inserted] the first [/inserted] high level dummy runs with the new SABS fitted. The next day, David took Bunny Clayton up with him, and Sqd Ldr. Richardson (by now dubbed “Talking Bomb” by the Squadron, for his propensity to talk bomb-sights from the moment he woke, until the moment he went to sleep), to check out the SABS in EE150 again.
Sqd Ldr Richardson was busy fitting the new SABS into all the aircraft, and then checking the installation by flying with it. He also knew that it took two to be accurate – the pilot on the one hand (to fly at a given height, and airspeed, on the final run in), and the bomb aimer on the other (who had to feed the correct data into the sight, and advise the pilot when he strayed off the necessary heading/approach speed). With the Squadron C.O. (Mick Martin), Richardson then evolved a system of each pilot being checked out, by someone senior, and each bomb-aimer being paired with different pilots – cross-checking the results against each other.
Thus David [sic] third flight (on September 26th) was with Mick Martin (now elevated to Sqd. Ldr. status),
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and they did high level bombing (HLB) from 6,000 ft gaining an average bombing error of 60 yds (this altitude was not “high” in the view of most other squadrons – but where 617 was normally flying below tree-tops and between haystacks, 6,000 ft really was “high” to them!
Next day (the 27th) David had two training sorties – one taking up Ken Brown to show him the ropes, dropping bombs at Wainfleet from 10,000 ft this time, and recording a mean error of 61 yds; the next sortie being with Bunny Clayton and flying at 5,000 ft and 7,000 ft, recording an error of 50 yds. (It was getting better!)
Next day David took Geoff Rice up, and also made a sortie by himself. On the latter he dropped three bombs from 10,000 ft, but an error in the altimeter setting led to a mean drop error of 143 yds this time. All this showed how essential it was to get all the readings correct, and here they ran into the problem of calculating the exact [inserted] ground level [/inserted] barometric pressure reading over the target so as to be able to correct the altimeters to give their exact height. Another problem was to obtain absolutely accurate outside air temperatures, and the exact speed of the Lancaster (determined by a combination of airflow and Static Pressure vents in the instrumentation, and known errors (Position Errors) in the Static Pressure System (caused by the location of the vents in the fuselage airflow). All this was essential but complicated and the RAE and A&AEE had to make tests on the Lancasters to give 617 the most effective results, and to increase the accuracy of information fed into the SABS.
For a few days the weather held up training, but it resumed in October with a vengeance. David was flying different Lancasters on each sortie, a new [inserted] Mark III [/inserted] DV246 (KC-U) that had just been delivered, ED932 (Gibson’s old aircraft now recoded AJ-V) [inserted] for low-level sorties [/inserted], JB139 (KC-X), ED915 (AJ-Q), or EE146 (KC-K). He [inserted] sometimes [/inserted] went up three times a day, usually it was twice each day, and his bombing errors read consecutively: 74 yds from 10,000 ft, 182 yds (10,000 ft) then only 21 yds from a 200 ft high low-level sortie, 26 yds (200 ft), 96 yds (10,000 ft), 88 yds (10,000 ft), 101 yds [deleted] (10,000 ft) [/deleted], 86 yds [deleted] 10,000 ft) [/deleted], 57 yds (all at 10,000ft)
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60 yds (from 12,000 ft), 47 yds (1,000 ft), and so on. They had great difficulty getting the accuracy to any greater limits – which really was going to be essential if Barnes Wallis’ big, expensive bombs were to be dropped (These had streamlined aerodynamic fins, and would spin at an increased speed as they dropped, giving different trajectories to the normal, unstreamlined weapons).
Slowly the results of the RAE and A&AEE testing were incorporated on the Lancasters, and Sqd Ldr Richardson’s observations, and things at last began to come together.
Mick Martin went up with David and acted as the bomb-aimer himself on October 16th, flying in ED932 on a low-level sortie. He managed a mean error of 105 yds from 250 ft altitude – not very good! (He obviously then appreciated the level of accuracy David’s normal bomb-aimer could achieve – of 21 to 26 yds!)
David tried a run at 15,000 ft on October 17th – getting an error of 70 yds. But next day doing exactly the same, he only registered a mean error of 128 yds. (On both occasions he was flying ED932, now fitted up with the SABS system).
In the meantime, Mick Martin had been told by Cochrane to get the Squadron up to strength again in pilots and crews, and a good deal of interviewing had been carried out. Martin knew now that an extremely high degree of training and ultimate accuracy in dropping the new bombs was going to be needed, but the crews were going to have to be well blooded already with records to show that they could unflinchingly carry out day after day, the steady, straight run in to the target, whatever flak or defending fighter status. He sought only the very best and bravest of men, therefore, and rejected many applications on instinct. By the first week or so in October, however, he had selected a few more, including Pilot Officer F.E. Willsher – a young fair-haired boy of 19, only a year out of the school classroom; Flt. Lt Thomas Vincent O’Shaughnessy; Flying Officer Gordon Herbert Weeden; [deleted] and [/deleted] Warrant Officer “Chuffy” Bull; Flying Officer
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Geoffrey Stevenson Stout, DFC, [inserted] Flt Lt. R.S.D. Kearns, DFC, DFM; [/inserted] Pilot Officer Nicholas R Ross; [inserted] Sqd. Ldr William [inserted] R [/inserted] Suggett (to take over “A” Flight) [/inserted]; and Flying Officer J. (“Paddy”) Gingles. They all soon settled into the training routine, although both Ross and Bull hit trees on low-flying exercises, narrowly avoiding disaster each time.
David Wilson took up young Willsher on October 9th, to show him how the SABS worked on a 10,000 ft high-level bombing run, and in the afternoon of the same day, he flew ED932 at low level all through the Lake District and the Scottish Glens, taking 5 hrs 30 mins for the cross country. On the 11th he tried the SABS at 12 000 ft and got his error down to 60 yds, and then over the next few days he used it at 1,000 ft (Error=47 yds), 250 ft (with Mick Martin acting as bomb aimer again (Error=105 yds), then at 15,000 ft (Error=70 yds, with Sqd Ldr Richardson on board), then 15,000 ft again (128 yds). And so it went on with David flying his new Lancaster DV 246 [inserted]KC-U) [/inserted], or the two originals from the Dams raid, ED932 (AJ-V), or ED 924 [inserted] (AJ-Y) [/inserted], which had been flown by Cyril Anderson.
David took “Talking Bomb” down to the RAE at Farnborough on October 18th to have some modifications made to the SABS, then he flew the Sqd. Ldr. (who had been a Great War pilot in the RFC) up to the bombing range at West Freugh (near Stranraer) where they checked the bombsight out again at 14,000 ft and 8,000 ft.
As October drew to a close, the bugs seemed to be getting ironed out of the SABS system, as the various modifications were made to it, and after the sight went U/S two days running on practice bombing on 22nd and 23rd, at long last, on the afternoon of the 23rd, David flew over West Freugh again at 14,000 ft and dropped one 4,000 lb “Cookie” this time. It hit the 3-storey target building [inserted] at Braid Fell [/inserted] fair and square in the middle, demolishing it! (Average error = Zero!). On his next run, on the 25th, he dropped six 1,000 lb bombs from 14,000 ft, hit the target with one, gained a very near miss with a second, and put the other four close by ([inserted] Mean [/inserted] Error = 79 yds). Things were getting better!
[Underlined] Restarting Operations [/underlined]
November started off the same way – with more
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high and low level exercises. David had been allocated Guy Gibson’s old aircraft (ED932, AJ-V) on a permanent basis now, and he flew it on most of the practices. He did a run at 12,000 ft and dropped four [inserted] bombs (with [/inserted] an average error of 146 yds), then three bombs from 2,000 ft (53 yds), and then switched to one of Mick Martin’s latest ideas – bombing a PFF red Target Indicator from 15,000 ft. He scored a “bullseye” on it on November 5th (appropriately for Guy Fawkes night!), and with things now obviously getting to the stage where 617 Squadron was ready for operations with the SABS, David showed a VIP around his aircraft on November 6th (believed to be Roy Chadwick, Avro’s Chief Designer) and flew him back to Ringway in the afternoon.
Cochrane at Group had meanwhile decided it was time to test the SABS in action, and so Mick Martin was informed [inserted] that [/inserted] they were to raid the Anthéor Viaduct in Southern France again on November 11th – this time from 8,000 ft to avoid the flak from recently installed German defences.
On the morning of November 11th, David made one more practice flight in ED932, dropping 6 bombs from 15,000 ft and getting his mean error down to 89 yds. It was the best they could do, and he [inserted] then [/inserted] prepared for the evening’s operation. The Squadron despatched 11 aircraft, starting at 18.15, with Ted Youseman first off, and each being bombed-up with one 12,000 [inserted] lb [/inserted] H.C. Blast bomb. Mick Martin himself was leading the raid, and Dave Shannon and Les Munro were also flying, but Shannon had engine failure on take-off and had to abort. The others all got off safely – O’Shaughnessy, Rice, Bull, Clayton, Brown, Kearns, and David Wilson – and set course for Anthéor (David had two new members of his → [inserted] crew on this “op” – Flying officer Chandler and Warrant officer Holland, who were to stay with him ‘for some time (“Chan” Chandler had already survived 8 days in a dinghy in the N-Sea, after ditching in a 49 Sqd Hampden, returning from Düsseldorf in the early hours of July 1st, 1941). [/inserted]
They found the viaduct in half moonlight this time, but there were guns and searchlights to avoid, and there was another similar viaduct just to the West, in the bay by Agay, and this confused some crews sufficiently enough to aim at that. There were no direct hits, but Mick Martin’s bomb hit the railway line to one side of the viaduct, and several more got near misses, David’s bomb [inserted] being 30 yds out. [/inserted] But the viaduct survived, and the 10 Lancasters flew on to Blida again,
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in Algeria. There had been some ships just off the shore at Anthéor which had opened fire on some of the Lancasters, but none had been hit, and they all landed safely in N. Africa. They had a four day break there (taking full advantage of it as they had done before, to sample the local wines and unrationed food and fruit. [sic] They left on November 15th for Rabat in Morocco, and on the 17th flew home from Morocco to Coningsby, via the Bay of Biscay, loaded with Forces Christmas mail for home and fruit and wine. But one Lancaster never made it back – Ted Youseman and his crew were probably picked off by a German fighter, and were believed to have ditched in the sea south-west of Brest, perishing in the process.
{Underlined] New C.O.; new ideas. [/underlined]
While they had been away in N. Africa, a new C.O. had arrived to take command from Mick Martin (who had only been in charge on a temporary basis). His name – Wing Commander Geoffrey Leonard Cheshire, DSO and Bar, DFC – and he had dropped a rank from Group Captain, in order to take over 617. Mick Martin had some burning ideas now about marking targets first with flares, so the rest could bomb with the SABS system, and so did Cheshire too. He was to change 617’s role quite dramatically with his ideas – how dramatically, and how successfully none of them would have guessed in their wildest dreams!
After they were once more back at Coningsby, David tried out his SABS from 18,000 ft now, gaining an error of 137 yds for [inserted] dropping [/inserted] six bombs, and made a few routine air tests of his Lancaster (ED932) early in December. Cheshire also loaned out from 617 crews with McCarthy Clayton, Bull and Weeden, for a few days to the Special Duties Squadrons at Tempsford. They were needed to make pinpoint drops of guns and ammunition to the French Resistance [inserted] near Doullens (on the River Outhie in Northern France) [/inserted] on December 10th. The raid went badly, flak bringing down both Bull and Weeden’s aircraft with two of Bull’s crew, and all in Weeden’s being killed. McCarthy couldn’t find the target, and so he and Clayton went back on December 11th, and were successful this time. Cheshire and 617
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had lost two more valuable crews.
Almost immediately after this, 617 was detailed to bomb a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais, and Group decided to try out the SABS again at night, but this time, working on Martin and Cheshire’s ideas, arranged for the P.F.F to mark the wood concerned with incendiaries. [Inserted] → Mick Martin [inserted] – as Cheshire’s Deputy - [/inserted] had now taken over as O.C. “B” flight from Les Munro, and David Wilson was now flying as Mick’s right hand man. [/inserted] Nine Lancasters were [inserted] therefore [/inserted] sent off from 617 Squadron on December 16th, [inserted] led by Cheshire with Martin as his Deputy [/inserted] to bomb the “Ski-site” ** at Flixecourt on the Somme between Abbeville and Amiens. A single PFF Mosquito used the “Oboe” beam system of marking the target [inserted] with incendiaries [/inserted], and all nine 617 Lancasters dropped their single 12,000 ln H.C. Blast bombs as close to the burning wood as possible. David dropped his, and his bomb-aimer took a photograph of the aiming point to check on their return. [Inserted] His sortie lasted for 3 hrs 40 mins in all. [/inserted] Subsequent “recce” pictures showed the Squadron had collectively achieved a mean error of 94 yds – but the “Oboe” Mosquito had marked 350 yds from the target – and so all the bombs were wide! Cheshire was not amused.
David was up again on December 18th, doing a practice drop from 2,500 ft (Error-70 yds), and on the [inserted] morning of the [/inserted] 20th from 15,000 ft (Error=60 yds). This was a good, consistent result from differing altitudes and in different aircraft (ED932 and ME557). In fact ME557 [inserted] (KC-O) [/inserted] was a brand new Lanc, and David took a Ministry of Aircraft Production official up on the practice to check the [inserted] Napier [/inserted] compressors [inserted] supplying air to the SABS system [/inserted]. * It was also one of the first Lancasters fitted out to carry Barnes Wallis’ new 12,000 ln Tallboy streamlined bomb to be delivered to 617.
The next operation was on [inserted] the evening of [/inserted] December 20th to [inserted] the Cockerill steelworks [/inserted] [deleted] an armaments factory [/deleted] in a residential area of Liege, in Belgium. The bombing had to be accurate to avoid civilian casualties, so eight PFF Mosquitos preceded eight 617 Lancasters. The Mosquitos marked the target, but [deleted] as [/deleted] low cloud prevented the markers being seen, [inserted] Cheshire dived low to see for himself, and found the markers were well off the target. He therefore ordered [/inserted] the force [inserted] to [/inserted] return without bombing. David (and the [inserted] others [/inserted]) brought their 12,000 lb H.C. bombs back, and Geoff Rice was shot down by a night fighter, miraculously surviving alone out of his crew, to be taken prisoner. One more of the original 617 founders had gone.
* Recoded later as KC-S, this was the aircraft in which Flt. Lt. “Bill” Reid, VC, was shot down on July 31st 1944 (he survived).
** So-called because of the shape of the curved ramp V1 launch site.
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Two days later, on December 22nd, David was off again [inserted] (in AJ-V) [/inserted] to attack a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site near Bellencombre, south-east of Dieppe, this time taking Flying Officer Len Sumpter, DFC, DFM as his [inserted] bomb-aimer [/inserted] [deleted] crew [/deleted] instead of F.O. Parkin. Sumpter had flown on the original Dams raid, been rested, and had just come back for a second tour with 617, [inserted] normally flying with Dave Shannon [/inserted]. But the PFF Mosquitos failed again, and David brought all 11 x 1,000 lb bombs back. There were no casualties, fortunately, but Cheshire was not impressed by these PFF failures
David had a few days leave, and resumed flying on the 31st, after Christmas. He missed the new attempt by 617 on December 30th to bomb Flixecourt again, with 10 Lancasters helped by six PFF Mosquitos. Once more the markers were 200 yds off target, 617 accurately straddled them, but because [inserted] of their accuracy [/inserted] missed the main target.
[Underlined] Sorting out the marking problem; a new base [/underlined]
At the beginning of January 1944, David was up on bombing practices again – high level from 15,000 ft (with an average error of 127 yds – and one bomb that toppled); then another of the same height with a better error (98 yds). That was on the morning of the 4th, and in the evening David was one of 11 Lancasters put up for attacking another Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais area [inserted] – this time at Fréval. [/inserted] With the others, he bombed a PFF Target Indicator that they had dropped at very low level this time – but the T.I. was four miles from the target, however, and David brought a photo back to prove it. He blamed the PFF once more! This was obviously not good enough, and whereas 617 Squadron was now trained up to be the RAF’s most accurate bombing squadron, it was the Pathfinders who were now plainly not up to scratch! It was no good having accurate bombing on inaccurate target markers, and so Cheshire, Martin and Bob Hay (Flt. Lt. Robert Claude Hay, DFC and Bar, RAAF – 617’s bombing leader, and Mick Martin’s own bomb-aimer from the first raid on the Dams) put their heads together to work out their own in-house method of marking a target, and then bombing it with the rest of the Squadron. But they first had to prove that the System worked, and to do this they needed Cochrane’s
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permission from Group to discontinue using PFF assistance Cheshire, with his innocently youthful and matter-of-fact ways, soon got this.
Meanwhile, determined to get everyone’s accuracy up even further, David and the rest of 617 went on practicing, day after day, over the next 17 days of January. They made high-level bombing runs, low-level cross country flights, and usually pin-pointed targets all the way round in woodland areas – just like the V1 Flying Bomb sites. David flew these separate and original 617 Lancasters during this period – ED915, ED924 and his own ED932
On January 9th, after a practice over the Wainfleet Sands at low level, he and the others landed at Woodhall Spa – to be their new base from now onwards. Cochrane had decided that 617, with its special techniques, top priority targets – and more importantly, the forthcoming new Tallboy and 10-ton Grand Slam bombs they were to use – deserved a special one-squadron base secluded away from other camps. Woodhall Spa was a one-squadron aerodrome, and so 619 Squadron there moved to Coningsby (which could hold several squadrons), and 617 transferred in the reverse direction on January 9th 1944. → [Inserted] A few more pilots joined 617 at this time, including Lt. Nick Knilans, DSO, DFC (USAF), Flying Officer Geoffrey Stevenson Stout, DFC, and Flying Officer J.L. Cooper. [/inserted]
Over the next few days, operations now from Woodhall Spa and billeted in the delightful Petwood House Hotel (which served as the Officer’s Mess) David flew on low-level cross country sorties, but this time in formation. He flew his (and Guy Gibson’s old aircraft) ED932 for the last time on January 18th [inserted] across to Coningsby, [/inserted] and this veteran Lancaster was left there to be used by 61 Squadron in future (it survived the war intact, only to be eventually scrapped). On the 20th, David started some new tactics that Cheshire was devising – low flying over the Wash at only 60 ft high, and then flying across, and down, the aerodrome’s flarepath at 60 ft, practicing the tactics of dropping more Target Indicators onto a cluster dropped already by the leader (using the runway lights as imaginary markers). It was during this practicing on → [inserted] the 20th that O’Shaughnessy misjudged his height and hit a sea wall at Snettisham, crashing on the beach. He and one of his crew were killed, but the rest (one badly injured) survived to fight again. The Squadron had lost another [inserted] good [/inserted] pilot. [/inserted]
Next day, January 21st, Cheshire announced he had got permission to strike at a V1 [inserted] launch [/inserted] site again – but this time without using the PFF at all. That evening, they set out with even greater excitement than usual, for they knew they had to get a good result
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this time, to substantiate all their training.
David took another of his old mounts, JB139 [inserted] (KC-X) [/inserted], on this raid, and 617 put up 12 aircraft in all. The target was at Hallencourt, a few miles South of Abbeville, and Cheshire and Martin carried out their own new “Pathfinder” technique. First of all the leading pair dropped [inserted] Red Spot [/inserted] flares from 7,000 ft, then dived down [inserted] to about 400 ft, [/inserted] using their illumination of the target area to drop long-burning Target Indicators right on top of the Ski-site.* The rest of 617 then flew over, dropping their bombs on the T.I’s. David, in fact, carried 2 x 1,000 lb, 13 x 500 lb bombs and 6 flares in his Lancaster, and, in common with others, would have used the flares if necessary to help Cheshire and Martin to go on marking the target if their first T.I’s had gone out. But David didn’t need to use the flares on this occasion, nor did he drop all his bombs – only 7 x 500 lb and 1 x 1,000 were let go, and he brought the rest back. He got a good photograph of the aiming point [inserted] from his bombing level of 13,000ft, [/inserted] and when the crews got back to Woodhall Spa, they were jubilant. It had worked, and later “recce” pictures confirmed they had blasted the main target area – for a change!
Once again, in the next few days, David was hard at Cheshire’s new tactics again, doing low-level [inserted] (60 ft high) [/inserted] runs over Uppingham Reservoir, and practicing aiming at the flarepath at their base – or carrying out “Tomato” exercises (as they now referred to them). Then on January 25th came their second “Op” using their own marking [inserted] techniques [/inserted] on a V1 [inserted] launch [/inserted] site. Now it was Fréval [inserted] again [/inserted], and David was one of 12 617 Lancasters to head for the target, flying a Mk I (DV385, KC-A). [deleted] from 50 Squadron for a few days [/deleted] He carried 13 x 500 lb and 2 x 1,000 lb bombs and Cheshire and Martin dived in low again aided by a green Target Indicator dropped [inserted] in the general target area by the PFF, [/inserted] marked the target [inserted] with Red Spot flares [/inserted] in very gusty wind conditions, and David and the rest dropped their bombs exactly on target. It was a case of two out of two “bullseyes” for 617, and there were no losses from either raid.
[Underlined] Picking off the targets [/underlined]
Cochrane now realised that Cheshire and 617
* Cochrane had insisted that the marking had to be done from above 2,500 ft, but Cheshire and Martin had worked out the dive-bombing technique down to 400 ft!
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were now thoroughly capable of using their low-marking techniques on any number of specialised targets – and Cheshire had eventually told him of their habit of dive-bombing their Lancasters right down to 400 ft over the target. So Cochrane now picked a beauty for them – the new engine works at Limoges, in mid-western France. This was to be on February 8th, and so in the days leading up to this, David found himself practicing once again, this time dropping bombs on the ranges from 1,500 ft, 2,000 ft, then at 8,000 ft, 10,000 ft and finally 14,500 ft (at West Freugh). At low-level his mean error was 222 yds, but at 10,000 ft he got it down to 39 yds, and at West Freugh to 65 yds.
Finally, the 8th dawned, and in the evening 12 Lancasters took off for the Gnome et Rhône aero engine works at Limoges. Cheshire and Martin left 15 minutes before the rest – led by Dave Shannon and consisting of David, Ken Brown, Bob Knights (a new pilot), Knilans, Ross, Kearns, Willsher Clayton and Suggitt.
Para // Cheshire had worked out a special technique for this raid , as most of the workers were French, and the factory was close to a built-up area where many of them lived. There was cloud right along their route, but it broke just before they reached Limoges, on the River Vienne. Cheshire then flew over the factory roof three times, down to about 100 ft to warn all the night shift workers to leave, and take shelter. His aircraft, DV380 (Coded KC-N) had had some modifications to accommodate an RAF Film Unit crew, led by Sqd Ldr. Pat Moyna. Half its fuselage door was cut away to instal [sic] two 35mm movie cameras, and two large mirrors were fitted underneath to reflect as much light as possible (had Roy Chadwick, the Lancaster’s designer known, he would doubtless have considered it as sacrilege)!
After Cheshire’s third run, his crew could see the French workers streaming out of the factory, to their air raid shelters, and after waiting a few minutes, Cheshire went in to drop his cascading incendiary markers and Red Spot fires directly on top of the centre of the factory roofs. The Film crew had a beanfeast, obtaining some of the most remarkable shots of the War, as the cascades of light lit up the factory, river and railway yards nearby.
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Mick Martin then followed Cheshire in, flying his Lancaster DV402 (coded KC-P), and dropped his markers on top of Cheshires – After that Cheshire told the main force overhead to bomb, and he cruised around the area at 5,000 ft, to let the film crew record the event. They had a grandstand view, as the other 10 Lancasters (David was flying ME559, KC-Q) unloaded their weapons on the factory. Five of them carried 12,000 lb H.C. Blast bombs, the other seven – like David – [inserted] each [/inserted] dropped 12 x 1,000 lb bombs, and most of them were within the factory perimeter. David reckoned his stick fell slightly off target, and straddled the railway lines away from the factory.
Cheshire then ordered all crews home, but he flew around the burning, smoking factory in the moonlight at 100ft (or less) for half an hour, letting the Film crew complete a unique task. Even Cheshire’s crew got fidgety, trying to egg him on gently to start for home. As Moyna said afterwards: “Cheshire seemed as unconcerned as an assistant arranging a group photograph in a studio”! Finally, they turned out to the Bay of Biscay, and flew back over the sea. They all arrived back safely – Cheshire about an hour behind the rest. And the main achievement (for Cheshire) was a perfect record on film to show the AOC and all the others at Bomber Command HQ, illustrating how effective low-level marking could be.
[Underlined] Third attempt at Anthéor. [/underlined]
After the attack on Limoges, David’s next flight with 617 was another operation on February 12th – back to the Anthéor viaduct again. The Squadron had already attacked it twice, and the USAF once, but it was still intact and carrying almost 100,000 tons of German supplies down to the Italian Front each week. All these attacks had, however, served only to get the Germans to defend it more heavily each time, and the defences were formidable this time.
Once again 617 fielded 10 Lancasters for the “Op”. but Cheshire was concerned about the range at their disposal, for Cochrane refused permission for them to carry on to Sardinia this time, saying he needed 617 back in the UK after the raid. In order to squeeze every gallon of petrol into their tanks, they flew
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their Lancasters down to Ford aerodrome, between Bognor Regis and Littlehampton on the South Coast, using it as an advance base to refuel. Then Cheshire and Martin took off ahead of the others, climbing through bad icing conditions, and arrived some five minutes ahead of the main force.
It was a pitch black night and the narrow valley was full of all types of ack ack guns, which opened up in an absolute hail of flak. Cheshire tried three times to dive down the valet over the viaduct, and drop his load of markers and flares, but each time he was blinded by the flak and forced off course and out to sea. Martin then had a go, and Cheshire tried to get back inland to draw off the fire as he ran in, but was out of position as Mick slid down the dark ravine. As Mick levelled out over the viaduct, a 20mm cannon shell exploded through the bomb-aimers’s cupola, and Bob Hay was killed instantly, and the Flight Engineer, Ivan Whittaker injured in his legs.
Cheshire ordered Martin to fly on to Sardinia, and land there (where he had wanted the entire Squadron to go), and then he went in again himself, this time at 5,000 ft, above the ravine and out of range of the cannon fire. There was still a mass of heavy flak bursts, and David [inserted] in Lancaster ED763 (KC-D), [/inserted] and the others flying overhead thought it looked impossible for anyone to survive in that holocaust. Cheshire managed to drop some of his Red Spot markers, but they drifted to the beach side of the viaduct. With time over the target limited by having to return to the UK, Shannon up above now commenced the high-level bombing, and David and the others followed. David dropped his single 12,000 H.C. Blast bomb [inserted] from 9,500 ft [/inserted] and turned for home. Only one of these weapons dropped close to the viaduct, the rest falling closer to the beach, and once again the bridge remained intact! Finally, after a flight lasting seven hours exactly *, David touched down at Ford again, to refuel and rest, before flying back to Woodhall Spa that morning. [Deleted] The Lancaster he had used this time was ED763 (KC-D). [/deleted]
But fate had not finished with the Squadron yet, for next morning, as the 617 crews left Ford to fly up to Woodhall Spa, Sqd. Ldr. Bill
* David’s previous sortie to Limoges lasted 7 hrs 25 mins altogether but this was from Woodhall Spa. It took about an hour each way from there down to Ford.
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Suggitt climbed out to the West, and turned to starboard in DV382 (KC-J) to set course to the North-east. He had to climb up through the clouds shrouding [inserted] the [/inserted] South Downs, and just after 08.30 a tractor driver at Duncton Hill Farm saw the Lancaster impact on Littleton Down, above him. Wreckage spread everywhere, and all Suggitt’s crew died instantaneously, although Suggitt himself died two days later, still in a coma. Flight Sgt. John Pulford, DFM, the last but one survivor of Guy Gibson’s original raid crew, died in the crash. (The last survivor, Flt. Lt. Richard Trevor-Roper DFC, DFM, was killed on a 97 Squadron operation just 20 days later).
[Underlined] Improving the techniques. [/underlined]
After Mick Martin returned from Sardinia later, his Lancaster temporarily patched up, Cochrane sent him off for a rest period – much against his will. But Cochrane preferred living Flight Commanders to dead ones, and he had few survivors left now, of the original 617 founding pilots.
Then came some top-level Group and Command meetings – at one of which Cheshire appeared on the one hand, proposing greater use of his and Martin’s low-level marking techniques (preferably using Mosquitos in future), and on the other hand Air Vice Marshal Don Bennett [inserted] of 8 Group [/inserted] was strongly defending his PFF high-level marking (and being generally dismissive of 617 Squadron’s techniques).
Cochrane, however, gave Cheshire some leeway in his 5 Group, and set a string of targets now for 617 to attack where Cheshire could devise the necessary low-level marking himself. With Martin gone now, Cheshire took Les Munro as his Deputy, and Les became “B” Flight Commander, with David Wilson as his right hand man. Cheshire did not yet put in a bid for two Mosquitos (but he was busy making the necessary high-level contact in the RAF in order to obtain them quickly and painlessly when he needed them). He knew that the light, fast and manoeuvrable Mosquito would help to make diving onto the target so much easier, and also assist in avoiding the defensive flak.
The last half of February 1944 passed for David with no more than four training flights or air tests
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being flown, due to bad weather. The last of these, on February 29th, was a bomb-dropping exercise from 15,000 ft, where David’s crew scored a 100 yd average error. Then came another practice from 10,000 ft on the morning of March 2nd, followed by 617’s next operation the same evening – this time to the aero-engine works at Albert in the Pas de Calais, between Amiens and Bapaume. Because this was believed to be heavily defended (repairing as it did, vital BMW engines for Focke Wulf FW 190 fighters) Cochrane ordered Cheshire not to mark below 5,000 ft this time. This was Leonard Cheshire’s 75th operation, and David Wilson’s 67th, yet 617’s three Flight Commanders – Dave Shannon, Joe McCarthy and Les Munro were some way behind these totals themselves. Both McCarthy and Munro were now promoted to Squadron Leaders.
David’s aircraft, DV246 (KC-U) was loaded up completely this time with [inserted] 248 x 30 lb [/inserted] incendiaries, and Cheshire and Munro (as deputy) went ahead to position themselves down to 5,000 ft so as to identify the target when the flares were dropped by the leading 617 Lancasters [inserted] of the 13 flying [/inserted] overhead. Cheshire went in under the flares to drop his markers, but his aircraft’s SABS bombsight went U/S on the approach, and while he stood off [inserted] for his bomb-aimer [/inserted] to try to get it working, he called in Munro to drop markers [inserted] just [/inserted] as the flares burnt out. Munro’s markers were spot on, and 617 bombed the factory from higher up, practically all their bombs and certainly David’s load of incendiaries [/inserted] (dropped from 9,200 ft) [/inserted] hitting the factory dead-centre. It was a text book operation, and Cheshire’s diary entry was almost right when he wrote: “This factory will produce no more engines for the Hun!”
Two nights later, on March 4th, 617’s target was the small, but important [inserted] La Ricamerie [/inserted] needle-bearing factory at St. Etienne (to the South-west of Lyon). It was a very small target, in a narrow valley with 4,000 ft hills on either flank, and once again in a built-up area, meaning it had to be picked out surgically, without harming the French citizens if possible.
Again, 15 Lancasters were put up that night, Cheshire and Munro leading (the latter on three engines, as one had packed up after take off). But there was ten-tenths cloud over the target, as David Wilson recorded. He was carrying a Sqd Ldr. Doubleday that night in his usual mount, JB139 (KC-X), and 1,000 lb
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bombs. But Cheshire couldn’t mark the target because of the bad weather, and so they all brought their bombs back that night. David’s flight there and back lasted exactly four hours.
Six days later, with better weather forecast, 617 tried to hit St. Etienne again. This time 16 Lancasters set off for La Ricamerie factory – on the same night that 5 Group bombed the Michelin works at Clermont-Ferrand. This time Cheshire made six attempts to mark at very low level in the blackness, dropping them accurately on the last run, but they bounced beyond the factory. Munro followed, and dropped short, Shannon tried and his markers bounced beyond, and finally Arthur Kell (a new Australian pilot) made a low-level dive and planted incendiaries in the factory. The rest of 617 then bombed the incendiaries (to Cheshire’s commands), and David unleashed his 11 x 1,000 lb bombs [inserted] from X “X-Ray” on the second run in [/inserted] in two sticks, [inserted] dropping them from 8000 ft. [/inserted] When they returned safely, David’s bob-aimer believed they had missed the target, but when “Recce” photographs were obtained, 617 was delighted to see the target had been completely destroyed, and there was no damage to the built-up area outside!
There was no more training at the moment, and the next “Op” was on March 15th, to an aero-engine works at Woippy, on the Northern outskirts of Metz (on the R. Moselle, East of Paris). It was freezing cold weather and 617 and 619 Squadrons sent a combined 22 Lancasters up this night, but the target was hidden by cloud [deleted] again [/deleted]. David was carrying a single 12,000 H.C. Blast bomb in his [inserted] JB139 [/inserted] X “X-Ray” again, but there was no hope of bombing, and so they all brought their bombs back. This was a longer sortie – 5 hrs 30 mins – and one [inserted] 617 [/inserted] crew, flying with Flying Officer Duffy, were attacked by three night fighters on their return leg, and claimed all three shot down!
Next day, March 16th, 617 was off again, this time to bomb the Michelin tyre factory at Cataroux, Clermont-Ferrand. The 15 Lancasters they put up were joined by six from 106 Squadron that were fitted with [inserted] the [/inserted] new [inserted] H2S [/inserted] radar bombing equipment. These latter aircraft dropped the flares this time, and Cheshire
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Made his usual low-level dives over the Cataroux Michelin factory to warn the [inserted] French [/inserted] workers to take cover, dropping his markers on the third run – but a little short. He was being extremely careful once more, because the factory had these major sheds in its complex, but a fourth large building – the French workers canteen – had “on no account to be damaged, if possible”, (Group’s instructions). Cheshire then called in his three Flight Commanders, Munro, Shannon and McCarthy, and they all managed to drop their markers directly on the factory sheds. To do this, they had to have a constant rain of flares to illuminate the target, and David Wilson in JB139 released his six, to help their aim. Then Cheshire called up the others to bomb the newly laid markers and David released his [inserted] single [/inserted] 12,000 Blast bomb *, right on target, and turned for home. This trip lasted 6 hrs 40 mins in all, with the separate run-ins to drop flares, and then the weapon, and with poor weather conditions back at Woodhall Spa, David landed at Coningsby on the return, positioning back to base [inserted] later [/inserted] in the morning.
The “recce” pictures next morning showed the works entirely in flames – and yet the canteen was intact! In fact Cheshire had once again carried Sqd Ldr Pat Moyna and his Film Unit in his Lancaster, and filmed the progress of the bombing from low-level.
Off again on March 18th, David was one of 13 Lancasters this time from 617 Squadron, to bomb the French [inserted] “Poudrerie Nationale” [/inserted] explosives factory at Bergerac, on the R. Dordogne east of Bordeaux. Cochrane had meanwhile told Cheshire that he would try to obtain two Mosquitos, to carry on the low-level marking in greater safety, and therefore until they came, Cheshire must not do any more low-level marking below 5,000 ft. On this raid therefore, six other 5 Group Lancasters, using H2S, joined 617 Squadron, and Cheshire marked from 5,000 ft – spot on – followed by an equally accurate Munro. Shannon and McCarthy both marked an ammunition dump close by. Then the others started to bomb, and before David [inserted] (in JB139 again) [/inserted] dropped his 12,000 lb weapon on the factory [inserted] from 10,000 ft [/inserted], Bunny Clayton dropped his on the nearby
* Six crews carried this weapon on the raid (those with the most accurate bombing averages). This weapon was now referred to as “The Factory Buster”.
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ammunition dump, which exploded in a 15-second long, gigantic flash that blinded everybody. Cheshire, down below, looked up and saw the rest of 617’s Lancasters silhouetted above him against the sky. Then David’s bomb slammed into the powder works, and it disappeared in turn beneath a series of vast explosions. “The powder works”, Cheshire noted, “would appear to have outlived their usefulness!”
This route also took 6 hrs 40 mins from take-off to touch-down, and two days later (as usual now) on [inserted] March [/inserted] 20th, David was off again [inserted] in JB139 [/inserted] to another explosives works – this one at Angoulême, [inserted] North-east of Bordeaux [/inserted]. The pattern was repeated, six 5 Group Lancasters using H2S to drop flares, Cheshire leading 617’s total force of 14 Lancasters and marking from 5,000 ft again. This explosives factory, on a bend on the R. Charente there, performed in the same manner as the one at Bergerac. David dropped 1 x 8,000 lb and 1 x 1,000 lb bomb from 8,300 ft on top of this works, and the factory was completely – and spectacularly – destroyed. Some 6 hrs 5 mins later, David was safely back at Woodhall Spa, as were all 617 crews, and the Film Unit in Cheshire’s aircraft again.
[Underlined] Lyon – third time lucky [/underlined]
The fact that 617 would never leave a “demolition job” half-finished was becoming equally well known to Germans and British alike. The Germans were, in fact, beginning to draft in more defences to the vital plants in France that were supplying their War Effort. But nowhere was this reputation more tested than with their attack on the SIGMA aero-engine works near Lyon on the night of March 23rd 1944. Again six Lancasters of 106 Squadron were to act as the Flare droppers, and 617 put up 14 aircraft.
Cheshire told the 106 crews when to drop their flares, but the first lot were too far North, the second try fell short to the South, and final corrections failed to illuminate the actual target. Cheshire now had to send in his own 617 flare droppers, at altitude, and he just managed one dive over the target at 5,000 ft before they went out. He was not sure his markers had hit, but ordered the rest of 617 to bomb them. David was carrying 11 x 1,000 lb bombs [inserted] in JB139 [/inserted] this time, all fitted with long delay fuses (for the safety of the French
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civilians), so Cheshire had to fly around on his own afterwards to assess the results. They exploded eventually, and certainly something had been hit fair and square.
On the return, all but one 617 aircraft diverted to Tangmere – a fighter station near Chichester – only Nick Ross getting back to Woodhall Spa [inserted] (David’s sortie had lasted 6 hrs 45 mins by this time). [/inserted] There was very limited accommodation, and Cheshire and his Flight Commanders slept with some of the 617 crews in their billets, and on the floor – being last in that morning! When they returned to Woodhall Spa after resting, it was to discover that their target was untouched – they had bombed the wrong factory!
So, next day, March 25th, they went back again to finish the job. This time there were 22 Lancasters in all, including the half dozen from 106 Squadron, but Cheshire had re-organized the Flare-dropping force this time, putting 617’s Kearns in charge of all such flare usage – be it by 106 or 617 Squadron. Cochrane had allowed Cheshire to mark at low-level this time, if required, and as the flares went down Cheshire once again realised they were off target. Eventually he and Kearns got them back on the right target, and Cheshire and McCarthy simultaneously marked underneath. Cheshire then realised they had dropped their spot markers on the wrong buildings, and went in again, his second lot of red spot incendiaries again overshooting. Finally he called in McCarthy again, who hit the target with his last markers, and Cheshire ordered these to be bombed by the rest. Due to problems of communication, however, all the 617 crews orbiting overhead then bombed the early markers – missing the target once again! David’s load this time consisted entirely of 500 lb incendiary clusters and they obtained a good aiming point photograph – proving once back home again 7 hrs 20 mins later, that they had missed the right aero engine works for the second time!
Once more, therefore, 617 set out again on March 29th to try and complete the demolition job. This time 106 and 617 put up 19 Lancasters, and Cheshire was ordered to mark from 5,000 ft again. The flares
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dropped by 106 this time failed to ignite, and Kearns therefore ordered 617 crews to drop their flares. These were accurate, and Cheshire then marked carefully, getting his spot fires just a few yards out of the target centre. When David and the rest above bombed these, their average error put their bombs within the target area this time. David was carrying 1 x 8,000 lb and 1 x 1,000 lb bomb [inserted] in JB139 [/inserted] this occasion, [deleted] flying his usual X “X-ray” [/deleted], and his crew knew immediately that they had at last scored a “bulls-eye”. It took just 7 hrs this time, before they were back at base, third time lucky!
[Underlined] Mosquito marking; and marshalling yards. [/underlined]
Two days before this operation – the last that Cheshire flew and marked in a Lancaster – Cochrane said he had obtained the use of two Mosquitos for marking in future. Cheshire went to see them at Coleby Grange on the 27th, and then later on the day he returned from Lyon (the 30th) he had an hour’s dual instruction on it before flying it to Woodhall Spa. He decided that [inserted] McCarthy [/inserted], Shannon, Kearns and Fawke should join him on the Mosquitos as pilots, and they did some rapid dual instruction and test flights. And within two weeks Cochrane had given them two more Mosquitos.
David Wilson was on a few days leave at the beginning of April, and missed the next operation to the aircraft repair plant at Toulouse-Blagnac aerodrome on April 5th. This was the first time Cheshire used his Mosquito to do the target marking, and this time he was marking not just for 617 Squadron – in the lead – but for the whole of 5 Group which joined in the raid for the first full scale rest of operations to come. In addition to Cheshire’s Mosquito, 617 Squadron fielded 17 Lancasters, and 5 Group put up another 127 altogether. Cheshire found the target clear of cloud, and dived three times, dropping his markers right on target, despite considerable flak of all types. But the Mosquito was fast and agile, and the flak was inaccurate because of this. Munro and McCarthy had marked with Lancasters, and then 617 and other 5 Group Lancasters unloaded their bomb
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loads on the aircraft factory, and on other nearby targets too. All were destroyed, but Cheshire had to leave the scene early, as he was not sure of the range of the Mosquito at low altitude, without extra wing tanks.
When David returned from leave, he was immediately scheduled on the next raid on April 10th, this time to the Luftwaffe’s Signals Equipment Depôt at St. Cyr, by Versailles. He was given the new Lancaster, LM485 (KC-N), which Les Munro had flown in the Toulouse raid on the 5th, and bombed-up with 1 x 8,000 lb and 6 x 500 lb bombs. This raid was just carried out by 617, using Cheshire’s Mosquito and 17 Lancasters, and Cheshire eventually dive-bombed the target [inserted] down to 700 ft [/inserted] with his markers, after having trouble finding it in the dark. But he was spot on again, and David and the rest bombed the target [inserted] from 13,600 ft, [/inserted] destroying most of it.
Discussions at Bomber Command HQ now led to the C-in-C, Harris, agreeing now to let Cochrane have his own Pathfinder Force, within 5 Group, built around the special marking techniques developed by 617 Squadron. Thus Cochrane now received back two Lancaster Squadrons – 83 and 97 – which had originally been seconded to 8 PFF Group, and one Mosquito Squadron – 627 – [inserted] also [/inserted] from 8 Group, (much against the wishes of their A.O.C., Don Bennett).
The object now was to use the Mosquito squadron, and 617’s Mosquitos, for marking large targets, have the Lancasters of 83 and 97 Squadrons dropping the flares and acting as back-ups, and use 617 as the lead bombing squadron, and the others to bomb from a higher level. The next target was just such a place – the marshalling yards at Juvisy, 10 miles South of Paris.
David, meanwhile, had been back over the ranges again with 617, honing their skills all the time. He had “Talking Bomb” up with him on one high level from 15,000 ft, did some low-level flying, and then, on April 18th, was off to Juvisy with 201 other Lancasters in the Group, plus 617’s four Mosquitos [inserted] flown by Cheshire, Fawke, Shannon and Kearns.) [/inserted] Flying LM 485 [inserted] (KC-N) [/inserted] again, David was designated (as was the whole of 617 Sqd) to mark the target for the [inserted] Group’s Lancasters. [/inserted], and carried 6 x Red Spots,
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[inserted] 6 x 1,000 lb, and [/inserted] 4 x 500 lb bombs. The railway yards were on the West bank of the R. Seine, just on the south-east corner of Orly aerodrome, and [deleted] they covered such a large aera that the raid was split into two waves – one to attack the Southern half, the next (one hour later) to attack the Northern section. [/deleted] Cheshire found the Southern aiming point under flares dropped by 83 and 97 Squadrons above (although he had suffered a compass [inserted] failure [/inserted] in the Mosquito). He marked the yards successfully, and was backed up by the other [deleted] of the [/deleted] 617 Mosquitos, and David and the 617 Lancasters then unloaded their markers and bombs from 6,500ft fairly accurately on the target, [deleted] David and his 617 colleagues being the most [/deleted] with the rest of 5 Group – being trained in area (rather than spot) bombing – then carpeting the whole area. [Deleted] soon marked for the second wave, in Northern half of the yards, and again the results were accurate. [/deleted] The combined 5 Group method was becoming one of Bomber Command’s [inserted] most [/inserted] successful weapons!
On [inserted] the morning [/inserted] April 20th, David made his highest practice bombing run yet on Wainfleet Ranges – from 20,000 ft this time. He did not know it, but Cochrane was anticipating the arrival shortly of Barnes Wallis’ new Tallboy Bomb, and the higher it would be accurately dropped, the deeper it would penetrate in the ground before exploding, and creating an “earthquake” effect – bringing any building crashing (even if made of solid concrete).
The same evening (April 20th) David took part in another massed 5 Group attack – this time on the marshalling yards on the North side of Paris, at Porte de la Chapelle, just up the line from the Gare du Nord. He was flying LM485 (KC-N) this evening, and because these yards were very close to the residential tenement blocks surrounding them, extreme care was needed in dropping both markers and bombs. This raid was also even bigger than the one in Juvisy, because 5 Group also borrowed the services of some 8 Group PFF Mosquitos to drop markers by their Oboe equipment (using converging radio beams from UK stations), before 617’s Mosquitos, and Lancasters [inserted] of [/inserted] all three 5 Group marking Squadrons (617, 83 and 97) did their marker and bomb dropping, and then the 5 Group’s Lancasters bombed the target. There was a total of
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247 Lancasters, and 22 Mosquitos in all involved this night, and the raid was split into two waves, each about an hour apart, which attacked the Southern and Northern halves of the yards separately.
The Oboe markers were a little late over the target and there were inevitably some communication problems with all the aerial units involved, and Cheshire trying to control the different facets of the operation. But these were overcome, and another accurate blitzing of the target was achieved. David dropped [inserted] 6 x Red Spots, 6 x 1,000 lb and 4 x 500 lb [/inserted] bombs this time [inserted] from 6500 ft [/inserted], and achieved a direct hit on the aiming point. His sortie lasted 4 hrs 10 mins this time, and once again, all 617 aircraft – Mosquitos and Lancasters, returned safely, although 6 Lancasters from the other squadrons were lost. On the subject of Squadron losses, 617 itself was now very much below the average of most squadrons in this respect, helped no doubt by its training, and the fact that it had concentrated recently on French targets, rather than those in the most heavily defended parts of Germany. There were other reasons too – such as Cheshire’s acquaintance with an RAF officer who was [inserted] the [/inserted] Senior Controller of Beachy Head radar station, near Eastbourne. This had some new American equipment that gave long range cover for Fighter Command deep into France and the Low Countries, and the officer suggested that it could be used at night to warn 617’s Lancasters if they were being stalked by German nightfighters. Cheshire then had 617’s Lancasters fitted with special crystal pick-ups and the latest VHF sets (all with Cochrane’s approval) and from there on, they had valuable radar protection on their missions into the Continent.
[Underlined] Tallboys, and “Taxable”. [/underlined]
The next operation Cochrane planned for 617 was an attack on a German railway centre, and the first he chose was Braunschweig (Brunswick), to the east of Hannover, on the evening of April 22nd. This was historically important, as it was the first time that 617 and 5 Group employed their low-level marking activities over German soil. David, however, missed this operation, and the next ones on Munich [inserted] on April 24th [/inserted] (marshalling yards again) and the German
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tank and troop park at Mailly-le-Camp (May 3rd) – because he was busily engaged in working [inserted] up [/inserted] himself and a few [inserted] other [/inserted] specially selected 617 crews on the Barnes Wallis Tallboy bomb technique. For the most accurate bombing crews on the squadron had been selected to drop these new 12,000 lb weapons (and later, the 22,000 lb Grand Slam bombs too).
It is worth recording, however, that the Braunschweig raid saw 238 Lancasters and 17 Mosquitos of 5 Group, and 10 Lancasters of 1 Group take part, The result was not good, chiefly because there was low cloud and although 617 marked the yards successfully (in the light of flares dropped by 83 and 97 Squadron Lancasters above), other H2S aimed markers were inadvertently dropped farther South, and much of the main force bombed these. One Lancaster of 5 Group had left its radio transmitter on, and it jammed every direction Cheshire tried to give to the other crews. Four Lancasters were lost, but none from 617.
The Munich raid, on April 24, was by contrast an immense tactical success. A mixed force of 260 aircraft once more struck the railway yards there (as well as spreading out over other areas of the town) after Cheshire and 617 Mosquitos had marked the target, [inserted] and Cheshire flew around at low level through a considerable curtain of flak and searchlights. Diversionary raids were flown to Karlsrühr (by the main force), and on Milan (a spoof “Window” dropping exercise by six 617 crews), and the only casualty 617 suffered this time was Flt. Lt. J.L. Cooper (a recent joiner from 106 Squadron). His Lancaster was shot down en route to Munich as Aichstetten, just North-east of Lake Constance, and although his bomb-aimer was killed, the rest of the crew survived to be taken prisoner. [Inserted] Eight other Lancasters of 5 Group were also lost this night. [/inserted] They were lucky to be in Bavaria – for there was now a large price on the heads of 617 crews caught in France!
[Inserted] After this raid on Munich, Cochrane ordered 617 crews to have a weeks complete leave, and most used the rest to good effect. But one or two stayed behind, David Wilson being one.
One factor worth noting about this raid was that Cheshire could not obtain extra fuel tanks for 617’s four Mosquitos. They had to fly these to Manston, refuel on the runway and take off without warming up the engines, to be sure of getting to Munich. None of them believed they could get back to Manston, and yet all just made it – despite a German night fighter in the circuit when they landed! [/inserted]
The Mailly raid upset 617’s and 5 Groups recent success patterns with a vengeance – but it was [inserted] just [/inserted] one of these things (C’est la Guerre”). Mailly was a large French military training area South of Chalons-sur-
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Marne (itself just a few miles [inserted] South-east [/inserted] of Rhiems). Here, it was known the Germans had a Panzer division and their equipment in transit.
Cheshire and 617’s other three Mosquito pilots, Shannon, Fawke and Kearns, were ordered to mark at Mailly, but 617’s Lancasters were not detailed for this raid – which was just as well. Cheshire marked the target perfectly, and ordered the 5 Group Controller to order the first wave of Lancasters to bomb. But things started to go wrong then, as the [inserted] latter’s [/inserted] radio was subsequently found to be seriously off frequency, and his VHF set was being drowned by an American Forces broadcast. After some delay they started to bomb, but because the second wave was held back, Shannon and Kearns had to remark the target in the face of considerable flak. The second wave also bombed accurately, but in the delays caused by the lack of communication, and while Cheshire had to get the Deputy Controller to take over, German night fighters began to arrive in large numbers, and harried the Lancasters all the way back to Northern France. All the 617 crews returned safely, but 42 Lancasters were lost out of the 340 Lancasters and 16 Mosquitos sent on the raid by 5, 1 and 8(PFF) Groups. (This was an 11.6% loss rate – some three times the normal)!
David missed Braunschweig and Munich, because on April 22nd (the day after his return from La Chappelle) he took his old JB139 (originally KC-X, but now changed to KC-V) down to Boscombe Down to carry out trials with Barnes Wallis’ 12,000 ln Tallboy bomb. Sqd Ldr Richardson (“Talking Bomb”) was also there and over the next four days, David took him up several times daily, making high-level trials dropping prototype Tallboys from 18,000 ft each time. On the 26th he returned to Woodhall Spa, carrying seven of the scientists concerned with these tests. He had to break off the special Tallboy dropping exercises in May, however, as all 617’s crews were now engaged on one of their most boring exercises – yet [deleted] as [/deleted] it turned out, it was to be perhaps their most successful and decisive of all – Operation “Taxable”.
The [deleted word] squadron was being trained up to conduct a major “spoof” exercise on the day before D-Day.
