2
25
60
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/252/3438/PJohnsonGL1703.2.jpg
b0e04e09829fa1165d2691d7c4cc044c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/252/3438/AJohnsonGL170801-02AV.1.mp3
eb39e14f9d84e850e2bbb56162504c34
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
Johnson, Johnny
George Johnson
G L Johnson
Description
An account of the resource
Three oral history interviews with Squadron Leader George Leonard ‘Johnny’ Johnson MBE (1921 - 2022). Johnny Johnson flew operations as a bomb aimer with 97 Squadron from RAF Woodhall Spa and with 617 Squadron from RAF Scampton. On 16/17 May 1943 he took part in Operation Chastise to attack German dams with bouncing bombs. He served in the RAF until 1962 and then had a career in education. He was given an honorary doctorate by the University of Lincoln in 2017.
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
2017-08-01
2015-03-25
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
Johnson, G
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GJJ: On 106 Squadron was known as the arch bastard.
[Laughter]
Other: Good. [pause] That part I got on camera.
DE: I did press record before.
HH: We were told a very funny story about how Gibson and his new wife booked into some inn in Lincolnshire on the night of their wedding and they had this rare, rare commodity of smoked salmon and they handed it to somebody who was kitchen staff to put it, to serve it up and it came all fried [laughter] And he was apparently absolutely livid that the smoked salmon had been fried.
Other: You would be slightly upset, wouldn’t you?
HH: Someone had told me that story.
GJJ: I gather she was quite a lady too. She was one of the Windmill Dancers, wasn’t she? I think.
[pause]
Other: I must [pause] Ok.
[pause]
Other 2: May I take it out? May I take it out?
DE: Can he, can you remove that thing behind you?
[pause]
Other: Ok.
GJJ: How tall are you?
Other 2: Six two.
GJJ: Have you stopped growing?
Other 2: Not yet.
[Laughter]
Other 2: Ok. Right.
[pause]
Other 2: Ok.
[pause]
Other 2: Ready to go.
Other: Ok.
Other 2: Switched off.
DE: Switched off?
Other 2: Ok.
HH: Do you want me to come and hold that?
[Noise in background]
DE: That’s just to make you jump.
[laughter]
GJJ: The last time that happened I had a coffee and dozed off. The telephone rang. Ahh all down my trousers.
DE: Oh dear.
Other: That’ll teach you.
DE: Yeah. Johnny, I wonder if you could tell me what your feelings were, what your thoughts were when the Dam Busters film came out?
GJJ: Some of it has to be disappointment. I’m afraid the author didn’t get everything quite as right as he might have done. He didn’t mention the Sorpe at all. And the film was based on his book. Didn’t mention the Sorpe at all, either in the introduction or the attack on the Sorpe. So as far as that was concerned we had done nothing at all. I was amazed, I saw recently, saw a copy again where Gibson is looking at one of these now manufactured bombsights on the, on his desk. They didn’t exist. At least as far as I’m aware they didn’t exist. I think the only one that he really accredited to the squadron was that of Dave Maltby’s. His father was headmaster of a big school and I think he had it made. I’m not sure. I know it does say on the thing as used by Flight Lieutenant David Maltby’s crew. That one had done the circle. And Fred Bateman who recently was committed to two years in jail for basically stealing people’s logbooks more than anything else. He auctioned that particular one and I think he made something like forty thousand pounds. Where he got it from I don’t know but it was supposed to have gone back to the family. But these things now have appeared quite frequently in all sorts of areas. I have, I signed two for Nigel the other day. They’re both going to IBCC I think. But, no the other thing about Paul Brickhill is that I know that Johnson is a popular name . Notice I say popular, not common but he managed to get Ted Johnson, flight lieutenant on Joe’s crew and me on Johnson’s crew in the crew list that he produced. I was looking through quickly his latest book in which he deals with the squadrons throughout the war and when he’s talking about the attack on the Sorpe, McCarthy made three attempts and then gave it up. Where he got his [mentions?] from I don’t know. I would have to say that I think the greatest author is John Sweetman. And the thing I like about John is that whatever he’s writing about he researches it thoroughly and then he just writes what he’s found in his research. He doesn’t say this should have happened, that should have happened or could have happened or might have happened. Doesn’t believe in that at all. So, what he produces ultimately is a very factual book and his Operation Chastise which was produced shortly after Paul Brickhill’s book is absolutely accurate from the beginning to the end. And it goes right through from the first thoughts during the early thirties about the dams being used in an attack, as a target right through to the actual completion of the whole thing. I got to know John very well and I do find him a very interesting and pleasant character and I do much appreciate that what he writes is purely factual and nothing more. There are a few of the other authors that might take example from that, I think.
DE: Do you think sometimes perhaps that Operation Chastise has sort of over- shadowed some of the other work that Bomber Command did during the war?
GJJ: I can’t see, quite frankly any reason why it shouldn’t be because the work that Bomber Command did during the war was certainly something that everybody has to be extremely grateful for. And that, I find is another of my moans at the moment — trying to get recognition for those. I think the figure as I know at the moment is fifty seven thousand six hundred and eighty one, something like that, who were killed. Over eight thousand that were injured, some permanently, and the over nine thousand who spent some time in German prisoner of war camps. No recognition of that comes up on anywhere. Particularly from the politicians. The senior politicians in particular. And I have moaned about this and the non-appearance of a Bomber Command medal. And the last time I did this was, strangely enough at the IBCC’s annual dinner two years ago. I was asked if I would say a few words about Bomber Command and about the museum itself, the centre itself and I really went to town on the Bomber Command bit. Particularly Churchill. Because he, to my mind, had no time at all for Sir Arthur Harris, the chief of Bomber Command who was so much respected by the air crews of Bomber Command. And the one particular instance that sticks out is the operation against Dresden. Arthur Harris didn’t want to do it. It had no military achievement. All we would be doing is creating fire but Churchill insisted that it was done. And when it was done and it became virtually a holocaust at Dresden Churchill blamed Harris for it. He had wanted to do it. He striked me as being the type of man who if he had an idea which he thought would help end the war he’d go to the senior colleague in that particular area and suggest it to them. If it came off it was my idea. If it doesn’t it’s your fault. It shouldn’t have gone like that. And that was the sort of thing I found so annoying about his attitude generally. It may sound a bit off-side, an Englishman talking about Churchill in that matter but that’s the way I feel about him. I found that on that particular dinner meeting I mentioned senior politicians all the way through and when it came to the IBCC I was as full of praise as I possibly could be and stressed the personal effect it could have. And at that time my MP, my local MP, [Catherine Lesser?] at Bristol [?] I had met on a couple of occasions before, I’d done a brief interview with the Daily Express, shortly before the dinner and the Daily Telegraph journalist was sitting in the dinner making notes as I spoke and they both printed the next morning. And oddly, Catherine read it and then she wrote a letter to David Cameron which suggested why didn’t he do something about it? Why couldn’t he even invite me down there and discuss what might be done between us to put this on. And then I got a copy of his reply to her letter and a more political letter you couldn’t wish to see. Everything that could be done had been done. You can’t afford two medals for the same business and there’s already the 1945 [pause] sorry the ’39 ’45 Star and the Air Crew Europe and now they’ve got the clasp which I had said at my talk I thought was an absolute insult. A tiny bit of copper with perhaps Bomber Command, if you can read it, across it. It has to be fitted to an existing medal and [pause] but then, that’s the way it goes. And so far, we’re still no nearer to a Bomber Command medal than we were then but at least it doesn’t stop us from trying. Anyway, when I get the opportunity, I belly ache about it and I will go on to.
DE: What do you think about the memorials that there are to Bomber Command?
GJJ: I think the park, the Green Park one is very good. I think the, I take my hat off to the sculptor that designed it. I think that you can see the look of expectation in that crew’s eyes as they’re waiting for their comrades to come back. And you can also see in some the tiredness in their eyes. And if — I’ve got a picture down there. If you can. The one behind the one in the front.
DE: We’ll have a look at it in a minute if you —
GJJ: That shows [pause] That shows the model, the memorial in the background behind that aircraft with the, “Never forget,” notice underneath. I think it’s tremendous. But yes, a very good model. But again, it’s not, not as personal as the IBCC and that I think is the finest memorial to Bomber Command that there is in this country in that it is so personal and reflects so much the work that Bomber Command did. And of course, includes the Bomber Command county of course as we say Lincolnshire was known. Others, I think, where they’re placed, I think the people that have done it have done it with every good intention and I think they make a point but the dominance in my mind comes from the IBCC and I have yet to see anything that will really overtake it.
DE: Smashing. Thank you. Just, as I think as a final question what are your feelings about the campaigns to give you some personal recognition?
GJJ: I am absolutely completely grateful to all those people that have worked and prepared to sign the petitions and those who have worked so hard to get them signed. I’m grateful for the award that has resulted from that. Very grateful. But I have to remember that this is not me. I’m the lucky one. I’m still alive. This is representation of what the squadron has done and that is the way it needs to be looked at. I will always regard it as such. Again, but still with great gratitude for, for the recognition. And that is why I find that my recognition from Lincoln [pause] Lincoln [pause] I’ll try that again, from Lincoln University is so special to me because it not only deals with my wartime stuff but it deals more specifically or I think highlights more specifically my work and life after my service life. And I think that I’ll always be extremely grateful for that. Absolutely. A great deal.
DE: Thank you very much. I think that’s, that’s absolutely wonderful. We’ve got, got all we hoped to get and more. 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/.
Identifier
An unambiguous reference to the resource within a given context
AJohnsonGL170801-02AV
PJohnsonGL1703
Title
A name given to the resource
Interview with Johnny Johnson.Three
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
Type
The nature or genre of the resource
Sound
Moving image
Language
A language of the resource
eng
Format
The file format, physical medium, or dimensions of the resource
00:18:57 audio recording
00:15:33 video recording
Conforms To
An established standard to which the described resource conforms.
Pending review
Creator
An entity primarily responsible for making the resource
Dan Ellin
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-01
Description
An account of the resource
George ‘Johnny’ Johnson comments on Paul Brickhill's book and on the 1955 film of the same name, expressing disappointment that there was no mention of the Sorpe Dam. He voices contempt for the unscrupulous people who have made money by selling log books taken from veterans’ families. He notes that not all authors writing about Bomber Command are reliable. He criticises Winston Churchill for the way in which he held Arthur Harris responsible for the Dresden attack of February 1945. He explains his part in the campaign for Bomber Command to receive a medal, and his disappointment about the clasp. He mentions his correspondence with David Cameron. He praises the Green Park memorial but feels the finer one is the International Bomber Command Centre in Lincoln. He acknowledges the recent recognition given to him, but stresses that gratitude is due to all those who fought and died.
<p>This content is available as embedded video:</p>
<p><iframe width="560" height="315" src="https://www.youtube.com/embed/B87JkF-HJlg?rel=0&showinfo=0" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen="allowfullscreen"></iframe></p>
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Germany
Germany--Sorpe Dam
Temporal Coverage
Temporal characteristics of the resource.
1943-05-16
1943-05-17
Contributor
An entity responsible for making contributions to the resource
Julie Williams
106 Squadron
617 Squadron
bombing
Churchill, Winston (1874-1965)
Eder Möhne and Sorpe operation (16–17 May 1943)
Gibson, Guy Penrose (1918-1944)
Harris, Arthur Travers (1892-1984)
memorial
perception of bombing war
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/864/11106/PHaytonK1701.1.jpg
ef6b69d8536b3e5ebdb6b4231318428f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/864/11106/AHaytonK171004.2.mp3
2342cec6176bee1aa281e272dd002da5
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
Hayton, Ken
K Hayton
Description
An account of the resource
An oral history interview with Ken Hayton about his father George Stanley 'Stan' Hayton (1912 - 1971). He served as a fitter at RAF Woodhall Spa and RAF Riccall.
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
2017-10-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hayton, K
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JS: This interview is being conducted for the International Bomber Command Centre. The interviewer is Joyce Sharland. The interviewee is Ken Hayton. The interview is taking place at Mr Hayton’s home in Andover on the 17th of October 2017.
KH: Yes.
JS: Right. So, Mr Hayton, can you tell me about your father?
KH: My father was George Stanley Hayton. Always known as Stan. And before the war he was employed by Lloyds Bank. He was born in Durham City in two thousand and err now then let me get this right [pause] in 1912, and lived in the city all his life until his death in 1971. In, around about the early time, early days of 1940 he was given permission by the bank to join the Royal Air Force as a volunteer. Which he did. And I know that he did join as a volunteer because initially his uniform had the letters VR under the albatross on his shoulder flashes. It would be 1940 that he joined up because I have recollections as a small boy of going to Durham Station to see him off. I believe his initial training took place at RAF Padgate. And then after that was completed he went on to his trade training as a fitter armourer which I think took place at Lytham St Anne’s. I’m not sure about that but I think that’s where he went. Once that was completed he was posted to Bomber Command into 97 Squadron which was based at RAF Woodhall Spa in Lincolnshire. A satellite unit to RAF Coningsby. And he remained there right throughout the war or almost to the end of the war. And towards the end of the war he was posted to RAF Riccall in Yorkshire where he was involved in preparing all the redundant 303 Browning aircraft guns for storage in case they were ever needed to be called back into service. He was demobbed from RAF Waddington in around about the latter part of 1945. I do believe that he was offered a commission if he was prepared to stay in the Royal Air Force but his duty he felt was to the bank who had released him early. So he then was demobbed and joined Lloyds bank where he remained employed until he retired after having served forty years. During his service at Woodhall Spa he was involved in bombing up Lancasters for raids over the occupied territories and when 617 Squadron was due to take, take-off for the Dams raid 97 Squadron was moved back to the parent unit at Coningsby and 617 Squadron came in to Woodhall Spa. I can only think that that was done from a security point of view because it would be much easier to maintain security on a single Squadron station like Woodhall, rather than on the main base of 617 Squadron which was of course RAF Scampton. My father was involved in the bombing up of 617 Squadron for the Dams raid. And I only learned about this when after the war and the production of the film, “The Dambusters,” my father and I went to see it at the cinema in Durham. And on the way home we were discussing various things in the film and it came out that my dad had been involved with 617 Squadron. And when I asked him about the parts of the film which showed the aftermath of the raid on the countryside I said I wondered if that was anything like what had actually had happened and whether the filmers had got it anything accurate. And he said, ‘Yes. It was just like that.’ And immediately after that he said, ‘But don’t tell your mother I said that.’ I can only think that that comment was made because he had been taken over the Dams in one of the Mosquito reconnaissance aircraft which did the photo reconnaissance after the Dams raid. I’ve no proof of that but I can’t see any other reason for the comment which he made except that he was there. He had been very much involved in the bombing up of the aircraft and this I think was why he wanted to go and see the film because neither he nor I were great film goers. When he was at Woodhall there was an incident at a bomb dump near Snaith which is not too far away from Coningsby and Woodhall when a Lancaster came down on the edge of the bomb dump and my dad was involved in the clearing up operations. And I think that had an effect on him because we never ever had chops as a meat meal and he could never stand the smell of lamb being cooked. No other reason that I can think of for that reaction other than the involvement that he’d had in clearing up what obviously must have been carnage with the Lancaster coming down on the, on the edge of the bomb dump. At one time during the war my mother and my sister and myself went down to Woodhall Spa because my dad couldn’t get any leave. It was during a high pressure time I think of bombing raids and he wanted a pushbike. And being the elder of the two children I was given the responsibility of looking after the bike. I can remember feeling quite proud that I’d been given the responsibility of taking care of this bike all the way down from Durham to Woodhall Spa. During that journey we passed through York Station not long after it had been blitzed by the Luftwaffe and it really was in a very bad state on one side of the station. Of course the Luftwaffe went for York because it was a main railway junction during the war and if they could have disrupted the railways it would have had a marked effect on our war effort. The other effect I think that I learned about with on the family was when my father came home on the odd occasion that he could get home on leave he always changed out of uniform into civvies before he saw my sister because my sister was younger than I was and she thought that the RAF was a sort of box that my father was locked up in and the uniform always brought that home to her. But we can only think that that was one of the reasons that dad always got changed as soon as he came home. There was not a lot of other effect on us as a family except that once my father had joined up we moved out of the council house and went to live with my maternal grandparents in the city which overlooked the river and the Cathedral. And just thinking about that period in the early days of the war Durham City is what might be regarded at the centre of a hub of a wheel with the perimeter being on the three main rivers. The Tyne, the Wear and the Tees with the shipyards in Newcastle, Sunderland and Middlesbrough. And at the beginning of the war we used to get all the air raid warnings if enemy aircraft were coming in for any of those three places. But we never had anything over the city. And eventually we stopped getting air raid warnings unless the aircraft were heading inland. So we were very, very fortunate. Not so my wife who was a Sunderland girl and she lived through the various Blitzes in Sunderland and it had obviously an effect on her as a young girl. Much more so. And I didn’t realise until after we were married and we were talking about things that had happened during the war how fortunate we had been as a family because my maternal grandfather was a great gardener and had allotments which provided vegetables. And we also had an orchard at the back of the, at the back of the house so that we always had fruit. And he kept chickens in the orchard so we always had meat. And it made me realise, talking to my wife just how lucky we had been having all those facilities when I heard of the sort of things that she had had to put up with in Sunderland. So, you know there were many things that happened during the war which folks don’t realise. I mean that was only a distance of twelve miles between Durham City and Sunderland and yet such a difference in the effect on families that lived in, in those two places. My maternal grandfather had been a forge smith in Yorkshire and at the beginning of the First World War he was sent up to Durham to work in the forge there. And they sent him away from Yorkshire because the recruiting officers were fed up with him trying to join the forces and told him he was much more valuable making the armaments for the forces rather than him going out into Europe. So that was how the family from Yorkshire came to be based in Durham city and how my parents met. Because my paternal grandfather was trained as a pharmaceutical chemist and during the First World War he was stationed in Mesopotamia. I think as part of the Northumberland Fusiliers. But I’m not certain about that. He eventually moved into the motor trade and that was how I knew him all my life. The effect, I think on my mother wasn’t anything that I ever knew about or thought about. She had started training as a teacher before the war and of course like all women had to do something and once my sister got to school age she went back to teaching. So as a family we were still a fairly compact unit. Whilst we were living with my grandparents as I say we were in a house that overlooked the river and the Cathedral. And there has been for many many years the knowledge that if ever the Durham Cathedral were to come under attack for any reason whatsoever St Cuthbert who the Cathedral is dedicated to and who is buried in the Cathedral would save it. And of course Von Ribbentrop was determined to obliterate all the main Cathedrals in the United Kingdom if he could. And shortly after the raid which destroyed Coventry Cathedral we had an air raid warning in Durham and that was as I say by this time quite unusual. So we were due to go down into the cellar of the house which was our air raid shelter but looking out of the window there was the mist rising off the river. And of course the river is an ox bow around the central peninsula of the city on which stands the Cathedral and the castle. So this mist rose off the river and it’s always been said that that was St Cuthbert’s way of protecting the Cathedral. And certainly that mist blanketed the whole of the city and we could hear the German aircraft over the top of the city. It was definitely German aircraft because their engines weren’t synchronised like the English or British aircraft engines were. And they were over the, overhead going around and around. Nothing happened and eventually they flew off. The all clear went. And as the all clear went the mist descended back to the river. And I can vouch for that because as a youngster I saw it out of the windows of our house. My grandparent’s house. And it’s made a lasting impression as you can probably gather. I really don’t know that there’s much else that I can say apart from the fact that my own Royal Air Force service which was three years as a regular and two and a half years on the reserve and during that time the one thing that I was very proud to wear was my father’s cap badge. Sadly, I no longer have that. I have my own cap badge but I think my father’s cap badge must have gone back with my uniform when I had to return it to RAF Fenton which was my call up base when my two and a half years reserve service was ended. The only other thing of my father’s which I have apart from his ‘39 ‘45 Star and Defence Medal is a piece of metalwork which I know was part of one of his trade tests in which I think was part of the bomb release mechanism for a Lancaster. I can’t be sure about that but the trade test would be taken after he’d started working on Lancasters so I think it’s a fair assumption that that’s probably what it is. I don’t know that there’s much else that I can say.
JS: You said you recall going to the station to see your father off.
KH: Yeah.
JS: How old were you then?
KH: I’d be about seven.
JS: About seven. And you went with your mother and your sister?
KH: I don’t think my sister went. My sister would only be about three. Three and a half and so I don’t think she went. She would probably stay with my grandparents. But I, I can certainly recall going to the, going to the station in Durham and seeing, seeing dad off on the train. Little bits of things like that they do stick in your memory and you know it’s a bit like the [pause] the memories of the 9 o’clock news during the war. Alright, as a youngster you don’t appreciate everything that is being said but the things that stick in my mind are Big Ben, and my grandparents sitting in the lounge and everybody being quiet and listening to the news. It was a nightly ritual and you know its little things like that which, you know I think need to be kept in mind. And I think future generations need to know how important it was to us at home to know what was going on. And the only way we could get recent, decent reliable news was the BBC. And you know it was important to everyone I think and I’m quite certain that my family weren’t any different from countless other families throughout the country. At 9 o’clock every night the wireless was turned on and we had the news. There wasn’t all the current news from the battlefield and all the rest of it and I think it’s perhaps just as well. I think we get too much of this instantaneous news now and it doesn’t give people time to digest really what’s happening. Yeah. Instant gratification in a different form. Perhaps I’m being old fashioned.
JS: Did, as far as you’re aware did your mother ever receive letters from your father. Was he able? Could he write letters? Could he communicate? Make phone calls perhaps. Do you ever recall him making contact when he was away?
KH: I don’t recall any phone calls. I don’t think, in fact I don’t think we had a phone in the house so that wouldn’t have been possible. Letters I think possibly he did get able, he was able to send. I mean as he was based in this country I don’t think there was any problem in that respect. But it didn’t sort of register on me as a, as a youngster. I mean that’s not something that I would have been aware of I don’t think. The only things that I was aware of were, you know the pleasure of having him come home on leave on the occasions when he could get home. And as I say the occasion when we went down to Woodhall Spa and it would be during my school summer holidays. And the one, the one thing apart from the pushbike being my responsibility the one thing that I can remember of that little holiday from our point of view was seeing a Lancaster loop the loop. Which was totally out of order. And I believe talking to my father afterwards that that particular exercise had such a damaging affect on the airframe of the aircraft that it was written off and I believe the pilot was severely disciplined because obviously you don’t write off expensive aircraft. But it shouldn’t, it shouldn’t have happened but I can remember seeing it and was quite surprised. It was just one of those little things that come back to mind as you, as you think about what, what happened. And another thing that has just come back to my mind thinking about that was at the beginning of the war just after my father had joined up and before we moved in with my grandparents I can remember being taken into the shelter in the garden when there was an air raid warning and looking up into the night sky and seeing searchlights over towards Sunderland and seeing what was obviously an aerial dogfight because you could even at a distance of twelve miles you could see the tracer. And that, that’s something which has just come back to me since talking about seeing the Lancaster. We shouldn’t have been out of the shelter but, you know youngsters do things that they shouldn’t do even, even in wartime. Yeah.
JS: So, did life for you as a young lad, did it more or less go on as normal? You were going to school. You were helping around the house presumably, were you? Were any of your friends lives touched in a bad way by the war? Did any of them lose close relatives.
KH: No. Not that I can say. I mean, as youngsters we didn’t sort of discuss the, we didn’t discuss the war. It was something that was going on and we had the black out and there was no possibility of after school work or sports clubs or anything like that. They were all off limits. When school was over you went. You went home and you stayed at home. You couldn’t go and play out. Which we could once the war was over. But we didn’t [pause] I can’t recall sort of discussing or talking about the war as a youngster at school. Not even when I got to Grammar School just towards the end of the war. The only thing that was noticeable when I got to Grammar School was the fact that there were quite a number of older teachers there who had obviously stayed on beyond retirement because the young teachers had gone into the forces. And I was made well aware of that because both my, my uncle and my father had gone to the same Grammar School and some of the teachers that taught them taught me. Which was sometimes a little embarrassing because on occasions, I can remember one particular occasion in the physics laboratory when I’d been assisting in dealing with some electrical experiment which had a series of plug keys connecting wires up and one thing and another. And that master was one of the masters who had taught my father. And in operating one of these plug keys I’d managed to disconnect some of the, some of the wires. And the master just looked at me and just sort of tut tutted and said, ‘Your father would never have done that.’ Which you know, it was a little embarrassing at the time but you get on with it. But it was only things like that I think which made you realise that the war had had an effect. Then of course towards the end of my Grammar School career a number of the teachers who had been away on war service were coming back and the older ones took well-earned retirement. Not something which you would tend to think about until later on when you look back and you think, oh I wonder why that happened? And then as you get older yourself you realise why these things happened. It’s not, not something that you think about a lot but when you do think about it, it all comes back. Yeah.
JS: Do you have any recollection of the atmosphere on the day the war ended and the immediate aftermath of the war ending? Can you remember, were there were celebrations in your street? Can you remember your family saying anything or general air at school of relief?
KH: Not really. Again, it was something that yes there were celebrations in the city quite clearly. But as a youngster, bearing in mind what, I’d be only ten or eleven when the war ended. It wasn’t the sort of thing that you got involved in very much. It was, you weren’t old enough in those days. A ten year old or an eleven year old was still regarded as a child. Unlike nowadays where they tend to be treated as semi-adults. But so, yes there were celebrations and yes a sense of great relief and the hopes that everybody would come home safe. Which, you know was important but not something which as a youngster really impacted on you. I think obviously it would impact on my mother and my grandparents on both sides because not only was my father in, in the Royal Air Force but one of his younger, his youngest sister was also in in the WAAF. So that you know the family I think were a case of well, great relief when they both came home safe and sound. So yes there was a sense of relief and, but as a youngster it perhaps doesn’t penetrate the consciousness in quite the same way as it does as you’re older. But as a family my, we had sort of my paternal grandfather as I say was in Mesopotamia in the First World War. My uncle, my mother’s older brother had been in the Durham Light Infantry between the wars and strangely enough very much like his father he couldn’t go back in to the Army at the beginning of the Second World War because he’d become an employee of the Ministry of Agriculture which was a Reserved Occupation and although the Durham Light Infantry wanted him back he couldn’t go back. So he took it on himself to get involved with the Army Cadet Corps and he ran the Army Cadet Corps in the city for a number of years. Even after the war. Until I think he got to an age where he was voluntarily retired. But it was something which again we, we just took on board. It was part of parcel of, of what we were doing. In much the same way as my grandfather because he had allotments and whatnot could supply friends and family with, with fresh, fresh veg and so on. And also, I think, I know we used to sell apples from the door and presumably what was raised from those went to, went to charities or went to support the, probably went to support the Army Cadet Force I would think because my uncle was so involved in it. These are odd little things which you think about if, you know if you sit down and put your thinking cap on.
JS: And you said after your father was demobbed he came home in his demob suit.
KH: Oh. Yes. Of course all Service personnel got a demob suit. And the one thing that I do remember was that it was a brown suit which was most odd because going back into the bank I don’t think he would wear a brown suit in the bank. Not in those days. Banking was very much more formal than it is now. In fact, I think if my father was still alive and was still involved in banking he’d be horrified at some of the things that happen. One of those things. But yeah. The, the demob set up is a little bit different then I think from when I came out. I mean I had to sign the Official Secrets Act of course when I, when I signed on, and again I had to sign it again at the time I was demobbed. But I spent my three years at RAF Innsworth as part of the Record Office where I was working in the Stats Section until I was seconded to the Home Command Coronation Unit which in fact happened to be based at Innsworth. And we did all our training on one of the local airfields which I believe is now a civil airfield which was RAF Staverton at that time. And we eventually, having completed our training ended up in Kensington Gardens under canvas for the actual Coronation. And of course Coronation Day was a dreadful day weather wise but we were fortunate. Our section of the route lining force were in the Haymarket. And the Haymarket in London in those days was two way traffic and it had islands down the centre. And I was on the edge of the road in the middle of one of these islands and the royal coach came past my side of the island and the outriders that are normally alongside the coach during the procession because of the narrowness of the road had to go in front and behind. And as the coach passed me Phillip must have said something to Her Majesty and she turned to speak to him and I have a photographic memory of seeing her turn towards Phillip. So I had a full face view of the Queen on the day of her Coronation. Granted, around the barrel of a 303 but still something that one never forgets. And that, that night or that afternoon after we’d got back to Kensington Gardens I think it must be the only time that the Royal Air Force had issued the men with a rum ration. It had been such a dreadful day that we were all taken to the mess tent and dished out with a tot of rum. And that evening three of us went off into, into London because up ‘til that point we hadn’t been allowed out of Kensington gardens. But we went to look at the fireworks and we went down to Buckingham palace to see the royal family and their guests going off to the ball at Hampton court. And because we’d been trained in crowd control as part of our Coronation training we were able to link up with the police to control the crowds outside Buckingham Palace that night. And again something which I didn’t discover until I was married and talking to my wife about the Coronation in London and had discovered that she had been in London with her uncle and aunt and they had been at Buckingham palace on that night. Although obviously neither of us knew the other but we were both there at the same time. Strange coincidence. But we, after we’d seen some of the fireworks on the Embankment we were looking for a drink and all the pubs of course were packed out to the doors as you could imagine. And eventually we looked through the doors of one pub and somebody seeing three RAF uniforms it was like a tidal wave. The crowd opened up to the bar and we were given straight access to the bar and I don’t think we bought a drink for ourselves the rest of that night. One of those things where you know men in uniform in those days were regarded with consideration and there wasn’t any of the problems that sadly we have now where men are told not to wear uniform when they go into towns and so on. Which is, I think very, very sad because the armed forces now and then do a remarkable job in protecting what we have in a democratic country. And it’s sad that men in uniform have got to be told to, not to go in to towns in their, in their uniforms. Although I’ve got to see we do see some uniforms in Andover which we still, it’s not the garrison town that it once was but there are still quite a lot of Service personnel around and we do see some of them in town and nobody ever I’ve never come across anybody making any adverse comment on what I’ve seen in Andover. But I know it does happen in some places. Sad. Very sad.
JS: I expect your parents were hugely proud of you serving in the RAF. Did you ever speak to your father about your time there?
KH: Not, not specifically because the only thing was talking about the Coronation obviously because that was, that was something which you know happens once in a generation. But most of, most of the work that I was doing wasn’t something that you would, you would talk about. Alright you know I mentioned the Official Secrets Act and I was based in a section which dealt with personnel for all the RAF stations throughout the world by command. So you just didn’t talk about it because, well in those days there were so many different commands and obviously a lot more RAF bases throughout the world than there are now that it would have been impossible anyway to keep in mind what happened in any particular RAF camp in the Middle East, or the Far East or in Europe or wherever. But it, it would never have occurred to me to have discussed anything to do with that. It was something which wasn’t to be discussed even, even with my father. Yes. We’d talk about inconsequential things like guard duty and having, you know things like hearing the experiments with the after burners for jet engines which took place at a company called Rotol which was just up the road from RAF Innsworth. And also seeing some of the test flights of the, the RAF Javelin. The Gloster Javelin which was in its test flights was always supported by a Meteor. And seeing those two aircraft together made you realise how big the Javelin was. Because of course it was being built at Gloucester, in the factory on the outskirts of Gloucester which was not far from where the Record Office Unit was. So things like that. Yes. You could remember and you would talk about it. I would talk about with my father, you know because he’d obviously been involved with Lancasters and Manchesters, and I think it gave him a taste for flying because when he came out of the Royal Air Force he joined the Newcastle Aero Club and got his private pilot’s licence which, so that he flew Tiger Moths and Austers. And both my wife and I flew with him in the Tiger Moth. I can remember going to the Aero Club on one of their at home days when there had been all sorts of demonstrations and one thing and another and my dad had said to my wife, ‘Come on. I’ll take you up.’ And they went. They went up and flew out over, over the border country. Over North Northumberland and so on and it was, it was a very nice night.
SH: Very cold.
KH: And it was, yes. As my wife just said, very cold. And it must have been quite light up there but it was getting quite dark on the ground and I can remember the flight engineer who was a very, very good pilot himself standing on the grass outside, outside the hangars striking matches as my dad came down. That was, that was quite amusing. Yeah. So we maintained a contact with flying although I never had the opportunity or the time to get a pilot’s licence myself. But I do remember flying with my dad on several occasions when I was at home from university. Yeah. Yeah. Strange. Strange how things have a knock on effect because although my father’s uncle was one of the early members of the Newcastle Aero Club I don’t think there had been any thought of my dad getting involved until he came out of the Royal Air Force. One of those things. But yeah.
JS: You say you kept up that connection with flying. Did he keep up any connections in terms of any Associations? Did he meet up with people he’d served with? They were quite a fluid bunch as I imagine in various parts of the country.
KH: You see, I think there was only one person that he ever sort of had contact with after he came out of the forces. See the Royal Air Force is rather different from the Army, for example where in the Army you move as a regiment or as a section of a regiment. So that you have that connection with a bunch of chaps or girls who are together as a unit. In the Royal Air Force there’s a subtle difference between the aircrew and the ground crew. The aircrew will move with the Squadron. The ground crew tend to move as individuals between units because they, they are posted. And I know this from my RAF experience myself in the Record Office. They are posted as individuals to, to a unit. To an RAF station. They’re not posted to a Squadron like they were during the war. But even during the war as exemplified by the fact that although my dad was posted to 97 Squadron and was based at Woodhall Spa when 97 Squadron moved out it was only the 97 Squadron aircraft and aircrew that moved out. The ground crew remained there. And that’s how my father came to serve with 617. Because 617s ground crew would remain at Scampton. That’s the difference. So that you don’t have that sort of ongoing connection except as aircrew. I mean, you talk, if you talked to people who have been aircrew and we’ve got a near neighbour who was in the Royal Air Force and he still goes. He was a, he flew helicopters and various things. And he still has Squadron reunions. But I think that’s the difference. Understandable when you know how the, you know sort of how the system works. I don’t know about the Navy although my niece has just retired as a naval officer. I don’t know. They, they are sort of posted to ships more or less. So I think the navy and the Royal Air Force have a similar —
JS: System.
KH: A similar sort of system. Unlike, unlike the Army and probably the Royal Marines.
JS: And he didn’t discuss the war much?
KH: No.
JS: In the years that followed it. He went back to working at the bank as you said.
KH: Yes.
JS: Because he felt he owed them that because they had released him to go.
KH: Yes.
JS: And he stayed working in Durham.