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This would entail [inserted] two waves, each of 8 [/inserted] [deleted] 16 [/deleted] Lancasters, flying on instruments in short overlapping circuits, and dropping “Window” to try to indicate to the German shore defences that an invasion fleet was heading their way. (And of course it would be in a very different direction to that taken by the real fleet). The whole operation, once started, would have to be kept up [deleted] continuously [/deleted] for some four hours or more. [Deleted] to seem on the German radar as if a vast number of ships was slowly advancing in their direction. [/deleted] The continuous orbiting by the Lancasters had to be at low level [inserted] 3,000 ft [/inserted], start at a pre-arranged time near Dover, and advance gradually over a group of 18 surface vessels flying barrage balloons, as the vessels sailed beneath them towards the coast below Calais. Bundles of “Window” would have [inserted] to be dropped out every 12 seconds during the four hours. [/inserted]
The month of May, 1944 was probably the most boring in the Squadron’s history, as they practised, day after day, and usually for an hour or so at a time, the intricate navigational exercises that would enable them to fly these continuous orbits. David flew a total of 26hrs 20 mins altogether on these exercises, between May 6th and June 4th, in his Lancaster I, LM485 (KC-N). As the continuous orbiting was going to be a taxing operation, each Lancaster would have to have two crews on board, one relieving the other at the halfway point. David had as his relief pilot a Pilot Officer Sanders and his crew, and after May 13th they always flew together.
On May 18th, David tested out a new “automatic pilot” (or “George”) that Avro’s had fitted to his aircraft, to alleviate the strain of the exercise. These were fitted to all the other Lancasters. At the end of May the Squadron flew up to Yorkshire to practice over the North Sea, and dovetail the second wave of 8 Lancasters into the tricky take-over from the first wave – to keep dropping the “Window” without any gaps (lest the German radar show some strange interruptions in the “fleet’s” progress).
Finally, all was ready on the night of June 5th, and the first wave of 617’s Lancasters set off at about 23.00, the first wave finishing their intricate movements halfway across the Channel
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between Dover and the Pas de Calais coast at around 02.30, and being relieved by the second wave, who finished at around 05.00, after daybreak and by which time they were in sight of the French coast. Another Squadron, No 218, used six Stirling bombers fitted with G-H blind bombing radar units, working in the same fashion but a little more to the East of 617.
In the event, as David noted in his log book, the exercise was “believed very successful”. His total sortie lasted for 4 hrs 40 mins, and the entire Squadron was heartily glad when it was over!
[Underlined] Effect of the Tallboy raids [/underlined]
Two days later, 617 Squadron was back on its normal type of bombing operations again, but this time the raid was laid on suddenly, at short notice, to try to prevent a German Panzer Division reaching the D-Day bridgehead. They were moving up from Bordeaux, and Cochrane ordered 617 to take the newly arrived Tallboy bombs, and try to block a rail tunnel on their route. This was at Saumur, on the R. Loire West of Tours, on the South side of the river just before the railway crossed the Loire on a long, low bridge.
The Squadron was hurriedly bombed up with the 12,000 lb streamlined Tallboy, which had a casing of hardened chrome molybdenum steel and a filling of some 5,000 lbs of Torpex D1 explosive. It was some 21 feet long, and 3ft 2 ins in diameter, with four aerodynamically shaped fins, offset slightly to the airflow in order to spin the bomb as it dropped.
David flew his usual Lancaster (KC-N), which accommodated the Tallboy in its bombay, and had the latest deep-section bomb-doors which closed around the bomb and were also flush with the fuselage – except at the rear end, where they left a [inserted] small semi-circular [/inserted] gap around the bombs tail-fin. The rest of 617’s earlier Lancasters [inserted] in the “DV” or “JB” serial range [/inserted] had been similarly modified, or exchanged for newer aircraft with “ME” or “LM” serials. David’s crew – which had changed slightly over the last few months with postings, etc – consisted of → [inserted] Flying Officer G.A. Phillips (Flight Engineer), F/O J.K. Stott (Navigator), F/O D.W. Finlay (Bomb Aimer/Front Gunner) Warrant Officer H.G. Allen (Radio Operator), Flt. Sgt. H.D. Vaughan (Mid-upper gunner), and Flt. Lt. E.B. Chandler (Rear-gunner), [/inserted] [deleted] F.O. [inserted] D.W. [/inserted] Finlay, W.O. [inserted] H.G. [/inserted] Allen, Flt Sgt. [inserted] H.D. [/inserted] Vaughan, and Flt. Lt. E.B. Chandler, [/deleted] and everyone was looking forward to seeing what these new “Earthquake” bombs could accomplish.
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Cheshire marked the target in his Mosquito, as usual, dropping his markers by the light of the flares from four Lancasters of 83 Squadron above, and placing his Red Spots by the tunnel mouth at the Southern end. He was followed in by his other two Mosquitos (Shannon had had to return home with engine trouble, soon after take-off), and then he called up the 25 Lancasters of 617 that were circling above (this raid was a “maximum strength” affair)!
David’s bomb-aimer released their Tallboy at the → [inserted] end of his seventh run-in over the tunnel. On all the earlier 6 runs his bomb-aimer was unable to see the markers clearly at the tunnel’s South end. He waited for the North end to be marked – the secondary aiming point – and then bombed on the seventh run-in. His Tallboy fell away at the [/inserted] end of a careful, steady run-in, and – like the others – they were disappointed to see only a small red splash [inserted] of light [/inserted] below, as it buried itself deep in the ground – not the blinding, white flash that their 12,000 lb Blast bombs always made, lighting up the countryside. Because of this the 617 crews were a little doubtful whether the tunnel, or railway cutting had been hit properly, until “Recce” pictures [inserted] arrived] [/inserted] next day. These were remarkable. David had written in his log: “Operations – Railway Tunnel at Saumur. 12,000 lb Special. Poor shot, but tunnel badly damaged” [inserted] and his sortie had lasted exactly 6 hrs 20 mins [/inserted]. Which crater applied to which 617 crew was impossible to verify, but the aerial reconnaissance pictures showed all the huge round craters clustered around the Southern end to the tunnel. Two Tallboys had hit the railway lines fairly and squarely in the middle, on the tunnel approach (wrecking an overhead road bridge too), three had landed on the top edges of the cutting by the tunnel mouth, cascading earth onto the lines, but one (and to this day, nobody knows who dropped this) hit the hill above the tunnel some 50 [deleted] hundred [/deleted] yards from the tunnel mouth, and did just what Barnes Wallis had predicted – [deleted] buried itself in [/deleted] penetrated the ground right down by the tunnel roof, and blew an enormous crater in the hillside, exposing the tracks at the bottom and dumping thousands of tons of rubble on them. The 617 crews were greatly heartened by the result, and there had been no casualties.
The next Tallboy raid was on June 14th, and this time Cochrane had sought Barnes Wallis’ advice about using the weapon on German E-boat pens at coastal ports like Le Havre. These torpedo boats were proving a pest at night amongst the convoys of ships off the Normandy beach-head, and so the idea [inserted] was both [/inserted] of dropping the Tallboys to create “tidal waves” to swamp the E-boats
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in harbour.
The raid was Bomber Command’s first daylight raid since June 1943, and was to be a big one on the Port area of Le Havre. Two waves of Lancasters, from 1 and 3 Groups, were to attack in the evening, and at dusk (it was almost Midsummer’s day), but 617 were to go in first with Cheshire and two other marker Mosquitos, followed by 22 Lancasters each carrying the Tallboy bombs.
The 617 aircraft took off, with a fighter escort of Spitfires accompanying them, as it was still broad daylight over the target area. There was heavy flak over Le Havre, but Cheshire [deleted] Shannon and Fawke [/deleted] dived his Mosquitos right down into the thick of it, getting down to 7,000ft over the Pens, and dropped his Red Spot markers by the E-boar quayside Shannon, Fawke and the leading Lancasters who were watching, marvelled at the way Cheshire flew through a dense curtain of all types of A.A. fire, and survived.
Cheshire then told his other Mosquito pilots not to bother marking (as the first Spots he had laid were very visible), and told 617 to start to bomb on these. David’s Flight Commander, Les Munro, then led the Lancasters in at around 17,700 ft (several had already been hit in the engines and wings by flak, and turned back), and David and his crew [inserted] in LM 485 [/inserted] recorded a “Direct-Hit” with their Tallboy on the E-boat [deleted] Pens and [/deleted] wharves. All the 15 Tallboys dropped by 617 hit the target area (one went right through the roof of a large concrete E-Boat Pen), and the E-boats were literally blasted out of the water onto dry land, or blown apart. The post-raid photos showed 617 had wreaked immense damage in the Port area, and the subsequent two waves of 199 Lancasters in all, blitzed the rest of Le Havre, rendering the German Naval presence completely ineffective after that. Again, 617 had no losses.
With this success behind them, Cochrane sent them up again next day (June 15th 1944) to do the same at Boulogne. For these Tallboy operations, David always had a seven-man crew (rather than the old six-man complement), and he had now added a Sgt. King to his regulars. Still using [inserted] LM485 [/inserted] (KC-N), David was up with 21 other 617 Lancasters that evening. There was thick cloud over
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Boulogne this time, and Cheshire (his Mosquito heavily patched up from its ordeal by flak the previous day) dived down below the cloud to drop his markers from around 6,000 ft, once more in a hail of anti-aircraft gunfire. Although his Mosquito was hit several times he survived again, and his markers hit the E-Boat Pen area. He ordered the 617 Lancasters in, but as it was now dark and the cloud had thickened up at 13,000 ft, 10 of the crews could not see Cheshire’s markers below the overcast, and regretfully turned for home taking their precious Tallboys back (they had strict instructions never to waste them!). The remaining 12, however, (mostly more experienced, and leading crews) dived below the clouds, enduring the same barrage of flak that Cheshire had, and lined up over the Pens to drop their bombs. David was one of these, following Les Munro in, and himself followed by McCarthy, Kearns, Clayton, Howard, Poove, Knights, Stout, Hamilton and two others. Most of their aircraft were hit by flak, but David dropped his Tallboy from 8,000 ft, and recorded “Believed Good Shot”. His aircraft was hit by flak, and holed as well.
All the 617 crews got back to base (David was only airborne for 2 hrs 35 mins altogether – against 3 hrs 40 mins for the previous Le Havre raid), but several crew members of other aircraft were injured. Following 617 in to attack had been 133 other Lancasters and 130 Halifaxes, aided by 11 Mosquitos of 8 (PFF) Group, and these had bombed the rest of Boulogne. Only one Halifax [inserted] had been lost [/inserted], out of all the aircraft taking part, and in the two raids taken together, 617 had been largely responsible for the wrecking of some 133 German boats (mostly E-boats).
[Underlined] V2 sites. [/underlined]
The moment they had returned from the Boulogne raid, there was a lot of patching up of the aircraft to do. David’s KC-N was too badly holed to be quickly back in service, and so he was allocated another – DV 380, Wing. Cmdr. Cheshire’s original Lancaster (KC-N), but now re-coded KC-X.
The very morning they had returned from Boulogne, Cochrane had alerted Cheshire to get ready for a
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very important operation that evening (the 16th). Cheshire had only just got to bed but was told to get up again and attend an intelligence briefing right away. The V1 Flying Bombs had started dropping on London, and Intelligence sources had warned the War Cabinet of the imminent firing of two other secret weapons at London – the V2 rockets, and in the V3’s case, huge shells fired through incredibly long [inserted] “Super” [/inserted] gun barrels being built across the Channel in France (a forerunner of the Iraqi “Super”-guns of 1991). The concrete blockhouses hiding these weapons had to be attacked with Tallboys immediately, as the War Cabinet thought on the one hand they might have to order the evacuation of London, and on the other – if aimed at Portsmouth and Southampton, etc, they might interfere [inserted] with [/inserted] the invasion of France, and put it in jeopardy.
The result of all this was that [inserted] David and the other [/inserted] [deleted] the [/deleted] Squadron crews were aroused, and after briefing, stood by all day at their aircraft dispersals, waiting for the signal that the cloud cover over the target had cleared. The Lancasters were bombed-up, but then had to be unloaded, one by one on a rota, to avoid straining their undercarriages. Food was brought out to dispersals, but late in the evening the raid was cancelled – the cloud was still unbroken over the target. Not long after, they were stood-to again, and then stood-down, and so it went on over three days!. Eventually the crews were living in a detached state of limbo, with too little sleep and their metabolic clocks thoroughly upset.
Finally, on June 19th, the cloud cleared and they were off at last. The first target for 617 was a large concrete structure to the [inserted] West of [/inserted] Watten (North-west of St. Omer), on the edge of the Forêt d’Eperlecques. [Inserted] This was one of two large “Bunker” sites for launching V2’s, consisting of huge [inserted] semi- [/inserted] underground concrete bunkers, with large armoured doors. Both these sites were constructed to initially fire the vertical-standing V2 rockets at London, but they were intended later to launch V2’s with nuclear or chemical war-heads, directly as the USA. [/inserted] David took off from Woodhall Spa [inserted] in DV380 (KC-X) [/inserted], with 18 other Lancasters, and Cheshire and Shannon in their Mosquitos. As it was a daylight raid, they were escorted again by Spitfires, and Cheshire went down to 8,000ft over Calais, to find the target beyond the town. He was engaged by a terrific flak barrage, so dived flat out down to 2,000 ft, and released smoke markers (for daylight use) on the target.
* The remains of this structure, called “Blockhaus”, are kept today as a tourist museum.
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Having come through the barrage miraculously unscathed, Cheshire’s markers then failed to ignite, so Shannon then went in through a haze that was developing as the day wore on. He dropped the last of the smoke markers, and as Cheshire believed they were close enough to the blockhouse, ordered 617 to bomb it. David dropped his [inserted] Tallboy [/inserted] like the others, from 18,000 ft, but it “hung-up” momentarily, and recorded a near-miss on his aiming point – the smoke indicators. The rest dropped their weapons close to or on top of the markers, but when the raid was over and “Recce” pictures obtained, it was established that the markers had been some 70 yds wide of the target. Some Tallboys had dropped far enough away from the markers to fall beside (and one on top of) the concrete structure, and this proved sufficient to encourage the Germans not to use the site afterwards. * For some reason (perhaps connected with the repeated bombing-up and down over the three day wait) several Tallboys besides those on David’s Lancaster also “hung-up” – including those of Knilans, Ross and Howard (two of these were “freed”, but one had to be brought back).
Next day, the 20th, the second of these large “Bunker” sites, at Wizernes (just to the South-West of St. Omer) was given to 617, and this time 17 Lancasters set off, with Cheshire and two more Mosquitos in the lead David was still flying DV380, but he had only flown as far as Orfordness, near Woodbridge when Cheshire, in front of them, received information the cloud cover was too thick over the target, and recalled the Squadron (complete with Tallboys).
Two days later, they tried again, and reached the target area this time, but there was ten-tenths cloud over the area, and once more they brought [deleted] back [/deleted] the Tallboys back. Not to be outdone, 617 made a third attempt [inserted] the morning of [/inserted] June 24th, and this time the clouds had cleared. [Inserted] Again they had a fighter escort, [/inserted] and two Mosquitos led 16 Lancasters to the quarry in the North-facing hill near Wizernes station and Cheshire dived in to mark. His markers hung up, however, and he called Fawke in behind him. The flak was intense, and Fawke’s Mosquito and several 617 Lancasters above were hit, but David dropped his Tallboy from 17,400ft, recording a “Good Shot”. On the run in, John Edwards’ Lancaster DV413 (KC-G) was hit, and went
* After Allied troops had captured this site in Autumn 1944 → Barnes Wallis persuaded Bomber Command to let several Lancasters drop the new 22,000 lb Grand Slam bombs on this structure in mid November, to test their destructive force. [/inserted]
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down out of control, [inserted] some crew baling out on the way. [/inserted] The Lancaster exploded as it levelled out, [inserted] its pilot fighting [/inserted] desperately to effect a crash-landing, [deleted] in a field [/deleted], and the rest of the crew were trapped [deleted] out [/deleted] amongst the debris, or flung out onto the field where it pancaked. Only the Navigator, Wireless Operator and Bomb-aimer survived, to become POWs. The rest of the Squadron returned safely, albeit many of the aircraft had flak damage.
As David’s aircraft was also damaged, he promptly air-tested his old aircraft, LN485 (now itself repaired), the same afternoon (June 24th), and next day he was off [inserted] in it [/inserted] with 617 to attack a huge underground storage area for V1 Flying Bombs – at Siracourt, just South of the main road from St. Pol-sur-Ternoise to Hesdin (and East of Le Touquet). The Squadron put up 17 Lancasters, 2 Mosquitos – and a North American Mustang fighter flown by Cheshire.
Para // There was quite a story behind the acquisition of the Mustang, but suffice to say that the Station Commander at Woodhall Spa, together with Cheshire’s friendship with the American Air Force Generals Spaatz and Doolittle, resulted in their sending a Mustang over [inserted] on the morning of the 25th [/inserted] for Cheshire to try out. The 617 ground crews had to work hard to modify the under wing bomb attachments, to fit the necessary smoke markers and the Squadron navigator had to plot Cheshire’s courses for him, and help him jot down the information on his knee pad – for the Mustang was a single-seater. Cheshire had never flown one before, nor a single-engined aircraft for some time, and by the time it had been prepared he was adamant that he would use it on that evening’s raid. He also knew that he had no time to do “circuits and bumps” in it, to get to know its landing techniques – his first take-off would have to be on the operation, and his landing back would have to be in the dark!
As the Mustang was a fast aircraft, David and the other 16 Lancasters and two Mosquitos took off ahead of Cheshire, and by the time they arrived at Siracourt, their C.O. was there, diving in to mark the concrete roof of the underground site with smoke indicators, and followed in by Shannon and Fawke. Then the 617 “gaggle” was called in to drop their Tallboys on the smoke, and David recorded a “Direct Hit” [inserted] from 18,800ft [/inserted], together with some of the others, while other Tallboys fell close by. Someone’s bomb pierced the
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16 ft thick concrete roof of the structure, [inserted] resulting in a spectacular collapse of the walls and ceiling, and others undermined the sides. [/inserted]
Three hours and five minutes after take-off, David was back on the ground at his base, and all had returned safely, including Cheshire in the Mustang.
There were still more sites to attack, but bad weather and thick clouds prevented 617 Squadron from further attacks for some days. [Deleted] In the days [/deleted] During this period, David only managed to get in one practice “Formation flight” and an “Air Test” (involving air-to-sea firing practice). Several times they stood by from dawn [inserted] onwards [/inserted], but raids were cancelled by the late afternoon. The urgency was in everyone’s minds, as the V1’s were now landing in London and the South-East in increasing numbers.
Finally the weather cleared again for the morning of July 4th, and they were briefed to attack a new V1 launch site located in underground caves in the limestone hill overlooking the River Oise, at St. Leu-d’Esserent, a little village North-west of Chantilly. These caves had been used before the war by French mushroom-farmers, but were now reinforced with concrete to store the V1’s, and their launching rails. [Deleted] and the gigantic barrels of the V3 guns [/deleted]
David’s Squadron put up 17 Lancasters, Cheshire in the Mustang, and his back-up in a single Mosquito for this daylight raid. Fawke in the Mosquito went ahead to get weather information, and then Cheshire arrived, dived very low over the caves and dropped his smoke markers accurately on top. Les Munro led in the Lancasters above, through fairly heavy, [deleted] and [/deleted] accurate, flak which caught several aircraft, but the Tallboys started to rain down on the site. One hit the main building, others dropped in the cave mouths and around the entrances to the site, all destroying a great deal of machinery. Many Germans [deleted] workers [/deleted] were trapped underground and some were entombed forever. David [inserted] flying in LM484 again, [/inserted] described his Tallboy hit [inserted] from 18,700ft [/inserted] as a “Fair Shot”, obtaining a good photograph of this exploding near the cave mouth. Once the limestone dust and debris had started to hide the target, some Lancasters had difficulty finding the aiming point, one was hit in all four engines and had to jettison the [inserted] Tallboy [/inserted] over the Channel on the run home [inserted] and [/inserted] one had its bombsight go u/s. Thus only 11 out of the 17 dropped Tallboys on the target,
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but the results were once again spectacular – although in many of these Tallboy raids, these were only seen at first hand after the Allies had captured the area, later in 1944.
All 617 crews returned safely [inserted] David’s own sortie lasting 4hrs 05 mins this time [/inserted], although some had been injured by shrapnel from Flakbursts. [Deleted] but [/deleted] Bomber Command sent in another force of [inserted] 5 Group [/inserted] Lancasters later that same evening – totalling some 231, with 15 Mosquitos for marking. German night-fighters were very active, and shot down 13 of the Lancasters around the target area – a high price to pay.
[Underlined] Last “Op” with 617 – V3 Site. [/underlined]
Two days later, [inserted] on July 6th 1944 [/inserted], David took off on his last operation with 617 Squadron, this time another daylight raid on a V3 site at Mimoyecques, where several “super-guns” were being set up. Cheshire flew his Mustang again, with a Mosquito to back him up, and the usual “gaggle” of 17 617 Lancasters followed higher up (usually around the 18,00 ft level). The “gaggle” was so named by Cheshire, but referred to the pattern 617 was now adopting in its bombing formations – normally four parallel rows of Lancasters (four or five to a row), each of the leaders flying at carefully planned 200 ft or 300 ft vertical separation from each other, and behind each of them, every subsequent Lancaster flying [inserted] in turn [/inserted] at 400 ft lower than the one in front. Thus the “gaggle” had the best chance of avoiding each others bombs in the run-up to the targets, and had a better sighting of the target as it began to become obscured from the markers and first hits. Generally speaking, if the Lancasters adhered closely to this box formation (which was not always possible), the last aircraft’s Tallboys should have released before the first started to explode (they were frequently given delayed-action fuzes).
The V3 site at Mimoyecques was in the chalk hills behind Calais, and Cheshire once again went in very low and dropped his markers on top of the tunnels. The rest then dropped their Tallboys, and David’s went down on target [inserted] from 19,000 ft [/inserted], but the burst wasn’t seen by his crew. Then he flew LM 485 (KC-N) back to
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Woodhall Spa, joining the others who all arrived safely. “Recce” photos later showed the V3 site to have been hit and straddled by the Tallboys and completely wrecked, once more entombing some Germans.
[Inserted] Sub heading [underlined] Leaving 617 Squadron [/underlined] [/inserted]
After landing from this short flight (David had been airborne only 2 hrs 45 mins on this last occasion), [deleted] their C.O. [/deleted] Cheshire was summoned to Cochrane’s Group HQ. Cochrane looked at Cheshire, and said quietly to him: “I’ve been looking at the records, and see you’ve sone 100 trips now. That’s enough, it’s time you had a rest!” And he told Cheshire it was no use arguing! He also added that his three Flight Commanders, [inserted] Dave [/inserted] Shannon, [inserted] Joe [/inserted] McCarthy and [inserted] Les [/inserted] Munro had to come off as well, with David Wilson too. Mimoyecques had been David’s own 90th Operation [/deleted] as well [/deleted], and although the Flight Commanders had done fewer trips, they had [inserted] all [/inserted] been flying on “Ops” continuously for some two years.
So David was rested simultaneously with his CO and Flight Commanders. He had joined 617 in time for its seventh operation (and its first visit to the Anthéor viaduct) on September 16th 1943, and had been with the Squadron for over two months before Cheshire had arrived to take over from [inserted] Mick Martin [/inserted] the temporary C.O. When he joined there had been 10 of the original Dams raid pilots still flying in 617, but when he left, the last three – the Flight Commanders – left with him. It was the end of an era in 617, and David was very proud to have fought and lived alongside those famous names. As for himself, he has never really had the recognition that he deserved for his part in the 40 Operations mounted by 617 between September 16th 1943 and July 6th 1944, but this is no doubt because he was an inherently shy man – though a very tough one in his quiet [inserted] Scottish [/inserted] way.
With all of them being suddenly rested from 617, the 5 Group A.O.C. began to confer some long deserved awards on them. Cheshire had been given a second Bar to his DSO on April 18th 1944 (while with 617) and now, two months after leaving, he was awarded the Victoria Cross, for four years of continuous bravery (unique because it was not for one specific act of gallantry). Shannon was awarded a Bar to his DSO, and Munro was awarded a DSO (McCarthy had just been awarded a Bar [inserted] to his DFC. [/inserted] David was justly awarded a Bar to his DFC (gazetted on June 29th
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1944. This was [inserted] then [/inserted] followed up on November 26th 1944 by his second decoration with 617 – a DSO. (The delay in the award of the DSO was probably occasioned by the departure of Wing Cmdr Geoffrey Leonard Cheshire, VC, DSO and two Bars, DFC, M.I.D., and the arrival and settling-in of his successor at 617, Wing Cmdr J.B. (“Willie”) Tait, DSO and Bar, DFC, MID).
The citation for David Wilson’s Bar to his DFC read: “Since the award of his first DFC in May 943, this officer has completed a third tour of operational duty, during which his experience, determination and devotion to duty have been displayed in the course of many sorties As a captain of aircraft, he can always be relied upon to complete his tasks in the face of the heaviest enemy opposition. He has a long and distinguished record of operational flying.”
And when the DSO was gazetted on November 26th this citation said: “This officer has taken part in numerous missions over enemy territory, including attacks on Berlin, Hamburg, Bremen, Cologne and Mannheim. He is now in his 3rd Tour, and has completed many sorties demanding a high standard of skill and accuracy. He has proved himself to be an ideal leader and his example has been most inspiring.”
“. [sic]
It is interesting to look back on David’s three tours of operations to see the difference in training required by any pilot flying with 617, and the other squadrons. In his time with 214 Squadron (his first tour) David flew a total of 289 hrs 50 mins, of which 199 hrs 35 mins was on operations, and just 90 hrs 15 mins doing Squadron training and exercises, etc. In this case the training hours amounted to 31% of the total. With 196 Squadron, training hours (34hr 35mins out of a total of 135 hrs 40 mins) amounted to 25%. But in 617 Squadron, David’s training accounted for 239 hrs 45 mins out of 420 hrs 55 mins – or a massive 57% of his total time! For each operational hour flown, he had flown over an hour’s worth of practice – nearly all bomb-aiming. This just illustrates the degree to which Guy Gibson (who started it), followed by Mick Martin and Geoffrey Cheshire, had insisted on the very highest level of low and high-level bombing accuracy.
At the end of his third tour, David had flown 90 missions, lasting for a total of 481 hrs 50 mins, and trained for a further 364 hrs 35 mins in these squadrons.
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[Inserted] As for David’s Lancaster [deleted] that [/deleted] [inserted] in which [/inserted] he finished his days [deleted] in [/deleted] at 617 (LM485, KC-N), this aircraft survived a further V1 site attacks, two attacks on the German battleship Tirpitz in Norway (as KC-U), and further raids on Norway, etc, [deleted] in 1945, [/deleted] surviving the War to be scrapped in October, 1945. His other favourite, JB139 (KC-X, and later -V) was shot down over Brest on August 5th 1944, piloted by Don Cheney, R.C.A.F., who survived, with three of his crew (four were killed). The remains of the Lancaster can still be seen in the shallow water of St. Anne-la-Palud Bay, nearby. [/inserted]
[Underlined] Marriage, No5 L.F.S, and the E.T.P.S. [/underlined]
Now that David had obtained a welcome break from operations, he and Elsie were married on July 22nd 1944, and he snatched a quick two weeks leave before finally saying goodbye to 617 Squadron [inserted] at a mammoth farewell party [/inserted] on August 7th, and reporting to his new posting, No5 Lancaster Finishing School at Syerston, Notts, the next day.
David was now made [inserted] up to [/inserted] a Squadron Leader, and [deleted] at first [/deleted] put in charge of “B” Flight at 5 LFS. He was later [deleted] at Syerston until March 13th 1945, becoming [/deleted] appointed the Chief Flying Instructor of the whole School on October 4th, and remained its CFI until he ended his posting there on March 13th 1945. During this time he put many other budding Lancaster pilots through their paces on the School’s well worn (and operationally expired) Lancasters. They were mostly Flying Officers, but there were a few Warrant Officers, Pilot Officers and Flight Lieutenants, and the odd Squadron Leader converting onto the four-engined bombers.
David put all his pupils through the full training steps, which included “stalling practice”, “steep turns”, “three and two engine flying”, “three engine overshoots and landings”, apart from routine circuits and bumps, and night flying.
On several occasions he managed a trip in a Lancaster, or the unit’s Oxford “hack”, to visit 617 at Woodhall Spa, usually taking Sqd Ldr. Poore over as well (both of them had served with the Dambusters). And a number of the Lancasters David taught on at the LFS had once flown in 617 Squadron.
In March 1945, having come to the end of his
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Posting to the LFS, David applied to go on one of the Engine Test Pilot’s Courses at Boscombe Down. He was accepted on the No 3 Course there, and started the Course on March 15th 1945.
This was the third and last of the early Courses to be held at Boscombe Down, due mainly to the construction of hard runways on the aerodrome, leading to a veritable log-jam of aircraft taking off or landing on the restricted grass areas.
David’s Course lasted until October 2nd that year – a period of 6 1/2 months – and David was one of 31 test-pilots to complete it successfully. Amongst other subsequently famous names on the course with him were [inserted] Lt. [/inserted] Peter Twiss RN (to become Chief Test-Pilot for Fairey Aviation), [inserted] Sqd. Ldr. [/inserted] Charles McClure, who then took over from “Roly” Falk as Wing Cmdr. And Chief Test-Pilot at the R.A.E. at Farnborough, Flt. Lt. J.O. Lancaster who went to Boulton Paul, Saunders Roe, and finally Armstrong Whitworth; Ron Clear, from Airspeeds; and Lt. Cmdr. J.B.V. Burgerhorst, who went to Fokkers.
Five of the 31 on the Course were to lose their lives testing aircraft (the corresponding losses on the 1st Course were 5 out of 13, [deleted] and [/deleted] on the 2nd 7 out of 28, and the 4th, 7 out of 33). This eventual “loss” rate from the early courses was on average almost 23% , illustrating the high price paid in the lives of exceptionally brave and talented young men, by the advancement of Britain’s and other countries’, aviation industries.
As described in the chapters in these Volumes about Jimmy Owell, Ricky Esler and Jimmy Nelson, etc, the ETPS Course proceeded for David along the normal lines. The previous Commandant, Gp. Capt. J.F. McKenna [inserted] AFC [/inserted], had just been killed in a Mustang at the beginning of David’s Course, and his place was taken by Gp Capt. H.J. Wilson, AFC, who had been a senior test-pilot at the RAE. The Assistant Commandant was Wing Cmdr H.P. “Sandy” Powell, AFC, who also acted as the Chief Test-flying Instructor.
David flew the [inserted] range of [/inserted] ETPS aircraft, which at that time included an Oxford, Harvards, Lancaster
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Swordfish, Mosquitos, Tempest [inserted] I and II and V, [/inserted] Spitfire IX and XXI Boston, [deleted] Sptifire IX [/deleted], [inserted] and the [/inserted] Meteor I. The last machine was the first jet aircraft that David had flown, but it provided no undue problems for him.
By the beginning of October, David had passed the difficult classroom studies, and the flying examinations, with ease, and after qualification, he accepted a post as test-pilot in “B” Squadron ( [deleted] the [/deleted] multi-engine aircraft) at the A & AEE at Boscombe Down, to last until his demob on March 15th 1946.
At the A & AEE, he started flying there on January 10th 1946, and undertook some firing trials on a new Avro Lincoln, flew a Lancaster to measure “speed/power curves”, practiced bombing runs in a Mosquito VI, and carried out other tests on a Halifax III, Dakota, Warwick, etc. Then his Service career was over, and David was demobbed.
[Underlined] A Career at A.V. Roe & Co. [/underlined]
With his brilliant academic qualifications, his war-time record, and qualifications now as a test-pilot, David Wilson [inserted] now [/inserted] had a great deal to offer the world. He was immediately offered a job at RAF Cranwell, and in fact the College was very keen to employ him, but David had written to Sir Roy Dobson, Managing Director now of A.V. Roe & Co. Ltd. at Manchester, to seek a post there – not necessarily in the Flight Test Dept., but perhaps connected with the Design side.
Sir Roy offered David the post of “Manager – Aerodynamic Development and Testing”, and David promptly accepted, starting work at Woodford [inserted] on April 8th 1946 [/inserted] at a salary of £800 per annum, with the promise of an early rise to £900 p.a. He was now 29 years of age, and had a total of 1807 flying hours to his credit.
David’s new job was immediately very tied up with examination of the Tudor airliner designs – both the Mark I and Mark II that were on order for BOAC and BSAA. A considerable amount of aero-dynamic research was going on into the problems affecting these designs, and several establishments
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Apart form Avro’s were engaged in a dramatic race to find the answers. The description of these problems can be found in the stories of Bill Thorn and Jimmy Orrell in these Volumes, but suffice to say that David and his Dept. were soon very busy liaising with Roy Chadwick, [deleted] the [/deleted] Avro’s Chief Designer (and from February 1947, their Technical Director), and the Test-pilots at Woodford to try to overcome the Tudor’s bad stalling characteristics, and excessive drag problems.
Once settled in at Woodford, David decided he had better keep his hand in at flying, and so [inserted] he had a medical on January 1st 1947, and [/inserted] took out a Civilian Flying Licence (No 24644) on March 26th 1947, not valid for flying Public Transport aircraft, but enough to cover him for test-flying at Woodford.
[Inserted] It was also early in 1947 before David and his wife were called to Buckingham Palace to receive the DSO he had won in 617 Squadron – so great had been the queue of people at the end of the War. As he was now a civilian, David had to receive the decoration in civilian clothes. [/inserted]
David was by now living at 3, Leith Rd, Sale, Cheshire, some miles from Woodford and closer to the Southern side of Manchester, and he and his wife Elsie now had a baby daughter, Carol. He was very satisfied with his work at Woodford, and he was starting to fly as Second pilot to Ken Cook and others, and rapidly getting the taste of flying back again. → [Inserted] For instance he went up with Ken on November 25th 1946 [inserted] and Reg Knight on November 27th [/inserted] in the Anson C.Mk XIX Series 2 VL 310, to conduct “Trailing Static Tests”[inserted] “Asymmetric and P.E.” tests. On December 1st he was flying with Reg Knight in Tudor I G-AGPF, doing tests at 25,000’. [/inserted] On December 30th and 31st he was up again with Ken in the Anson XII NL172 doing “Trimmer Setting” tests with the C of G fully forward and full aft, and “Single-engine” tests loaded up to 10,000 lbs weight.
In January 1947, David was flying with Ken again, doing “Trim” tests and “Loop swinging” on York MW322, checking “Stalling speeds” [inserted] and “P.E’s” [/inserted] on Avro XIX G-AGNI, and conducting “Pressurization and Heating” trials on the Tudor I G-AGRJ. And in May 1947 he was flying with Reg Knight in the Tudor I G-AGRI, Anson VM172 and Tudor IV G-AHNI, carrying out “stalls”, “stabilities”, “levels” and other aero-dynamic tests. [/inserted] And it was because of his flying ability, coupled with his interest in sampling the stalling characteristics of the new Tudor II, and observing the reaction of the [inserted] newly-shaped [/inserted] wool-tufted wing fillets fitted to it that he flew as Second-pilot with Bill Thorn on [inserted] that fateful [/inserted] August 23rd 1947. He was not originally → [inserted] scheduled to be the No 2 pilot on this flight as Bill had intended to take Reg Knight up with him. But Reg (see the next Chapter) had to go down to see his mother at Nuneaton, at very short notice, due to a dispute she was having over a new house. And Fate thus decreed that David would take his place. [/inserted]
So Bill Thorn and David Wilson taxied out in G-AGSU that sunny Saturday morning at a little after 10.50 (GMT), carrying Roy Chadwick (Avro’s Technical Director) and Stuart Davies (now the Chief Designer), with their Flight Engineer Eddie Talbot, and radio operator J. Webster. And soon after lift off on the main runway, Bill Thorn got into difficulties with Britain’s largest passenger aircraft (at that time), because of the aileron circuits being mistakenly reversed during work in the factory. The Tudor tilted right over onto
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[Insertions to previous page]
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Its starboard wing, the tip touched the ground and the Tudor II sideslipped slowly into a field, crumpling the wing, sliding along the stubble on its belly, and then decelerating into a group of oak trees surrounding a deep pond. The trees broke up the fuselage and wings, and the long nose of the Tudor fractured, and dropped the cockpit end into the pond, drowning the two pilots. But for the presence of water, they would undoubtedly have survived.
Thus, David’s career with Avro’s came to a sudden halt, along with the great Chief Test-pilot sitting beside him, and the man in the back who had designed all these magnificent machines, - and the Lancaster bomber in which David had spent so much of an eventful wartime career, and survived because of its strength and performance. Certainly, if he had to die, he could not have died in the company of any greater men than these.
Roy Dobson, who should have been on the test flight himself, but had skipped it because he was called to his office for an urgent ‘phone call, tried to cope with the tragedy that afternoon from his office at Woodford. The relatives of the other occupants, dead or injured, were contacted by various means, but David’s wife Elsie was mistakenly overlooked for a time. With a young daughter to bring up, and a home to try to keep together, things looked bleak. But when Sir Roy realised how difficult things were, he went out of his way to do all he could for Elsie. He had Avro’s arrange to pay off the mortgage, [inserted] and [/inserted] and give her a monthly sum for quite some time. He sent presents for Carol from time to time, and used to bring them back for the little girl from his overseas trips.
Sir Roy was greatly affected by the accident, and genuinely grief-stricken over the deaths of his life-long friend and colleague, Roy Chadwick, and Bill Thorn and David Wilson. He advised Elsie Wilson to brief a good solicitor and sue A.V. Roe & Coe for damages, so that she could be awarded compensation, and although Elsie found this difficult, and at times could hardly understand what was going on, eventually she was awarded damages and these were held by the Court in 2 1/2 % War Loan on trust for her daughter, with the income being paid regularly.
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In fact David’s daughter Carol was eventually offered a Dr. Barnes Wallis Scholarship, had her mother wanted to accept this (out of the two per year that the great aircraft and bombs designer had set up out of his own money). This could have entitled Carol to attend Christ’s Hospital (Girls School,) in Hertfordshire, but Elsie declined, in order to keep the family close together.
David was buried in Woodford Church, near Roy Chadwick and Bill Thorn, and where Sir Roy and Lady Dobson now also lie. The funeral was a very grand affair, attended by hundreds of colleagues of the crew from all walks of life, the Ministries, RAF and 617 Squadron, and other Aviation companies. Afterwards, Sir Roy said of David:
“He was a brilliant young man, and a technician of extraordinary aptitude and ability, who would soon have made his mark on the company. His loss is going to be most severely felt”.
And it was, no less than by his daughter Carol, who to this day remains devoted to the war hero father she scarcely remembers, and her mother Elsie, who has remarried, but still lives in Cheshire not many miles from Woodford, and under the flight path to Ringway Airport.
[Page break]
[Underlined] Appendix [/underlined] P1
[Underlined] Sqd. Ldr. David James Baikie Wilson, DSO, DFC & Bar [/underlined]
[Underlined] List of Operations (3 Tours) [/underlined]
[Underlined] With No 214 Sqd: [inserted] (Wellington IC). [/inserted] Target Bomb load make-up Total Bombs dropped [/underlined]
1941 July 9* Osnabrück. 1 x 4000 4,000
July 14* Bremen 3 x 500 + Incendiaries. 1,500 +
July 17* Cologne 1 x 4000 4,000
July 20* Rotterdam 1 x 1,000, 3 x 500, + Incendiaries 2,500 +
July 23* Mannheim 1 x 4000 4,000
July 25* Hamburg ? ?
Aug 12* Hanover ? ?
Aug 16* Duisburg ? ?
Aug 19* Kiel 6 x 500 3,000
Aug 22* Mannheim ? ?
Aug 27* Mannheim ? ?
Aug 31* Cologne 1 x 1000, 5 x 500 3,500
Sep 2* Frankfurt 1 x 4000. (Retd, engine trouble) –
Sep 7* Berlin ? ?
Sep 8* Kassel ? ?
Sep 11 Le Havre ? ?
Sep 15 Brest 1 x 1,000, 4 x 500, 1 x 250 3,250
Sep 17 Karlsruhe 1 x 1,000, 4 x 500 3,000
Sep 29 Hamburg 1 x 4,000 HCMI 4,000
Oct 3 Antwerp 1 x 1,000, 6 x 500, 1 x 250 4,250
Oct 10 Cologne 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 12 Bremen ? ?
Oct 13 Dusseldorf 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 21 Bremen 1 x 1,000, 5 x 500 3,500
Oct 23 Kiel 1 x 1,000, 3 x 500, 1 x 250 2,750
Oct 31 Bremen Bad Wx, retd with bombs. –
Nov 7 Berlin 6 x 500 (Bad Wx, Osnabruck bombed) 3,000
Nov 9 Hamburg 6 x 500, 1 x 250 3,250
Dec 23 Brest 6 x 500 3,000
Dec 27 Brest 6 x 500 3,000
1942 Jan 2 Brest ? ?
Jan 8 Brest ? (Bad Wx, bombs returned) –
Jan 11 Brest 6 x 500, 3,000
Jan 21 Bremen 1 x 4,000 4,000
Jan 26 Brest 6 x 500 3,000
Jan 28 Munster ? (Bad Wx, bombs returned) –
[Underlined] TOTAL = 36 MISSIONS Total hours with Squadron = 289:50 [/underlined]
[Underlined] Total hours on “Ops” = 199:35 [/underlined]
* Flying as Second-pilot on these raids (Rest as Captain).
[Page break]
[Underlined] Appendix [/underlined] P2
[Underlined] With No 196 Squadron. (Wellington X) [/underlined]
1943 Feb 7 Lorient 7 x 500 3,500
Feb 13 Lorient 3 x 500, 6 Containers 1,500 +
Feb 14 Cologne 3 x 500 6 Containers
Feb 17 x Emden ? Bad Wx. Bombs returned. –
Feb 26 Cologne 3 x 500, +Incendiaries (2 x 500 bombs hung up, returned) 500 +
Feb 28 St. Nazaire 3 x 500 + Incendiaries 1,500 +
Mar 3 Hamburg 3 x 500 + Incendiaries 1,500 +
Mar 5 Essen 1 x 4,000 4,000
Mar 12 Essen 3 x 500 + Incendiaries 1,500 +
Mar 26 Duisburg 3 x 500 + Incendiaries 1,500 +
Mar 29 Bochum 3 x 500 + Incendiaries 1,500 +
Apr 4 Kiel 1 x 4,000 4,000
May 4 Dortmund 2 x 500, 6 x SBC 1,000 +
May 12 Duisburg 1 x 4,000 4,000
May 13 Bochum 1 x 4,000 4,000
May 25 Düsseldorf 2 x 500, 7 x SBC 1,000 +
June 11 Düsseldorf ? ?
Jun 21 Krefeld ? ?
Jun 24 Wuppertal (Elberfeld) Incendiaries only. ?
Jul 3 Cologne Incendiaries only ?
[Underlined] Total = 20 Missions Total hours with Squadron = 135:40 [/underlined]
[Underlined] Total hours on “Ops” = 101:05 [/underlined]
[Underlined] With 617 Squadron. (Lancaster I and III) [/underlined]
1943 Sep 16 Antheor Viaduct. 1 x 4,000, 3 x 1,000 7,000
Nov 11 Antheor Viaduct. 1 x 12,000, HC 12,000
Dec 16 Flixecourt xx 1 x 12,000 HC 12,000
Dec 20 Liege 1 x 12,000 HC Bomb returned, raid abortive (due PFF) –
Dec 22 Abbeville-Amiens. xx 11 x 1,000. Bombs brought back (due PFF failure) –
1944 Jan 4 Pas de Calais (Flying Bomb Site) ? Bombs dropped 4 miles from target due PFF error ?
Jan 21 Hallencourt. xx 2 x 1,000, 13 x 500, 6 Flares. Only 1 x 1,000 and 7 x 500 dropped 4,500
Jan 25 Fréval (Pas de Calais) xx 2 x 1,000, 13 x 500 8,500
Feb 8 Limoges 12 x 1,000 12,000
Feb 12 Antheor Viaduct 1 x 12,000 12,000
x Daylight raid.
xx Flying bomb site. (V1 weapon).
[Page break]
[Underlined] Appendix [/underlined] P3
[Underlined] With 617 Sqd cont’d [/underlined]
1944 March 2 Albert All Incendiaries ?
March 4 St. Etienne. ? Bad Wx. Returned –
March 10 St. Etienne 11 x 1,000 11,000
March 15 Woippy (near Metz). 1 x 12,000. Bad Wx. Returned. –
March 16. Clermont Ferrand 1 x 12,000, 6 Flares 12,000
March 18 Bergerac 1 x 12,000 12,000
March 20 Angouleme 1 x 8,000, 1 x 1,000 9,000
March 23 Lyons 11 x 1,000 11,000
March 25 Lyons ? x 500, Incendiaries ?
March 29 Lyons 1 x 8,000. 1 x 1,000 9,000
Apr 10 St. Cyr. 1 x 8,000, 6 x 500 11,000
Apr 18 Juvisy 4 x 1,000, 4 x Red Spots 4,000
Apr 20 La Chapelle 12 x 1,000 12,000
Jun 5 D-Day decoy mission
Jun 8 Saumur Tunnel 1 x 12,000 Tallboy 12,000
Jun 14 Le Havre Pens 1 x 12,000 Tallboy 12,000
Jun 15 Boulogne Pens 1 x 12,000 Tallboy 12,000
Jun 19 Watten xx 1 x 12,000 Tallboy 12,000
Jun 20 Wizernes xx – Tallboy Raid recalled over Channel –
Jun 22 Wizernes xx Tallboy Bad Wx. Bomb brought back. –
Jun 24 Wizernes xx 1 x 12,000 Tallboy 12,000
Jun 25 Siracourt xx 1 x 12,000 Tallboy 12,000
July 4 St. Leu d’Esserent. Xx 1 x 12,000 Tallboy 12,000
July 6 Mimoyecques xx 1 x 12,000 Tallboy 12,000
[Underlined] Total – 34 Missions Total hours with Squadron = 420:55 [/underlined]
[Underlined Total hours on “Ops” = 181:10 [/underlined]
[Underlined] Grand total (3 tours) = 90 Operational Flights. [/underlined]
[Underlined] Grand total of flying hours with Squadrons = 846:25 [/underlined]
[Underlined] Grand total of flying hours on Operations = 481:50 [/underlined]
Dublin Core
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Title
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A bomber pilot’s journey through WWII
Description
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Biography of Squadron Leader David James Baikie Wilson, DSO, DFC and Bar (1917 - 1947). He flew operations as a pilot with 214, 196 and 617 Squadrons before becoming Head of Aerodynamic Development and Testing, and Test-Pilot at A V Roe & Co Ltd. He was killed 23 August 1947 in the Avro Tudor crash.
Creator
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Peter V Clegg
Publisher
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IBCC Digital Archive
Contributor
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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handwritten sheets
Language
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eng
Type
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Text
Text. Personal research
Identifier
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BCleggPVWilsonDv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1944-04-05
1944-04-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
1944-07-04
1944-07-05
1944-07-06
1945
1946
1947-08-23
1944-04-18
1944-04-19
Conforms To
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Pending review
Spatial Coverage
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Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Antwerp
Belgium--Liège
England--Cheshire
England--Lincolnshire
England--Suffolk
France--Albert
France--Angoulême
France--Bergerac
France--Boulogne-sur-Mer
France--Brest
France--Clermont-Ferrand
France--Creil
France--Le Havre
France--Limoges
France--Lorient
France--Lyon
France--Mimoyecques
France--Pas-de-Calais
France--Saint-Cyr-sur-Mer
France--Saint-Étienne (Loire)
France--Saint-Nazaire
France--Saint-Omer (Pas-de-Calais)
France--Saumur
France--Siracourt
France--Watten
France--Woippy
Germany--Berlin
Germany--Bochum
Germany--Bremen
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Karlsruhe
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Mannheim
Germany--Münster in Westfalen
Germany--Wuppertal
Germany--Hannover
Germany--Osnabrück
France--Watten
Germany--Ruhr (Region)
11 OTU
1660 HCU
1668 HCU
196 Squadron
214 Squadron
5 Group
617 Squadron
8 Group
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
bombing of Toulouse (5/6 April 1944)
Boston
C-47
Chadwick, Roy (1893-1947)
Cheshire, Geoffrey Leonard (1917-1992)
crash
Distinguished Flying Cross
Distinguished Service Order
final resting place
Flying Training School
Gibson, Guy Penrose (1918-1944)
Grand Slam
grief
H2S
Halifax
Halifax Mk 3
Harvard
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lincoln
Meteor
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Oboe
Operational Training Unit
Oxford
P-51
Pathfinders
pilot
promotion
RAF Bassingbourn
RAF Boscombe Down
RAF Church Lawford
RAF Coningsby
RAF Cranage
RAF Cranwell
RAF Driffield
RAF Leconfield
RAF Stradishall
RAF Swinderby
RAF Syerston
RAF Upavon
RAF Wainfleet
RAF Woodhall Spa
Spitfire
Stirling
Tallboy
Tiger Moth
training
V-1
V-2
V-3
V-weapon
Wallis, Barnes Neville (1887-1979)
Wellington
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Scale Silhouettes Photographs and "Oddentifications"
Description
An account of the resource
Cartoons of aircraft and lists of 65 aircraft categorised in a table.
Creator
An entity primarily responsible for making the resource
The Aeroplane
Format
The file format, physical medium, or dimensions of the resource
One double sided printed pamphlet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-0900001,
MCurnockRM1815605-171114-0900002,
MCurnockRM1815605-171114-0900003
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
Wehrmacht. Luftwaffe
United States Army Air Force
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.
Anson
B-17
B-24
Beaufighter
Blenheim
Boston
Defiant
Halifax
Hampden
He 111
Hudson
Hurricane
Ju 52
Ju 87
Ju 88
Manchester
Me 109
Me 110
P-40
Spitfire
Stirling
Sunderland
Wellington
Whitley
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Silhouettes of British, American and German Aircraft
Description
An account of the resource
A booklet with silhouettes of aircraft listed for the third grade test of the Royal Observer Corps Club. Each of the 62 aircraft is a black image seen from the side and plan.
Creator
An entity primarily responsible for making the resource
The Royal Observer Corps Club
Format
The file format, physical medium, or dimensions of the resource
Eight page printed booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-0910001,
MCurnockRM1815605-171114-0910002,
MCurnockRM1815605-171114-0910003,
MCurnockRM1815605-171114-0910004,
MCurnockRM1815605-171114-0910005,
MCurnockRM1815605-171114-0910006,
MCurnockRM1815605-171114-0910007,
MCurnockRM1815605-171114-0910008
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
Wehrmacht. Luftwaffe
United States Army Air Force
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.
Anson
Battle
Beaufighter
Blenheim
Boston
Catalina
Defiant
Do 18
Do 215
Do 24
Hampden
Harrow
Harvard
He 111
Hudson
Hurricane
Ju 52
Ju 86
Ju 87
Ju 88
Lysander
Magister
Me 109
Me 110
Oxford
P-40
Spitfire
Sunderland
Wellington
Whitley
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Silhouettes of British, American, German and Italian Aircraft
Description
An account of the resource
A leaflet with silhouettes of aircraft listed for the second grade test of the Royal Observer Corps Club. There are side, plan and head-on views of 62 aircraft. 53 views are included for the second grade test.
Creator
An entity primarily responsible for making the resource
The Royal Observer Corps Club
Format
The file format, physical medium, or dimensions of the resource
12 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-0920001,
MCurnockRM1815605-171114-0920002,
MCurnockRM1815605-171114-0920003,
MCurnockRM1815605-171114-0920004,
MCurnockRM1815605-171114-0920005,
MCurnockRM1815605-171114-0920006,
MCurnockRM1815605-171114-0920007,
MCurnockRM1815605-171114-0920008,
MCurnockRM1815605-171114-0920009,
MCurnockRM1815605-171114-0920010,
MCurnockRM1815605-171114-0920011,
MCurnockRM1815605-171114-0920012
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
Wehrmacht. Luftwaffe
United States Army Air Force
Regia Aeronautica
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.
Anson
B-17
B-24
Battle
Beaufighter
Blenheim
Boston
C-47
Catalina
Defiant
Do 18
Do 215
Do 24
Dominie
Hampden
Harrow
Harvard
He 111
Hudson
Hurricane
Ju 52
Ju 86
Ju 87
Ju 88
Lysander
Magister
Me 109
Me 110
Oxford
P-40
Proctor
Spitfire
Sunderland
Swordfish
Tiger Moth
Wellington
Whitley
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
British, American and German Aeroplanes in Operational Service
Description
An account of the resource
Plan, head-on, angled and side views of 65 aircraft in use during the war.
Creator
An entity primarily responsible for making the resource
The Aeroplane Spotter
Format
The file format, physical medium, or dimensions of the resource
Four printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
PCurnockRM17020001,
PCurnockRM17020002,
PCurnockRM17020003,
PCurnockRM17020004
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
Wehrmacht. Luftwaffe
United States Army Air Force
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.
Anson
B-17
B-24
B-26
Beaufighter
Blenheim
Boston
Catalina
Defiant
Do 16
Do 18
Do 24
Halifax
Hampden
He 111
Hudson
Hurricane
Ju 52
Ju 87
Ju 88
Lysander
Manchester
Me 109
Me 110
Oxford
P-38
P-40
Spitfire
Stirling
Sunderland
Ventura
Wellington
Whitley
-
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5ed5184d548c691254d5bd0fa7c7778b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Kriegie August 1988
Description
An account of the resource
The News Sheet of the RAF ex-POW Association. Inside are articles about reunions and attendances, the annual dinner at Henlow, Massed Bands Spectacular, request for information about the POW camp newspaper - Daily Recco, the 1997 Remembrance Day Parade, Branch activities, Far-Eastern Campaigns Memorial, Obituaries, Friends and Sisters, the Barth Memorial, the Shuttleworth Collection, Reunions in Halifax and Ottawa, the Annual dinner, Books about POW life, a visit to RAF Elvington's new Canadian Memorial Hangar and a visit to the Caterpillar Club at Irvin Aeropspace.
Creator
An entity primarily responsible for making the resource
The RAF ex-POW Association
Date
A point or period of time associated with an event in the lifecycle of the resource
1998-08
Format
The file format, physical medium, or dimensions of the resource
16 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-005
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
South African Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Birmingham
England--Stafford
England--Croydon
Canada
Ontario--Thunder Bay
Germany--Barth
Ontario--Ottawa
Nova Scotia--Halifax
Italy--Sicily
Gibraltar
Malta
England--Letchworth
Italy
Ontario
Germany
Nova Scotia
England--Herefordshire
England--Staffordshire
England--Warwickshire
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.
107 Squadron
158 Squadron
38 Squadron
50 Squadron
619 Squadron
70 Squadron
air gunner
aircrew
B-17
bale out
Battle
Blenheim
Boston
C-47
Catalina
Caterpillar Club
Conspicuous Gallantry Medal
Distinguished Flying Cross
Distinguished Flying Medal
Dulag Luft
entertainment
Goldfish Club
ground personnel
Halifax
Hampden
Harvard
Horsa
Hurricane
Ju 88
Me 109
Me 110
memorial
mess
Mosquito
Operational Training Unit
Pathfinders
prisoner of war
RAF Dunholme Lodge
RAF Elvington
RAF Hendon
RAF Leeming
RAF Lissett
RAF Lossiemouth
RAF Shipdham
RAF Ternhill
Red Cross
shot down
Spitfire
Stalag 8B
Stalag Luft 1
Stalag Luft 3
Stirling
the long march
training
Typhoon
Wellington
Whitley
wireless operator
Women’s Auxiliary Air Force
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cox, Owen
Owen Valentine Cox
O V Cox
Description
An account of the resource
An oral history interview with Owen Cox, who served in Italy and ditched near Sicily.
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
2020-01-31
Rights
Information about rights held in and over the resource
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Cox, OV
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RP: This interview is being conducted on behalf of the International Bomber Command Centre in Lincoln. The interviewer is Rod Pickles. The interviewee is Owen Cox. Also present is the niece of Owen Cox, Mrs Wendy Wood. The interview is taking place on the 31st of January 2020 at Mr Cox’s home in Honiton, Devon. Good afternoon, Ian.
OC: Hello.
RP: Ian? Owen.
OC: It’s nice to meet you.
RP: Thank you for inviting me in, in to your home. If you could start.
OC: Yeah.
RP: Perhaps you could tell us where you were born, and when you were born and your early life and how you came, what prompted you to join the RAF. But —
OC: I wanted to join the RAF when I was at school.
RP: And where were you at school?
OC: I was in the Kings School at Ottery St Mary. The Grammar School. And my parents wouldn’t let me join the RAF, and by various means I passed them all. I was only seventeen when war broke out and I joined the LDD. It’s even worse than Dad’s Army. And when I was eighteen I joined the Home Guard. The only difference was I had a different arm band. And when I was eighteen I went in the Recruiting Office in Exeter on my way to, during my lunch hours and the first thing that happened was the flight sergeant came along. He said, ‘Hello sonny, what do you want?’ That rather put me off. Eighteen, you know. A teenager being called Sonny. And so I said, ‘I want to join the RAF.’ ‘Oh yes? What would you like to be?’ So I said, ‘Aircrew.’ So he said, ‘Oh,’ he said, ‘Well, you nip home and get your birth certificate.’ So I said, ‘Well, I’m eighteen.’ He said, ‘You’ve still got to get your birth certificate.’ Then I was in trouble. Trying to get a birth certificate. How could I do it without my parents knowing why? So I’d just been on the Devon County staff for just over six months and I was put on the permanent staff after six months probationary period. So I went home and I said, ‘Mum, I want my birth certificate. I’ve been put on the permanent staff and they want my birth certificate.’ ‘Oh yes,’ you know, with a joys, got a job in those days because were hard to come by. And so I got this birth certificate and went in. Then I was offered, he said, ‘What do you want to be?’ The same flight sergeant. So I said, ‘Well, the same as last time. Aircrew.’ So he said, ‘There aren’t any vacancies.’ He said, ‘You can be a clerk g.d. or a driver.’ So I said, ‘Well, I’m a clerk already just up the road. I don’t like the sound of g.d,’ which is general duties I found out afterwards, ‘And I don’t want to be driving all over the country. So if you give me back my birth certificate I’ll nip somewhere where they will accept it.’ And then he came back and in the end he agreed that I could join the RAF. And so I went home that night and I said to my mother [pause] if I wanted to say anything controversial I used to wait until she was busy, you know, getting father’s meal or in the evening. And when she was in middle of that I said, ‘I’ve joined the RAF today, mum.’ She said, ‘Oh yes,’ and went on busy, you know. And that went on and it wasn’t until, oh when we first of all the Devon County Council if you more or less volunteered you had to get committee approval so that the job was vacant when you came back. It was a very good job that I did because I was a wreck when I came home. But if you were a conscientious objector you got the sack. Yes. It was like that. And eventually in November I got a letter. When I came home mother said, ‘There’s a letter from the RAF for you.’ So I said, ‘Oh, I expect that’s my calling up papers.’ ‘What do you mean calling up papers?’ I said, ‘Well, don’t you remember, you know.’ ‘No,’ she said, ‘Well, you’re always saying stupid things,’ you know, ‘And if you say anything like that we don’t take any notice of it, you know.’ So I said ‘Well,’ I said, ‘I was quite honest. I told you what it was.’ I told a lie about my birth certificate but that was all [laughs] And when father came home she said, mother, ‘What do you think he’s done?’ Father was rather exasperated, ‘Whatever has he done now?’ You know. She said, ‘He’s joined the RAF.’ My father said, ‘He can’t. He’s not old enough.’ So I said, ‘Yes, I volunteered, father.’ ‘Oh.’ He said ‘That’s it, and you can’t say anything about it,’ I said, ‘In the First World War you volunteered when you were seventeen.’ He said, ‘But I didn’t go.’ I said, ‘No. The only difference between you and me, I passed my medical and you didn’t.’ So, I won the argument, didn’t I? And in the January —
RP: What year is this then? The January of — ?
OC: The war broke out in ‘39.
RP: Yeah.
OC: ’40.
RP: January ’40. Oh right.
OC: January ’40, I got my calling up papers to go up to Blackpool and there were two Devon County Council members on the station with me. They were a lot older than me and they were called up, you know. And so we travelled up there and that was, that was quite an experience. It’s all in my book you know.
RP: So, was that just to, just to get you the uniform and everything? And then you got on to training from there, did you?
OC: Yeah. There we had to do square bashing first. And then six months afterwards I went to Yatesbury near Calne, near Swindon. And we had to get wireless up to eighteen words a minute, and I could. I took to Morse and I could do twenty quite easily. Send and receive. And I was posted to Plymouth.
RP: Right.
OC: And I was down there fourteen months and —
RP: Doing what? What were you doing there?
OC: Oh. Ground wireless operator waiting to go on the gunnery course.
RP: Oh right.
OC: They said, it’s very funny really, you know they said there weren’t any vacancies at the Gunnery Schools. That was, I thought to myself, my God what have I done now? You see, it wasn’t, they couldn’t keep up with gunners that had been wiped out, you know.
RP: Right.
OC: Not being very helpful.
RP: So where were you based in Plymouth for this then?
OC: Mount Wise.
RP: Mount Wise.
OC: Mount Wise.
RP: So the telecommunications side.
OC: In the end, after being put on a charge for being one day late from leave I went out into billets at Crownhill.
RP: Oh yeah. Yeah.
OC: And we were underground at Eggbuckland underground station. And, while I was undressing that’s how I got my name Inky. When I was on this charge I was wild. To think it’s my own fault, you know. I’d got the last day’s leave was this day and instead of that it was the day before.
RP: Oh right.
OC: So I was a day late and oh, I was in quite a bit of trouble there. I thought arrive at a station and before you say hello you’re in trouble. And out there I was very very good [ unclear] and oh when I was on, doing the, emptying my kit bag in this great block all to myself. A room all to myself in a block that was empty I emptied my kit bag out and there was a bottle of marking ink that burst all over my —
RP: Oh dear.
OC: Left shoulder. But when we went to the wireless cabin one of the WAAFs there, one of the wireless operator WAAFs was getting tea for the underground and everybody had taken their coats off, you see. So I took off my coat. Got this, the only clean shirt I had.
RP: Oh right.
OC: So she said, ‘You’re the new boy aren’t you?’ So I said, ‘Yes.’ She said, ‘My name’s Griffiths. Always known as Griff. What are you called?’ She said, ‘It doesn’t matter. We’ll call you Inky.’ That’s how I got that name.
RP: And that’s, that’s what you became.
OC: Yeah.
RP: So were you in Plymouth during the blitz then?
OC: No. Just after.
RP: Just after. Right.
OC: Yeah. I [pause] about, oh three weeks, a month after.
RP: Oh right.
OC: Yeah.
RP: So from Plymouth then when did you finally get to your gunnery course then?
OC: Fourteen months later.
RP: Gosh.
OC: I was down there, oh the other thing was that if you were a good wireless operator they tried to hang on to you.
RP: Of course. Yeah.
OC: And that’s why I was there fourteen months.
RP: You knew your Morse too well obviously.
OC: I loved Morse.
RP: So where did you go for the gunnery course then?
OC: First of all we went to air training for wireless sending and that was at Madley. We weren’t there very long. A horrible place. Then we went to Castle Kennedy near Stranraer.
RP: Oh my goodness.
OC: That was —
RP: Way up north.
OC: Yes. That would be December. December ’40. ’41.
RP: Yes.
OC: Or ’42. I can’t remember which and it would be in the book, but the accommodation there was rather luxurious. We used to have a Nissen hut that was, held about twelve people. Twelve or fourteen, I forget which. And it had one bulb one end and one bulb the other. Forty watt.
RP: Gosh.
OC: We’d got a tortoise stove in the middle and the supply of coal was half a sack a week. And if you didn’t pick it up pretty quickly somebody else did so you had none.
RP: Oh right.
OC: And we used to get wood. We were in the middle of a wood and we used to get any dead wood we can, and if it wasn’t desperate you used to get, break down something and get it.
RP: Yeah.
OC: And the railway went just by. We used to go out there and wave to the engine driver and the stoker of the train used to throw out huge lumps of steam coal.
RP: Oh right.
OC: And they used to do that. And when we were flying around we —
RP: So what were you training on? What aircraft were you on?
OC: The first time I was, was ever airborne was a De Havilland Dominie which is a De Havilland Rapide.
RP: Oh yes, I know.
OC: Civilian aircraft. Lovely aircraft. Twin.
RP: Twin wings. Yeah.
OC: Yeah. And then I was on Magisters for [pause] or in Magisters for the air training, and then we went up to Castle Kennedy and we were on Beauforts which was deadly and [pause] Now, now I’ve stopped.
RP: No. Don’t worry. We can, we can pause it there. Don’t worry.
[recording paused]
OC: I was posted to 13 OTU. As I walked in through the door, I’d been there two days and a fella from Honiton was walking out and we met. And the people that I was with said, ‘Oh, do you know him, Inky?’ So Derek said, ‘Who’s Inky?’ I said, ‘I’m Inky.’ And after the war we were at the Golf Club and everything, he always called me Inky. Never went back.
RP: Right.
OC: He died a few years ago.
RP: Yeah.
OC: A couple of years ago.
RP: Ok. So, anyway, you get to Bicester. You’re at the OTU. What aircraft are you now using there then?
OC: I was in Blenheims. And —
RP: What was a Blenheim like as an aircraft then?
OC: Horrible.
RP: Was it?
OC: Well, not horrible but it’s very difficult to explain really. For a wireless operator it was very difficult. You had like motorbike handles.
RP: Oh right.
OC: When you pressed them down like that your seat went down, your guns went up.
RP: Oh, I see.
OC: Then you could use your set.
RP: Got you. Oh, so the guns moved out the way so you can —
OC: Yeah.
RP: Got you. Got you. Yeah.
OC: Yeah. There’s a post comes down. There’s two cannisters of ammunition. One for each gun. And in behind there’s two little cases of coils. One was used for trailing aerial and one was to use for ordinary sending station, you know. If you used a trailing aerial that was for getting bearings. But you had to change. These were in two little boxes. They had wing nuts and you had to undo the wing nuts. Luckily they were attached.
RP: Yeah.
OC: To the case. Take out the coil, take out the one that you were using. Hold it in your lap, put the one that you picked out and put up. That one you put back in the bottom in case it —
RP: And all the time the aircraft’s —
OC: Oh, it was going. Then you, if anything happened well you had to drop the lot and curl up under. So while I was there I went under friendly fire the first time. We were just finishing our being crewed up. I was with a fella from Trinidad and one from Liverpool. They were both officers, pilot officers, and in the Blenheims there was only three in the crew and we were going out over the, before you left OTU they used to send you out over the coast after a big bomber raid in to see if there was any of any of our airmen had come down in the sea, you know. In the North Sea. We used to do a square search and come back. And we were just crossing the, I’d got permission to cross the coast and I thought well let’s get some exercise in with sending, you know back to base.
RP: Yeah.
OC: I did this, and all of a sudden the aircraft was being thrown all over. So I said, ‘Dave, what the devil are you doing? I’m trying to send Morse.’ He said, ‘If you looked out — ’ And there were puffs of bomb curling around the [pause] So I said, ‘Oh God.’ He said, ‘Did you get permission?’ I said, ‘Yes.’ So we belted out to the North Sea as fast as we could, did our section and coming back and I fired the letter of the day. It was yellow. I always remember [laughs] And peace reigned once again. So we went out and I said to Dave on that, ‘You’re coming in the same place as where we went out. They fired at us on the way out. What do you think they’re going to do when we come back?’ I said, ‘I’ve loaded the pistol again.’ And, but we came back alright. We reported it. I don’t know what happened to the ground crew but —
RP: You’d think they’d recognise a Blenheim.
OC: Yeah. Oh, we were supposed to be something like a JU88 I think it was.
RP: Ok.
OC: But they had swastikas all over them. We had roundels all over us. Top and bottom. You know.
RP: You wonder.
OC: You wonder. And well I wouldn’t be here if they’d had the things that they fired at you.
RP: If you’d been hit. Yes.
OC: Yeah.
RP: So at the Gunnery School. How long were you at the Gunnery School then on the Blenheims?
OC: Oh, the Gunnery School. I was only there about six weeks. Two months. Something like that.
RP: Then you were posted to a squadron?
OC: Then I was posted to OTU.
RP: Oh right.
OC: And I was there, oh and then we changed over to Bostons. That was a lovely aircraft. The De Havilland. Not the De Havilland. The Boston.
RP: Douglas.
OC: Douglas. That’s right. Douglas 3A. And we got a fourth member of the crew who was an under gunner who fired through the floor. That’s important because a bit later on and [pause] he used to lift up the flap on the door and he was attached by his monkey, what we called the monkey strap which was fixed to the aircraft and then he used to clip it on to his parachute harness and so he, if he got a bit excited he didn’t fall out, you know. I could never see why it happened because I mean it wasn’t that big. I suppose the length of that.
RP: Oh right.
OC: Not quite as long as that and they used to go back, clipped back and used to fire a Vickers gas operated gun through the floor but I mean by the time the enemy did that thing he was gone up past you so you wouldn’t have had time to switch it. I never saw that. I never saw him shoot his gun. And —
RP: So, you’re on, you’re on the Douglas. So how long were you at the OTU then?
OC: About four months.
RP: Oh. And that’s familiarisation is it?
OC: That’s moving from Blenheims on to Bostons. And then we went to Finmere, kitted up for overseas and we went down to Portreath in Cornwall.
RP: Oh yes.
OC: We had extra fuel tanks on them. On the aircraft. The guns were stowed, and all our kit was on the flap. So Jack, our gunner, under gunner was sitting on all our kit. And down in the, he saw nothing. I was up the top. And when you were in the Boston it’s a, it was a lovely aircraft. When you were firing your guns your feet were going that way, your guns were there. You had a swivel seat. You could swivel round and there was your wireless set.
RP: Oh right.
OC: And the Morse key, everything. And we went to Finmere. We were there about a fortnight getting used to this aircraft and one day they said to me, because of the new wireless set, ‘We’ll show you how it works.’ I said, ‘Oh yes,’ because we were to do our last what we called cross country and we went right down to Cornwall. Get permission to cross the coast up to the Irish Sea. Get permission to get back in to England and then back to base. And when I got down to Cornwall I couldn’t find the Morse key. Going this way and the Morse sets were here, and TR9 and I said, ‘I can’t find the Morse key. It was here this morning.’ Say it like everybody else you know. Couldn’t find it. I said, ‘Jack, come up and have a look. So he came. So, Dave the pilot said, ‘Well?’ I said, ‘I can’t. We can’t cross the coast,’ I said, ‘I can’t find my Morse key.’ So [laughs] Then he said, ‘Right. Abort.’ And we went back to base. Coming in I swung round all my wireless stuff was up there like everybody else, and I was just looking around and the aircraft came down like this, and in this came in [pause] six inches I suppose, nine inches and underneath this was a little square box with a button about the size of my thumb and I thought I’d never seen that before. I wonder what that is. Pressed the button. That was my Morse key. So I thought however could you send Morse on a button which was only coming up about this, above base. You had to go like this and every time of course the aircraft went down your hand went down with it, so you didn’t do it —
RP: Yes. You’re mixing it up, aren’t you?
OC: You couldn’t, you couldn’t send Morse on it. And so I said, ‘I found my Morse key.’ And when we they got back they laughed. And we used to have a board in the mess that said, “The sign of the irremovable finger,” which is Chad looking over the wall. Do you know it?
RP: Oh yeah. I know what you mean.
OC: And his hand was like this. And at the end this finger stuck up with [unclear] “Awarded this week to Sergeant Cox who couldn’t find his Morse key.”
RP: Oh dear, embarrassment.
OC: Yes. They used to say, ‘Have you got your Morse key this morning?’ Every time we went up near there. Yes. And also the Boston, the pilot, the w/op a.g. had a set of controls at the back. He had rudders but they were right up you know, you were up like this.
RP: Oh right.
OC: You couldn’t, couldn’t use it. Dave said, ‘Don’t bother about them. Just fly using everything else you’ve got there.’ I had a speedo and what height you were. Well, we were tipping, the trouble was you see oh that was done so that the pilot, if you were in trouble the wireless operator took the joystick as they called them from the side, jammed it in and you fly the aircraft. And very often Dave said, ‘Have some driving practice.’ You know. So, ‘Alright.’ Used to quite enjoy that. But of course the same thing, I was like this this and of course when you go like this this one goes that way doesn’t it? So you’re flying like this along. We were going down through the Bay of Biscay and went to, to give me some practice at that. So he said, ‘And we want to fly straight and level. We don’t want to be at an angle.’ I said, ‘Alright.’ Gradually of course I turned over and if I went that way it was even worse because it was just, it was harder to look out that window. And then we had a loop aerial that used to tune in to any station. You could get bearings on it and you knew what stations you were tuned in, you know. Music stations and all that. So I did that. Gave it to the observer. My readings. He said, ‘That’s an interesting, Owen.’ he said. Oh, they always called me Owen except the pilot who called me Cockles. And, and so I said, ‘Everything all right?’ He said, ‘Yes. We’re either in Germany or the middle of the Irish Sea which do you want?’ The [unclear] was on the Irish Sea.
RP: Oh, I see. Right.
OC: So I said, well I couldn’t be like that. Just couldn’t. And when we landed at Gib. Gibraltar. They found out that the loop, the loop aerial up there was turned. It was giving a, of course whatever instead of being nought there it would be, nought would be over here.
RP: Oh yes. Not aligned properly.
OC: Yeah. Not aligned. And I was angry at this.
RP: Because that puts all the readings out.
OC: Yeah. Oh, and another thing you have to do when you’re coming in to land you’ve got to have the aldis lamp, and send the letter of the day. Well, if you’re going this way, and you’re right or left handed whatever light you see you’re like this and then you stand up and see Europa Point, which is this point and if, if you’re not aligned on it all they see is a white light. So I undid my monkey strap, and was right outside almost, and I nearly fell out.
RP: Oh gosh.
OC: Yeah. And I just kept firing, pointed after that and when we got down —
RP: Hoped for the best.
OC: Jack said to me, ‘What do you think the ground crew are laughing at?’ I said, ‘Well, Jack we’re in shorts.’ Lillywhites you know, and, ‘Look at your knees and look at theirs.’ I said, ‘They’re just Lillywhites.’ But I was wrong. The runway at Gibraltar goes about six hundred yards out into the sea.
RP: I’ve seen it. Yeah.
OC: Yeah. And Dave brought it in as low as he could and as slow as he could to make sure because we were heavily loaded with all our stuff and everything and when the crew came up, as I jumped out they said, ‘Do you think you’ve lost anything?’ And my trailing aerial. I’d come in without winding it in.
RP: Oh dear.
OC: It had wrapped itself around a Naval boat that was passing, or anchored I don’t know which. Brought down that aerial, snapped off mine, and then I was so angry thinking that you know a trained man had done that. If I’d done it at OTU.
RP: Yeah.
OC: Yes. That would have been alright. I was still learning. But to be trained and that was went down wrong. I grabbed my parachute, pulled it out, but I caught hold of the rip cord. That one opened. So —
RP: Not a good trip.
OC: No. No, I didn’t enjoy that.
RP: So, from, from where had you gone from the OTU then, where were you now?
OC: From OTU we went to, we went to Portree.
RP: Portree. Then from Portree.
OC: Portree to Gibraltar.
RP: Oh right. And you were stationed in Gibraltar then?
OC: No. No.
RP: Just staging through.
OC: Yes. On our way to Sicily.
RP: Oh right. Right.
OC: And then we went down to Spanish Morocco. A place called Fez. And we stayed there. How the fellows lived there I don’t know. Sandstorms. And food used to go green from morning to night.
RP: Gosh.
OC: You know. And then we went across North Africa and landed at Tunis and that was an American station. And they’d rigged up hot showers. I mean not cold showers. Hot showers or cold. Whichever you liked.
RP: Gosh.
OC: And oh, they had and I always remember they said, ‘What would you like for a sweet?’ They’d given us some, I’ve forgotten what we had from the menu but I always remember peaches and cream.
RP: Gosh.
OC: I mean we couldn’t get —
RP: That’s a luxury.
OC: We couldn’t get that in England so that was fine.
RP: So was this leading up to the invasion of Sicily then?
OC: No.
RP: Not really taking part.
OC: They’d taken. That had finished.
RP: Oh right.
OC: That had finished about two or three weeks. We landed. And we slept under trees, on the ground. And then we went up to Gerbini Three which is on the Catania Plain and from there we started ops. And there was a, it was at the beach head at Salerno was it?
RP: Yeah. Salerno. Yeah.
OC: Salerno. And the Germans were coming down, bringing down Panzer divisions. And we were after three bridges the night we went out. Oh. Now, in our hut, you know, hut [laughs] tent there was Jack and myself, a gunner and a wireless operator, and in, and the same with another crew. And our pilot and observers were together in another crew.
RP: Oh right.
OC: Funnily enough. And Jack, our, both our gunners, the under gunners were called Jack and he was in hospital with dysentery so our Jack and myself used to take it in turns to fly with the other crew.
RP: Oh, I see.
OC: And I was flying as an under-gunner, not a wireless operator and we went on this raid and we hadn’t got, we were told it was going to be probably running mist or a bit of rain but it was the worst static storm I’ve ever seen even on trying to fly through it and we [sound of knocking] I don’t think it’s us. I think its next door. And they [pause] where was I?
RP: So you were on the raid in the static storm.
OC: Oh yes, and we climbed over it. Of course Jack and I were, well we all were cold, and we were frozen in the back.
RP: Yeah.
OC: Open top and bottom. And we came down the other side and we had three bridges. A road, rail and river and we went for the river bridge, and we got, as far as we could see two direct hits on it. First aircraft out. 5.15 we’d left. And so we thought there was another seventeen aircraft. They should be able to put paid to the other two. And coming back Mac said, he’s the pilot, he said, ‘We shall have to, if we run into that storm again we shall have to fly through it because,’ he said, ‘There’s no way have we got enough fuel to climb up above it and get back to base.’ And we started to fly through it and we got struck by lightning. All the intercom went out. Everything. The wireless went. Everything you’d think. Jack and I were alright at the back because we could talk to each other but the important people were of course the observer and the pilot. The observer was right in the front. Steel plating. Then the pilot’s got all his controls, steel plating behind him. Then you come to the bomb bay and the wireless equipment. Then you come to us. And we lost our way. And the pilot said, ‘Well,’ he said, ‘We’ve got a choice. We either bale out or ditch.’ So I was, seeing as it wasn’t my crew I was what you would normally call spare, and I said, ‘Well, there’s four of us in this aircraft, and if you get two or more you don’t know what to do. So —’ I said, ‘I vote —' Vote. ‘But I’ll agree to anything that you say.’ Well, they all three voted to ditch. I said, ‘Fine.’ So I closed the door and stowed my gun and I thought to myself [pause] as I picked up all the verey cartridges, stuffed them inside my [unclear] and then, and the verey pistol, so I thought a few pyrotechnics. If they don’t get too wet somebody might see us. Well, we came down, and of course ditching is rather dangerous at the best of times but when you’ve got fifteen foot square high waves going along you don’t know whether you’re at fifteen feet or —
RP: And this was at night time.
OC: Yes.
RP: Yeah.
OC: Yes. It would be after 9 o’clock at night and I don’t know anything else. I can remember having a clout on the head, but I don’t remember anything else until I was in the sea. And I suddenly became conscious again and I heard voices. I tried to blow my whistle but I couldn’t. I didn’t have any breath. And I tried to shout. That wasn’t very loud. But suddenly I had hands grip me, and I thought I was being, coming in the dinghy and I thought, cor this is hard. I never realised the dinghy was as hard as this. Well, I had twenty one ribs broken or fractured, three fractures of the spine, severe compressed fracture of the spine, severe concussion and I lost my little finger. And as I went in I lost consciousness and I don’t know anything more until I came to in the hospital.
RP: And that was in Sicily? The hospital.
OC: In Sicily. In, yes Sicily, at Patti.
RP: Yeah.
OC: And these, these brothers that I got in they’d, it was a fishing boat not the dinghy that they pulled me up. The observer was right in the front. Well, he would have been smashed to pieces. And of course no one ever said anything but he was buried. His body was washed ashore ten days later. So I was told after this. And he was buried in Catania War Cemetery. And they never found Jock or Mac. The pilot or the w/op a.g. because they’d been strapped in and the aircraft was broken all in pieces and they would have been strapped.
RP: They’d gone down with the aircraft.
OC: They’d gone down with the aircraft. It was only because I didn’t strap myself in on the end of the monkey chain. I’d undone that. I said that’s, no, I don’t want to be dangling on the end of a piece of a cord.
RP: So this was off the west coast of Sicily then. Yeah?
OC: Yes.
RP: So, looking back then do you think the better option would have been to bale out?
OC: No.
RP: No.
OC: No.
RP: You don’t think so.
OC: Well, it might have been.
RP: Because of the rough sea.
OC: Rough sea. Yeah.
RP: Yeah.
OC: I mean my pilot that night, Mac had been right through the Battle of Britain. He was on Hurricanes in the Battle of Britain. When that was over he was given the choice of night fighters or medium bombers. He said, ‘I’m not stooging around at night looking for nothing. Then turn on the light and —’ He said, ‘No.’ He said, ‘I’ll go on bombing.’ He did.
RP: Was that your first sortie out of Sicily then?
OC: Pardon?
RP: Was that your first sortie?
OC: No.
RP: No. You’d done —
OC: I think it was my sixth.
RP: Oh right.
OC: Before this, before this raid we were thinking of doing a daylight raid. Well, no way could you do a daylight raid going out one at a time. You’d just be picked off like flies, you know. And so we went out in a box of six. And we were never flown in formation except from Comiso up to Gerbini Three. That’s the only formation flying. So they said, ‘Well, we’d better get some practice in.’ So we did. The pilot, the first there, we were in number two, three, four, five, six, and the first time we went off our nose wheel burst and the pilot upended the undercarriage and slewed into another aircraft.
RP: Oh dear.
OC: And so they said, ‘You hadn’t better fly tomorrow. We’ll have a rest.’ So we went out the day after that and then [pause] so we went up again. As we, we got back to base the leading aircraft slewed down, came up, hit our wing and about two feet of wing just crumpled down. Their wing fell off and they crashed and they all got killed. And that was the aircraft that we took out to Sicily. A brand new aircraft, you know. Didn’t —
RP: Oh dear. So you’ve been recovered. You’re in hospital. How long were you in hospital for?
OC: I was in hospital. This all happened within six days. I had three accidents on landing err take-off, a mid-air, and the ditching.
RP: All come in threes.
OC: Yes.
RP: Oh dear. That was bad luck wasn’t it?
OC: Yeah.
RP: Gosh.
OC: And, oh what was the question you asked me?
RP: How long were you in hospital for?
OC: That must be the 1st of October 1943. I got back —
RP: That was the ditching, yeah?
OC: That’s, yes, well, I was in hospital that night but I was unconscious.
RP: Yeah.
OC: And I went in. Then they transferred me from that hospital to number 1 Advanced Field Dressing Army Hospital and I was still unconscious. And about ten days after that I began to get conscious. Then I was, when I began to come to a bit, I couldn’t see. I was blind. So I said, ‘Shall I ever see again?’ I thought, oh crumbs, you know. Get over something and you’ve got something else. They said, ‘Oh, yes. We’ll do that. Don’t worry. He says, ‘It’s only a matter of days now that you’re conscious that it’ll come back.’ I didn’t know how it was going to happen but it did and then I realised I was paralysed from the waist down.
RP: Oh dear.
OC: And so I said, ‘Shall I ever walk again?’ They said, ‘Yes. Yes. We’ll get you alright.’ So then my sight came back so I thought well theyll get me walking again, you know. I had complete faith and they were wonderful. Wonderful staff. And one day the medical officer was coming around to do the, the chief medical officer of the hospital going around and he said, ‘If we can keep this fellow alive until midnight we should be able to pull him through. We’ve got every chance of pulling him through.’ So I thought, oh bad luck fella because the next place to me there’s a fella with his, this absolutely just two little slits for his eyes.
RP: Oh right.
OC: And one for his mouth. A primus stove had blown up in his face.
RP: Gosh.
OC: And I thought crumbs, you know. I felt sorry for him. Then the next thing I heard was, ‘Oh, and this afternoon we shall be removing the bandages from this fellows head.’ So they’d been talking about me and they said they should be able to keep me alive.
RP: Right.
OC: Pull me through.
RP: So when did you come back? When did you return to England then after that?
OC: A week before December.
RP: So you got, got back for Christmas.
OC: Before Christmas. Right.
RP: Yeah.
OC: I went on the, from landed at Portreath. I went to Plymouth Royal Hospital. I got up to Wrougton Hospital near Swindon and they said they were going to amputate my little finger but my own doctor saw that, did it. And in Tunis was one of the places I landed. I was there for over a month. I’ve never been treated so badly in all my life. And I didn’t have any clothes. I came back to England in a pair of gym shoes. I, when we went to Wroughton they didn’t have a pair of size eight shoes there so I came back to Honiton in a pair of gym shoes and then I put my own shoes on.
RP: So did you arrive back in Honiton for Christmas?
OC: Yes.
RP: Oh, ok.
OC: Yeah.
RP: And what did you parents have to say?
OC: I shocked them. And when the lads, I used to go to church every Sunday with the organist, and his young brother used to answer. Well, I used to go up every Sunday. Walk up to the house, it was a big white house up here behind the park and just tap on the door and walk in. I thought, well they don’t know that I’m coming so I’ll wait outside and tap. Young Edward opened the door, looked at me, slammed the door and went in. So I didn’t know what to do. The next thing I knew all the family came out to the back door. They said, ‘Edward said he thought he’d seen a ghost,’ and [pause] because I was just a bag of bones, you know.
RP: So did you stay in the RAF or were you discharged?
OC: Discharged. I, oh, so then I went from Wroughton. I wasn’t there that long. I was in a convalescent home in Loughborough for four and a half months and then I went to the Central Medical Board in London, and I went through five doctors there. And they told me to report to wing commander so and so at lunchtime, after lunch. So I said, ‘Alright.’ So I went down and we had a little chat and he said, ‘What were you doing before you came in the Services?’ I said. ‘Oh, I was a clerk with the Devon County Council.’ So he looked up. He said, ‘Well,’ he said, ‘I think you’d better go back to the Devon County Council. Be a clerk again back at the Devon County Council. You’re no further use to the RAF.’
RP: Oh dear.
OC: That’s how it ended [unclear]
RP: So how long was it before you got back to your normal good health as it were after all that?
OC: Years.
RP: It must have been a while.
OC: Yeah. I was sitting with my back to the wall and a bag of nerves now. Yeah.
RP: So did, did you get your job back with Devon County Council?
OC: Oh yes. Yes.
RP: Yeah.
OC: That was terrible. I couldn’t last a day. I used to go down on the fire watchers bed down in one of the committee rooms and lay on my back and very often I used to fall asleep. They used to come down and wake me up to go back to work again, you know.
RP: And yet for all that —
OC: Pardon?
RP: And yet for all that your ninety eighth birthday is coming up.
OC: Yes.
RP: It’s amazing and I mean that’s it’s an amazing story. I’m really, I’m privileged to hear you talk and I think that’s probably a good point to end on but I have to say thank you very much. It’s been amazing.
OC: My pleasure.
RP: Absolutely amazing. Thank you.
Dublin Core
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Title
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Interview with Owen Cox
Creator
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Rod Pickles
Publisher
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IBCC Digital Archive
Date
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2020-01-31
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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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ACoxOV200131
PCoxOV2003
Conforms To
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Pending review
Format
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00:54:08 audio recording
Description
An account of the resource
Owen Cox went to a grammar school in York and joined the Home Guard when the war started. At 18 he joined the Royal Air Force, although his parents were not keen. His initial trade was ground wireless operator (Morse), waiting to attend a gunnery school. He describes service life at RAF Castle Kennedy, living in a Nissen hut. Owen flew in Manchesters, Blenheims, and Bostons. He was then posted to Gibraltar, Sicily, then Morocco, and eventually Tunis, at a USAAF airfield. He recollects operations to the Salerno beach heads. In October 1943 his aircraft was struck by lightning: following electrical issues, they ditched at night-time. Badly injured, he was rescued by a fishing boat, then taken to hospital in Sicily. He had serious health consequences, including deteriorated eyesight. Owen was eventually repatriated and then discharged on medical grounds.
Contributor
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Graham Emmet
Julie Williams
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Scotland--Dumfries and Galloway
Gibraltar
Morocco
Tunisia
Tunisia--Tunis
Italy
Italy--Sicily
Italy--Salerno
North Africa
Temporal Coverage
Temporal characteristics of the resource.
1943-09
1943-10-01
Language
A language of the resource
eng
13 OTU
air gunner
aircrew
Blenheim
bombing
Boston
civil defence
crash
ditching
ground personnel
Home Guard
Manchester
military living conditions
Morse-keyed wireless telegraphy
Nissen hut
Operational Training Unit
RAF Bicester
RAF Castle Kennedy
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22544/MCurnockRM1815605-171114-012.2.pdf
9b4c8e2553331a037c7dc2406bba8fd6
Dublin Core
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Title
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Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
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IBCC Digital Archive
Identifier
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Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
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.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
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Title
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The Kriegie November 2011
Description
An account of the resource
News-sheet of the RAF ex-POW Association. This edition covers a charity motorcycle rode commemorating Roger Bushell, Charles Hancock's Long March told by his daughter, Book reviews, Alfie Fripp's revisit to Stalag Luft 3, Goings-on at Zagan, a dinner at RAF Henlow and a three part TV series about the Long March.
Creator
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The RAF ex-POW Association
Date
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2011-11
Format
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18 printed sheets
Language
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eng
Type
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Text
Identifier
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MCurnockRM1815605-171114-012
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Royal Air Force. Coastal Command
Wehrmacht. Luftwaffe
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Dover
Netherlands--Eindhoven
Netherlands--Arnhem
Germany--Celle
Germany--Barth
Germany--Berlin
Germany--Colditz
Germany--Berchtesgaden
Germany--Füssen
Italy--Stelvio Pass
England--Capel (Kent)
Austria--Kaunertal
Liechtenstein
Austria--Feldkirch
Germany--Baden-Baden
Germany--Trier
Netherlands--Dokkum
Germany--Wilhelmshaven
Poland
Germany--Spremberg
Germany--Stuttgart
Germany--Bremen
England--Bristol
France--Lille
Italy--Turin
Denmark--Esbjerg
Netherlands--Amsterdam
Poland--Żagań
Germany--Düsseldorf
France--Dunkerque
Belgium--Ieper
Germany--Bad Fallingbostel
Italy
France
Germany
Denmark
Austria
Belgium
Netherlands
Germany--Ruhr (Region)
England--Gloucestershire
England--Kent
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
103 Squadron
104 Squadron
166 Squadron
207 Squadron
214 Squadron
218 Squadron
220 Squadron
35 Squadron
460 Squadron
50 Squadron
619 Squadron
77 Squadron
88 Squadron
air gunner
aircrew
bale out
Blenheim
Boston
crewing up
Distinguished Flying Cross
entertainment
escaping
Fw 190
Hudson
Lancaster
memorial
mess
navigator
P-51
prisoner of war
RAF Abingdon
RAF Attlebridge
RAF Biggin Hill
RAF Elsham Wolds
RAF Hendon
RAF Henlow
RAF Leeming
RAF Waddington
shot down
Spitfire
sport
Stalag Luft 3
Stalag Luft 6
the long march
Wellington
Whitley
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/551/23212/LLancasterJO103509v2.1.pdf
8aa0ac3d00822c71e7fdc52152e714cd
Dublin Core
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Title
A name given to the resource
Lancaster, Jo
John Oliver Lancaster
J O Lancaster
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
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Lancaster, JO
Description
An account of the resource
17 items. Two oral history interviews with John Oliver 'Jo' Lancaster DFC (1919 - 2019, 948392, 103509 Royal Air Force), photographs and six of his log books. Jo Lancaster completed 54 operations as a pilot with in Wellingtons with 40 Squadron, and after a period of instructing, in Lancasters with 12 Squadron from RAF Wickenby. He became test pilot after the war and was the first person to use a Martin-Baker ejection seat in an emergency.
The collection has been donated to the IBCC Digital Archive by Jo Lancaster and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-18
2017-03-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Jo Lancaster’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book for J O Lancaster, covering the period from 17 September 1943 to 31 May1950. Detailing his duties as a flying instructor, Test pilot with Aeroplane and Armament Experimental Establishment, Empire Test pilots School, discharged on 13 March 1946 he flew as test pilot with Bolton Paul Aircraft Ltd, Saunders-Roe Ltd and Armstrong Whitworth Aircraft Ltd. He was stationed at RAF Binbrook, MOD Boscombe Down, Wolverhampton, Isle of Wight, RAF Pembroke Dock and Coventry. Aircraft flown were Wellington, Martinet, Tiger Moth, Lancaster, Spitfire, Skua, Mitchell, Hampden, Defiant, Anson, Beaufort, Avenger, Ventura, Barracuda, Boston, Liberator, Halifax, Marauder, Hurricane, Typhoon, Vengeance, Sea Otter, Buckingham, Blenheim, Mosquito, Firefly, Black Widow, Beaufighter, Swordfish, Warwick, Stirling, Albacore, York, Auster, Fortress, Lincoln, Harvard, Tempest, Oxford, Hudson, Meteor, Albemarle, Traveller, Siebel, ME410, Sunderland, Aerovan, Mercury, Dakota.
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
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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
LLancasterJO103509v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
England--Isle of Wight
England--Lincolnshire
England--West Midlands
England--Wiltshire
Wales--Pembrokeshire
England--Hampshire
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1948
1949
1950
aircrew
Albemarle
Anson
B-17
B-24
B-25
B-26
Beaufighter
Blenheim
Boston
C-47
Defiant
Halifax
Hampden
Harvard
Hudson
Hurricane
Lancaster
Lincoln
Martinet
Me 410
Meteor
Mosquito
Oxford
pilot
RAF Binbrook
RAF Boscombe Down
Spitfire
Stirling
Sunderland
Swordfish
Tiger Moth
Typhoon
Ventura
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1631/26378/EHarringtonBR-HMJennerP20050113.1.pdf
bc2b2c183295143eea0763d82ba5399d
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
Harrington, Harry
Basil R Harrington
B R Harrington
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Harrington, BR
Description
An account of the resource
30 items. The collection concerns Basil 'Harry' Harrington (621165) and contains his log book, photographs, a memoir, documents and letters. He flew B-25 on 226 Squadron and completed 43 operations as wireless operator/air gunner between September 1943 and May 1944.
The collection was loaned to the IBCC Digital Archive for digitisation by Carol Marsh and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TEXT OF LETTER FROM HARRY HARRINGTON TO PETER JENNER OF 2ND. TAF MEDIUM BOMBER ASSOCIATION RECALLING OPERATIONS OF 226 SQUADRON WITH B-25 MITCHELL AIRCRAFT FROM RAF HARTFORD BRIDGE IN 1944.
(A copy of the hand-written text is also included with the other items of memorabilia).
Dear Peter
I take up pen again in my attempt to provide you with information which might be of use to you in your search for items of interest connected to R.A.F. Hartford Bridge.
From my log book I notice an absence of flying operations between 7th and 28th February 1944 and I must assume that 226 Squadron moved to Hartford Bridge between those dates. I do remember travelling in convoy by road from Swanton Morley but I don’t know the exact date.
There are severable memorable events which occurred during my time at the airfield and I will list the details as best I can.
The Martinvast raid on 26 November 1943 has been well documented and I won’t dwell too much on the actual raid but give a few details of what happened afterwards.
The twelve aircraft of 226 Squadron took off from Swanton Morley at 08.45 on that day and flew to the usual rendezvous at Pevensey Bay to meet up with the fighter escort. It must have been assumed that the escort was in position because we set off across the Channel in the direction of Cherbourg. At some point over the Channel it was realised that there was no fighter escort and we were ordered to abandon the operation and make for Lasham in Hampshire. In the event one Spitfire turned up.
At 13.50, together with other squadrons, we set off for Martinvast where a reception committee was well and truly awaiting our arrival having been forewarned from our obvious intentions of the morning.
The flak was at its most intense and two aircraft from another squadron were hit on the bombing run and another lost later. The plan was to do a U-turn at the end of the bombing run and fly back over the target to take photographs of the results. The squadron commander decided that that was nothing short of suicidal and that the photography should be left to the photographic reconnaissance squadrons at a later stage.
Instead of doing an about turn the squadron continued across the peninsula and out over the sea. I was thrilled at this point because I thought we would have a good view of the Channel Islands. My young lady, now my wife, had not been able to get away from Jersey before the Germans invaded the islands in 1940 and she was destined to spend the last 5 years of the war under German occupation. However the situation became serious again as the anti-aircraft guns on Alderney opened up and violent evasive action had to be taken. A Spitfire flying alongside our aircraft must have been hit as a stream of fuel was pouring out of it and he was in a shallow dive towards the water. I did not get to see the island of Jersey.
On reaching the English coast our squadron set out for Swanton Morley but only 10 miles from base we were ordered to return to the south and find an airfield to put down as our own airfield was fogbound. This is how we came to land at Hartford Bridge.
After we landed and parked, our mid-upper gunner, Jock Chapman, and I started to count the flak shrapnel splinter holes on the underside of our aircraft starting at the tailfin and rudder area. We had
- Page 2 -
reached a figure of 250 and had not reached the leading edges of the mainplanes before we were called to attend de-briefing. After de-briefing we were told we were in the middle of a ‘flu epidemic and would not be allowed to leave the station. Mattresses were laid out on the floor of the gymnasium and that is where we slept for a couple of days. There was no let up in the fog and it was decided we should return to Swanton Morley by road. A coach was hired and we set off for Norfolk.
For the last few miles into our base in Norfolk the coach driver couldn’t see where he was going so we took it in turns, two at a time, to walk in front of the coach and guide the driver. I was one of the guides on the last few miles through the country lanes to the station and as we entered the gates we were cheered by other aircrew, mainly from 88 Squadron with caustic remarks such as ‘So you flogged your aircraft and walked home. Hope you got a good price for your rotten Mitchells’. 88 Squadron had Bostons at that time.
A second story, only a minor item, but with potential for a disastrous ending concerned a ground incident which involved a cadet from the Royal Military Academy at Sandhurst. On a day when there had been no operational flying an invitation had been sent to Sandhurst for a party of cadets to have some flying experience in the Mitchells. This was a reciprocal gesture in response to an invitation we had received some weeks earlier to attend a passing-out parade at the academy.
The cadets were given a short flight, a few at a time. The squadron crews not involved had borrowed three stumps and a bat and were having a knockabout game of cricket on a grassed area near the aircraft dispersal tarmaced areas. At the same time we were keeping an eye on aircraft movements connected with the cadets. We did not want to score a six through the pilot’s windscreen.
During a pause in our test match we watched the cadets leaving an aircraft which had returned to the dispersal after a flight. Some left by the ladder at the front and the others at the rear underside of the fuselage. The props were still turning ready for the next flight. To our horror we saw one cadet descend the ladder at the front and instead of walking to the rear of the aircraft to get clear of the props he started to walk forward between the side of the fuselage and the turning propellers. We shouted to him to go back but he misinterpreted our message and continued to come forward. We expected to see him cut to shreds but he cleared the aircraft and then, realizing he should have gone to the rear and that was what our shouting was all about, he did a smart about turn and went back again. With the yellow tips of the propeller blades clearly visible from where we were standing as the engines revved and the minimum amount of space between them and the fuselage we could not believe that he could get away with it once, let alone a second time. But he did. A very lucky man. We tried it out later with stationary props and found there were only inches to spare.
Another recollection and another miraculous escape concerned an attack on a target in Northern France where we ran into murderous heavy flak. With shells exploding all around our aircraft we knew we must be suffering some damage and this became even more apparent when the mid-upper gunner’s Perspex cupola shattered at the same time as a shell burst immediately under the fuselage.
On our return to base, which was Hartford Bridge of course, the other crews gathered round our aircraft to look at the damage, particularly the gunner’s cupola. The gunner was adamant that a shell had not burst close enough to him at that particular moment which caused the damage. He asked why the offending piece of shrapnel could not be found inside the aircraft after a careful search and he also showed us a large tear in his Irvine flying jacket underneath one armpit.
A check was made by the Armament Officer and staff and this is what they came up with as the only possible explanation, after finding that a piece of shrapnel had struck one of my .5 Brownings positioned in the retractable under-turret under the aircraft : the shell that had exploded under the aircraft and which rocked it at the time had sent a piece of shrapnel in the direction of my guns and as I swung my guns the shrapnel was diverted on its way to my face and sent inside the fuselage in the direction of the mid-upper turret positioned above me and as he swivelled in his seat it went underneath his arm and out through the cupola, shattering it as it went. It could so easily have hit the gunner in the middle of his back.
My final item is the story of our crew’s last operational sortie which took place on 15 May 1944, although the story begins on the previous afternoon. There had been no operational flying on that day and everyone was looking forward to a dance which had been arranged for that evening in the Sergeant’s Mess. The station had received a visit from the Air Officer Commanding No. 2 Group, Air Vice Marshal Basil Embry, during the day and as it neared five o’clock we figured the V.I.P. wouldn’t be coming to see us – our offices and dispersals were tucked away on the far side of the airfield and we thought he wouldn’t bother to come over at this late stage, he would want to get back to Group Headquarters. We were wrong : he wanted to visit 226 Squadron. We received a call to say he was on his way as we hastily tidied ourselves up and formed up in two long lines outside the crewroom.
The A.V.M. duly arrived and made his way along the lines of aircrew asking each crew how many operations they had taken part in and giving particular encouragement to those crews who were approaching the mandatory thirty mark and who hoped to reach it unscathed before going on rest and to less dangerous duties. When he reached our crew our pilot, ‘Ace’ Taylor, said fifty sorties and forty-three actual operations. The A.V.M. asked the squadron commander how this had come about. The C.O. explained that when the crews converted from Bostons to Mitchells they had nearly all commenced their tour of operations at the same time and this meant that those surviving would all reach the thirty mark together. This would leave the squadron with a large number of inexperienced crews coming straight from training units as replacements for those leaving. He had asked the crews leaving to volunteer to do a few extra sorties and ours was the only one willing to do so.
Our visitor then stunned us by saying we were to stand down immediately : we were to report to Station Headquarters the next day, collect railway warrants and several weeks’ pay and proceed on indefinite leave. We would be recalled when we were wanted.
I should explain that our crew had reasons for wanting to go on. Ace Taylor was a Canadian who had paid his own fare to come over to join the R.A.F. and he didn’t want to leave operational flying with the job only half done. Jock Chapman, our mid-upper gunner, had lost his wife in childbirth when we were at Swanton Morley ; he was very bitter about that and wanted to take it out on someone – he thought the German nation would do fine. My young lady was under German occupation and that was good enough for me. Our navigator, Martin Blade, did not have any specific reason but felt that if he pulled out it would break up the team and he didn’t want to do that after all we had been through together and how dependent we had been on each other in the air.
After our visitor departed our crews’ thoughts turned not to the dance at the Sergeant’s Mess but to our families and to tell them we would be posted away on non-operational duties. Our pilot had permission to be away from the station overnight – his wife was staying at an hotel in Camberley so this was easy for him. Our navigator caught a train to London to tell his family and fiancée who lived in Ruislip. Jock Chapman stayed on the station and I caught a train to tell my family who were living at Wembley. They had managed to get on the last boat out of Jersey before the Germans arrived. Except for our pilot we were all required to be back at base by midnight.
I was the first back and the dance was in full swing. The usual arrangements had been made : invitations had gone out to the nurses’ homes at the hospitals in Reading and to the Huntley and Palmer biscuit factory telling the girls that three 3-tonners with seats would position near the bus station at Reading to transport them to the dance and take them home afterwards. Another usual arrangement had also been made. All the senior N.C.O.’s had a second uniform, and this enabled the aircrew and other officers to come to the Sergeants’ Quarters, change into Sergeant’s uniform and go to the dance.
I bought myself a pint at the bar and stood near the door to get away from the smoke and watched everyone enjoying themselves. Everyone was very merry – there was a stand down the following day and with no 5 a.m. early call, the chaps could let themselves go.
It was at my vantage point near the ante-room door that I heard a movement at the main door of the building and was startled to see the squadron commander come in. I thought we would be in trouble now because he would see many of his officers in N.C.O. uniform and he might not be amused. However he obviously had other things on his mind.
The wing commander soon realized that I was probably the only one sober and he came straight to me to say the dance must be brought to a close because we had been put on an important operation the following day and the crews must get as much sleep as they could. It was agreed we should get the girls way and then the C.O. would tell us what was required.
When the ladies had departed the wing commander stood on a table to tell those present that we had a job to do the following day. This was greeted with cheers because, in the state they were in, they all thought it was a joke to finish off the evening and they asked for the ladies to come back in again. It was some time before the officers and sergeants realized he was serious.