KH: He stayed in Durham. He, he for a short while he was moved to Bishop Auckland which is about twelve, twelve or fifteen miles outside the city. He moved to Lloyds Bank there for a short while but didn’t move out of the city because it was within easy travelling distance. So, yes he remained at Lloyds Bank in Durham until he, until he retired. Yes. He became a sub manager at one of the sub branches of the city but it was a sub-branch in one of the mining villages. So it was not a case of having to move. So we, as a family we remained in the city and I only left the city when I joined the Royal Air Force myself and then when I went to university and then, you know that sort of broke the, broke the connection although after, after we were married because my wife and I were married in the city in our parish church and after having lived in the East Midlands we moved back to the North East but not to the city because I was then working in Newcastle. So it was only my parents who remained in in the city and they both remained there until they died.
JS: And you lost your father at quite a young age, didn’t you?
KH: My father. Yes. He died very very suddenly when he was only fifty nine. Which was a great shock. Particularly as, or within, within the previous fortnight he’d had a full flying medical and passed. Passed his full flying medical and then had a massive heart attack within a fortnight. So it was, that was quite a, quite a shock for all of us.
JS: For all of you. Yeah.
KH: And at that time my sister was in, was living in Australia because her husband was a civil engineer and he was working out there and so, she wasn’t here when he died.
JS: And your sister’s name you told me was Ann.
KH: My sister was Ann.
JS: Ann. Yeah. And your mother’s name for the record.
KH: My mother’s name was Hilda.
JS: Hilda. That’s right.
KH: Her maiden name was Lambeth. L A M B E T H. And that is my middle name.
JS: Ok. And she stayed in the city, did she?
KH: She stayed in the city. She remained in the family home that was bought. That they bought after the war when my father was demobbed and until she eventually went into Sherman House Hospital which was a Church of England Old People’s Home which was where she died after having, having had a series of strokes unfortunately.
JS: And you did give me the address of the family home at the time.
KH: The family home that was bought after the war was 24 Church Street Head. Church Street having been split into two sections, Church Street proper which ended where, just above St Oswald’s Church which was our parish church and the parish church. The infant school which was attached to the parish church that was sort of the dividing line. Up to that point it was Church Street and from there up to the crossroads at the top it was Church Street Head. One of those peculiar things that you get in cities where one street has two sections.
JS: Yeah.
KH: Yeah. It was, in those days it was basically on the outskirts of the city and just beyond the road that ran across at the crossroads there was the university. One of the university science colleges there. But beyond, but that was quite small. And beyond that were woods that, the woods which surround the city and a lot of that land was owned by the university because the majority of the land around Durham City was owned either by the university or the Cathedral, and all that land now is occupied by new colleges. There are one, two, three, four. At least four colleges now on the south side of the city. No five. Because there was a female college opened. That was the first one to be opened just after the war and it was opened by the Queen when she was Princess Elizabeth. So there are all those colleges now are built on what were woods and fields. It’s quite, quite an alteration. And I haven’t lived in the city since 1961, and, and I’m quite certain that there have been a lot more alterations since. Well, I knew the city obviously beyond ’61. I didn’t live in the city after ’61 but obviously my mother and father did. So until we moved south in 2000 I was in and out of, in and out of the city so I know what developments went, went on up to the beginning of the current century but what’s gone on in since then is anybody’s guess from my point of view. Obviously there must have been a lot more development but —
JS: Yeah.
KH: Not that I’m aware of.
JS: Places change don’t they? Yeah. Right. Well, that’s really comprehensive. Thank you very much for all that for your time in, and your patience in talking to me about that. Is there anything else that you can think that you would like us to say for the record given that it is a Digital Archive. Was there anything that you would like to say? Anything you can think of now or any comments that you would like to make?
KH: Not really. Except, the only thing that I would say is that I feel that it is vitally important that what the likes of my parents, my wife’s parents and their generation what they did for this country should never ever be forgotten. And the generations that come up it should be made quite clear to them why we are still a free country. And they should never assume that things will just drop into their lap. Everything that is worth anything has to be fought for and cherished. Those are the things that I think are sometimes lacking in the teachings now of the youngsters coming up like, like our granddaughter. I mean our two children when they were at school were taught a certain amount of history and in fact, it’s quite amusing. They came home on one occasion and we, we discovered that they were being taught the details of the ‘39/45 war as history. So we decided as parents that we weren’t just parents we were history. But you know, that was, that’s the lighter side of it. But I think seriously the current young generation I don’t think they’re taught the history. Not just what happened in two world wars although obviously they’re getting a lot about the First World War just at the moment but I think, you know some of the so called ancient history of this country on which a lot of our civil rights are founded. A lot, a lot of that doesn’t seem to be taught anymore and I think that is very sad. And I think, you know the education system needs to be looked at in that respect because we can’t afford to lose our history because that is part of our identity. Alright. I might be pontificating a bit but I do feel fairly strongly about it and I wouldn’t want to be called a Little Englander but you know I think we need to be proud of Great Britain and ‘great’ being the important part of it.
JS: I don’t think many people will disagree with you. I think that’s absolutely a fair point. Well, again thank you very much. Thank you for your time and your patience and thank you to Sybil as well, your wife who is here with us. And I very much appreciated you taking the time
KH: I’m only too pleased to have been able to do it because I think it’s important that those of us who lived through the war should leave a record of what, what happened so as far as they’re concerned. And you know sadly the people who actually fought the war for us are becoming few and far between now so it’s only the likes of us who are now getting sort of towards the end of our active life as you might say you know we’re the only ones who perhaps have a memory of it. And if those memories disappear a bit like the, some of the memories of the First World War which have just disappeared and only been found by archaeologists and things like that. Because there was no such things as digital recordings.
JS: No. No.
KH: Which is what we’ve got now.
JS: No. We’re fortunate to have the tools now at our disposal and that’s what the Digital Archive is all about.
KH: Yeah.
JS: Which is keeping those memories alive and keeping that message alive
KH: Yeah.
JS: So that, so what you’ve done for us today is really important.
KH: I’m pleased.
JS: So thank you very much both of you.
SH: It’s ok.
KH: Pleased to help.
JS: Thank you.
KH: Really pleased to help. Thanks
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 Ken Hayton
Creator
An entity primarily responsible for making the resource
Joyce Sharland
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-04
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.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHaytonK171004, PHaytonK1701
Format
The file format, physical medium, or dimensions of the resource
00:59:30 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
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Second generation
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham (County)
England--Gloucestershire
England--Lincolnshire
England--Tyne and Wear
England--Yorkshire
England--Durham
England--London
England--Newcastle upon Tyne
England--Sunderland (Tyne and Wear)
Description
An account of the resource
Ken Hayton’s father, George Stanley Hayton (Stan), worked worked for Lloyds Bank. In 1940 Stan left his post to join the Royal Air Force; Ken recalled going to Durham station to see his father off, travelling to start basic training at RAF Padgate. Ken believes his father completed his training as a fitter armourer at RAF Lytham before joining 97 Squadron at RAF Woodhall Spa. When 617 Squadron replaced 97 Squadron, Ken remained and was involved in bombing up 617 Squadron aircraft ahead of the Dambuster operation. Stan was sent to help with the clear up of a Lancaster crash on land near a bomb dump and for the rest of his life he could not stand the smell of lamb being cooked. Towards the end of the war Stan was posted to RAF Riccall where he prepared redundant .303 browning aircraft guns for storage, he was finally demobbed from RAF Waddington in 1945 and returned to Lloyds Bank where he remained until retirement. After the war Stan trained for his private pilot license at Newcastle Aero Club and took both Ken and his mother flying in the club’s Tiger Moth.
Ken describes his schoolboy life in Durham, including leaving the Anderson Shelter one evening and watching searchlights scanning the sky over Sunderland. One bombing on Durham was shortly after Coventry had been bombed: the mist rose from the river and shrouded the city, with local folklore being St Cuthbert protecting the Cathedral. During his father’s service at RAF Woodhall Spa, Ken recalled travelling there with his mother from Durham by train and seeing extensive bomb damage to York railway station. Ken served three years in the RAF, posted to RAF Insworth a non-flying RAF station where the RAF Records Section was based, transferring to the Coronation Unit for training ahead of the ceremony in 1953. He recalled route lining in the Haymarket, due to the narrowing of the road he was very close to the Queen’s coach and in the evening went to Buckingham Palace and assisted the police with crowd control. Ken recalls watching The Dambusters film with his father in 1955 and his father commenting on the accuracy of the film.
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1943-05
1944
1945
1953
1954
1955
Contributor
An entity responsible for making contributions to the resource
Jim Sheach
Julie Williams
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
617 Squadron
97 Squadron
bombing
childhood in wartime
crash
Eder Möhne and Sorpe operation (16–17 May 1943)
ground personnel
Lancaster
RAF Innsworth
RAF Padgate
RAF Riccall
RAF Waddington
RAF Woodhall Spa
searchlight
shelter
superstition
Tiger Moth
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/309/3466/AMunroL150604.2.mp3
e4a1c8a20e21add227fdb978e901cb8a
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Munro, Les
Les Munro
John Leslie Munro
John L Munro
John Munro
J L Munro
J Munro
Description
An account of the resource
One oral history interview with Squadron Leader John Leslie Munro CNZM DSO QSO DFC (1919-2015, Royal New Zealand Air Force). Les Munro trained as a pilot in New Zealand and Canada and completed 58 operations with 97 Squadron and 617 Squadron from RAF Woodhall Spa and RAF Scampton. His aircraft was hit by anti-aircraft fire on the way bomb the Sorpe dam and he returned to RAF Scampton still carrying his bouncing bomb.
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
2015-06-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Munro, L
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
NB: Right. It’s quarter to five on the 4th of June 2015. I’m in the house of John Leslie Munro in Tauranga, New Zealand. Excuse the pronunciation. Tauranga in New Zealand. Um I wondered if we could start off by just finding out a bit about your life before you went into Bomber Command.
JLM: Yes. I was born to — my father worked on a sheep station at Dorman which was sixteen miles from the town of Gisborne. I was born and brought up and spent all my younger life in the Gisborne district. After I only spent two years at high school because of the slump. We were being brought up in the slump. My parents could not afford to keep me at high school any longer so immediately on leaving high school in 1936 I went to work on a small dairy farm on which I worked for about eighteen months and from there I went to a larger farm which was a mixed sheep, you know, sheep cropping, mainly maize and dairying. And after about two years in that — working on that farm the owner left to work for a rural department and left me in charge. I was in. When war broke out I considered that I should actually do my part in, in supporting the king and country and democracy and freedom and democracy and that sort of thing. Ah and I um postponed enlisting because my younger brother had put his age forward and he actually spent his twenty first birthday overseas and that upset my parents quite considerably and I respected their feelings about the matter and postponed my enlistment until I passed the age of twenty one. So, as soon I was twenty one I enlisted in the air force. And because I’d only did two years course at high school of which neither was in– covered mathematics they said I wasn’t suitable to be a pilot but I could be a gunner or a wireless operator if that was suitable to me. But I didn’t, I didn’t agree with that and they said, well I said I wanted to be a pilot and the air force said, well, alright you can do a correspondence course in mathematics and trigonometry [struggles over word] and if, if you pass that we’ll accept you as a pilot and that’s what happened. I did the correspondence course and it was very very hard to do trigonometry and that I just couldn’t follow for a while. And eventually I passed and I went into the air force at Levin which was a brown place, just a parade ground sort of experience. And on the 5th of July 1941.
NB: Right.
JLM: Yeah.
NB: What made you go for the air force?
JLM: Well I’m often, I’m often asked that and I think, I think the idea that I wanted to be a pilot. I would be in charge of my own destiny. I think that was what drove me to that. The other thing is that the second farm I worked on, the homestead was up on a hill and the commercial air, commercial planes used to fly past. I’d watch them flying and I think I got a feel for flying, for flying planes, myself. Yeah.
NB: So, once, once you enlisted having got your qualification what was the process they put you through for training?
JLM: Well as I said earlier I entered the air force on the 15th of July 1941 at a place called Levin. I only had about six weeks there and I was transferred to New Plymouth to number 2 EFTS, that’s the Elementary Flying Training School on Tiger Moths.
NB: Right.
JLM: Spent um, flew there. I got my uh went solo after about six and a half hours’ training which apparently was recognised as being fairly good in those days. Ten hours was recognised as the normal period in which to gain your pilot’s licence to be able to go solo. And I gained my pilot’s licence, well, not licence but go solo and after six and half hours and [pause] — I’m not sure, I haven’t got the dates with me. After about ten weeks I think it would have been we were sent on leave and I left New Zealand on the 20th of October 1941 for Canada.
NB: Right.
JLM: I was sent to Canada. Number 4 SFTS [Service Flying Training School] where I trained on twin engine Cessna Cranes.
NB: Right.
JLM: Just as a point of interest is at that stage the Americans weren’t in the war and we travelled to Canada on the SS Mariposa which was a cruise ship and we were, we actually were transferred as, or transported, as civilians.
NB: Right.
JLM: We had two to a cabin with a server. A steward waiting on us in the cabins and the same on the, on the dining room tables. We were waited on by stewards and we were treated as civilians all the way over which was a quite significant in the sense that if we had been on a troop ship we’d have been about — I don’t know how many to a cabin and all that sort of thing. Yeah.
NB: And did that take you to —
JLM: And went to we arrived at San Diego and berthed there for a couple of days and then we sailed again through San Francisco. We debarked — disembarked at San Francisco.
NB: Okay. And then how, how did you get into Canada from there?
JLM: Hmmn?
NB: You went up to Canada from there?
JLM: Yeah. I, we caught the train at [pause] what’s the name of it? No gone. Caught the train at, there’s another town is there? Across the estuary or somewhere from the town of San Francisco, the city of San Francisco up to Vancouver.
NB: Right.
JLM: And then over. Took the train from Vancouver. Again I think we had to change to Canadian Railways of course and went over the Rockies to Saskatoon.
NB: Oh right.
JLM: To the [pause] yeah, which is in Saskatchewan.
NB: Saskatchewan. And how long was your training period? And was there a difference in climate or —
JLM: Ah yes. At that stage we were in the middle of winter and the ground, the ground was covered in snow. The only evidence you knew about habitation was the plumes of smoke. Smoke coming up from the chimneys of the houses and that sort of thing. But yes, we were, I’d never seen, well, no, I’d never seen snow in my life I don’t think and — but the ground was covered in snow although there was no problem. We were still able to fly there. The runways were still capable of being flown from. And we’ve carried on there until the 28th of February of ’42 when we were granted our wings and appointed officers. Pilot officers to start with and we, you know we awaited our — were awarded our wings. If that’s the right way of putting it.
NB: Yeah. So did you return to or come from there straight to the UK or did you have —
JLM: We had a fortnight’s leave.
NB: Right.
JLM: And three of us, I think, that used to kind of stick together quite a bit went down to New York and then transferred back up and took to Halifax where we caught the HMS, well not HMS, it was a civilian er Cape Town, the Cape Town Castle.
NB: Right.
JLM: And went to Liverpool. From Liverpool, by train, to Bournemouth where we filled in time for about, er we used to call it a holding pattern. We were there for, I think, about two months and then were posted up to Shawbury in Shropshire and did a refresher course on Airspeed Oxford. Spent a lot of time flying on Link Trainers and then we went from there to er Luff- North Luffenham the operational, the OTU.
NB: OTU. Yeah.
JLM: OTU. Operational Training Unit. There for about um about you see I’ve got these notes [unclear], I haven’t got my logbooks which I can refer to. Um, we were there for [pause] maybe, somewhere about three months I think and we were posted to Heavy Conversion Unit at Wigsley. We were flying Wellingtons at North Luffenham and that was where I had my first brush with death, I suppose, in a way.
NB: What happened?
JLM: It was in the days when they were trying to build up numbers, the bomber numbers. At the time they were experimenting with the thousand bomber raids. I don’t know about experimenting but endeavour to get a thousand bombers in the air at once. And we were on two of the, not necessarily the Bomber Command, the thousand bomber raids but trying to build up numbers to seven or eight or nine hundred bombers in the air. They employed or co-opted a lot of Operational Training Unit planes and in this case, somewhere around about September ’42 we were co-opted to go on a raid to one of the cities in Germany. And then about two nights later and with that, went on, we completed that without incident and about two nights later we were scheduled to attack another city and as is normal custom we were allocated planes which we had to take up for night flying exercises. We had a night flying test and on the — during that test I was most unhappy about the power of the, or the ability of the plane to take up a load of bombs. And I complained about this when I came down. I said, I said, I didn’t think this plane was capable of carrying two thousand pounds of bombs. And anyway, they noted my objection and that night when we took off after flying up the runway at full throttle I couldn’t get the plane to get airborne. I got it airborne — about twenty or thirty feet above the ground. I couldn’t get it any higher. Except at, even at full throttle. So, eventually had to go past the end of the runway and the bomb aimer said, ‘Trees ahead.’ And we just clipped those and we carried on and then I was still trying to get the plane to climb and then all of a sudden, well, not all of a sudden, after leaving the trees behind that I’d clipped I just, the plane just settled down on the ground in the middle of a paddock. There were buildings and that ahead of us and the trees behind and settled down quite smoothly and without any real damage. Well, without it assimilating a crash position and it caught fire and we, the crew and I, the crew all got out and the plane burned out with the bombs exploding at intervals. So that was an indication to me that maybe I might be lucky. And as it turned out that was the first evidence to me, first indication to me that maybe Lady Luck was going to be on my shoulder and so it happened right through the war. I had several instances where I felt that I was quite lucky to, to survive.
NB: Is there a feeling, or was there a feeling among the crews that you banked luck? Or —
JLM: I don’t know that we ever really discussed the situation as to whether we were lucky or [pause]. Don’t — I don’t remember as a crew. My crew, sort of, were such that they never sort of queried, never questioned my ability as a, as a pilot right through the war. There were occasions when they could have said, ‘Well, you know we were lucky there’ or, ‘What did you do that for?’ Or something like this.
NB: So, after you left HCU where were you?
JLM: I went to Heavy Conversion Unit at Wigsley.
NB: Right.
JLM: I was only there for — what? A couple of months and then I was posted to 97 Squadron at Woodhall Spa. On the 12th of December 1942.
NB: Flying?
JLM: Lancasters.
NB: On Lancs.
JLM: Oh, firstly at Luffenham, at Heavy Conversion Unit I flew the Manchesters for seven and a half hours before switching to Lancasters.
NB: Right.
JLM: And of course, when I was posted to 97 Squadron that was all Lancasters. So, I arrived on an operational squadron after about, what? Eighteen months training, to fulfil the reason why I enlisted in the first place.
NB: In the first place. And had you already crewed up by then?
JLM: Oh yeah. Well when we were at the Operational Training Unit we got our navigator [pause] navigator, bomb aimer, wireless operator. It wasn’t until we got to Heavy Conversion Unit we picked up our flight engineer and the two gunners.
NB: Was there a mix of nationalities in the crew?
JLM: Yes. Well no. Only two. There was — I had two Canadians. My navigator was a Scotsman. The two Canadians were wireless operator and rear gunner and a flight engineer was an Englishmen. The flight engineer and the mid-upper gunner was English. Both English.
NB: So you were the only New Zealander on board.
JLM: I was New Zealand. Yeah.
NB: Is that why you didn’t go towards 75 Squadron?
JLM: Yeah. No, you didn’t have much option. When you finished your Heavy Conversion Unit, you were just posted.
NB: Right.
JLM: Posted here, there or anywhere. I don’t — they never called for volunteers. They never called for, like they did initially at New Plymouth. They called for your preferences. ‘Do you want to be fighter boy or do you want to be a bomber pilot and because, perhaps due to my conservative nature I think I opted to be a bomber pilot. So, yeah, so when we didn’t get, we didn’t get a full crew until we arrived at Heavy Conversion Unit.
NB: Okay. So, the op that you did when you were at OTU did that count for your tour?
JLM: No, no.
NB: So, you then started your full tour when you got to —
JLM: Yeah. When we got to Woodhall Spa on 97 Squadron we started. That was it, another funny experience in a way. It was the first and only time I felt fear. That was my very first operation which was a mining trip to the mouth of Garonne River down on the coast of France. And when we arrived at the dropping area I was thinking while waiting to get confirmation that we were, what heading I was to fly on and that sort of thing and the coast was dark and no lights to be seen on the coast was ominous and for some reason I was halfway expecting to be shot at and that sort of thing. I’ve never felt, never been able to explain the reason for that feeling fear and that’s the one and only time I ever felt fear. The rest, the other times — there was no other planes around, there were no flak anywhere. Just looked dark and ominous for some reason. And we, I was always too busy trying to get, making sure that the plane was being flown away from danger and that sort of thing in other times or just trusting to luck. I think, probably night flying over Berlin on an operation it was going to be, purely be luck to make sure that you didn’t weren’t hit by flak or caught by flak or fighters on the way in or out.
NB: So, I understand the lack of fear, was that the whole crew? You were all so busy that that was — the fear just didn’t surface while you were working, if you like.
JLM: My sense of fear?
NB: Well, you were saying that you didn’t feel fear normally because you —
JLM: Yeah.
NB: You were so busy. Did that cover the whole crew? Everyone was in that position.
JLM: Oh yeah. Absolutely. Although I don’t — I’m not sure. I’ve never ever — the funny thing I’ve never ever talked to my crew, asked them that, you know, were they scared or anything like that. And straight on — about one of the trips on Berlin. It was a pretty, pretty big raid and we were just sort of getting to the woods on the way out of Berlin and our wireless operator, Percy Pigeon, the Canadian, decided he’d come out to have a look from the cockpit and he looked out and the city was just a mass of fires and flak and searchlights. And to illustrate what I was leading up he looked out behind us at we had come through and he said, ‘Jesus Christ, have we come through that?’ I always say, ‘Well, that’s an illustration of what you don’t know, what you can’t see you don’t worry about.’ Yeah.
NB: So are there any other key points during those operations that stand out for you?
JLM: Not — well on one of the trips on 97, I think, coming back and returning to base. I think we drifted off course a little bit from it. I think it was on a trip to Berlin and coming back and I think we drifted a little bit close to either Hamburg or Duisburg. No, it can’t be Duisburg. It was one of the station, towns there and we were suddenly surrounded by flak and some fragments hit the plane and I got a little bit lodged in my flying boot but I put the nose down and started weaving, increasing speed until we got out of the troubled area.
NB: Now, obviously you were part of the dams raid. How did — when did you move it onto?
JLM: I, well we spent, I think I did twenty one trips on 97 Squadron when I read a circular letter on the notice board from group headquarters calling for volunteers from to form — from people that had, I think they specified that had — just nearing the end of their first tour which I was or just due to commence a second. Calling for volunteers to form a new squadron, to form a new squadron to attack a special target. There wasn’t, a special, I don’t think it just said the target was just something special without any evidence of what it was going to be. So, I discussed with my crew and all but my rear gunner said yes, we would. I was — they agreed that I should volunteer, which I did and posted almost the next day to Scampton where the other crews that had volunteered and, in some cases, had been picked by Gibson too because he knew them. We formed from around about the 23rd. I think I arrived on Scampton on the 23rd of May [means March] whereas some didn’t arrive until the 28th and that sort of thing. It was over a period of two or three days. The squadron was formed. Subsequently called 617.
NB: And your whole crew went with you. Even the rear gunner?
JLM: No. No. He didn’t come.
NB: He opted out.
JLM: No. He didn’t come. So, I got a new — and prior to that period when I of volunteering I [unclear] early stages of when I was on 97 my bomb aimer, when we were up at twenty thousand feet, around that, he started, he suffered from some sort of, either oxygen sickness or something like that and this happened about two, the first couple of high level bombing operations I was on. So, he was taken off operations. So, I had a succession of, of, of bomb aimers coming in to act as my bomb aimer and one situation — one bloke was a naval lieutenant who was studying bombing methods by the RAF. Yeah. I was actually sorry to leave him in a way. So, because I didn’t have a permanent bomb aimer when we volunteered I got, I got a new bomb aimer when I arrived on 617 and a new rear gunner which was Harvey Weeks, a Canadian, and the bomb aimer was Jimmy Clay.
NB: And I’m interested in how the crews — because the rest of you had been together quite a while. Bringing in new people, did that have an effect on the crew?
JLM: No. I don’t think so.
NB: No.
JLM: No.
NB: No. They fitted in well.
JLM: Yes. Yeah.
NB: So, tell me more about the, sort of, 617 preparations.
JLM: Well, we arrived there and before there was [pause] although Gibson knew what the target was I don’t think neither of the flight commanders were aware of it until quite later on. But Gibson [unclear], knowing what the target was and knowing what the range that the specifications for the flying — type of flying, the airspeed and all that sort of thing that was going to be employed or had been developed by Barnes Wallis. He knew and he decided and he decided on advice, what type of training would be required for the type of flight we were going to undertake and what the type of attack was going to be for the release of the Upkeep. And consequently we undertook, almost straight away, I think the first point, we specified and were required to undertake low level flying. Firstly, mainly in daylight and then secondly in simulated night moonlight conditions and then lastly at night. Moonlight, full moonlight. All the routes then took up out to the west of England, up through the lakes country, up to almost the border of Scotland out on to the sea and almost returned down. Turned down the North Sea and back to base. And it was on one of those training flights I had another close call in that we were travelling, it was rather a hazy, moonlight night and all of a sudden in the haze ahead of me I there appeared to be a convoy with balloons flying, attached to the ships by cable. And I yelled out to, we were flying at a level that would have been — would have gone through just above the decks of the ships. And I yelled out to the wireless operator to fire the colours of the day which he did do and in the light of the flares — the colours of the day were just coloured flares that explode. There was balloons all ahead of me attached to the ships by cable and I immediately pulled back on the stick and by the grace of God managed to get through all these without collecting any of the cables. And that was the closest, I believe, was a close call too that I overcome just by pure, pure luck.
NB: Yeah. Absolutely. If you hadn’t seen the — yeah.
JLM: So that was — our training over the next six weeks was all low flying and emphasis on from the pilot’s point of view, was on being able to assess how soon to gain height to clear obstacles that were on the route ahead. And this is where, to start with some of the pilots had a bit of, were a bit inclined to leave it too late to gain height and clipped the tops of trees and a few instances of that happened and they were returning to base with twigs and leaves and that sort of thing in the air intakes.
NB: Did you have any idea what might be ahead?
JLM: No. Not in the slightest. No. Some, there was a lot of conjecture about what the target would be and the closest anyone got to maybe what was involved was the attack on the capital ships like the Tirpitz and de Grasse. Well it wasn’t the de Grasse but attack on capital ships that sort of thing. That was the most common thought, and of course it wasn’t.
NB: So when did you find out the difference?
JLM: The afternoon of the day of the night, the day of the night of the operation when we entered the briefing room. The two flight commanders and the bombing leader and the [pause] who was the other one? Bombing. Navigator. Oh, the navigation leader. They were advised about the day about the day before briefing day of what the target was. And I’m in no doubt that they went into detail at that stage of what was required of our, flying the route in and the actual attack and that sort of thing. The only, only indication of perhaps what might be involved was about the three days. The 11th, 12th and 13th of May with these, the Upkeeps had been arriving on the station and twelve planes took part in trials, or test trials with the Upkeeps down on the Firth of Thames [Reculver] and six out of those twelve aircraft through either flying too high or like here flying too low were damaged by splash from, yeah splash from the bomb hitting the water, hitting the tail of the aircraft. Six of them. Five of them were repaired in time for the operation and one was so badly damaged that it couldn’t be repaired in time. The one that was hit by Henry Maudslay. So he was given another plane. We only had one or two spare planes and he was — we used all the planes except that one that was damaged.
NB: So how many planes went out that night?
JLM: Nineteen went over and only eleven came back.
NB: So, tell me more about the briefing and —
JLM: Well, we when we were called for briefing at a certain time we would be there at four o’clock or some time in the afternoon. And the first thing they did was look at the big boards and all the tapes from base to the target and back again and the tapes that all showed us leading to the dams. That didn’t worry, I don’t think that worried the crews unduly. What did worry them was the fact that the route from the, as we hit the Ruhr Valley to the targets we were in the Ruhr, the most heavily defended area in Germany was the Ruhr Valley and I think that worried the crews more than anything.
NB: Rightly so.
JLM: Hmmn?
NB: Rightly so. So, I mean how long was the briefing and how detailed was it and —?
JLM: I don’t really, I can’t, I can’t remember how long the briefing was. I think it was probably about an hour and a half and we went back and had our pre-op meal and we took off at 19 — 7.28. It was in the — what was that? May. Be coming up to Spring.
NB: Spring. Yeah.
JLM: Yeah. So, there was, it wasn’t — no, from memory now, yes. One plane took off ahead of me and you could see him, so yes you could see them so it was starting to get dusk and then it got dark and you were relying on the moon from a little after leaving the coast at Skegness. Ah yeah.
NB: And what was the sort of progression for you that night?
JLM: Hmmn?
NB: What was the progression for you that night?
JLM: Well, I — our, we had been selected, my crew and all the group of four that had been selected to fly to attack the Sorpe dam and we — our route was almost due east of Lincoln. Crossing the coast somewhere around Skegness there and flying due east again until we hit a point north of, north of the island of — [pause] — yeah. Yeah it would be north of the island of Zeeland, just past the other one there. What was the name? Texel. Yeah. Texel, yeah. And I was, when we turned and then we had to turn right so the navigator said, ‘Right, turn right and due course such and such’ and after we’d been flying for a quarter of an hour or ten minutes. Less than that. Only a few minutes. Ten minutes probably. I thought I could see the breakers ahead and the sand dunes behind it and I gained height to clear the sand dunes and started, had covered the crest of the sand dunes and was losing power, losing height rather, to get down to the water on the other side which was the Wadden Sea. And I saw, suddenly saw a line of flak at come towards me and felt a small thump and lost all communication and electricity as a result of being hit by a twenty shell, twenty mil shell and a hole blown in the side of the aircraft. And that, was the result of that that I couldn’t communicate with the crew so I asked my wireless operator, thinking that he would be the best one to look at any question of restoring the inter-communication intercom and also to check on the rear gunner to see that he was alright. And I just circled around the Wadden Sea on the red while he did that until he came back and said no it was not possible to restore communication. And my thinking then was that okay we need that communication for the navigator and the pilot to be able to converse and for the pilot to accept the directions of the navigator when to turn on the route. And secondly, if by any chance we were able to get to the target area it was imperative that the bomb aimer and the pilot were able to communicate with each other. So, I made the, it wasn’t a difficult decision in many ways because there was very little alternative. I think it was very dangerous for the, for me as captain to carry on. And made the decision to return to base so had the situation of the same gun emplacement firing at us as we crossed the sand dunes on the way out again. Yeah. I thought that was rather significant. But fortunately, they didn’t hit us. There was a lot of conjecture later on, John Sweetman and one or two others. Well, John Sweetman, I think he believed, in his investigation, determined that I was hit by a flak ship but I say my navigator not my navigator, Jimmy Clay, my bomber aimer, was inclined to agree. Whereas my mid-upper gunner who had a bird’s eye view of where the flak came from believed it was a land-based gun emplacement that hit me and that’s what I think happened. So a little bit of a difference of opinion between John, John Sweetman and me on that one.
NB: The net result was the same.
JLM: Hmmn?
NB: The net result was the same.
JLM: Yeah. Yeah. So, yeah, so that was my experience on the dams raid. Yeah. And when I got back we returned to the mess after being debriefed and we got periodic reports that such and such had been shot down and such and such had been shot down. And it was after debriefing when those survivors had come back and returned to the mess — started celebrating and I felt embarrassed that I’d been present during the celebrations because I hadn’t achieved what they had done and I felt, you know, rather embarrassed about that.
NB: I can understand but [pause] so how many ops did you complete in total during your time with Bomber Command?
JLM: Altogether — fifty eight.
NB: And you chose to go for a second tour.
JLM: I did another thirty six, thirty six. I think it was thirty six operations on 617 before the AOC for 5 Group took us, took Leonard Cheshire and myself and Joe McCarthy and Dave Shannon off operations and wouldn’t brook any argument about that.
NB: And then —
JLM: He said he wanted me to take over 1690 Bomber Defence Training Flight. Which I did. Spent a year on that.
NB: Right.
JLM: Flying Hurricanes.
NB: Enjoy it?
JLM: Yeah. I did enjoy it. Yeah. Yeah.
NB: So, I mean looking, looking back were there any real highlights and lowlights of your time in the Command?
JLM: I don’t know about, well, lowlight. The only lowlight really was, well lowlights was [pause] well I don’t know that’s a hard one to answer. Every operation, to a large extent every operation had the same sense, same degree of danger. You were likely to be attacked by a night fighter, particularly on the main, the main operations on 97 when you were on attacking the German towns. Yes, there was always the danger of night fighters and then you also, combined with that was the danger of being hit by flak. And I had, you know the time I was surrounded by flak on my right foot panel and I suppose I was lucky to escape any — apart from little bits of shrapnel, bits lodging in my flying boot. Nothing, nothing really untoward there. I managed to escape from that situation and had one or two other. One, later on when 617 was engaged in the attacking single targets we were taking, at low level, an electricity transfer station, or transformer station in northern Italy which we were due to, which we were bombing with five hundred pounders and because of haze we had difficulty in identifying the target and I think I gradually crept a bit lower and lower and when the bombs went off a bit of shrapnel came and hit my bomb aimer right on the tip of his nose [with humour]. Yeah. So I suppose that was a bit quiet, a bit close. But any highlights. Oh, highlights really was when a raid was successful. You felt a sense of pride. Particularly when we were, I was marking at low level in the early stages of 617 carrying out special operations, single, on single targets. Not like the main bomber force, blanket bombing. When we were, on one or two occasions when we marked the target with the coloured bombs dropped right on them, that was a sense of achievement, I think. Yeah.
NB: And how long did you stay in. And were you demobbed in ’45 or —
JLM: Yeah. I, as I said I spent twelve months on 1690 Bombing Defence Flight and that was where we were a small flight of fighter planes who were attacking drogues in daytime and night-time. Acting as enemy fighters attacking the bombers and the bomber’s pilots — they were training in evasive tactics with the, with the gunners having cameras in their, in their turrets and being able to check on how whether they would have shot us down if it had it been real.
NB: Right.
JLM: I enjoyed that. I did about two hundred and something hours on Hurricanes. I didn’t enjoy night flying because I always worried that okay, acting as a fighter at night time, would I pull out in time without colliding with a Lancaster? That was one fear I had but, I mean I persevered in that type of thing and I got — yep. I thought it was nice to be able to fly in a single engine fighter after a four engine Lancaster. Yeah.