The wing commander then asked me to get my crew together to lead the second formation on this operation. I pointed out that we had been stood down by the group commander and virtually ordered off the station the following day. He said he was prepared to turn a blind eye to that if we would volunteer to do just one more. I told him it was alright by me and hoped it would be with the rest of the crew if I could find them – I said if I could locate them we would be there at the briefing. I managed to do so and they were not that pleased.
It was decided not to let those present return to their quarters because they would never surface the following morning. Instead, armchairs were positioned along the side of the ante-room and the chaps slept where they were.
Next morning the aircrews were called early, had a wash and shave, had some breakfast if they could face it, attended briefing and, according to my log book, took off at 10.05 hrs. The target was marshalling yards at Charleville. We were told to bomb visually and not by instruments and would probably have to go back a second time if the target was not obliterated on the first attempt. The takeoff was something to be believed ; I shut my eyes when one aircraft left it a bit late to leave the runway. I thought the pilot had fallen asleep.
We met up with the fighter escort on the south coast and set off across the Channel. On reaching the target we found 10/10 ths cloud with no chance of a break to bomb visually. We circled continuously until the leader of the fighter escort indicated he was concerned about fuel running low. A little later he made it clear the fighter escort would have to leave for home. Our squadron commander told him we would carry on without them and the fighters departed.
The squadron commander realized we were not going to be able to carry out our task but also told us he was not going to take the bombs back home and we would find another target somewhere else.
In searching for another target we came across marshalling yards at Courtrai. Visibility was good and we lined up in two boxes of six aircraft. We made a first class approach, steady and true, up to the target. I left my position and went to the perspex window at the tail to watch the bombs go down. The bomb aimers must have had icepacks on their sore heads : it was a beautiful piece of bombing and every bomb landed where it was intended to go and must have caused an enormous amount of damage. We left for home very pleased with ourselves.
On return to Hartford Bridge we went for debriefing and the squadron commander outlined the sequence of events, culminating in his decision to bomb an alternative target. At this point the door of the Nissen hut opened and a group captain, not known to us, came in and quietly sat on a chair just inside the door.
Also at this point one of our crew mentioned that I had viewed the results of the bombing from the tail of the aircraft. I was asked to come on to the platform and describe what I had seen. I gave a graphic description of events as I saw them. The group captain then came forward and asked if he could say a few words.
The visitor had obviously flown down from Group Headquarters. He told us that in their wisdom Generals Eisenhower and Montgomery, in their planning for the coming invasion, had left certain areas on the continent free from attack. This was because the facilities at those locations might be of use to the invading forces. There were originally thirteen of these attack-free locations but as of this morning there were only twelve.
The officer then told us that the two generals thought that thirteen such areas might be one too many and were trying to decide which of the thirteen should be eliminated. We had made up their minds for them.
You may have guessed that the squadron C.O. was required to attend at Group Headquarters to be told about the error of his ways for attacking a target without authority. However it did not appear to do him much harm as he was posted to that same Headquarters soon afterwards to take up an important post which included responsibility for Mitchell squadrons in the 2nd. Tactical Air Force and their role in the invasion of Europe. He became an Air Commodore but sadly died in 2002.
Those are my principal recollections of Hartford Bridge, a very fine station which performed a great service and where I met a lot of fine people (as well as in the pub at Yateley Village).
I don’t know if any of the foregoing is of any use to you or whether you already have it but at least I have told you all I know and hope some small item may help in the project you have undertaken and in the great work you do to keep memories alive.
Yours sincerely
Basil
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
Letter from Basil Harrington to Peter Jenner of 2nd TAF medium bomber association
Description
An account of the resource
Recounts four events in detail. First the attack on Martinvast from RAF Swanton Morley on 26 November 1943 where they encountered heavy anti-aircraft fire and had to divert on return to Hartford Bridge. On return they counted over 250 shrapnel splinter holes in their aircraft. Concludes with anecdote about their return to Swanton Morley in thick fog. The second event concerned flying cadets from Sandhurst in B-25 when a cadet on exiting aircraft nearly walked into the turning propellers. The next event recounts a miraculous escape from shrapnel from a near anti-aircraft burst. The final event is the story of his crews last operational sortie on 15 May 1944 and concerned a visiting Air Vice Marshal declaring on the spot that their tour was completed but were asked to do a final trip.
Creator
An entity primarily responsible for making the resource
B R Harrington
Format
The file format, physical medium, or dimensions of the resource
Five page printed letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
EHarringtonBR-HMJennerP20050113-Transcript
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--Hampshire
England--Hartley Wintney
England--Norfolk
France
France--Cherbourg Region
Belgium
Belgium--Kortrijk
Temporal Coverage
Temporal characteristics of the resource.
1943-11-26
1944-05-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
226 Squadron
air gunner
aircrew
anti-aircraft fire
B-25
bombing
Boston
RAF Hartford Bridge
RAF Swanton Morley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1554/27340/MMcDermottC1119618-161216-03.1.pdf
26f63a6bfeba319a6097f5d86abcedff
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
McDermott, Colin
C McDermott
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McDermott, C
Description
An account of the resource
87 items. The collection concerns Flight Lieutenant Colin McDermott (1119618 Royal Air Force). He served as an air gunnery instructor and flew operations as an air gunner with 98 Squadron. Contains his log book, papers and photographs and includes issues of 'Evidence in Camera'. <br /><br />The collection also contains albums of photographs from his training at <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1696">Evanton</a> in 1943, taken during his service in <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1699">Denmark </a>and some <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1698">duplicate </a>photographs.<br /><br />The collection has been donated to the IBCC Digital Archive by Barbara Bury and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
EVIDENCE in CAMERA
VOLUME 4
NUMBER 3
JULY 19TH 1943
ISSUED BY AIR MINISTRY A.C.A.S. (1)
FOR OFFICIAL USE ONLY
[page break]
EVIDENCE IN CAMERA
1. This O.U.O. document may be issued to Officers' Mess and Station Reference Libraries. (K.R. & A.C.I. 882, 2236(c), 2287.)
2. The only legitimate use which may be made of official documents or information derived from them is for the furtherance of the public service in the performance of official duties.
3. The publication of official documents, information from them, reproduction of extracts or their use for personal controversy, or for any private or public purpose without due authority is a breach of official trust under the OFFICIAL SECRETS ACTS, 1911 and 1920 and will be dealt with accordingly. (K.R. & A.C.I. 1071, 1072, 2238).
4. Copies not required for record purposes should be disposed of as Secret Waste in accordance with A.M.O. A.411/41.
SEE FURTHER INSTRUCTIONS ON BACK OF COVER.
[page break]
[cartoon]
[underlined] "You [/underlined] should know when to stop talking, too!"
49
[page break]
HEAVY ATTACKS ON COLOGNE
[photograph]
When COLOGNE was attacked by Bomber Command aircraft on 28/29.6.43 and 3/4.7.43 a large percentage of the great area of devastation on both sides of the Rhine was caused by fire. This night photograph, showing fires and sticks of incendiaries burning, was taken by an aircraft flying over Mulheimer Hafen (A), Humboldt-Deutz Motoren A.G., submarine engines (B). Ver. Westdeutsche Waggonfabriken A.G. (C) and Deutz Locomotive Depot (D).
50
[page break]
[photograph]
Railway communications in COLOGNE sustained severe damage. Rolling stock and buildings at the Deutz Locomotive Depot and Carriage Sidings (A and at D on previous page) were destroyed and the extensive chemical works (B) of Chemische Fabrik Kalk G.m.b.H. were damaged by H.E. and fire. Strassen Bahnof Ost (C), 'bus depot, was extensively damaged.
51
[page break]
[photograph]
In early 1942 sheds which occupied the site (A) at the Gereon Goods Depot, COLOGNE, were severely damaged and the sheds were rebuilt to a simpler plan. (See page 19, Vol. 3, No. 1.) In the recent attacks 75 per cent, of the adjoining buildings (B) were destroyed. Considerable damage was also caused to the Engine Sheds and other buildings (C) attached to the railway sidings.
52
[page break]
[photograph]
Lying beneath the smoke from buildings still burning at KALK are the wrecked premises (A) of Klöckner-Hamboldt Deutz Motoren A.G. (Internal combustion engines) whose workshops at Deutz {see night photograph, page 50) were also heavily damaged. Gottfried Hagen A.G., U-boat accumulators (B) and large sheds at the Kalk Sud Goods Depot (C) were severely damaged.
53
[page break]
[photograph]
It is estimated that at least 1,000 acres of the centre of COLOGNE, west of the river, have been 75 per cent. devastated. Warehouses on each side of the Rheinau Hafen are among the hundreds of destroyed buildings in the area photographed.
54
[page break]
[photograph]
The roof of the Main Railway Station (A) at COLOGNE was seriously damaged. The photograph reveals that damage to the North Transept (B) of the Cathedral is nothing like the extent alleged by the enemy. Black smoke (C) is still rising from this devastated area which includes the Town Hall (D) and Post Office (E) both damaged in the latest attacks.
55
[page break]
CONCENTRATION OF BOMBS ON AIRCRAFT FACTORY
[photograph]
A heavy concentration of bomb bursts on and around the target photographed during a daylight attack on the S.N.C.A. de L'Ouest Aircraft Factory at NANTE CHATEAU BOUGON by 61 aircraft of U.S.B.C. on 4.7.43. The target (outlined) is enveloped in smoke from many direct hits. Damage caused in the attack is seen on the next page.
56
[page break]
[photograph]
Damage to the S.N.C.A. de L'Ouest Aircraft Factory at CHATEAU BOUGON is very severe. At least fourteen direct hits have destroyed over half of the main building (A) and a number of smaller buildings and stores of material have been seriously damaged. This factory is engaged on aircraft repairs and is connected with Chateau Bougon airfield (B) by a wide taxi-track (C). Five He IIIs are seen in the factory yard (D).
57
[page break]
U.S.B.C. ATTACK ON LE MANS
[photograph]
During a concentrated attack on the Gnome and Rhone Aero Engine Works and Airfield at LE MANS by U.S.B.C. on 4.7.43 bombs were photographed bursting on the works and sidings. The centre of the airfield is also covered with bursts. Inset shows the result of the attack, four direct hits on the main works and a large number of craters across the airfield.
58
[page break]
[photograph]
[photograph]
HEAVY BATTERY S.E. OF LE CREUSOT
A daylight photograph of a four-gun heavy battery S.E. of LE CREUSOT. Inset is a night photograph of the same battery taken during the attack on LE CREUSOT on 19/20.6.43. Three of the guns are in action and the gun flashes reveal ground detail which enables the position of the battery to be plotted. (A) Crew's quarters. (B) Intersection of road and hedge. (C) Woods.
59
[page break]
KNOW YOUR PORTS – COPENHAGEN
[italics] COPENHAGEN is the largest industrial centre of Denmark. As a result of an agreement between the Danish and German Governments it is not under such severe control as are the ports in other occupied countries. In spite of this the Germans have increased and are increasing their use of the port. Danish merchant shipping not yet seized by the Axis is laid up in the Sundkrogen, Kronlobs Bassin and the Nordhavn. (A) Main Station. (B) Goods Station and Sidings. (C) Engine Sheds. (D) Oster Port Station. (E) Terminus of Copenhagen-Malmo (Sweden) Train Ferry. (F and G) Burmeister and Wain Shipyard and Royal Naval Dockyard (see next page). (H) Copenhagen/See Seaplane Station. [/italics]
[photograph]
60 and 61
[page break]
[photograph]
The Royal Dutch Dockyard (A), a part of COPENHAGEN the Germans are not allowed to utilize, is employed solely for the construction, maintenance and repair of units of the Danish Navy, most of which are still under Danish operational control. Work is also carried out to a few train and car ferries under control of the Danes. The Burmeister and Wain Shipyard (B) and the Sondre Frihavn (see previous page) are used considerably by the Germans for the construction and repair of German merchant ships.
62
[page break]
PROMINENT LANDMARKS
[photograph]
Above: This islet, on which is a light tower and two other stone towers, is the largest and highest in the CASQUET group, six miles west of Alderney.
[photograph]
Right: Le Fort de la Latte was built in 937, repaired and enlarged in 1689. It is on the extremity of a small peninsula near CAP FREHEL and approximately twelve miles west of St. Malo.
63
[page break]
DESTRUCTION OF 750 TON U-BOAT
[photograph]
This 750 ton U-Boat was destroyed in the Atlantic Ocean when attacked twice by the same aircraft of Coastal Command. The U-Boat had the newly modified conning tower that provides an additional A.A. position aft. In this photograph of the first attack the splashes of the depth charges entering the water are seen straddling the U-Boat.
64
[page break]
[photograph]
Above and below: Subsidence of the explosions.
[photograph]
[photograph]
Splashes from depth charges entering the water in the second attack, made from port.
65
[page break]
STORAGE DEPOT FOR FOODSTUFFS
[photograph]
This Storage Depot at AUGSBURG is of standard design and similar ones are to be found near most German towns. Their function is to conserve supplies of foodstuffs for civilian and military use. The tall standardised buildings (A) are served by road and rail while the lower type of standardised buildings are at (B).
66
[page break]
NIGHT ATTACK ON LE CREUSOT
[photograph]
A night photograph taken during the attack on the Schneider Works at LE CREUSOT on 19/20.6.43. Two bursts of tracer are seen coming from flak positions in the vicinity (A and B) and reconnaissance flares are to be seen at (C). The Locomotive Machine Shops (D and E) were damaged in the attack.
67
[page break]
[photograph]
DORNIER Do 217
The Do 217, which has been coming into service in increasing numbers for some time, is now one of the standard bombers of the G.A.F.
[photograph]
Do 217s outside the Dornier assembly factory at OBEPFAFFENHOFEN near MUNICH. The netting-covered multiple shelter (A) is of an unusual type. Six or more aircraft are faintly visible through the netting. Dummy bushes (B) are being placed on the roofs of hangars and other buildings. Photographs of Do 217 in flight are from a combat film.
[photograph]
68
[page break]
[photograph]
Do 217s dispersed near covered aircraft shelters at DUON/LONGVIC.
[photograph]
[photograph]
Above and left: More Do 217s at GARZ/USEDOM on the Baltic coast.
69
[page break]
CONTINENTAL RAILWAYS
These oblique views of typical Continental railway stations, sidings, rolling stock and equipment were taken by Boston aircraft during attacks on 2.7.43.
[photograph]
The northern end of LILLE/LA DELIVERANCE Marshalling Yard with mixed goods stock in the forwarding sidings (foreground). The reception sidings and locomotive engine sheds are to the left middle distance.
[photograph]
Above: A train of flats carrying motor cars on the Dixmude-Ghent line near THIELT.
[photograph]
Left: The signal box at the Northern end of the forwarding sidings at LILLE/LA DELIVERANCE. Note the floodlighting platform and the burrowing junction line which leads to the engine sheds seen in top photograph.
70
[page break]
Right: A modern signal box controlling train movement at the western end of St. Peter's Station, GHENT
[photograph]
[photograph]
Left: This typical all-over roof is at COUTRAI Station.
[photograph]
Right: A modern signalling system controlling the exits from platforms at COUTRAI. The covered wagons are standing in the goods-yard for off loading (to and from road vehicles).
71
[page break]
PROBLEM PICTURE.
[photograph]
WHAT IS THIS?
Answer at Foot of This Page.
ANSWER TO PROBLEM PICTURE ABOVE.
An unusual type of wind-tunnel, for testing models of aircraft under flying conditions, at CHALAIS MEUDON, near Paris.
72
[page break]
(4405.) 31-9832. 2900. 19/7/43. 45.246.
C. & E. LAYTON LTD. London, E.C.4.
[page break]
EVIDENCE IN CAMERA
This weekly document will consist of a collection of illustrations varying in number in each issue according to the quantity of material of sufficient interest and suitable for reproduction that is received.
2. Requests for material to be included in this document should be submitted to Command Headquarters, who, after consideration, will submit them to Air Ministry, A.D.I.(Ph.). Any useful suggestions as regards contents will receive full consideration and will be welcomed.
3. Distribution is carried out by Air Ministry (A.I. I) and any requests for fewer or additional copies must be made through Group Headquarters who will ensure the maximum possible economy.
4. Under no circumstances must any of the illustrations be reproduced by Units in the British Isles. Further copies can be printed from the existing blocks and independent photographic reproduction would be a waste of material and labour to the detriment of the National War Effort.
5. The distribution of photographs to the general public is carried out through the Press who are supplied with photographs which have been specially selected for their general interest and have been published after careful consideration by the Security Branch and by the Ministry of Information; it is therefore unnecessary as well as undesirable to communicate any of the contents of this document, either directly or by discussion in public places, to persons not enjoying the privilege of serving in H.M. Forces.
6. The document has not been officially graded as Secret or Confidential in order that the widest distribution may be given, but Commanding Officers should use their discretion to ensure that the appropriate information is available only to those whose work will benefit.
7. The necessity for security cannot be over emphasised, for although this document is not marked Secret some of its contents may occasionally be of value to the enemy. Every care must be taken to prevent such information being disclosed.
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
Evidence in Camera Vol 4 No 3
Description
An account of the resource
A magazine of aerial photographs covering the bombing of Cologne, railway yards, factories, gun battery, Copenhagen, two prominent island landmarks, an attack on a U-boat, storage depot, the Schneider works at Le Creusot, Do 217 s at Munich and Dijon airfields, low level views of railways and a problem image of a wind tunnel at Paris,
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-07-19
Format
The file format, physical medium, or dimensions of the resource
28 page booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MMcDermottC1119618-161216-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Spatial Coverage
Spatial characteristics of the resource.
Germany--Cologne
France--Nantes
France--Le Mans
France--Le Creusot Region
Denmark--Copenhagen
Great Britain
Great Britain Miscellaneous Island Dependencies--Guernsey
Germany--Augsburg
Germany--Munich
France--Dijon
Germany--Usedom
France--Lille
Belgium--Tielt
Belgium--Ghent
Belgium--Kortrijk
France--Paris
France--Saint-Malo
France
Germany
Denmark
Belgium
Germany--Ruhr (Region)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Air Ministry
Temporal Coverage
Temporal characteristics of the resource.
1943
Contributor
An entity responsible for making contributions to the resource
Sue Smith
aerial photograph
anti-aircraft fire
bombing
Boston
Do 217
He 111
incendiary device
reconnaissance photograph
submarine
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1497/28871/MLeadbetterJ163970-160421-20.2.pdf
f0b377b2862f0bff0115f428e2842404
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
Leadbetter, John
J Leadbetter
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
2016-04-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Leadbetter, J
Description
An account of the resource
166 items. The collection concerns John Leadbetter (1549105, 163970 Royal Air Force) and contains his log books, photographs and documents. <br /><br />There are four sub-collections:<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1725">Leadbetter, John. Aerial Photographs</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1721">Leadbetter, John. Aircraft Recognition</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1723">Leadbetter, John. Canada</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1718">Leadbetter, John. Maps and Charts</a> <br /><br /><br />The collection has been donated to the IBCC Digital Archive by Keith Henry Leadbetter and catalogued by Barry Hunter.
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Hill Topics
Vol. 1, No. 2 PICTON, ONTARIO, CANADA December, 1943
[Crest]
[page break]
Page Two Hill Topics December, 1943
EDITORIAL
On behalf of the magazine committee, I would like to thank you for the support that you gave to the first edition of Hill Topics. We did sell all of the copies that we had printed and could have sold more if we had had them, which is extremely encouraging. The fact that this was probably, due to curiosity as to what the new magazine would be like has not escaped us, so we are going all out in an endeavour to make each issue an improvement on the last. Men in the sections rallied round even better than we expected with their contributions and so as not to lose the force of any remarks, which we ourselves could not appreciate due to lack of knowledge, we reproduced them in the original without any editing or alteration. In this connection I would like to apologize to those sections which sent material in that was not published. We underestimated the amount that we should receive and consequently arranged to have the magazine consisting of only twelve pages, with the result that we had to leave out some good articles in our endeavour to cater to all tastes. This time we have increased the size by four pages, which is the most that we can manage owing to the expense. If your contribution does not appear in this month, it will probably do so next.
The main criticism that I have heard of the last issue was lack of pictures and cartoons. The reason for this was, and still is for that matter, that we are strictly limited by the cost of producing same. Those few which we included in the last edition cost $40.00 approximately and as we cannot seem to sell more than 800 copies ($80.00 income) you can see what we are up against. However we are atempting [sic] to remedy this defect in this number. For a start we intend to include each months representative photographs of one particular section. If you are surprised that this month’s selection is the S.P.’s I will explain that the group to be pictorialized is determined by putting all the names in a hat and drawing one out. So every section will get its turn. If we find that the demand for the magazine increases we will have more copies printed and the additional income will be used to improve future numbers of Hill Topics. Anyway you can rely on us to do the best that we can to produce the most interesting magazine possible, under the existing circumstances. Incidentally, do not forget to drop us a line if you have any suggestions or criticisms, we will be only too glad to learn what type of thing you would like to see in your magazine.
In conclusion I would like to thank you for your support this time and wish you all a very Merry Christmas and a happy New Year. (Don’t get too drunk.)
-ED.
Contents
Rambling Rudolph - Editorial . . . Page 2
Personalities . . . 3
His Doctor Was Right (Short Story), Christmas 1 and 1,943 – Picton High Spots . . . 4
Cartoon – Kicking Against the Pricks . . . 5
Sorrow An-son – The C.B.C. Entertains – Picton Menus – Believe It or Not . . . 6
In Town Tonight – Hangar Types – A Welcome Retreat – A Devilish Trick . . . 7
Pantomine . . . 8 and 9
Round and About . . . 10, 11 and 12
Postings – Day in the Life of (series) – The Ladies . . . 13
Sports and Entertainment . . . 14 and 15
Falls of Niagara – Love’s Reflections – Crossword – Torch (ure) – Babs . . . 16
“HILL TOPICS”
STAFF
Editors: F/O. Hunt-Duke and LAC. Stevens.
Secretary: F/L. Freeman.
Treasurer: P/O. Beard.
Publicity: F/O. Lowe.
Assistant Editors: Sgt. Smale, LAC. Connolly, LAC. Godolphin, LAC. Senn, Mr. A. Morris.
Rambling Rudolph
WELL, hullo fellas, this is your rambling reporter Rudolph again, I just had to drop in to Picton to see you all after seeing that book that Churchill has written about No. 31, called “Blood, Sweat and Tears”. I got into town last night and dropped into the old beer parlor for a quick one, I’ll be up to see you poisonally as soon as the chief lets me out of the jail, I was talking a little thickly when he walked in and he insisted that I was talking in German, I showed him my identity card and after he had looked at it for 5 minutes he said that it was just as he suspected. I tried to point out that he was looking at it upside down but he wouldn’t listen. Yes sir, this old America is a grand country, it was discovered by Columbus in 1485 you know, he tried to lose it again but it had already been announced over the radio so now the Yanks are stuck with it. They tried giving it back to the Indians too but they didn’t want it either. That reminds me, I was down in Brooklyn a month or so ago, I went into a bar for a drink. The barman was leaning on the counter with his chin in his hand looking morose so whilst I was sucking my bourbon and milk I attempted to engage him in conversation, it went something like this:
Me: “War’s going well isn’t it?”
Him: “We’ll moider da bums.”
Me: “Pacific’s going a bit slow though.”
Him: “Dem doity Japs.”
Me: “What do you think of the World Series so far?”
Him: “We’ll moider da bums.”
Me: “Who do you think will win?”
Him: “Dem doity Japs.”
I was silent for a while then I tried again;
Me: “I hear they banned women wearing sweaters in factories.”
Him: “We’ll moider da bums.”
Me: “You seem to have something on your mind. What’s the trouble?”
Him: “Dem doity Japs.”
Me: “What about them?”
He turned a withering eye upon me and snapped:
“Ain’t you ‘eard bud da blank, blanks have bombed Poil ‘arbour wivout provikashun.”
All of which only goes to show that the Yanks are really war-minded and determined. Well it’s a long worm which has no turning.
That reminds me of a joke? Don’t kick the lad when he’s down he’s trying hard, where was I? Oh yes, it seems that Hitler had a batman whose duty it was to waken der fuerher [sic] each morning at 09.00 hrs. and say “Nine o’clock and all’s well my Feurher, [sic] it’s a lovely day.” To which Hitler would reply, “I know it fool, my intuition tells me so.” Well this went on for a long time until the 500th time. This morning the batman came in as usual and said, “Nine o’clock and all’s well my feurher, [sic] it’s a lovely day out.” And Hitler replied as usual, “I know it fool, my intuition tells me so.” Then the batman, whose self control had finally broken, answered, “Well your intuition is all to cock because it’s 11.30 and raining like hell.”
All right, all right, there’s insanity in the best of families but as I’ve always maintained “Have a go Joe. Your mother won’t know” . . . how did we get on to that . . . oh yes, I was just going to tell you about the time that I was down in Mexico writing a book on their customs. During the course of my researches I met up with a very charming little Mexican girl, quite accidentally of course, I’m a woman hater by trade, well as I was saying here was I walking slowly along the sidewalk looking at the local talent . . . I mean architetechture [sic] when I see this . . . what is the word I want . . . senorita drop something on the ground. So I, being a gentleman (quiet!) dashed up and picked them . . . er her . . . ah it up and said, “pardon me senorita, but did you lose something?” and she replied “Why yes senor but that was the long times ago.” I said, “But you don’t understand, I mean this.” So I handed her back her . . . um . . . gloves and she said, “Oh a thousand thanks senor, the winds are sometimes veery cheel in these part and I might have felt very cold without them.” Well one thing led to another and sometime later that evening we were sitting in the beautiful San Lorenzo Park admiring the scenery and talking about the weather, when she remarked, “Rudolph my dove, although my heard she is for you with love, I am very tired, I want to go home.” We got to her hacienda and I asked her if I could come in for a night-cap and she answered, “Well, yes my sweet but we must stay in the parlor because my father he say if he find a man in my room he will throw heem through the window.” Very strict these Latin parents. Well I got out of hospital in about a week, it was only on the second floor anyway. Nice girl though, entertained me quite well whilst I was down there. I was sorry to leave but I left her a little present to remember me by.
Speaking of the weaker (?) sex reminds me about the time that I was travelling through the Rockies, I had to stop at a little town up there to get some photographs for an article. Well the biggest rancher around the parts offered to put me up for a while. It turned out that he had an exceedingly beautiful daughter and one day when things were pretty quiet, I said to her, “What shall we do this afternoon?” and she said, “Well let’s go and hunt bear.” After I was run out of town it occurred to me that I must have misunderstood but still as I always say “we learn by our mistakes” and a thing like that can happen to anyone.
Well as Cleopatra said to Anthony, “Enough is too much, I have had, it’s time to push off”. So fellow sufferers I will bid you fond adieu until next time, that is if I’m not caught up with in the meantime. Down the hatch.
-RUDOLPH
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December, 1943 HILL TOPICS Page Three
INTRODUCING
[Photograph]
OFFICER OF THE MONTH
Wing Commander J.S. Kennedy, D.F.C. and Bar, an Ulster man by birth, has enjoyed the distinction of being “the Lowest Flier in the R.A.F.” Joining the R.A.F.V.R. in 1938 he was called for service two days before the outbreak of war, since which time he has had a thrill packed career in the service.
He has been described as a “fiery little Irishman” and evidence of his fighting nature and indomitable spirit was proved early in his flying career when, as a P/O, he dived and destroyed a gun emplacement which had been responsible for exploding in mid air the leader of his formation.
W/Cmdr. Kennedy has from time to time received considerable publicity in the British national newspapers, and has been twice received by H.M. the King at Buckingham Palace. One paragraph which appeared in an article printed after the magnificent air action over Dieppe is of particular interest and is given here:-“The formation was met with considerable A.A. fire and S/Ldr. Kennedy’s aircraft was repeatedly hit, one engine being put out of action. In spite of this S/Ldr. Kennedy resolutely supported by the skillful navigation of F/O. H.A. Asker led his formation over the town at low level and released smoke bombs with accuracy on the target”. For the part he played at Dieppe the W/Cmdr. received a bar to the D.F.C. and his navigator F/O. Asker already holder of the D.F.M., was awarded the D.F.C. F/O. Asker is now at Picton, as will be noted elsewhere in this issue.
W/Cmdr. Kennedy was singularly honored when selected by the Air Ministry to lead the first formation of American fliers over occupied Europe. He has been the subject of many articles published in American magazines and the following is an exerpt [sic] from the July issue of the Cosmopolitan – (The author, Lt. Randall Dorton, was a member of his 1st formation.) “Later, returning home alone in the belief that both his wing planes had been shot down, Kennedy, flaming with anger dumped his last remaining bomb on one of the ‘fishing’ boats and blasted it to hell, he then strafed the other with machine gun fire.” And evidence of his low flying in another paragraph:-“A couple of black puffs of smoke appeared ahead, as Kennedy let three of his bombs go. Then he closed his bomb doors and skidded around to the right, dragging his wing on the ground, we were flying so close to the ground that a machine gun, swinging on his ship hit a German soldier riding a bicycle. He shot straight up into the air his bicycle riding on riderless.”
In a raid over German occupied France W/Cmdr. Kennedy was piloting his Boston bomber away from his target at tree top height when he was caught in cross fire between two German batteries. He fired his forward gun at one of them and the gunners scattered. A shell burst tore off more than three feet of the leading edge of his port wing, leaving a large hole where the wing joined the fuselage, and there were many holes in the port oil tank. So low was he operating that he had to fly under a high tension cable. In spite of the damage and hazard he brought the Boston safely back home. When he landed back in Britain part of the cable was found tangled round the aircraft. Part of that cable was used to make a napkin ring for his blue-eyed, golden haired daughter Jane, who has accompanied him together with Mrs. Kennedy to Buckingham Palace. The W/Cmdr. carried out his attacks on enemy shipping at a height of only 50 feet, and included in his shipping “bag” is an 8000-ton merchant vessel.
The ”New Yorker” American counterpart of “Punch” described him as “-a Belfast man with flaming red hair and mustache, and an appropriate reputation for aggressiveness.” W/Cmdr. Kennedy has a great admiration for the American fliers, he has lived with them, flown with them, and fought with them, so he should know. The “New Yorker” in a most interesting article continues in the following strain:-“The British S/Ldr. in charge of the Boston outfit took me to the centre of the lounge and pointed upward to a big scrawl of names pencilled on the ceiling, at least ten feet beyond my reach. Among them were the names of the American officers who had come back from the July the 4th raid. There were also those of at least two who didn’t. The other fellows put those up,” the S/Ldr. said. After each man’s name was the name of his state. When a man comes back from his first “op” said the S/Ldr. we always have a beano, we make the new hand write his name on the ceiling. We drag over that long table, pile magazines on top, put a chair on top of the magazines, then make him get up and sign. The night after the American’s came back from their first “op” was the biggest and most violent beano I’ve ever seen in my life.
Credited with the sinking of six ships, more than 70 destruction packed daylight raids on enemy targets, and a participant in the famous Battle of Dieppe, it is small wonder that a man with such an intensive and practical knowledge of operational flying, it’s hazards and the important necessity of being superior to the enemy, should take such a keen interest in the training of future crews of the air. Since his inception at Picton many improvements have been introduced. He is tireless in his efforts to procure the best equipment possible. One innovation particularly appreciated by the students is the conference which every course attends, and at which, in the presence of their instructors, flight commanders, and the O/C.’s of various sections they are invited to air their views with regard to the training program, and to offer any suggestions which would be adopted and put into practice if considered to be progressive and advantageous to future students.
N.C.O. OF THE MONTH
[Sketch]
F/SGT. MILFORD
Our N.C.O. personality for this month is genial Flight-Sergeant Milford. Attached to Maintenance Wing Orderly room, he is, as we all know, to our joy, and alas, our sorrow, a popular pillar of justice. His Air Force career started in 1930, when with joyful heart, he passed through the forbidding portals at Uxbridge. After four years in England, he set sail in 1934 for Singapore. Spending two years in this delightful spot, he left in 1936 with many happy memories bound for Egypt. Soon we find him bronzed and happy, with his feet under the table in Abu-Suier. However, roll on the boat, and in 1938 it was rain, rain and all that home service means. Three happy years, embarkation leave, and Canada was his next abode. Out west, then finally Picton on the Lake. So before leaving this terror of gymnasium and parade ground, we thank him one and all, for his efforts to make this station a happier place to work, play and work.
AIRMAN OF THE MONTH
[Sketch]
TUBBY FIELDS
Aye’ lad He’ He’. Yes, it’s Tubby Fields we have to write about this month, that ball of fun, the station’s No. 1 Comedian, who, with the help of W.O. Reick, is responsible for the Station Concert Party. His experience of stage craft is a great help to us all.
He is a man of wide experience and diverse interests. At one time he concentrated on the development of his physique (you might say he has succeeded) and practised under Saldo Max Aldine, the old King of Muscular [missing letter]evelopment, and under Yulei Tani, the jui jitsu champion.
He won the Ingleton Gold Medal for having the biggest chest expansion, 4 3/4 inches, and was a Junior Champion swimmer. He aspired at one time to sing in opera and had a very fine voice as a young man. It is pretty obvious that his true bent was towards comedy work.
He started his career on the stage with concert party work during the last war while in the R.F.C., and has been at it ever since, playing on the stage and on the air with his partner, with whom as Fields and Mitchell, he has been for eighteen years, doing everything from pantomime to busking on the sands at seaside resorts. He has played with many famous people, and was principal tenor for several years at Winter Gardens at Blackpool.
From what we gather he hasn’t always been as fat as he is now, for he has played Rugby for Halifax, little though you may think it to look at him now.
He has also won the Yorkshire Swimming championship. Tubby is a very fine Billiards and Snooker player and has played exhibition matches with Lindrum, Davis and Newman.
So you can see what an asset Tubby is to the station, a man we can rely on to keep us happy, for his tomfoolery is just what the Doctor ordered.
PRIZE WINNERS
CPL. HOLE - “His Doctor was Right”.
ANON - “Kicking Against the Pricks”.
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Page Four HILL TOPICS December, 1943
His Doctor Was Right
WALLISE shuffled the sheets of his newspaper, irritably, and scowled at the pages. He did not like talking to strangers – their conversation usually bored him to death – but he could see, that unless he could find some way of avoiding it, it would not be long before the stranger seated opposite him in the first-class smoker would be making an insensate remark or two about the weather or asking him for a match or something. He forced his attention rigidly to the newspaper which he held uncompromisingly before his face.
In the opposite seat of the railway carriage, of which he was the only other occupant, his fellow-passenger was making an apparently fruitless search of his pockets. An unlighted, short, stubby pipe was clenched between his teeth. The bowl was empty so it was quite evident that he was looking for his tobacco pouch. Eventually, he gave up the search and blew noisily down the stem, gazing aggrievedly across at the unrelenting newspaper as he did so. Wallise, wondering why his fellow-passenger was breathing so hard, peered cautiously over the top of it and was caught off-guard.
“No tobacco,” ventured the other, taking his pipe from his mouth and waving it about in front of his face, as evidence of the fact.
Wallise put down his newspaper, with a barely audible sigh, and reached into his pocket.
The other’s face brightened.
“Here, have some of mine,” said Wallise.
“No, really, I didn’t mean-”, but at the same time the stranger took the proffered pouch.
“Miserable day,” he went on, nodding his head towards the windows at the grey, November countryside. Wallise grunted an indistinct affirmative.
“Travel down by this train often?” asked the other, trying again.
“No. I’ve never been down in this part of the country before.”
“Hmm. We had a murder on this train, once. I bet that surprises you.”
Wallise reflected that it would surprise him if history did not repeat itself, but, aloud, he said, “Is that so? When did that happen?”
The other did not reply immediately, but, striking a match, applied it to the two pipes in turn. Then, drawing heavily upon his pipe, answered, “It’s rather interesting. I’ll tell you about it if you wish.”
Wallise shrugged his shoulders, imperceptibly. “By all means, do.”
The man in the opposite seat settled himself back, more comfortably, in his corner.
“All this happened about ten years ago. About nineteen-twenty-four, I think it was. The 1.5 from Paddington, it’s been running for more years than I care to remember, carried, among it’s other passengers, two men who were known to each other – but that doesn’t mean they liked each other. Far from it. For that reason, only one got off the train when it finished its run at Oxford. It was this way.
“Some years before a man named Pearson had come back from the war to find that the girl who had promised to wait for hm until the war ended, had played rather a dirty trick on him. She’d got tired of waiting. Instead, she had married a chap called Valentine.
“Now, probably, in the ordinary course of events, Pearson would have got over it, but the trouble was, although one could not exactly call him crazy, the war had left its mark upon him. He went away and brooded over it.
“He never set eyes on this fellow Valentine again, until this day, in nineteen-twenty-four, that I’m talking about.” The stranger broke off here and looked across at Wallise. “I hope I’m not boring you with all this, old chap.”
Wallise shook his head. He seemed by now, to be genuinely interested. “No. Please go on.”
“Good. Well, to continue. Pearson was on the platform at Paddington, getting aboard the Oxford train, when he happened to spot Valentine also getting aboard – further down the platform. An impulse struck him.
“He had only half an idea of what he intended to do, but that was sufficient. He manoeuvred himself to a seat adjacent to the corridor, from which he had a view of the entrance to the compartment which he had seen Valentine enter, and sat, waiting, watching.
“His opportunity did not arise until after the train left Reading. He saw Valentine leave his compartment and walk down the corridor towards the toilet at the end of the coach.
“He waited a few seconds, and then followed. Luck was with him, there was not a soul hanging about the corridors. Valentine barely had time to slip the bolt behind him, when Pearson knocked sharply upon the door. Puzzled, Valentine re-opened it and was roughly pushed back inside again. Had he been about to make any protest, it died a stillborn death in his throat. Pearsons fingers were about his throat, squeezing to a stand still the life that pulsated beneath them.
“A few minutes, and it was all over. His rage spent, Pearson felt himself chilled by the beads of sweat which stood out from his body. Shakily, he turned to the door, and listened. All was quiet. He let himself out. The corridors were still deserted as he started to walk away. Then, recalling some little detail, he turned back again. Taking from his pocket one of those pencils with a small eraser fitted in the top, he held the door firmly closed with one hand, while he pressed the rubber against the enamel plate attached to the bolt, with the other. Gently, he eased the plate around, until the word “ENGAGED” was visible. It was quite easily done. The railway companies keep those locks well oiled.
“Pearson did not return to his own compartment, but went on down the train, until he found one which was empty, and there he sat, shivering, until the train pulled into Oxford. Once there, he soon made himself scarce. I don’t suppose anyone who saw him leave the station looked at him twice. His name was never coupled with the murder, anyway.
“At the inquest, which inevitably followed, a few days afterward, the coroner passed a verdict of “wilful murder by person or persons, unknown.”
The stranger finished speaking and looked up to find the other’s eyes fixed curiously upon him, while he sucked at his empty pipe, which, long ago, had burnt itself out.
“That’s a very interesting story, but there’s one thing that puzzles me. What is your name? Is it-?”
“Pearson? No, that poor devil committed suicide a few months afterwards.”
“But you said, only a few moments ago, that Pearson was never traced and that no one saw him commit the murder. I don’t-”
The stranger interrupted Wallise again. “Perhaps you will understand better if I tell you who I am. I am not pulling your leg, as you appear to think; you see, my name is – was – Valentine.”
But for the low rumbling of the wheels of the train, there was silence in the carriage when he finished speaking. For a few moments, the stranger sat, looking at Wallise thoughtfully, then, slowly, quietly, he commenced tapping his teeth with his pipe. He sat thus, a few seconds, then, rising from his seat, he commenced, deliberately, to gather up his belongings. There was no sound in the compartment save the rattle of the train as it rushed through the damp, grey countryside to Oxford.
As he finished, the man turned his head over his shoulder, to speak to Wallise once more. “Well, we’ve got to be going, now. Your doctor was right, after all, wasn’t he? He said your heart wouldn’t stand a sudden shock. Sorry I frightened you to death, old chap. I’m ready when you are.”
-CPL. HOLE
Songs Heard in the Blackout
[sketch]
CHRISTMAS 1 AND 1,943 COMPARISON AND CONTRAST WITHOUT COMMENT
Christmas 1 – There were in the same country shepherds abiding in the fields, keeping watch over their flocks by night.
Christmas 1943 – Berlin was bombed again last night for the fifth night in a row by the Empire’s heavy bombers.
Christmas 1 - . . . The angel said unto them . . . behold, I bring you good tidings of great joy, which shall be to all people.
Christmas 1943 – Scene like Dante’s Inferno, as skies rained destruction. R.A.F. aims to wipe Reich capital systematically off map.
Christmas 1 - . . . Unto you is born this day . . . a Saviour, which is Christ the Lord.
Christmas 1943 – Gestapo kill off the hopelessly wounded and those who have been driven insane by shock, including children.
Christmas 1 - . . . Suddenly there was with the angel a multitude of the heavenly host, praising God and saying – Glory to God in the highest and on earth peace, goodwill toward men.
Christmas 1943 – Nazis threaten terrible vengeance for every man, woman and child killed and every
cultural monument destroyed.
- “MARNOCK”
PICTON HIGH SPOTS
Have you visited the following:
1 The SHQ Red Light District . . . where the S.A.D.O. presides. See him counting his takings daily. Don’t dilly-dally on the way.
2 The Morgue (N.E. corner of building No. 4). Cadavres not accepted before 21.00 hours. Must show no signs of life. Definitely not admitted if seen chewing apples.
3 The Creche . . . the kiddies spend their happiest hours with THOMAS and SULLIVAN, the amusement kings. Book your carriers in advance. Pyrotechnic displays to order. Hot dogs are out for the duration.
4 The Feline Refuge . . . (first on right inside main gate). No destitute cat ever refused admission. P.S. We also have some spare accommodation for wayward erks.
5 The Arena (station drill hall). Christians scientifically dismembered by Smale and Scott (singing Cockles and Muscles, alive, alive-o). Padre in attendance if required.
6 Hut number (supressed by censor) home for fallen women. (Or for any other kind that show up.)
7 Treasure Island . . . Where STEVENSON (stroking his long beard) may be seen in the flesh among that legendary wealth that his fertile brain created.
8 The Herb Garden (W. corner of hut 9R) where the SAGE who knows his ONIONS cuts CAPERS when the THYME comes round for the MINT to send his CELERY.
[page break]
December, 1943 HILL TOPICS Page Five
[cartoon]
KICKING AGAINST THE PRICKS
On the arrival of a certain medical officer at this unit recently on posting, an examination of his document envelope revealed a neatly typewritten manuscript, obviously in code, and signed by one “L.A.W. Carroll” as being a certified true copy.
Headquarters staff were vastly intrigued by the discovery of this manuscript, and arousing themselves from their usual placid lethargy, set to work with the greatest energy to decypher it. FLYING OFFICER FLITTE-GUNNE took a leading part in this brave endeavour, ably assisted by FLIGHT SERGEANT MOTH-BALLS and LEADING AIRCRAFTSMAN D.R.O. FRAGRANT.
As a result of their joint endeavours the greater part of the manuscript was eventually decoded. Verse five however proved recalcitrant. It is thought that this verse contains, enshrined in mystic jargon, the result of a series of successful experiments carried out by the M.O. in question who, being filled with the milk of human kindness, and observing with sorrow the dire and dismal anguishes occasioned by the numerous innoculations that fall to the lot of the unhappy erk, had set out to render these innoculations superfluous by eradicating for ever the dread diseases of scarlet fever, tetanus, typhoid and diptheria.
This view is supported by the curious fact that none of the rest of the manuscript contains matter of a secret nature. There would therefore have been no useful purpose served by encoding its contents had not the paragraph in question contained matter of the very highest degree of secrecy and of the greatest value to the enemy.
Unfortunately the M.O. himself is unable to assist in decoding the cryptic lines, for, as his medical documents show, shortly after the conclusion of his experiments and before the publication of his thesis, he was admitted to the station hospital, Hilltop Panorama, suffering from mild concussion and acute amnesia, having fallen down the back stairs of a block of service flats while leaving hurriedly in the small hours of a summer’s morning. All the efforts of the unit’s brilliant intelligence officer, Wing Commander C.N.R. Birt, to extract the truth by a series of cunning questions, have so far proved abortive.
It has been argued that the repetition of verse one at the end of the manuscript would indicate that his efforts to find a means of eradicating the dread diseases had failed. This however cannot be accepted. It is considered that this was his delicate way of indicating the well-known reluctance of the medical profession to accept new ideas or methods until they have been exhaustively tried and proved beyond all possible doubt.
The document is therefore reproduced below in the hope that some airman skilled in de-caballistics may succeed in solving the puzzle. It is emphasised that the solution should be treated as MOST SECRET and forwarded to S.H.Q. in sextuplicate (or in a sealed envelope).
JABBERWOCKY
“Twas brillig and the slithy toves
Did gyre and gimble in the wabe;
All mimsy were the borogroves,
And the mome raths outgrabe.
“Beware the Jabberwock, my son!
The jaws that bite, the claws that snatch!
Beware the Jubjub bird, and shun
The frumious Bandersnatch!”
He took his vorpal sword in hand:
Long time the manxsome foe he sought,-
So rested he by the Tumtum tree,
And stood awhile in thought.
And as in uffish thought he stood,
The Jabberwock, with eyes of flame,
Came whiffling through the tulgey wood
And burbled as it came!”
One, two! One, two! And through and through
The vorpal blade went snicker-snack!
He left it dead, and with his head
He went galumphing back.
“And hast thou slain the Jabberwock?
Come to my arms, my BEAMISH boy!
O frabjous day! Callooh! Callay!”
He chortled in this joy.
“Twas brillig, and the slithy toves
Did gyre and gimble in the wabe;
All mimsy were the borogroves,
And the mome raths outgrabe.
LEGEND
Verse One – Obviously a scene in station hospital, at the M.O.’s last unit.
Brillig – 10.00 hours.
Slithey – Unfortunate.
Toves – Erks.
Gyre – Take off their jackets.
Gimble – Shake like a leaf.
Wabe – Treatment room, station hospital.
Mimsy – Scrubbed-up.
Borogroves – Nursing sisters.
Mome – Hypodermic.
Raths – Syringes.
Outgrabe – Were working overtime.
Verse two – Advise to the newly arrived M.O. from the old and experienced Senior Medical Officer.
Jabberwock – The germs of scarlet fever, diptheria, typhoid and tetanus.
More technically “bacteria horrenda variosa”.
Jaws – Rigors.
Bite – Grip
Claws – Constrictions of the throat.
Snatch – Suffocate.
Jubjub bird – (Unsolved).
Frumious – Insidious.
Bandersnatch – Spirochete.
Verse three – The M.O. embarks on research aimed at removing the threat and even the very existence of these dreaded diseases. Most of this verse is in plain language. Lines three and four clearly indicate that, wearied of his arduous and at first unfruitful research, he returned for a period to the gentle recreational pastime of ABDOMINAL SURGERY, a common resort of the overworked medico.
Vorpal – Super-polarising.
Sword – Microscope.
Manxsome – Bacterial, (as opposed to amoebic).
Verse four – An epidemic breaks His chance for real research has come at last. No more playing around with mere abdominal surgery for him.
TO THE BATTLE.
Uffish – Peculiar to the medical fraternity.
Eyes – Temperature.
Flame – 108 degrees Fahrenheit.
Whiffling – Infecting all the erks.
Tulgey – Steam-heated.
Wood – Hangars.
Burbled – Laid them low with fever.
Verse five – See the introductory remarks.
Verse six – The Senior M.O. welcomes and congratulates the Junior.
Slain – Eradicated.
Beamish boy – The junior M.O.
Frabjous day – Day off, with seven days’ passionate leave attached.
Callooh – B – good show.
Callay – Another way of saying the same thing.
Chortled – Shot a line.
Joy – A feeling often experienced by the R.A.F. in the U.K.
Verse seven – See verse one and also the introductory remarks.
A chap with very bad eyesight was examined by the draft M.O. – and placed in 1A. “But my eyes are terrible,” he pointed out, “I can hardly see anything.” “Look,” said the doctor, “we don’t examine eyes any more, we just count them.
A beautiful young lady lay on a bed in the receiving ward of a Washington hospital, her only covering a large white sheet. Two upstanding young gentlemen in white passed by and were struck by the young lady’s lovely features. One of the young men drew back the sheet and carefully examined the patient from head to foot. “Do you think you will have to operate?” the girl asked anxiously after a few moments. “Oh, you will have to ask the doctors,” said one of the young men, cheerily, “we’re only ensigns.”
[page break]
Page Six HILL TOPICS December, 1943
SORROW AN-SON
A Pistol-Packing Drama – In Complete Form
Once upon a Bulova watch time there was an old woman who lived in a discarded old “Anson” fuselage. Now this old woman was a spinster and had twelve children. Eleven were boys, excepting five – (these were girls). The twelfth is too young yet to be distinguished. This small family lived in the vicinity of Hellville, (a rural village just outside Little-Picton-in-the-Mire), and was supported entirely by a devastating young air bomber named Flash Lampus, who used to fly overhead and drop 11 1/2 pounders in the old lady’s back yard. The latter’s name was Sarah Bagshot, (the old lady, not the back yard). Her father was the famous Sir Harry Bagshot, heir to the Inlet Valve.
One day when the air bomber was toasted (I mean posted), he went round to Sarah to see how the flying was going. (Sarah was a W.D. in the Canned Air Force). After blowing up the front doorway, by exploding an 11 1/2 pounder, which he usually carried around with him whenever he went on ops), the stumbled boldly, yet a trifle blasted, (as u/t air bombers can be), into a back room where Sarah was cooking her goose for his supper.
“A-ha!” he spluttered, picking up his top set from the ash can, “so you really waited for me I see!” After complimenting him on his powers of observation and shrewdness, Sarah threw over a settee, (airman for the use of). “Harry,” she slopped, her bottom tooth tripping up her enormous white tongue, “you didn’t think I would run out on yer – did yer?” Now Sarah was a well educated old woman, and ‘Harry’ was another boy friend. “You fair shook me rigid,” Flash re-spluttered, “Sarah, my nocturnal narcotic, I am posted, as all air males usually are.” “Corny,” she yelled softly into his starboard ear, “they can’t do this to us! I will see your Wing Commander tomorrow at eleven, when he starts work, and complain on passionate grounds.”
“It’s no use,” he whimpered hopefully, (he had made too many runs already with this one woman). “I have to go to the air observers’ school tomorrow to learn all about ground defence”. (His papers read “G.D.”, but we allow for these discrepancies with air crew). “But what about my family?” Sarah pleaded, her right hand around his throat, tenderly depressing same in a state of dire ecstasy. “Confound your family!” he replied politely, (he’d only been in the service six months). “I have carried the banner too long already.” “So!” she hissed, like a Lizzie’s tyre on a bad landing, “I thought as much!” You English bombardiers are atrociously abominable, and utterly erratic.” Now this was a good thing on her part, as that mouthful really shook Flash.
“O.K.”, he retorted, knowing darn well he was washed up, and using a megaphone to make himself heard, “I know my misses when I miss ‘em;” (he was constantly air-minded). “Tonight I will run out on you with my final run.” So saying, he left the house in a shambles, and rushed down the street. After pausing for a few hours at the drug store, he found his wind and ran back to his beloved billet at the R.I.F.R.A.F. station at Little-Picton-in-the-Mire. Pay A/C’s ceased playing out to the old woman, who soon starved to death anyway, and the airman was posted.
Which all goes to show, that you can’t play ball with a Waaf batman. N.B. – Any similarity between this immortal epic and the R.A.F. is purely bad show on the part of the writer.
LAC. F. LUDLAM
THE C.B.C. ENTERTAINS-
“This is the Canned Broadcasting Corporation.”
“XYZ – Hellville.”
“Tonight we bring to you, a programme of delightful entertainment . . . “
“Madam! Do you suffer from toothache, headache, eyeache, faceache, earache, dropped feet, chronic asthma, or even rigor mortis? You DO? Well, isn’t that just too bad?”
“Ladies! Prevent B.O., buy ‘NEW Rinsit’ TODAY! NOT tomorrow or even tonight – but RIGHT AWAY!”
(Fanfare of trumpets without – enter asthmatic announcer).
“You will be sorry if you don’t use NEW Rinsit’ in the near future. One day, when your limbs start falling off, and your flesh starts flaking, - you will wish that you had taken to using ‘NEW Rinsit’ earlier!”
“LISTEN TO THIS DRAMATIC TRUE-LIFE EPISODE . . .” (Strains of William Tell”).
“Sob, sob, splutter, sniff . . .”
“What’s the matter, Jennifer?”
“I had an ab-so-lute-ly AWFUL time at the party tonight, mother dear.”