NB: A bit more nimble.
JLM: Hmmn?
NB: A bit more nimble.
JLM: Yeah. Yeah. Yeah.
NB: So —
JLM: I must say another sense of achievement I think was in Operation Taxable was when the spoof operation on D-day. I felt a sense of achievement to have participated in that although it was — it wasn’t a dangerous mission. It wasn’t. But though the one, there was, that took part in several phases to that, there were other planes operating. And I think 218 Squadron lost four planes, I think. They were further up. Attacking, you know. And we were down by a [unclear] Calais and we flew Leonard, I was privileged to have Leonard Cheshire fly as my second pilot on that operation. We had, you know, we had we flew individual, each crew flew for two, each crew but divided in to one hour just flying these oblong series dropping the — what’s the —?
NB: Radar?
JLM: Radar. Yeah. Dropping aluminium. No, it’s not radar.
NB: Oh, the aluminium foil.
JLM: Yeah.
NB: Yeah.
JLM: I think there was a common name for it [Window].
NB: Yeah.
JLM: No. never mind. Yeah.
NB: I’m in a similar state. So, when you came out did you continue to fly? When you left the RAF.
JLM: Well only to the extent that in Gisborne, I returned home to Gisborne and it was not long afterwards they decided they’d form an aero club and I was part of that. Or part of that decision and I actually lent the club fifty pound, I think it was, as part of, to finance a Tiger Moth and I did five hours on the Tiger Moth and before my — I sort of got involved with a certain woman and I couldn’t get married and we couldn’t afford to get married and also fly too so I gave any thoughts of flying away.
NB: It’s those women again [laughs]. That’s brilliant. Have you got any particular thoughts that you want recording as to how Bomber Command should be remembered? How you’d like them to be remembered.
JLM: Well no, I was and still am very critical of the fact that it took the English peoples sixty seven years before there was a satisfactory memorial erected to remember or to recognise the contribution that fifty five thousand five hundred and seventy three people gave their lives. I think, and as, when it happened, I think that the resulting memorial was I did, did was was a significant reflection on those, the loss of those lives. I think it was what BB, what was his name that started it off and the three blokes, you probably know their names.
NB: Gibb.
JLM: The sculptor and the designer and that I think did a great job. If — if I would have a real difficulty in making any criticism of the memorial as a resulting memorial. I think it’s quite a good one. I think it’s quite a good one. And that led me to the medal saga.
NB: Yes.
JLM: Yeah. I think God you wouldn’t want to see this deteriorate for lack of money. And I, it wasn’t until I, with the boys and my daughter-in-law, visited the memorial in ’13 — what was I leading up to? And it wasn’t until then in company with Anna Marie Fairburn who was communications, one of the leading positions in the RAF Benevolent Fund. It wasn’t until then that I was aware, became aware that the RAF Benevolent Fund had been given the responsibility of the maintenance of that and I really, you know, I thought that was a hell of a big ask.
NB: Yeah.
JLM: And I think in a way, in a way I think that was unfair of the government.
NB: We think the same.
JLM: Yeah.
NB: Thank you for that. Thank you [pause]. Gosh, you must be exhausted. All that.
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/.
Identifier
An unambiguous reference to the resource within a given context
AMunroL150604
Title
A name given to the resource
Interview with Les Munro
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
Type
The nature or genre of the resource
Sound
Language
A language of the resource
eng
Format
The file format, physical medium, or dimensions of the resource
00:52:53 audio recording
Creator
An entity primarily responsible for making the resource
Nicky Barr
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-15
Description
An account of the resource
John Leslie Munro was born in the area of Gisborne, New Zealand. He only completed two years of secondary education because of the economic slump and in 1936 began work on a sheep ranch and then a mixed farm. On the outbreak of the Second World War, he was determined to train as a pilot. He had to complete a correspondence course first to improve his qualifications. He began his training at Number 2 Elementary Flying Training School, going solo after six and a half hours’ training. He completed his training in Canada. After time on Operational Training Units at RAF Shawbury and RAF North Luffenham, and the Heavy Conversion Unit at RAF Wigsley, he was posted to 97 Squadron at RAF Woodhall Spa. He volunteered and was accepted for the special squadron being assembled by Guy Gibson. With 617 Squadron, he embarked on further training that would lead to the Eder, Möhne and Sorpe operations. En route to the dams his aircraft was hit by anti-aircraft fire, losing all communication and had to return to RAF Scampton. Of the 58 operations Munro completed while in RAF Bomber Command, 36 were with 617 Squadron. He was taken off active operational duty to command 1690 Bomber Defence Training Flight. He participated in Operation Taxable, a decoy operation connected to D-Day. Munro recounts several near misses, such as almost hitting the barrage balloons hoisted from a convoy on the North Sea. He was highly supportive of the unveiling of the Bomber Command Memorial in Green Park and in particular, ensuring that it would be properly maintained.
Contributor
An entity responsible for making contributions to the resource
Brian May
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 New Zealand Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
New Zealand
Atlantic Ocean--North Sea
England--Lincolnshire
England--Nottinghamshire
England--Rutland
England--Shropshire
England--London
California--San Francisco
United States
California
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943-05-16
1943-05-17
1944-06-05
1944-06-06
1944
1945
617 Squadron
97 Squadron
aircrew
anti-aircraft fire
bombing
bouncing bomb
Cheshire, Geoffrey Leonard (1917-1992)
crash
Eder Möhne and Sorpe operation (16–17 May 1943)
fear
Flying Training School
Gibson, Guy Penrose (1918-1944)
Heavy Conversion Unit
Lancaster
Manchester
memorial
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operational Training Unit
Oxford
pilot
RAF North Luffenham
RAF Scampton
RAF Shawbury
RAF Wigsley
RAF Woodhall Spa
take-off crash
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1148/11705/AStopesRoeM150601.2.mp3
ef8f612b8ada6cba1003d1b6a12014ac
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
Stopes-Roe, Mary
M Stopes-Roe
Dr Mary Stopes-Roe
Description
An account of the resource
An oral history interview with Mary Stopes-Roe ( 1927 - 2019), the daughter of the designer Barnes Wallis.
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
2015-06-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Stopes-Roe, M
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AP: This interview is being conducted for the International Bomber Command Centre. The interviewer is Andrew Panton. The interviewee is Mary Stopes Roe. The interview is taking place at Mrs Stopes Roe’s home in Birmingham on the 30th of May 2015. Mrs Stopes Roe is the daughter of Sir Barnes Wallis the English scientist, engineer and inventor.
MSR: All through the 30s we used to go on wonderful camping holidays down to Dorset. The Isle of Purbeck. And my father, they were lovely holidays, he was such fun on those holidays. And one of the games that we played there was skipping pebbles across the water, you know. As one does. Or some people do. Anyway, he used to skip pebbles across the water and he could get his to do eight or nine or something or other. I never could do it. It’s that flick of the, twist of the wrist which I never got and mine used to go plop and plop and down. But it was great fun, you know. That, I mean of course it isn’t exactly straightforwardly linked to the bouncing bomb but it was something that was in our background. And my father asked us four, well he told us four, to collect my mother’s old tin wash tub, to fill it with cold water which we brought out in cans and things from the kitchen and poured into the washtub. And it was placed on the garden table and then my father produced a catapult which he’d had made at the works and he borrowed my sisters’ marbles and he [laughs] he shot the marbles over the water in the water tub. And there were, there was a string spread across the water tub. And my brother who was the eldest and the most clever had to say whether the bobber went under or over the string and how many times it bounced going across the tub. And the rest of us stood and watched just thinking that daddy was playing a nice game. And then our job was to find the marbles when they’d dropped off the other side. The dear old family doctor who’d come up for reasons, I think my mother was worried about — I don’t know what she was worried about but anyway he was such a dear old friend he came a lot. And he stood in the background and there he is in the picture. My mother, who was very snap happy with her little Kodak thing, photographed everything that happened and she photographed that. And there we all are for time until eternity. Standing by the wash tub on the garden terrace. And my mother later reported that we children were all there of course and when, when the, when the raid was public knowledge my mother reported of course the children never said anything. Thinking that we were very virtuous. I mean she put about the idea that we were very virtuous and, you know, careful. Actually, of course, what really happened was we didn’t say anything was because we had no idea why he was playing this jolly game in the garden. And if you say to your friends when you’re sort of thirteen fourteen’ish, ‘Well my father bounced marbles on the water tub in the garden.’ I mean, you don’t do you because it sounds so stupid. So of course, we didn’t say anything. But the minute the raid was reported I realized what that was for. Roy Chadwick’s contribution, apart from designing the Lancaster, which is no mean feat anyway was absolutely critical to the whole raid. My father realized this and he wrote very warmly to Chadwick to thank him for the effort he made in altering the bomb bay of the Lancaster. Without which alteration the bomb couldn’t be carried and therefore no raid. That was never, I don’t think, I know he didn’t think that Chadwick had had enough honour and, and fame for, for what he did. And I certainly don’t think he did. I mean, when does he ever get mentioned? And yet without him there would not have been a raid, which my father knew and he, and he expressed his gratitude and admiration. The whole of that alteration was done on twenty Lancasters, I think in under three weeks or something. I mean, amazing. Well having altered the Lancaster, poor old Lancaster’s undercarriage to carry the upkeep. The bouncing bomb. Then of course my father designed the earthquake bombs — Tallboy and Grand Slam. A Tallboy is pretty big. A Grand Slam is even bigger and the Lancaster had to have her undercarriage altered again. Her bomb bays. In fact, in the Grand Slam, I think I’m right, that the bomb bay couldn’t actually be used. It had to be sort of tied up with rope. Not quite but when it came to Grand Slam, twenty two thousand pound of bomb underneath the Lancaster’s belly Roy Chadwick had to remove the bomb doors completely and attach the Grand Slam under her belly by means of chains. I mean, that was no mean alteration but it worked. And my father is remembered, mainly I suppose, for the bouncing bomb for the dams’ raid. For the engineer’s way of stopping the war which is wonderful. I don’t complain about that at all but he, it is not, he was not a man of war. He was a man of peace. He was brought up to believe very very firmly in the benefits of the society in which he lived. The culture in which he lived. The background against which he lived. And he thought it was his duty, indeed the duty of every man and woman to fight for, to protect this culture. That’s why he did it. Not because he was a man of war. He was not. Of course, you have big wars to fight and you fight them but in the mean, in between the wars he did develop the most beautiful airship, and successful, which I don’t, I don’t think people should forget. The R100. Not the R101. That’s a very interesting story that but not to be told here. But it was from the building of the R100 that he devised the geodetic structure for making curved and strong and lightweight bodies. Heavier than aircraft. That went straight into the Wellington, the Wellesley and would finally have been used in the Windsor which actually it was not used in the, in the war. I don’t think it every reached the bombing stage. So, it was really design that he was so interested in, I think. Apart from defending his family and country. Nation and belief. It was always the design. The best design that he was aiming at. After the war, in fact, before the war ended he’d moved on in his mind to civil aviation and the benefit for keeping together the Commonwealth as it, by then was. By the ability to fly all around the world without having to put down to take on whatever supplies were needed. Because the intervening lands might not be so welcoming. But this of course involved high speed which involves supersonic flight. Supersonic flight, to be achieved successfully as I have always understood it is it requires a different aeroplane. A different shape of the wings of the aeroplane. They should fold back so that it can dart through the, through the upper atmosphere without having these wings out at right angles. So, from that he started to design what was originally called the Wild Goose. In 1948 he started, well he was thinking of it before the war ended. And that is, he wrote some wonderful memoirs of that. That time. Writing actually in letters to my mother. He never wrote without having a purpose if you see what I mean. If somebody was going to read it. He never sent the letters but there they all are. First of all at Thurley old aerodrome in Bedfordshire and then down to Predannack in Cornwall. On the Lizard. And there Wild Goose turned into the Swallow which was a very beautiful aircraft with the swept back wings in high powered flight. But you have to have them in the normal position to take off in the ordinary atmosphere. So that’s the problem. He, the Swallow got to the point at which it could have had trial runs with a, with a test pilot. And his good old friend Mutt Summers and others would have been willing to try to fly the Swallow. But after the disaster, to my father’s mind, indeed quite true, of the deaths of so many brave young men in the dams’ raid he swore that never again would he put another man’s life in danger. He would not have a test pilot. So, and as everybody knows the government wouldn’t support the development any further and so as he sadly said, we sold it to America. What Boeing did with it I can’t remember. But anyway, my father sadly said as I also remember they spoiled it by putting a tail on it. There was a plan. He devised a design for a bridge to go, I think it was underwater. An underwater bridge over the Messina Straits between Italy and Sicily. I don’t quite know what happened to that design but I don’t think it ever got made. Which was a pity because it would have been, you know, rather interesting. He, he designed racing skiffs for boys clubs. That was his love. His love of the water and everything to do with the sea. So, when somebody asked him to do that he did it. He designed at Brooklands where he was working of course for, by this time it was BAC not Vickers Armstrong’s and the stratosphere chamber is absolutely huge. I have, in fact, I it was opened, it was redone by English heritage and opened again about a year ago. And it is there by the, by where he had his research and development department. And in it you could test anything that you wanted to have, wanted to be tested under extreme circumstances. For example, de-icing of trawlers and indeed de-icing of aeroplane structures too in very high altitudes. And there are wonderful photographs of trawlers with, in the stratosphere chamber, ice dripping off their rigging and all this and whatever. It’s amazing. That was his design and there it still is. So that, that was another thing that was quite important. While the Swallow was being developed and perfected in Predannack in Cornwall Leonard Cheshire joined Barnes Wallis again there. I think this is not very often remembered that that was a point at which the two worked together again and my father admired Cheshire very much indeed. I expect Cheshire admired him but that I don’t know because he was very interested in Cheshire’s work for the disabled, the sick and the needy and was a great supporter of the Cheshire homes. Always. And that’s not very often, I think, remembered. On that same line my father devised, he became the first president of the Bath Medical Engineering Institute and he, because he had designed lightweight calipers for children. You know, he had seen children hobbling about with great hefty things on, calipers on their legs and he designed lightweight calipers. And thus, he became the President of Bath Medical Engineering Institute which was a position which he held for quite some years. I’ve often wondered what it was that made him even think of, you know, sort of a bit far from bombs and flying at supersonic speeds. But looking back over his life his father, who was a doctor, got polio myelitis in 1893. And my father was then six and I mean, it was a pretty, it was a crisis for the family because of course at that stage there was no cure. He just was laid flat for six months. Money was scarce and so on. And in the end my grandfather had an enormous metal caliper down his leg. And I remember, as a child we used to wonder what on earth was under his trouser leg because it had this very sort of rigid angle at the knee and when he wanted to bend his leg he had to bend down and press the metal and it made a click and we were fascinated. But I suspect the trouble the family went through then stuck in Barnes’s mind for the rest of his life. One of the outcomes of the raid on the dams was that precision bombing became a possibility which it had not been before. You did not have to have carpet bombing once you had got a squadron with the skill and aptitude of 617. And they were amazing. You could actually precision bomb without damaging vast numbers of ordinary civilians. This was very important. My father had, had it in mind and the Tallboy and Grand Slam were on his drawing board but of course they couldn’t be used without the efficiency and skill and bravery of 617. So that the two were totally, totally linked. The development of the skill and competence of the squadron and the skill of the designer. One outcome of the dams’ raid, the success of the dams’ raid which is not often mentioned I think is the vital importance of precision bombing which 617 Squadron achieved. Previously, while of course there were many targets that would have benefited us greatly if we could have smashed couldn’t be broken by ordinary sized bombs and dropped from a great height. To do, to smash the really heavy armaments construction places in France and North Europe you needed things like the Tallboy and the Grand Slam. The earthquake bombs which my father had certainly begun to design. I don’t know how far he’d got by the time the dams’ raid was achieved but of course they, they were not any use without the capability for precision bombing which 617 had now achieved. Once the Air Ministry, War Ministry had realized this, that there was this ability to deliver a weapon. They did say to my father, you know, finish designing the earthquake which he then went and proceeded to do. And it was, I mean that the, the development of the precision bombing capability is not always, I think, given the merit that it should have been given. Those men were extremely skilled. Without their ability and of course the bomb. The tools to go to be used. The bombs. The earthquake bombs. The Tirpitz would not have been sunk. The first target to be hit by an earthquake bomb was the Saumur Tunnel. That was the Tallboy. Tallboy then went on to crack the V1 bomb launch sights. I remember those. They were famous. They came over. They made a droning noise. When you heard the droning noise you just were pretty near it, pretty careful to listen. If the droning noise stopped you were in trouble. Get under the kitchen table or something of the sort. But if the droning noise went on you were alright. It was somebody else. That was the V1s. All seen from a child’s point of view. And the other thing, the next, the next big, I think the most famous Tallboy success was where the V2 rocket was going to be. Rocket was going to be launched from. The V2 rocket was going to be launched from Northern France, a place called Wizernes, and it was from some sort of a launch. It was undercover. Under a great flat concrete surface of a depth which would be quite impossible for ordinary bombs to reach and which no amount of scatter bombing could possibly destroy. But we still have one of the 617 old boys. If I can call them that. John Bell. Who launched from, who launched a Tallboy. I don’t remember which plane. Which plane it was dropped from but —
AP: He dropped it from a Lancaster.
MSR: Oh, I know it was a Lancaster.
AP: Oh sorry.
MSR: I meant the, oh goodness me.
AP: I think it was KCA.
MSR: Was it? Oh, I’d better put that in it case it’s wrong.
AP: We’ll just say sorry about that. We’ll just keep talking. He was a bomb aimer.
MSR: Yeah.
AP: And he was the one who released that Tallboy.
MSR: Yes.
AP: On the dome.
MSR: Yes. The only way to destroy that dome was by an earthquake bomb. And John Bell, who is still with us who was the bomb aimer on the Lancaster that went over this Wizernes rocket pen and his bomb dropped on the, on this concrete dome. Lord knows how much concrete was piled in there but anyway the Tallboy destroyed it and the V2 rocket didn’t have a chance.
AP: So, they were never able to launch it.
MSR: No.
AP: Because it was in a chalk quarry, this is the interesting geology bit, it was in a chalk quarry and the dome was, there was a whole load of rockets underneath it. John’s bomb didn’t hit the dome. It just hit the outside of the dome and because it was chalk the earthquake shockwave crumbled the chalk.
MSR: Yeah. Yeah. This rocket, V2 rocket pen was actually constructed within a chalk quarry. A quarry for mining chalk and while my father had always said that if you could get a bomb into the, down into the earth deep enough it didn’t have to be actually on the spot because the earthquake effect would destroy the target that you were aiming at. I remember him saying that if it would, if water could increase the strength of an explosion at thirty feet then if you could only get a bomb down in the earth at sufficient depth the same sort of earthquake effect would, would work. And it did. And because it was in this chalk quarry the chalk all shook and crumbled and the whole thing collapsed. But it was the earthquake effect. Not having gone straight down through the concrete surface. But that was what my father had predicted would happen. He would get a bomb deep enough into the earth which the Tallboy did and the Grand Slam even more.
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 Mary Stopes-Roe
Creator
An entity primarily responsible for making the resource
Andrew Panton
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
2015-06-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AStopesRoeM150601
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Discusses her father’s designs work and remembers both skipping stones on a river during holidays with her father and catapulting marbles over a washtub in their garden. She goes on to discuss the Eder Möhne and Sorpe operation, the bouncing bomb and the Tall boy and Grand Slam bombs. She talks about the importance of Roy Chadwick and the Lancaster, and her father’s other designs that included the R100 airship, the geodetic structure of the Wellington, and designs for civil aircraft the Wild Goose and the Swallow.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
Format
The file format, physical medium, or dimensions of the resource
00:23:12 audio recording
Contributor
An entity responsible for making contributions to the resource
Julie Williams
617 Squadron
aircrew
bomb aimer
bombing
Bombing of the Saumur tunnel (8/9 June 1944)
bouncing bomb
Chadwick, Roy (1893-1947)
Cheshire, Geoffrey Leonard (1917-1992)
childhood in wartime
Eder Möhne and Sorpe operation (16–17 May 1943)
Grand Slam
Lancaster
Normandy campaign (6 June – 21 August 1944)
Operation Catechism (12 November 1944)
Tallboy
Tirpitz
V-1
V-2
V-weapon
Wallis, Barnes Neville (1887-1979)
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1144/11700/PStevensS-M1601.2.jpg
cc8e1e0831ee6c4e4b4f2f843ca493fd
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1144/11700/AStevensM-S160927.2.mp3
6811e84c4e06773c718356385c7cd4c5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1144/11700/PStevensS-M1602.2.jpg
f5573f50d62b47edd6869c8bc658ebf2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1144/11700/PStevensS-M1603.2.jpg
ace2fdddbc5598e1451ad92217492714
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
Stevens, Maureen and Steve
Steve Stevens
Sidney Stevens
S Stevens
Maureen Stevens
M Stevens
Description
An account of the resource
An oral history interview with Sidney Stevens (Royal Air Force) and Maureen Stevens (Women's Auxiliary Air Force). Sidney Stevens flew operations as a pilot with 57 Squadron. His wife Maureen Stevens served as a wireless operator.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-27
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Stevens, M-S
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
SS: I was stationed at Abingdon I think and the —
DK: Can I just stop you there. Just introduce you. It’s David Kavanagh, International Bomber Command Centre interviewing Mr and Mrs Stevens at their home.
SS: Right.
DK: Sorry.
SS: That’s ok. And I, I was, one of the wireless operators, actually he was the signals officers, came along and said to me, ‘Have you seen anything like this before?’ And he had a wire, a wire recorder like the [unclear] four tapes started. And I was playing about with that and a senior officer, a group captain came along and said, ‘What are you doing with that, Stevens?’ And I said, ‘Well, an interesting machine here, sir.’ And of course, I got his voice coming back saying, ‘What are you doing with that Stevens?’ And he’d never seen this or heard of this before either as far as I know. And so he said, ‘Well, sometimes,’ he said, ‘It might be a good idea, while you’re, while it’s still fresh in your mind just to record some of one of your experiences. Or one that you could think about and put on this wire.’ So, I got the signals bloke again and we actually recorded the first bit of that on, on wire and later on it was transferred to tape. Very thin tape. And there again not a sort standard tape that we have now. One they were experimenting with. And that’s how eventually it arrived on the machine here. So that’s how the recording arrived.
DK: So the recording was made on your station in 1944.
SS: I should think, yes. It was made in 1944. Towards the end of ’44.
DK: If I keep looking down I’m just making sure the tape’s working.
SS: Yes [laughs]
DK: What I wanted to ask you is, what were you doing immediately before the war?
SS: Well, I, in nineteen thirty — I suppose it, when what really sparked me was when Chamberlain came back with his little bit of paper saying, ‘I believe this will be peace’ in your time — ‘In our time.’ And I thought to myself if he believes that he believes anything. It was quite obvious really that Hitler wasn’t going to take any notice of him. At least it was to me as a child. And so I volunteered to join the air raid precautions. Now, I started so early on this training that when the war actually broke out I was one of a small number of people who were down in control centres. So that when bombs, when air raid wardens who were dotted all over the place to give reports had to report it somewhere and the control centre was where they reported it. And it was people like me then and I was at a control centre, I suppose I was a chief of control centre there for some time in North Croydon. And there. What the Crystal Palace, the Crystal Palace, the football team there. And we had an underground shelter so all the calls came in to the, either to the north or the south underground centres. And then we had an engineer and various other experts who could deal with things like a gas, electricity, water, sewage, unexploded bombs and all that. A wide variety of things. All these things came through the control centre. We then allocated various people to do jobs. That’s what I was doing. And then one night after, just after the Battle of Britain and when it started getting dark and they were bombing London I was actually in this control centre. It was quite a voluntary job. I was doing eight hours a night once the war broke out. Not getting paid for it. It was a shilling a night for a cup of tea I think [laughs] but I got expenses. And a message came through to us saying that my house had been bombed. And so later on, I had to wait until my shift finished, obviously had to hand over to somebody and on the way home — the gas, sewage and all that sort of stuff. Blackout, formless houses. When I arrived at my road sure enough like a gap and a sort of sense of [unclear] or something like that. My house had been blown up. And that was unfortunate because my mother had been evacuated to Devon and she thought things were getting quieter and had come back to see how we were. And my father was there as well. And of course, this, this was a fairly small bomb I think. Certainly by later, the things that I was dropping later on, and when I got home I found the house was just in smithereens. It just, it just hardly existed really. Fortunately, we’d lived in Devon for a long time before we came to Devon — I mean before we came to London and so we had a very large farmhouse table. One of those things that you would put flaps in with handles underneath. So a really sturdy table. And when they heard the bombs coming down they dived under there. And the house collapsed really and the piano which was part of the furniture in the living room had fallen over and formed a little tent. And so both my parents were buried under there. My father had an enormous dent in his steel helmet I remember. An uncle who was there at the time dived underneath but couldn’t quite get the whole of his body underneath and a bit of his right side got crushed and they had to take him away to have a badly broken leg tended to. But even worse than that the lady who lived next door had said to me, ‘I’ve just got some tea here. Are you going to work?’ I said, ‘Yes. Going down to the old Report Centre.’ And she said, ‘Like a cup of tea?’ I said, ‘Oh yes please.’ So, I stopped and had a cup of tea with her because tea of course was rationed and off I went. The next I saw of this poor lady the house next door, in which she lived also had been smashed but she had been smashed against the front door like some hideous gelatinous graffiti really. Sort of splat stuff you see in comedy films sometimes. But no comedy about this of course. My next door neighbour was just smashed just like that. You could see her outline and the smell was appalling. And I stood outside at the empty sky and said, ‘You bastards. I’ll get my own back on you sometime.’ And of course, I did get my own back by becoming a bomber pilot.
DK: Was this, was this incident then instrumental in you wanting to join the RAF? Was that a spur?
SS: I think, I think at that time everybody wanted to join the RAF as a Spitfire pilot. I was one of the very few I think who decided it was heavy bombers for me. I wanted to kill more of the bastards than I could in a fighter. I mean, that’s just how I felt. And it was that really that progressed to me on to becoming a Lancaster pilot ultimately.
DK: So, what, what year did you actually join the RAF then?
SS: I think I volunteered in 1939. December I was born. In 1940. I’ve got my papers upstairs. I can check on this if you like. Then my training —
DK: So where, where was your training first of all then?
SS: Well, I trained, well first of all you had to go to a — what did they call them? Oh, an Initial Training Unit and do six weeks which was very, very and I went down to a place called Paignton. Down in Devon.
DK: Paignton. Yeah. I was there last week.
SS: That was just for the ITW.
DK: Yeah.
SS: And there we learned all the elementary stuff about the RAF. How to get on, how to salute and march about and all that sort of stuff. Also, stuff like serial flight. Beginnings of the education on navigation and signalling, Morse code and that sort of stuff, you know. By light and by buzzer. And bits about the air force law. So, we knew our training. What we were doing partly. And that course lasted about six weeks and it’s quite surprising how many people got washed out. First of all from that initial course and after that from the subsequent training unit. Some people got so far but I don’t think very many actually survived those courses to become pilots because obviously training as a pilot was very expensive, demanding in man hours and machinery and that sort of thing. So the people eventually who did become pilots were pretty well selected I think.
DK: So where was your pilot training then? Where did you go for that?
SS: Well, I started off at Carlisle where I did an elementary EFTS. Elementary Flying Training School. And then by some strange chance —
DK: That’s, that’s — sorry. That’s where you would have gone solo.
SS: Sorry?
DK: That’s where you would have gone solo.
SS: Yes. I think I’ve got one or two pictures.
DK: We can have a look later if you like.
SS: I’ll show you that later on shall I?
DK: Yeah.
SS: I’ll, I went first of all to Carlisle and then the course that I was taking after I’d gone solo was suddenly stopped because they were going to use what was called a grading course. Where they would bring people in for so long and then if they didn’t go solo or you weren’t apt they were chucked out pretty quickly. This was because they had such pressure of people wanting to get in. They were equally keen on getting quite a lot and selecting the few that were left. But also, as a sort of strange arrangement the RAF had come into, or our government had come in to contact with the Americans and they had a very few civilian flying schools which they ran on government regulations using government aircraft and that sort of thing. And I was allocated to go on those six schools in America. So I went out to the civilian flying school.
DK: This is, this in America.
SS: In America. In California.
DK: Do you remember whereabouts?
SS: A place called Lancaster in California.
DK: Right.
SS: Out on the Mojave Desert really. Plenty of room to crash an aircraft on.
DK: So, so what was it like going to America then in wartime? Was it —
SS: That’s right, yes.
DK: Was it a big, big change? Cultural change.
SS: Well, incredible really. First of all, when we, getting across the Atlantic was a bit tricky. Coming across the North Atlantic in winter was quite an experience in convoy. A rather slow running convoy and of course the troop ships were packed. It wasn’t my first experience of a troop ship because I’d been on one of these school cruises. Cost about five pounds for nine days and that sort of thing. But we, we used old troop ships and we slept in hammocks and we knew everything about sitting down on these hard board bases and that sort of caper. So I’d had that experience before going on a troop ship. So consequently I wasn’t seasick and it was fascinating going on deck for example and just watching these breakers come over the top and just freezing because they, they landed on the deck, you know. Stuff was frozen. It was cold. You couldn’t, of course take any clothes off just in case we got sunk which seemed highly likely because they, they were getting some small idea about forming convoys. We had two very old American destroyers that they’d lent us under lease lend as it was called. And it was quite an experience watching these poor destroyers try to battle against these Atlantic storms. It was bad enough on bigger troop ships but for them it must have been absolute hell. And then I went from there to Canada. Halifax in Nova Scotia. And then by train down to New Brunswick where they got a dispersal camp which was just being built. And then I got spilled out down there to take an overland, with an overland trip by rail right the way through to California. And then, there we did the sort of basic training. And then again several people wiped out. Even having got as far as that because they had already done solo in England. And then we had an intermediate course on what they called a basic trainer. And finally the Harvard. The good old Harvard which took about for fighter experience really. And the majority of people of course volunteered to be pilots, fighter pilots. They all had the idea of putting on goggles and tearing after the enemy. My idea was something different. I wanted to go, I wanted to go and bomb the bastards. And so I came back to this country and then had to learn how to fly twin-engined aircraft, and of course particularly we concentrated on flying in the dark. Completely. Completely dark and with very, very small lights to line, to enable us to land really. Some of these lights were just formed like a T. If you could imagine putting some paraffin in watering cans and sticking a knob of cotton wool in the spout. These were the so-called goosenecks as we called them. And you’d get seven of those in a line forming a T and we would use those to land in the dark which was, which cost a great number of lives. We killed a lot of people trying to teach them how to fly at night. And I was one of those who escaped again. And then having flown quite light aircraft. Twin-engined aircraft we then went to the heavier ones. Eventually used the Wellingtons which really were wonderful old warhorses. They were very well designed by Barnes Wallis of course who talked about this. And they were flexible. I would say they were not an easy, easy aircraft to fly I think. And then from there I went to an aircraft called a Manchester which were like a twin-engined Lanc. An absolute bloody awful aircraft to fly.
DK: What was, what was wrong, what was wrong with the Manchester then?
SS: The Manchester had two great big engines mounted in tandem as it was. You had two propellers. Just, just two engines. One on each side. The propellers were huge. The, they, very very quickly oiled up if you tried to taxi any, at any speed and the brakes too used to get absolutely red hot. So it was very difficult taxiing them I thought. And I just did a few flights on one of those by day and night and eventually went from there to a Lancaster. Well, the course was very very short. I had never seen a Lancaster at the beginning of April. And this is 1943 by the time I got there. And I went on to the squadron. I had only done about a half a dozen landings I think in a Lancaster and I was thought operationally fit and went across to Scampton where I joined number 57 Squadron which I did the rest of my tour. It’s also very interesting where you were crewed up. We moved about for a bit, pilots and navigators and eventually crews more or less picked themselves. In that I was rather unlucky because my first navigator was a hugely impressive man. Very tall. You know. Six foot four tall. Something like that. Very public school character. Nicely spoken and so on. And he’d had his uniform, standard uniform nicely lined with silk and that sort of stuff. He came over to me one day and said, ‘Would you mind if I were your navigator skipper?’ So I said, ‘Well, can you navigate?’ ‘Oh yes. Of course. Of course. Of course. No trouble at all.’ So I said, ‘Right, we’ll try you for navigator then.’ And then the others sort of came and joined us in various ways. Except I hadn’t got a flight engineer. We didn’t have flight engineers on a Wellington and I got appointed a chap who was an absolute disaster. You only had to look at him really. First of all his eyesight was poor. He had long great big goggles on with lenses in. He was altogether a sort of under confident and so on. And when I went on my first, my first trip on a Manchester I see he was promptly sick all over the throttle box. Which wasn’t a very nice start for me or for him. And so he got thrown off because he was sick and I never saw him again. And I didn’t have another flight engineer until I was nearing the end of my training when quite suddenly the engineer arrived. Which was useful. And then the navigator who was absolutely useless. I went out one morning over Ely and I said to him, ‘Right. Navigator. Can you tell me where we are?’ A long long long pause. And I thought crikey. I’d been over Ely Cathedral three or four times and done circuits of it. I said, ‘Do you know where we are navigator?’ Hadn’t got a clue. ‘Sorry skipper, I haven’t got my maps. I’ll just get, take up a moment or two.’ And when I landed my wireless op said to me, ‘I don’t want to worry you skip,’ he said, ‘But look at the note I got from navigator.’ And he’d written, he’d written the wireless op a note, “Get me a fix for Christ’s sake.” So, I thought well if you’re going to get lost on the way to Ely that’s not much good. So I went and saw my flight commander who said, ‘Well, you can’t change him now. He’s a darned nice bloke,’ and he gave me all sorts of [unclear] He was a good bloke. Had a pair of Purdey guns and the wife, oh my goodness me. She was a sixteen [cylinder?] model you know. Turned up in large Lagonda to a hotel. They went and stayed, he went and stayed overnight with her. But he was a good social chap. He knew the, knew the local landowners by name and that sort of stuff but as a navigator he was useless. I couldn’t get rid of him because everybody there was convinced he was such a fine chap. Except I was coming back from, still on the training stage on Lancaster and he suddenly says. ‘My skipper. My ears, my ears.’ Because that was how he spoke you see. So I said, ‘What about your ears navigator?’ He said, ‘My ears. My ears are popping.’ So I said, ‘Well, they’re likely to. Just breathe in, blow your cheeks out, they’ll pop out again.’ And he was still yelling about this so I said, ‘Right. Hold on then. Very quickly I’ll get you back to base.’ So, I lowered the wheels and flaps and got down very smartly and went up to flying control and said my navigator was sick. Seemed to have some ear trouble. And the doctor whipped him away and then I got him later replaced by a little snaggle toothed chap. About thirty I suppose. And he was very competent. He was my navigator for most of the rest of the tour. Yes. So that was it really. How to get rid of the navigator. Wait till he’s got ear trouble and do a dive and pop his ears out. Which is why I’m deaf now [laughs] because I got the same treatment [laughs]
DK: Apart, apart from the unfortunate navigator did you think it worked well? That the crews more or less found themselves.
SS: Well, mine wouldn’t have don certainly. Mine would have been a dead loss. I wouldn’t have given myself a couple of trips with a crew with that particular chap. The flight engineer and this disastrous toff really as a, as a navigator. I wouldn’t have got very far.
DK: No.
SS: But by a piece of luck.
DK: So, so what were your thoughts now about the Lancaster as an aircraft?
SS: Oh superb.
DK: That was a Lancaster.
SS: It was infinitely better than any other heavy aircraft. It had, the great disadvantage was that really it was an aircraft built around a bomb carrier. It carried the maximum amount and weight of bomb for the size of the air frame and consequently the last people who seemed to be thought about were the aircrew. And there was a long and devious method of getting into the, into the pilot’s seat. And the navigator was in a very cramped space and the, so was the wireless op. They were really in light-proof cabins anyway. But they were very very small. And when you think, I don’t know if you’ve seen the navigators charts, Mercator charts but as they had difficult getting and manoeuverating their, I’m sorry manoeuvring their navigating equipment and the charts and keeping the plot going. Somehow or other they did it. And there again the poor old wireless op had a pretty small cabin to work in. There wasn’t really a decent second pilot’s seat either for the engineer to sit at and it could have been better. And of course the, the rear turret was absolutely isolated from the rest of the aircraft. Small, fairly small door and when they got in they had to leave their parachutes outside. Which was all very well until you had an emergency. It was very difficult to get hold of the damn thing then. You had to open the door, sort of fall out backwards I think to get out of the aircraft. So, you didn’t get very many Lancaster aircrew surviving when they were hit. Not compared with other aircraft anyway.
DK: So, all your operations then were with 57 Squadron were they?
SS: They were. Yes.
DK: And they were all flying from Scampton.
SS: Yes. Oh no. No. I did twenty from, I did twenty trips approximately from Scampton and ten from East Kirkby which had just opened at that time.
DK: And how many operations did you do?
SS: Well, I did actually thirty trips. I think, I think twenty nine operations because one of them was a bit of a disaster. But that was the fault of a poor aircraft I think.
DK: And the earlier recording was of you where you were attacked by a night fighter.
SS: Yes.
DK: And your engine’s damaged. How many times did that happen? How many times were you — ?
SS: Well —
DK: Coming back on three engines or less.
SS: Oh. No. Three engines was enough actually with damaged aircraft. No. You got minor damage quite frequently but it wasn’t — I suppose I compare it to being in a hail storm really. You hear the stuff beating about and you get small holes in the fuselage which was where I suppose you could put a sharp pencil through the fuselage if you tried hard. So it didn’t, didn’t offer any real, any real protection. But I think I was hit by flak enough to give you a forced landing at the nearest airfield when I got back to England twice. I’ve got my logbook somewhere. I could look it up. I’ve still got my logbook upstairs and I’ve got a small computer thing which was made by my flight engineer as well. So, that gives probably a different idea of what went on because some people wrote great reams in their log books but this was considered bad manners in 57 Squadron. So generally the pilots just wrote DCA which meant did he carry it out? Or DNCO duty not carried out for various reasons?
DK: Right. Mrs Stevens, can I, can I ask you a few questions? When did you join the Women’s Auxiliary Air Force?
MS: The WAAF. I joined in June 1941.
DK: Ok. And you were actually based at Scampton as well then were you?
MS: Yes. I was. And I was in 5 Group which was in Lincolnshire. And I’d been on several stations. Bomber Command stations. I started at Waddington and then I went to Swinderby. Then to Skellingthorpe. And then a Conversion Unit at Wigsley. And I was posted to Scampton in May. I honestly can’t remember the date at all but it was just a few days before the dams raid.
DK: Did you, did you know what the dams squadron were doing then? Was it —
MS: Not, not at all.
SS: No.
DK: No.
MS: I had no idea of where the aircraft were going. I knew nothing about it at all. They used to simply take off. They took off because they were given a green light from a caravan at the end of the runway. And they took off. As they took off the pilot’s name was on the board. Time of take-off. Never, never saw the target or anything like that.
DK: Right.
MS: And the only time you spoke to the pilot was on the way back when he called up. And as they called up you would give them a height to fly. The first one, for example you would say, if the runway was clear, you would say, ‘Pancake.’ Which meant that he could come in to land. And then the second one would call up. You would say, ‘Aerodrome one thousand.’ The third one would say, you would give him, ‘Fly around at fifteen hundred feet.’ In other words they were stacked at five hundred feet intervals. During this time of course the squadron had a call sign. The station had a call sign. There was quite a normal procedure that you had to go through and you had to verify who they were of course. And then you would bring them in one at a time to land. It was a very good job. Very exciting job. Very sad of course at times. And as they came back you would put the time of arrival on the board. On the same line of course as —
DK: Yeah.
MS: When the pilot took off. And you put the time of arrival. If they didn’t come back, well you just simply left it blank. I didn’t do it. They had a, the control officer was there and we took all our instructions from him and conveyed them directly to the pilot. We had also a logbook and that, you would log everything that the pilot said, and you said and there again you would put the take-off time and time of arrival. And any conversation at all that took place.
DK: And so that was really your, your world then. Within the control tower itself.
SS: Yes.
DK: So between them taking off, going on the operation and coming back what were you doing then? Did you just wait?
MS: Well, what we did then we used to listen out to what we called, “Darkie,” calls. I mean if I said they were Mayday calls you would —
DK: Yeah.
MS: Be more familiar with them and you obviously didn’t get them every night but Lincolnshire was — very often they had very bad mists and fogs and things during that time. And sometimes you would get a stray aircraft. He would call up and ask where he was. And there again you would go through the normal procedure. Asking him where he came from and once it was alright then you proceeded to bring him in to land. And sometimes it was a very, very difficult job for the control officer. He would be on the balcony outside firing verey pistols and things like that and communicating all the time on the radio telephone. And the officer in charge would relate to me messages and he would come back. And eventually you would get them down or probably they just needed to know where they were. But we had, I was on duty one night and the officer in control, he was a Canadian. And I remember that one particularly because it took ages for this poor chap to get down. I can’t honestly remember whether he ran out of fuel or whether — I don’t, he certainly didn’t crash but he was very, very grateful to get down. We got him down and he came up into the control tower afterwards and thanked us.
DK: That’s nice to know.
MS: Oh, it was a lovely, it was a lovely job and I thoroughly enjoyed it.
DK: Yeah.
MS: I found it very nerve wracking at first.
DK: I can imagine.
MS: Having not been away from home.
DK: Yeah.
MS: I mean, we didn’t travel in those days like the young people travel today. But —
DK: So, what, what made you join the WAAF then? Was it —
MS: Well, as a matter of fact on the age of eighteen you had to do some sort of war work and I actually volunteered for the Wrens.
DK: Right.
MS: And they deferred me for six months. And I volunteered for the Wrens because my father had been a regular serviceman in the Royal Marines and that was really my choice. But anyway, I was called up during that six months and joined the WAAFs. I wasn’t sorry. I was delighted. It was a lovely job.
DK: So, at Scampton then there was both 57 and 617 Squadron.
MS: Yes.
DK: There then. So were you actually on duty —
MS: Yes.
DK: The day the —
MS: Yes.
DK: Dambusters returned.
MS: Yes. I remember nothing about it at all except going off duty at 8 o’clock that morning.
DK: And this —
MS: As far as I was concerned it was simply another raid.
DK: Another operation.
MS: There again, people said to me did you have friends? You know, did the chaps date you and all that sort of thing. Well, of course not. They were, they were far too interested in flying their planes and getting back from war. And as far as I was concerned — no. It [pause] they were simply names put on a board.
DK: Yeah.
MS: I knew, I knew one chappie there. Mickey Martin. An Australian pilot who flew P for Popsi, I think. He used to call it P for Popsi. And yes. That’s how it was known and, but I only knew him through work because we’d been on other stations prior to —
DK: Right.
MS: Arriving at Scampton.
DK: So how, how did you two both meet then? What’s the story behind that?
MS: Well, I think, I think, if you really want to know I think it was when my husband on Conversion Unit at Wigsley.
DK: Right.
MS: And he was interested in my voice and he came up to see what I looked like.
DK: So that was before he joined 57 Squadron then.
SS: Yes.
DK: Oh right.
MS: Yes. In fact, I think Steve, you said to me afterwards he joined, he went to 57 Squadron on Lancs of course then. He converted from Manchesters to Lancasters at this RAF station called Wigsley. And he remembered being posted on the 1st of May. I have no idea when I was posted but I was posted from, well I think I went [pause] honestly. Where was I? Wigsley? I can’t honestly remember.
SS: Yes. You were at Wigsley. Yes.
MS: Yes, of course. It was. Wigsley.
SS: Wigsley to Scampton.
MS: Of course it was. That was where you were on Conversion Unit and I was on duty there. He recognised my voice. Waited for me to come off duty so that he could say hello to me.
DK: So he recognised your voice from Wigsley.
MS: Yes. Yes.
DK: And when you got to Scampton came up.
MS: Yes. He did. Yes. In fact, I was, when I went into the WAAFs I thought probably I would do some sort of clerical work or something like that. And no. They, I was, saw, I think he was a squadron leader. I know he was a commissioned rank and oh he said, ‘I’ve got another job for you.’ And he was telling me we were going in the control tower and we were actually picked for our voices.
DK: Right. Ok.
MS: And, as I say it was a very interesting job. A bit nerve wracking at first. I was very nervous. Very frightened.
DK: Presumably you were chosen because you had a very clear voice. Was that what they were looking for?
MS: Probably. Yes.
DK: Yeah.
MS: Yes. Yes.
DK: So —
MS: Is it still clear?
DK: It’s very clear. Yes.
MS: Well, I’m ninety seven in December. Or will be.
DK: I wouldn’t believe that.
MS: I’m — my toyboy husband here will be ninety five in December. And on the 4th of December it will be — we will have been married seventy three years.
DK: Congratulations.
MS: So there we are.
DK: Yeah.
MS: The Lord’s been very good to us. We’re a couple of poor totteries now aren’t we darling?
SS: Yeah. Quite the —
DK: How do you, can I ask you Mr Stevens how do you look back now on your time in the RAF and with, particularly with Bomber Command.
SS: Well, it was an interesting time. It’s not the sort of thing I would recommend any growing young man because the casualty rate was enormous. When I arrived at Scampton first of all I was a sergeant pilot. Goodness knows why some people got through the course and were sergeants, others were officers. I don’t know. Because some of the people who failed the pilot’s course then became navigators or bomb aimers and many of them became commissioned. So consequently you’d got the ludicrous situation arising one night where I had a flying officer wireless operator and a flight lieutenant rear gunner and yet there I was a sergeant pilot. As soon as, as soon as you got to the aircraft it was the skipper. It was the pilot who was in charge. Nobody else. No doubt about that at all. But it could have led to awkward situations but —
DK: So, even though you were a sergeant you were in charge of the aircraft. Even though there could have been an officer.
SS: That’s right.
DK: The navigator or —
SS: Yes. I mean there was one chap I picked up one night as a wireless op and I thought he was a bit quiet so I said to one of the other members of the crew, the flight engineer, I said, ‘Go and see what’s happened to that wireless op. I haven’t heard from him lately.’ He was asleep. He was asleep because he’d been drinking too much. So when the trip was over I went along to him and said, ‘You’re not flying with me again. I’ll never take you aboard. If it’s suggested, I think for a moment you’re smelling of whisky and tonight you bloody well slept. The crew could have been dying. If we had needed an SOS now you’d have been incompetent.’ I said, ‘I really ought to report you but I just shall refuse to have you as a crew member again.’ If that sort of situation arose you just had to tick these people off irrespective of rank. And that was just the situation. I did get commissioned later one night. I became a flight sergeant of course. It’s all, as far as pay was concerned there was no difference of a pay grade between a flight sergeant and what was a flying officer. So, that, it wasn’t really the money. As far as I was concerned there was a great advantage because I went, when I went to Scampton there was a nice married quarter, had been a married quarter which was right on the, near flying control. Right on the edge of the airfield near the taxi track. And our crew fitted that very nicely. And as I say consequently I didn’t, you didn’t find yourself with half the crew sergeants and half the crew officers. We were all, sort of sergeants together which was a great help. And then later on when I got commissioned for a little while I still went on as I was at Scampton and I went on living in this place. Nobody took any notice I was there. I said, ‘Look, I I really would rather stay with my crew.’ But when I got to East Kirkby, the adjutant there. The man with an amazing stutter. He said, ‘Why are you in the sergeant’s,’ whatever it was, mess. So I said, ‘Well it’s because it’s my people there.’ He said, ‘If you were an officer you’d have —’ I said, ‘I haven’t had time to get a uniform which makes me an officer.’ I got twenty four hours to rush down to London. Buy a uniform which nearly fitted and go back again and go in to the officer’s mess. My training for that was as short as that.
DK: So, so what year did you leave the RAF then?
SS: Oh I, I actually, when the war was over my number —
MS: You wanted to stay in didn’t you?
SS: I thought first of all I wouldn’t mind staying in this as a career really. And then I had a rather curious job because when the war was over lots and lots of people were, came back from overseas. Some of whom had very nice cushy jobs out there you know. And others not quite so cushy. And of course the poor devils, I always felt sorry for the Japanese prisoners of war. And the air force had put out a sort of regulation that people who’d trained as pilots would have to show some ability to fly before they could retain whatever their wartime rank was.
DK: Right.
SS: And I went to Abingdon where I was made a unit master pilot. Which meant by that time I’d qualified in all sorts of ways as an instructor and I used to take these people on some, I’d lots of group captains and wing commanders in my log book. I was taking to show them to fly heavier aircraft because the war with Japan was still going on then you see and —
DK: Did you expect to be going out to the Far East then?
SS: I wouldn’t have been surprised. Yes. I thought that might have been the next move but just for the time I was preparing somebody else to go which was a lot safer really [laughs]. So that, that was a most interesting job and on one occasion I was taking a wing commander up and the following day he said, ‘Look Steve,’ he said, ‘I’ve just become your commanding officer.’ He said, I’m now known as the chief flying instructor and I know I can’t fly nearly as well as you.’ So, I said, ‘Alright. we’ll iron that out between us.’ And he was a very nice chap indeed. He had, I’ll just sort of divert a bit. This chap had been a prisoner of war and he’d been taken, sometimes you don’t think how far flung the war was. And he’d been taken in the Japanese war in Surabaya. Right out the Dutch East Indies. And it was the Dutch East Indies. And he was put into a jail there and he said they were so crammed that people just couldn’t lie down. They were so, so crushed. And one of the blokes there, one of the officers complained and said, ‘Look, we can’t lie up. We can’t sit down. We can’t do anything comfortably.’ ‘Well that’s alright,’ said the Japanese and promptly bayoneted two or three people. Chopped the heads off others, you know and said, ‘That’s made a bit of room for you.’ Just chucked the bodies out and that was the bit of room they made. Then he was put in a prisoner of war camp and just working with the rest and one day, oh he got caught by the secret police because they’d been doing some small work for the Japanese and he showed them how to sabotage the work so it would never, never sort of get on with it. And he thought, they sent for him and they actually threw him over them prison wall. And every time they threw bodies over they would have some sort of food, grizzly old rice and that sort of stuff attached to it. He lived on that for about six months. Just like that. Out in the mud burying bodies and eating what he could really. Dying. They hoped he’d die. Anyway, suddenly one day he was sent to go back inside and he thought, ‘Right. This is my lot. I’m bound to be executed.’ So, he goes back inside. To his amazement the commandment bows to him and does all that sort of rubbish you know and said, ‘You’re now the commanding officer because we’ve been defeated.’ So, that was a huge promotion for him. A strange man. Strangely enough of course he’d been one with these people in Surabaya, mainly the Dutch. And the Dutch government or the English government sent a small force. First of all the Dutch government sent out some troops to re-occupy, to re-occupy Surabaya and they failed. And the natives, they were actually treated very badly. The ones they took as prisoners they crucified to doors and things like that. He was telling me some horrible, some horrible stories about that. But of course he went along. By then he could speak their language. He’d been in jail with them, he said, ‘Just a minute. I’m on your side don’t forget.’ So he wasn’t, he wasn’t sort of pulled out of jail or hanged or executed. They just kept him as a pal. And then we sent some troops over under a brigadier called Mallaby. And the Dutch, these, these Javanese were preparing to, whoever again small parties and again he said, ‘You can’t do that. They’re on my side. We’re pals.’ And so Mallaby got killed or something and he took over the British Army Force there and sort of settled them in fairly, relatively happily until more relief arrived. And the bloke who got a DSO as a prisoner of war. It was a real unusual story. The name was Groom and he was an Australian that started —
DK: Can you remember his name?
SS: Sorry?
DK: Do you remember his name?
SS: Ah yes. I think the name was Groom G R O O M. A D Groom, and a very nice chap indeed. Anyway, I meanwhile had sort of seen the air force contracting almost immediately after that and people started getting demobbed. Demobbed. And so they said, ‘Well if you apply to do this you’ll get your permanent commission.’ I thought I’m not sure I want to now because she had been demobbed and we had a baby and I thought I don’t really want to get posted overseas and see the family split up and so on. So I had compulsorily to work. To do another eighteen months instructing before they let me go. But after I’d been instructing the extra year I had got a job at a training college which I wanted to do. To take up teaching. So, I then got released for this extra six months providing I sort of joined the RAF VR and did some weekend flying and all that sort of stuff. Just in case there was another war. Which there damn well was actually. They called me up for it. That was a very short service. Because as usual the RAF had demobbed too many people. There weren’t too many aircraft. There wasn’t really an aircraft for me us fly so after a fortnight up there we came home again. We’d just got this house and inside three months I got this call up notice again [unclear]. So that was rather sad but anyway I went off to do a fortnight’s flying and then they decided to let me go again because they didn’t have much of a job for me really.
DK: Was this the time of Korea then? Or —
SS: Sorry?
DK: Was this the time of Korea you got called up again?
SS: That’s right. Yes. It was the Korean War.
DK: Yeah.
SS: But the —
MS: Was that about ’52 wasn’t it?
DK: Yeah.
SS: I forgot the time of it.
DK: Yeah.
MS: It was very early on.
DK: Yeah.
SS: Something like that.
DK: So, Mrs Stevens how do you feel about your time in the RAF then?
MS: Oh, we live, we still live RAF. We’ve been to so many reunions and we used to, a few years ago we used to always go up to the reunions and stay at the Petwood Hotel.
DK: Yes.
MS: And even now I’m trying to remember the village it’s in and I can’t.
DK: Woodhall Spa.
MS: How right you are. I could have done with you the other day. Somebody was asking me where it was. Woodhall Spa just didn’t come.
DK: My wife and I have stayed there several times. It’s a lovely hotel.
MS: Lovely.
DK: Yeah.
MS: Well, we —
DK: We’ve taken our dogs there as well.
MS: Do you live in Lincolnshire?
DK: Yes. Just south of, north of Stamford and south of Grantham.
MS: Yes. South of Grantham.
DK: South of Grantham. So we’re often at Woodhall Spa. Walking the dogs at the Petwood.
MS: Lovely.
DK: Yeah.
MS: Well, we used to go up for three day breaks fairly often. And we loved it. Oh yes. We, we’re just RAF. I think both my husband and I, if I hadn’t have married I would have stayed in.
DK: Right.
MS: Without any doubt at all. I loved the life. Discipline didn’t come hard to me at all.
SS: No. Her father had been a sergeant major in the Marines and he so he disciplined all the children very well when he was at home to do it but he was actually dealing with anti-slavery training along the African coast.
DK: Right.
SS: Zanzibar was a particular place he used to talk about and he was actually demobbed before the First World War and then he was recalled again for that.
MS: Yes. Then he actually —
SS: He was recalled for the Second World War.
MS: Yes he was. This last war he was called. They put him on digging trenches. He was in his sixties then. But yes.
DK: Ok. That’s great. I’ll stop there. Thanks very much for all of that. That’s wonderful.
MS: Tell me about —
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 Maureen and Sidney Stevens
Creator
An entity primarily responsible for making the resource
David Kavanagh
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-27
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
AStevensM-S160927, PStevensS-M1601, PStevensS-M1602, PStevensS-M1603
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
00:48:06 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Sidney was inspired to join The Air Force when he was working as an Air Raid Precaution Warden and one night his own home was bombed. The house next door was also destroyed and the lady who had offered him a cup of tea only hours earlier died. He undertook his training in the United States and then flew operations as a pilot with 57 Squadron at RAF Scampton. Maureen joined the Women’s Auxiliary Air Force and worked as a wireless operator in the control tower at RAF Wigsley and RAF Scampton. Sidney and Maureen Stevens met while Sidney was training at the Heavy Conversion Unit at RAF Wigsley. They met again when both were based at RAF Scampton when Sidney wanted to meet again the lady whose voice had guided him back again to base from the control tower.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
United States
England--Lincolnshire
England--Nottinghamshire
Temporal Coverage
Temporal characteristics of the resource.
1940
1943
1944
57 Squadron
617 Squadron
Air Raid Precautions
aircrew
bombing
civil defence
control tower
crewing up
Eder Möhne and Sorpe operation (16–17 May 1943)
ground personnel
Heavy Conversion Unit
home front
Lancaster
love and romance
Manchester
pilot
prisoner of war
RAF East Kirkby
RAF Scampton
RAF Wigsley
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/623/8893/APayneTP160422.2.mp3
fc4b01b6764969b85edb5037558eebd1
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
Payne, Thomas Peter
T P Payne
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Payne, TP
Description
An account of the resource
Six items. Two oral history interviews with Flying Officer Peter Payne (b. 1925, 1398674, 199071 Royal Air Force)auto biographies and his log book. He flew as a pilot with 90 and 15 Squadrons.
The collection has been donated to the IBCC Digital Archive by Peter Payne and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-02-04
2016-07-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 21st of April 2016 and I’m in Hemel Hempstead with Tom Payne and we’re giving a second interview here. It’s the 20th.
TP: 22nd.
CB: It is. Oh the 22nd. Sorry.
TP: Tomorrow is St George’s Day.
CB: Ah.
TP: Which should be a national holiday.
CB: Yes. Quite right. And so Tom is going, as you gather, is a sprightly man and he’s going to start off, please, Tom by your earliest recollections and then right through to at least the end of the war. Please.
TP: Well, I was born in Marlowes, Hemel Hempstead, in a cottage which had two bedrooms and the rear bedroom was accessed through my parents’ bedroom so we couldn’t stay out late and come in without them knowing. I was born in 1925, in December and I already had two brothers but one was much older being born before the First World War. I had one sister. My earliest recollections are of the building of the Public House at the end of our row because originally it was one of our cottages but they built a new one behind it and then knocked down the cottages that had formed the pub. I’ve got a photograph of the day that pub was closed or I assume it was. A picture of a group of men sitting outside and one of which was my dad. He was obviously a very very regular visitor to it and it was only three doors from home and he wouldn’t have any problems. The front of, frontage of the pub had a drive in and drive out when they moved the cottage and it had a row of small wooden posts with iron chains linked between them. But these chains weren’t just ordinary linked. They also had spikes on them. And I remember trying to skip over them and falling and one entered my knee which was very painful and taught me a lesson that you’ve got to make sure you’ve got enough height when you’re trying to clear an obstacle. I went to Bury Road School which was about a mile away I suppose. No buses there. Had to walk. My brothers also went there. Although my eldest brother had been to Boxmoor School because of the war but the cooperation between our neighbours we all went to school together. No mums took us. We just had to find our own way. And no real major road to cross because Marlowes whilst it was a through road you just kept to one side, down Bridge Street and along Cotterells and we were there. Quite a happy crowd at school. The headmaster was newly joined to us but he had a crash on his motorbike hitting a cow which put him in hospital for some months so I didn’t get to know him too well. But the result in 1936 we all sat the exam. The 11-plus. Well before I was eleven of course but I passed for the Central School as did two of my mates at school. So in 1936 I was over to Two Waters Central School which, that consisted of four classes which took you through ‘til you were fifteen. It was a happy school. Twenty boys and twenty girls of each year from eleven upwards but unfortunately after a couple of years the secondary modern education started and the new school was built in Crabtree Lane which housed all 11-plus children from the boy’s school. Separate from the girl’s school. The Central School had to be amalgamated in to the secondary modern because the staff had all got jobs at the secondary modern and the headmaster became headmaster of the Crabtree Lane School. That was a Mr Barnard. More of him later because our paths did cross when I joined the air force but still [pause] I stayed at school until I was fifteen whereas most of the boys around me left at fourteen. But the three Central School chaps from Bury Road we stayed on ‘til fifteen and went into local businesses. I joined John Dickinson’s as a junior foreman which was just running around with bits of paper and collecting the output from the girls on the production machines making paper bags. It was quite interesting but it was boring. Unfortunately, the war had started and my cousin, who was living in Dorset as an only child of my mother’s younger sister [pause. Someone enters the room], sorry. Come. My daughter. Come in love.
CB: That’s fine. Do you want to stop?
TP: Yeah.
[Recording paused]
CB: Sorry love. She’s captain of Bermondsey Golf Club.
TP: Oh right.
CB: Ladies captain I mean.
CB: So we were just talking about the fact that you left school and went to Dickinson’s.
TP: Yeah. Yeah. I went to Dickinson’s
CB: And it was a boring job.
TP: Yeah. The foreman of course above me was also an ex-Central School chap. We got on well together. But my cousin who joined the air force immediately pre-war was an observer on Blenheim’s and he was with 21 Squadron but he was not very enamoured with the flying and the dangers and he did write a letter to an old school chum of his saying he realised it was only a matter of time before they got the chop. The losses were very high at that period and unfortunately in June 1940 he was posted as missing presumed killed which was a hell of a shock to everybody. But I didn’t find out until after the war exactly what had happened to him and his body is buried in France with his other two crew members and he was actually flying with 15 Squadron which I joined later. But we didn’t know that at the time because the losses on 21 had been so great they had to amalgamate them altogether. Still flying out of Wyton but that was the way it went. So that summer I did try. I took the bus in to Watford. Put my long trousers on and I went to the recruiting office but the sergeant there said, ‘Come back when you can shave. ’ So that rather upset me but it meant that by 1941 I decided that I would approach the ministry, the Air Ministry direct. And I had a separate appointment sent to me to report to Euston in November 1941. I was still fifteen but they thought I was nearly eighteen and I got away with it. I was put on deferred service. Given an RAF VR badge which I’ve still got and wear it very proudly and then had to just wait for my call up. One of the conditions of being on deferred service was to attend ATC. Now, Mr Barnard was the commanding officer of 1187 Squadron in Hemel Hempstead so I arrived there one evening and he welcomed me with open arms and said he wondered how long it would be before I came in and I said, ‘Well I have been committed to come to you.’ And he said, ‘What do you mean?’ So I gave him the documents that I had to pass over and he read them through and looked at me and he said, ‘You’re not old enough.’ I said, ‘Well you know that. I know that but they don’t,’ and he immediately stood up, came around the desk, shook me by the hand and said, ‘Congratulations. I know you’ll do well.’ And so I joined the ATC as a deferred service airmen. No uniform but I did attend their lectures and started to learn aircraft recognition and Morse code and all the other little bits that go with it but in April ‘42 I received my call up papers to report to ACRC at St John’s Wood. And there, with ninety nine others, we formed a flight or rather a shower of people shuffling along the road at first but the corporal was instilling into us the discipline of marching. Tallest on the right and shortest on the left and everything else to be able to form up and show a reasonable body of men and after five weeks of inoculations and vaccinations and uniform issue and getting bits of uniform that would fit you we felt reasonable as airmen. Unfortunately, we had other jobs to do and one of them was scrubbing the concrete floors of our billet in Hall Road in North London. So I was limping when I went on parade one day and the corporal called me out and made me report sick because I’d got a very large swelling on my knees. And the doctor, the MO, looked at them and said, ‘Are you very religious?’ To which I said, ‘No. ’ So he said, ‘Well you’ve got housemaid’s knee,’ and as a result of that a directive was issued to all the corporals to provide kneeling pads in the future but we still had to scrub the concrete floors. After a couple of days I was back on normal duties and looking forward to a posting but there was a big hold up in front of us. We learned much later that the influx of potential aircrew was greater than they anticipated and the losses at the far end weren’t high enough to compensate for the people going through. So they extended all the courses. They put in another course for us so instead of after five weeks of ACRC instead of three we did five and then we got posted to a village called Ludlow in Shropshire. And we arrived there — all still a hundred of us but the field had a slope on it. It was very wet. It was raining. There was a lorry already parked inside the field and inside were thirteen bell tents from World War One. And we were told to erect them in a row and allocated join up. Eight in a tent leaving the corporal to share with only four others at the end. He took the four biggest blokes so that was reasonable and we ended up later that evening lying on mattresses on top of our ground sheets with our feet to the pole and our heads to the outside. But if you wanted to get up in the night and go and relieve yourself it was a question of trampling all over other bodies to get out. And I was fortunate. I’d got the position near the flap opening so it didn’t affect me all that much. We stayed there several weeks. [pause — pages turning] Yeah. It was about a month and it was now late June and we got our postings through to ITW. Ours came. We were sent to Torquay. To the Toorak Hotel. And this was in one of the side streets of the town but it was quite a pleasant place and we soon sorted ourselves out into the rooms and we had sheets, at long last and comfortable beds to get into. The only trouble was you had to make your bed every morning. Fold the sheets square with the blankets folded underneath and wrapped around and have the kit laid out on the bed so it could be inspected. The inspection was quite severe and discipline was really tough and one had to learn that the corporal wasn’t your mate or friend. He was corporal and ruled the roost. The rest of the staff were quite friendly. Our officer was a golfer by the name of Sandy Lyle I believe. Our PTI was Spur’s goalkeeper Ted Ditchburn. Very friendly fella. He was a corporal but got promoted to sergeant while on the course. We did cross country runs. Wonderful going through these apple orchards. Bright red apples. So obviously they lost a few of them but when we tried to eat them of course they were cider apples so we soon learned that was not the thing to do.
[Recording paused]
Whilst at Torquay we had regular visits. This was from late June until the November of ‘42 and most evenings in the summer the Luftwaffe would pay us visits with Messerschmitt 109s and Fokker Wulf 190s coming in low over the sea out of the sun. They weren’t seen until the last few seconds and the gunners on the cliff had no option but to start firing at them while they were pulling up over the town and a lot of the damage in the town was caused by the shrapnel from the guns as much as the cannon from the Fokker Wulf 190. It was very disturbing. And they also carried small bombs and they hit the girl’s school which, luckily, they were empty. They were on holiday. But tragically in the — later in that stay there they actually hit the Palace Hotel which was used as a RAF hospital and it housed a lot of the Battle of Britain fighters that had been, pilots that had been burned in their aircraft and the losses I don’t think were actually known at the time. It was all kept secret and nobody knew but I’ve been to a reunion down there and met the nursing staff that were on duty at the time. I was on the duty at headquarters where we just had a 303 rifle and three bullets. Or five I think it was in the end. But mainly it was fire picket duty but we never had any incidents. No problems at all. But several of my friends got injured whilst in the town. They were queuing up for the cinema and the High Street got shot up but apart from the cannon on the 190 there was also the pieces of concrete that were thrown around as potholes were made when the bullets hit the ground and scattered into the crowd. And one of my mates was working helping the rescue and he felt a bit draughty himself and he found blood pouring down his leg and he was a casualty of a piece of shrapnel which was something about eight inches long which had penetrated his fleshy part of the top of his leg and with the adrenalin running and helping everybody else he hadn’t noticed he himself had been injured. He had that as a souvenir to carry around with him but he was in hospital for quite a while, while his wound healed up. I can’t remember the chap’s name. There was too many of us. I spent a spell down there. I had breathing problems with the heat. I spent, I think it was three nights in the Palace Hotel myself. They certainly looked after us but as an AC2 I didn’t get any sort of [laughs] additional help. Anyway, I passed all the exams and became an LAC and the pay increased from two and six to three bob a day. So that was alright. And was posted immediately from Torquay to 4 EFTS up at Brough in Yorkshire for twelve hours flying on Tiger Moths. This was in November to early December ‘42 and I went solo before my seventeenth birthday. Or nineteenth according to the RAF. Then of course it was a question of getting Christmas leave which I was very fortunate enough to do and was posted to Heaton Park in Manchester which was a holding unit where hundreds of potential under-training aircrew of all sorts, shapes and sizes were held. A lot of us were fortunate enough to get private billet accommodation where I must admit that the locals were very very kind to us and looked after us well. The main thing about Heaton Park was the weather. I think it rained almost every day except if it didn’t it was snow. And we had a few diversionary postings from there to other departments where we did some training. One of them was to Filey over in Yorkshire where we went on a commando course in January ’43. And to say it was cold would be an understatement. Our billets were the boarding houses along the seafront. Three or four stories high with sash windows and the strength of the wind coming straight from Russia was enough to keep them rattling all night although we managed to solve that problem with stuffing and with newspaper. I don’t know how long they lasted but I’m sure they can’t still be there now so. [laughs] Unless Everest have done a lot of double glazing. They certainly needed it. And back to Heaton Park and eventually we had a posting to say — you’re off. Nobody knew where but we had a train and it went north and we arrived up in Scotland and found that there was a troop ship lying out in Scapa Flow which was to be our home for a few days and we assumed being as we was up in Scotland that it was heading across the Atlantic and we were going to Canada. But it was rough crossing the Irish Sea first of all and none of us got our sea legs and there was all the food floating up and down the tables in trays. Slopping around down there. It was a revolting sight but once we’d settled it wasn’t too bad. Then of course we had an outbreak of Scarlet Fever. Who brought it on board nobody’s sure but there was quite a lot on our deck that were affected. The result was that the ship, which was really the Empress of Japan and had been re-named Empress of Scotland, still had the name Japan across, carved in the letters on the back of course. But we arrived and went in New York. Zigzagging across the Atlantic with everybody that was available would be up on deck scanning the horizon looking for U-boats. Icebergs were another danger and we did see one or two. But we docked in New York and the first thing was that the military came aboard and all those that were in the sick bay on Scarlet Fever were taken off and rushed to hospitals. And we were then marshalled onto trains which no locals were allowed to come near. We stopped once. I think it must have been around Boston or somewhere and some more people were taken off to hospital with Scarlet Fever. And we eventually arrived in Canada. Get into Moncton where we were all put in isolation and the following day we all had to be examined medically with a thing known as a Schick and Dick test which saw whether you were subject to Diphtheria or Scarlet Fever. If any of the inoculations proved positive you were put in close confinement but the rest that were negative got their postings. Having been put in close confinement you were then put on a course of injections and — but eventually posted and I got to Neepawa EFTS. Did my flying there in March, April and early or mid-May. Passed the EFTS ok. No problems. And got posted to SFTS on Oxfords at a place called Swift Current. However, got to Swift Current, had my last injection and within a matter of days I was in hospital with Scarlet Fever. In strict isolation so I lost all my buddies. A lot of them got washed off the course anyway. Come around to the window of the hospital to wave goodbye. And eventually the few that remained got their Wings in July and got on their way back to the UK. I, on the other hand, remained in hospital until, I think it was the end of May. About then. Yeah. It was in May and didn’t finish my course as a pilot until October when I got my Wings and then got shipped back to Moncton. We were only there a couple of weeks before we were on the Mauritania at Halifax and heading back to Liverpool. That was quite, quite a journey. We were allowed to go home for Christmas from Harrogate where we were to be stationed and after Christmas reported. This was now January ‘44. Having been a pilot for three months there was still no news of any postings. You got dotted around the country and sent to various courses. A little bit of refresher flying in Scotland at Perth and it was always back to Harrogate until eventually in May I got a posting to Feltwell which was number 3 Lanc Finishing School but it wasn’t Lancs for me. It was merely to be their airfield controller while the weeks passed by before I could get to OTU. I was there of course for the D-day period which was quite an event because Feltwell had a grass airfield but with Summerfield tracking. The hut at the end of the main runway was below the hump in the middle of the runway so you couldn’t see the full length and D-day plus two or three we were advised that our American friends would be dropping in on us because they’d got enemy aircraft over their bases to the, in the east of England. We had a few B17s come in. We had gooseneck flares so they were all lit up. But then there was an almighty crash in the — over the hill.