“Oh? How was that, Jennifer?”
“The R.A.F. boys wouldn’t dance with me at all tonight, mother dear.”
“But Jennifer, my darling, you aren’t going to worry over a little thing like that, are you?”
“No, mother dear, but one corporal S.P. came up to me, and admitted quite frankly that I ab-so-lute-ly reeked of B.O.”
“Ah, Jennifer. You should use some of that marvellous ‘NEW Rinsit!”
“May I try some, mother dear?”
“Why, mother! I can feel it doing me a world of good already!” (etc., blah).
“YOU DON’T WANT TO BE IN SUCH A PREDICAMENT THAT OUR JENNIFER WAS IN, DO YOU?”
“Sold at all drug stores and gas stations – buy your ‘NEW Rinsit’ NOW!”
“Thank you for listening, Ladies and Gentlemen. The broadcast you just heard was transcribed. And now for an advertisement . . .” (etc., etc., blah-blah).
-L.A.C. LUDLAM
HOT SPOTS OF PICTON OR AIRMAN’S GUIDE TO PICTON CAFES
CAFE GUILT
Menu-
Egg and Bacon
Potatoes, mash or French Fry
Toast
Tea and Coffee
Specialty-
Entertaining M.T. Drivers
Points –
For-
One blonde
Tea cups read for small extra charge.
Palms read free of charge for regular customers.
Against-
Plates cracked. Duff gen. known to originate here in large quantities. Water has earthen taste – may be due to condition of glasses. S.P.’s noted to appear frequently.
POP’S SODA BAR
Menu-
Light Lunches
Sundaes
Milk Shakes
Coca-cola
Speciality-
Sundaes
Points-
For-
Clean. Good radio.
Senior N.C.O.’s, aircrew and girlfriends most frequent customers.
Water fair. Good place to collect local gen.
Against-
Little encouragement given to those on the binge
Waitresses mostly too young
Hastening methods taken against those prone to linger, when busy.
Menu: HOTEL SPHERE
Choice of-
Soups,
Fish, Steaks, Chops, etc.
Veg. Potatoes
Pie, etc.
Milk, tea, coffee.
Speciality-
Small helpings.
Points-
For-
Excellent service. Very clean.
Salt and pepper at all tables.
Cups with saucers (and handles)
Knives cut
Dehydrated potatoes never used.
Against-
Too quiet. Very ‘so so’ atmosphere.
Wing Commanders and ranks above receive special attention. Prices beyond reach of average erk’s pocket book.
THE SILVER STAR
Menu-
Clear Rice Soup
Chop Suey
T-Bone Steak
Cold Potatoes
Pie a la Mode
Speciality: Swedes
Points-
For-
Waitresses ‘dateable’
Waiters, quiet spoken – English fair.
Frequented by officers and lady friends.
Serviettes at all tables (useful Kleenex sub.)
Taxies at door for camp.
Against-
Over chlorinated water.
Phone constantly in use, takes away appetite.
Demand instant payment.
Also frequented by ‘Jackson Boy’
TOMMY’S TUCKER
Menu-
Fried Fish
French Fry
Tomato Ketchup (thinned)
Oatmeal Cookies
Specialty:
Fried Fish
Points-
For-
Service good. Three tables usually free.
No shortage of salt and pepper.
Proprietor friendly.
Against-
Little breathing space.
Strong smell of cooking fat and thick cloud of tobacco smoke always present.
Frequented mostly by S.P.’s and lower ranking erks.
Menu- JUMBO’S JOINT
French Fry
Eggs and Bacon, (except Tuesdays, just eggs).
Cocoa, coffee, Coca-cola.
Specialty-
Eggs.
Points-
For-
No shortage of eggs
Two redheads
Handles on most cups. Handy to camp.
Against-
Pepper and salt for one table only.
Three cats, (plus five more at any time now).
Avoid back corner table on left, rain comes in.
Cold
BELIEVE IT OR NOT!
(With Apologies to Ripley)
This actually happened during a recent trip to New York – to relations! We had left Watertown on the way back, and were hitching from there. Everyone says it’s more interesting. Money doesn’t seem to enter into it. As I was saying, we stopped outside Watertown, and things didn’t look too promising. There were mostly vans on the road and these were in a great hurry. Two kids came up and regarded us curiously, you know, in that impersonal sort of way in which children look at animals in the zoo.
“Waitin’ for a ride?” enquired one. “Yes,” said I civilly enough. Is there much doing on this road?” “Nope”, answers he laconically. “Say what ARE you? Marines? Coastguards? Navy? Army? I can’t GET you”. “Oh, us?” I piped up (it was the night after the second heavy raid on Berlin, you know two inch headlines in the “New York Sun”).
“Why, we’re Royal Air Force!” As the expressions on the two boys’ faces didn’t change, I added hastily, “R.A.F. you know, Raf!” Number one looked at number two, shook his head and said in tones of utter finality, “Never heard of ‘em”.
I collapsed, while my companion murmured, “Wish I hadn’t either!”
-A.C.1 TANNER
[page break]
December 1943 HILL TOPICS Page Seven
HANGAR TYPES
By “Wraplock”
Well blokes, this little matter is to put on record some of the habits and peculiarities of the individuals who go to make our little circles. They never vary much in any flight, and possibly you will recognize yourself in one or more of the groups. First let us take that comparatively rare phenomenon:
THE FLAT-OUT TYPE
Generally speaking, they are confined to junior N.C.O’s, and Senior LAC.’s, who spend their time dashing into jobs amidst a terrific flurry of tools, comparable in intensity with the flak over Berlin. Their greatest pride is to announce they have just finished an engine change, or something, in less time than ever before, but strangely enough, instead of admiring glances, they are favoured with dark murmers, which indicate that Chiefy will expect similar results from less inspired quarters.
If you should ever happen to come upon one of these creatures in full production, be warned and keep well clear, or you will find yourself being cursed in a very nasty manner for being in the way, or distracting the attention of the unfortunate underlings who make up the zealous one’s gang. This type has another habit – that of diving into a huddle and pulling to pieces the methods of other toilers, who take no notice of them anyway, but just think, - if we had a hangar full of “Flat Outs”. They would be so busy trying to out-produce each other, the rest of us would be able to pack up and catch the next boat back to mother and the local.
(Original ideas committee please note.)
However, their ranks are so thin at present, that we are in need of a few volunteers before this suggestion can be forwarded to the illustrious body mentioned above, and by the time they had adopted it, if ever, we should all be long past caring anyway, so maybe we had best let things rest as they are.
Next we come to the:
MARRIED MEN
That is to say, the ones who have their wives within week-end reach. These poor lads are really to be pitied by us all, for although it does the heart good to see them depart on 48, all clean and spritely, happy as terriers seeing nice juicy bones before them. Oh my, oh my, just get a dekko at them on Monday morning! Can these be the fine, upright young airmen who left us not three days since? These grouchy, anaemic wretches, who stagger so pitifully to work as if Tarzans or Harry Pye had given them a going over.
Yes, they are one and the same, and for the next fortnight or so, we shall have to watch them, toiling so manfully, with their thoughts far away in Montreal or Toronto. They never leave camp between week-ends, but I am sure they must spend a fortune on postage stamps. We don’t count paper, etc., of course, because they wouldn’t dream of letting all that crested paper from the “Y” go to waste.
It is awful to see them in the crew room at break time, hanging on to every word the Scrubber Boys have to say. Haven’t you noticed them before? Well you know them alright, and next time you meet one on a Monday, just step brightly up and ask “How goes it Jasper?” and then wait for that soulful expressive “Cheesed off mate”.
So all you single blokes take heed, and for Pete’s sake avoid becoming one of this type, or you too will have something extra to moan about, and most of you have more than enough already.
Cheerio until next month, fellers, when we will have a look at The Crew Room Crowd and the Senior N.C.O. type.
[Photograph] “IN TOWN TONIGHT!”
(Number One)
THIS month we interview a distinguished dock labourer from the east end of London. Here he is – Mr. Harry Hodges of Stepney, now being interviewed by Alf Norris, our roaming reporter.
“Good evening, Mr. Hodges! And what exactly do you do for a living?”
“I work at them London docks, and I am the bloke what ‘as ter do the ‘andlin’ of them crates of stuff what comes orf of them boats what’s
“I works at them London docks, and I ‘ave ter-“
“Yes, yes, quite. And have you a family to support Harry?”
“YUS! -I ‘ave a missus and seven kids. I also keeps chickens in a chicken ‘ouse what I made aht of them crates what they lands at them London docks, and –“
“Yes, yes, quite! And where do you live? -or rather, from what part of Stepney do you come from?”
“I live in an ‘ouse what used ter belong to a bloke what used to ‘elp us aht dahn at them London docks on them crates, and –“
“Yes, really, but which street?”
“Look ‘ere mate, I was tellin’ yer, ain’t I?”
“Yes, -go on please.”
“O.K. -nah don’t butt in mate.”
“Go ahead old chap.”
“Okey-doke, then. I lives in an ‘ouse what ain’t very far from that pub what is dahn Noo road, Step-a-ney! My missus works at them London docks too.”
“Is she on them crates too?”
“NAH! She ain’t on them crates mate. My missus, she ‘andles the blokes’ pay durin’ the day, and the kids durin’ the night, and-”
“Yes, of course. And what do you think of the war, Harry?”
“I am in the ‘ome guard, when I ain’t workin’, and-”
“Really?”
“Well I can’t do me job on them crates at them London docks, AND do me ruddy ‘Ome guard at the same time, can I mate?”
“No of course not.”
“Well then.”
“Er, Harry-”
“Yus, cock?”
“Would you be so kind as to tell the listeners something about the Home Guard?”
“YUS! I am a bloke what’s known as a sergeant. ‘E’ as got six stripes yer know and-”
“SIX stripes, Harry?”
“YUS, -three on each arm, see?”
“Oh, of course.”
“Well, let me go on wiv it then.”
“I’m afraid our time is up now Harry, so say ‘Goodnight’ please, to our millions of listeners, will you?”
“YUS! Of course mates, it would ‘ave bin better to ‘ave ‘ad more time, but I suppose old Alf ‘ere, ain’t got it, so-”
“Thanks very much, Harry, er- this way out.”
“O.K. chum – Ta-ta, old cock. Goodnight Bert, Sid and Charlie. I ‘ope yer’ve got me supper on at ‘ome, Liz.”
“Goodnight, Mr. Hodges.”
“So long, old cock. Where do I get paid?”
“Er – the Cashier’s office is across the hall.”
“TA-TA MATES!”
“THAT, was Mr. Harry Hodges. Phew!”
-LAC. LUDLAM
A WELCOME RETREAT
We welcome as an addition to the station facilities, the new reading room recently installed in the Library Building. Here at long last, for the first time in Picton’s history, is a place for a man to find quiet and seclusion for acquiring information on the turbulent events of today.
From the smoke-saturated and jive burdened air of the canteen one can now escape to fresh fields and pastures new, to silence and meditation.
Here, one may add to ones knowledge and get the necessary quiet wherein to collect ones thoughts. Here too, is it possible to get down in peace to that very essential but somewhat trying task of writing home. From the peaceful atmosphere of the reading room we hope our epistolary efforts will grow in regularity and coherence. We hope, too, that now indeed we shall be able to keep ourselves conversant with all the gen that is worth acquiring.
We understand that the curtains and table cloths with their welcome relief to the prevailing verdant hues were the work of the ladies of the Hostess House, in which case we offer them our sincere thanks, and regard it as a further addition to our indebtedness to them.
Note from the Education Officer: Suggestions for increasing the facilities of the reading room and other ideas for its improvement will be welcomed.
A DEVILISH TRICK
Old Tam’s was known from Ben to Ben,
The meanest man in all the glen,
His wife as fly as Murphy’s goat,
Wi’ a heart as cold as Winter’s coat.
Their house was nestled by the burn,
A cosy spot in snow or sun;
Wi’ walls as white as shorned sheep,
And roof aw thatched wi’ bracken sweet.
The garden tidy, just a treat,
A thorny hedge, the trap’s defeat;
Two apple trees stan’ roun’ the back,
Sheltering turnips in a stack.
On Christmas Eve the house was still,
Except for cries from doon the hill;
Where in the pub a merry throng,
Besiege dull care wi’ glass and song.
McGregor’s wife sat in her chair,
The fire was roaring fierce and rare;
Click, click! her needles roun’ the room,
Where dancing shadows chased her broom.
All Tam himsel’ was snoring loud,
Christmas night was but a shroud;
On he dreamt o’ shining lucre,
When all the world was in a stupor.
The grandfather clock struck twelve o’clock,
When strange enough there came a knock;
Old Tam shouted, “Weel wha’s there?”
But no’ a sound disturbed the pair.
“Say your prayers Maggie lass,
Old Nick’s out there, it’s come to pass”;
When sure enough the latch went click,
And in the doorway stood old Nick.
His horns were shining in the moon,
His long black hair was hanging doon;
Wi’ eyes as red as burning coal,
Which seemed to creep and steal your soul.
He spoke, his voice was hoarse and deep,
McGregors at last your fate you meet;
“For long you’ve tried your souls to sell,
And now it’s time to go to Hell”.
Wi’ that he turned and slammed the door,
Left them shaking more and more;
And all that night they stood in dread,
In case the morn would find them dead.
By morn they hadn’t slept a wink,
The quickly they began to think;
“We haven’t long, if we don’t tarry,
The devil’s threat with good we’ll parry.”
So to the grocer’s at fearful pace,
Bought all the sweeties in the place;
The roun’ the village from door to door,
They gave out toys and sweets galore.
Weel, since that dawn you would hardly know,
The McGregors when they come and go;
Old Tam’s known since that great day,
As a man who’d gie his shirt away.
But in the pub they’ll laugh till Dotage,
At the trick they played at Tam’s wee cottage.
-M. STEVENS
[page break]
Page Eight HILL TOPICS December, 1943
GOLDILOCKS AND THE TWO WOLVES
OR
DICK WHITTINGTON RIDES AGAIN
A Pantomine in Two Acts
CURTAIN
Scene depicts a deserted plotting office about two hours before night flying has been officially cancelled. Enter a fairy queen.
[sketch]
Fairy Queen:
“Now hullo all you A.C.2’s,
You L.A.C.’s, W.O’s, flight Lieus,
If you wonder why the hell I’m here,
Just think, wouldn’t it be rather queer?
To have a Christmas pantomine
Without a Fairy Queen divine?
Although I am not in this play
I really had to have my say,
So here I am with my small kit,
To introduce this thing a bit.
The scene is laid on any station,
Any place or situation;
Where such characters as these
Usually relax and take their ease.
There, that’s the introducing stuff,
I really think I’ve said enough.
So now I’ll leave you to the worst,
And just pop off to quench my thirst.
I hope you all enjoy the show;
(excuse me if my contours show,
I know it’s chilly to wear gauze,
But that’s the way I get applause).”
Bungho!
ACT 1
Scene 1
Any office in the control tower where any type can wander in and a Waaf can be seated at a desk. As the curtain goes up LAW. Goldilocks is in the foreground messing about. The chorus, comprised of both sexes and all ranks up to F/O., is strewn about in the background, doing everything in general and nothing in particular (loafing mostly as usual).
Goldilocks:
“I am the heroine of this story,
I’m sorry that it won’t be gory
But I am quite a demure miss,
Who never goes out on the beer.
All that you need know of me
Is that I’m built like G. Rose Lee
And to make the story go,
I’m bothered with a brace of beaux.”
“One is Sergeant Pilot Dick,
A rather useless sort of chap,
But whom I love for all of that.
The other is a Flight Lieut. Bligh,
The wolfish type, with roving eye;
Who pesters me both day and night.
(But I never yield without a fight)
They say virtue is its own reward,
But all I get is frightfully bored.
Heroines though must be true blue
So what! I ask, is a girl to do?”
[sketch]
Chorus:
“Yes! Goldi is the heroine,
It is a shame she must be clean.
If not, we know you’d like it more
But the censor’d toss this out the door.”
Chorus dances around waving plotting charts.
Enter Sgt. Pilot Dick, in battle dress with a pink sweater and a green scarf.
[sketch]
Dick:
“Relax now folks, the hero’s here,
I’m bound to win, so have no fear,
Like Goldi I am good to all
And never go to Montreal (much).”
Turns to Goldilocks:
“Oh! Darling it really is a shame,
But I am night flying again.
It’s all the work of that bloke Bligh,
Who’s trying to muscle in on I. (poet’s licence).
And so to-night I am sad to say,
We can’t go to the Y.M.C.A.
Tho’ my day will come, do not fear that
And I’ll give him an awful swat.
I cannot now ‘cause as you know,
I’m just a blinking N.C.O.
So if Bligh comes round to pester you,
Do as I, my love, would do.
A well used knee will ease his tension
And save you from, what I may not mention.”
Chorus:
“Yes! Do as Sgt. Dick would do,
If Bligh tries his games on you.
Knee work will surely do the trick,
And damp his ardour awfully quick.”
Exit Dick, enter Fl/Lt/ Bligh.
Bligh:
“I am the villain of this piece,
Who’s learn’t that she’s an M.P.’s niece
And must inherit, as you’ll agree,
Simply loads of L.S.D.
So if I can win her for my own
I’ll buy a little pub back home:
And with blonde barmaids, Watneys’ beer,
Shall face my old age without fear.
But apart from that I’ve other ideas,
Which Sgt. Dick, curse him, always queers.”
[sketch]
Turns to Goldilocks
“Goldi, you give my eyes a treat,
How about a date tonight, my sweet?
I’ve managed to borrow a wizard car,
(I promise not to go too far)
I’ve lots of gas and a case of beer,
And there’s a dance at the Arena, too, I hear.
We could have such a lot of fun.
So say you’ll come my lovely one.”
Goldi:
“Car, beer . . . hmm . . . NO! away Lt. Bligh,
That line of yours is all my eye.
You’re trying to get me in a situation,
That would involve an intruder operation.
But I am up to all your games,
Go find yourself some other dames.”
Chorus:
“Oh yes! She’s up to all your wiles,
Go seek some other charmer’s smiles.
There’s a red-head who will like your tricks,
Scrounging down in Works and Bricks.”
Bligh:
“What wench! You dare say no to me?
You’ll regret it someday, just you see.”
Aside.
“Ha, ha, heh, heh, I’ve an idea,
To fix friend Dick, leave my way clear.”
Exit Bligh, and Goldi, just after. Enter a Group Captain, puts two men on a charge for non-issue hair cuts and addresses the crowd at large.
Group Cap.:
“I’m the C.O., you all know that,
I’ve scrambled eggs upon my hat.
My office is a sacred place,
All airmen quail before my face.
(although I know it as a fact,
They call me names behind my back).
So if you men would be like me,
Here’s good advice I give you free.”
[sketch]
Sings:
“Now back in 1891,
An AC2 was I by gum!
But by the sweat of back and brow,
I’ve worked up to where I am now.
By never, never, shirking chores,
And scrubbing countless latrine floors,
I rose to rank of LAC,
By early on in ’33.
And then in war-torn ’39,
I joined the swelling aircrew line,
Defending Britain’s gallant shores
In a Spit Mk II, I shot down scores
Of 109’s and 215’s.
(I really seemed to have nine lives).
So it’s diligence I have to thank,
I now hold this exulted rank.”
Speaks:
“This inducement on to you I pass,
To shine your boots and clean your brass.”
Exit C.O. Chorus is speechless for once, then an airman steps forward.
[page break]
December, 1943 HILL TOPICS Page Nine
Airman:
“I’m the only one in captivity,
The only living AC3,
For thirty years I’ve worn the blue.
(I started as an AC2).
And although I’ve tried and tried and tried,
I’ve just been taken for a ride.
Of scrubbing floors he talks to you,
I’ve scrubbed the blooming runways too.
So when aircrew sent out for the best,
I took their ruddy intelligence test.
And look at me now an A.C.3!
Ah woe! Ah woe! Ah woe Is me!
Sniffles, then braces his shoulders.
No! I care for nobody, no not I!”
Chorus:
“He does not weep, he does not cry,
Look at his fearless, flashing eye!”
[drawing]
[drawing]
A W.O. dashes on, dances a few steps, sings:
W.O.
“You speak too soon, I’d like to point,
I’m S.W.O. of this damn joint,
So I’m the guy that weilds [sic] the whip,
The rudder of this flaming ship.
Which is only as it ought to me,
As of the hobbies that I choose
My favourite’s signing 252’s.
So have a care, don’t care to cough,
For fear that I should knock you off.”
Chorus:
“Of all the hobbies that he’d choose,
His favourite’s signing 252’s.
So now we’ll use a little tact,
And finish off scene one, first act.”
CURTAIN
Scene II
A few days later, same location, chorus strewn about as before.
Enter Dick, wearing a maroon and mauve windbreaker and a red plaid muffler.
Dick:
“Well here I am, I’m back again,
Flying’s scrubbed it’s going to rain.
I’ve just come down, alone I flew,
Away up there in the blue, blue, blue.
And do I curse when these g-dd-mn showers,
Stop me from knocking up solo hours.”
Two S.P’s wander in, stand to attention and sing:
S.P’s:
“Oh! We are the R.A.F. S.P.’s,
And we arrest anyone we please,
If you dare to blink or even think,
We’re here to throw you in the klink.
That no one loves us we know,
With this burden through life we go,
But our backs are broad and our shoulders strong,
So to hell with you, we get along.”
Enter Fl/Lt. Bligh, strides up and points an accusing finger at Dick.
Bligh:
“Come S.P.’s now arrest this man,
Take and lock him in the can.
Whilst on a weather check, now I
Definitely saw the cad low-fly.”
Enter O.C. flying.
O.C. flying:
“Oh Dick! Oh Dick! For shame! For shame
That you should smear your father’s name!
There is no choice you leave me then,
But put you down for a C.M.”
Chorus:
“For shame, For shame! You are a rat,
That you should do a thing like that.”
Dick:
“It is not true, it’s all a lie,
I never, never, would low-fly.
The very soul of honour – ME?
My Bible is the C.A.P.”
Enter Goldilocks, looking very distraught, cries:
Goldi:
“Oh Dick! Oh Dick! What have you done?
How could you? How could you? Beloved one?
Why did you do this to me?
They’ll knock you down to an L.A.C.
And apart from that you’re sure to get,
A hundred days or so of Det.”
Dick:
“It is not true! I’m not to blame,
The whole thing is a dirty frame.
I bet the real culprit is Bligh,
He’s just the type that would Low-fly.”
Bligh:
“Ha ha! We’ve heard those yarns before,
You’re trying to avoid the issue sore.
You’re wasting your time, it is no use.
Take him away to the calaboose.”
Exit Dick, under close arrest, Goldilocks falls weeping over a plotting table. Bligh laughs up his sleeve. Rest shake their heads sadly.
Chorus:
“Oh! What a sorry state of things,
They might even take away his wings.”
CURTAIN
Scene III
As before Goldilocks is working at her desk. She is looking pale and worn. Has she been worrying over Dick? Is she anaemic? Then music is heard, (it goes something like that). Dick dashes on, trips over the wastepaper basket, calls it by name, falls on Goldi’s neck and kisses her. Picks himself up, dances round and sings happily:
Dick:
“I beat the rap! I beat the rap!
And all thanks to some farmer chap,
Who with the most amazing sight
Observed the number on the kite.
It really was that blighter Bligh,
Who caused the old man’s pigs to die.
Now he has had a severe rep.
And from now on must watch his step.”
Chorus:
“He beat the rap! He beat the rap!
So three cheers for this farmer chap.
Who with most uncanny sight,
Observed the aircraft number right.”
Enter Bligh, scowling, cursing, coughing, etc.
Bligh:
“Though I was foiled, you rejoice too too soon,
Your posting’s through this afternoon.
Now you’re bound for oversea,
Which leaves the field quite clear for me.”
Dick looks stupefied, (stupid anyway), Goldi looks miserable, Bligh exits laughing harshly. (Must be he smokes too much).
Goldi:
“Oh Dick! Although away you go,
That I’ll be true you’ll always know.
So hurry win yourself some fame,
And then come back to me again.”
Dick:
“I will come back, that never fear,
Though it will be about a year.
I’ll earn some rings around my wrist,
Then I can give Bligh’s nose a twist.”
Exit Dick and Goldi to apply for some leave.
Chorus:
“Oh weep! Oh wail! Oh gnash the teeth!
Dick’s going home to Hampstead Heath.
Oh now what will poor Goldi do?
When she feels like a spot of woo?”
CURTAIN
Act II
Scene I
Goldie has got a commission and has her own office in H.Q. (we had to change the scene somehow).
Goldi:
“Oh where! Oh where! Has Richard gone?
Oh where! Oh where! Is he?
Has he been shot up? Has he been shot down?
Oh where! Oh where! Can he be?”
Enter Bligh
Bligh:
“Now listen, Dick is surely dead,
They must have filled him full of lead.
So why not listen to my plea,
And come on a 48 with me?”
Goldi:
“NO! A thousand times and more,
I’m a girl that knows the score.
If Dick has died a hero’s death,
A spinster me till my last breath.”
Aside:
“To talk you know is very well,
But I am weakening sad to tell.”
Chorus appears at various windows and doors.
Chorus:
“No! Don’t give in, they’ll never kill
Our Dick, he’s got a head like steel,
And bullets from each Messerschmitt,
Will only blunt themselves on it.”
Band off strikes up “There’ll Always be an England”. Dick enters, he is a Squadron Leader, with more ribbons than that.
Dick:
“At last I’m back from overseas,
With loads and loads of D.F.C.’s,
And for good measure, I have too,
Collected an odd bar or two.
It really was quite simply done,
I just shot down a hundred Hun.
But now’s the time for my revenge,
Bligh’s dirty tricks I will avenge.”
Goldi:
“Oh joy! Oh rapture most sublime!
He has returned, this lover mine.
Now we can wed as sure as sure,
And I’ll have babies by the score.”
Dick advances on Bligh, who is standing dumfounded, a short struggle ensues and finally Dick throws him through a window, much to the disgust of chorus members gathered there. He and Goldilocks embrace. Enter the whole company, carrying the S.W.O. who has just come back from 7 days in Toronto. (N.B. it is a big office, see).
Dick:
“This is the end, I’m doing fine,
Now Goldilocks is really mine.
As a babe she is a solid whiz,
So the moral of this story is;
That if you always toe the line,
You’ll come out on top-you hope-some time.”
Chorus:
“He says that if you toe the line,
You will come out on top sometime.
But don’t you listen to his stuff,
It really is most awful guff.
But anyway it made a yarn,
So we don’t really give a darn.
This is the end we say adieu,
And Merry Christmas, Friends, to you.”
CURTAIN
Page Ten HILL TOPICS December, 1943
MONTHLY REPORTS FROM THE FOLK WHO LIVE ON THE HILL
[Photographs x 5]
GESTAPO GOSSIP
Well, folks, here we are again with the gossip for another month! We welcome our new arrivals from the Old Country and hope they will enjoy their ‘holiday’ in the Land of the Maple Leaf. Cheer up, lads, only two more years to go! Queer happenings – six policemen arrived i[indecipherable letter] ration strength increased by twelve! Don’t ‘Howlett’, but these lads can sure eat! What a pity meal cards aren’t transferable!
Much rejoicing at the Guard room when the latest boat list was published. By the way, there is no truth in the rumour that all four are trying to get ‘off the boat’.
Our basketball team is going great guns now that we have signed on the two Chinamen. “Wew un Wunce” and “How Long Since”. “Greaves’ Follies” have now moved from the foot of the league, and are increasing their threat to the team third from the bottom.
Our sergeant, (with the encouragement of a certain Flight-Sergeant), seems to us to be spending too much of his time across the border. No names, no pack drill, but “Wilson” puts him on the spot on the slightest provocation. We have the address of his girl friend out west.
Watch for a few surprises in our section in the next few weeks. A few of the boys are adding a bit of camouflage by the growth of some hair on their upper lips. Two faced, eh? Watch to your laurels, “Diamond Gin”, “Antonio Beltup” is on the war path!
In closing, we would like to remind a few officers and Senior N.C.O.’s that the box at the Main Gate is not “Bob’s Lunch”. We don’t mind lashing up a cup of brew now and then, but how about a nickel once in a while, to help swell the Police Holiday Fund?
And so, until next time, we remain, your binding brother.
-THE SUPER SNOOPER
SIX HANGAR
The good work started by the Maintenance soccer team is being carried on by the basketball and billiards teams. Like the football team, the basketball team was off to a shaky start, but have now settled down to play really effectively. If our present team is allowed to stay together, we should be somewhere near the top when the season finishes. The billiards team started off in fine style, but slipped up somewhat in their last game. We are confident that this was only a temporary lapse. One of our chaps, Peter Forbes, has won the station table tennis championship, for which we extend our heartiest congratulations. Peter has represented the station at cricket and tennis, is a more than useful basketball player, and also plays a crafty game of billiards and snooker, so that on the whole, he is a useful member of our sporting community. We have not been able to possess his technical ability as yet.
Quite a few of our boys have joined the ranks of the LAC.’s with one G.C., while Ginger Western’s tapes came through in time to save him from the honour of being an LAC with two G.C.’s. Congratulations Ginger.
One of our new G.C.’s, Johnny Moore, is acquiring a reputation as a Jack of all trades. His trade is F.II.A., officially, but his best work is done before he comes down to the hangar, when he fills the role of a human alarm clock. Just recently he has divided his attention between doing engine changes (under expert technical supervision), and hermetically sealing the flight-sergeant’s office with great sheets of asbestos and masking tape. In his spare time, he likes to go farming, but his chief hobbies, are:
(a) Going to bed early.
(b) Getting up early.
(c) Getting everybody else up early.
He works with, and sometimes in spite of, another G.C., who spends most of his spare time in a state of semi-coma on his bed. The rest of his time is spent in a state of semi-coma in the hangar, relieved by an odd burst of feverish activity in such places as Montreal.
He is fond of good music, good food and corporal CWAC’s, (not necessarily good), although this last does not mean that he has any prejudice against corporals in any of the other services.
N.B. – The R.A.F. always expected, of course.
That is all the gossip for this month, I think, so we will close down for another month.
[page break]
December, 1943 HILL TOPICS Page Eleven
“MINOR GEN”
We open this column with a happy note by wishing everyone a Merry Christmas and a Happy New, and we hope the next will see you celebrating this joyful occasion in “The Local”.
We wish to extend our congratulations to F/Sgt. and Mrs. Biggs on the safe arrival of a baby daughter. Keep up the good work, “Chiefy”.
Recently we have said farewell to our very popular test pilot F/O Hughes, who is leaving us for Blighty. Goodbye sir, and good luck. In his place we welcome F/O. Bond whom we know will be very happy with us in “test flight”. We promise you sir, to find the “lost revs” from previous air tests, and keep them in a well sealed container.
Another new face has appeared in this hangar, namely F/O. Johnson, who succeeds F/Lt. Littlejohn, as flight commander. F/Lt. Littlejohn crosses over the apron to the “Sanctum of Gen”, where he now assumes command of this wing as C.E.O.
Our heartiest congratulations are extended to the pioneers who trekked from 5 to 6 hangar, a short while ago. What a huge success it must have been ! ! ! Evidently, 6 hangar blokes must have lapped up the “technical gen” from our former colleagues, for now the remainder of 5 hangar staff are to join them and make it an incorporated company known as “The Sooper Dooper Gen Shop Inc.” (Flights, please note).
Cupid is also working very hard. “The Bells are Ringing” will soon be the theme song of LAC. Sheepwash who is being married in Toronto in the very near future. Congrats Ron and the future Mrs. Sheepwash, and may you both be very happy.
What we want to know is –
Why a certain corporal booked out a nice new tool roll, complete with tools? Was it voluntary, or M.W. R.O.’s? Is it true he has promised never to use it?
How to gain admittance to the ever increasing ranks of the “Three Years Sentence Served Club”? This is indicated by a beautiful inverted chevron and is now being worn by many “old lags”. Our “sympathies” are extended to the latest members – LAC. Buckley, LAC. Dormer, and AC. Mitchell.
Did a certain unpleasant occurence [sic] to an airman’s hat in the “Regent” Theatre, one evening, have anything to do with a new hair tonic being patented? Are you going to buy a comb now, Fred?
What the two crafty hounds of wine, women and song will do on the New Year’s leave? Will Ted take Jim to Buffalo, or will Jim manage to persuade Ted to go to New York? There is sure to be a large size piece of femininity lined up, anyhow.
Is a certain corporal suffering nervous tension in case “the boat” pulls in before the big freeze up – in which case, he’ll be deprived of his one source of lineshooting, - ice hockey?
That’s all for this month, chaps, your reporter signing off.
- “GRIPPER”
Officers’ Mess Chatter
The stork has been busy recently – congratulations to F/Lt. McEvoy, F/O. Wagstaffe and F/O. Ratcliffe.
A lot of changes in the mess recently. We are all very sorry to say goodbye to S/L. Boles, whose dashing personality we shall all miss. To F/Lt. ‘Sam’ Calland, a great guy and a real friend; and to Doc Franklin, to whom we offer our good wishes on his new appointment.
A hearty welcome to our new members. Amazing how quickly these op types get in the groove.
F/Lt. – seems to enjoy his supper in the airmen’s mess. A certain nursing sister is looking rather blue these days. Is it true that F/O. – is studying dramatics with a well-known actress? There is not much privacy in the Card Room Hall, is there F/O.-? What qualifications are needed to join the Senior Officers’ Mutual Admiration Society? Those town gossips are quick on the uptake S/L.- . Our handsome, dark-eyed F/O. is very quiet these days. Losing touch, old man? Air gunners seem to have varied interests, Beauty Salons, Kindergarten schools, etc.
So a certain S/L. goes to Montreal just to sleep. Strange! That hotel in Picton is a friendly place, F/Lt.- or do you think so? Why so worried these days Mac? Any truth in the rumours that our great lover has at last got caught?
But Christmas is coming – we should be charitable and so to one and all we extend our heartiest wishes for the Yuletide season. “NICHEVO”.
The Sergeants’ Messings
The Sergeants’ Mess has had a recent influx of new members so that with perhaps one exception their behaviour has been without blemish (and interest), or well hidden . . . and since the exception has been published in DRO’s, no further comment is necessary except to remind this lad that N.C.O’s are supposed to be able to carry their liquor or stick to Coke . . .
One Sergeant-pilot, (no, he hasn’t got his crown yet . . .) managed to make a perfect landing without any assistance from his undercart and was congratulated by his goons but NOT by the authorities . . . No esprit de muck-in . . .
Another is wearing a beautiful “shiner” together with half-a-dozen stitches and claims that he was not under the influence, but was merely playing his part of the Big Dog . . . (no one seems to know the exact meaning of the expression). Mess meetings still have their familiar Burlesque or Old-Time Music Hall atmosphere, and our scantily haired concert comedian oft times seems to think he is in the Y.M. and not the S.M. . . .
Some of our older members are leaving us or have left, either for the Land of the Free (!) or to the Officers Mess . . . and in this latter respect Laddie Shedden (better known to some as the Duty Gremlin) and Digger Lowett, our Colonial friend from the land of sheep, are to be congratulated or something. Well, lets hope that there will be more of interest next month as the newer members settle down to their salub-
CORPORALS’ CLUB
The club itself is situated opposite the Drill Hall, and is open all day for use by members to spend their leisure hours in comfort. It is hoped that more and more use of the club with the facilities it has to offer, will be made by all junior N.C.O.’s, to keep alive the interest that is necessary to continue to make the club a success, so that it may be regarded as their “home from home”.
Flying Officer Dawson as President, Corporal Spencer as Chairman, Corporal Blake as Treasurer, and Corporal Hinds as Secretary, (newly elected), are the club officers.
The bar, which opens at 18.30 hours each evening, is under the very capable management of Corporal Bragg-Smith, and every endeavour is made to meet the requirements of all members. Any corporals willing to help behind the bar any evening, are asked to contact Corporal Bragg-Smith, who is only too anxious to receive help, no matter how small.
A complaint was received from the Treasurer, that he is bein[sic] “run off his feet” collecting “subs”, and the committee hope this will continue?
Sunday night is Guest Night, and all corporals are asked to take full advantage of the facilities offered.
Social evenings are arranged and it is noticed that a more active interest is being taken by the members on these occasions, and every effort is being made to make these evenings more successful every time one comes along so that our guests will go away full of the praises of the Corporals’ Club, as they have done in the past.
The club congratulates Corporals Robertson, Hamilton, Brown, Boardman and Ward, on their recent promotion and trust they will make themselves “at home” in the Corporals’ Club.
Who is the corporal who goes to bed with stripes on his pyjamas?
CPL. A.G. HIND
Control Calling
We hope you are receiving us loud and clear – rather a needless question, of course, because your set will probably be switched off – but nevertheless, we take this opportunity to remind all concerned that :
(a) The wash-out flag does NOT indicate a right-hand circuit.
(b) The Rumble Club is still in existence, despite the absence of the Black Dog.
(c) The best place to build a fire is in the fireplace – (it does not do the tarmac any good).
After much practice, we observe that some Lizzie pilots are becoming quite dexterous at knocking down the Christmas trees on the runways, and we are wondering who will be the first to achieve a 100 per cent score when touching down. We regret to announce that Works and Bricks are NOT offering a prize.
We wish our ex-O/C Flying, S/Ldr. Boles, the best of luck and happy landings – (the Verey pistols have been greased and stored away), and we welcome his successor, F/Lt. Ritcher to our midst.
That’s all for the moment gentlemen. Until next time we shall be listening out, listening out.
Song titles illustrated No. 1 “Pistol Packing Mama”.
- S/L Geo. Boles Standing at Control Tower Firing Signal Cartridges.
N Flight – Do Not Disturb
By the time this is published, the season of goodwill will be upon us once more; so we will start by wishing one and all a Merry Christmas and a Happy New Year. The month of November has been an eventful one for the children of “Tong”. A month that they could have been justly proud of, but for the two unfortunate incidents, which the whole camp no doubt knows about, by now. To those who were injured, we tender our sympathies, and wish them a speedy recovery.
Apart from accidents, the flight has done very well, setting up a new record for bombs dropped at night, and also maintaining a high percentage of serviceability. Keep it up, lads.
The “Wooden Spoon”, this month, goes to a certain F/O., whose record for two details was; one burst tyre and one belly landing. Truly a good record. Maybe that certain Sgt. pilot was trying to equal this record, when he came in with his undercart up. What about it, Jock? Then there’s another F/O., who is haunted by brake trouble. Why don’t you try having a mag-drop sometime, sir or is that too technical?
AC. Malt came back from leave with some tall stories about his capacity for alcoholic beverages; and it seems he has devised a new time system, whereby he gets thirty-six hours out of twenty-four. Good going Malt. “Boston” Harry has left for the “States”, where he will spend his hard-earned leave; shooting? The rest of us are waiting for Christmas; when the Moonshine Boys will scatter to the four winds to spend their leisure time whoofing, guzzling, and spreading good-will throughout the land. Nothing like it.
The entertainment side of “N” is taken care of by the “Choristers”, led by one AC. Adlam, who does a good job of murder. Anyone caring to hear them, should submit their applications on the appropriate forms (triplicate), and then wait the usual six months for an answer; or they can take a bomb aimer’s course.
Unable to participate in any station sports, we have devised our own program, consisting of hockey (played in crew room), rugby (played in crew room), football (played in crew room) and baseball (played in crew room). If anyone has a spare crew room, we would be glad of it, as we wish to have two games going at once.
If anyone wishes to see a “Zombie”, just come along to 8L around six a.m. He walks then.
Here’s an incident worth recording. The scene is Chiefy’s office.
Pilot – “Why is the flame from the exhaust blue?”
Voice – “That’s because we’re using blue coloured gas.”
Pilot – “Well, if you used pink gas, what would you get”
Voice – “Pinking.”
A note to “B” and “C” Flights – When entering the billet, please leave your soap boxes outside.
[page break]
Page Twelve HILL TOPICS December, 1943
“A” Flight No. 4 Hangar
Here we are with just a few lines for our Christmas number. The festive season will be close upon us when this issue is en route, and we would like to say a “Merry Christmas” to all members of the Flight ground crew and flying personnel. May it be as near to as real Christmas as you would have it, and may the next one be spent with those in “the old country”.
Last month we achieved our ambition and saw all our serviceability tabs white on the serviceability board. During the past week we have reversed the order – and they were not the only things that were red either. The languages was of an equally outstanding hue.
Still, the panic is almost over and although somewhat exhausted, we find our heads keeping just above water again. No doubt someone will shove them under again by informing us that after all, if we want our New Year’s grant, we must forego our days off and 48’s for about six weeks – Jonah’s nightmare. Surprising how much can be demanded of so few as those who work with them, and yet know so little of them!
We are given to understand that F/O. Spencer is following in the footsteps of Mr. Pulleyn. Perhaps they both want real live Christmas presents and not paper dolls – or do they want someone to nurse them?
F/O. Hall appears to be next on the list. After all, Winnipeg on five days’ leave usually means something. He is in such a hurry he’s going by T.C.A. How is he getting back? Who is the officer who “shoots the line” that he takes his lady friend up to No. 4 range at night to see the bombs burst?
We welcome our new pilots on drivers airframe and hope they will be as (un)happy as their colleagues. F/O. Dawson and Davis have been transferred to “D” Flight. Perhaps their new Flight Commander may have more success with them with regard to P.T. than we had.
Congratulations to F/O. Dennis and F/O. Hall on their promotion. We observe that F/Lt. Davies is not looking quite the picture of health of late. We understand he complains that the early morning weather tests are killing him by inches.
P/O. Smith returning from leave in New York is just an empty shell. We believe he left his heart there and also something in Toronto. One current suggestion interests us, and also fills us with a certain amount of dismay. We understand it is intended to transfer to our hangar the night flying flight, plus one or two Bolingbrokes in addition, to a certain area also required by the training wing. Signals section – where do we put the other half of our complement of aircraft? No. 5 hangar crew room? The idea seems to be to spread the different sections over as many hangars as possible with a view to making the N.C.O’s in charge of flights hold their heads in dismay and wonder which hangar they are operating from.
And so “for the present we leave you” with, once again, Hearty Christmas Greetings.
Station Sick Quarters
Once again we take yet another plunge into the realms of journalism. This time, our staff having depleted somewhat, we have very little material from which to glean sarcasm, scandal and smut, or items of interest.
A short time ago a very substantial piece of medicine mixing machinery found its way to the sickery, in the person of Sgt. Ben Berebaum, alias, Whispering Smith. He soon became a very popular member of the staff and took the lead in the basketball team, helping us to lose our first game with a fair margin! !
The classification test for R.C.A.F. airmen caused quite a stir amongst the Canadian members of the staff. One clk. gen. med. was heard to say; “I think it was most unfair, I had just started when they said time was up!” However, they may decide he is below average and discharge him from the service, then he will be sorry; but why worry there’s always the R.A.F.!
The pressure of work in this section is too much for some of the staff. One worthy LAC. G.C., who has suffered from ponophobia for some time, had a very disturbing dream recently. After dreaming that he had been beheaded, he awoke with a start, and raising his hand was amazed to find his head still there!
In conclusion we wish our new Station Mag. every success.
SMELLS OF THE AIRMEN’S MESS
Camphor, turpentine, and tea.
The smell of coffee freshly ground,
Of these, we love three,
When ma is not around.
After a short summer we see the departure of F/Sgt. Harrison, LAC. Chadwick and with knashing of teeth, the boy Kernigan. Bon voyage to them. Count Horribin has left us, accompanied by the fast-fading LAC. Thompson, whose death we will report, when he has kicked the bucket.
Dan Cupid has been working overtime lately, with the weddings of AC. and Mrs. Brom Jones, AC. and Mrs. Harry Jones and AC. and Mrs. Stanley Leversidge. Our best wishes to all ten of them.
That dashing young dark-head late of Wellington, misled in the past, has changed his route to Waupoos. We are now suffering from a milk shortage. Last week, amid the horrors of the English language, Pop Beasley and Mrs. Maggs were promoted. Bags of binding now.
Who is that Corporal we see standing outside school every day? Is some one moving into the fourth form soon? Old toothless is sure getting some in. We have never found out whether those missing teeth were the result of too much bobbing, or acting co-pilot on a flying stock pot.
The S/O. office floor looks clean these days. Our corporal who lives out should keep off his knees. He may go up with the blind some morning.
That Gen. man of the concrete mixers is again on the grave yard shift along with the old firm of Steads and Davey Incorporated. Those Blue Circle Blue-prints sure make a good win of the pastry with the many slabbering spittle-throwers that the dentist sends us.
The day will come when we will meet you binders on the Burma Road and we shall shovel you the bean ration for breakfast, dinner and tea.
“Duff Gen.” From H.Q.
Corporal “Gabby” Whiteley, our departed (on posting) and much lamented “D.R.O. King” and basketball enthusiast, has, as a result of his leaving us, caused the question to be raised as to the necessity for the installation of a Tanoid System at 31 B. & G.S.
The other “loud speaker” in S.H.Q. (no names mentioned) has, for some unknown reason, been less audible of late. This may assist “the powers that be” to reach a decision regarding the above mentioned proposed installation.
LAC. Jimmy Foster, Corporal Whiteley’s successor, has been advised not to “dally” with D.R.O’s.
It has been recently observed that a certain Senior N.C.O. in S.H.Q. Orderly Room (not F.F.) has displayed a considerable amount of keenness in obtaining an ‘early chit’ on top of his “48’s”. We wonder whether the reason is compassionate or just passionate.
Extract from an article on Fish Farming from the November issue of Hill Topics:- “The local fishermen also co-operate in the work of obtaining the eggs, and they also are packed in boxes and taken to the hatchery in the usual way” – In the ensuing paragraph the writer explains how the boxes are unpacked and the eggs removed, but we are at a loss to know what happens to the fishermen. Perhaps “E.D.B.” could solve the mystery.
“G.I.S. Gen”
The G.I.S. is settling down after its “shakedown” cruise, and the staff and pupils are beginning to understand the hieroglyphics issued by the Central Control. Despite gossip, Central Control is organized. Look how it organized itself the man who could fix lino on the floor; (would-be central controllers might do well to study easy chairs in the local dealers).
We offer our congratulations to F/Lt. McEvoy on his promotion to fatherhood and F/Lt.’ancy and our best wishes for a safe trip home. Also “on the boat”, F/Sgts. James Brookfield and Woodman. All our best to them.
Welcome to F/Lt. Rigg, the new school Adj., and to F/O. Olver, who descends from AMBT to the mad-house. Hockey should commence soon, so roll up fans and players; we want to blow up W. & B. this season.
Footnote
What is the attraction at Niagara Falls? No prizes offered, but it’s not watching the water. Two instructors used to slip away furtively, leaving much speculation behind them.
The secret is now out; they were caught building their own boat.
PLOTTING OFFICE
(H.Q. of the Wrong Bomb Society)
Who is the Sgt. Pilot who is getting a reputation for binding the analysis. No NOT binder Stevenson. And he is not to be confused with the pilot who claimed two spinners during a night exercise. To substantiate these claims efforts are being made to give the bombs a covering of phosphorescent paint. Is it possible to get lost over Prince Edward County, (in reasonably good weather of course). We know of at least one pilot who had reason to be grateful to a bomb aimer map reader. It is only fair to state that he had been engaged on our longest “hop” – to number 3 target – of course there is always the possibility of flak over Waupoos, or would it be arrows? Then there is the pilot who shouted “Tally ho, bandits ahead” as he observed two strange Ansons tack on to his detail over number one target (bags of squadron bombing) plenty of fourth of July stuff and all that, for the range staff who were frantically firing red signals to such an extent that Flight Sergeant Perfect had to replenish his stock.
Mention of the range staff and pyrotechnics brings to mind the ghastly attempt to flatten one of the quadrant huts recently, or should I say ghastly, strange as it may seem the student had found a very good wind, his line of sight was good, and even the pilot must have been on the “bit”, for the bomb fell close enough for even the range staff to realize that they were under fire, resulting in a frantic race to the table, the unlucky one emulated the example of “Pistol Packing Mama” dared the dangers hurtling from above, and fired more of FLIGHT Sgt. Perfect’s pyros. The student’s excuse was that on certain headings he mistook the quadrant hut for the target. Likely story eh? Let me hazard an opinion of what really went on in his mind. During the run up:- Targets are getting too dull and uninteresting. After all that same triangle does get a trifle boring, the bloody bombs usually steer clear of it anyway. Ah: and he chortles craftily what better target could one select than the quadrant hut, - kill two birds with one stone – ruin the quadrants and the B-ers inside it. Ha ha, as he thinks of his 300 yard error yesterday, I’ll teach ‘em to make such a “balls, picnics and parties” of our bombs. Unheralded unsung and frequently cursed, these heroes of the ranges defy death daily, not even a bloomin’ Picton long service medal. Some more hopeful faces appearing in view. AC. Bennett is pushing the charts ungracefully through the wicker so until next month good plotting.
P.S. – Who are the MOODY individuals always COOKING something together?
P.P.S. – Who is the “lowe” type who solves coefficient “C” when swinging a compass by using quadratic equations, and who is his sergeant fellow criminal who insists on using simultaneous equations.
-R.M.L.
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December, 1943 HILL TOPICS Page Thirteen
AU REVOIR
We have suffered quite a few losses during the past month and many well known figures have left us, others we welcome to Picton, perhaps especially those fresh from the “Old Country”, the lads from whom we wrest the latest gen.
W/C/ Anderson has departed, his dog still roams the camp in search of him. Medical officers have come and gone, but it seemed that “Frankie” went on for ever. Now the popular F/Lt. Franklin has left us, having said “cheerio” for Saskatchewan. S/L. Geo. Boles who has been the stations O/C. flying for the past eleven months, is leaving, this probably means goodbye too, to R.A.F. The Scotch terrier to whom he is so closely attached. Wing Commander Kennedy thus loses his staunch and able snooker partner, and the officers’ mess it’s most perlific [sic] commentator. His constant advice to his opponent, and his ready assistance in giving them “the angle” was always a source of amusement.
A soccer personality well known to officers and men alike has the “boat gleam” in his eye. He is F/O. Jock Campbell who has been a real stalwart in the station team for so many months. Jock has won many admirers by his grand sportsmanship, his coolness, and clean play, never unruffled he was an inspiration to the team and will certainly be missed. Before joining the ranks of the R.A.F. F/O. Campbell played professional football in Scottish league football with Partick Thistle. Another Scotsman, one of the quiet types will be with him – F/O. McKellar. We make mention elsewhere re the departure of F/Lt. Calland, popular junior accountant officer. P/O. Simpson who has waited a long time for the boat was well known as a W/O. Quite a few whose bombs he had plotted in the early days, returned to the station after graduating as instructors.
One of the strangest sights to be seen on the station, was a rather eccentric (peculiar type) fellow, who invariably wore his hat from ear to ear, and whose weird grin matched the slant of the hat. He ambled along and his stock phrase was “I’m only a – Corporal” if you know the description you know the man. The last word of the phrase changed recently to sergeant. A peculiar sight perhaps, but one that will be missed. Sgt. C. Douglas Deane, the station’s eminent photographer returns to England with a few of America’s choicest photographic competition prizes. An expert with birds we wish him good hunting on his return. The station dance band has felt the loss of its drummer and string bass, and “A” Flight it’s comedian, by the posting of F/S. Norman Richardson.
The well represented clan of Scotland has lost another of its number by the departure to Charlottetown of F/Sgt. Robertson, the genial “Robbie” was quite an old timer at Picton.
We are happy to welcome yet another “gonged” flier to Picton, coming to us from the west F/O. Asker, D.F.C., D.F.M., is not among strangers. He has flown on operational sorties with our chief instructor W/Cdr. J. Kennedy, D.F.C.
We extend a cordial welcome to F/Lt. Fenn, medical officder, and F/O. Johnson, engineering officer. A welcome return is given to F/L. Rigg and P/O. Beatson, two ex-operational types from New Zealand. As F/O. Rigg and F/Sgt. Beatson they left Picton a few weeks ago and have returned to us from Pennfield Ridge. Congratulations to them both on their promotion and on being posted back to Picton.
F/Lt. Rither comes to us from 31 S.F.T.S. which is “just up the lake a piece” at Kingston, and from 32 S.F.T.S. (which is not next door as the number might suggest) we welcome Sgt. Ritchie and Sgt. Lewis added to the recent influx of pilots are Sgts. Spikins, Hammel, and Halfacre from 34 S.F.T.S.