CB: Yeah.
TP: Heard it. [?] Couldn’t find out what it was. Sent an erk on his bike to have a look and he come back and said that two Fortresses had locked themselves together and were blocking the rest of the runway. So I sent them off to douse the gooseneck flares while I stood on the end of the runway with a verey pistol firing reds in to the air. Couple still managed to get in. How they missed the crash I don’t know. More luck than judgement or perhaps the idea was they couldn’t fly. They had no instrument flying experience and night-time flying to them was a hazard. But the other two got down. Luckily, we learned there was no — nobody killed in the crash. A few of them got some minor injuries but most of them had leapt out as soon as the aircraft had hit but one had run up the fuselage of the other and chewed it right the way through but all the airmen, aircrew that were in the back of the Boeing must have got out pretty smart and missed it all. Went around the wreckage in daylight and was amazed at the comfort that was in the B17 compared to British aircraft. I’d been inside the Lancs at 3 LFS but to go inside a B17 with all its sort of [capod?] filled padding which was clipped on to the walls everywhere and I did find a couple of nice rectangular sections which came in use much later in life as a cot blanket for my first daughter. [laughs] But the wrecks were soon removed and I finished my spell at Feltwell and headed off to Cambridge to have a month’s refresher flying before going on to Kidlington where we had another month getting used to flying Oxfords and during that period we went back to Feltwell for a week because they had the beam approach training facilities there which we hadn’t got at Kidlington or Cambridge. So I was, felt at home when I got back to Feltwell for that week. And then, out of the blue in September after being back at Kidlington and finishing AFU I got a posting to 26 OTU at Wing. Thirteen months after getting my wings I was at last going to fly Wellingtons. And there of course the first thing you did at Wing was get crewed up and it consisted of all the aircrews except — all the aircrew except flight engineers. Put in a hangar and you sort of wandered around looking to see who looked a reasonable sort of chap and chose your crew. I picked up a bomb aimer who had befriended a Canadian navigator and between us, the three of us, we then found a couple of air gunners and a wireless operator. We had the two gunners picked at OTU although you only used one on a Wellington at a time. But tragically one of the air gunners let us down. Totally out of the blue. He’d come to my wedding in December. All the crew came to the wedding because we all had Christmas leave. But then in January whilst flying on a night cross country he suddenly lost it. Went berserk. And I passed a message to the wireless operator to tell base I was aborting. Coming down below oxygen level in case it was a problem of that and straight back to Wing. We were met at dispersal by an ambulance crew. He was frozen in the turret. They had a job to get the turret open but he was taken away and nobody ever saw him again. I presume he was marked LMF which was a great shame because he was a nice guy but thankfully it had happened at OTU and not at —on an operation. But we soon picked up another gunner. Phil. Quite a chubby fella but he was great. Great company. And we all got posted off to — we spent a couple of weeks at Sturgate in charge of the blanket store. But our posting suddenly came through for North Luffenham in the March of 1945. We spent the next two months flying around in a Lancaster doing cross country’s, bombing raids on the ranges. Some nights we were sent on diversionaries which meant us flying towards the enemy but turning away before we reached them, much to our dismay. And it was quite an interesting time. Loved flying the Lancaster. It was beautiful. A beautiful aeroplane. And all seven of us — we’d picked up the flight engineer by then. He was originally a pilot. He’d finished his course and was offered the chance to re-muster either as a glider pilot or as a flight engineer. The majority I understand choose flight engineers. So they went on a separate engineer’s course and then joined us at the Heavy Con Unit. After finishing Con Unit of course during that period we, VE day had arrived and it was quite interesting the discussions that were had in the big hangar after we did a rehearsal until some bright spark suggested to the CO that if the band played a more recognisable tune it might be more suitable and there was deadly silence and the bandmaster said, ‘Sir. That was the march past of the Royal Air Force.’ [laughs] Again, there was silence and everybody accusing everybody else of not being able to do their job but it was quite funny for a few minutes. After finishing Heavy Con Unit we were all sent on leave but I had a recall. A telegram to report to 90 Squadron at Tuddenham and not being on the telephone or in contact with any others I expected to find my crew when I got to Tuddenham. Unfortunately, when I arrived I went in to the CO’s office and I was introduced to my crew who had just lost their Australian skipper because all Commonwealth aircrew were taken off of flying and that’s how I lost my navigator. So I lost my whole crew. A bit annoyed of course but soon got to know the guys. Did a couple of flights with them. A couple of Baedekers over Germany going down the Ruhr showing the ground staff the bomb damage ostensibly as a exercise for them but in reality it was very political for, to let the Germans, particularly the residents in the Ruhr and Cologne was a special one to let them see what the Lancaster looked like in daylight. And there we were at two thousand feet. Any given time there would be fifty to eighty Lancasters circling Cologne at two thousand feet and it must have caused the kids down below to be terrified. But politically it was obviously a good exercise. And I was only there for the month when the CO suddenly decided that he’d got a brother who was stationed at 15 Squadron at Mildenhall and would I like to swap with him? Well I was only a flight sergeant by then and so I went over to Mildenhall to meet the CO. A Wing commander McFarlane. And when I walked into his office, gave him a salute he looked and he said, he was very surprised, ‘Oh. You’re Payne. Sorry,’ he said, ‘But we only have — we don’t have non-commissioned personnel as captains of our aircraft. So you are hereby commissioned and you have a week’s leave to get your uniform. Thank you very much.’ So I was a pilot officer or so I thought but after a week I turned back, I returned back to Mildenhall and I was accused of being incorrectly dressed because I was a flying officer apparently. Immediate promotion. [laughs] Much to my wife’s surprise. She lost her payment book because officers are paid the wife’s money and as a gentleman you are obviously expected to hand it over. It shook me I tell you but — and also of course at the same time I had been giving my mother a tanner a day which was recommended when we joined the air force so that if anything happened to you she would be able to claim a pension of some sort. But of course when I was commissioned that had to stop as well which was — my mum understood but I don’t think the wife really took it very kindly but she enjoyed the increased money anyway. Then as I say I was a flying officer. Settled in at Mildenhall quite well. We did several trips. Mostly things like going to Italy to bring back British troops on to England. Twenty at a time stuck in the fuselage but you had to, you weren’t allowed to use the automatic pilot because there had been one or two crashes which they had assumed had been caused by automatic pilot failure at low level or two thousand feet or so. You didn’t go very high because the troops would have needed — no heating in the fuselage. We also did, a little earlier on we did a, one of the first things we did was a post mortem on the German radar at Kiel where a few hundred of us in daylight approached Kiel and we were all given heights to fly but I found myself being covered in Window so I throttled back a bit because the cloud, I was just in the base of the cloud. Fortunately, I did the right thing at the right time because there appeared a B17 in front where I’m sure that every crew member except the pilot was shovelling out Window and it was smothering my aircraft and blocking up air intakes and God knows what else. So if we’d have carried on we would have run straight into them so we realised that the danger of collision at night when a thousand planes were over the target or large numbers over the target at any one time. The danger of collision was, must have been very great and we understood from later discussions with various boffins that they had calculated that on those raids up to a third could be lost. So that’s two thousand men could have been lost at night just by friendly action of running in to each other without any enemy action taking place at all. And that’s why they trained so many of us and fortunately we had the back up. Fortunately, the losses weren’t as great as they predicted and they were still high enough. I doubt whether we’ll ever know the numbers that were involved of mid-air collisions with friendly aircraft or aircraft being hit by bombs being dropped from planes flying higher. We know that there were instances but how many? Nobody can tell. Well, my period at Mildenhall finished in ‘45. I was sent on an instructor’s flying course. Lulsgate Bottom at Bristol. My wife was expecting our first child at the time so I had more interest in getting home at weekends than stopping and hanging around Bristol. Fortunately there was a chicken farm quite close to the airfield and I was able to take a couple of dozen eggs home most weekends which were gratefully received by the population at home. Finally I was demobbed. Officially at Bruntingthorpe but I don’t ever remember going there but that is my, supposedly the depot where I was discharged from and there I got into Civvy Street. This was the end of ‘46 and my first child was born in the July of ‘46 so it was a family life and a question of trying to find accommodation because I was living with my parents and eventually the council obliged by providing a three bedroom house which was just in time for our second child two years later.
CB: Ok. We’ll take a pause there.
TP: Yeah. [pause] Housing.
[Recording paused]
CB: We’re just restarting. Talking about the perversities of some of these things but the fact that the Germans were well organised.
TP: Yeah well they obviously had planned. They planned the war. They knew the war was going to come and their reactions were all done in the same manner. They had developed the aircraft and the U-boats and the rockets and everything else. The flying bombs didn’t happen by accident. That had been planned years before and so was the V2s. But our biggest disappointment I think in 1940, as an Englishman was the fact that we had to go through Dunkirk. Evacuate our soldiers when there were a half a million French troops under arms. There were only two hundred thousand German troops attacking but half a million just gave in and left us in the lurch because we had to get out with our backs to the wall. And I met some of the troops that were fighting at the time. Not at Dunkirk but further along the coast and I was fortunate enough for the 51st Highlanders to be over in France when they were having their last reunion a few years ago because I was visiting the grave of my cousin. And there were a few of the men there that were there in 1940 and they were captured by the Germans because they hadn’t any ammunition left. They’d fought to the last bullet virtually and that was it. But they couldn’t be evacuated from the port because the Germans were attacking all the while. So it was very well planned by the Germans. They knew exactly what they were doing all through. And it was only the bravery of the guys on D-day that got them on shore. I mean it must have been a terrible thing for those first bods that were coming over knowing they were walking straight into the face of gunfire which they were totally exposed on the beaches, you know. But I did meet one other soldier in Tring and he was injured. He had a bullet through his fleshy part of his leg on his way up to the coast and because of that the Germans were coming so he lay in a ditch for twelve hours while they all went by him and then headed south. Pinched a bicycle and carried on riding until he got down in to Southern France. He was hoping to get on the — that ship that got blown up as it left Bordeaux or somewhere down there and he met a naval force that was in town blowing up various installations and they picked him up and took him with them and he came back on their destroyer.
CB: This was 1940.
TP: In 1940.
CB: Yeah.
TP: So he was absolutely dead lucky because he was in the right place at the right time to get away.
CB: So what was your perception of the German air war and how they conducted it on Britain?
TP: Well. I think, you know, they [pause] if they’d have carried on the attacks on airfields and destroying those they might have stood a better chance but because they then switched to the cities it was a saviour for us. But we had no real defence. We were down to the last few Hurricanes and Spitfires. And the tragedy was that the coordination of the various fighting groups’ — Fighter Command to my mind they, they weren’t concentrating enough on what they should do. Thinking they could get a high wing together of a thousand fighters. By the time they’d got a thousand fighters half of them were out of fuel and had to come down and land. It was, you know, they hadn’t thought it through.
CB: And here you were in Hemel Hempstead which is between London and Coventry and Birmingham. What did you see of the German air force? Aircraft coming over.
TP: Well I —
CB: Before you joined the RAF. As a youngster I mean.
TP: Well when I was still at school —
CB: Yeah.
TP: I saw a Dornier come over one day. A Dornier come over. The air raid sirens hadn’t gone but I recognised it from aircraft recognition. It was a Dornier. And it dropped its bombs over Nash Mills Way. It was like the day war broke out. On a Sunday. There was a gathering of council officials, the ARP warden, the town clerk’s office and others in Marlowes. They were looking at the stone mason’s yard and were wondering whether to send people over to the Princes Arms area where Edney’s had a place where they were making tarpaulins. Should they bring the tarpaulins and cover up the stone mason’s yard. And when I tried to tell them that if an aircraft came over and was going to bomb anything he wouldn’t bomb a cemetery or a yard he would bomb the railway line or the canal [laughs] And they told me to be off.
CB: Yeah.
TP: That was the sort of mental attitude of the adults of the time.
CB: Yeah.
TP: They had no experience of air war. I hadn’t of course.
CB: No.
TP: But I had the intelligence to know that if you’re up there looking for a target you’re going to hit a railway line or a canal or a junction of some sort rather than bomb what looked like a churchyard or a cemetery.
CB: Yeah. I mean it’s difficult to perceive in a way but in 1939 aircraft had only been around for twenty five years.
TP: Oh yeah. Yeah. Yeah.
CB: And people’s perception of what they could —
TP: And of course the speeds of the aircraft. We hardly saw a Spitfire or a Hurricane over Hemel Hempstead. We did, as I say, see German bombers. Two or three times and at night time you heard them go over because you could tell by the way they didn’t synchronise their engines. It was a very identifiable feature. We always synchronised our engines with a Lanc you know.
CB: Yeah. Of course. On a Lancaster. Yes
TP: It meant it was a smoother ride and it was quieter but the Germans had this —
CB: Makes more of a clatter.
TP: Well yeah.
CB: A drone was it?
TP: The engines weren’t synchronised.
CB: Yeah.
TP: And they would be fighting against each other. So you could identify the noise immediately. That it was an enemy aircraft.
CB: That’s interesting.
TP: Whether you would hear that in a fighter I doubt it —
CB: No.
TP: Because you had your own noises but certainly from the ground you knew there was enemy aircraft. And of course in the early days without the radar enemy aircraft would be over here and everywhere the sirens would go but nobody would know where the aircraft was.
CB: And near to here for German targets you had Watford, Leavesden for aircraft production and also Hatfield.
TP: Oh yeah.
CB: So to what extent did you — were you aware of that?
TP: Well, I knew of that. I knew that those places were producing but I think generally we didn’t. There was no news in the newspapers and of course there was no television anyway. They’d had to have been shut down. But the general feeling at school when the sirens went everybody went down the shelters and after two or three hours down there as a senior prefect I went up with the night guy. We went up to get the rations of Horlicks tablets and things like that and the all-clear went. [laughs]
CB: So could you just describe the air raid shelters in a civilian context? So in Hemel Hempstead what were the air raid shelters? What were they?
TP: Well the air raid shelters in Hemel Hempstead. There were a few public ones. The ones in Marlowes were opposite where my mother lived and they used to go over there at night apparently when the sirens were on because of the dangers. You could hear the noise and see the lights from London when London was being bombed. I did a stint when I was — before I went in the air force as a fire watcher in Lower Marlowes where it was organised by the fellow that owned the DIY shop. If anybody wanted some DIY he had all his stall of paints and timbers and everything so he obviously wanted protection. So we had an old cottage that we used as a base for fire watching and that was — we did one night on, two nights off sort of thing. Between us there was enough of the shopkeepers to join in but there were very few private residences down from Bridge Street to the arch. There weren’t sufficient privately occupied houses as opposed to all the businesses which lock up.
CB: Yeah.
TP: And most of them went away but we never had any instances in that area. There were some fire bombs dropped the other side of Marlowes somewhere down in [Sewells?] Road area apparently. And of course there were bombs in Nash Mills. We did have, I wasn’t, I wasn’t around then, I was in the air force — we did have some bombs drop in Astley Road where, opposite to the school I used to go to. Infant school. I think one person died in one of the houses. That house had to be totally rebuilt but it was a clear cut bomb. Another, I think it was more like an oil drum landed at the back of the off-licence at the bottom of the street. And others landed in the park. There were craters in Gadebridge Park which were a pretty sight. [laughs]
CB: Well the Germans used land mines didn’t they?
TP: Yeah.
CB: That’s what looked like an oil drum but actually came down by parachute.
TP: Yeah. Yeah.
CB: Yeah.
TP: But as far as I know the one at the bottom of Astley Road they didn’t find a parachute or perhaps somebody whipped the parachute [laughs] before the forces came. I wasn’t around at that. I was in the forces.
CB: No.
TP: But there was one that landed with the bomb.
CB: Well they were silk so they made good dresses. Nash Mills was where the printing works was it? Of Dickinson’s. John Dickinson’s.
TP: Well John Dickinson’s had got the factories just beyond where they hit a row of houses.
CB: Oh.
TP: And I think two of the houses were destroyed but they were parallel to the canal so whether he was aiming for the canal or whether it was shortfall from the factory you just couldn’t tell.
CB: No.
TP: Because bomb aiming in those days was hit and miss.
CB: Yeah. Yeah. You could —
TP: And it was only area bombing that really could succeed if you []
CB: Yeah. As we are talking about the civilian context here could you describe what was the air raid shelter? What was it? Made especially was it?
TP: Yeah, it was.
CB: And what it was like inside?
TP: Yeah. The public air raid shelter. We didn’t have the private Andersons ones in Hemel. They weren’t issued to Hemel but the one in lower Marlowes at the back of [Tozers?]. I suppose it was about thirty foot long. It was half submerged but well protected and it had benches down each side as far as I recollect. I never spent any time in there. I was in the forces but I know because my mother used to take in evacuees. She had two or three people from London that stayed with us while they found somewhere else to live. She had a couple of, a couple of girls. School age. Teenagers. And then she had one chap who had lost an eye in London. With his son. I think the son played football later on for one of the London teams. Stokes I think his name was. And then she had a family. A couple and their teenage son and they went back to London eventually although the son stayed in Hemel and he lived in St Alban’s Hill.
CB: Right.
TP: Near where Derek’s. Before you get to Derek’s in Lawn Lane itself. Or somewhere near. Eventually.
CB: But the air raid shelter was made of concrete was it? And then covered with earth. How was it made?
TP: Difficult to say. I didn’t see it being constructed.
CB: No.
TP: But it was well protected with earth and everything.
CB: Yeah.
TP: Over the top. Usual shape.
CB: Yeah.
TP: And of course with a door on the side at an angle so there was no blast went through.
CB: Yeah. Changing to your experiences in Canada then. How did you feel about that because you had some spare time as well as study time as it were?
TP: Yes. It was very —
CB: So what were the Canadians Like?
TP: Canadians. They were very friendly. Very friendly. I spent a week in Winnipeg on sick leave. I should have gone to Vancouver. I realise that now but I didn’t then. But I spent a week in Winnipeg and met some friends there. Same as in Neepawa where I did my training because I was a Salvation Army at the time. My religion.
CB: Yeah.
TP: And I visited the Salvation Army homes.
CB: Right.
TP: Of the towns I went to and they were — while I was in Moncton the officer there, we actually visited a local prison to get a, yeah, the band went and I went along with them. I didn’t play an instrument. I was on drums at Hemel. But it was it was interesting talking to the prisoners and they were quite receptive to find that the Brits were there and still fighting, you know. Because as I say it was early ‘43 I got out there and the Americans still hadn’t got involved too deeply in the war even then, you know. They were starting to build up but they had to build the aerodromes first for them and it takes time. But it was a good experience meeting the families. You were nearly always invited out to Sunday tea or something like that, you know because at Moncton you were just killing time. You had nothing to do.
CB: It’s in the middle of nowhere.
TP: Well it was on the eastern seaboard or near the eastern seaboard but it was literally the only thing you could do was go to a cafe and eat. Not having the pubs and things like that.
CB: Quite.
TP: Where you could socialise.
CB: Yeah.
TP: It was a different story, you know.
CB: And in the training how did that work? Did you start early in the morning and go —
TP: Oh yeah. Very often out on the prairie, flying. We started at 6 o’clock and it was interesting while I was at Brough of course on the very early flying. First flying.
CB: Before you went out to Canada.
TP: Before I went out to Canada you had to see —
CB: That’s in Yorkshire. Yeah.
TP: Whether you had any ability to fly.
CB: Yes.
TP: And some people didn’t have and they were wiped out then.
CB: Yeah.
TP: After doing the twelve hours training on Tiger Moths they had taken an aerial photograph of the aerodrome and of course it was Blackburn aircraft were using it as well and whilst it had four gun emplacements there was only one that was in use and of course this showed up on the photograph by the fact that there was no pavement to it, no paths in to it. Snow and everything else had accumulated so instead of taking a coach out to dispersal every morning we had to march around these gunsights and march around them and make them look as though as if they were being used.
CB: Yeah.
TP: Although though they had wooden guns on them.
CB: Oh had they?
TP: Yeah. I don’t think it bothered the enemy because I don’t think they considered Brough was a big enough target but —
CB: No.
TP: Although the Barracuda was being developed by Blackburn at the time which seemed to us quite a formidable aircraft.
CB: Yeah.
TP: You know, but, yeah.
CB: Yes. So just going back to Canada. So you’d start at 6 in the morning. You had flying training but what about the grounds?
TP: Oh then you had other lectures and things.
CB: Yeah. So how did that work?
TP: You went into classrooms and you had sort of an hour and a half, two hours on navigation, on astronomy, on meteorology. Morse code. Aldis lamps, you know.
CB: The weather.
TP: It was all varied. Yeah. Yeah. Meteorology was a very big subject. Of course that was a failing in the early days because the forecasting, you know, was very poor. I mean we had plenty to tell us what was coming in but not what’s over there. It’s passed us but did it go that way or that way. So yeah. It was, it was tough. And very often fog would appear totally unexpectedly, you know. You would come back and find your base covered in fog. You know. It was proper.
CB: In the UK you mean?
TP: Yes.
CB: Yeah.
TP: Yeah.
CB: So you had a big contrast between the weather in Canada —
TP: Oh yeah. Yeah.
CB: And the weather here. So what was the weather like in Canada?
TP: Well we started our stuff our first flying at Neepawa there was sort of six foot of snow around the place and the wind would not be dead down the runway and so you would start take-off and you would get above the snow which was piled high on either side where the snow ploughs had been down and the wind would suddenly take you one way or the other and you had to be prepared for it and be clear of the snowbanks otherwise you were whipped in to those. Quite, quite a problem. But the, my first experience of tragedy was the fact that my instructor was instructing with another pupil. I was with the officer. The senior. On a test as luck would have it and we went out. Neepawa had a subsidiary field for practicing precautionary landings. Low level approach and dropping in and somebody had busted a Tiger Moth out there [unclear] before and the rescue truck was out there loading it and my instructor, Sergeant Smith had got this other pupil with him and he took over control and did a beat up on the truck that was being moved and unfortunately, when he pulled up, his tail wheel, not skid tail wheel hit the crane and he went in and the aircraft burst in to flames. Luckily the pupil, the student, got out from the back but the instructor died. And that was a shock, you know. You think if an instructor could do it what chance do you stand? You know.
CB: Yeah.
TP: So you just don’t fool around.
CB: No.
TP: And they gave him a military funeral, you know, but his remains and he went off. I presume and they shipped him back to England. I don’t know.
CB: Oh he was a British instructor was he?
TP: Yeah. He’d just, he’d only just got his Wings a short time before. He’d trained in Canada. Got his wings. He was so good they kept him back as an instructor.
CB: He was a —
TP: From an instructor’s course.
CB: Yeah.
TP: But he still was juvenile enough to —
CB: Yeah.
TP: Try something.
CB: Now what do you understand by the word “creamy?”
TP: Eh?
CB: He was a Creamy. Well, apparently they called these people who — I’ve interviewed a couple. The people —
TP: They creamed them off.
CB: They were so good they creamed them off.
TP: Yeah.
CB: Because they were so good at flying and instructing potentially.
TP: Well they could be good at flying but not good at instructing.
CB: Indeed.
TP: They can’t impart the knowledge.
CB: They called them Creamies.
CB: Yeah.
TP: I never heard that expression actually.
CB: And it’s a term that continued until relatively recent time. Might have —
TP: Didn’t heard it.
CB: No. Ok. How long, how many hours did you do over there? Quite a lot before you got your wings.
TP: A few hundred hours.
CB: Yeah.
TP: I should think in total.
CB: Yeah.
TP: Yeah. They extended the courses. This is what, how everything got put back. Even ITW was extended by a couple of months. So as you obviously gained more knowledge. Which was a good thing.
CB: Yeah.
TP: I mean when you think that my cousin within six weeks or so he was on operations.
CB: Yeah.
TP: And he was even acting sergeant to begin with. Crazy. The gunner was still an LAC at one time, you know. Promotion to —
CB: I suppose you have to say they did learn from their mistakes.
TP: Oh yeah.
CB: With these things.
TP: Well they learned but what happened to them when they were POWs. That’s what caused the hassle because if they captured an LAC he went to work. Whereas if he was a sergeant he was slightly different. If he was an officer it was even different again you know.
CB: Yes. Fast forward to OTU. So how did that work? The crewing up. Tell me about the crewing up.
TP: The crewing up was very interesting. As I say we were all in a hangar and everybody looking for everybody else. And I met the bomb aimer first. Very smart looking fella. Little tache. He was a real ladies man in the end apparently because — funny story but he had already picked this Canadian observer or navigator and so we three got together and we were then looking for two gunners and the wireless operator. And they all sort of gelled. You met people and had a chat with them. ‘Where do you come from?’ ‘What are you doing here?’ And the bomb aimer came from London so he found, eventually he found the wireless operator who lived quite near to him in London sort of thing. So they thought they’d got a something that anchored them together.
CB: Yeah. Something in common.
TP: It was quite interesting but yeah, Reg was quite a fella. He had a job writing for many of the chaps in the other crews. He could write a “Dear Rosie,” letter sort of thing. [laughs]
CB: Yes. The antidote to “Dear John. ’
TP: Yeah. [laughs] He did quite well at that apparently, you know.
CB: Yes.
TP: Truly grateful was one of his favourite expressions. [laughs] They’ve all passed away unfortunately.
CB: Yes.
TP: Except his widow is still alive.
CB: But that’s an interesting point in a way. In a more serious vein. One of the people I interviewed talked about his CO giving up flying on operations because the lady who he proposed to said, ‘I’ll only marry you if you give up operations,’ because he’d done a tour already. Because the three previous fiances she’d had had all been killed. So what extent did women — the WAAFs we’re talking about?
TP: Well I was already married.
CB: Yes. But —
TP: I married my childhood sweetheart.
CB: Yes. Quite right.
TP: She’s up there.
CB: Yeah. Smashing. But you saw this. You observed this did you?
TP: Oh I see. Yeah. Yeah.
CB: A sequence of these girls, these WAAFs having relations.
TP: Yeah. Yeah. Well as I say my bomb aimer — Reg. He had. He had a girl. She was, I think she was older than him. [unclear] he used to call her and I think she was something to do with fashion or film or something like that but my wife and I thought, no, he won’t marry her, you know. When we got an invite to his wedding it was a totally different. It was an ATS girl he married.
CB: Oh was it really.
TP: And she was a cracker. She was lovely was Jean.
CB: Yeah. Yeah.
TP: Yeah.
CB: You mentioned your own wedding which was in ‘44 when you got back from Canada. Wasn’t it? Was it?
TP: I got back from Canada in ’43.
CB: Oh ’43.
TP: I was home a year.
CB: Yeah. Ok.
TP: And got engaged when I came back.
CB: Oh that was it. Right.
TP: It took a year before I married.
CB: Yeah but —
TP: Her dad was, ‘No. No. You wait my lad.’ [laughs] But she wanted to get married and I said no. I didn’t want to get married at the time.
CB: No.
TP: I said, ‘Well what if something happens to me?’ And she said, ‘Well at least I would have part of that.’
CB: Yeah.
TP: So we got married. Come back from Canada in ‘43. Got married in December ‘44. And all of the crew came to the wedding.
CB: Yeah.
TP: Including the air gunner who went berserk.
CB: Oh he did as well did he? Yeah. He — he’s the one who’d gone.
TP: Yeah. Don’t know what happened to him.
CB: Yeah. Earlier that was.
TP: That was after my wedding.
CB: Oh after the wedding.
TP: Yeah.
CB: Right.
TP: That was January ‘45 when we were finishing at OTU.
CB: Oh I see. That was when he —
TP: On a night cross country.
CB: Yes.
TP: And he just lost it altogether.
CB: Right.
TP: And our worry was he’d start firing guns and draw attention to us which you don’t want when you’re on a diversionary and things like that so you tried to keep as quiet as possible. And you didn’t know whether he was suffering from lack of oxygen because you just couldn’t go to the turret. Couldn’t get into the turret to see him.
CB: So what happened to him?
TP: I’ve no idea.
CB: No.
TP: As I say I passed a note. Didn’t want to let him know. I scribbled a note to the wireless operator, ‘Contact base. We’re returning and tell them briefly why. ’
CB: Yeah.
TP: ‘Problem with rear gunner.’
CB: And what did they do then? The aircraft landed.
TP: Well.
CB: So how were you met? Or did you wait? All get out?
TP: No. We went to dispersal as usual. They put us in dispersal and an ambulance was waiting in dispersal and the ground crew — as I say we had to force open the rear turret in the end because it was iced up as well. Although I’d been flying below, it was wintertime obviously. Weather was pretty chilly. But it gets very cold in the back of a Wellington and he just couldn’t take it. He was still screaming, you know.
CB: Oh. Was he really?
TP: Yeah. He just lost it altogether. Why? We never heard because nobody knew because nobody ever says.
CB: No.
TP: Whether it started with lack of oxygen. It could well have been you see.
CB: Yeah.
TP: But we’ve no means to knowing.
CB: So then the new air gunner comes. Rear gunner comes.
TP: Oh no. He wasn’t the rear gunner.
CB: Oh he wasn’t.
TP: No. Eddie was my rear gunner.
CB: Right.
TP: He was a lorry driver from Worcester.
CB: Oh right.
TP: Eddie was — he was great fun he was.
CB: Yeah.
TP: But he — you know. He was the real rear gunner. It was the mid-upper gunner who was in the rear gun, rear turret and didn’t like it.
CB: So then you go to the Heavy Conversion Unit at North Luffenham. 1653. That’s when you get the flight engineer.
TP: Yeah.
CB: How did he come aboard?
TP: Well they just —
CB: Did you select him or he was allocated or what?
TP: Well I think from memory all of us crews went into the hangar.
CB: Yeah.
TP: And there was probably ten crews went on the course — conversion. And there were ten flight engineers lined up.
CB: Literally.
TP: And then it was take your pick sort of thing.
CB: So you did your selection did you?
TP: I think we did as a team. Yeah.
CB: You personally or the whole team came over.
TP: Yeah.
CB: Yeah. And what was he like?
TP: He was a good lad. He was a butcher from Devizes.
CB: Oh.
TP: Married but no children. And, yes, he was he was very pleasant but as I say he’d been, he’d been through pilot training. Got his pilots wings and then they said sorry there are no more vacancies for pilots. You’ve got a choice. You can be a glider pilot for troop carrying which is a one way ticket.
CB: Yes. Absolutely. Yeah.
TP: Or you can be a flight engineer.
CB: Yeah. So in that circumstance did he keep his flying — his pilot’s wings?
TP: Oh he had his pilot’s wings.
CB: Yes. Because after the war I interviewed somebody — after the war they took them away and you wore the brevet of your specialty.
TP: Oh. I don’t know.
CB: No. But anyway in the war. Yeah.
TP: Yeah. Yeah.
CB: So there were two pilots on the Lancaster.
TP: Yeah. In effect. Yeah.
CB: In effect.
TP: Yeah. Yeah. Well not on every one but you know —
CB: No. No. No. No.
TP: Yeah.
CB: I mean in your circumstance.
TP: But when I went to 90 squadron. He was a flight engineer. He wasn’t a pilot.
CB: Of course. No. Absolutely.
TP: He was a flight engineer.
CB: Yeah. Can I just go on to another point you mentioned on a previous occasion the Stabilised Auto Bomb Sight. Could you explain what that was and how it was different from the one you had before.
TP: Well, this was, this was the bomb sight used by 617.
CB: Right.
TP: It was much easier than the Norton which had, I think, fifty odd adjustments to make it before it was set but the SABS had, instead of the ordinary, the old Mark IX just had wires to track down and you set the thing up and got the pilot to, ‘Left. Left,’ or, ‘Right. Right,’ or, ‘Steady. ’ And if he said, ‘Steady,’ Eddie would say, ‘Yeah. What do you want?’ [laughs] You know, the SABS had like a glass prism with a lighted sword and the cross point of the hilt was for the target and you tracked, tracked it down. Much shorter than the long strings but the sword looked as if it was on the ground. It was in this glass prism but it was where it was projected. It looked like it was travelling on the ground so you could —
CB: So were all the Lancasters being refitted with that?
TP: They were being refitted with them but they only had them on the specialist units at the time.
CB: Yeah.
TP: And they used them — I don’t know whether you saw the article there, there was an article in Flight or Aeroplane?]. You can probably still read it now where after the war —
CB: Yeah.
TP: Lancs went over to America and 15 Squadron was amongst them but we got the proverbial brick in a bucket whereas the Americans were half a mile away.
CB: Even though they claimed to be precision bombers.
TP: Yeah. Yeah.
CB: With the benefit of daylight.
TP: Yeah.
CB: We’ve effectively come to the point where you got to the squadron just as the war finished. So you didn’t get in any operations.
TP: No operations at all.
CB: Right.
TP: No.
CB: So the war finished. Then what?
TP: Well —
CB: We’re talking about 8th of May 1945.
TP: Yeah.
CB: The war ends.
TP: And in June I was in a squadron.
CB: Yeah.
TP: 90 squadron. I’d been home on leave. I’d had a telegram — report to Tuddenham and I naturally thought that’s the whole crew.
CB: Yeah.
TP: I get to Tuddenham and I find I’m on my own.
CB: Yeah.
TP: And —
CB: Why was that?
TP: And I was introduced, introduced to a completely new crew.
CB: Yeah.
TP: Who’d had an Australian skipper and he’d been subbed off back home. Taken off of flying as all Commonwealth aircrew were. So I took over the whole crew. Didn’t know a soul. Took a little while to get used to them of course, you know. Amongst the crew one of the guys was a flying officer already. And that’s how I think the air force changed their attitude to the fact that you can’t have captains of aircraft with lower rank than members of their crew.
CB: Yeah.
TP: But it didn’t affect 90 Squadron. They still hadn’t thought of that. I was a flight sergeant and he was a flying officer. I think he was a bomb aimer. I’m not too sure. Could have been the navigator but the rest were sergeants. They’d done, I think they’d done six food drops or something like that. They hadn’t done anything serious —
CB: This was Operation Manna.
TP: Operation yeah. Because they’d only been on the squadron for a few weeks anyway.
CB: Right.
TP: They were only that little distance ahead but sufficient to have got —
CB: Ahead of you.
TP: Yeah. And it was, we did the Kiel operation. Operation Post Mortem where we were checking the radar. And I think I did one or two Baedekers taking ground staff over Germany when the CO said, ‘I’ve got a brother at Mildenhall. Would you swap with him?’ And [laughs] you know I mean —
CB: With the whole crew.
TP: The whole crew. Yeah.
CB: Yeah. So he moved his whole plane across.
TP: That’s right. Yeah.
CB: In exchange for yours.
TP: Yeah.
CB: Yeah.
TP: As I say I went over there and the CO was McFarlane. He’s still alive I think but he’s got dementia problems in Australia.
CB: Right.
TP: He was surprised to see that I was only a flight sergeant because as he said, ‘All the captains of our aircraft are officers. ’ You know. ‘We don’t have non-commissioned officers. ’ So that’s how I got commissioned. Completely out of the blue but that’s the way it went.
CB: As a pilot officer.
TP: You did as you were told.
CB: Of course.
TP: You went as you were told.
CB: Yeah.
TP: You had no say in it.
CB: No.
TP: You very often thought that there was a little man manipulating. Oh somebody lives in London so we’ll send him to Glasgow. Or that Scot can go down to Cornwall.
CB: Yes.
TP: It happened you know.
CB: It happened to my father. So you became to be a flying officer. A pilot officer. But it didn’t last.
TP: No. I got back to — after a week I went to Simpsons and you know and got my, got kitted out and got told, ‘You’re incorrectly dressed. You’re a flying officer. ’ [laughs] You know.
CB: Yeah.
TP: Crazy.
CB: Had to have it all done.
TP: Yeah.
CB: So what did you do from then on?
TP: Well. I was going to be a school teacher.
CB: No. No. Excuse me just a mo. In the RAF.
TP: Oh in the RAF.
CB: ‘Cause we hadn’t got to —
TP: Yeah.
CB: So you became a flying officer.
TP: Became a flying officer.
CB: You keep flying? Doing what?
TP: I kept flying on Lancasters — doing — went to Italy to bring British troops home.
CB: Yeah.
TP: We did several Baedekers down the Ruhr.
CB: Yeah.
TP: Several — a few other post mortems.
CB: Can we just describe Baedekers? So Baedeker is essentially picking up on the German tour guides.
TP: Well it was called Baedecker but it was you did a trip to the Ruhr.
CB: Yeah.
TP: You went, you know, down to Essen, Cologne, Dortmund. Looked at the canals and things like that. All at two thousand or so and so feet in broad daylight and there were swarms of you, you know and it must have —
CB: Frightened them.
TP: Let the Germans know.
CB: Yeah.
TP: That there was an air force above them.
CB: Yeah. And this was what it had been.
TP: It was more a political gesture although it was sold as showing the ground staff.
CB: What had happened?
TP: What it was. And I had one of the first Lancasters converted to take female passengers.
CB: Right.
TP: It had a curtain around the elsan. [laughs]
CB: [laughs] Right.
TP: But you didn’t take air gunners. I think all we had then was navigator, a flight engineer, wireless op and engineer. Yeah. Navigator. Flight engineer. Not even a bomb aimer. No.
CB: No.
TP: Because you weren’t going to be dropping anything [laughs] But —
CB: And they sat in those stations and then rotated did they?
TP: They sat. Yeah. One would be in the nose in the front turret. One would be in the mid-upper turret, one in the rear. Of course you didn’t have any extra windows so —
CB: No.
TP: They had to be either in the cockpit or in the positions to see. And —
CB: How many people did you take at a time?
TP: Three or five. It wasn’t very many.
CB: No.
TP: Surprisingly, you know. I thought we would take more people. It’s obviously so as to let them have a good look.
CB: But also the ulterior motive was —
TP: Yeah.
CB: Making Germans aware of what was going on.
TP: Aware. Yeah. Yeah. Yeah.
CB: Yeah. Ok.
TP: That’s all it was done for.
CB: Yeah.
TP: And we did over the dams and that’s another thing. On the dams raid, you know, Gibson came out to Canada in ‘43.
CB: Oh you saw him.
TP: Gave us a lecture and told us all about it. But he couldn’t explain or he wouldn’t explain why there was no follow-up. It needn’t have been low level things like he did. I mean it could have been high level stuff with delayed action bombs. I mean they let them rebuild that. It wasn’t in full use for several years because it wouldn’t have the pressure until it had all settled.
CB: Oh.
TP: But it would have delayed the building.
CB: Yeah.
TP: Just with one or two bombs every week or so.
CB: Yes. Yeah.
TP: I’m sure they thought of it but whether they were in hand with Krupps to say we won’t do any [laughs]
CB: Well they wanted — yeah.
TP: After the war you wanted [back?] production and so — yeah. It’s weird isn’t it? When you think of it.
CB: So —
TP: It would have been the- easiest thing in the world.
CB: Yeah. Absolutely. Where — so after doing a bit of that when did you actually leave?
TP: I think it was November or December.
CB: Forty — ?
TP: ‘46
CB: ‘46. Ok. Right. So what did you?
TP: They didn’t release, you see they learned their lesson from the First World War.
CB: Right.
TP: When they released everybody too soon and altogether. It swamped the country. Couldn’t find jobs. We had a lot of problems. And I think that they thought trickle it out.
CB: Yeah.
TP: But of course most of us as youngsters had gone virtually straight from school so we had no job to go back to or it was a very junior job which wouldn’t have been sufficient after four or five years in the forces, you know.
CB: So what did you do?
TP: Well as I say I got accepted — two things. I first of all got accepted by BEA for training as an airline pilot. But after discussions with my wife [laughs] in those days Paris would have been an overnight stop. And with the dolly birds as usherettes on the aeroplanes she said, ‘No way am I going to let you,’ [laughs] which I suppose made sense you know.
CB: Right.
TP: So I gave up that with BEA. But I did carry on for the strategic and there was a teaching college at [Ashridge?] or there was in those days but you couldn’t get there until you’d been selected for a college anywhere in the country and eventually, after eighteen months, I got a college up in Newcastle upon Tyne. Well, how could I go up there and have a home when I’d got a family in Hemel? No way could we all move up there.
CB: No.
TP: So then you could apply to go to Ashridge but then there was a three year waiting list at [Ashridge]. It was just impossible. So I’d done six months as a bus conductor while I was waiting. And a fellow in Hemel who ran a confectionary shop — I went in and helped him in the shop and made his ice creams and things like that. Then the new town developed and I went up. I was the first male to be employed in a new town factory. I went into engineering. I hadn’t had any engineering experience but I went in as a storekeeper originally but they realised I got a bit more intelligence than what most of the people working for them had and so I ended up I was there eleven years. I became their office manager and ran the place and then I got poached by a firm in London and joined them. Part of the [Ager?] group. And —
CB: What were you doing there?
TP: Machine tools. They were selling second hand but buying new machines from the continent and selling them to distributors in England and that’s when I came in. And I was made a director and we were well away and then after twenty two years or more of that I decided it was time to quit. I was asked to look after the interests of one of the companies for a couple of years in Spain to see what they could do. And so I virtually went into retirement and just worked from home with this guy in Spain. But I don’t regret it, you know. It was a —
CB: At what age did you retire?
TP: I think it was ’86 so I would have been —
CB: So - but your full time work when you gave up working as a director.
TP: Oh when I gave up full time work was — sixty one, about ‘83 or something like that. 1983.
CB: How old were you then?
TP: I was sixty.
CB: Sixty.
TP: Roughly. Because I was born in ’25.
CB: Yeah.
TP: So there you go. Yeah.
CB: Yeah.
TP: I was fifty eight. But —and I spent the last few years helping this guy organise in Spain.
CB: What was he doing?
TP: Selling machine tools.
CB: Oh he was. In Spain.
TP: No. In England.
CB: Oh in England.
TP: You know, anywhere. I sold a few in Europe and beyond and made a comfortable living.
CB: Yeah.
TP: I wasn’t pushed. Didn’t want the hassle.
CB: No.
TP: And I certainly couldn’t bear it today with everybody got the mobile phones and GPS, you know.
CB: Yeah. Nightmare.
TP: Yeah. I ran — when I was working for the firm in London and was a director I also ran their service department.
CB: Oh yeah.
TP: Had five or six service engineers you’ve got to keep tabs on all the while. Well it’s easier now than what it was then of course but in those days if you know send an engineer into Wales and they’d alter all the signposts around and that [laughs] They didn’t want the English in.
CB: No. No. Right. What would you say was the most memorable experience you had in the war?
TP: First solo. That is something which — you’re free.
CB: Yeah.
TP: You’re on your own.
CB: Achievement.
TP: Achievement. Yeah. Yeah.
CB: How many hours? Do you remember?
TP: What?
CB: How many hours had you done to get to solo?
TP: Ten or eleven. Something like that. You only had twelve hours. About that but if you went solo you got extra time EFTS.
CB: Right.
TP: They took that into consideration. But I still remember the guy — he was the pilot of Blackburn Botha.
CB: Yes.
TP: That took me for my flying test.
CB: Oh was it?
TP: And he was a big bloke. Oh he must have been about eighteen stone.
CB: In a Tiger Moth.
TP: In a Tiger Moth.
CB: Crikey.
TP: ‘Don’t forget laddie. Without me being there you’re going to go up. ’
CB: Oh yes. On your own.
TP: I mean Brough airfield had got a — it was sort of almost below sea level.
CB: Oh right.
TP: They’ve got a dyke all the way around it. On the estuary. And you’ve got to clear. So with him in the front you cleared it but without him in the front you were —
CB: Amazing.
TP: You were up to a thousand feet before you reached the front perimeter.
CB: Yeah. Yeah. Well Tom it’s been really interesting. Thank you very much indeed.
TP: 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 Thomas Peter Payne. Two
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2016-04-22
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
APayneTP160422
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Format
The file format, physical medium, or dimensions of the resource
01:35:11 audio recording
Description
An account of the resource
Tom joined the Air Training Corps as a deferred service airman even though he was under-age. In April 1942 he received his call up papers to report to the Air Crew Reception Centre at St John’s Wood before being posted to Ludlow. He then went to the Initial Training Wing in Torquay. Tom was posted to No. 4 Elementary Flying Training School at RAF Brough on Tiger Moths, and RAF Heaton Park in Manchester. Tom then went to Moncton, Canada, and the Neepawa Elementary Flying Training School, followed by a Service Flying Training School at Swift Current on Oxfords. Guy Gibson gave a lecture about the Eder Möhne and Sorpe operation (16–17 May 1943). After being hospitalised with scarlet fever, Tom eventually returned to the UK.
Harrogate and refresher training in Perth followed. Tom was posted to No. 3 Lancaster Finishing School at RAF Feltwell where two B-17 crashed. He went to RAF Kidlington and, after finishing at the Advanced Flying Unit, Tom was posted to 26 Operational Training Unit at RAF Wing to fly Wellingtons where he crewed up. In March 1945 he was posted to RAF North Luffenham flying Lancasters. Tom then had to report to 90 Squadron at RAF RAF Tuddenham and joined a different crew. He undertook a few Cooks’ tours for ground crew to the Ruhr, and went to 15 Squadron at RAF Mildenhall where he became flying officer. He brought back some British troops from Italy and did Operation Post Mortem, including a German radar at Kiel. With a few hundred aircraft, there was a significant danger of collision.
Tom finished at an instructors’ flying course at RAF Lulsgate Bottom and was demobilised at the end of 1946.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1943
1944
1945
1946
1942-04
1943-05-16
1943-05-17
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
England--Manchester
England--Norfolk
England--Rutland
England--Suffolk
Germany
Germany--Kiel
Germany--Ruhr (Region)
Italy
15 Squadron
1653 HCU
26 OTU
90 Squadron
aircrew
B-17
Cook’s tour
crash
crewing up
Eder Möhne and Sorpe operation (16–17 May 1943)
Flying Training School
Gibson, Guy Penrose (1918-1944)
Heavy Conversion Unit
Initial Training Wing
lack of moral fibre
Lancaster
love and romance
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
promotion
RAF Brough
RAF Feltwell
RAF Heaton Park
RAF Mildenhall
RAF North Luffenham
RAF Torquay
RAF Tuddenham
sanitation
Tiger Moth
training
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/518/10443/EHarrisATWallisB430214.1.jpg
ad3b3914a5498ed95aeff6f66e90ae87
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
Lapham, Rosemary
R Lapham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lapham, R
Description
An account of the resource
100 items. An oral history interview with Rosemary Lapham, the daughter of Roy Chadwick, family correspondence, congratulations on being honoured, personal documentation as well as photographs of family, acquaintances and aircraft. The collection also contains a thank you letter from Barnes Wallis to Roy Chadwick and a note from Arthur Harris to Robert Saundby about the in-feasibility of the Eder Möhne and Sorpe operation, some conceptual aircraft drawings and other mementos.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lapham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-22
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. 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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
this on a clear night with moonlight and radio altimeters. A.C.A.S. (T.R) suggested that we might send an experienced Lancaster Squadron Commander to the meeting on Monday to express an opinion on this point.
“IT WON’T WORK,” BOMBER HARRIS
[signature]
[underlined] 14th February 1943. S.A.S.O. [/underlined]
S.A.S.[underlined]O.[/underlined] This is tripe of the wildest description. There are so many ifs & ands that there is not the smallest chance of it working. To begin with the bomb would have to be [underlined] perfectly [/underlined] balanced round it’s axis. [indecipherable word] rotation at 500 RPM would wreck the aircraft or tear the bomb loose. I don’t believe a word of it’s supposed [indecipherable word] on the surface.
It would be much easier to design a “[indecipherable word]” bomb [inserted sketch] to run on the surface, bust it’s nose in on contact, sink & explode. This bomb would of course be heavier than water & exactly fit existing bomb bays.
At all costs stop them putting aside Lances [sic] & reducing our bombing effort on this wild goose chase. Let them prove the practicability of the weapon first. Another Toraplane – only madder. The war will be over before it works - & it never will. [underlined] ATH [/underlined]
14/2.
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
It won't work - Bomber Harris
Description
An account of the resource
Copy of a note from Arthur Harris to R Saundby with title added 'It won't work Bomber Harris'. States that the idea was tripe of the wildest description with not the smallest chance of working. Goes on with other reasons why it would not work and suggests another design. Concludes with retort not to put aside Lancaster and reduce bombing effort on a wild goose chase.
Creator
An entity primarily responsible for making the resource
Arthur Harris
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-02-14
Format
The file format, physical medium, or dimensions of the resource
One page photocopied document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
EHarrisATWallisB430214
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
bombing
bouncing bomb
Eder Möhne and Sorpe operation (16–17 May 1943)
Harris, Arthur Travers (1892-1984)
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30174/PHaggerJ2003.1.jpg
95f18edd711ede746ca75d1296b07e99
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster airborne
Description
An account of the resource
Head on view of a Lancaster with undercarriage down just above the ground. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30191/PHaggerJ2026.1.jpg
7cc912a6d6e51e503920dce6613694a9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30191/PHaggerJ2027.1.jpg
a777a42353e0defaf3e8d41827ea0186
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster airborne
Description
An account of the resource
Air-to-air view of rear quarter view of a four engine bomber with squadron letters 'AJ-G' airborne with clouds above. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'.
On the reverse 'Originally a 617 aircraft sold for scrap July 1956. George Shuter'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2026, PHaggerJ2027
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30177/PHaggerJ2007.1.jpg
17efeed618173fa8aeeb086c68936549
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster at low level
Description
An account of the resource
Air-to-air view of rear quarter view of a four engine bomber with squadron letters 'AJ-G' airborne at low level with fields below. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30178/PHaggerJ2008.2.jpg
ddd4cd99f5f4465f641c389b51458673
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30178/PHaggerJ2009.2.jpg
5cb3223b0e55b8c7a9b8d140401aa2ff
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster at low level
Description
An account of the resource
Air-to-air view of rear quarter view of a four engine bomber with squadron letters 'AJ-P' and registration NX673' airborne at low level with fields below. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'.
On the reverse 'Dick and self on way to Windemere'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2008, PHaggerJ2009
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--Cumbria
England--Lake Windermere
England--Westmorland
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
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30180/PHaggerJ2011.2.jpg
d358f7f7256a0aa4c5444510f4de862e
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster at low level
Description
An account of the resource
Air-to-air view of rear quarter view of a four engine bomber with squadron letters 'AJ-G' and registration 'NX679' airborne at low level with fields below. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'. The nose of a second Lancaster is also visible.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2011
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30190/PHaggerJ2025.2.jpg
ecafc3afd5692b98c2792e6155607e99
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster at low level
Description
An account of the resource
Air-to-air view of rear quarter view of a four engine bomber with squadron letters 'AJ-G' and registration 'NX679' airborne at low level in a bank to the right with fields below. The aircraft carries a mocked up bouncing bomb for the filming of 'The Dam Busters'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2025
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/42870/PSouterKP2118.1.jpg
19de5569b142cea8125511cb7d161822
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
Souter, Kenneth Place
K P Souter
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Souter, KP
Description
An account of the resource
30 items. An oral history interview with Kenneth Souter (b. 1919, 129001 Royal Air Force), his log books and photographs. He flew operations as a fighter pilot with 73 Squadron in North Africa and as a test pilot. After the war he flew Lancasters during the filming of The Dam Busters film in 1954.
The collection was 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
Lancaster Banking hard to Starboard
Description
An account of the resource
A Lancaster coded AJ-G, of 617 Squadron, banking hard to Starboard viewed from the air. From the filming of The Dam Busters film, the fuselage has been modified for a mock up Upkeep bomb which it is carrying.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PSouterKP2118
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1954
Temporal Coverage
Temporal characteristics of the resource.
1954
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
bouncing bomb
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/442/7875/PTwellsE15070087.1.jpg
5e9fbe61cbf4237c1a4dbca3b508f777
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/442/7875/PTwellsE15070088.1.jpg
d78ad54365046352540524b55f4aa750
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/442/7875/PTwellsE15070115.2.jpg
ac5642db3f7825aac99772297a39a451
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
Twells, Ernie. Album
Description
An account of the resource
A scrapbook containing photographs and documents of Ernie Twells' wartime and post-war service including squadron reunions. The photographs and documents are contained in wallets in a scrapbook. The wallet page has been scanned and then the individual items rescanned. The scans have been grouped together.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster with mid gun turret removed
Lancaster AJ-P
Description
An account of the resource
A port side view of Lancaster AJ-P from the film of the Dam Busters. Its tail is up and is either landing or taking off.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph from a scrapbook.
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
PTwellsE15070087, PTwellsE15070088, PTwellsE15070115
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
bombing
Eder Möhne and Sorpe operation (16–17 May 1943)
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/42819/PSouterKP2102.2.jpg
8e7162d1bb88b7b050c3c598e463b070
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
Souter, Kenneth Place
K P Souter
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Souter, KP
Description
An account of the resource
30 items. An oral history interview with Kenneth Souter (b. 1919, 129001 Royal Air Force), his log books and photographs. He flew operations as a fighter pilot with 73 Squadron in North Africa and as a test pilot. After the war he flew Lancasters during the filming of The Dam Busters film in 1954.
The collection was 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
Lancaster with mocked up Upkeep Bomb
Description
An account of the resource
An air to air photograph of a Lancaster carrying a mocked up Upkeep bomb during the filming of The Dam Busters film.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PSouterKP2102
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1954
Temporal Coverage
Temporal characteristics of the resource.
1954
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
617 Squadron
bouncing bomb
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1213/15022/ESassoonTDonaldsonDW430526-0001.1.jpg
d0a505a27ae65253822e6fe42b06657b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1213/15022/ESassoonTDonaldsonDW430526-0002.1.jpg
c7dee177ad3477a006acd58bd5f005b7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1213/15022/ESassoonTDonaldsonDW430526-0003.1.jpg
bc776ac8630758b70695fa7559e43cd4
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
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
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
2015-06-02
2022-10-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Donaldson, D
Grundy, AF
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[crest]
May the 28th 1943
WEIRLEIGH,
MATFIELD GREEN,
KENT.
My dear David,
I am so delighted with the photgraph of you all – it is so much pleasure to me to learn of your having the D.S.O. [underlined] Congratulations [/underlined]
Wish I could see you and your wife in the flesh – not only in the photograph. What a fine baby she is & very like you as far as I can see. What good news from the Ruhr – the smashing of the Damms [sic] is a wonderful help to us. You will know how thankfull [sic] I am that now we have cleared
[page break]
the Germans out of Africa. Have had no news from the boys sinse [sic] April the 23. Hamo said that they thought the end was near. Now all is finished of the fighting. Hope to get news soon. Les is a staff major and Hamo in the I [sic] [word deleted] batt- of the Tanks like Les. Pat in the rescue boats of the R.A.F now at Gib. I could not write before have not had your address. I thought you would have left Brambridge. Daddy tells me that beloved Irène [sic] is not very well I .
[page break]
2
am writing to know how she is, Hope she is better. Your fresh honour will do her good.
Hoping that the awful war will soon be over and I shall see all you beloved young people
With much love to you from your aunt
Theresa Sassoon
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 Aunt Theresa
Sassoon
Description
An account of the resource
Thanks him for photographs and congratulates on award of Distinguished Service Order. Comments on Dams operation and other war news. Continues with family news and hopes the war will soon be over.
Theresa Sassoon was Siegfried Sassoon's mother. She mentions a photo she has received from her nephew Thornycroft – a b/w version of PGrundyAF1503. In EDonaldsonT-FIDonaldsonDW430515-0003 she is referred to as The Aunt.
Additional information about this item was kindly provided by the donor.
Creator
An entity primarily responsible for making the resource
T Sassoon
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-26
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ESassoonTDonaldsonDW430526
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--Kent
England--Tunbridge Wells
Germany
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Frances Grundy
Distinguished Service Order
Eder Möhne and Sorpe operation (16–17 May 1943)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/518/10421/EWallisBChadwickR430525-0001.1.jpg
3546fe6c7caa542633108bdc9d2e935d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/518/10421/EWallisBChadwickR430525-0002.1.jpg
09e745f89b30570cbcb4ad7514c252c3
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
Lapham, Rosemary
R Lapham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lapham, R
Description
An account of the resource
100 items. An oral history interview with Rosemary Lapham, the daughter of Roy Chadwick, family correspondence, congratulations on being honoured, personal documentation as well as photographs of family, acquaintances and aircraft. The collection also contains a thank you letter from Barnes Wallis to Roy Chadwick and a note from Arthur Harris to Robert Saundby about the in-feasibility of the Eder Möhne and Sorpe operation, some conceptual aircraft drawings and other mementos.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lapham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-22
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. 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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
TELEGRAMS: “VICASTRONG-TELEX. WEYBRIDGE”
TELEPHONE: BYFLEET 240 (14 LINES)
[National Scheme for Disabled Men Crest]
REGISTERED OFFICE: VICKERS HOUSE.
BROADWAY. WESTMINSTER. S.W.1.
Vickers-Armstrongs Limited.
(AIRCRAFT SECTION)
WEYBRIDGE WORKS.
WEYBRIDGE. SURREY.
OUR REF. CA.
YOUR REF.
25th May 1943.
Roy Chadwick, Esq.,
A.V.Roe & Co. Ltd.,
Greengate,
Middleton,
[underlined] MANCHASTER [/underlined]
My dear Chadwick,
I am sorry that my erratic movements since the great event have prevented my receiving your telegram of congratulations until today. I am very deeply grateful, but feel an enormous share of the credit is due to you, and I have been trying to find the time to white and tell you how much I appreciate all the work which you and your assistants have done, and personally, in a special degree, was given the making or breaking of this enterprise, for if at that fateful meeting in C.R.D’s office on the 26th February, you had declared the task impossible of fulfilment in the given time, the powers of opposition were so great that I should never have got instructions to go ahead. Possibly you did not realise how much hung on your instantaneous reaction, but I can assure you that I very nearly had heart failure until you decided to join in the great adventure. No-one believed that we should do it. You yourself said it would be a miracle if we did, and I think the whole thing is one of the most amazing examples of team work and co-operation in the whole history of the war.
May I offer you my very deep thanks for the existence of your wonderful Lancaster, for it was the only aircraft in the world capable of doing the job, and I should like to pay my tribute of congratulation and admiration to you, the designer.
Let us hope that the future will hold for us another terrific adventure in which we may join, though I fear no such spectacular target
P.T.O.
[page break]
remains to be brought down.
All good wishes for the future success of Lancaster [inserted]s[/inserted] and Yorks.
Yours very sincerely,
[underlined] B.N.Wallis. [/underlined]
[inserted] Received Stamp dated 27 MAY 1943 & numbered 683/5700 [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to Roy Chadwick from Barnes Wallis
Description
An account of the resource
Addressed to Roy Chadwick at A.V.Roe on Vickers-Armstrong headed paper. Thanks Chadwick for existence of Lancaster and his support at a meeting in C.R.D's office on 26 January without which the dams operation would not have happened. States is was one of the most amazing examples of team work and cooperation in the war.
Creator
An entity primarily responsible for making the resource
B Wallis
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-25
1943-05-27
Format
The file format, physical medium, or dimensions of the resource
Two page typewritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EWallisBChadwickR430525
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Weybridge
England--Manchester
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1943-05-25
1943-05-27
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
bombing
Chadwick, Roy (1893-1947)
Eder Möhne and Sorpe operation (16–17 May 1943)
Lancaster
Wallis, Barnes Neville (1887-1979)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17702/BCruickshankGCruickshankGv1.1.pdf
dfd3c2b42238313849a60c2315a4bb2c
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
Cruickshank, Gordon
G Cruickshank
Description
An account of the resource
76 items. Concerns the life and wartime career of Flight Lieutenant Gordon Cruickshank DFM who joined the Royal Air Force in 1938. After training as an air gunner he flew 52 operations on Manchester and Lancaster with 50, 560 and 44 Squadrons. Collection consists of a 1956 memoir with original photographs donated separately, a memoir of his life on squadron from December 1941, his logbooks. a further notebook with memoir, playing cards annotated with his operations, official documents, lucky mascots, medals and badges, dog tags, memorabilia, crew procedures, as well as photographs of aircraft, targets and people.
The collection has been loaned to the IBCC Digital Archive for digitisation by Linda Hinman and catalogued by Nigel Huckins
Publisher
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
2015-04-28
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
Cruickshank, G
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
FLT/LT G CRUIKSHANK D.F.M
RAFRO
16, DEEPDALE,
NETTLEHAM,
LINCOLN
1
“Lincolnshire” 1956
As I lay in Johnson Ward of the County Hospital once more, under the now familiar faces of the Sister and Nurses!!
Thinking back over my life of its ups and downs, memories of the past come back to me – the experiences, the thrills, and comradeship which I will never forget.
Maybe to some they’ll mean very little, but to me everything!! I am one of millions – and my living earnt [sic] the hard way, as it is with most of us!! my name not even famous – but one that I am proud of, so it is that perhaps my life as [sic] been average? let me tell you about it!!
The date is 1914/15, and my Father was a regular in the army – then stationed at the “Verne” Portland, Dorset, he was a widower with three children!! two girls Bella and Lena, and George the son – who was killed in that war, Father was Scotish [sic] and his home was in ‘Aberdeen’.
Mother, who was a widow with eight children!! five girls, and three boys – the oldest Henry being away in the navy, having been called up for the war!! was later wounded in [page break]
2
action.
Mother was English and born in Dorset, her maiden name being ‘Corbin’, and married name Butler!! her husband having been killed in an unfortunate quarry accident, how they met [self-corrected] – well that is somethink [sic] I cannot answer!! but they did, and married shortly after.
Then my brother Lewis, myself and Norman!! who died in early childhood – and making me the baby of twelve, when looking back over the years – my Father, whose name was Lewis Cruickshank – going from Aberdeen to Dorset and marrying Mother Clara Daisy Butler, and years later myself moving from Dorset to Lincolnshire and marrying a Joyce May Butler.
I was born at the end of the 1914/18 war, we lived in a very large house in Portland – known as underhill, for being like the Rock of Gibralter, [sic] with a long hill of about 2½ miles in length from the bottom to the top – the bottom being called “Underhill” and the top “Top-Hill”, and we were situated about halfway up the hill. [page break]
3
I think Dorset a lovely county, and Portland although small a beautiful place!! with its lovely harbour – and barracks overlooking that, the large prison!! forts around the cliffs – two castles, the coves and steep cliffs, “Portland Bill” itself – with its lighthouse and famous “Pullpit Rock” [sic], not forgetting the [self-corrected] Chesil [/self-corrected] beach which is 22 miles long consisting of Millions upon Millions of egg shaped pebbles!! which goes from Portland to Bridport, and lastly the quarries which get out the famous Portland stone.
On one occassion [sic] a stranger asked me about the islands places of interest!! I replied, this is not an island “Sir’, but a “Peninsula’, meaning a portion of land nearly surrounded by water – which of course Portland is!! I was rewarded a penny.
With two years or so between us all in ages, Mother never had us at home altogether!! for when us younger ones were born the older ones had left, first Henry, then Mabel who married a regular in the Navy, their two girls now married and with children of their own – Aurther [sic] her husband having done his 22 years service and now working in Portland Dockyard.
[page break]
4
Bessie had married another time serving sailor and moved to Portsmouth!! they had three boys, two are now married with children – and the third is at “London University”!! Frank her husband did 28 years service, [sic] and works in Portsmouth Dockyard.
Gwen met a Soldier in the “Buffs’ then station [sic] at the “Verne’ Portland, they married and settled in Portland!! he [deleted] h [/deleted] is a Dockyard Policeman now, and have two married children.
While this came about I was growing up, and had started school!! our school being situated on the cliff edge over looking the sea.
Remember a French Schooner getting wrecked just below us, and was never refoated [sic] again!! when the sea around us got rough – it very often came over the top of the beach and flooding a large area.
My school days was more or less like any other lad!! but we had our moments, swimming, football, scouts ex [sic], and climbing the cliffs after eggs!! chasing wild goats – remember once catching a large “billy” and trying to ride it, but not succesfully. [sic]
Then we wanted to camp out as most lads do!! Lewis sent me home to ask – but on
[page break]
5
arriving no one was in, so helped myself to our requirements and set off back – we got nicely settled in our tent when both Mum and Dad arrived – they had been looking everywhere for us!! of course we went through it I can assure you, couldn’t blame them for I had taken her best blankets and sheets - apart from failing to let them know where we were, and I was unpopular with Lewis too!!
While at school, “Silv’ and Reg both joined the boys service of the Navy!! now they are out after 24 years service, [sic] Silv married and settled in North Shields – Reg and Violet his wife came and settled here at Lincoln.
Lewis had left school and was on the boats crossing the channel from Weymouth to “Guernsey” and “Jersey”, he later joined the navy and is nearly finnished!! [sic] Married a Portsmouth girl and settle there – they have two boys.
My schooling now over, and helped my brother-in-law window cleaning – until I got myself a shop assistants job in Weymouth, Mother moved shortly afterwards to Weymouth!! how pleased I was about that for it meant the end of my 10 mile [page break]
[Photograph missing]
Self [underline] “The 4th Queens Own Hussars” [/underline]
Early 1936 [underline] Warburg [/underline] [underline] Barracks [/underline]
[underline] Aldershot [/underline]
[page break]
6
daily ride.
Ethel married a regular soldier serving in the “Dorsets” stationed at the Verne they have two lads, and live at Hamworthy near Bournemouth.
He completed his service some while ago, having gained the rank of “Colonel”.
I was about sixteen when my other sister Rose married, she married a Portlander and have two girls, one married and still at Portland!! Fred her husband works for a quarry firm and during the war served in the Navy.
On reaching eighteen I joined the Army “The 4th Queens Own Hussars”, this was the 2nd January 1936, and was stationed at Warburg Barracks, Aldershot!!
We were Cavalry and had not yet been mechanised, this came in 1937!! so I did a full cavalrymans [sic] training and had just completed Army manouvres [sic] around Arundel castle area, and one Aldershot tattoo when we started to get mechanised with bren gun carriers and bren guns. Father had been ill for some time – and after he died Mother had me released on compassionate grounds. [page break]
7
George V had died, and the Prince of Wales had become King!! later abdicating, and now George VI was King - and just before his coronation in 1937 I was released this was April 20th 1937.