Two new faces have appeared in the photographic section, Sgt. Matthews has arrived from Medicine Hat, and Corporal Reynolds said farewell to England recently, and has brought some of the latest gen for his section. Photography is playing a most important part in this war and his up to date knowledge should be of value to those whose duty deals with this subject.
“A DAY IN THE LIFE OF” SERIES
No. 1
A DAY IN THE LIFE OF A C.O.
Overture: “Colonel Bogey”.
Curtain
The C.O. of No. 594 B. & G. School is seated at his desk carefully scraping egg off of his tie with an old razor blade. Time 14.30 hours. Year 1975.
Enter the Adjutant, spurs jingling, salutes smartly.
Adj. – “Good morning sir.”
C.O. – “Good morning, put yourself on a charge, you have your hair parted in the middle again.”
Adj. – “Very good sir.”
C.O. – “Well how many charges have we to deal with today?”
Adj. – “1,863, sir.”
C.O. – “Practically the whole station eh! Oh well, send the first one in.”
Adj. – “Sorry sir I can’t, it’s a mutiny and they are barricaded in the cookhouse with all the available arms and ammunition.”
C.O. – “Mutiny eh! What’s the matter with them this time?”
Adj. – “It’s about that airman that you had flogged to death yesterday for having dirty boots, sir. They think that you should have let him off with the rack sir.”
C.O. – “Oh! Is that all? I thought that they were beefing about the food again. Take the S.W.O. on the square and shoot him, that should appease them.”
Adj. – “Can’t sir, no ammunition.”
C.O. – “That’s the trouble with you, always finding difficulties. Alright, throw him to the mob then.”
Adj. – “Very good sir.”
Exit Adjutant.
C.O. goes back to scraping his tie. Five minutes alapse [sic] then a loud roar of voices is heard followed by a horrible scream cut short suddenly.
Enter Adjutant.
Adj. – “Everything is alright now sir they’ve gone back to work.”
C.O. – “Good, what happened?”
Adj. – “They tore him limb from limb sir.”
C.O. – “Too bad, still we all have to make sacrifices in wartime. Give the remains a military funeral.”
Adj. – “I’ll attend to it personally sir.”
C.O. – “Creeping again, eh? Alright you can have a 48 next year. What’s next?”
Adj. – “A.C.2 Plunk interview for a commission sir. He applied 5 years ago, everyone else has interviewed him and he has had the ordeal by fire, it’s your turn now.”
C.O. – “Alright send him in, have to do it somewhen I suppose.”
Exit Adjutant, enter AC.2 Plunk in best blue, prostrates himself before the desk.
C.O. – “AC.2 Plunk, so you want a commission eh?” Laughs fiendishly.
“Alright I’ll give you an intelligence and general knowledge test. Now, who is the most popular man on the station?”
Plunk – “You are sir.”
C.O. – “Good, and who is the most intelligent man on the station?”
Plunk – “You are sir.”
C.O. – “Good, and who is the best looking man on the station?”
Plunk – “You are sir.”
C.O. – “Very good, and are you going to lend me $5?”
Plunk – “Yes sir.”
C.O. – “Excellent, 100 per cent, go and buy a uniform.”
Plunk prostrates himself again and goes to leave the room.
C.O. – “Just a minute, make it a Flight Lieut.’s, you’re promoted. I shall need a new Adjutant, have to get rid of the present one, I can’t stick a yes-man.”
Plunk – “Yes sir.”
Salaams and exits. Enter Adjutant.
C.O. – “What’s next?”
Adj. – “A number of documents for your signature sir.”
C.O. looks at his watch.
C.O. – “Too late now, time for tea. Give them to the Senior Admin., he’s always signing my name on checks, can do it better than I can.”
Adj. – “Very good sir.”
Exit Adjutant. C.O. gazes thoughtfully after him, mutters to himself.
C.O. – “Haven’t thrown anyone to the crocodiles for a long time.”
Puts on hat and exits to strain of “Nearer My God to Thee.”
Curtain
THE LADIES
I’ve taken my fun where I’ve found it;
I’ve rouged an’ I’ve ranged in my time;
I’ve ‘ad my pickin’ o’ sweethearts,
An’ four o’ the lot was prime.
One was an ‘arf-caste widow,
One was a woman at Prome,
One was the wife of a jemadar-sais, (head groom)
An’ one is a girl at ‘ome.
“Now I aren’t no ‘and with the ladies,
For taken them all along,
You never can say till you’ve tried ‘em,
An’ then you are like to be wrong.
There’s times when you think that you mightn’t,
There’s times when you think that you might;
But the things you will learn from the yellow an’ brown
They’ll help you a lot with the white!”
I was a young un at ‘oogli,
Shy as a girl to begin;
Aggie de Castrer she made me,
An’ Aggie was clever as sin;
Older than me, but my first un –
More like a mother she were –
Showed me the way to promotion an’ pay,
An’ I learned about women from her!
Then I was ordered to Burma,
Acting charge o’ Bazaar,
An’ I got me a tiddy live ‘eathen
Through buyin’ supplies of her pa.
Funny and yellow an’ faithful –
Doll in a teacup she were –
But we lived on the square, like a true married pair.
An’ I learned about women from her!
Then we shifted to Neemuch
(or I might ha’ been keeping ‘er now),
An’ I took with a shiny she-devil,
The wife of a nigger at Mhow;
“Taught me the gipsy-folks ‘bolee’; (slang)
Kind o’ a volcano she were,
For she knifed me one night ‘cause I wished she was white,
An’ I learned about women from ‘er.
Then I come ‘ome in a trooper,
‘Long of a kid of sixteen –
Girl from a convent at Meerut,
The straightest I ever ‘ave seen.
Love at first sight was ‘er trouble,
She didn’t know what it were;
An’ I wouldn’t do such, cause I liked ‘er too much,
But – I learned about women from ‘er!
I’ve taken my fun where I’ve found it,
An’ now I must pay for my fun,
For the more you ‘ave known o’ the others
The less will you settle to one;
An’ the end of it’s sittin and thinkin’,
So be warned by my lot (which I know you will not),
An’ learn about women from me!
- Rudyard Kipling
Corporal so-and-so was in S.S.Q. with a badly festered hand which had necessitated two incisions. On one of the daily rounds made by the M.O. the corporal enquired, “Do you think I shall be able to play the piano alright when it’s healed up Sir?” “Why of course Corporal”, replied the M.O. “That’s good,” replied the corporal, “I couldn’t before I came in hospital!”
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Page Fourteen HILL TOPICS December, 1943
Sport and Entertainment
THE Christmas festivities will soon be upon us and plans are being feverishly put into operation to bring you lots of the old Christmas Spirit, (not the kind that comes out of bottles). A Christmas dance has been fixed for the 22nd of December, in the Armories, and a children’s party which will give you the opportunity to return some of the hospitality that you have enjoyed in the locality, on the 21st of December. This is also being held in the Armories. There are plans going ahead to make some very amusing novelties for the kiddies, so a good time should be had by all.
We hope to make the Christmas dance the best ever, a pretty tall order say those who were at the other Christmas dances in the past, the people who are organizing it think that they can at least try. Well I think we can say that we have had a pretty lively month in the Recreation hall, with such grand shows as the Lifebouy Follies, Hitting the Jackpot, and the Massey-Harris show “Combines”.
The Lifebouy Follies were superb; they seem to improve with every visit. The slick way they put their show over stamps them as first class performers. Those two live wires Pat Rafferty and Jimmy add just the right amount of fun and games without lowering the class. Hitting the Jackpot was also a good show with a lot of smart girls ably led by Mrs. Kenny, that versatile lady with lots of pep. The Massey-Harris “Combines” had something different with the Adagio dancers Meta and St. John, assisted by a very fine chorus of lovelies. This party all work in the Massey-Harris plant during the week and do this entertaining of troops in their spare time.
The Station Concert Party presented a show on Wednesday, 24th November in the Recreation Hall, I think everyone will agree that it was super and anyone who didn’t have aching sides when they left the hall must be a hard man to please, for there were comedians galore, and it was difficult to walk about backstage without treading on one.
W.O. Rieck and Tubby Fields were, of course, the leading lights with their fun and games which knitted the show together. The Orderly Room sketch was good too with Mr. Reick as the “Brains Trust” Chiefie who forgot his pants.
A very good turn was the Western Bro.’s act typical topical songs put over by LAC. Abercrombie and Cpl. Spencer in a manner that brought memories of the pre-war Music Halls and a couple of everybodies’ favourites.
LAC. Abercrombie also did his parson sketch with some variations from last time, and again brought many laughs.
The unusual item in this show was Mr. Green and Sgt. Sleeper with guitar and fiddle, playing square dance music in the rustic manner, which was well received by the audience.
LAC. Cartlidge was wizard on the piano, his three interpretations of “Stormy Weather” were grand, as were his other numbers.
The singers were good; LAC. Hughes’ “Holy City” was particularly fine. By the way I Boobed in the last issue of the Mag by misnaming this man Smith (no it wasn’t the first name I thought of). LAC. Jones sang “Trees” and Richard Tauber’s latest hit “My Heart and I” in splendid manner.
Thanks Mr. Reick and Tubby for a grand show. More! More! is the cry. The airmen’s dances have been still running successfully if somewhat spasmodically and good attendances are reported.
The Whist Drives are like the parson’s egg, good in parts. Why are the attendances so bad? Reasons for it dropped in the right quarter would be appreciated.
We have had some good films lately, and now that we have that second projector, a good picture is not spoiled by those irritating breaks. There are some good pictures due here in the near future.
Well all that remains for me to say is a Merry Christmas and a Happy New Year.
ICE HOCKEY
With the cooler weather approaching, there is the possibility we shall soon be exposed to that all-Canadian game “ice-hockey”. It is suggested that before the season opens all hockey enthusiasts reserve their box seats on the rink adjacent to Headquarters. The rink for “skating only” has been made by Works & Buildings between G.I.S. and the Gaiety Theatre. No hockey sticks will be permitted on this rink so as to leave all possible scope for the headlong tactics of stunning beginners. New lights have been installed on the hockey cushion, and all is in readiness for that first sheet of ice. A meeting of all sections in an inter-section league has been called which resulted in representatives appearing for Works & Buildings, last year’s champions; G.I.S. Instructors, runners-up of last year; the Hospital; the Ranges; Repair Squadron; and the G.I.S. Pupils. The representatives from “down under” (Australians) are planning to “have a go” at this game. From all reports it appears as though there will be six sections interested in an inter-section league. Up to the time of writing the “Cooks and Butchers” of last year have not signified their intentions of icing a team. Possibly they are cooking up something so they can butcher or hack away as they did last year? There will, of course, be an inter-mess league, composed of officers’, sergeants’, corporals’, and airmen’s teams. There will be ample scope for exhibition games between such sections as the “Wingless Wonders”, the “Spitfires”, the “Australians”, the “English”, the “Scotch”, and the “Welsh” players.
Just as soon as the weather permits an ice surface will be produced to all and sundry to experience the “ups and downs” of ice hockey and skating in general. It is not likely we shall be able to commence the inter-section games until the middle of January. Any section interested in a team in the league should prepare a list of players and attend league meetings when they are called. When the season commences make full use of skating facilities, because the season is all too short.
FLOOR HOCKEY
Since the last issue of ‘Hill Topics’ this activity has made some headway, also the odd casuality [sic]. Some hopefuls have turned up for practice games, and have gone away with the thought that the game is a little rough. But as was expected the hardy rugged individuals that like to use their avoir-dupois in a sport stuck it, and are proving very inept in taking up this new sport.
We have tackled R.C.A.F. Trenton, which proved to be a very tame affair, even though we lost it to the tune of 13-2. The outstanding players for Picton were LAC. “Frenchy” Moore, Cpl. Vaukins in goal, and Cpl. Knight as forward. Being the first encounter, the Picton players were content mainly to feel their way around, and pick up the points as they went along.
In our second station game we played on our floor against the experienced team from I.T.S. Belleville, which proved to be a bruising affair. Although Picton lost 15-0, the Canadians were shaken up in more ways than one to realize that the R.A.F. were quite able to take them on at a game that is a half-brother of Canada’s main winter sport. The checking of our team was all that could be expected, but the scoring was fruitless, mainly because until now the R.A.F. players have not developed the technique of lifting the puck off from the floor. Improvement in playing was observed in LAC. Livingstone, Cpl. McKnight, and LAC. Waitson. Without the smart net-minding of Cpl. Vaukins in goal and Cpl. Hawley (who upsets the opponents) the score might have been considerably higher.
Since the above game more potential material has shown up to practices, in the shape and form of the “Anzacs” on the station. They have taken to floor hockey as “dice does to a black man” and will prove a liability to all whom they meet. It is hoped that in future games against other stations we shall render a better account of ourselves, anyway when games are played in the drill hall come along for this sport, and be prepared to turn out for pending practices.
BOXING
Those who like a live show had better make a date for Wednesday, 15th December – there will be a display of boxing in the Drill Hall. It’s going to be an interesting evening, with a team from Mountain View, “squaring up” to a number of our boys, as the main attraction. Trenton have promised to put on several exhibition bouts, and a couple of our own Corporals have promised to give a display.
Boxing has an appeal of it’s own, arising, not just from the satisfaction of being able to use your fists, but mainly from the feeling of well being that only perfect physical fitness can give. The team now in training is showing great enthusiasm, and with the increased facilities available in the Drill Hall, will be able to vary their routine considerably.
If you are interested in learning something about this game, come around to the Drill Hall any Monday or Wednesday evening, and see for yourself what is going on. Get in touch with the officer or N.C.O. in charge, who will tell you how to get into condition, and learn how to use your fists and your feet, and your weight.
Finally, there is one point you must always remember, service boxing is NOT prize fighting. The winner is the man who scores points for quick, clean hitting, smooth foot work, and ability to defend himself, the courage to take a little punishment, and the “guts” to work as hard in the third round as he did in the first.
BADMINTON
At the moment those interested in the art of knocking shuttlecocks around have the use of the courts on Tuesday evenings commencing at 19.15 hours. On Tuesdays all interested may meet in the Drill Hall and arrange games as they desire. It is hoped with a larger area now available in the Drill Hall to locate two or three courts away from the basketball courts, so that players may use the badminton courts on any evening of the week. There is still a shortage of shuttlecocks however, and the amount of playing done will be in proportion to the number of shuttlecocks available.
We have had one inter-station tournament to date, in which Picton did not fare too well, in fact of stations participating Picton was on the bottom rung. However with the next one which is being held on Thursday, Dec. 9th at No. 5 I.T.S., Belleville, we might produce some upsets in the district.
Some badminton enthusiasts and beginners are finding ample scope for playing and social experience by playing with the local Picton club where girls abound. For further details ask F/O. “Jock” Campbell why he is taking up this racquet (racket) game?
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December, 1943 HILL TOPICS Page Fifteen
RUGBY
Our first game was against the pupils at Mountain View when the team comprised of the players left from last season assisted by pupils. The station won by a large margin of 33-3, thanks to the help of LAC. Hughes. Sad to relate Flight Sgt. Robinson was injured in this game – an injury which kept him out of station rugby for the remainder of the season.
After a practice match the station XV visited Kingston and were badly defeated despite sterling work by F/O. Ellis. This game however served as a very useful lesson to all in that their defence must be more vigilant. Flight Sgt. Wilson sustained a wrist injury in this game which kept him out of active rugby for the rest of the season.
On the following day the station second XV entertained Kingston II and although Kingston again won by a small margin a good hard game was played until bad light drew the game to a premature end.
The outside activity of the game was then marred by the quarantine ban and during this time many very enjoyable games were played between the Officers and Sergeant Messes and the G.I.S. The latter team were most successful thanks to the good work of LAC.’s Wardell, Fellows, Small, Hughes and Lemon and also managed to bring to light some very useful players. What the Officers team lost due to fitness they made up in the experience of W/C. Kennedy, F/L. Sleep and others. During one of these games Sgt. Hayes received a knees injury which kept him out of the game for several weeks, the captaincy of the team being taken over by F/O. Ellis. It was also during this stage of inertia that our players from “down under” arrived and added zest to the games.
On the ban being raised the station XV again visited Kingston in the Command Championship Play-off on 19th October were defeated by 3-11 our score being a splendid kick by LAC. Fellows who unfortunately received a head injury in the last few minutes of the game. LAC. Jenkins also suffered a back injury in this game which rendered him for the rest of the season.
On the 30th October, we visited Mount Hope and after a hard game were defeated 8-6. We were unlucky to loose [sic] LAC. Lemon early in the first half especially as he was playing his best game of the season.
The G.I.S. in the meantime had two games with Mountain View G.I.S. both of which we managed to win mainly due to the good work of LAC. Hughes and some good kicking by LAC. Fellows.
Our last game of the season was against Port Albert at Toronto, on 13th November when we were without the valuable assistance of F/O. Birt, who unfortunately broke his collar bone in a practice game, and LAC. Wardell who had been posted. The game was lost by 4-11 our only score being an excellent drop kick by Sgt. Dix. The whole team played a hard clean game making a fitting close to a successful season and were glad to have such a good body of supporters for an away game.
INTER-SECTION BASKETBALL LEAGUE STANDING TO
NOV. 25/43 INCLUSIVE
[Table]
BASKETBALL
Since the last issue of “Hill Topics” the inter-section league has had many games, and the standard of their sport has been greatly enhanced. Although we commenced the season with 22 teams and now have 19 teams, the competition is keen in each section of the league. Synthetic training, “D” flight air, and the station armoury teams have dropped out of the league. However if any players from these former teams desire to play, they can affiliate themselves to other sections.
To date there has been no attempt made to develop a “station team”, mainly because the scouts or touts have had no opportunity to see all potential hoopsters in action. Anyway those players that merit a try-out for the team will have the opportunity after the Christmas season.
At present, Headquarters rule the roost in the league by defeating Workshops in their last game. With only two reverses which were Maintenance Armoury and G.I.S. Pool the S.H.Q. team have a well balanced passing team, and will prove a threat to any section team. If Sgt. Verney could be on hand more frequently, his team would have a debating member on hand at all times. However, Cpl. “Timber” Wood as coach and scorer is seeing that all of AC. Elsey’s baskets are recorded.
Workshops as runners-up in the league, have proved a surprise team. With LAC. Gill on defence, and
LAC. Lord as a forward, this team proves a menace to teams that cannot keep their pace.
Maintenance Armoury have to date scored more baskets than any other team, mainly through the uncanny shots of our P.T. corporal, Cpl. McKnight. A tip to the other teams – “Why let this player score so many baskets without marking him?” This team has a good side and bags of enthusiasm, but the loquaciousness and perspicacity of some players will in the long run prove a liability to the team as a whole.
The G.I.S. Pool or “Anzac team” have proved themselves to be a winning side, with only one loss to date. With LAC. Hann sick the Aussies lost to Maintenance, 13-20. They have beaten Headquarters 12-14, and Workshops 30-11. With three games in hand over the leaders the “Kangis” will be leading contenders for the top rung.
The dark horse of the league has proven to be 92 Course led by LAC. Jenkinson. Although to date they have not met the league’s leading teams, 92 Course have played with much success against other touted teams. This team have the least number of goals scored against them which speaks well for their defence.
Maintenance with the experience of last season are plodding on up the ladder. Although having very few players they are experienced. With Cpl. Critchley their most persistent scorer off the team, Maintenance will be under some handicap.
Plotting Office with their forceful interceptions and plays have proven to be a robust team led by P/O. Spencer. However, with the fine nearly-unobserved movement of F/Lieut. Moody and P/O. Cook the team are somewhat handicapped by free shots. Cpls. Cooper and Wilson show up best for this team.
“A” Flight coached by AC. Smith, have developed into a fast-moving team, what they lack in size they possess in speed and stamina. The most recent surprise was when AC. Smith scored a winning basket to defeat G.I.S. Instructors 18-16 in the last few minutes of play.
The G.I.S. Instructors’ team have let all and sundry prognosticators down in their standard of play. Although made up of over 90 per cent Canadian personnel their results have proved disastrous and “Lloyds” would have been the losers. From all observations the R.A.F. team have checked them to a standstill, anyway the Instructors should be able to produce more than five players per game. F/O. Ellis shapes up very well and really forgets his rugger tactics.
“D” flight ground team coached by LAC. Paton, have recently suffered some telling reverses. However, the season is young and the experience of the early season should prove fruitful.
94 Course had a good position bequeathed to them by 89 Course but have been gradually slipping. Anyway they are the babies of the league and will progress as time goes on.
Messes are always in there battling, however, with two exceptions (AC. Padgett and AC. Palmer) the team still give a wonderful demonstration that one could expect to see in rugger. Especially the wonderful tackling plays and plunges of LAC. Davey, who still believes he is playing defence on the soccer team. Anyway, Messes, do not be discouraged for your results have been encouraging.
90 Course really should be in a better position than the one they now show. Possibly LAC. Kehoe has been marked too frequently?
Servicing have shown up considerably better than last year led by AC. Gillard, LAC. Dormer, and AC. Julian. They are moulding into a fine team. With their superior height over the average team in the league this section with more passing and shooting practice should go places.
93 Course to date have not accomplished much to date. It is hopeful by the next issue of Hill Topics we shall be able to report better results.
“B” & “C” Flights, mainly because they lack recruits, are not doing as well as was expected, having such players as LAC. Quinn, AC. Reeves, and AC. Brooks from last season. Why not use some of the players from Station Armoury section and have more substitutes?
Police team have proved to be the gamest group of the players, even with their consistent losses. Even when Cpl. Greaves, the tallest player in the loop is around the basket the police cannot find the elusive loop. With a little less charging and more passing to “Lofty” Greaves, police should do better. “Lofty” wants all and sundry players to know that he is not a ladder, and therefore asks all to refrain from crawling up his back.
91 Course and Hospital teams are doing badly now, however if the sections players rally around the team, better results will automatically occur.
TABLE TENNIS
The table tennis tournament that commenced on Monday, Nov. 8th, had a total of fifty-two entrants. The opening games eliminated the budding hopefuls such as F/L. Wallace, P/O. Rootes, F/O. “Jock” Campbell, F/L. Chester, F/O. Spencer. By the time the first round was finished, the more polished player came into his own, but not before some had tussles, LAC. Green lost to LAC. Forbes, Cpl. Whitely lost to Sgt. Johnstone, and for those others that were eliminated they found the pace increasing. LAC. Forbes won through to one of the top brackets of semi-finals by defeating LAC. Chapman. F/O. Thomas showed brilliant form in defeating LAC. Devey to ultimate victory to win a semi-final berth. In the other semi-final position, LAC. Jessop lost to LAC. Philips, and LAC. Burns placed in the other semi-final bracket. After a hard fought match LAC. Forbes beat F/O. Thomas to win a place in the finals, and LAC. Burns defeated LAC. Philips. In the final game, the best three of five sets, LAC. Forbes won in three straight sets to be declared the winner of the first single tournament of the season.
A second tournament was held on November 25th. This time there were only 20 entries, however it included practically all the top-line racquet wielders. One very dark horse showed up in the person of AC. Rogers from W/T. section who defeated the winner of previous tournament, LAC. Forbes in two straight games.
[page break]
Page Sixteen HILL TOPICS December, 1943
THE FALLS OF NIAGARA
Above the falls the wide stream’s path is made
Of striving cataract and steep cascade,
Which hurtling toward the awesome verge brook no delay-
And then the vast amazing sight
Of waters rushing o’er the height
And raising by their foaming might
A steaming crown of spray.
Far, far below upon the rocky floor
From dizzy heights the surging waters roar;
The sight of ages, but forever new-
And from below one can behold
A scene to awe the very bold,
The shaking crash of waters cold
And bows of rainbow hue.
What mighty strength and what colossal power!
About one hundred million tons an hour
Of blue-green water dashes o’er the falls,
Six million horsepower thunders down
The might of nature’s power to crown
Splitting the rocks of deepest brown,
A vision that enthrals.
Our Cousin’s falls a thousand feet are wide,
Three thousand feet is the Canadian side;-
And grandeur, beauty, power go hand in hand,
One-sixty feet they tower in height
Mantled by waters snowy white,
Like crystal in the sunshine bright
Glistening with rainbows in the light
And whether it be day or night
All the deep colours make a quite
Never-to-be-forgotten sight-
The pride of all the land!
- L.M. LEWIS
An A.C.H.G. beseeched his section commander for three days’ leave. Asked for a reason, he explained that his wife had just been made a sergeant in the W.A.A.F.’s. “That’s very nice,” said the Flt.Lt., “but why should you get three days’ leave for you?” “Sir, said the airman earnestly, “I want to do something that every airman has dreamed of doing for the past twenty-five years.”
[Crossword Sketch)
CROSSWORD PUZZLE
CLUES ACROSS
1. He arranges dances, but not the one’s named after him. (3,6).
6. Is this the order to end the war? (5,4).
9. If looked at backwards they show a great deal.
10. To avoid, this, or the drill sergeant’s command backwards.
11. Observed.
12. Darwin’s ancestor?
14. They handle loads of trouble.
17. A shelter for the cockney, and his means of travel.
18. This is often shot backwards.
CLUES DOWN
1. The pilot is on his way up.
2. Tells where the bomb drops.
3. Opened by the poet.
4. Frequently visited by the R.A.F.
5. Well-known kites going up.
7. Not a mirage, but the real thing seen looking up.
8. Is he one of the 14 across?
13. Should the maker of this be punished?
15. Large Crowd.
16. A very long time.
SOLUTION TO LAST MONTH’S PUZZLE
ACROSS
(1) Blonde job. (6) Mundi. (7) R.S.M. (9) Rub. (10) A.M.O.S. (11) Byes. (14) I.T.W. (16) M.O.I. (17) ‘Oping. (19) Right, left.
DOWN
(1) Bomb aimer. (2) Own. (3) Drip. (4) Jerry. (5) Bomb sight. 8) Sue. (11) M.T.O. (12) Owing. (15) Boat. 18) Ice.
LOVE’S REFLECTIONS
Low-hung the branches spread,
Embracing us in silver shadows,
Where
We stood,
And loved,
In a moonlit dream,
In a mantle wrapped
In the misty air –
In Central Park not ten yards from the road
And the black, burnt bulk
Of Victoria there,
Gaunt and grim and broken and bare,
Sentinel hailing our world –
A world that’s dead
As the million sons
That she bore and hurled
To a useless death,
For a few . . .
Look not to the stars for answer;
Sigh not for the inaccessible skies.
Gaze down blind youth to your lover;
Look down
To the stars in her eyes . . .
New love, new life.
Oh hail, new world!
And slowly, slowly came the dawn;
But surely spread the rosy hue
Of sunrise, ‘till Victoria stood
Imbued
With a fantastic grace,
Like some forgotten ruin
Of the timeless past,
When men hated and fought.
And from it rose in the misty sky,
Reaching high
And ever higher,
The eternal promise
Of a new day.
- ALLAN BOWDEN
Young Yank officers, now stationed in England, have captivated the hearts of many comely English lasses, so they say. There is the story of one stalwart young American who met a beautiful lady at Blackpool one weekend and had quite a good time. As he bade her a tender farewell, the young lady’s eyes narrowed and she tentatively remarked, “How about a bit of change as a going away present?”
The Yank drew himself up to his full six-foot two. “Young woman,” he remarked sternly, “American officers never accept money from ladies.”
TORCH(URE)
By the Education Officer
A word about the Canadian Committee
This body, initiated by the gift of money from an anonymous donor in England, has as its object the promotion of cultural relations between Canada and the United Kingdom and the spreading of a wider knowledge and better understanding of Canada, both at home and abroad.
With this object in view and seeing that the British Commonwealth Air Training Plan had brought men from Britain and all parts of the Empire to Canada, it made the R.A.F. stations in Canada its primary care and the chief recipients of its benefactions.
Week by week, and month by month regular supplies of periodicals and magazines are sent to messes and reading rooms. “Saturday Night”, “Maclean’s Magazine”, “Canadian Geographical Journal”, “Review of Music and Art”, “Canadian Nature”, “New World”, “National Home Monthly”, “The Listener”, and “London Calling” are among those that reach the messes and reading room at this station.
In addition about sixty new books including novels, poetry, travel and general information about Canada have been sent. These are to be found in the Station Library and are available to all personnel.
Each month a program of films arrives presenting Canadian scenes, Canadian ways of life, Canadian industry and Canada at play. A film dealing with Britain is always included.
The Canadian Committee have also presented the station with a set of reproductions of pictures by Canadian Artists and photographs of Canadian scenes. These now grace the recreation and reading rooms.
It is hoped that full use will be made of these provisions which should make possible for those, whose lot it is to linger here, to gain a very wide knowledge of Canada and her people.
Remarks have been passed on the heights of the paper-stands in the Reading Room.
The aim, of course, as readers of this magazine will appreciate, is to keep the reading of this station on a high level.
[Sketch Cartoon]
Dublin Core
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Title
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Hill Topics Vol. 1 No. 2 December 1943
Description
An account of the resource
A newsletter produced by the No 31 Bombing and Gunnery School, Picton, Ontario. It contains stories, mini-biographies of station personnel, poems, reviews of Picton cafes, a pantomime, news and views, sport and entertainment and cartoons.
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31 Bombing and Gunnery School
Date
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1943-12
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16 printed sheets
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eng
Type
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Text
Text. Service material
Identifier
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MLeadbetterJ163970-160421-20
Coverage
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Royal Air Force
Spatial Coverage
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Canada
Ontario--Picton
Ontario
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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.
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1943-12
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Pending text-based transcription. Under review
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Angela Gaffney
air gunner
aircrew
Anson
arts and crafts
bomb aimer
bombing
Boston
Distinguished Flying Cross
entertainment
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/619/30852/BPageTJPageTJv1.2.pdf
bd20f3fcb29deb655492d462cf2bfeb1
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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Page, Thomas James
T J Page
Publisher
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IBCC Digital Archive
Identifier
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Page, TJ
Description
An account of the resource
Fifteen items. An oral history interview with Squadron Leader Thomas Page DFM (1922 - 2017, 922297, 183427 Royal Air Force), his log book, two autobiographies and photographs. He flew operations as a flight engineer with 49 Squadron.
The collection was The collection was loaned to the IBCC Digital Archive for digitisation by Thomas Page and catalogued by Nigel Huckins.
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.
Date
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2016-07-02
Transcribed document
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Transcription
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MY LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
By
SQN LDR T J PAGE. DFM. RAF
[page break]
MV LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
As a young man the years were slowly passing and the storm clouds of war were gathering over Europe again. This was something that youth and many others in the countryside were unaware of because news was very limited, wireless was in its infancy and newspapers were few; in fact, many of the older people could not read. The young did not see newspapers because some parents considered them a corrupting influence. On reflection, perhaps this was a good thing. Now seventeen and on the first Sunday in September 1939, I decided to visit my grandmother at Ramsgate and cycled the thirty miles there through the lovely countryside, past myoid schools and my birthplace and on along the road that passed through Manston aerodrome. Already there was greater activity at the air station and once more, my boyhood ambitions came to the fore.
Soon after arriving there the air raid siren sounded, it was eleven o'clock the 3rd. September. The government had declared war with Germany. Being apprehensive, and, like many others, thinking there would be an immediate invasion as the place was near to the South East Coast of England, I decided to return home straight away. History relates that nothing much happened until the following springtime. The winter of the year 1939-40 was very severe with frost and snow. Overhead Aircraft were making long contrails that made patterns in the sky. There were sounds of machine gun fire. At times aeroplanes would streak fast and low across the countryside further kindling my love of flying machines and the air.
In January 1940 I became eighteen years of age I began to feel more independent and
assertive. One day in April I cycled the fifteen miles to Canterbury Recruiting Office at
Canterbury and volunteered for the Royal Air Force and was immediately accepted and
placed on reserve service until called for duty. I had accepted the 'Kings Shilling' signed the Oath of Allegiance and proudly travelled home wearing the badge of the Royal Air Force Volunteer Reserve. The first part of my dream had come true. Overhead the air fighting continued with Fairy Battles streaking low over the Kent countryside. They had taken great losses over these early days of the war.
On the 19th July 1940, the time came to leave home. My dream was coming true. This was a day of apprehension; I was now committed to whatever lay ahead. Where would life lead me? RAF service could be worldwide as the Empire still existed and now there was a war on. My dreams of being an Airman did not include war. There was nothing to take with me other than the clothes I wore and a little money. Walking away down the lane there was a last look back at the cluster of cottages nestling at the foot of the wooded downs before they disappeared from view. Looking back there was a mist in my eyes; was this because of the traumas of the past.
On the Monday afternoon the 19th July 1940. I arrived at the sand bagged and barbed wire protected gate of the RAF Depot at Royal Air Force Uxbridge, entered the restricted doorway into the guardroom and reported for duty.
There were many Volunteer Reservists from all parts of the country joining for duty that day. We wondered what was before us. Each barrack room contained about twenty beds and a certain amount of overcrowding was necessary because large numbers of new recruits. The iron beds were rather unusual in that the toot part slid under the head part. The mattress was in three parts named 'biscuits'. When not in use the whole bed was neatly stacked away. This provided extra space in the barrack room for day use and was in accordance with the spick and span neatness of service life with a place for everything and everything in its place. a form of discipline. The staff NCOs explained the routine of the barracks.
[page break]
Next was the first and foremost ofthe induction formalities. This was the 'Swearing In' to become legally bound by the Air Force Act and allegiance to the Crown. This made one legally bound by the Air Force Act and to ones allegiance to the Crown. There was a roll call of Names, Initials and Religion. Each airman received a service number. Mine was 922297.Afterwards we were officially Airmen of the rank of Aircraftsman 2nd Class. Each Airman received an Identity Card RAF Form 1250 and Identity Discs; called 'Dog Tags', both to be carried on the person at all times, uniform, kit and accoutrements. The kit was
such items as shaving brush, button stick, cleaning brushes, knife, fork, spoon, mug, kit bag. and mess tin. The button stick is still in my possession. The accoutrements were, webbing belt and harness to support a haversack, water bottle and bayonet, finally there was a gas mask. In the evening. the new recruits were off duty. I went to the cinema in Uxbridge town.
The new intake of Airman were mustered for training as Airframe Mechanics and on the
Wednesday. we travelled by troop train to the training school at Morecambe in Lancashire, On the way to the railway, station at Uxbridge small local boys offered to carry the heavy kitbags for a few pennies, an offer taken up by many of the new Airmen. It was obvious that the lads were well versed in the routines of the RAF and were showing enterprise. Each group carried food rations for the long slow journey and at various stops on the way urns of tea appeared. Some of the recruits passed the time by playing cards. This was wartime and the trains were steam driven, Rail traffic was heavy with troops and war material on the move.
Towards evening, the train arrived at Morecambe. The Airmen
then were marched round the streets and given accommodation in private houses known as billets. Billets were private houses where the occupants with space to spare were required by law to accommodate Service Personnel. Compulsory billeting is only authorised by Parliament in wartime, Three of us found ourselves in rather a poor billet whereas some other Airmen found relative luxury, a home from home atmosphere, The billeting was rather unexpected as everyone thought we would be in Royal Air Force Station barracks.
The technical training took place in various commandeered large garages and factories,
Tuition was by lectures and practical work amongst a collection of Aircraft and Aircraft parts, workbenches, tables and chairs completed the layout of what was a large classroom. Here I was in my element and enthusiasm made it easy to learn and the practical work was most satisfying. A Fairy Battle was in the classroom. It was the first aircraft that I was able to inspect and sit in.
[page break]
Towards the end of December the course was finished and we became
qualified Flight Mechanics . A' (for Airframe) and were promoted to
Aircraftsman 1 SI Class. Over the Christmas, I went home in uniform for the
first time, I carried posting instructions [or a new unit. On this leave, there
was a shot down German Me 109 fighter Aircraft at Park Farm. Later 1 would
be required to dismantle crashed German Aircraft.
The new unit was No.2S7 Hurricane Fighter Squadron whose Commanding Officer was
Squadron' Leader Stanford-Tuck, one of The Few of the Battle of Britain. Soon my new skills were tested. This was a fighter squadron. The Aircraft took off to repel approaching enemy Aircraft. The term used was "scrambled" When the alarm sounded, the mechanics would rush to their allotted aircraft to assist the pilot into their parachute harness and strap them in the cockpit seat. When the engine was started and the Aircraft ready to go the wheel chocks would be removed before positioning oneself at a wing tip to help turn the aircraft if necessary and then salute to the pilot before he took of It was then a wait, hoping that all aircraft would return. Sometimes they did not return and everyone waited for any news of what had happened.
After three months on No.2S7 Fighter Squadron, it was time for more training at RAF
Innsworth near Gloucester for a three-month course to increase my skills to that of a Fitter. The course finished in July, 1941 and I was re-mustered to a Fitter HA in the rank of
Leading Aircraftsman after being in the Royal Air Force for the happiest year of my life, so
far, despite the fact that there was a war on.
The new posting was to No.71 Maintenance Unit at Slough in Buckinghamshire. Arriving
there, I found that the unit was in a commandeered garage close to the Hawker Aircraft
factory at Langley. The factory was manufacturing Hurricane aircraft.
At Slough, one of my billets was in the suburb of Wrexham with a gentle old couple in a tiny cottage near to the hospital. They were charming and gracious and treated me like a son. At one stage, there was a month's detachment to the RAF Station at Cosford in Shropshire to do a Junior Non Commissioned Officers course to learn the disciplinary aspects of service life and leadership. The course member's accommodation was in Fulton block, a barrack that was a byword in the service for its extremely high standard. Here we were taught the art of commanding Airmen on parade and of Air Force Law. I returned to Slough as a Corporal and given charge of a servicing patty.
Not long afterwards I was sent to RAF Burtonwood in Lancashire to study the American
Boston aircraft. It was not long before my part)' went to service a Boston Aircraft at Royal Air Force Manston in Kent. This was the airfield of my boyhood dreams when living close by with my grandparents. The work was in a hanger that had escaped the German bombing; it still stands today, and is close beside the road that goes through the centre of the aerodrome. 1 have such memories of travelling that road in the years before. .
One morning there was a damaged Short Stirling bomber standing outside the hanger. It
was very impressive, long and tall and the biggest we had seen. This type of Aircraft was
new to the Royal Air Force. The basic wing and engine were of the Short Sunderland
Seaplanes design. The sight of the Stirling was very impressive.
This was the day the 2nd of May 1942 when I flew on my first ever flight. The Station
Commander had come to the hanger to fly a small tandem two-seat aircraft and I ask him if I could fly with him. He replied by saying, "Go and get a parachute", We flew over
Canterbury to see the damaged caused by the German raid during the night. This day would trigger a drastic change in my service career.
After the servicing of the Boston Aircraft at Manston, the party returned to Slough travelling once more by train with heavy toolboxes. A few days later there appeared on the Daily Routine Orders an appeal for Aircraft Fitters to volunteer for Hying duties as Flight Engineers to assist Pilots in flying the new four engine bombers that were rapidly coming into service; the Stirling's, Halifax's and Lancaster's. The experiences at Manston made me volunteer.
My next servicing party duty was at RAF West Mailing to repair a Hurricane where the
Squadron' there were flying Boston's. Here I was able to get a flight in the back cockpit with the Radar Operator. The aircraft was practising radar interception and we were flying along the South Coast. Fortunately, we encountered no German aircraft.
The next serving job was another Boston at Hunsden in Essex where I was informed that I was required to report to the Aircrew Selection Centre in Euston Road. London for a
medical examination to see if I was tit enough for Aircrew duties. I passed the examination and went to RAF St Athan in South Wales for aircrew training as a Flight Engineer. It was October 1942 when training commenced.
Being an Airframe Fitter the first part of the course was 011 the theory of Aircraft engines and their construction, working, servicing requirements and finally on how to operate them for maximum efficiency particularly in relation to range flying.
After engine theory, it was instruction on the airframe side of the Lancaster airframe. The flying controls, the fuel system, and the hydraulics that operated the undercarriage and the flaps and other miscellaneous services. There were vacuum and air pressure systems to drive instruments, automatic pilots, wheel brakes and other emergency apparatus. The aim of the course was to understand the whole Aircraft. Part of the course included a week's visit to the Rolls Royce Engine factory at Derby and a week's visit to the Aircraft factory of A.V. Roe at Chadderton.
Finally, there was a short course at Stormy Down in South Wales on air gunnery and gun
turrets. For the Flight Engineer to know something of gun turrets and gunnery was to not only complete the knowledge of the Aircraft but also so that an Engineer could operate a gun turret especially during low level, mine laying when the Bomb Aimer was busy.
The course was finished at the end of December and the successful course members
promoted to the rank of Sergeant Aircrew and awarded the coveted Flight Engineers flying badge. It was time to leave Wales where it seemed to be always raining.
Lancaster Aircraft - Flying Training
My new unit was No.1661 Heavy Conversion Unit at the Royal Air Force Station at
Winthorpe just outside the town of Newark in Nottinghamshire. Here I joined my aircrew to form a seven man crew to fly Lancaster's.
On the 20th February 1943 the all sergeant aircrew assembled at the Aircraft dispersal point with a Flight Sergeant Staff Pilot Instructor to fly on their first flight together as a crew. This was to familiarise themselves with a new type of Aircraft. Disappointedly we found that the Aircraft was an Avro Manchester and not a Lancaster. The Manchester was a two engine aircraft and was unsuitable for Squadron operational service. The shortage of Lancaster aircraft had made it necessary to use them for the initial training of new crews at the Heavy Conversion Units. This particular Manchester was No.L7398. which had seen operational service on Nos.49, 97 and 106 Squadrons. It was in poor condition and did not inspire confidence.
Now it was my job as the engineer to see that all external protective covers had been
removed from the aircraft and the inspection panels checked for security as they could cause a great hazard if they came oft' in flight. That the flying control locks and undercarriage safety struts on the aircraft were removed. The caps of the petrol tank filler had to be checked for security before priming the engines with petrol ready for the start up. With pre- flight checks done I would secure the entrance door, stow the entrance ladder and go to my position beside the pilot to start the engines and assist with the preparations for take-off.
On this first familiarisation flight, the Instructor F/Sgt Hamilton said to me "Watch what I do". This was to be only my third time in the air. an event in its own right. Now I was to be instructed how to assist the pilot in flying the Aircraft. The Instructor did the take-off.
talking and demonstrating as he did so to both the Pilot and me. Away from the airfield he showed the handling characteristics of the Aircraft, its flying and stalling speed in various configurations. Jock my Pilot would then try the various manoeuvres himself to get the feel of the Aircraft. The duration of this first flight was 1.55hrs. We did a total of six hours with the Instructor mostly on circuits of the airfield with landings and overshoots of the runway.
On the 26th February we did our first flight in the Manchester without an instructor and went on to fly a total of eleven hours mostly on circuits and landings with some bombing and air firing exercises.
On the 6th March 1943. the day came for conversion to the Lancaster and after three hours flying with an Instructor we took off in Lancaster No.W4190 for a further period of
practising circuits and landings. On the 13th March, we flew Lancaster NO.R5541 on a six-
hour cross-country flight followed by periods of flying by night with the emphasis on taking
[page break]
off and landing in the dark. After a total of 53 hours, flying on the 24'h March the crew
became proficient and ready for full operational flying.
On the 26'h March 1943, we went to No.49 Bomber Squadron at RAF Fiskerton, an airfield about five miles east of Lincoln. Lincoln Cathedral was to become very prominent to us in the next few months for on most take offs the runway use was East to West which took the aircraft directly over the cathedral.
On the 31st March, we flew our first flight on an operational squadron with some local flying in Lancaster Mark III No. EO 452, followed during the next two weeks, with practice bombing sorties, air firing and cross-country flying. On the ground, there were practices drills tor emergencies and explanations as to what to do in a crash landing and how to escape from the aircraft by parachute. In addition survival if forced down into the sea.
By the 12'h April Jock the pilot had already flown on two operational bombing flights over Germany as second Pilot with other crews to gain experience of flying amongst enemy defences before taking his own crew as Captain of an Aircraft.
Before we commence serious bombing, operations let us look inside the Lancaster to give you some idea of the duties and conditions under which the crew work. As the Engineer I would be the last crewman to board after I had checked that all flying services were free to operate and that all inspection panels and fuel tank filler caps were closed and secure.
Starting at the entrance door note the red tops of the entrance ladder, immediately inside the fuselage there is a flare chute. This carries a high velocity flare that is dropped at the same time as the bombs to photograph and record the bomb strike. To the left are two stowage's one for the Rear Gunners parachute and one for a portable oxygen bottle. We then see into the rear gun turret.
Above the entrance door is stowage for the entrance ladder. It was my duty as the engineer to see that the ladder was in the stowage and the door locked and to inform the pilot. Close by the door to the front is suspended a remote recording compass positioned here away from all radio and electrical interference: the readings were Shown on instruments in the pilots and navigator’s positions.
Going forward up the fuselage we pass under the Mid Upper Gun Turret. On the port side is a rest bed for use if a crew member is injured. Underneath it are 16 bottles for the supply of oxygen to the crew at altitude. Here I would see that the master cock was on and I would monitor the supply to all the aircrew positions from my controls in the cockpit.
Now we come to the front cockpit with the Pilots control column with his flight instruments on the left. On the right are the Engineers engine controls and instruments. There are further engineer's fuel controls and instruments on the right side of the cockpit. I did have a drop down seat but most of the time I stood up as I was required to move about.
On the 13th, our names appeared on the Battle Order tor operations that night to fly
Lancaster Mark III No. EO 620. The decisive moment had come for us, the apprehension
before each bombing operation was to start. These feelings were relieved to some extent by doing all the preparations necessary before take off.
The first thing to do was to fly the Aircraft on a Night Flying Test (an NFT). This was to
ensure that everything was working satisfactorily before the bombs and the correct fuel load for the flight were loaded on the Aircraft. Afterwards the time was with things personal, this included having a meal, and resting.
Later we would dress in the clothes suitable to withstand the cold of the particular aircrew position in the Aircraft. Air from the two inboard engines warmed the main cockpit.
Soon it was time for the briefing. There
There was a buzz of excitement as we trooped into the briefing room. There was a gasp as the route map on the wall was uncovered and the Target shown as the docks at La Spezia in the north of Italy. This would be a very long flight requiring full petrol tanks and flying for maximum range. Two hundred and eight Lancaster's and three Halifax's were to attack. A good point about this operation was that the route was out and back over the South Coast of England and the South of France where the defences were relatively light.
The next thing was to go to the Locker Room to collected flying kit helmet, parachute and flying boots. I also carried a toolkit. During the flight. I had to complete a log of engine conditions every twenty minutes. The other crew members would also collect their flying kit together with those things necessary to their particular duty: maps and charts, target details, radio frequencies, a sextant for the Navigator a carrier pigeon for the Wireless Operator. Each crew member would also have received in flight rations of sandwiches, a tin of orange juice and a bar of chocolate.
Now came the worst part of the preparations, waiting outside the locker room for the buses to take each crew to their Aircraft. It was at these times that the stomach would churn needed a call to the latrines as one thought of what lay ahead. This could be a nuisance when all dressed up and ready to go. There would be banter for some, quietness for others at this time and during the drive out to the Aircraft dispersed around the airfield.
At the Aircraft, the Pilot and Engineer reported to the dispersal Flight Office to check the
Aircraft loading and talk to the ground staff and the Pilot would sign the Aircraft logbook.
Before flight. as the Engineer, I inspected the aircraft both inside and out. This was to see
that everything was in order and that a battery trolley was plugged in for starting the engine and there was ground crew standing by to prime the engines with fuel before i1 was time for the crew to board. Each crew member would do his check of his particular part or the aircraft.
I would now secure the entrance door and stow the ladder. Moving forward up the fuselage I would see that the oxygen supply under the rest bed was turned on and the electrics were connected to the external battery trolley I would then take my place on the right hand side of the cockpit beside the pilot. Here we would start the engines and do the pre-flight checks.
The flying kit included:
A helmet with a microphone, earphones and an
Oxygen mask
A Mae West Life jacket
An observer type parachute harness
A parachute pack
Flying boots
Gloves, these were both silk and leather.
Woollen underwear.
On seeing a green Verey light from the control tower, it was time to taxiing to the runway for take-off. I was checking engine temperatures and oil pressure, as it was easy for engines to overheat at this stage. The Pilot called up each member at his crew position to see if all was ready for take-off.
Before the turn westwards. This very long first operational bombing flight at maximum
range had been quite a lesson. The Battle of the Ruhr started in March 1943. The aircrew, because of the intensity of the defence's searchlights, fighters and anti- Aircraft fire, knew the Ruhr area as Happy Valley.
On the 261h April, we attacked Duisburg with five hundred and sixty other aircraft. The Ruhr area was visible for miles away, a solid ring of searchlights surrounded it. Inside the ring. it was a fireworks display of rising shells. shell bursts, tracer gunfire and marker flares. Seeing the Ruhr for the first time made me gasp and I said, "How do we get through there" no one answered, each had his own thoughts. the Navigator in his blacked out compartment declined to look.
Soon we passed through the searchlight belt and were amongst the anti-aircraft bursts and tracer fire, the Pilot, the two Gunners and me, keeping a sharp lookout for other Aircraft to avoid collision and for enemy fighters. We saw Aircraft exploding, some catching fire and going down. others in searchlights. I was standing up at this time being required to move about to operate controls and to be able to read and to make a record of the instruments. The run up to the Target flying straight and level seemed to take a very long time although in reality it was only minutes. When the bombs left the aircraft, I would feel the movement of the cockpit t1oor. This was a relief. The Aircraft would rise up from the sudden loss of weight and the aircraft remained on course until the photo flash had gone off and the camera had recorded the bomb strike Only then was the Aircraft turned and dived away to get out of the target area. To look down from 20.000ft and see the great area of fire and the bombs bursting was a sight I would never forget. The explosions of the heavy 4000Ib bombs affected the Aircraft. This t1ight took five hours and was without mishap but 17 other Aircraft were lost that night.
On the 281h April, we tried to drop magnetic mines off the coast of Juist in the Fresian
Islands together with two hundred and six other aircraft. The weather was bad in the area, dark, rain and low cloud. At 500ft in cloud and bad visibility. the target area could not be located. Because the position of mines in the sea had to be known. they were returned to base. One hundred and sixty seven of the Aircraft laid 593 mines in the area of the islands that night. Twenty-two Aircraft failed to return. This was the greatest loss on any mining during the war. It was the only mining sortie undertaken by us.
The bombing operations continued. What was I doing in these frequent infernos? What had made me volunteer for aircrew duties in the year before not expecting this? It was not my knowledge of the German tyranny: so much of that had been, and still was, unknown or knowing that Germany had unlawfully invaded and conquered the countries of Europe, had bombed England and would have subjugated the British Isle as well if they had not been stopped in 1940. Fate had decreed I would be here because of my love for aeroplanes, and, if I was destined to be a combatant. what better way was there than to do this. The results of bombs dropped on German military Targets gave me no qualms of conscience, even if they fell on houses and killed civilians. All Germans had participated in the Nazi fanaticism of world domination and their excesses, these and the Italian had to be stopped.
It is not practicable to describe each raid but some are worthy of note especially the first two raids on Hamburg that started those great fire storms.
13'h May Aircraft Lancaster EO 452 Target Pilsen in Czechoslovakia. There was the instance where the target was the Skoda factory at Pilsen a place deep in the cast of Europe. Out over the North Sea, the starboard inner engine shed its exhaust flame
cover and some of the cylinder exhausts. In the dark a long sheet of flame curled back over the leading edge of the wing, this would have been a fire risk and a beacon to enemy night
[page break]
fighters. The engine was shut down and the airscrew feathered. The Aircraft now lost air
speed and was no longer able to keep up with the rest of the force; it would become a sitting duck to the opposing fighters. It was time to return to base to live to fight another day. It was dangerous to land with a 4000lb bomb on the Aircraft. It was dropped into the North Sea.
Arriving back at base still heavily laden with 6 x 500lb bombs and a large quantity of fuel
on board the Flying Control gave instructions to land on the short South West/North East
runway. This was to avoid any obstruction on the main East/West runway in case of mishap and with the subsequent need to divert the other returning squadron Aircraft to another airfield. The approach to the runway was faster than normal because of the high landing weight and with a gusty side wind blowing the aircraft floated before touchdown. With the heavy load and poor braking the pilot realised he could not stop before the end of the runway and shouted a warning to his crew to brace. ED452 plunged off the end of the runway into a field and the undercarriage collapsed. With fear of immediate fire and explosion. I quickly had the escape hatch in the roof of the cockpit off and dived straight out ignoring the drop from the top of the fuselage to the ground. The rest of the crew quickly followed and all ran as fast as possible across the field to get away. Fortunately, neither tire nor explosion occurred and the crash crews were soon on the scene. Taffy the Rear Gunner suffered a severe shake-up in the crash and was not able to fly again. We went to the sick quarters for a medical check.