Back home again my work at that time was with Walls ice cream – “stop me and buy one”!! as it was known then - using a three wheeler bike and cycling from Weymouth to Portland Bill and back daily a distance of about 24 miles.
This was only a summer job, and when over I took a porters job in one of the hotels at Weymouth, things were very unsettled for me – and when in 1938 it looked like another war I applied to R.A.F. for enlistment.
It was early 1938 when I was instructed to go the [deleted] indecipherable letter [/deleted] R.A.F. centre at Bristol some 90 miles from Weymouth!! had to be there 9.30. in the morning, this would be impossible unless I traveled [sic] the evening beforehand – for their [sic] was [sic] no trains early enough, money at that time was as it is now – short!! but just the same I went up over night – spending the night on a bench in one of Bristols parks!! [sic]
[page break]
8
Using the public convinience [sic] to shave and wash before going for my examinations, which I passed!! and was finally enlisted at “West Drayton” on 13th December 1938 for seven years.
My first R.A.F. station was “Uxbridge” a training centre, having been in the Army I was trained in foot and rifle drill – also PT, so the first part of my service came easy!! my pay was, as in the Army 14/- per week and instead of Trooper was now A.C.2 A.C.H. (aircraftman second class – aircrafthand) none tradesmen.
We shortly moved to Cranwell – and I soon made up my mind that it would be better to have a trade!! so I applied for a Group II trade course on balloon’s [sic].
Before getting my course, I was posted to RAF Warmwell, Dorset near Dorchester and about nine miles from home!! shortly afterwards going to Lime [sic] Regis on airsea [sic] rescue, a [sic] Anson bomber had come down on a beach further along the coast and we went by boat – and I was left to guard it!!
After being at Lime [sic] Regis returned to Warmwell - my posting came through to go to No. 3 Balloon Centre Stanmore [page break]
9
to start my trade course – this was early summer of 1939.
This camp was situated a few miles north of London, and at that time Henry my oldest brother was working at the “Trocadero” in Shaftsbury Avenue!! and lived at Beckingham, Kent – used to visit him whenever possible. I was making great progress with my training, and was well on the way for completion when on September 3rd 1939 war was declared on Germany.
Things were then rushed along, we were given trade course’s!! [sic] and with the Auxiliary Air force we were sent out all over London to form independant [sic] balloon sites, ours being situated at Muswell Hill north London!! it was a striking effect when we completed our task and saw hundreds and hundreds of Balloons airbourne. [sic]
The men I was with, turned out a grand lot and we had many enjoyable times together!! my trade result came through and I was made A.C.1 Group II tradesman, this made a great difference to my pay.
Just before Christmas of 1939 I was [page break]
[Photograph missing]- PCruickshankG1502-0002
[underline] Taken Felixstowe early 1939 [/underline]
Self, second row, second from right to left
[page break]
10
posted to Felixstowe, where others and myself from different units to form a new Balloon Group at Felixstowe and Harwich.
We heard the destroyer “Gypsy” had hit a mine and blew up with all hands – this must of [sic] been our first loss in regards to warships?
The weather was terrible – and our hands got very cold handling the Balloons, and getting them first on bardges [sic] – then on land sites!!
My first Christmas dinner of the war was there – and still that “menu’, what a grand food we had too, soon after Christmas my L.A.C. came through and a further increase in pay.
Often went into Felixstowe and Ipswich for evening s off duty – had some grand times with the chaps who I had paled [sic] up with!!
One of our 5 toners [sic] had been left at Cardington, Huntingtonshire – some hundred miles inland, I was sent to fetch it back!! although I could drive, had never drove such a large lorry before – still I didn’t let that worry me!! spent the night at the camp there and reported to the motor transport section to get it early the following morning, but was informed [page break]
11
I was to take two five ton trailers of hydrogen gas back with me – due to a heavy storm back at Felixstowe, a heavy loss in Balloons, and they were in urgent need of gas!!
Well I was shaken beyond words – but only asked for a look-out, they sent along a A.C.H.
Got the lorry and trailers connected up ex [sic] and with my fellow airmen looking out we set off for our long journey to the coast – believe me driving it, and with trailers on for the first time was no joke for the length was a terrific experience, but we succeeded_ later on I learnt that driving with two trailers was stopped by “air ministry”.
Early summer of 1940 I was made a Corparal [sic], and was then of a Balloon site with another Corparal sharing duties, his name was Charles Miles and we had a crew of ten and were self supporting!! The Battle of Britton [sic] was on – we could watch them over London area doing a great job. I applied for aircrew.
We got on fine at our site – and apart from losing our Balloons during storms, we kept it up pretty well!! I remember a jerry bomber [page break]
[Two photographs missing]
Photos of our near miss!!
Felixstowe 1940
[underline] showing 150 ton lifting crane in background [/underline]
[page break]
12
flying on to bomb the main camp but his bombs [deleted] indecipherable word [/deleted] fell short and nearly had us instead, we were shaken I can assure you!! “this called for the camera”.
Then one of our Hampdens flying low on returning from a raid, hit into the cable of one of our Balloons, cutting away half its wing and causing it to crash into a factory nearby – all were burnt to death in the fire it caused!! luckily the factory was closed.
Ted Drake and Cliff Baston [sic] the footballers came to Felixstowe to do their training – I met them in the canteen, but I guess they’ll not remember now.
After the fall of [self-corrected] France [/self-corrected] – “Dunkirk” and my brother Sylvester helped in the evacuation of our troops from the shore of Dunkirk making several crossings!! a lot coming into Harwich where I was now stationed having been moved from Felixstowe – things looked black for us!!
I know when traveling [sic] home on leave, going through London after air raids was almost heart breaking – and longed to be “aircrew” to have a smack a jerry in return, soon this was granted – and after I had just done a fourteen day course on anti tank guns ex [sic] with the Army stationed near Ipswich!! I was posted to [page brake]
[Photograph missing]- PCruickshankG1502-0003+PCruickshankG1502-0004
[underlined twice] Evanton [/underlined twice] “gunnery school class”
August 1941
self middle, Fred Daley centre back row
[underline] centre row [/underline]
Ken Smith, first, centre row, Vic Greenwood next.
From next to right
[page break]
13
number 8 air gunnery school Evanton, Scotland.
This was the 28th August 1941.
We commenced our course on the 29th, I made friends with Ken Smith, Vic Greenwood and Fred Daley. The aircraft then was the Blackburn Botha a twin engine fighter with a gun [self-corrected] turret [/self-corrected].
Our course was short, and after only four weeks – and 7 hrs 25 mins flying we were passed out Sgt airgunners!! the increase in pay for me was only 6D per day – for being a tradesman Corparal [sic] my pay was nearly that of a Sgt airgunner, only pilots and other Branches of aircrew got the 13/6 per day as Sgts.
28th September I traveled [sic] home on leave, afterwards Ken Smith and myself spent the end in London before proceeding to 10 O.T.U. Abingdon, Oxfordshire.
We were to complete our training there, before going to an operational “Sqdn”!! gunners at that time weren’t very respected - believe [sic] due to the fact that Sgts having just been introduced into aircrew branch of [self-corrected] airgunners!![/self-corrected]
Aircraft in use at Abington at that time, “Handley Page Whitley”, this was just before Christmas of 1941. [page break]
14
Our other station "Stanton Harcourt" was where I first started flying on them - "all circles and landings" night and day with the following pilots, Sgt Stewart, P.O. Harcourt, Sgt Clarke, P/O Blease, P/O More, P/O Archer, F/O Warmer, P/O Luoid [?] and Sgt Butt, Have often wondered if any of them survived the war!!
When free, we visited Oxford, or into Abingdon - the Red Lion, Vic, Ken and I shared the same billet so we always were out together, not forgetting Fred Lacey and Colin Gray who we were also friendly with.
November 1941 was flying from Abingdon with P/O Dodds, Flt/Sgt Rees and Flt/Sgt Griffin on air tests, instrument flying and air firing, getting off about 2,000 rounds, and my total flying hours now 23 hrs - not much!!
Course completed had Christmas at home, and early January of 1942 was posted to number 50 Sqdn then stationed at RAF Swinderby Lincolnshire – [deleted] 1[/deleted] 8 miles from Lincoln, and the same distance from Newark the other way, Bassingham 2 miles away being our nearest village.
We had a "pub" called the Halfway House [page break]
15
on the main road near by - and the "Fossway" [sic] some half mile further up the road towards Lincoln!! these were used quite often when free, not forgetting the "Black Swan" Basingham [sic]
Aircraft on our sqdn were the "Hampden" 'flying pencils', with a crew of four!! although we had come to be crewed with the soon expected "Manchester" had the opertunity [sic] of flying on them if we wished - [smudged]some[/smudged] did, but I prefered [sic] to have a crew of my own and not do any spare bod flying - I considered this unlucky.
Colin Gray, Fred Dacey came with me to this Sqdn - [smudged] Alan [/smudged] Mason and several other gunners I knew !! Vic Greenwood went to 44 Sqdn Stationed at Waddington and Ken Smith went to Binbrook on Wellingtons.
Wing - Commander "Gus" Walker had been the C.O. of 50 Sqdn - his place having been taken by "Curly Oxley" D.S.O. D.F.C.
"Gus" was a well known rugby player - but at his new station [deleted] ed [/deleted] !! Syerston near Newark some months later a 4,000lb bomb blew up, as [correction one letter deleted before as] he was going to investigate and he lost an arm, and I believe he his [sic] still in the service now, a [sic] "Air commodore" [page break]
16
and several times decorated.
Things were pretty dull at first - and when a fellow aircrew got killed in a crash, and I was a bearer at his funiral [sic] with other Sgts it depressed me even more - and he was one of the many that were to lose thier [sic] lives in the battle for freedom!! God Bless them all.
Time was creeping on when in March 1942 the Sqdn moved to Skillingthorpe [sic], because of runway repairs at Swinderby.
The Manchesters had arrived and I was crewed with a Flying Officer Norman Goldsmith a Rhodesian, an exsperienced [sic] pilot - who had nearly finnished [sic] his 200 [deleted] hrs
[/deleted] operational flying hours which were at that time considered a tour !! it was soon changed to trips afterwards
There was no flight engineers or bomb aimers at that time, we had second pilots!! and the navigator went forward and dropped the bombs
Our crew consisted of Norman, Terry [self-corrected] Tuinin [/self-corrected][Taerum?] a Canadian from Calgary - "Navigator", Colin Gray a Welchmen [sic], as mid-upper gunner, myself rear, and a chap from Norwich, wireless operator - cannot [page break]
17
recall his name !! hope he'll forgive me.
And the second pilot Sgt Wiseman, or Lew Manser, a crew of six altold [sic].
We commenced flying together on the 23. 3. 42, doing local flying, crew training, alt [sic] test with 4,000lbs bombs.
Our Gunnery Leader F/O Trevor-Roper!! and was in 'B' flight under S/LDR Everett, known as the "boy wonder" - on the 15. 4. 42 we did an N.F.T. (night flying test) and later attended my first briefing!! and my total hours now 34.
Was very excited, our target was St Nazaire France, "Mine laying", or gardening as we called it, with four "Veg" "height 800ft"!! "Veg" meaning "Mines".
A quiet trip which took 6hrs 15mins
Let me explain to you some of the proceedings before flight.
When arriving at your "Sqdn", you are put into "A" or"B" flight !! a Sqdn normaraly [sic] having two, and each Sqdn have sections for its aircrew - such as gunnery section, engineers - wireless, navigation ex, and a main crew room for all - and a[sic] officer in charge of each, usually a Flying Officer or Flt/Lt, and the flights under a Sqdn/Leader, a Wing commander over the "Sqdn" !! and "Group Captain" in [self-corrected] charge [/self-corrected] of the station. [page break]
18
During the day the C.O. ex [sic] are informed that so many aircraft will be required for operations!! the C.O. calls in his flight commanders ex [sic] - how many crews he'll need from each flight!! this done, a crew list is posted up in all departments - including the mess's
On seeing your crew are on - the pilot gets in touch with all members of his crew to do a N.F.T. "night flying test", a short flight of a half an hour or so in which all equipment is [deleted] indecipherable word [/deleted] tested for snags!! on landing and returned to your dispersal point - where all snags are reported to the waiting ground crew,
Who [deleted] indecipherable word [/deleted] will soon put them in order - also get the aircraft bombed up!! and the correct amount of petrol ex [sic]!! until briefing you are usually free - and mostly particulate [sic] in a game of cards ex. [sic]
Then briefing which is held in a large room with a full scale map of all Europe on the wall - your route marked with coloured tape ex[sic]!! all information given by the specialist in turn, (weather - fighters - time of take off, and time due over target ex [sic]).
Our target is Gardening off "Ameland" the evening of the 19.4.42, we are to carry four vegs and our hieght[sic] is to be 700ft. [page break]
19
After briefing you enjoy a good meal - collect your rations ex [sic] (chocolate, orange juice or oranges, chewing gum) and some half hour before take off you collect your flying clothing ex [sic] (lucky mascots) and proceed by transport to your dispersal point !! on arriving you wait arround [sic]- then you climb aboard, being rear gunner you see the ladder in and door firmly locked !! the pilot tests engines -after getting into your turret, leaving your chute safely in its place - locking your turret doors, load the four guns, check again everything - plug in intercom and report to skipper !!
When time draws near you make for the runway in use - on arriving you call up for permission to take off!! this given, you turn onto the runway - clear engines, then the pilot [self-corrected] usually [/self-corrected] checks with all members that he is going to take off ex.[sic]
With an all up wieght [sic] of around 65,000LBS you fill the power of the [smudged] engines [/smudged] as you roar down the runway, on reaching a speed of 110 MPH you leave the runway!! and you are now airbourne [sic] - hearing the pilot say under carriage and flaps up you give a sigh of relief, in the early days we set course over base and gained [smudged] height [sic/smudged] on route, testing your guns over the "North Sea", our bombing hieght [sic] never [page break]
20
much higher than 11,000FT, later all this was changed - we are now over the coast, and ask for permission to test guns - this given you fire a couple of short [smudged]bursts[/smudged] into the sea, report back guns OK to the skipper.
And proceed looking the sky for enemy fighters ex, when the target area is reached - and your mines have been dropped you make haste back for base!! on arriving back at base, you join the circuit and call up for permission to land - when your turn comes - this is given, on landing you make for your dispersal where your [sic] met by the waiting ground crew, inform them any snags ex, the transport arrives and you are taken back to the crew room - park your flying cloths [sic] and atend [sic] the debriefing!! where you first enjoy a cup of tea, after debriefing you have a good meal, and so to bed !!
April 22nd, an early N.F.T, briefing ex, gardening again!! this time Kiel Bay, 'Germany', our height 1,000Ft - with 3 veg [sic], a steady trip of 6hrs 25 mins.
Manchester aircraft were terrible - infact [sic] death traps !! talk about the Lancaster coming soon? 44 Sqdn and another already had them, "Nettleton" - Wing - Commander of 44 Sqdn did a daring daylight to Augsburg with his Sqdn and the other, they suffered very heavy [page break]
21
lossis [sic], the raid was successful and Wing Commander Nettleton was awarded the Victoria Cross !!
I still hadnt [sic] done a real bombing raid, but it was soon to come, Micky Martin and his crew, Dave Shannon and crew were also with us, later on Micky, Dave. their crews, Trevor-Roper our gunnery leader, and my navigator, and friend - Terry Teurum [sic] a Canadian from Calgary were to fly with Wing Commander Gibson V.C. D.S.O. D.F.C. on the now famous Dam-raid, on which Gibson won his Victoria Cross, Terry went has [sic] his navigator, and Trevor-Roper rear gunner.
Norman had one more trip to do - and wondered who would be our new pilot? we managed a little local flying - and on the 24th April 1942 we did an N.F.T, briefing later ex.
Our first - or rather my first bombing raid, it was to be 'Rostock Germany' our second pilot of that night was F/O L.T. Manser, "Lew" as we called him - like Norman and the others [self-corrected] was [/self-corrected] one of the best !! and I wondered if we were to be his crew when Norman left.
Our take off was to be 22.00 hrs with a bomb load of 14 250LB INCD [self-corrected]bombs[/self-corrected]
Our aircraft Manchester L7432 was all ready when [page break]
22
we arrived at our dispersal point about half an hour before take off - we talked a little, and then climbed aboard - with everyone in !! I closed the door and made for my turret at the rear, having parked my chute ex [sic] got into my turret and closed the turret doors, pluged [sic] in my intercom checked my turret over again - mean while Norman & Lew were running the engines, afterwards checking with all the crew that everything ['g' overwritten] was alright, we then made for the runway in use !! I was completing the loading of my four guns.
We made a good take off - heard Norman say undercarriage and flaps ups [sic]!! and check time ex [sic] with Terry our navigator !! pin pointed over drome and set course for Germany, out over the North sea I asked permission to test guns - making sure no ships near first, then fired a couple of bursts, reporting back guns O.K. "Skipper"
Having gained over 3,000 ft oxygen on, also switched on my electrical jacket - we didn't have a full length at that time, I usually had a blanket around my legs to help [deleted] indecipherable letter [/deleted] keep out the cold and three pairs of gloves - plus flying boots and long socks, and ervin [sic] jacket over my electrical, [smudged] may [sic][ /smudged] west and parachute harnest [sic] [page break]
[Photograph missing]- PCruickshankG1501-0026+PCruickshankG1501-0027
"Rostock" Germany 24th April 1942
Fires, still burning among about 61/2 acres of workshops at Neption [?] shipbuilding
[page break]
23
and believe me very little room to move, for I was close on [self-corrected] fourteen [/self-corrected] stone.
My job was defence, and I believe in a continuous search for enemy fighters from base to target to base, a tail gunners job is a very lonely one - and at times very depressing - you had to know your aircraft well - also wings spans, this was most important if attacked.
Sometimes, the navigator would ask for a drift reading, this was done by you!! the wireless “opp” [sic] or another member dropping a smoke float on to the sea - you line your guns on it!! and read the drift seals on the side of your turret ex [sic], so many degrees just on starboard and inform the “Nav”.
We were getting near the target - and felt it, and when I heard them say the target was in view - and Jerry going down in the nose to drop the bomb I was keyed up beyond words!! guess we all were?
Bomb doors open!! Jerry saying left left steady ex [sic] - then bombs away, felt the sudden uplift as they went and felt much relieved!! for we were only 5,000 FT the searchlights and flak getting dangerously near a [sic] we weaved to get out - I noticed some very large fires burning below!! but much to [sic] close for me.
[from previous page] ton shipbuilding’ yards, day after our bombs Command raid [/from previous page] [page break]
24
getting clear we set course for base - after what seemed endless hours we crossed the English coast and Jim [?] pointed to base, joined the circuit and called up to land!! when our time came we landed and headed for our dispersal - I was busy unloading my guns!! and by the time our dispersal was gained I was done - and out of my turret with the fuselage door open breathing the cool night air.
Having reported any snags ex [sic] to the waiting ground crew - bless emm [?], we were taken back to the crew-room, parking your flying clothing ex [sic] and made for the de-briefing room - where you enjoyed a hot drink first!! reporting ex [sic] the raid and having completed made to your mess and after a good meal you made for bed.
The raid was very successful - and took 7 hrs 45 mins.
Norman had now finished - and was later awarded the D.F.C.!! but unfortunately was killed some months later on starting his second tour of operations.
I was now without a pilot, life [overwritten] was mostly cards, tossing two pennies - learnt off my [/overwritten]
[page break]
[picture missing]
[inserted] About to take off at night inserted [/inserted]
[page break]
25
Aussie friends - and beer ex [sic] and crap game!!
I remember sometimes playing for days on end, only stopping for meals ex!! Poker being a popular game - which included dealers choise [sic]!! sometimes winning - and of course losing too, life then was always a gamble anyway.
Once playing straight poker - "nothing wild” with Fred Dacey [?], who was in the same class at gunnery school, also one of my closest friend [sic]"!! Spam Spafford and Joby Jenon [?] - two Aussies, also Micky Martins [sic] gunners, myself and another.
I drew four Queens - a lucky draw, which I kept without changing the fifth card – watched’ what the others drew ex!! thought I was a certain winner, and went the haul hog - unfortunately Fred had drawn two more Kings to the pair he held already, and of course I went out broke!!
It was now early May - and was due 14 days leave. Mother had been bombed out completely some while before - but [smudged] escaped [/smudged] unhurt thank goodness.
My wireless "opp” [sic] friend took me home to his home in Norwich - just our luck, first night there Jerry made the first bombing raid on Norwich and upset things a little, his folks made me welcome and I [page break]
26
enjoyed myself pretty well under the circumstances.
We returned to Skellingthorpe late May and found Lew had taken over another crew and was operating as a first pilot - unfortunately I was down with cold!! and [sic] a pilot named Calvert [?], a [smudged] pilot [/smudged] officer from New-Zealand [sic] came to 50 sqdn and took over our crew!! Colin Gray my friend and co gunner keeping my place in the crew free for my return.
It is May 30th 1942, we still had the Manchesters - plenty of excitement, for it was to be the first thousand bomber raid, and the target "Cologne"
Everyone was on - except me, I was sick unfortunately!!
Roy my pilot ran into trouble over Cologne, and came back on one engine - he was awarded the D.F.C. and Colin Gray the D.F.M a little later, but Lew also had trouble, but what courage!!
It was some weeks afterwards that the story of his most conspicuous bravery was told by members of the crew - yes, they had come back to England, via Gibraltar in the record time of 21 days!!
As I said before Lew had taken over another crew after leaving us - and what a pilot [smudged] he [/smudged] was, [page break]
[Picture missing]- PCruickshankG1501-0016+PCruickshankG1501-0017
Cologne after first 1,000 Bomber raid 1942.
[page break]
27
As the aircraft was approaching its objective it was caught by searchlights and subjected to intense and accurate anti-aircraft fire (Flak) Flying Officer Manser held on his dangerous course and bombed the target successfully from an [sic] height of 7,000 FT.
Then set course for base. The Manchester had been damaged and was still under heavy fire. Flying Officer Manser took violent evasive action, turning and descending to under 1,000 FT, it was of no avail.
The searchlights and flak followed him until the outskirts of the city were passed, the aircraft was hit repeatedly and the rear gunner wounded. The front cabin filled with smoke; the port engine was over-heating badly [sic]
Pilot and crew could of [sic] have escaped safely’ by parachute. Nevertheless, Flying Officer Manser disregarding the obvious hazards, persisted in his attemp [sic] to save aircraft and crew from falling into enemy hands. He took the aircraft up to 2,000 FT. Then the port engine burst into flames it was ten minutes before the fire was mastered, but then the engine went out of action for good, part of the wing burnt, and the air-speed of the aircraft became dangerously low [sic]
Despite all the efforts of pilot and crew, [page break]
28
The Manchester began to lose height; at this critical moment, Flying Officer Manser once more disdained the alternative of parachuting to safety with his crew. Instead, with grim determination, he set course for the nearest base, accepting for himself the prospect of almost certain death in a firm resolve to carry on to the end.
Soon, the aircraft became extremely difficult to handle and, when a crash was inevitable, Flying Officer Manser ordered the crew to bale out, a Sergeant handed him a parachute - but he waved it away, telling him to jump at once as he could only hold the aircraft steady for a few more seconds while the crew were descending to safety they saw the aircraft, still carrying their gallant captain, [smudged] plunge [/smudged] to earth and burst into flames.
In pressing home his attack in the face of strong opposition, in striving, against heavy odds, to bring back his aircraft and crew and, finally, when in extreme peril, thinking only of the safety of his comrades, Flying Officer Manser displayed determination and valour or the highest order.
Flying Officer Leslie Thomas Manser, R.A.F.V.R. 50 Sqdn was awarded the "Victoria Cross" "Posthumously" [sic] [page break]
29
It is now late June and we are back at Swinderby.
Leave again - yes!! this was quite frequent for aircrew. I went to North Shields to see my Brother [sic] and his wife - and an enjoyable time too.
It was early July, Terry and I shared a room together in the "Sgts mess", we were getting the new Lancasters!! did two local bombing flights on the Manchesters with Roy - then they were grounded, and we started flying the "Lancs" on cross countries N.F.T., local beam flying, dark landings ex [sic] and bombing!!
Colin Gray had become our bomb aimer, Bert Braned [?] engineer, Alan Connor, an Australian as wireless operator mid-upper gunner, Lew Auston, wireless operator another Aussie, Roy Calvert pilot, and after Terry left - [smudged] "Sears [/smudged] or Stevens, and later Medina, our navigators in turn, and myself rear gunner.
It was July 25th when we did an N.F.T. and attended briefing for our first raid together on the "Lancs" our aircraft was 'S' for sugar 5702 - which we kept to its end - and nearly ours too!!
Our target was "Duisburg" load one 4,000 lb bomb and [self-corrected] incendiaries [/self-corrected]. [page break]
30
a [sic] good raid - much better than the Manchester aircraft, it took us 4 hrs 20 mins.
Next evening found ourselves on again - this time "Hamburg", load 1, 4,000 LB and 6, 500 LB, 2, 250 LB.
Another good do, time 5 hrs 30 mins. on [sic] the 31st July we are doing some formation flying - plus an N.F.T.
Later attending briefing, our target "Dusseldorf", load 1, 4000 LB and [self-corrected] incendiaries [/self-corrected], plenty of life - but we missed it, bombed at 10,500 FT time 4 hrs 30 mins [sic]
August 3rd another N.F.T, briefing ex!![sic] Mine Laying Kiel Bay. "5 Veg", lucky night - shot up enemy gun post.
time [sic] 6 hrs 10 mins [sic]
Free till the 6th then on again - this time "Duisburg" load 1, 4,000 LB and 30 LB [smudged] incendiaries [/smudged], Cloudy - bombed on T.R.
3 hrs 25 mins
N.F.T. on the 9th briefing target "Osnabrück" cookie & incends [sic] "Special stooge" [sic]
Meaning, we had to fly around afterwards!! not a job I liked, when I heard over intercom - those relieving words, bomb doors open!! and bombs away, I liked to get the hell out of it!!
31
The raid was good and took 4 hours –
9 days leave again!!
Yes, our leave for aircrew was around 64 days a year!! often more, believe me well earnt [sic] for ther [sic]were always a flow of new faces around, the comradeship of all was first class, with both aircrew and ground crews!! who I must say worked hard to keep aircraft serviceable - and on duty at all hours – to them, and my fellow aircrew, “I say God Bless you all”
Returning from leave, a little fighter affiliation, N.F.T.s, August 24th briefing – our target “Frankfurt” load 1,4,000lb & 10 cans 30lb incendiaries – time 5hrs 20mins. Couple of nights out with the lads in Lincoln – plenty of beer!! on 27th August, formation flying and NFT, later briefing ex[sic]. Target “Kassel” usual load, quiet trip of 5hrs 30mins.
Again on 28th Target “Nuremburg” but bombed Augsburg instead!! how, I really dont [sic] know!!
time 7 hrs.
Bomber Command, under Air Marshal A.T. Harris was really getting down to it now – and many aircraft, and those fine lads who flew them was [sic] to go missing!! Germany had to be well and truly bombed at all costs – all well and good for some!! for, they did’nt [sic] have to go. [page break ]
32
All my friends were to go - and thousands and thousands of others too.
September came in with a “bang”
1st Sept, Air to Sea firing, an N.F.T. briefing ex – our target “Saarbrϋcken”, load 1,4000lb and 10 cans 30lb incendiaries. Somehow the (P.F.F.) pathfinders marked “Saarlous” [sic] instead and that was wiped out!! time 5hrs 25mins.
Again on the 2nd , briefing ex, “Karlsrune” [sic] the target, usual bomb and petrol load – time 5hrs 35mins.
One night off, then briefing on 4th Sept this time Bremen is the target, load 5, 1900LB H.E.
Bombed F.W. Factory - good raid!! 5hrs 15mins
6th Sept Visit to Waddington, back to base, N.F.T. briefing, target “Duisburg” , load 1,4000lb 12 cans 30lb incendiaries – uneventful, 4hrs 5mins.
Two nights out in town, N.F.T. on the 8th briefing, target Frankfϋrt, usual load, cault [sic] in searchlights [smudged] searchlights [/smudged] over target – flak to [sic] close for my liking!! after ages we managed to get clear, time 5hrs 55mins
(“Shaky do” far to [sic] many searchlights)
One free evening, briefing ex, target “Dusseldorf” load 1,4000lb 8, cans 30lb incendiaries – “Bang on”
3hrs 45mins
[page break ]
33
Next two days N.F.T. ex [sic]
13th briefing, “Bremen” 1,4000lb 12 cans 30lb incendiaries “4 flares “ – good trip – 4hrs 20
Again on 14th briefing ex [sic], “Wilhelmshaven” usual load – 4 flares. 4hrs 35mins
“Essen” again on the 16th Sept – usual load!!
4hrs 55mins
Thank God a few clear nights!!
But not for long, 23rd find us on an N.F.T. briefing, low attack on “Wismar”, Aeroplane factories of J.U.88 & Dorniers, bombing at 2000FT – cault [sic] by light flak, port centre tank hit – port tail fin!! to [sic] damn close returned fire freely.
Time 7hrs 15mins.
“Sqdn” moved back to Skellingthorpe again – Swinderby being turned into a “con” training unit!!
Heard my friend Ken Smith had gone missing!! poor Ken, he was one of the best.
Next few days plenty of flying – low level formations, fighter affiliation – bombing ex [sic].
October the 12th we have a change of aircraft – “R” for “roger” (ours being overhauled.
N.F.T. ex our target is “Wismar” again [page break]
34
Height 5,500FT, load 14 cans of 30lb incendiaries – time 6hrs 40mins “good raid”
My friend of gunnery school Fred Dacey had gone missing – [smudged] how [/smudged] I miss his cheerful ways!! Fred and I had been the closest of friends.
14th October briefing again – “Kiel” is the target, load one, 4000lb 12 cans of 4lb incendiaries.
good trip of 5hrs 25mins
Free for a day or so – out again to Lincoln!!
17th October 1942, find [/self-corrected] usual [self-corrected] early briefing for the exspected [sic] “daylight raid”.
The target is “Le creucot [sic] France
our commanding officer [smudged] w/cdr [/smudged] Oxley D.S.O. D.F.C. said after briefing now chaps ‘don’t [sic] go mingling with the traffic in the streets, when passing large Cities [sic] or Towns!! this was a low level attack of 94 Lancasters, our bombing HT. 7,200FT bomb load 5, 1.000lb GPs .
We took off 12.05, and after formating flew South out into the bay of ” Biscay “ turned into St Nazaire, it was as we crossed the French coast at a little above roof tops I noticed a French farmer ploughing his field with a “pig”
What a laugh that was – the weather
[page break ]
35
was grand – lucky no enemy fighter about!! after bombing at dusk, made our way back to base
time 10hrs 20mins to [sic] damn long.
My other friend Vic Greenwood, who was flying from Waddington had gone missing –
“gee” only myself of us four left!!
We had a new W/cdr, Russell – nice chap too!!
Oct 22, briefed for our first Italian raids, “Genoa”, load 2, 1,000LB bombs H.P.s, 6 cans incendiaries, what a trip!! lovely passing over the “Alps”, we bombed at 7,000ft, a round trip of 9hrs 40mins – Landed at Waterbeach
Oct 23 returned to Base
24th October, briefing very early again – another Daylight [sic], this time Milan Italy, load 12 cans of 4lb incendiaries, our take off time 12.20
It being a low level afair [sic] – excepting of course the crossing of the Alps.
Having had our flying meal, collected rations ex [sic], we made for our usual dispersal – ‘S’ for “sugar”, it was a grand October morning – after a short chat, climbed aboard, locking the door after [page break]
[Photograph missing]- PCruickshankG1501-0018+PCruickshankG1501-0019
“Genoa Italy” Damage in Ansaldo fitting out yard after raids in late 1942 [written down left hand side of page]
36
pulling in the ladder, making my way back to my turret in the rear!! see my chute ex safely stowed I got in – pluged [sic] in my intercom, over which was going on a lot of talking ex!! loading my four “Brownings “ – checking the gunsights & lights, oxygen ex, I checked the intercom with the Skipper – Roy, had been running in the engines meanwhile.
We took off at 12.20, and formated a little later at the arranged time and place – afterwards heading South towards “Selsey Bill” nr Portsmouth where we were to pick up our escort [deleted] of fighters!! who would go with us part of the way across France, it was grand sight!! 84 Lancasters flying at roof tops.
After the departure of the fighters – luckaly [sic] it was cloudy!! so the formations broke up making our own way towards the Italian Alps, on arriving we gained height – then going over, looking out – not only for fighters , but also our own lads!!
Over the Alps we came down to low level again making for Milan – it was a lovely clear sky, everyone was excited, I can picture us now arriving at Milan – people running, as we went down the main street [page break]
[photograph missing]- PCruickshankG1501-0020+PCruickshankG1501-0021
Milan Italy. After Daylight raid 24th October 1942 [written down left hand side of page]
37
with bomb doors open – and hundreds 4lb incendiaries droped [sic] among the buildings!!
With bomb doors closed we flew clear of Milan, where seeing a train we went in and I give it a burst or two with my Brownings, a gun post [self-corrected] opened [/self-corrected] up on us – but soon stopped when I played four guns on them !! making our way towards the Alps – gaining height as we went – and was crossing them as the sun was setting, and the moon rising, a most beautiful sight of colours over the snow covered tops.
Arriving back at base a few hours later, joining the circuit - after landing, reporting for debriefing – a meal, and so to bed once again!! time 9hrs 20mins.
“A really good trip”
Heard that my brother Reg had been torpedoed in H.M.S. Dunedin, near the equator in mid Atlantic Ocean, [self-corrected] by [/self-corrected] a Germany “Sub”, out of just under 700 men that [deleted] indecipherable letter [/deleted] got onto rafts ex – only 64 survived!! Thank God he was one, but what an ordeal they must of [sic] suffered – apart from the heat, Baracuda [sic] fish – who jump out of the water and take bights [sic] of you, sea sore, [?] no water to drink ex [sic] for 3 days and 4 nights of hell, my brother swimming among sharks tying the rafts together – so they wouldn’t drift apart – and get a mention in dispatches.
[page break]
38
It is early November of 1942, informed of my award of the “Distinguished Flying Medal” called for a few beers ex [sic]
Joyce my wife now – was very pleased too, unfortunately she was to lose her Mother very soon afterwards.