At one time, we flew a total of 22.15hrs on 4 nights in 7 days in stressful conditions and
were very tired. In May. the darkness of night was quite short. Take off was always late in the evenings. By the time, aircraft had landed and crews had been collected from dispersal, removed their flying clothing at the locker room and then been de-briefed at the Intelligence Section it would be daylight. Sleep was difficult before returning to the airfield by 11.00hrs to carry out a Night Flying Test (NFT) in readiness for the next flight.
On the 121h July. we flew to Turin in Italy. Two hundred and ninety five Lancaster's took part on this raid in clear weather conditions. The view of the snow-covered Alps was fantastic. To see the twinkling lights of neutral Switzerland and later Sweden when leaving Berlin, was quite something. Once again. it had been a long flight at maximum range. LM 306 was short of fuel when nearing the South Coast of England and the aircraft landed at Exeter. We returned to base later in the day.
On the 121h August, we flew to Italy again to attack Milan. This was another long night.
Over the Alps, there were storms and flying in cloud. St. Elmos Fire danced across the
windscreen and ice formed on the airframe resulting in a lower bombing height of 17.700ft because of the extra weight. It was a successful raid with only three Aircraft lost. The Alfa Romeo motor works, the railway station and the La Scala opera house suffered substantial damage.
LM 306 had now completed three operations in four days with a total of22.30h1's flying. It is not surprising that we had little sleep over those four days. It was a great relief to have leave. After debriefing, a meal and a change of uniform we travelled into Lincoln on the bus to catch a train to our respective homes. Two of us were travelling to London on the first part of our journey and after changing to a very full train at Grantham we both fell asleep exhausted in the corridor all the way to London and other passengers just walked over us.
There was relief, as always, as the enemy coast was crossed but no one could relax because of possible dangers ahead. The North Sea was very wide, wet and cold. Mechanical failures could occur from various causes not least from unsuspected enemy damage. The chances of survival jf forced down into the North Sea were minimal. There was always the chance of bad weather over the base and collisions with other circling aircraft waiting to land. The circuits of other adjacent airfields were very close. It was easy to approach the
[page break]
wrong runway. There was also the possibility of enemy intruder aircraft in the airfield circuit.
One night we were returning below cloud at 3.000ft just off Cromer with other aircraft. Navigation lights were on. Suddenly cannon fire hit the aircraft. It was from the British Navy. Also attacked was Aircraft JB 235 of the squadron. The noise was uncanny as red-hot shrapnel passed through the fuselage close beside us. We waited to see if any faults developed but things. so far, appeared normal. The Pilot called for reports and the Navigator said "Ralph's been hit." Ralph was the Wireless Operator and sat in the centre of the aircraft with his back against the hefty main spar; this no doubt had shielded him from more serious injury. Squeezing past the Navigator I went to Ralphs aid to see that he had received wounds in his legs and shoulder area but the most serious at the time was a hole through one of his hands. Getting the first aid, J applied bandages and put a tourniquet on the wrist before going back to my duties in the front cockpit leaving the Navigator to watch
Ralph. I returned later to release the tourniquet to prevent gangrene setting in.
At Dunholme Lodge, the weather was foul with low cloud and driving rain. The aircraft was required to circle for some time before getting position six for landing. Air Traffic Control had been informed that on board was a wounded aircrew member. Eventually the turn came to land but on the downwind leg of the landing circuit it was found that the undercarriage would not come down; it was obvious that the hydraulic fluid from the system had been lost. There was damage in the bomb bay area where the pipes were located. Fortunately, the emergency air system was working and r was able to lower the undercarriage and flaps. The landing was very heavy.
At dispersal, when the engines were shut down. the levers that operated the fuel cocks tailed to work and hung loosely down. The control cables in the bomb bay had been severed. Fortunately, no petrol lines to the engines had been damage. There were shattered bomb doors. broken pipes and cables, holes in the tail plane and flying control rods shot through, luckily they held to keep control of the rudders and elevator. This new aircraft was taken out of service after one bombing trip. The original crew was now down to five having lost Ralph and Taffy and spare aircrew were to fill the rear gun turret and the wireless position on subsequent operations. Jock, the Pilot, had been a Warrant Officer since the 61h of June and was now commissioned to the rank of Pilot Officer. Jimmy the Navigator, Hugh the
Bomb Aimer and I were Flight Sergeants.
2nd October. Lancaster EO 426. Take off 18.36. Target Munich. 03.15
Two hundred and ninety-three Lancaster has attacked the target. Eight were .lost.
EO 426 bombed at 22.41 from 19,000ft.
On the 20lh October after a raid on Leipzig Jock, the Pilot completed his tour of
30 operations and afterwards we sadly broke up leaving the others to complete
their tours flying as spares with different crews. I still had four more to do. No
longer would we men experience the close friendship and respect that had built up over the last ten months flying, living and working together and going out on the town. This would not be experienced again.
A commission was granted to Jimmy the Navigator. He left the Service in 1946.
Sergeant G Green was demobilised in 1945. Since those days. there has been no
contact with them but I was proud to have served with them.
· "
I stayed on in the squadron as the Flight Engineer Leader. During the next five
months I flew as a spare Engineer. To Berlin with P/O Rowntree on the 21" January 1944.
To Leipzig on the 191h February with Pit off Dickinson. To Stuttgart with the Sqn CO Wing Commander Adams.
My last one was on the 151h March to Stuttgart again with Pilot Officer Lett.
906 Aircrew of No. 49 Squadron failed to return. This was a loss rate of 33 of the Aircrew who flew with the Squadron. Fifty years later, on the 241h April 1994 a Roll of Honour showing their Number. Rank and Name, date of death and place of burial in a foreign field was dedicated in the Fiskerton village Church of St. Clement of Rome.
In May 1995, a memorial was placed in the centre of the old airfield at Fiskerton to all those who were lost and those who served on the Station during the two and a half years from January 1943 to mid-1945.
I flew 211.50hrs by night on 30 sorties over enemy territory plus 2 almost to the enemy
coast. Seventeen of the sorties had been in one Lancaster Aircraft No. LM 306 with the
Squadron letters EA-F (F for Freddie). The Targets were The Ruhr = 11. Berlin = tour. Italy
= three. Hamburg = 2. 11 other German Targets and one Mining operation. I remember the stress, the tiredness. fear, and the pride in belonging to Bomber Command.
My next posting was in April 1944 to RAF Winthorpe near Newark where I had done my
flying training, there to be a Staff Flight Engineer Flying Instructor. This was not much fun, as we had to fly old Stirling aircraft to teach new crews. This was to save new Lancaster's for the operational squadrons.
Soon after my arrival there, I saw a Stirling approaching the airfield at about 1500 feet. The port outer engine caught tire and within minutes, it dived into the airfield and exploded. The new crew of seven, a Staff Pilot and a Staff Engineer died.
On one flight. I had an engine doing 3800 revolutions when the maximum was 2800. There was every risk of the airscrew shearing off and hitting the cockpit. Fortunately. we got it under control.
After a few weeks and 32 hours of flying, 13 of them at night. I was sent out to all the
Stations in Number Five Group Bomber Command to lecture on the new Airborne Lifeboat that was being introduced to the Air Sea Rescue Squadrons. When this was finished. I returned to my base at RAF Scampton and on the \91h July 1944 I was commissioned as a Pilot Officer
Whilst visiting RAF Strubby the Commanding Officer informed me that I had been
decorated. The London Gazette had promulgated the award of the Distinguished Flying
Medal. (L.G Volume 11 1944 Page T. J Entry 3090) The public Record Office reference is
ZJ1 985.' The Pilot "Jock" Morrison was awarded the Distinguished Flying Cross.
On Tuesday the 161h February 1947 I was posted to No.44 (Rhodesia) Squadron' at Royal Air Force Wyton in
Huntingdonshire. On the Wednesday, I was once again in the air
flying as a Flight Engineer in Avro Lincoln aircraft a larger
version of the Lancaster. Now back where [ belonged there
began the happiest two years of my RAF life.
The months of 1947 passed with plenty of flying, it was different and relaxed after the hectic and dangerous wartime operations. On the 121h November, there was a pleasant flight out to Egypt to deliver spare parts to some of the squadron's aircraft. They were on detachment to RAF Shallufa in the Canal Zone. The Pilot was FIt. Lt. Cumber and the aircraft Lancaster No.TW 909. this being my first flight with a landing outside England in a foreign country.
The first part of the flight was to RAF Lyneham in Wiltshire for custom clearance. At
23.05hrs, we took off to fly by night to RAF Castel Benito in Tripolitania on the North
Coast of Africa. Prior to World War II Caste I Benito had been an Italian airfield and during the war the German Luftwaffe had used it. Later the airfield was renamed Castel Idris and in years after it became the International Airport for Tripoli.
The next day it was a short flight along the North African coast to Shaliufa in Egypt passing over the great battle areas of Sollum, El Alamein and Knightsbridge. On this flight, I flew the aircraft for two hours. RAF Shallufa was beside the Suez Canal and it was quite a sight to see large ships appearing to be travelling across the sand and to experience an RAF airfield in a hot desert.
After three days. we took off for the return flight to the UK via Castel Benito making a
detour to flyover the Pyramids and the Sphinx. On the 20lh November. we arrived back at Wyton after a total flying time of 25.40hrs.
On the 1st March 1948, the Squadron flew out to RAF Shallufa in Egypt for a month' s stay on exercises. I f1ewas the Flight Engineer to FIt. Lt. Bristow in Lincoln No. RF 426.
On the 241h March with Fit. Lt. West in Lincoln RF 514, we flew to Khartoum in the Sudan for an overnight stay returning to Shallufa the next day. This round trip took 11.20hrs. On the 31" March. the whole Squadron return to Wyton via an overnight stop at Caste! Benito.
In May 1948, the whole Squadron was engaged in preparations for Operation "Chessboard". This was to be a goodwill visit to Southern Rhodesia (now Zimbabwe) at the invitation or the Government. It was in recognition by the Royal Air Force to the people of Southern Rhodesia for the Rhodesians. who had served, and those who had been lost, with the Royal Air Force during the war.
\ ,..
On the following day. the Squadron flew on to R.A.F Shallufa 'in the Canal Zone of Egypt for a three-day rest and for servicing of the aircraft. This flight took 6 and half hours.
The journey continued from Shallufa on the 14th flying along the Nile Valley to Khartoum in the Sudan for an overnight stop. From Khartoum it was on to Nairobi in Kenya the next day for another overnight stop.
On the 16th it was on to the Belvedere airport at Salisbury, Southern Rhodesia. The outward flight took 38hrs 2Smins. This was to be the base for the Squadrons stay in the Country. The aircraft arrived over Belvedere in formation and after landing the personnel paraded for a reception by the Prime Minister Sir Godfrey Huggins.
In the evening the Officers and Airmen attended a Government banquet and a highlight for me at this function was to sit next to, and talk with, the Prime Minister, Sir Godfrey,
There was now a two day rest for the Squadron. On the 181h Barney and I with the rest of our crew took off to take mosaic photographs of the area of Salisbury tor the local authority. We think it was tor a proposed building of a Dam on Lake Kariba. It was a flight of over five hours.
On the 19th and 20th the Squadron did formation flying over Rhodesia to be seen. On the
second of the flights we had on board a passenger Mr Catsicas the Mayor of Umtali a Town in the NE of the country.
The Squadron now had a two stand down. The Squadron personnel were split up into groups of six to be the guests of prominent Rhodesians. Barney and .1 with two of our aircrew and or the two of our ground staff were to be the guests of the Mayor of Umtali. This involved a long overnight sleeper journey in a rather antiquated colonial train to Umtali there and back. This was an experience. Barney and I were the guests of the Mayor. The entertainment of Sun downer Parties of good food and drink in comparison to conditions at home was appreciated' There were visits to the Vumba Mountains and an upmarket Hotel the Leopards Rock. We were also taken to Gold Mine and an orange orchard. What lovely orange juice it was.
On the 26'h June the squadron flew from Belvedere to Kamala Airport Bulawayo flying over the Victoria Falls on the way. Here was another Sun downer Party and an overnight stay as guests of the locals. Barney and I stayed with a lady Doctor.
We returned to Salisbury on the 281h. On the 29th we took off to return home via the way we had flown out. We arrived back at RAF Wyton on the 5th July having flown for over 80 hours.
t .~
•
nearly one thousand hours of flying my General Duties flying career was ending. It was two
very happy years on 44 Squadron.
This was not the end of my duties in Bomber Command. In January 1949 I was posted to
Headquarters No. 3 Group Bomber Command for Intelligence duties for while on 44
Squadron I had attended Intelligence and PR Courses. After Three months I was
moved on to Headquarters Bomber Command at High Wycombe for Intelligence duties.
The post was for a junior in the Intelligence Section of four Officers. A few years before my
wartime flying destiny had been under the command of Air Chief Marshal! Sir Arthur Harris
(Bomber Harris), My feelings when working in the underground Operations Room from
where my wartime flying operations had been ordered and controlled cannot be described.
My new Commander in Chief was Air Chief Marshall Sir Hugh P Lloyd. One day in the
Officers Mess there was the pleasure of meeting and talking to Marshall of the Royal Air
Force Sir Hugh Trenchard the Father of the RAF.
The posting to High Wycombe was ended in January 1951, when as a Secretarial Officer I
was required to attend an Accountant Officers Course. After the course. 1 was posted to
No.9 School of Recruit Training at RAF Bridgnorth in Shropshire to be an Accountant
Officer. This involved collecting cash from the local Bank, the payment of bills, the
accounting for the cash transactions and the conducting of pay parades for the Airman.
So ended my service in Bomber Command.
Dublin Core
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Title
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My life in the Royal Air Force Bomber Command
Description
An account of the resource
Writes of early life and mentions beginning of the war and volunteering for the air force in January 1940. Continues with account of initial training and mustering as an airframe mechanic and subsequent technical training. Describes first posting to 257 Hurricane Squadron, advance training and subsequent postings as fitter IIA including travelling around the country to fix aircraft. Continues with account of aircrew selection and training as a flight engineer which included visit to A V Roe factory at Chadderton. Followed by account of aircrew training and his roll as a flight engineer on Lancaster and Manchester and crewing up. Includes list and photographs of crew. Posted to 49 Squadron at RAF Fiskerton. He then provides a detailed description of duties of each crew member and the interior of a Lancaster and lists flying kit used. Goes on to describe all activities concerned with preparation for and flying an operation. Continues by describing highlights of a number of operations and mentions battle of the Ruhr, weather, aircraft damage and , being shot at and diverting to RAF Dunholme Lodge with casualties. List the subsequent history of all his crew after completing their tour. Continues with account of staying on the squadron as flight engineer leader and flying on several more operations. Summarises his operational flying and gives account of subsequent postings as a staff flight engineer instructor. Concludes with account of post war postings and activities.
Creator
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T J Page
Format
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Seventeen page printed document with b/w photographs
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BPageTJPageTJv1
Coverage
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Civilian
Royal Air Force
Royal Air Force
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Canterbury
England--Ramsgate
England--Middlesex
England--Buckinghamshire
England--Slough
England--Shropshire
Wales--Vale of Glamorgan
England--Derbyshire
England--Derby
England--Greater Manchester
England--Oldham
Wales--Bridgend
England--Lincolnshire
Germany
Germany--Dortmund
Germany--Friesland
Czech Republic
Czech Republic--Plzeň
Italy
Italy--Turin
Italy--Milan
Germany--Munich
Germany--Leipzig
England--Nottinghamshire
Germany--Ruhr (Region)
England--Lancashire
Germany--Juist Island
Temporal Coverage
Temporal characteristics of the resource.
1939-09-03
1940-01
1940-07-19
1941-07
1942-05-02
1943-02-26
1943-03-06
1943-03-26
1943-04-26
1943-05-13
1943-07-12
1943-08-12
1943-10-02
1943-10-20
1944-04
1944-07-19
1947-02-16
Contributor
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David Bloomfield
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
1661 HCU
44 Squadron
49 Squadron
Air Gunnery School
aircrew
anti-aircraft fire
Battle
bombing
Boston
briefing
crash
crewing up
Distinguished Flying Medal
fitter airframe
flight engineer
flight mechanic
ground crew
Halifax
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lincoln
Manchester
Me 109
memorial
mess
military ethos
military living conditions
military service conditions
mine laying
perception of bombing war
promotion
RAF Benson
RAF Bridgnorth
RAF Burtonwood
RAF Cosford
RAF Dunholme Lodge
RAF Fiskerton
RAF High Wycombe
RAF Manston
Raf Mauripur
RAF Padgate
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Stormy Down
RAF Uxbridge
RAF Winthorpe
RAF Wyton
recruitment
searchlight
shot down
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/619/30853/BPageTJPageTJv2.1.pdf
e763e258dcdf30dc9b67e983d434d1a1
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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Page, Thomas James
T J Page
Publisher
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IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Page, TJ
Description
An account of the resource
Fifteen items. An oral history interview with Squadron Leader Thomas Page DFM (1922 - 2017, 922297, 183427 Royal Air Force), his log book, two autobiographies and photographs. He flew operations as a flight engineer with 49 Squadron.
The collection was The collection was loaned to the IBCC Digital Archive for digitisation by Thomas Page and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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.
Date
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2016-07-02
Transcribed document
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Transcription
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MY LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
BY
SQN LDR T J PAGE DFM. RAF
[black and white photograph]
[page break]
An extract of my RAF service from my Autobiography by
SQN LDR T J PAGE DFM, RAF (Retired)
The years slowly passed and the storm clouds of war were gathering over Europe again. This was something that youth and many others in the countryside were unaware of because news was very limited, wireless was in its infancy and newspapers were few; in fact, many of the older people could not read. The young did not see newspapers because some parents considered them a corrupting influence. On reflection, perhaps this was a good thing. Now seventeen and on the first Sunday in September 1939, and not required to work I decided to visit my grandmother at Coleswood near Ramsgate. I cycled the thirty miles there through the lovely countryside, past myoid schools and my birthplace and on along the road that passed through Manston aerodrome. Already there was greater activity at the air station and once more, my boyhood ambitions came to the fore.
Soon after arriving there the air raid siren sounded, it was eleven o'clock the 3rd
September. The government had declared war with Germany. Being apprehensive, and, like many others, thinking there would be an immediate invasion as the place was near to the South East Coast of England, I decided to return home straight away. History relates that nothing much happened until the following springtime. As spring approached, the aerial activity over Southern England increased. Fighting Aircraft appeared overhead, their long condensation trails making patterns in the sky. There were sounds of machine gun fire. At times aeroplanes would streak fast and low across the farm further kindling my love of flying machines and the air.
In January 1940 I became eighteen years of age I began to feel more independent and
assertive. I left my employment and cycled fifteen miles to the recruiting office at
Canterbury and volunteered for the Royal Air Force and was immediately accepted and placed on reserve service until called for duty. I had accepted the ‘Kings Shilling' signed the Oath of Allegiance and proudly travelled home wearing the badge of the Royal Air Force Volunteer Reserve. The first part of my dream had come true.
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Overhead the air fighting continued with Fairy Battles streaking low over the Kent
countryside. They had taken great losses over these early days of the war. Three months past and on the 19th July 1940, the time came to leave home. My dream was coming true.
This was a day of apprehension; I was now committed to whatever lay ahead. Where
would life lead me? RAF service could be worldwide as the Empire still existed and now there was a war on. My dreams of being an Airman did not include war. There was nothing to take with me other than the clothes I wore and a little money. Walking away down the lane there was a last look at the cluster of Dignash cottages of Westwell nestling at the foot of the wooded downs before they disappeared from view
On the Monday afternoon the 19th July 1940, I arrived at the sand bagged and barbed wire protected gate of the RAF Depot at Royal Air Force Uxbridge, entered the restricted doorway into the guardroom and reported for duty.
There were many Volunteer Reservists from all parts of the country joining for duty that day. We wondered what was before us. Each barrack room contained about twenty beds and a certain amount of overcrowding was necessary because large numbers of new recruits. The iron beds were rather unusual in that the foot
part slid under the head part. The mattress was in three parts named 'biscuits'. When
not in use the whole bed was neatly stacked away. This provided extra space in the
barrack room for day use and was in accordance with the spick and span neatness of
service life with a place for everything and everything in its place, a form of discipline.
The staff NCOs explained the routine of the barracks.
Next was the first and foremost of the induction formalities. This was the 'Swearing In'
to become legally bound by the Air Force Act and allegiance to the Crown. This made
one legally bound by the Air Force Act and to ones allegiance to the Crown. There was a roll call of Names, Initials and Religion. Each airman received a service number. Mine
was 922297.Afterwards we were officially Airmen of the rank of Aircraftsman 2nd Class. Each Airman received an Identity Card RAF Form 1250 and Identity Discs; called 'Dog Tags', both to be carried on the person at all times, uniform, kit and accoutrements. The kit was such items as shaving brush, button stick, cleaning brushes, knife, fork, spoon, mug, kit bag, and mess tin. The button stick is still in my possession. The accoutrements were, webbing belt and harness to support a haversack, water bottle and bayonet, finally there was a gas mask. In the evening, the new recruits were off duty. I went to the cinema in Uxbridge town.
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The new intake of Airman were mustered for training as Airframe Mechanics and on the Wednesday, we travelled by troop train to the training school at Morecambe in
Lancashire. On the way to the railway, station at Uxbridge small local boys offered to
carry the heavy kitbags for a few pennies, an offer taken up by many of the new Airmen. It was obvious that the lads were well versed in the routines of the RAF and were showing enterprise. Each group carried food rations for the long slow journey and at various stops on the way urns of tea appeared.
Towards evening, the train arrived at Morecambe. The Airmen then were marched round the streets and given accommodation in private houses known as billets. Billets were private houses where the occupants with space to spare were required by law to accommodate Service Personnel. Compulsory billeting is only authorised by Parliament in wartime. Three of us found ourselves in rather a poor billet whereas some other Airmen found relative luxury, a home from home atmosphere. The
billeting was rather unexpected as everyone thought we would be in Royal Air Force
Station barracks.
The technical training took place in various commandeered large garages and factories. Tuition was by lectures and practical work amongst a collection of Aircraft and Aircraft parts, workbenches, tables and chairs completed the layout of what was a large classroom. Here I was in my element and enthusiasm made it easy to learn and the practical work was most satisfying. A Fairy Battle was in the classroom. It was the first aircraft that I was able to inspect and sit in.
Near the end of December, the course was finished and we became qualified Flight Mechanics 'A' (for Airframe) and were promoted to Aircraftsman 1st Class. Over the Christmas, I went home to Dignash in uniform for the first time. I carried posting instructions for a new unit. On this leave, there was a shot down German
Me 109 fighter Aircraft at Park Farm. Later I would be required to dismantle crashed
German Aircraft.
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The new unit was No.257 Hurricane Fighter Squadron whose Commanding Officer was Squadron Leader Stanford- Tuck, one of The Few of the Battle of Britain. Soon my new skills were tested. This was a fighter squadron.
After three months on No.257 Fighter Squadron, it was time for more training at RAF
Innsworth near Gloucester for a three-month course to increase my skills to that of a Fitter. The course finished in July, 1941 and I was remustered to a Fitter HA in the rank of Leading Aircraftsman after being in the Royal Air Force for the happiest year of my life, so far, despite the fact that there was a war on.
The new posting was to No.71 Maintenance Unit at Slough in Buckinghamshire.
Arriving there, I found that the unit was in a commandeered garage close to the Hawker Aircraft factory at Langley. The factory was manufacturing Hurricane aircraft.
At Slough, one of my billets was in the suburb of Wrexham with a gentle old couple in a tiny cottage near to the hospital. They were charming and gracious and treated me like a son. At one stage, there was a month's detachment to the RAF Station at Cosford in Shropshire to do a Junior Non Commissioned Officers course to learn the disciplinary aspects of service life and leadership. The course member's
accommodation was in Fulton block, a barrack that was a byword in the service for its extremely high standard. Here we taught the art of commanding Airmen on parade and of Air Force Law. I returned to Slough as a Corporal and given charge of a servicing party.
Not long afterwards I was sent to RAF Burtonwood in Lancashire to study the American Boston aircraft. It was not long before my party went to service a Boston Aircraft at Royal Air Force Manston in Kent. This was the airfield of my boyhood dreams when living close by with my grandparents. The work was in a hanger that had escaped the German bombing; it still stands today, and is close beside the road that goes through the centre of the aerodrome. I have such memories of travelling that road in the years before. One morning there was a damaged Short Stirling bomber standing outside the hanger.
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It was very impressive, long and tall and the biggest we had seen. This type of Aircraft
was new to the Royal Air Force. The basic wing and engine were of the Short
Sunderland Seaplanes design. The sight of the Stirling was very impressive.
This was the day the 2nd of May 1942 when I flew on my first ever flight. The Station
Commander had come to the hanger to fly a small tandem two-seat aircraft and I ask
him if I could fly with him. He replied by saying, "Go and get a parachute". We flew
over Canterbury to see the damaged caused by the German raid during the night. This day would trigger a drastic change in my service career.
After the servicing of the Boston Aircraft at Manston, the party returned to Slough
travelling once more by train with heavy toolboxes. A few days later there appeared on the Daily Routine Orders an appeal for Aircraft: Fitters to volunteer for flying duties as Flight Engineers to assist Pilots in flying the new four engine bombers that were rapidly coming into service; the Stirling's, Halifax's and Lancaster's. The experiences at Manston made me volunteer.
My next servicing party duty was at RAF West Malling to repair a Hurricane where the Squadron there were flying Boston's. Here I was able to get a flight in the back cockpit with the Radar Operator. The aircraft was practicing radar interception and we were flying along the South Coast. Fortunately, we encountered no German aircraft.
The next serving job was another Boston at Hunsdon in Essex where I was informed that was required to report to the Aircrew Selection Centre in Euston Road, London for a medical examination to see if I was fit enough for Aircrew duties. I passed the examination and went to RAF St Athan in South Wales for aircrew training as a Flight Engineer.
It was October 1942 when training commenced. (Photograph - Thomas, back row third from right)
Being an Airframe Fitter, the first part of the course was on the theory of Aircraft engines and their construction, working, servicing requirements and finally on how to operate them for maximum efficiency particularly in relation to range flying.
After engine theory, it was instruction on the airframe side of the Lancaster airframe.
The flying controls, the fuel system, and the hydraulics that operated the undercarriage and the flaps and other miscellaneous services. There were vacuum and air pressure systems to drive instruments, automatic pilots, wheel brakes and other emergency apparatus. The aim of the course was to understand the whole Aircraft. Part of the course included a week's visit to the Rolls Royce Engine factory at Derby and a week's visit to the Aircraft factory of A. V. Roe at Chadderton.
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Finally, there was a short course at Stormy Down in South Wales on air gunnery and
gun turrets. For the Flight Engineer to know something of gun turrets and gunnery was to not only complete the knowledge of the Aircraft but also so that an Engineer could operate a gun turret especially during low level, mine laying when the Bomb Aimer was busy.
The course was finished at the end of December and the successful course members
promoted to the rank of Sergeant Aircrew and awarded the coveted Flight Engineers
flying badge. It was time to leave Wales where it seemed to be always raining.
Lancaster Aircraft - Flying Training
My new unit was No.l661 Heavy Conversion Unit at the Royal Air Force Station at
Winthorpe just outside the town of Newark in Nottinghamshire. Here I joined the
following aircrew to form a seven man crew to fly Lancaster's.
Around the 20th February 1943 the all sergeant aircrew assembled at the Aircraft dispersal point with a Flight Sergeant Staff Pilot Instructor to fly on their first flight together as a crew. This was to familiarise themselves with a new type of Aircraft. Disappointedly we found that the Aircraft was an Avro Manchester and not a
Lancaster. The Manchester was a two engine aircraft and was unsuitable for Squadron operational service. The shortage of Lancaster aircraft had made it necessary to use them for the initial training of new crews at the Heavy Conversion Units. This particular Manchester was No.L7398, which had seen operational service on Nos.49, 97 and 106 Squadrons. It was in poor condition and did not inspire confidence.
Now it was my job as the engineer to see that all external protective covers had been removed from the aircraft and the inspection panels checked for security as they could cause a great hazard if they came off in flight. That the flying control locks and undercarriage safety struts on the aircraft were removed. The caps of the petrol tank filler had to be checked for security before priming the engines with petrol ready for the start up. With pre-flight checks done I would secure the entrance door, stow the entrance ladder and go to my position beside the pilot to start the engines and assist with the preparations for take-off.
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On this first familiarisation flight, the FIt Sgt Hamilton said to me "Watch what I do". This was to be only my third time in the air, an event in its own right. Now I was to be instructed how to assist the pilot in flying the Aircraft. The Instructor did the take-off, talking and demonstrating as he did so to both the Pilot and me. Away from the airfield, he showed the handling characteristics of the Aircraft, its flying and stalling speed in various configurations. Jock my Pilot would then try the various manoeuvres himself to get the feel of the Aircraft. The duration of this first flight was 1. 55hrs. We did a total of six hours with the Instructor mostly on circuits of the airfield with landings and overshoots of the runway.
On the 26th February we did our first flight in the Manchester without an instructor and went on to fly a total of eleven hours mostly on circuits and landings with some
bombing and air firing exercises.
On the 6th March 1943, the day came for conversion to the Lancaster and after three hours flying with an Instructor we took off in Lancaster No. W 4190 for a further period of practising circuits and landings. On the 13th March, we flew Lancaster No.R5541 on a six-hour cross-country flight followed by periods of flying by night with the emphasis on taking off and landing in the dark. After a total of 53 hours, flying on the 24th March the crew became proficient and ready for full operational flying.
On the 26th March 1943, we went to No.49 Bomber Squadron at RAF Fiskerton, an
airfield about five miles east of Lincoln. Lincoln Cathedral was to become very
prominent to us in the next few months for on most take offs the runway use was East to West which took the aircraft directly over the cathedral.
On the 31 SI March, we flew our first flight on an operational squadron with some local flying in Lancaster Mark III No. ED 452, followed during the next two weeks, with practice bombing sorties, air firing and cross-country flying. On the ground, there were practices drills for emergencies and explanations as to what to do in a crash landing and how to escape from the aircraft by parachute. In addition survival if forced down into the sea.
By the 12th April Jock the pilot had already flown on two operational bombing flights
over Germany as second Pilot with other crews to gain experience of flying amongst
enemy defences before taking his own crew as Captain of an Aircraft.
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On the 13th, our names appeared on the Battle Order for operations that night to fly
Lancaster Mark III No. ED 620. The decisive moment had come for us, the
apprehension before each bombing operation was to start. These feelings were relieved to some extent by doing all the preparations necessary before us take off.
The first thing to do was to fly the Aircraft on a Night Flying Test (an NFT). This was
to ensure that everything was working satisfactorily before the bombs and the correct fuel load for the flight were loaded on the Aircraft. Afterwards the time was with things personal, this included having a meal, and resting.
Later we would dress in the clothes suitable to withstand the cold of the
particular aircrew position in the Aircraft. Air from the two inboard engines warmed
the main cockpit.
The flying kit included:
A helmet with a microphone, earphones and an Oxygen mask
A Mae West Life jacket
An observer type parachute harness
A parachute pack
Flying boots
Gloves, these were both silk and leather.
Woollen underwear
Soon it was time for the briefing. There was a buzz of excitement as we trooped into the briefing room. There was a gasp as the route map on the wall was uncovered and the Target shown as the docks at La Spezia in the north of Italy. This would be a very long flight requiring full petrol tanks and flying for maximum range. Two hundred and eight Lancaster's and three Halifax's were to attack. A good point about this operation was that the route was out and back over the South Coast of England and the South of France where the defences were relatively light.
The next thing was to go to the Locker Room to collected flying kit, helmet, parachute and flying boots. I also carried a toolkit. During the flight, I completed a log of engine conditions every twenty minutes. The other crewmembers would also collect their flying kit together with those things necessary to their particular duty; maps and charts, target details, radio frequencies, a sextant for the Navigator a carrier pigeon for the
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Wireless Operator. Each crewmember would also have received in flight rations of sandwiches, a tin of orange juice and a bar of chocolate.
Now came the worst part of the preparations, waiting outside the locker room for the buses to take each crew to their Aircraft. It was at these times that the stomach would churn needing a call to the latrines as one thought of what lay ahead. This could be a nuisance when all dressed up and ready to go. There would be banter for some, quietness for others at this time and during the drive out to the Aircraft dispersed around the airfield.
At the Aircraft, the Pilot and Engineer reported to the dispersal Flight Office to check
the Aircraft loading and talk to the ground staff and the Pilot would sign the Aircraft
logbook. Before flight, as the Engineer, I inspected the aircraft both inside and out.
This was to see that everything was in order and that a battery trolley was plugged in for starting the engine and there was ground crew standing by to prime the engines with fuel before it was time for the crew to board. Each crew member would do his check of his particular part of the aircraft.
I would now secure the entrance door and stow the ladder. Moving forward up the
fuselage I would see that the oxygen supply under the rest bed was turned on and the electrics were connected to the external battery trolley would then take my place on the right hand side of the cockpit beside the pilot. Here we would start the engines and do the pre-flight checks.
On seeing a green Verey light from the control tower, it was time to taxiing to the
runway for take-off. I was checking engine temperatures and oil pressure, as it was easy for engines to overheat at this stage. The Pilot called up each member at his crew position to see if all was ready for take-off.
At the threshold of the runway, we would do our last minute take off checks before the Pilot turned ED620 onto the runway to await the green light to go.. Each Aircraft took off at 30-second intervals after a signal from the Control Tower. Our take off time was 20.50hrs.
On seeing the green light from the runway controller, the Pilot eased the throttles
forward leading and when the Aircraft was running straight, he called for full power and I pushed the throttle levers fully forward. The Aircraft gathered speed down the runway and this was one of the most anxious times as the loss of an engine when fully loaded with fuel and bombs would be disastrous.
It took the entire 6000ft runway to gain flying speed. The loss of an engine on take-off when fully loaded with bombs and fuel would be disastrous. When safely clear of the runway, the Pilot said undercarriage and I lifted the undercarriage lever, secured it into position, checked to see that the undercarriage was fully up and locked.
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When safely airborne I reduced the engine power to complete the initial climb to a safe altitude and closed the flaps from their one-third take-off position. The Aircraft then flew over the airfield for the Navigator to set the correct time of departure and to set the first course. I reduced engine speed to the climbing power.
At this time, it was still daylight. The rendezvous point was on the South Coast of
England and we could see the other aircraft around us.
We settled down to our individual routines for the long flight with me monitoring and recorded at twenty-minute intervals the engine speeds, their temperatures and pressures of the oil and coolant, whilst keeping a check on fuel flow and other things and keeping a look out for other Aircraft. 1 was fortunate to have a view from the cockpit of the full 360 degrees around the Aircraft. I had engine and ancillary controls on the right further. There were engine and fuel controls and instruments on the right side of the cockpit.
Darkness closed in as the coast of France was crossed. All went well as the flight
progressed. Occasionally we would get a glimpse of a silhouetted aircraft below.
Eventually the Navigator gave an estimated time of arrival (ETA) at the Target at
Spezia. The ETA time came and passed and so did the H-Hour time of attack but there
was no sign of a raid anywhere. Raids could normally be seen from many miles away
especially from altitude. The Aircraft was over the sea and it was soon realised that it
was off course and the correct position not known. With the bombs still on and over
half of the petrol gone I said to the Pilot "If we don't get rid of these bombs we shall not get back to base". We released the bombs into the sea. We turned for home with an intended landfall on the South Coast of France at an intended time but the coast at Montpellier was not reached until 30 minutes after that time. It was not until a series of course changes that we eventually we crossed the French coast at 4000ft. Some light opposition (anti-Aircraft fire) came up from the sand dunes but fortunately no damage occurred to the Aircraft. It is a long story of flying alone across hostile France.
Over the channel, there was very little fuel left and it was necessary to find an airfield
for landing. Throughout this time there were anxious moments watching for any
engine to cut out for want of fuel. After getting no reply to emergency calls for
identification and landing, the misty coast was crossed and by chance, we saw an
airfield. Without contact with the control tower, we landed the aircraft. The airfield
was Dunsfold. The time was 07.40hrs and the flying time had been 10.50hrs. The
aircraft had flown alone across the hostile territory of France expecting opposition at any
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time. After a meal, we flew back to Fiskerton who had posted the Aircraft and crew as missing.
An examination of the navigation chart, and a check of the two compasses, revealed that the main one was under reading by thirty degrees and that the courses flown had always taken the Aircraft to the right of the required track. This meant that on the outward flight the true track had been down into the Mediterranean whereas the return brought the Aircraft back on track to the south coast of France. Afterwards the track had been northwards around Paris before the turn westwards. This very long first operational bombing flight at maximum range had been quite a lesson.
The Battle of the Ruhr started in March 1943. The aircrew, because of the intensity of
the defence's searchlights, fighters and anti-Aircraft fire, knew the Ruhr area as Happy Valley.
On the 26th April, we attacked Duisberg with five hundred and sixty other aircraft. The Ruhr area was visible for miles away, a solid ring of searchlights surrounded it. Inside the ring, it was a fireworks display of rising shells, shell bursts, tracer gunfire and marker flares. Seeing the Ruhr for the first time made me gasp and I said, "How do we get through there" no one answered, each had his own thoughts, the Navigator in his blacked out compartment declined to look.
Soon we passed through the searchlight belt and were amongst the anti-aircraft bursts and tracer fire, the Pilot, the two Gunners and me, keeping a sharp lookout for other Aircraft to avoid collision and for enemy fighters. We saw Aircraft exploding, some catching fire and going down, others in searchlights. I was standing up at this time being required to move about to operate controls and to be able to read and to make a record of the instruments. The run up to the Target flying straight and level seemed to take a very long time although in reality it was only minutes. When the bombs left the aircraft, I would feel the movement of the cockpit floor. This was a relief. The Aircraft would rise up from the sudden loss of weight and the aircraft remained on course until the photoflash had gone off and the camera had recorded the bomb strike Only then was the Aircraft turned and dived away to get out of the target area. To look down from 20,OOOft and see the great area of fire and the bombs bursting was a sight I would never forget. The explosions of the heavy 4000lb bombs affected the Aircraft. This flight took five hours and was without mishap but 17 other Aircraft were lost that night.
On the 28th April, we tried to drop magnetic mines off the coast of Juist in the Fresian
Islands together with two hundred and six other aircraft. The weather was bad in the
area, dark, rain and low cloud. At 500ft in cloud and bad visibility, the target area could not be located. Because the position of mines in the sea had to be known, they were returned to base. One hundred and sixty seven of the Aircraft laid 593 mines in the area of the islands that night. Twenty-two Aircraft failed to return. This was the greatest loss on any mining during the war. It was the only mining sortie undertaken by us.
The bombing operations continued. What was I doing in these frequent infernos? What had made me volunteer for aircrew duties in the year before not expecting this? It was not my knowledge of the German tyranny; so much of that had been, and still was, unknown or knowing that Germany had unlawfully invaded and conquered the countries
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of Europe, had bombed England and would have subjugated the British Isle as well if
they had not been stopped in 1940. Fate had decreed I would be here because of my
love for aeroplanes, and, if I was destined to be a combatant, what better way was there than to do this. The results of bombs dropped on German military Targets gave me no qualms of conscience, even if they fell on houses and killed civilians. All Germans had participated in the Nazi fanaticism of world domination and their excesses, these and the Italian had to be stopped.
It is not practicable to describe each raid but some are worthy of note especially the first two raids on Hamburg that started those great firestorms.
13th May Aircraft Lancaster ED 452 Target Pilsen in Czechoslovakia
There was the instance where the target was the Skoda factory at Pilsen a place deep in the east of Europe. Out over the North Sea, the starboard inner engine shed its exhaust flame cover and some of the cylinder exhausts. In the dark a long sheet of flame curled back over the leading edge of the wing, this would have been a fire risk and a beacon to enemy night fighters. The engine was shut down and the airscrew feathered. The Aircraft now lost air speed and was no longer able to keep up with the rest of the force; it would become a sitting duck to the opposing fighters. It was time to return to base to live to fight another day. It was dangerous to land with a 4000lb bomb on the Aircraft. It was dropped into the North Sea.
Arriving back at base still heavily laden with 6 x 500lb bombs and a large quantity of
fuel on board the Flying Control gave instructions to land on the short South West/North East runway. This was to avoid any obstruction on the main East/West runway in case of mishap and with the subsequent need to divert the other returning squadron Aircraft to another airfield. The approach to the runway was faster than normal because of the high landing weight and with a gusty side wind blowing the aircraft floated before touchdown. With the heavy load and poor braking the pilot realised he could not stop before the end of the runway and shouted a warning to his crew to brace. ED452 plunged off the end of the runway into a field and the undercarriage collapsed. With fear of immediate fire and explosion, I quickly had the escape hatch in the roof of the cockpit off and dived straight out ignoring the drop from the top of the fuselage to the ground. The rest of the crew quickly followed and all ran as fast as possible across the field to get away. Fortunately, neither fire nor explosion occurred and the crash crews were soon on the scene. Taffy the Rear Gunner suffered a severe shake-up in the crash and was not able to fly again. We went to the sick quarters for a medical check.
At one time, we flew a total of 22.15hrs on 4 nights in 7 days in stressful conditions and were very tired. In May, the darkness of night was quite short. Take offs were always late in the evenings. By the time, aircraft had landed and crews had been collected from dispersal, removed their flying clothing at the locker room and then been de-briefed at the Intelligence Section it would be daylight. Sleep was difficult before returning to the airfield by 11.00hrs to carry out a Night Flying Test (NFT) in readiness for the next flight.
On the 12th July, we flew to Turin in Italy. Two hundred and ninety five Lancaster's took part on this raid in clear weather conditions. The view of the snow-covered Alps was
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fantastic. To see the twinkling lights of neutral Switzerland and Sweden was quite
something. Once again, it had been a long flight at maximum range. LM 306 was short of fuel when nearing the South Coast of England and the aircraft landed at Exeter. We returned to base later in the day.
On the 12th August, we flew to Italy again to attack Milan. This was another long flight. Over the Alps, there were storms and flying in cloud, St.Elmos Fire danced across the windscreen and ice formed on the airframe resulting in a lower bombing height of 17,700ft because of the extra weight. It was a successful raid with only three Aircraft lost. The Alfa Romeo motor works, the railway station and the La Scala opera house suffered substantial damage.
LM 306 had now completed three operations in four days with a total of 22.30hrs flying. It is not surprising that we had little sleep over those four days. It was a great relief to have leave. After debriefing, a meal and a change of uniform we travelled into Lincoln on the bus to catch a train to our respective homes. Two of us were travelling to London on the first part of our journey and after changing to a very full train at Grantham we both fell asleep exhausted in the corridor all the way to London and other passengers just walked over us.
There was relief, as always, as the enemy coast was crossed but no one could relax
because of possible dangers ahead. The North Sea was very wide, wet and cold.
Mechanical failures could occur from various causes not least from unsuspected enemy damage. The chances of survival if forced down into the North Sea were minimal. There was always the chance of bad weather over the base and collisions with other circling aircraft waiting to land. The circuits of other adjacent airfields were very close. It was easy to approach the wrong runway. There was also the possibility of enemy intruder aircraft in the airfield circuit.
One night we were returning below cloud at 3,000ft just off Cromer with other aircraft. Navigation lights were on. Suddenly cannon fire hit the aircraft. It was from the British Navy. Also attacked was Aircraft JB 235 of the squadron. The noise was uncanny as red-hot shrapnel passed through the fuselage close beside us. We waited to see if any faults developed but things so far, appeared normal. The Pilot called for reports and the Navigator said "Ralph's been hit." Ralph was the Wireless Operator and sat in the centre of the aircraft with his back against the hefty main spar; this no doubt had shielded him from injury that is more serious. Squeezing past the Navigator I went to Ralph's aid to see that he had received wounds in his legs and shoulder area but the most serious at the time was a hole through one of his hands. Getting the first aid, I applied bandages and put a tourniquet on the wrist before going back to my duties in the front cockpit leaving the Navigator to watch Ralph later returning at intervals to release the tourniquet to prevent gangrene setting in.
At Dunholme Lodge, the weather was foul with low cloud and driving rain. The
aircraft was required to circle for some time before getting position six for landing. Air Traffic Control had been informed that on board was a wounded aircrew member. Eventually the turn came to land but on the downwind leg of the landing circuit it was found that the undercarriage would not come down; it was obvious that the hydraulic
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fluid from the system had been lost. There was damage in the bomb bay area where the pipes were located. Fortunately, the emergency air system was working and I was able to lower the undercarriage and flaps. The landing was very heavy.
At dispersal, when the engines were shut down, the levers that operated the fuel cocks failed to work and hung loosely down. The control cables in the bomb bay had been severed. Fortunately, no petrol lines to the engines had been damage. There were shattered bomb doors, broken pipes and cables, holes in the tail plane and flying control rods shot through, luckily they held to keep control of the rudders and elevator. This new aircraft was taken out of service after one bombing trip. The original crew was now down to five having lost Ralph and Taffy and spare aircrew were to fill the rear gun turret and the wireless position on subsequent operations.
Jock, the Pilot, had been a Warrant Officer since the 6th of June and was now commissioned to the rank of Pilot Officer. Jimmy the Navigator, Hugh the Bomb Aimer and I were Flight Sergeants.
2nd October. Lancaster ED 426. Take off 18.36. Target Munich. 03.15 hundred and ninety-three Lancaster has attacked the target. Eight were lost. ED 426 bombed at 22.41 from 19,000ft. On the 20th
October after a raid on Leipzig Jock, the Pilot completed his tour of 30
operations and afterwards we sadly broke up leaving the others to complete their tours flying as spares with different crews. I still had four more to do. No longer would we men experience the close friendship and respect that had built up over the last ten months flying, living and working together and going out on the town. The memory of the bond that bound us, especially in periods of great danger, would never fade. Such a depth of comradeship would not be experienced again.
Jock left the service in 1948.
Hugh the Bomb Aimer became a Flying Officer. On No. 97 he killed on 11 November 1944 whilst on a second tour. His name is on the RAF Memorial at Runnymede and the Lincoln Memorial.
Ralph the Wireless Operator settled in Bournemouth and suffered in his later
years from the wounds received.
Commission was granted to Jimmy the Navigator. He left the Service in
1946. Sergeant G Green was demobilised in 1945. Since those days, there has been no
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contact with them but I was proud to have served with them.
I stayed on in the squadron as the Flight Engineer Leader. During the next
five months I flew as a spare Engineer. To Berlin with PIt Off Rowntree on the 21st
January 1944. To Leipzig on the 19th February with PIt off Dickinson. To Stuttgart with
the Sqn CO Wing Commander Adams.
My last one was on the 15th March to Stuttgart again with Pilot Officer Lett.
906 Aircrew of No. 49 Squadron failed to return. This was a loss rate of 33 of the
Aircrew who flew with the Squadron.
Years later, on the 24th April 1994 a Roll of Honour showing their Number, Rank and Name, date of death and place of burial in a foreign field was dedicated in the Fiskerton village Church of St. Clement of Rome.
In May 1995, a memorial was placed in the centre of the old airfield at Fiskerton to all those who were lost and those who served on the Station during the two and a half years from January 1943 to mid-1945.
I flew 211.50hrs by night on 30 sorties over enemy territory plus 2 almost to the enemy coast. Seventeen of the sorties had been in one Lancaster Aircraft No. LM 306 with the Squadron letters EA-F (F for Freddie). The Targets were The Ruhr = 11, Berlin = four, Italy = three, Hamburg = 2, 11 other German Targets and one Mining operation. I remember the stress, the tiredness, fear, and the pride in belonging to Bomber Command
My next posting was in April 1944 to RAF Winthorpe near Newark where I had done
my flying training, there to be a Staff Flight Engineer Flying Instructor. This was not
much fun, as we had to fly old Stirling aircraft to teach new crews. This was to save new Lancaster's for the operational squadrons.
After a few weeks and 32 hours of flying, 13 of them at night, I was sent out to all the
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Stations in Number Five Group Bomber Command to lecture on the new Airborne
Lifeboat that was being introduced to the Air Sea Rescue Squadrons. When this was
finished, I returned to my base at RAF Scampton and on the 19th July 1944 I was
commissioned as a Pilot Officer.
Whilst visiting RAF Strubby Commanding Officer informed me that I had been decorated. The London Gazette had promulgated the award of the Distinguished Flying Medal. (L.G Volume II 1944 Page T. J Entry 3090) The public Record Office reference is ZJl 985. The Pilot "Jock" Morrison was awarded the Distinguished Flying Cross.
Shortly afterwards I was posted to RAF St. Athan in South Wales to train Flight
Engineers. The introduction to the Officers Mess and its customs was a great
experience; other Officers were most charming and helpful. It was an agreeable task
teaching new aircrew the duties of a Flight Engineer. Occasionally the Maintenance Unit on the other side of the airfield called for a Flight Engineer to assist the Test Pilots to fly Lancaster's to and from the factory at Baginton. This became a pleasant task. Just the two of us, the pilot and engineer, flying the Lancaster's on these flights. I can well remember flying low over the Malvern Hills. During my posting at St Athan, I did the Flight Engineer Leaders Course from 20th June to 25th July 1945 despite the fact that I had been a Flight Engineer Leader on an Operation Bomber Squadron in 1943. I spent two happy years at St. Athan.
On Tuesday the 16th February 1947 I was posted to No.44 (Rhodesia) Squadron at Royal Air Force Wyton in Huntingdonshire. On the Wednesday, I was once again in the air flying as a Flight Engineer in Avro Lincoln aircraft a larger version of the Lancaster. The Squadron routines and with a comfortable room and pleasant facilities in the
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Officers Mess life was very enjoyable. The comradeship of colleagues was enjoyed and one particular Flight Engineer; Flt.Lt. Jimmy Hudson became a great friend for many years.
Months of 1947 passed with plenty of flying, it was different and relaxed after the hectic and dangerous wartime operations. On the 12th November, there was a pleasant flight out to Egypt to deliver spare parts to some of the squadron's aircraft. They were on detachment to RAF Shallufa in the Canal Zone. The Pilot was FIt. Lt. Cumber and the aircraft Lancaster No.TW 909, this being my first flight with a landing outside England in a foreign country.
First part of the flight was to RAF Lyneham in Wiltshire for custom clearance. At 23.05hrs, we took off to fly by night to RAF Castel Benito in Tripolitania on the North Coast of Africa. Prior to World War II Castel Benito had been an Italian airfield and during the war the German Luftwaffe had used it. Later the airfield was renamed Castel Idris and in years after it became the International Airport for Tripoli.
The next day it was a 5hr flight along the North African coast to Shallufa in Egypt
passing over the great battle areas of Sollum, El Alamein and Knightsbridge. On this
flight, I flew the aircraft for two hours. RAF Shallufa was beside the Suez Canal and it
was quite a sight to see large ships appearing to be travelling across the sand and to
experience an RAF airfield in a hot desert.
After three days, we took off for the return flight to the UK via Castel Benito making a detour to flyover the Pyramids and the Sphinx. On the 20th November, we arrived back at Wyton after a total flying time of 25.40hrs.
On the I" March 1948, the Squadron flew out to RAF Shallufa in Egypt for a month's
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stay on exercises. I flew as the Flight Engineer to FIt. Lt. Bristow in Lincoln No. RF
426. On the 24th March with FIt. Lt. West in Lincoln RF 514, we flew to Khartoum in the Sudan for an overnight stay returning to Shallufa the next day. This round trip took 11.20hrs. On the 31 st March, the whole Squadron return to Wyton via an overnight stop at Castel Benito.
In May 1948, the whole Squadron was engaged in preparations for Operation
"Chessboard". This was to be a goodwill visit to Southern Rhodesia (now Zimbabwe)
at the invitation of the Government. It was in recognition by the Royal Air Force to the people of Southern Rhodesia for the Rhodesians, who had served, and those who had been lost, with the Royal Air Force during the war.
On the 3rd June 1948, the six Lincolns took off for a practice in formation flying in preparation for the displays in Southern Rhodesia. These are the preparations on the 9th June 1948 before the squadron of six Aircraft took off on the first leg of the flight to Southern Rhodesia with an 8hr45min flight to Castel Benito in North Africa. I was flying as Engineer to Flying Officer Barnes in the lead Aircraft KM-L No, RF417. He is the officer at the foot of the entrance ladder about to board with before him the navigator the Squadron Commander, Squadron Leader Moody was to fly with us. If you look closely at the photograph in the distance on the perimeter the two figures are the CO and me his Adjutant completing the inspection before take-off. On the following day, the Squadron flew on to RAF Shallufa in the Canal Zone of Egypt for a three-day rest and for servicing of the aircraft. This flight took 6 and half hours.
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The journey continued from Shallufa on the 14th flying along the Nile Valley to Khartoum in the Sudan for an overnight stop. From Khartoum it was on to Nairobi in Kenya the next day for another overnight stop.
On the 16th it was on to the Belvedere airport at Salisbury, Southern Rhodesia. The
outward flight took 38hrs 25mins. This was to be the base for the Squadrons stay in the Country. The aircraft arrived over Belvedere in formation and after landing the personnel paraded for a reception by the Prime Minister Sir Godfrey Huggins. In the evening the Officers and Airmen attended a Government banquet and a highlight for me at this function was to sit next to, and talk with, the Prime Minister, Sir Godfrey.
There was now a two day rest for the Squadron. On the 18th Bamey and I with the rest of our crew took off to take mosaic photographs of the area of Salisbury for the local authority. We think it was for a proposed building of a Dam on Lake Kariba. It was a flight of over five hours.
On the 19th and 20th, the Squadron did formation flying over Rhodesia to be seen. On the second of the flights we had on board a passenger Mr Catsicas the Mayor of Umtali a Town in the NE of the country.
The Squadron now had a two stand down. The Squadron personnel were split up into groups of six to be the guests of prominent Rhodesians. Bamey and I with two of our aircrew and of the two of our ground staff were to be the guests of the Mayor of Umtali. This involved a long overnight sleeper journey in a rather antiquated colonial train to Umtali there and back. This was an experience. Bamey and I were the guests of the Mayor and we were rather surprised with the low standard of the accommodation.
However, this did not detract from the entertainment of Sun downer Parties of good food and drink in comparison to conditions at home. There were visits to the Vumba
Mountains and an upmarket Hotel the Leopards Rock. We were also taken to Gold Mine and an orange orchard. What lovely orange juice it was.
On the 26th June the squadron flew from Belvedere to Kamala Airport Bulawayo flying over the Victoria Falls on the way. Here was another Sun downer Party and an overnight stay as guests of the locals. Bamey and I stayed with a lady Doctor
We returned to Salisbury on the 28th• On the 29th we took off to return home via the way we had flown out. We arrived back at RAF Wyton on the 5th July having flown for over 80 hours on a good will trip. What an experience. On the way home we flew low over the African Veldt.
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On return to Wyton the Squadron, members went on leave. There was a break in flying until August. I then flew regularly as the Flight Engineer to the Squadron C.O. and served as his Adjutant until the end of the year. On the 29th October 1948 came an appointment to a Permanent Commission in the Secretarial Branch. I was now a Flying Officer. The need for Flight Engineers was ending with the introduction of the new jet Aircraft and so, after nearly one thousand hours of flying my General Duties flying career was ending. It was two very happy years on 44 Sqn.
In January 1949 I was posted to Headquarters No. 3 Group Bomber Command for three months before being moved on to Headquarters Bomber Command at High Wycombe for further Intelligence duties. The post was for a junior in the Intelligence Section of four Officers. A few years before my wartime flying destiny had been under the command of Air Chief Marshall Sir Arthur Harris (Bomber Harris). My feelings when working in the underground Operations Room from where my wartime flying operations had been ordered and controlled cannot be described. My new Commander in Chief was Air Chief Marshall Sir Hugh P Lloyd. One day in the Officers Mess there was the pleasure of meeting and talking to Marshall of the Royal Air Force Sir Hugh Trenchard the Father of the RAF.
Posting to High Wycombe was made even more enjoyable by being able to participate at weekends in the ATC gliding at Booker Airfield. In December 1949, the Air Officer in charge of Administration detailed me to represent Bomber Command at a meeting in the Air Ministry. The subject was the formation of the Royal Air Force Gliding and Soaring Association. Members left the meeting charged with organising and encouraging gliding in their respective Commands.
Duties, mess life and atmosphere at Headquarters Bomber Command continued to be very pleasant with the weekends spent gliding at RAF Booker. On the 4th July 1950, the 'C' Gliding Certificate was gained with a modest soaring flight of 15 minutes in a Grunua Baby Intermediate Sailplane No. VD 182. This was repeated a week later with a gain of height of 1250ft.
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On a visit to the London Gliding Club at Dunstable on the 24th June produced my first hill-soaring flight of 30 minutes in a Sedbergh T21 b with Mr Lawrence Wright.
In October 1950 there was a week's gliding course at RAF Detling in Kent with experienced instructors, which was to be repeated again in October 1951."Jock" Forbes" was the Chief Flying Instructor at RAF Detling in Kent. He and I were two of the six Founder Members of the Royal Air Force Gliding and Soaring Association that was formed at the Air Ministry on the 15th December 1949. There was also another weeks gliding course at RAF Detling in October 1951. On the 13th January 1951, I flew my first solo hill soaring flight of I hr 50min in a Slingsby Tutor at the London Gliding Club on Dunstable Downs.
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Duty at Headquarters Bomber Command ended for as a Secretarial Officer I was required to do accounting duties so it was necessary to attend an Accounting Course. After the course, I was a posting to No.9 School of Recruit Training at RAF Bridgnorth in Shropshire to be an Accountant Officer. This involved collecting cash from the local Bank, the payment of bills, the accounting for the cash transactions and the conducting of pay parades for the Airman.
It was here at Bridgnorth that I became the Chief Flying Instructor of the RAF Cosford Gliding Club, which was nearby. Two happy years followed with much gliding and soaring at Cosford and the civilian Midland Gliding Club on the Long Mynd, that lovely hill site on the Welsh border.
In July 1952 came promotion to the rank of Flight Lieutenant. My next unit was at RAF Padgate near Warrington in Lancashire. It was another recruit training school. This urban area was a contrast to the lovely Shropshire countryside. I was still able to get to RAF Cosford for gliding from time to time.
I joined the nearby civilian Derbyshire, and Lancashire Gliding Club at Camphill in the Peak District; this was another marvellous hill site. At Camphill, I was able to do my first cross-country soaring flight of over 50km towards
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my Silver "C" badge by flying from Camphill to Lindholme in Yorkshire. The flight took place the 17th May 1953 in an Olympia Sailplane named "Speedwell" flying over Sheffield at 5850ft above sea level and looking down the large scar across the countryside near Doncaster, which was the first part of the A 1 road, was being made into a Motorway.
From the 25th July to the 3rd August 1953, I flew the RAF Cosford Gliding Club Gull IV Sailplane in the British National Gliding Championships at Camphill. In a total of 8 hours, only two cross-country flights were possible landing in fields, one at Staveley and one at Renishaw, both in Derbyshire. Landing at Renishaw was quite eventful. The field had cows in it and cows are partial to licking the Aircraft fabric, and standing on the wing surfaces and causing damage. A lorry driver in the field kindly offered to keep the cows from the sailplane whilst I went to find a telephone to report the landing back to Camphill for the information of the retrieving crew.
The nearest house was in fact a country mansion set in its own grounds and after knocking on the large ornate door, a trim maid, dressed in black and white, came to the door. In answer to my request to use the telephone, she offered to fetch the Master. The maid disappeared through the large marble hall with its suits of armour around the walls and then a tall-distinguished gentleman appeared to say that he was not the Master but a companion to the Master. Just then, a short rather deformed person limped into view followed by an introduction to Sir Osbert Sitwell the renowned author. The place was Renishaw Hall. His first words were "Are you all right?" to the affirmative he said "Have you had lunch?" I said "No". He then called out "Cook, lunch in five minutes". Politely declining lunch because of the need to return to the sailplane to release the lorry driver from his good deed, Sir Osbert said "Don't worry I will get my agent to go down and safeguard the sailplane".
Then came a fine lunch of Venison and salad followed by strawberries and cream all supported by a carafe of wine. Now this was the life and gliding. Afterwards all walked down to see the sailplane and to have the details of the Gliding Championships explained to them whilst awaiting the retrieving crew.
Accounting duties continued at RAF Padgate. The New Year came. Within a few weeks came a posting overseas in April.
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On the 9th April 1954 came a flight by Hastings Aircraft of RAF Transport Command from RAF Lyneham in Wiltshire to RAF Station Habbanyia. The unit was situated between the Rivers Euphrates and Tigris near Baghdad in Iraq and was the Headquarters for all of the RAF stations in the Near East The posting was to be the Station Accountant Officer at the far away unit of RAF Mauripur in Pakistan.
There was an overnight stop at RAF Castel Benito now named, Castel Idris. It brought back happy memories of flying with No.44 (Rhodesia) Squadron. I waited three days at Habbanyia for onward transport. I remember seeing the clear star lit nights and hearing the loud croaking of frogs on the two rivers Tigris and Euphrates.
RAF Mauripur was a staging post for aircraft flying the long route to the Far East. At this time in 1954, air transport was relatively slow and was before the introduction of jet powered transport aircraft into the RAF. The unit was on a Pakistan Air Force Station near to the Capital of Karachi. All services received from the Pakistanis had to be accounted for and this was to be a large part of my work. In addition, I had to pay and account for the twelve Officers and three hundred Airmen of the unit and those RAF personnel seconded to the Pakistan Air Force. There were also the Services staffs at the High Commission in Karachi to look after which included the Air Attaché, Group Captain Sands who had been my Senior Intelligence Officer at Headquarters Bomber Command in 1949.
Mauripur was on a flat, barren, desert plain with the hills of Baluchistan away in the distance to the Northwest. The Station, together with Drigh Road at the other side of Karachi, had been RAF during the days of the Indian Raj before the independence and partition of that great country in 1947 with its great loss of life and the making of two States. The effects of that period were still very evident in the refugee camps around Karachi where the people lived in appalling filth and squalor.
The small RAF unit was the only British one left on the whole of the Sub-Continent of India; this became very evident when I had to account for all of the petrol use by the British from 1947 to 1954. After protracted negotiations with the Pakistan Air Force Ministry, which fortunately was based at Mauripur, the time came for the bill of around ten million Rupees to be paid; this was the equivalent of about one million pounds sterling. In 1954, at today's values, this would be about £15-20 million. This would be the largest cheque that I would ever sign but finally the Pakistanis wanted the credit in £'s in London for International trade so the bill was passed on to the Air Ministry. The special nature of the unit required me to deal direct with the Air Ministry and not through Air Headquarters Levant.
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Mauripur was a two-year posting and in some ways difficult to bear especially when bouts of dysentery confirmed one to the Sick Quarters. The climate was always hot and humid and the khaki uniform of shorts required daily 'dhobi' (washing) by the Bearer (Batman) - these were the servants employed to do the domestic chores. Because of the hot, humid climate, duty was from 7am to 1 pm for those personnel who were not required to meet and service incoming and outgoing Aircraft.
Afternoon siestas were needed There was always a daily coach to Hawks Bay on the Arabian seashore about three miles away for swimming and this was a favourite facility.
There was one highlight. At the Pakistan Air Force Station of Drigh Road was a Gliding School for training cadets and a Squadron Leader Jan Mikulski commanded this. Jan had been in the RAF during the war flying fighter aircraft. He came from a high-class Polish family. He and his wife Mary had been pre-war gliding champions.
Jan escaped to England but his wife Tula (Mary) and their daughter became prisoners of the Russians. The daughter died in a Russian camp. After the war, Jan who was stateless enlisted into the PAF for the gliding post and Mary was able to join him. They became great friends and were charming hosts.
This friendship led to me being able to fly the PAF gliders. A total of 35 hours were flown over and around Drigh Road and Karachi in circumstances quite different from those in England. It was not wise to flyaway from this area for any landing would be in remote and inaccessible countryside.
Thermals over Drigh Road were usually twirling 'Dust Devils' they were very rough and restricted in height by the cooler sea breezes drifting in above the hot air over the land. When soaring, Kite Hawks, Buzzards and Vultures would take advantage of the thermal uplift and surround the sailplane. If, when flying and searching for lift the sailplane pilot saw circling birds he flew in to join them. At over 7000ft, I circled with the birds of prey. This was a fascinating experience. It was certainly fascinating to fly with them and watch their flight feathers and manoeuvres although to see an ugly vulture peering into the cockpit from just above could be unnerving.
There was another pleasure at Mauripur. The Administration Officer was a Service pilot who was required at the time to keep in flying practice and so to do this a P AF Harvard two-seater-training aircraft was used. I went with him and had great fun flying a powered Aircraft. All went well until the PAF started to send in bills for its use. The Headquarters Levant stopped the flying. Looking back on the two-year stay at Mauripur it was a great adventure.
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August 1954, during the tour at Mauripur, there was a detachment back into Iraq to take over the Accounting at RAF Shaibar in the desert. Shaibar was near to the town of Basra on the Shatt el Arab the river mouth of the Tigris and Euphrates, which led into the Gulf of Aden. The detachment was for six weeks to relieve the Accountant there who was going home to England to get married. Shaibah had a bad reputation in the RAF as one of the worst overseas posting.
Many are the songs 'Shaibah Blues' sung in the home messes, especially by old sweats who had served there in the inter-war years. I contracted some uncomfortable infections whilst there. I think it was from the swimming pool. This required me to do my work in the more comfortable air-conditioned Officers Mess. It was a relief to return to Mauripur.
April 1956 came and it was the time to hand over to my relief although the staging post was to close in the following December. Longer-range Aircraft were now coming into service that could now over fly the area. It took a week to fly home to England because of having to wait for available seats on the various aircraft flying between the homeward staging posts. Two days were spent at Habbanyia and two days at Nicosia in Cyprus.
I was now to study at RAF Bircham Newton in Norfolk.
My next duty was at RAF Jurby on the Isle of Man to train Officer Cadets .. I lectured mostly on Accounting and Administration.
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Jurby held many memories; the stay there ended with promotion to the Senior Rank of Squadron Leader on 1st April 1958.
The next posting was to RAF Wellesbourne Mountford near Stratford upon Avon, which was the base for the RAF Airfield Construction Branch. The detailed was to command Squadron of Administrative personnel to accompany an Airfield Construction Squadron on a Task Force to construct a Rocket Tracking Station on the Island of St.Kilda. The island was in the Atlantic, forty miles west of the Outer Hebrides.
The passage to St. Kilda involved a long train journey to Cairn Ryan on the shores of Loch Ryan near to Stranraer in Scotland. Cairn Ryan was the mainland depot for the stores and personnel to be shipped to the Island by Tank Landing Craft of the Army; it was also the base for radio contact for administrative and emergency purposes. The twenty-four hour sea crossing took place during a most unpleasant and ill making storm. Landing Craft were the only ships that could transport the heavy vehicles, stores and building materials and are able to beach and unload on the only small sandy cove. The rest of the Islands shoreline rose shear out of the water to heights of up to five hundred feet above sea level.
The Island was about two miles long and half a mile wide and very rugged. A hardy Scottish people had inhabited it up to 1930 until they became so impoverished they had to be evacuated to the mainland. The Island was now a sanctuary for many types of seabird and a few Soya sheep and was overseen by the Scottish National Trust. The few stone houses that had formed a line near the seashore were now roofless and in collapsed piles although the more substantial Factor's house and the Manse had been rehabilitated to house the Officers and provided a recreation area for the Airmen. The Airmen lived under canvas and the messing was in a Nissen hut erected for the purpose. The construction of the Tracking Station continued throughout the summer months.
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The office was a mobile caravan and from there I was able to keep in radio contact with Cairn Ryan on the mainland. Finally, the summer ended and it was time to withdraw before bad weather prevented the Landing Craft from getting to the Island. Everyone was glad to be going back to Wellesbourne for leave and to see his or her families. A small unenviable maintenance party came out to look after the installation during the winter months. At Wellesbourne I completed the work necessary to close down the operation.
Now it was to Royal Air Force Uxbridge to be the Senior Accountant Officer. Entering
the gates and passing the parade ground my thoughts were of those far off days in 1940 when first reporting for duty on joining the Service. I had come a long way since then and had advanced to a remarkable degree never thought possible when lying down to sleep on that first night in the barracks beside the square. Now it was to be the Senior Officer responsible for the financial affairs of the Station. I had been out of England for five years.
On weekends, it was gliding with the Chilterns Gliding Club at RAF Benson, which was not very far away. Evenings, using an available building on the Station, I was able to carry out repairs to the Club gliders, work that gave me great pleasure since my early days in the RAF as a Mechanic, Fitter and Engineer. Life was quite full and rewarding at Uxbridge.
The Unit Drama Group put on a Nativity Play one Christmas time with me as a Wise Man giving performances in the Station Theatre and the RAF Church of St. Clement Danes in the Strand in London.
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Another Royal duty occurred at one stage acting as an usher in the Central Nave of St. Pauls Cathedral when Her Majesty attended the dedication of a Memorial to the
Americans whom served and died in World War Il.
One of the Units at RAF Uxbridge was the RAF Regiment whose duties, amongst others, were ceremonial and it was the Custodian of the Queens Colour for the Royal Air Force. The Borough Council of Uxbridge granted the Freedom of the town to the Royal Air Force Station, which entitled the unit to march through the town with drawn swords, bayonets fixed and colours flying. The station personnel had been practising for the ceremony for some time and the parade was to be under the Command of the RAF Regiment C.O. A week before the ceremony the Officer became ill and was in hospital. The Station Commander detailed me to command the parade. This was a great Honour to troop the Queens Colour on the hallowed parade ground. Throughout the ceremony, my thoughts were back in 1940 when walking out of the station in uniform for the first time as an Aircraftman 2nd Class to go to the cinema.
The Contingent then marched the through the streets of Uxbridge with bands playing, colours flying, swords draw and bayonets fixed. At this time I was remembering the day eighteen years ago when marching the same route as a new recruit with a heavy kit bag on the way to the railway station to go to Morecambe for training.
After the parade, there was a reception in the Officers Mess for the Civic Party, Members of the Air Council and other honoured guests. The sick Commander of the RAF Regiment was the President of the Officers Mess Committee and being Vice President it fell to me to take the Chair at the Formal Dinner.
The three years served at RAF Uxbridge were very rewarding.
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Two notable soaring flights occurred whilst serving at Uxbridge. The first was on the 7th May 1960. This was from RAF Booker to a field at Finmere in, Buckinghamshire. I reached a height of 5600ft. The flight time was 2hrs.5min. The second flight took place on Monday the 13th March 1961. All over the weekend, gliding had taken place at RAF Benson in Oxfordshire but the weather conditions prevented any soaring and the flights were restricted to circuits round the airfield.
On the Monday morning the weather forecast reported a steady west wind blowing, a condition that would allow hill soaring on the ridge of Dunstable Downs the home of the London Gliding Club. Taking a chance, I telephoned the club for permission to attempt a five-hour duration flight to complete the conditions for my Silver C Badge, something waited for over eleven years. Afterwards another telephone call was made to RAF Benson to see if the gliding club could have the Olympia Sailplane and a Tug Aircraft ready. All was now set for an attempt to complete the final leg of the Silver "C" Badge.
Take off by aero tow from Benson was at 11.10hrs to fly along the Chiltern Hills to Dunstable. At 11.35hrs, the Olympia was towed into the hill lift over the London Club grounds the time being taken for certification purposes by the Club Chief Flying Instructor. For an hour, all went well then, a lull in the wind made it necessary to land. Very quickly, the Chief Instructor of the club organised a quick re-launch by winch at 13.04hrs.
For the next 5 hours and 4 minutes, the Olympia scraped back and forth in the narrow band of lift along the ridge at a very low height to complete the flight by landing at 18.10hr as dusk approached. The full flying time for that day was 6 hours and 30 minutes. A very happy Thomas travelled back to Benson with the trailer and sailplane and then on back to Uxbridge.
My next duty was at the Ministry of Defence in London was with the Personnel Department, in the section that dealt with the forecasting of the number of recruits that would be required in the various trades in the coming years based on the expected wastage and the Defence Budget. As the defence requirements changed from year to year, the task was not an exact science and the tool of the trade needed to be a crystal ball. It was interesting work and it gave an insight into how a Government Department worked. It also involved on occasions to be the Duty MOD Personnel Staff Officer overnight and at weekends and being one of the Bowler Hat and Umbrella Brigade commuting up to London from Oxhey where I had bought a house every working day.
There is little to relate regarding the work at the Ministry of Defence. Much time was spent attending conferences while the two civilian staff in the Mla office did the
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calculations for the assessment of the numbers of RAF tradesmen for the future.
The posting to the Ministry of Defence was to last three years and during this time gliding continued with the Chilterns Club at RAF Benson and the RAFGSA Centre at RAF Bicester. During this time, I was also the Treasurer of the Royal Air Force Gliding and Soaring Association. My dealings with the RAF Sports Board were with a retired Group Captain who was my Wing Commander at RAF Padgate.
On the 4th May 1963 flying from RAF Bicester in a Skylark IV Sailplane, r was able to make a lOO-mile cross-country goal flight to RAF Swanton Morley in Norfolk. The flight took two hours and thirty-five minutes. The landing was in the late afternoon of a Saturday and it was after midnight when the crew arrived from Bicester with a trailer for the return journey by road.
In the early hours of Sunday morning, driving through the streets of Cambridge, a wheel came off the trailer because of a broken axle. Fortunately, there was another RAF Gliding club at nearby RAF Waterbeach. They had a suitable trailer and this was borrowed so that the journey could be continued.
1964, the National Gliding Championships were at Lasham in Hampshire and a number of the RAFGSA clubs were competing. As the Treasurer, I was required to attend the meet. The RAFGSA Centre at Bicester was providing a two- seater sailplane to enable important guests to be given flights. It was my pleasure to fly this Bocian sailplane the 50 miles to Lasham behind a towing Aircraft and whilst there to give flights to some very Senior Officers and MOD Officials.
Duty at the Ministry of Defence was an experience and finally ended in June 1964 and I moved to RAF Wildenrath, Germany. it was another adventure and a challenge driving off to Dover to catch the boat to Ostende and then across unfamiliar Holland and Belgium and into Germany. Driving on the right and then through the centre of Brussels and going the wrong way down a one-way street in another town was quite hair raising.
RAF Wildenrath was just inside North West Germany over the border from the Dutch Town of Roermond, a town handy for shopping. > At Wildenrath I was the Officer Commanding the Personnel Services Squadron, responsible for about three thousand personnel including many German civilian employees, all the financial services of pay and allowances including the auditing of the non-public funds of the messes and all disciplinary matters including Court Martial, accidents and deaths. It was a full-time
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job, back in uniform and living in the Officers Mess. There was one pleasing aspect of the posting and that was it was a flying station, so much previous service had been on backup and training units.
Wildenrath was on the western edge of the Ruhr area and had been heavily defended during the intense bombing by the RAF during 1943. The memories of that time twenty years before were still fresh in my mind especially when visiting some of the towns that I had helped to bomb. There was one visit with other Officers whilst attending a course in Hamburg that a call was made on the Burgomaster (Mayor) of Hamburg at the Rasthaus (Town Hall) and the Burgomaster was talking about, and showing, large photographs of the destruction of the city caused by the wartime bombing and the subsequent rebuilding. I hovered in the background; conscience of the nights in 1943 when taking part in those devastating raids and looked down on the inferno from the storms above. Whilst in Germany I was the Chairman of the Phoenix Gliding Club at the neighbouring RAF Station Bruggen and was able to continue gliding.
In the early spring of 1967 the tour of duty in Germany was over and I moved to RAF Swinderby in Lincolnshire to fill the same post as at Wildenrath i.e. O.C. Personnel Services Squadron. It was No. 9 School of Recruit Training. This unit had been at Bridgnorth when I was there in 1951/2.
Now age 45, my RAF service was ending. It was obvious that there would be no more promotion from Squadron Leader to Wing Commander. This would have taken me on to the age of 55; I decided to take retirement, think of the future, On the 6th May 1968, with much regret I left the Royal Air Force. I was very sad to leave what had been my chosen career, It had filled my boyhood dreams. I obtained a position in the National Provincial Bank in Lincoln.
34
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
My life in the Royal Air Force Bomber Command
An extract of my RS service from my autobiography by Sqn Ldr T J Page DFM, RAF (ret'd)
Description
An account of the resource
Includes several b/w photographs of people and aircraft. Writes of early life and mentions beginning of the war and volunteering for the air force in January 1940. Continues with account of initial training and mustering as an airframe mechanic and subsequent technical training. Describes first posting to 257 Hurricane Squadron, advance training and subsequent postings as fitter IIA including travelling around the country to fix aircraft. Continues with account of aircrew selection and training as a flight engineer which included visit to A V Roe factory at Chadderton. Followed by account of aircrew training and his roll as a flight engineer on Lancaster and Manchester and crewing up. Includes list and photographs of crew. Posted to 49 Squadron at RAF Fiskerton. He then provides a detailed description of duties of each crew member and the interior of a Lancaster and lists flying kit used. Goes on to describe all activities concerned with preparation for and flying an operation and includes very detailed account of first operation to La Spezia. Continues by describing highlights of a number of operations and mentions battle of the Ruhr, weather, aircraft damage and , being shot at and diverting to RAF Dunholme Lodge with casualties. List the subsequent history of all his crew after completing their tour. Continues with account of staying on the squadron as flight engineer leader and flying on several more operations. Summarises his operational flying and gives account of subsequent postings as a staff flight engineer instructor. Goes on with detailed account account of post war postings and activities including flying Lancaster to Egypt and Lincoln to Southern Rhodesia (Zimbabwe). He was posted to HQ Bomber Command at High Wycombe where he was able to partake in gliding activities which he describes in detail. Continues with account of journey to posting at RAF Mauripur in Pakistan. Continues with account of the rest of his RAF career and left the RAF on 6 May 1968.
Creator
An entity primarily responsible for making the resource
T J Page
Format
The file format, physical medium, or dimensions of the resource
Thirty-five page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPageTJPageTJv2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Ramsgate
England--Middlesex
England--Lancashire
England--Buckinghamshire
England--Slough
Wales--Vale of Glamorgan
England--Greater Manchester
England--Oldham
Wales--Bridgend
England--Nottinghamshire
England--Lincolnshire
Italy
Italy--La Spezia
Germany
Germany--Dortmund
Germany--Friesland
Czech Republic
Czech Republic--Plzeň
Italy--Turin
Italy--Milan
Germany--Munich
Germany--Leipzig
Germany--Berlin
Germany--Stuttgart
England--Huntingdonshire
Egypt
Zimbabwe
Pakistan
England--Morecambe
Germany--Ruhr (Region)
Middle East--Euphrates River
Middle East--Tigris River
Germany--Juist Island
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-01
1940-07-19
1940-12
1941-07
1942-05-02
1942-10
1943-02-20
1943-02-26
1943-03-06
1943-03-26
1943-03-31
1943-04-12
1943-04-13
1943-03
1943-04-26
1943-04-28
1943-05-13
1943-07-12
1943-08-12
1943-10-02
1943-10-20
1944-04
1944-07-19
1947-02-16
1948-06-03
1940-01
1954-04-09
1956
1958-04-01
1968-05-06
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
44 Squadron
49 Squadron
Air Gunnery School
aircrew
anti-aircraft fire
Battle
bombing
Boston
briefing
crash
crewing up
Distinguished Flying Medal
fitter airframe
flight engineer
flight mechanic
ground crew
Halifax
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lincoln
Manchester
Me 109
memorial
mess
military ethos
military living conditions
military service conditions
mine laying
perception of bombing war
promotion
RAF Benson
RAF Bridgnorth
RAF Burtonwood
RAF Cosford
RAF Dunholme Lodge
RAF Fiskerton
RAF High Wycombe
RAF Manston
Raf Mauripur
RAF Padgate
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Stormy Down
RAF Uxbridge
RAF Winthorpe
RAF Wyton
recruitment
searchlight
shot down
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1177/30923/LValentineLD185002v2.2.pdf
4370f23ab84e97488217947be39bf5ab
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
Valentine, Leslie
Leslie Dudley Valentine
L D Valentine
Description
An account of the resource
Six items. An oral history interview with Leslie Dudley Valentine about his father Flying Officer Leslie Valentine (458646, 185002 Royal Air Force) and his service in the RAF. Collection also contains Leslie Valentine's pilots flying log books and photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Leslie Valentine 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
2018-03-09
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
Valentine, LD
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
Leslie Valentines pilots flying log book. Two
Description
An account of the resource
Pilots flying log book two for Leslie Valentine, covering the period from October 1943 to 27 November 1945. Detailing his flying training, operations flown and duties with 2nd Tactical Air Force communications flight. He was stationed at RAF Finmere, RAF Bicester, RAF Hartford Bridge and RAF Brussels. Aircraft flown were, Boston, Blenheim, Oxford, Anson, Proctor, Auster, Dominie and Me 108. He flew a total of 60 operations with 88 squadron, 53 daylight and 7 night operations. Targets were, Mantes Gassicourt, Hirson, Cambrai, Douai, Lille, Dinard, Evreux, Boulogne, Le Havre, St Seuvaur, Foret de Grimbosq, Le Bas de Breville, Mezidon, Hamburges, Caen, Laval, Le Mans, St Malo, Glos, Liverot, Angers, Beny Bocage, Conde, La Fleche, Orbec, Rouen, La Feuille, Falaise, River Orne, Cap Gris Nez, Escalles, Breskens, Arnhem, Nijmegen, AmersFoort, Roermond, Oldenzaal, Viersen, Randerath, Geldern, Dunkirk, Grevenbroich, Emmerich, Rheinberg, Xanten, Udem and Holdorf.
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
LValentineLD185002v2
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
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
Belgium--Brussels
England--Hampshire
England--Oxfordshire
England--Buckinghamshire
France--Angers
France--Bény-Bocage (Canton)
France--Boulogne-sur-Mer
France--Caen
France--Cambrai
France--Dinard
France--Douai
France--Dunkerque
France--Evreux
France--Falaise
France--Hirson
France--Issoudun
France--Laval (Mayenne)
France--La Flèche
France--Le Havre
France--Le Mans
France--Lille
France--Lisieux
France--Mantes-la-Jolie
France--Mézidon-Canon
France--Normandy
France--Orbec
France--Orne River (Orne and Calvados)
France--Pas-de-Calais
France--Rouen
France--Saint-Malo
France--Saint-Sauveur-le-Vicomte
Germany--Emmerich
Germany--Geldern
Germany--Grevenbroich
Germany--Kleve (North Rhine-Westphalia)
Germany--Rheinberg
Germany--Vechta Region
Germany--Viersen
Germany--Xanten
Netherlands--Amersfoort
Netherlands--Arnhem
Netherlands--Breskens
Netherlands--Nijmegen
Netherlands--Oldenzaal
Netherlands--Roermond
France--Mantes-la-Jolie
Germany--Ruhr (Region)
France--Cap Gris Nez
Germany--Heinsberg (Heinsberg)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-04-28
1944-04-29
1944-05-01
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-06-06
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-15
1944-06-17
1944-06-20
1944-06-22
1944-07-07
1944-07-08
1944-07-09
1944-07-10
1944-07-17
1944-07-20
1944-07-29
1944-07-30
1944-08-01
1944-08-02
1944-08-03
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-09-21
1944-09-23
1944-09-26
1944-10-02
1944-10-03
1944-10-06
1944-10-28
1944-11-06
1944-11-11
1944-11-19
1944-11-21
1944-12-03
1944-12-11
1945-01-27
1945-01-29
1945-02-02
1945-02-04
1945-02-09
1945-02-10
1945-02-14
1945-02-16
1945-02-22
1945-02-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
13 OTU
88 Squadron
Advanced Flying Unit
aircrew
Anson
anti-aircraft fire
Blenheim
bombing
Boston
Dominie
Flying Training School
Initial Training Wing
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
Proctor
RAF Bicester
RAF Hartford Bridge
Second Tactical Air Force
strafing
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/31026/BCleggPVChadwickRv20001.2.jpg
a51b6336468e5a72fd48a375d411d5f6
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
Clegg, Peter Vernon
P V Clegg
Description
An account of the resource
Eight items and five sub-collections. Main collection contains a log of Pathfinder operations from RAF Wyton 1943 -1944, histories of the Avro repair facility at Bracebridge Heath, and Langar, a biography of Squadron Leader David James Baikie Wilson, biography of Squadron Leader Lighton Verdon-Roe, a book - Test Pilots of A.V. Roe & Co Ltd - S.A. 'Bill' Thorn, and two volumes of book - Roy Chadwick - no finer aircraft designer, Sub-collections contain a total of 29 items concerning the Aldborough Dairy and Cafe as well as biographical material, including log books for Alan Gibson, Peter Isaacson, Alistair Lang and Charles Martin. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1772">Aldborough Dairy and Cafe</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1768">Gibson, Alan</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1769">Isaacson, Peter</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1770">Lang, Alastair</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1771">Martin, Charles</a><br /><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Clegg 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
2015-07-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Clegg, PV
Dublin Core
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Title
A name given to the resource
Roy Chadwick - no finer aircraft designer - Part 2 (draft)
Description
An account of the resource
Continues from Volume 1. Starts with chapter 16 which covers the design and production of the York. Chapter 17, the war effort and rewards. Continues with part V - into the jet era. Chapter 19 covers civil airliners and the Shackleton. Chapter 20: the last days and the birth of the Vulcan. Followed by part VI an enduring legacy - other chapters and appendices.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Creator
An entity primarily responsible for making the resource
P V Clegg
Format
The file format, physical medium, or dimensions of the resource
248 printed sheets with text and b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
BCleggPVChadwickRv2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Greater Manchester
England--Chadderton
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1946
1947
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
Boston
Chadwick, Roy (1893-1947)
Gibson, Guy Penrose (1918-1944)
Lancaster
Lancastrian
Lincoln
Manchester
Shackleton
Wallis, Barnes Neville (1887-1979)
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/316/32345/LPennLE413929v1.2.pdf
1d09ad89b89760d74cec9959ce772d80
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
Penn, Lawrence
L Penn
Description
An account of the resource
Six items. An oral history interview with Lawrence Penn (b. 1922, 413929 Royal Australian Air Force) his log book and photographs. He flew operations as a pilot with 226 Squadron part of the Second Tactical Air Force.
The collection has been donated to the IBCC Digital Archive by Lawrence Penn 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
2017-07-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Penn, L
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
Laurie Penn's pilots flying log book
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Identifier
An unambiguous reference to the resource within a given context
LPennLE413929v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Pilots flying log book for L E Penn, covering the period from 31 December 1942 to 26 September 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Dauphin, RCAF Pennfield Ridge, RCAF Yarmouth, RAF Turweston, RAF Swanton Morley, RAF Hartford Bridge, RAF Northolt, RAAF Deniliquin, and RAAF East Sale. Aircraft flown in were Ventura, Mitchell, Anson, Auster, Master, Cub, Boston, Vigilant, Proctor, Beaufort and Magister. He flew a total of 40 operations with 226 squadron. Targets were Bethune, St Omer, Audinghen, Martinvast, Londinieres, La Glacerie, Le Ploey Ferme, Bois de Waripel, Gueschart, Campneuseville, Pommerval, Mesnil-au-Val, Le Grismont, Lostebar, Hambures, Maisoncelle, Bois Rempre, Charleroi, Herson, Belleville, Vacqueriette, Flixecourt, Behen, Serqueux, Douai and Dinon Pleurtuit. He flew as a second pilot on operations with Squadron Leader Cooper.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
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
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.
Australia
Belgium
Canada
France
Great Britain
Atlantic Ocean--English Channel
Belgium--Charleroi
England--Buckinghamshire
England--Hampshire
England--London
England--Norfolk
France--Abbeville Region
France--Ardres
France--Audinghen
France--Béthune
France--Cherbourg Region
France--Crécy-en-Ponthieu
France--Dieppe (Arrondissement)
France--Douai
France--Hirson
France--Neufchâtel-en-Bray
France--Paris
France--Pleurtuit
France--Pommeréval
France--Saint-Omer (Pas-de-Calais)
Manitoba--Dauphin
New Brunswick--Charlotte
New South Wales--Deniliquin
Nova Scotia--Yarmouth
Victoria--Sale
New South Wales
Victoria
New Brunswick
Nova Scotia
Manitoba
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-09-19
1943-09-24
1943-11-25
1943-11-26
1943-12-23
1943-12-24
1943-12-30
1943-12-31
1944-01-04
1944-01-05
1944-01-06
1944-01-07
1944-01-21
1944-01-25
1944-02-08
1944-03-02
1944-03-04
1944-04-08
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-22
1944-05-23
1945
13 OTU
17 OTU
2 Group
226 Squadron
Advanced Flying Unit
air sea rescue
aircrew
Anson
B-25
bombing
Boston
Flying Training School
Magister
Operational Training Unit
pilot
Proctor
RAF Hartford Bridge
RAF Northolt
RAF Swanton Morley
RAF Turweston
Second Tactical Air Force
training
Ventura
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1112/32450/BSaundersRSaundersRv1.1.pdf
1531231bab4c109b7befa8b35fe5a652
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Saunders, Ron
Ronald Saunders
R Saunders
Description
An account of the resource
Two items. An oral history interview with Sergeant Ron Saunders (1923 - 2018, 1803753 Royal Air Force) and his obituary and memoir. He flew operations with 114 and 55 Squadron.
The collection was catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Saunders, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Those We Loved Remain With Us
Those we loved remain with us,
for love itself lives on.
Cherished memories never fade,
because a loved one is gone.
Those we love can never be,
more than a thought apart.
For as long as there are memories,
they'll live on in our hearts.
Donations if desired made payable to RAF Association,
Stowmarket or East Suffolk Association for the Blind Stowmarket
may be sent care of Andrew Bingham Independent Funeral Service.
Ron's family appreciate your support today and
warmly invite you to join them following the service
at The Royal British Legion, Stowmarket.
[logo]
Funeral arrangements entrusted to:
ANDREW BINGHAM INDEPENDENT FUNERAL SERVICE
The Nutshell, Milton Road South, Stowmarket, Suffolk IP14 1EZ
Tel: 01449 771666
CCL No.1138712
[page break]
A Service of Celebration and Thanksgiving
RONALD SAUNDERS
'RON'
19th August 1923 - 28th July 2018
[photograph]
West Suffolk Crematorium
Monday 20th August 2018
at 3.30pm
[page break]
Ron Saunders - RAF Service No.1803753
At the age of 18 I volunteered for aircrew duties with The Royal Air Force and was accepted for training as a wireless operator/air gunner. After a few months delay I was finally called upon 29 September1942.
[underlined] ITW Blackpool [/underlined]
This is where my initial training began having first been billeted in a typical seaside boarding house of the day. Apart from drill, marches. P.T. and the odd lecture, most of my time was spent wearing headphones translating Morse both in code and plain language. I passed the required speed tests enabling me to continue training as WOP/AG.
[underlined] No. 2 Radio School RAF Yatesbury (Wiltshire) [/underlined]
I arrived here on 29 January 1943 to complete my training as a wireless operator. This was successfully achieved, the proof of which was the attachment of the official RAF "Sparks" badge on my uniform. Pending the next move, I, along with the rest of the course, were scattered around various RAF sites.
[underlined] 20.P.A.T.U Weston-on-the-Green (Oxfordshire) [/underlined]
The pilots here were flying simulated night landings with the aid of darkened glasses and a runway lit by sodium flares. I had my first ever flight here, made even more memorable when, after warning me, the pilot deliberately stalled the Oxford aircraft in which we were flying. A short lived posting and soon I was back in the main stream to continue training.
[underlined] No.4 Radio School RAF Madley (Herefordshire) [/underlined]
This was the flying part of the course to confirm the ability to communicate with a ground station from the air. I flew with five others plus an instructor, taking turns at the radio sets. The aircraft was a DH Dominie. Next was carrying out the same exercise, only this time it was just me and the pilot. The aircraft was a Proctor. Then to our collective surprise we were ail given seven days embarkation leave.
[underlined] The Boat [/underlined]
I left England on 13 November 1943, sailing on the P&O liner, now a troopship. My "accommodation" was situated on the lowest deck of the ship, namely "H" deck. This was simply a mattress and a small space alongside for kitbag and clothing.
We were soon on the move joining up with a convoy of 12 other ships plus escort. Sea legs were required across the Bay of Biscay and beyond but eventually we passed Gibraltar and entered the calmer waters of the Mediterranean. So far the trip had been uneventful, but this soon changed when two sustained air attacks took place on the convoy. Being down below deck in “H" deck I could only imagine what was happening above. I listened intently
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to the barrage of gunfire and bomb explosions, with the latter producing shock wave thuds against the hull. Many years later I obtained a copy of the voyage report in which part of the captain's statement contained the following "The convoy was attacked twice off the North African coast, the first by 30 enemy planes using glider bombs and torpedoes; the second by 12 dive bombers. The Orion seemed to be the target far the second attack and we had four very near misses, one within 10 feet of the ship which splashed the port side and covered the deck with oil. The ship was severely shaken and the pumps in the engine room stopped for a few moments."
There were no further alarms and after 14 days at sea since leaving England, the "Orion" slowly entered the Suez Canal, passing the statue of Ferdinandde Lessops to dock a short way in at Port Said. Up early the next day, kit packed we left the ship to walk the 1/2 mile to a railway siding. NAAFI tea and cakes were available before boarding a train taking us to Cairo.
[underlined] 22 PTC ALMAZA (CAIRO) [/underlined]
The train journey from Port Said was long and tiring mainly due to the hard wooden seats! It was dark when we arrived at Cairo where we were bundled into waiting lorries which delivered us to the transit camp. It was tented accommodation - six to a tent with just a palliasse for steeping. We were here for six weeks waiting for No.1 Course to move out from the newly opened gunnery school. Before leaving I was able to pay a visit to the Pyramids.
[underlined] 13 AGS BALLAH (EGYPT) [/underlined]
Again it was tented accommodation recently vacated by No.1 Course in which we settled down for another six weeks training. This comprised mostly of lectures, a bit of ground firing as well as airborne exercises with an accompanying aircraft towing a drogue as our target against which we demonstrated our gunnery skills. With more than one trainee aboard, different coloured tipped bullets were allocated for individual markings when the drogue was inspected later. Having obtained the required proficiency at the end of the course I was entitled to display the Air Gunners badge on my uniform, together with a set of Sergeant's stripes which were automatically given at the end of training for aircrew duties.
[underlined] No-5 M.E. ARC HELIPOLIS (CAIRO) [/underlined]
To await further postings we were transferred back to a suburb of Cairo. This time the accommodation was in the pre-war Palace Hotel. Although all the furniture had been removed it was a pleasant change from tents. Eventually my name appears on the Notice for Post to an Operational Training Unit (OUT) [sic] .
[underlined] 20 O.T.U. SHANDUR - SUEZ CANAL ZONE [/underlined]
We travelled by trains from Cairo to Port Tewfik and then by lorry to the airfield. South Africans were also there undergoing trainings on Marauders. Before crewing up it was a case of more travelling in our own category. For me this involved flying in Baltimores for
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radio tests and in Ansons for gunnery. All went well and then the forming of crews began. This was quite a casual affair. I was walking in a mixed group when a pilot invited me to join his crew which I accepted, meeting up with his navigator and mid-upper gunner later. We flew together on nineteen occasions before completing the course. We then departed for a week's leave in Alexandria before reporting back to 22 PTC - Cairo.
[underlined] 56 PTC – NAPLES [/underlined]
After a pleasant week's leave at Beaufighter House in Alexandria we returned to Cairo and 22PTC. Again it was back to tents but our stay was short-lived. After just a few days a morning parade found us on a posting to Naples.
Early one morning we left for Payne Airfield nearby where we were put into a waiting Dakota. On the way we stopped at Benina and Tunis before alighting at Capdechina Airfield at Naples. Things were now very different. There was a general shortage, the children were ragged and starving. This resulted in a queue including some old folk outside our billet (Villa Druise) waiting for scraps every meal time. Thefts were not uncommon and one of our pilots had a full kitbag stolen whilst asleep. The Americans usually had armed guards on the back of food vehicles.
A woman from the crowd which gathered at the gates in the mornings, offered to do my laundry-and it always came back!
It was not long after when a Squadron C/O came to interview the pilots, the result of which we were posted to 114 Squadron flying with Boston Aircraft - a medium bomber (American) operating at night. Not long after we packed our kit and set off to join the Squadron at Tarquinia situated on the west of Italy on the American 5th Army Front.
[underlined] TARQUINIA- CECINA [/underlined]
We found the Squadron under canvas and our first task was to erect a tent for ourselves in a field of thistles. An interview with the CO followed, which explained the Squadron's activities. I was roughly awakened one morning and sent off with the advance party to an airfield -- this was at Cecina and much nearer the front line and the realities of war. With a 15 cwt lorry and ten days rations we slept under some trees which were mostly taped off as dangerous.
[underlined] CECINA [/underlined]
114 Squadron was a part of 232 wing which also contained Nos 13-18 and 55 Squadrons, all engaged in similar duties. We converted to Bostons which took nearly a month due to heavy rain. After a particular heavy storm all four Squadrons and crews were called upon to remove stones thrown up onto the runway. We carried out our first sortie from here, bombing the marshalling yard at Modena, followed by a short recce. With the main thrust of the Italian Campaign taking place on the Eastern side of the country where the 8th Army
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were engaged in heavy fighting against Field Marshall Kesselring forces who set up various strategic defence lines as they retreated northwards. So once again it was another move! The crews split up with the pilots flying the aircraft to Perugia. I was in the road party - a convoy of several vehicles - sleeping the first night in a derelict post office. The second was in Assisi. We reached Chiaravelle where we were to stay pending completion of an airfield at Falconara. Before we left Cecina we were visited firstly by Sir Winston Churchill followed soon after by HM King George VI. Both were met by the American General Mark Clark commander of the American Army.
[underlined] CECINA - CHIARAVELLE – FALCONARA [/underlined]
Chiaravelle was a fairly small town and the building we occupied just managed to house all of us - having a basement and a small yard for the cookhouse. After a few weeks with Christmas 1944 approaching we moved five miles to an empty building in Falconara close to the airfield from which we were to resume our normal flying duties. We did our best to make ourselves comfortable and keep out the cold. The first thing was a fire put in by a fitter from the M.T. section; this was OK if the wind was in the right direction otherwise we were smoked out! One item we were lacking was a wireless, so myself and a pilot from the squadron hitch - hiked around the area initially without any luck, until we came across an Army camp which was on the move, who had a home-made wooden box type set and who reluctantly parted with it.
Our crew took some leave from here going back to Rome. While we were away the Squadron lost a third of its crew including two C/Os. With the arrival of March we heard we were to move nearer to the front line. The next airfield which we were to occupy was at Forli.
While at Falconara our 20th sortie was a bit different! Our crew were briefed to recce the airfield at Vicenza. The difference being was taking off in daylight when previously we operated only at night. It was a strange feeling to be visible. Dusk soon fell and nothing was seen at ail but as we were receiving interest from the ground, we bombed the runway and headed home.
[underlined] FORLI [/underlined]
Along with the rest of 232 Wing we arrived at Forli Airfield and were allocated a billet in an empty house on the main street. We set up our beds then helped to erect tents for the Mess in the back yard.
We were very busy here in support of the 8th Army who had started a new offensive. Many of our sorties were under radar control! One particular area where the army was held up was at Argenta. At 3 a.m. on the 19th April, 45 crews took off at 2 minute intervals to assist with the breakthrough. For our crew it was our 50th sortie. The area was a mass of smoke but the artillery fired red markers for guidance in bombing. The army now moved further
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north as did our flying. After a further 12 sorties attacking ferry points, bridges, the River Po area and movement generally, we were stood down.
VE day came and everyone joined in the celebrations, but it was quite low key. As a crew we were pleased to still be around and very thankful to the ground crews who had looked after our various aircraft and with whom we had often had a chat and a cigarette before the take-off. One event was when a party of airmen wheeled a large floodlight down the street to a PoW camp nearby. Parking outside the main gate they treated the Germans to a few patriotic songs.
After a few weeks watching the German prisoners come through, the news came that we were moving further North to an airfield at Aviano. Soon afterwards we flew up in formation with the C/O. And so ended my nights of peering into the darkness, throwing out flares by hand plus propaganda leaflets in German - and surrender invitations in Italian.
[underlined] Aviano [/underlined]
For us, Aviano meant a large airfield situated on the Lombardy Plains, well away from the main road at the foot of the Lower Alps. Our first job was to find a decent tent and settle in. Our first flight was flying in formation for a fly past over Cannes in Southern France, otherwise it was the odd cross-country exercise. About this time Marshall Tito was making claims over Trieste which resulted in aircraft shuttling to and fro to Forli to bring bomb stocks up to the required level should they be needed.
We often visited the nearby village from where local girls were taking care of our laundry and where local partisans were showing themselves distinguished by coloured neckerchiefs; they were still patrolling the mountains. I was once invited to join them but I declined.
One evening, the camp was alarmed by explosions and huge columns of smoke from a nearby bomb dump. German incendiary bombs which had been set off by an Italian civilian who was severely injured. An adjacent dump of anti-personnel bombs were swiftly removed by many hands. That same night a severe storm hit the camp leaving tents in a bit of a shambles to say the least - I woke up looking at the heavens and rain on my face!
A few weeks after this the C/O called us all together to say the squadron was going to Aden, while the other three squadrons were going to Greece.
I was on leave when the main party left to go by sea, but on my return I was put in charge of a small party and we flew from Udine to Bari in two Marauders. From Bari we travelled to Lecce where we met up with others still awaiting a boat.
[underlined] Italy - Aden (via Egypt) [/underlined]
The liner "Winchester Castle" arrived at Taranto taking us not direct to Aden as we thought but via Egypt, disembarking at Port Said then back to 22PTC - a repeat of the journey two
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years earlier! Soon it was back to board another ship sailing down the Red Sea to Aden where we joined up with the rest of the Squadron at Khormaksar Airfield.
134 Squadron were posted here to relieve 621 Squadron who slowly departed. Unfortunately a Wellington bomber belonging to them, with 8 people on board, took off, circled the airfield, established radio contact then set off for Egypt. Nothing more was ever heard from them. Our crew resumed flying carrying out ten more flights around the area including one to Hargeisa (Somalia) before hearing the news that the Squadron was to be disbanded and Mosquitos would be replacing our Leaselend Bostons. Before we all split up a grand farewell was held in the Mess. All aircrew remaining here were allocated ground duties. In my case it was flying control. This included spells in the control towers of Khormaksar and Sheik Othman, a satellite airfield four miles further inland and two weeks on Masirah Island. I travelled in a Dakota stopping at Salalh [sic] on the way. My only company was a goat! Finally ending up at the main air traffic control centre for the area at HQ. I now awaited clearance to return to England for demobilisation.
[underlined] Aden to England [/underlined]
When the SS Alcantara arrived to accommodate those of us returning home, we were informed at 1700 his to be on board by 1900 hrs - naturally we accomplished this l The boat made a short stop at Naples. On the afternoon of the 17 October 1946 we docked at Southampton - two berths away from the Queen Mary.
After approximately three years continuous service overseas it was with mixed emotions I watched a red double decker bus passing along a nearby road. After I was demobbed at 101 PDC Kirkham Lancs, I set off for Hastings, having warned my mother in advance!!!
Dublin Core
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Title
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Ronald Saunders memoir
Description
An account of the resource
Document contains order of service for funeral and memoir of service in the RAF. Includes training as wireless operator/air gunner, troop ship to Cairo and continued training in Egypt. Posted for operation on Boston aircraft with 114 Squadron in Italy. Continues with details of operations in Italy. His squadron was then moved to Aden where he operated in the area of Aden and Somalia before returning to England by ship.
Creator
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R Saunders
Date
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2018-08-20
Format
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Two page order of service and six page printed document
Language
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eng
Type
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Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BSaundersRSaundersRv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lancashire
England--Blackpool
England--Wiltshire
England--Oxfordshire
England--Herefordshire
Egypt
Egypt--Cairo
Egypt--Shanhūr
Italy
Italy--Naples
Italy--Cesena
Italy--Chiaravalle
Italy--Falconara Albanese
Italy--Forlì
Italy--Aviano
South Yemen
Yemen (Republic)--Aden
Somalia
Yemen (Republic)
Temporal Coverage
Temporal characteristics of the resource.
1942-09-29
1943-01-29
1943-11-13
1946-10-17
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Peter Bradbury
114 Squadron
aircrew
Anson
B-26
Boston
Churchill, Winston (1874-1965)
crewing up
Dominie
George VI, King of Great Britain (1895-1952)
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Oxford
Proctor
RAF Madley
RAF Weston-on-the-Green
RAF Yatesbury
training
wireless operator / air gunner