Nov 6th W/cdr [sic] Russell DFC required me as his rear, we were briefed, our target again Italy, “Genoa”
[self-corrected] Usual [/self-corrected] load – full petrol ex [sic], a really bang on do, but again to [sic] damn long 10hrs 15mins.
7th November found myself on again – back with my own crew, I didn’t really mind for I was nearly finnished [sic], we had briefing – again “Genoa” Italy!!
Usual load – plus full petrol load, really on the mark again!! it was while on one of the Italian trips that when we returned to our base – two of Waddingtons [sic] Lancs crashed into one another and blew up!! poor devils, I watched them go – a most heart breaking [self-corrected] sight, our circuit, and that of Waddingtons were very close together.
Our time 8hrs 30mins
The 9th Nov 1942, My [sic] wifes [sic] Mother’s funeral – she had died a few days before, it was also my last raid of my first tour!! and nearly our last altogether.
Having attended briefing – our target was to [page break]
[Photograph missing]- PCruickshankG1503
Sgt Alan Conner
F/o Power
Self
Sgt Wilson
Taken after crash landing.
“Bradwell Bay”
After Hamburg raid 9th November 1942
Wireless operator Sgt Lew Austin R.A.A.F. being killed
Pilot, F/O Calvert, R.N19.A.F wounded
Navigator, Sgt Medina RAF wounded.
[page break]
39
be “Hamburg”.
Our crew was now changed a bit, Colin Gray our bomb aimer, had completed his tour – his place taken by a Sgt Wilson, Bert Branch was stood down – to enable a pilot to get experience, before taking his own crew on operations, his name F/O Power!!
Our Navigator was a Sgt Medina, Lew Austin, Wireless operator, Alan Conner, mid-upper gunner, self rear – and Roy Calvert pilot.
The raid, was to be a nuisance raid!! only 5 Group, which we were in, particulating [sic] of just over 100 bombers – usual load ex.[sic]
In our own “S” for sugar aircraft.
On arriving around the target area, it turned out to be about 9/10’s cloud, we couldn’t pin-point our correct position, and seeing some searchlights some miles from us – Roy asked the “Nav” if that could be Hamburg, he said no – deciding to go over and bomb them!! arriving the bomb aimer said lovely built up area below in the break though [sic] of cloud, so having said bomb doors open – started our run in!! but held in far to [sic] long, when the whole aircraft shook as we were the main target for them – We had been hit badly, the intercom going out of action – Roy weaving, diving, doing everything to get [page break]
[Photograph missing]- PCruickshankG1504+PCruickshankG1505
[Underlined] Bradwell [\Underlined]
After Hamburg 1942,
showing self, P/O Power, Sgt Wilson, Sgt Conner.
Both Power and Wilson going down on a later raid.
[page break]
40
clear, I felt completely cut off – for without the intercom you were an isolated spot, the others could at least see each other!!
After what seemed hours – a knock on my turret doors, Alan had brought a message from Roy to come forward!! no use staying, for my guns were u/s anyway.
Alan informed me the Navigator was wounded – also Roy, and that Lew was unconscious!! I noticed the aircraft was full of holes as I went forward behind Alan – going first to see the Skipper and Navigator, returned to see Lew, feeling his pulse – thought him still alive, and got him to the rest bed position, laying him down, his head on my lap, Alan set to with trying to fix the wireless ex!! but it was hopeless.
With no means of contacting base or the ground, we made for the English coast – arriving around the essex [sic] coast, where Roy flew in a triangular route – to inable [sic] the observor [sic] corps to plot our position!! they would know we were in difficulties and inform the searchlights in our area – who would show us the way to the nearest drome, lighting up the runway and enabling us to make a crash landing on “Bradwell Bay” near Chelmsford. [page break]
41
Roy made a pretty good crash landing there!! I tried to upon [sic] the door – but excitement must of [sic] got the better of me, so I used the axe to break upon [sic] the lock, always found myself using that anyway.
Luckaly [sic] no fires started –
The “Doc” who was aready [sic] on the spot – informed us that Lew Austin had been killed instantly, Roy and Medina were taken to Hospital, not hurt seriously thank goodness – and would soon be out again, as for me – well I was a bundle of nerves.
Bomber Command had photos taken of our aircraft – for believe me it was [sic] mass of holes, our flying time was 5 hrs 35 mins!! of which I shall never forget.
Now that I had done operational flying – I was granted forteen [sic] days leave when back at base!! Mother was, at that time living at “Barry” – so I spent a week there, and the remainder at my sister-in-laws at North Shields.
I was posted after to 11 O.T.U Westcott, near Aylesbury as a gunnery instructor.
Colin was at “Upper Heyford”, Roy was awarded a bar to his D.F.C, Alan Conner a D.F.M, the navigator a D.F.M the others nothing!!
Wilson and Power both went missing shortly [page break]
42
after Hamburg, Bert Branch, [deletion] indecipherable word [/deletion] some while after to [sic] went down over enemy territory.
Roy and Alan completed flying, Roy going as an instructor at Swinderby, Alan to another station.
It is early 1943, I have made friends with some grand lads at Westcott, some Canadians – New-Zealanders and Assies!! [sic] who like myself enjoyed a game of “poker”
Colin was going to Buckingham Palace, I went down thier [sic] too, Met his Mother and friend of his family!! had a real enjoyable time together before my return to camp.
Had made a close friend of a Canadian FLT/SGT named [smudged] Wetheral [/smudged], from “Ottawa”, some people in Aylesbury who we had made their home open to us at all times – him and I, and George Cleary a Canadian from Montreal, often staying there – and once when visiting Aylesbury with my wife, we called in to see them.
I did a little flying on Wellington’s [sic], but my nerves were still shaky, so on reporting sick I was grounded. [page break]
43
The weeks skipping by now, and it was early March that I received news my investure [sic] at the Palace was for March the 16th 1943, Informing Colin – who said he would come – also my brother Henry, my wife, we arrived the evening before!! my wife and I staying at a Hotel near [smudged] Tottenham Court [/smudged] Road.
On the day of the investure [sic], before going, we enjoyed a drink – arriving at the Palace gate in good time, having only two invitations!! Colin waited at the gate, like I had when he was invested.
We give our tickets – duly signed by the Lord Chamberlain, stamped ex [sic] 16th March 1943 at the gate – who tore off the end piece and gave us back the remainder!
Making for the investure [sic] Hall, my wife unfortunately wasn’t wearing a hat – and was stopped from going in by those on duty [smudged] there [/smudged], because of no hat, fortunately one of the staff let her have a scarf to put over her hair – she was then amitted. [sic]
Everything inside was organised to the detail, rooms for all to go in, from the V.C downwards ex [sic] – each in your turn being put in your seniority, so when the King arrived and the investure [sic] started – when the Lord Chamberlain called out the number, rank, and name [page break]
[Photograph missing]
Sgt Colin Gray and self, after investure [sic] 1943.
[page break]
44
who evers [sic] turn it was – it was him and no other!! you already had a miniture [sic] hook fastened on your breast already [sic] for the King to hang your medal on –
So let us now carry on, soft music is being played in the background – the investure [sic] is on!!
My turn came round the Lord Chamberlain, calling out 629128 Sgt George Cruickshank, Bomber Command.
Turning towards the King, bowing, one pace forward, the King hooks on your medal – shakes hands, one pace backward, bow again, and turn off the opposite way – someone takes off your medal, put [smudged] it in a box [/smudged] box and return [sic] it back to you.
Of course my name is Gordon - not George, so although the Lord Chamberlain made that mistake I took very little notice!! for the honour was great, and the formalities thrilling to worry about that.
On leaving Buckingham Palace, my wife, Henry and Colin, myself, enjoyed a good meal and a drink or two, later going to the “Apollo” Shaftsbury Avenue to see Terence Rattigans [sic] “Flare Path”
The next day we returned home, my wife and I, [smudged] were [/smudged] still living with her Father at Nettleham [page break]
[Photograph missing]
Card playing at Westcott showing F/O Pattison R.C.A.F, self, and F/Sgt Jack Waters R.N.A.F.
[Photograph missing]
Self and Bob Wetheral
at a friend’s house in Aylesbury.
[page break]
45
On my return to Westcott, found little change – my old cardpals were still there!! Bob Weatheral recieved [sic] news of his award of the D.F.M., so it called for beer all round.
April came and my flt/sgt [sic], which was overdue anyway!! the exstra [sic] money came in very useful – things were nearly always the same, card playing with Jack Waters, a New-Zealander, F/O Pattison, George Cleary - and Bob, and myself – or into the “Red Lion” of Aylesbury beer drinking.
Heard Terry Tuerum [sic], Trevor Roper, had crewed up with Gibson!! also with them was Micky Martin and crew – except Toby Temon [?], for he had been killed awhile beforehand, not forgetting Dave Shannon & crew – and others from different Squadrons, had come to Scampton to form a new Squadron to be called 617, and train for special bombing at low level - my wife and I lived only a mile or so from Scampton.
So when home on leave in May of 1943, Lincoln was where we mostly went – and while in Lincoln, my wife and I met Terry, the day after the Dam [sic] raid!! he told me about it – and how succesful [sic] it had been, thier [sic] aircraft having only one hole in it. [page break]
[photograph missing]
[written vertically down on left side of page]
Bob Wetheral’s investure [sic] 1943
[page break]
46
Shortly after, W/cdr [sic] Gibson, was awarded the Victoria Cross, to the D.S.O. D.F.C. he held already, he left 617 Squadron – and his crew, were taken over by another pilot, they were killed on a raid over enemy territory later
My leave over, I returned to Westcott – and enjoyed myself card playing ex [sic], Bob was going up to London for his investure [sic] – so I went along too, we stayed with some friends of his, they looked [smudged] after us [/smudged] very well indeed, on the day of the investure [sic] we all met – including Bobs [sic] brother who was in the army, and some people from near his old station near Grantham.
We made our way over to the Palace – and waited at the gates till it was over!! then a photo near by [sic], was arranged – of course I kept off, thought I was intruding, in his excitement Bob never noticed – he did, when the photos came later – he was furious with me.
Bob had taken to a New Zealander, a Sqn/Ldr name [sic] Frazer-Barron D.S.O. D.F.C. D.F.M., and said when he returned to operations he would take Bob as his gunner.[smudged]
[self-corrected] Time [/self-corrected] was creeping on now, and July 27th 1943 – had a telegram to say I was a Father, a boy of 8½ lb
[page break]
[photograph missing]- PCruickshankG1501-0006+PCruickshankG1501-0007
[caption - written vertically on LHS of page presumably for landscape orientation of photo]
Moehne Dam. The breach of about 200 ft width in the Moehne Dam.
May 1943 Raid by 617 Squadron.
[page break]
47
who we called Richard. This of course called for a drink or two in the “Red Lion” “Aylesbury”
August came, and things were about the same, I was feeling a little steadier – thought I would see if I could get myself passed fit again, and return to operations.
Having a medical later at number 1 C.M.B London, and was passed fit aircrew again, within a week was posted to Woolfox Lodge, near Stamford – a convertion [sic] unit, before going to a Squadron.
On arriving found it a convertion [sic] unit for “Stirlings” - which I thought terrible, and applied for a Lancaster convertion [sic] unit!!
Meanwhile I used to hitch hike home – a night out in Stamford, remember before leaving we had the singer Monti [sic] Ray at our mess!! when I was posted to Swinderby – which made me a lot happier, found on my arrival, that they knew nothing about me, so I was sent back again to Woolfox – them in turn sending me back to Swinderby, by this time I was feeling feed [sic] up and when [sic] before [smudged] S/Ldr [/smudged] Everett – and he informed me that I was to fill a place in a pupil crew, I was far from being myself -
Asked him, if I have to return with a
[page break]
[photograph missing]- PCruickshankG1501-0008+PCruickshankG1501-0009
[heading] 617 Squadron [/heading]
[caption - written vertically on LHS of page presumably for landscape orientation of photo]
Elder [sic] Dam The south-east end of the storage lake with the dam breached between the two valve houses at a point about 400 ft from its western end. Water is still pouring through the gap flowing fast downstream towards Kassel
[page break]
48
pupil crew - was it possible to go to 44 Sqdn!!
If the others were agreeable it would be arranged – I asked them, and next day we were on our way to 44 Sqdn – now at Dunholme Lodge a mile and a half from home.
F/o Terry Fynn,[?] was a Rhodesian – 44 Sqdn, was a Rhodesian Squadron, so it suited Terry fine.
I took him home with me, also the lads to our village locals!! but our crew were to be illfated [sic], when it came to flying.
W/cdr [sic] Nettleton V.C. had been the c.o. of 44 Sqdn, but he had gone down on a raid – his place, being taken by W/cdr [sic] Bowes!! we were in “a” flight under S/Ldr Lynch, started flying for the first time on October 16th 1943.
It was October the 22nd when we did an N.F.T. and later briefing – our target “Kassel”
After our flying meal ex [sic], we made for our aircraft 'K' for King at the far side of the drome!!
Everyone was keyed up, including myself – and wondered how this crew would shape up to things!! with everyone aboard – I was mid-upper gunner, thought a change from flying rear, engines were [page break]
49
running up - got my intercom pluged [sic] in, my guns loaded and turret rechecked – called up Skipper for checking intercom!! then sat back waiting for them to make for the runway in use and take off!!
We made a good take off – and undercarriage and flaps up ex [sic], flew to Nottingham and back gaining height – height reached, we set course over base.
Having gained the French Coast, our navigator, a Sgt, broke the silence by saying he could'nt [sic] coup [sic]!! well, well, Terry asking me for my advice - had a talk with the Navigator in respect to time, and how much off route ex [sic], and said to Terry it would be wise to drop our bombs in the sea and find our way back to base!! this we did.
On landing at base, we were before the c.o.!! after we exsplained [sic] the trouble – our navigator was asked what his excuse was, he said he thought of my wife and son – nice maybe, but I like to do the worrying on thier [sic] behalf, not any members of my crew!! he was later reduced to the ranks – time airbourne [sic] 2 hrs 15 mins
[page break]
50
Things were'nt [sic] quite the same as before I noticed, bombing heights were nearly twice that of my first tour
No pigeons now, and a thing called “window” was dropped when over enemy territory, this was to mess up enemy radar screens ex [sic].
Also height was reached before setting course for the target – and not gained on [sic] route. Which meant the testing of guns was now out of the question!!
I liked to test mine, for I will always remember the time we had been on twice, and was unable to clean my own guns due to the fact of needing my sleep ready for the next raid.
So my guns were done by someone else, when we had taken off and was clear of the English coast – I asked for permission to fire my guns, when I tried doing so – nothing happened, this I repeated!! on inspecting them closely I noticed the breach blocks werent [sic] touching the firing pins – which meant all my breach blocks were in the wrong guns, by now I was sweating – [page break]
51
But set too [sic] to change them, which was a slow job – what with taking off my gloves – doing a little, putting them on again to warm up my hands, looking the sky for enemy night fighters, your [sic] understand why I had only two guns servicable [sic] by the time we reached the target area!! and after bombing, the lads wanting to come down for a little shoot up – that I wasn't at all pleased about it, for I liked to have all my guns in working order – incase [sic] we run into trouble, and didnt [sic] believe in looking for it.
Anyway I didn't let on, but believe me I was blessing someone for thier [sic] careless mistake, which could of [sic] easaly [sic] cost us our lives, had I not checked them.
Also the gunners [sic] flying cloths [sic] were different now, and a new suit had been issued, which I took an instant dislike too [sic], far to [sic] bulky when on, and you sweated terrible – until you reached a reasonable height to cool off, and a hell of a job getting in and out of your turret, often wondered if you would manage it – if in a hurry.
Also the temperature was often -50, or 50 below [page break]
[Photograph missing] -PCruickshankG1501-0024+PCruickshankG1501-0025
After Berlin Raid
late 1943 [written down left hand page margin]
[page break]
52
as some would say, and not [self-corrected] unusual [/self-corrected] to keep clearing your oxygen tube and mouth piece [deleted] indecipherable word[/deleted] of ice which formed there.
Shortly after being at Dunholme Lodge, I was made warrant officer - this was unusual in respect to gunners in the R.A.F. at that time, only got as high as FLT/SGTs [sic] - warrant officer, being newly introduced, barring of course commissioned gunners.
We were free up to November 3rd 1943, being so near home - I was home whenever possible, [sic]
Our target for that night was Dusseldorf. Having had briefing ex [sic], half an hour before take off - we proceeded to our dispersal point, still K for King on the far side of the drome.
Things went fine on this trip and our time was 4hrs 35mins - fairly good bombing.
The next [self-corrected] fourteen [/self-corrected] days consisted of a height test, 26.500 FT, fighter affiliation at Digby, and N.F.T.s
18th November find [sic] us being briefed for “Berlin” usual bomb and petrol load, a really good raid _ time 8hrs 35mins
Bar a couple of short flights we were free up to November 26th [page break]
[photograph missing] -PCruickshankG1501-0004+PCruickshankG1501-0005
Visit of Southern Rhodesian Premier to Rhodesian Squadron
1944
[written down right hand page margin]
[page break]
53
At briefing, we find our target is again “Berlin”
After take off, and well on our way, we had trouble from the rear gunner, complaining about his turret ex [sic] – Terry was really fed up, I said nothing - Terry decided to return to base!! We had been airbourne [sic] 3hrs 25mins
I wondered what would happen now, and it was not long after when Terry said to me that he was going to take over another crew, and he was sorry in respect to me - but I said don’t worry about me Terry, I’ll ring up my old pilot at Swinderby and see if he’s returning!!
Christmas soon came, and the new year too!!
Had given Roy a ring in respect to myself - and received the pleasent [sic] news he was returning as flight commander of 630 Sqdn East Kirkby, and would try and get me posted to his crew - I was to leave it to him.
Before leaving Dunholme we had an aircraft crash into the Sgts mess, luckaly[sic] the mess was empty - but the crew were’nt [sic] that fortunate, they were all blown to pieces over a large area - poor divels[sic][page break]
54
Early January of 1944, I was doing very little - mostly home, and going into Lincoln having a few beers, often heard the odd line shoot!! one in particular -
A bomb aimer was saying we were just coming up to the target ex [sic], and going on saying bomb - doors open!! left-left, steady, hold it, and suddenly he broke the silence by saying - back abit [sic]!!
On the 12th, had word I was to proceed to R.A.F. station Syerston- to be crewed with my old skipper, Roy Calvert - now D.F.C. and bar, and also a Squadron/Leader
On my arrival we [two letters crossed out] did two flight - ex 19, Searchlight Co-op, and ex 21, a Bullseye - a total of 7hrs 30mins night flying!! and on the 15th January we proceeded on our way to 630 Sqdn East Kirkby near Boston Lincolnshire, and still in 5 Group of Bomber - Command.[sic]
Our crew were Roy - pilot, Sgt Hogg, bomb - aimer, Flt/Sgt Mooney, Engineer, Sgt Freeman, rear gunner, Alan Conner, Pilot Officer, as wireless operator!! who of course had also been with us on our first tour, F/O Beauvain [?], Navigator, a Canadian, and myself as mid-upper gunner.
So we had one New-Zealander, two Aussie’s, and one Canadain[sic], [deleted] indecipherable word [/deleted] three Englishmen. [page break]
55
630 Sqdn was under W/cdr[sic] Bill Deas [?], who was on his third tour, we were in “B” flight under our own pilot - who was flight commander.
I soon settled down, and having done a few hours flying “Y” training and air to sea firing, plus another “Bullseye”. We were briefed for “Berlin”- our bomb load 11,400 lbs, and correct amount of petrol required, for although we could carry 21.050 gallons-you could only get that on long trips ex [sic] - sometimes you were topped up just before taking off.
It is the evening of January 27th 1944,when we took off - gained height ex [sic], and set course over base for “Berlin” - plenty of weaving, and searchlights in there[sic] hundreds, in groups of around 25, the flak was pretty tense[first two letters crossed out] and accurate around, and over the target area!! we made our bombing run - and was relieved [sic] when I heard “bombs away”.
A good raid, time 8hrs 50mins.
After that we had leave, before proceeding I applied for my commission!!
Alan Conner knew some people in Nottingham, they had lent him their Sunbeam Talbot for use at our Station, although I had never met them-or in fact never even knew their names, must of [sic] been grand folks, to lend [page break]
56
their [?] car to us, I myself had a Morris 8 at that time, which I used for going home - or into Boston, and leave’s if enough petrol
Feb 22nd we did an N.F.T, and on Feb 24th was briefed for Schweinfurt - usual load ex [sic], time 8hrs 30mins.
Next evening Roy had put me rear for a Flt/Lt Weller, which I thought unfair - considering I was already so many trips in front of them!!
Our target was “Augsburg”
We took off, but unfortunately my oil pipe got caught in the turret - busted, releasing all the oil, making the guns useless, we had to return to base after 1hr 50mins flying.
My leg was pulled for days afterwards, but a pure accident I can assure you.
My commission came through, back dated to the 8th Feb - felt very proud of myself, had a couple of days off to get myself a uniform!! Now a sprogg P/O
Also Mooney had been made P/O so it called for a drink or two around [sic].
Lossis [sic] of aircraft and aircrew were getting higher, [page break]
[photograph missing]- PCruickshankG1501-0014+PCruickshankG1501-0015
“BERLIN”
after raid in 1944
1, Machine tools, range finders ex [sic], 2 Turbines, 3 Numerous[?] producing auto equipment,4 Welding, 5 Accumulators, 6 Chemical and printing
[written down left hand page margin]
57
we could’nt [sic] keep a gunnery leader for long - there was a flow of new ones in a short period of time, I kept things ship shape until a new one arrived!!
On the 1st March 1944, we did an N.F.T 8 local, later attending briefing - our target “Stuttgart” usual bomb load, and correct amount of petrol ex [sic],
Good raid, fair amount of action - time 8hrs 30mins.
The next week consisted of local bombing, air-test, cross country ex [sic]!! and of course usual nights out on the beer - or hitch hiking home to Nettleham, some 25 miles inland.
10th March finds [sic] us being briefed for Clermont Ferrand, in France - usual load ex [sic], and bombed from 6000 FT[sic], time airbourn [sic] 6 hrs 30mins
We had now started stepping things up - also the losse’s [sic]!! 15th Briefed for Stuttgart again turned out really interesting airbourne [sic] 7hrs 20
19th Briefed for “Frankfurt” - time 5hrs 50 mins
22nd again for “Frankfurt”- time 5hrs 25mins [sic]
March 24th again on, this time “Berlin” again- a real good raid - well on the mark, plenty of excitement!! time 7hrs 30, landed at Spilsby Lincs[page break]
58
Returning to base on March 25th.
26th find we are on again, how our losse’s [sic] are growing too!!
Briefing over - our target ”Essen”!!
Later having our flying meal ex [sic], and some half hour before take off, made our way to our dispersal!! Which was quite near by[sic].
The raid was good, and took 5hrs 30mins.
Free again the next couple of days - bar for doing air test on two of our aircraft.
March the 30th, another memorable raid!!
Having attended briefing, our target “Nürnberg” [sic] usual bomb load, and petrol, the required amount.
Having seen to my guns earlier, I was free until our flying meal, after that collecting my rations - flying clothing and chute ex [sic], and made for our dispersal point!! Roy and the engineer running up the engines with all aboard - and the fuselage door closed.
I was soon in my turret loading my guns, checking everything over again!! called up Roy - for checking of my intercom, we then made for the runway in use.
Roy made a good take off, and was soon [page break]
59
gaining height – oxygen on, suit switched on, and gun sight light, guns to fire!!
A lovely grand evening, we set course South, via North London and over Selsey Bill, where normally three searchlights roamed the sky, and helping you to pin point your correct possition [sic] – thought a nice night for fighters and kept a keen lookout for them, it was as we just crossed the French coast, that I noticed one, two, three, four, five streaks across the sky – and then a terrific flash, I reported to Skipper, this was repeated over, and over again – the lads said I was seeing things, but I knew different !!
And stopped reporting anymore – but telling them – you wait and see our losse’s [sic] will be heavy tonight!!
On reaching the target things were a little better – we made our bombing run, and after bombs away, and bomb door closed, we made haste for base, on landing and returning to the crew room, and on to de-briefing where I reported again all I had saw – the lads laughing, after that, a meal, and so to bed!! [page break]
60
we [sic] were woken by the police – who informed us of our total losses, 97 aircraft, I then noticed our billet was empty – bar us three of our crew who sleep there.
Later looking at intelligents [sic] reports of the raid, we saw our loss’es [sic] were 144 aircraft!!
Also a few apploligies [sic] to me, from them.
our time 8 hrs
Will always remember the courage of a young air gunner, he, and his crew were about to start operations – when taking off, the pilot got off the runway, and tried to take off, & got to about 100ft when it dived – as it did so, the rear turret breaking off, a terrific bang, you can picture a bomber – plus full bomb and petrol load blowing up, they had no chance atall [sic]
But the rear gunner was still alive, although he was partly stripped of his flying clothing – and what was left on, was all in shreads, [sic] his nerves completely wrecked – and know [sic] wonder, he stayed on at the Sqdn refusing to be grounded.
I had left when I heard of what had happened to him later, when he restarted flying – [page break]
61
He had crewed up with another pilot and crew, and after a few successful raids – had run into trouble over enemy territory, and were shot up badly, on arriving over the English coast, the pilot said, the aircraft would have to be abanded [sic] – and give orders for his crew to bail [sic] out, on going for his chute, found it useless – the other gunner to [sic] had also noticed this!! and said don’t worry - we’ll go together on mine, this they did, but on pulling the rip cord, the sudden opening of the chute, broke his hold, and the other gunner could do nothing but watch his co gunner go to his death.
W/Cdr Gibson V.C. D.S.O. D.F.C. paid our Mess a visit, he was now stationed nearby – he to [sic] was to crash later over enemy territory in a twin engined fighter bomber, had heard that he hit a hill while low flying on a daring raid.
Bomber Command were certainly going through it – our [self-corrected] loss [/self-corrected] even greater, which meant fewer aircrew completing a tour – or second, third –
5.4.44 Our next raid was Toulouse-Montraudan “France” A real good do, landed at Morton-in-the Marsh, time 7hrs 40mins [page break]
62
The 6th April returned to base
Bob Weatheral who had returned to Operations with S/Leader Frazor-Barron [sic] D.S.O. D.F.C. D.F.M. had completed a number of raids, but unfortunately two Lancasters crashed head on over the target – and both aircraft were blown to pieces!! Bob was one, how I [smudged] one letter [/smudged] miss his cheerfulness – For Bob [self-corrected] Weatheral [/self-corrected] was one of the best, and I have yet to meet a better.
On my last leave, when a few miles from Portsmouth, a con-rod had broken, and went clear through the crank case – it was late at night on a lonely road, and my wife was nursing our son, who was but a few months old, I did'nt [sic] have much choice – but to drive it, the row was terrible and when entering Portsmouth folks shouting!! take that thing off the road – had to switch off and get out and push it, I did have some luck – two Sailors give me help, thanks to them we managed to get to my Sisters [sic] house in Portsmouth o.k.
Now it was ready for collecting, and went down to Portsmouth to get it – the price of that accident was £30; and drove back at 30 M.P.H. taking eleven hours – felt very tired when I arrived back at base early morning of the 8th April. [page break]
63
April 9th briefed for “Danzig Bay”
Gardening with 5 ‘veg’, our route across Sweden, full petrol load. height around 1,000FT.
Having had our flying meal, collected rations, flying clothing and chute ex [sic] – made for the dispersal.
Everyone in, fuselage door closed – engines OK. We made for the runway in use, called up for permission to take off!! this given, we turned onto the runway – [one indecipherable word] engine’s,[sic] then started our run – gaining speed every second, on reaching 110 M.P.H. we were airbourne!![sic] flaps and undercarriage up, we circled the drome and set course for “Danzig”
I switched my heating on – after some while I could smell burning!! called up the Skipper and mentioned it – who in turn sent Alan back to investigate, then saying he could'nt [sic] see or smell nothing – Roy informing me.
Later I felt a pain under my right arm and instantly turned off my heating – as we were fairly low I said no more and carried on with out [sic] heat, which I did'nt like one bit, we were now well on our way, and soon came to Sweden – who [page break]
64
upened [sic] fire on us – but well clear, I enjoyed an orange whilst crossing, throughing [sic] out the peel in return.
We dropped our mines with little interference, and returned back the same route, on landing at base – and at the crew locker room. I found I was burnt through all my cloths [sic] and also burnt underneath my arm
time 9hrs 5 mins
Of course we had some laughs to, [sic] remember a a [sic] W.A.A.F. who give birth to twins in her quarters!! and reckoned she did'nt [sic] know she was expecting – perhaps she was right? and the stork made the wrong delivery, who knows !! I know that I don’t!
It was April the 20th before we got airbourne [sic] again. Doing an N.F.T. and “Air test”
Later attending briefing, our target “Paris Railways” quite an uneventful trip – in fact dull!!
time 5hrs 20mins
Next we did [deleted] indecipherable word [/deleted] [inserted] some [/inserted] local bombing on the 22nd, and were later briefed for “Brunswick”, we were to carry special oil bombs.
We were well over enemy territory, when I was looking arear [sic]!! saw a streak of cannon or tracer coming [page break]
65
straight for our middle, shouted dive Roy!! who did so instintly [sic] – it missed our middle ok, but cault [sic] our aircraft about the wing, much better than the middle !! did'nt [sic] fancy that lot there – and us, with a full bomb load on too, the rest of it came easy – but that fighter was far to [sic] close to be healthy.
time 5hrs 50 mins.
Group Captain Cheshire D.S.O. D.F.C. was also stationed nearby, he was well liked by everyone!!
We had heard that Munich was a [self-corrected] hard [/self-corrected] target to hit, and was very heavily defended – more so than Berlin!! Group Captain Cheshire had said, let me go in a “Mossie”, twin engined fighter bomber, followed by two Squadrons of P.F.F. and backed up by 5 Group of Bomber-Command [sic] I’ll see it's hit alright they adgreed!! [sic] and it was.
On the 24th April 1944 we were briefed – and our target “Munich”
Full petrol, and bomb load – and in the last wave. Had our flying meal ex [sic], collected rations – mascots, flying clothing and made for our aircraft!! which was all ready on our arrival – after awhile [sic] climbing aboard, engines running – fuselage door closed ex [sic], got into my turret and loaded my guns, pluged [sic] in intercom [page break]
66
oxygen, switched on fire & safe – to fire, gun sight light ex [sic] – called up Roy for testing intercom!! we then made for the runway, permission given we took off – gaining height, undercarriage and flaps up!! around 3,000 ft oxygen on, getting up to around 20,000FT set course over base for “Munich”
On route it was fairly quiet, until near the target, things then were active!! heard them say there were a lot of fires over a large area, we started our bombing run, bomb doors open - left-left, steady, steady, bombs away!!
We were cault [sic] in the searchlights, Roy diving, weaving - doing his upmost [sic] to get out, when suddenly Alan shouted fighters – he had picked up four on his radar screen, under his instructions, plus what we could see at times we opened fire, things were difficult; one minute you were looking at the stars – and another the dark background of the ground, we had a running combat over Munich – getting clear of the searchlights found us very low over the target outskirts, to [sic] low to be healthy – and got to hell out of it, we believed we had one fighter and damaged another!!
[page break]
[photograph missing]- PCruickshankG1501-0022+PCruickshankG1501-0023
[underlined] Munich [/underlined] after 5 Group of Bomber Command raid 24th April 1944 [written vertically down left hand side of page]
[page break]
67
We arrived back at base after 10hrs of active flying, after reporting any snags to the waiting ground crew – made for the locker room, and so on to the de-briefing room – reporting ex [sic].
A good meal after and then to that wonderful thing called bed.
Next afternoon I went to the intelligents [sic] room, and saw photos of the target, one by Cheshire’s navigator – he had made sure his marker flare was dead centre, for the photo showed his aircraft flying up the street lower than the house’s [sic] – what flying, and Munich was well and truly hit.
Shortly after Group Captain Cheshire was awarded the Victoria Cross!!
I never knew him personaly, [sic] but I doubt if your [sic] come across better, both as a comrade, or pilot – he sure was respected by everyone.
I was now nearly finnished [sic] and certainly would'nt [sic] be sorry when it was – the losse’s [sic] were heavy!! and often wondered how great? Bomber Command, it was made up of eight groups!! 1 and 5 Group around Lincolnshire, 4 and 6 Group about Yorkshire – 3 Group and P.F.F. Cambridgeshire (P.F.F. 8 Group) 2 Group Norfolk ex [sic] [page break]
68
and approximately at the height of the war 200 bombers a group, and much less beforehand!! it was not until after the war that I found out how great our losses were, it was 1949, Tuesday November 8th when I attended the service of the presentation of the memorial books of 1 and 5 Bomber Groups, a total of 22,000 names of those killed in action – and later a book presented to York Cathedral, of a further 18,000of those in 4 and 6 Group!! and other groups yet to come, so I think now how lucky we all were would did in fact complete our tours, no wonder your chances were given – was little, or none of finnishing [sic]
So Bomber Command, not only took a beating but was slaughtered at some stages of the war, and must of [sic] lost thousands upon thousands of aircraft
Have you ever seen any of the lads after crashing, with or without fire!! it was heart breaking, but their spirit you couldn’t break!! to them, and others of the service’s [sic] who suffered like wise.
I say God Bless you all.
26th April I was briefed for “Schweinfurt”[sic] usual load ex [sic] – a long trip, and very lively- time 9 hrs 30 mins
How I longed for my last – and it [page break]
69
was to come on April 29th 1944
Our target Clermont-Ferrand, [self-corrected] usual [/self-corrected] bomb load ex [sic], airbourne [sic] 7hrs
After nearly 350 operational hours I was certainly glad I had finnished.[sic]
Later Roy was awarded another bar to his D.F.C. and bar, Alan Connor a D.F.C. Mooney a D.F.C., both holders of the D.F.M.
Our Wing/Commander Bill Deas was to go missing just before I was posted to 17 O.T.U [indecipherable] two letters [/indecipherable] Silverstone!!
Hast[?] ever flown deep into Hunland where the cold searchlights shimmer and shake, where like pink snakes the tracer uprises [sic] and life is no helping of cake
Where the heavy flak rattles and sends you, while Messerchsmitts [sic] queue for a shot and you’ve only your guns to defend you?
You haven’t?
Then you’ve missed a lot! [page break]
[Picture missing]
Wife & Self late 1944 [Written down left hand side of page]
[page break]
70
May of 1944 find [sic] me at 17.O.T.U Silverstone, The camp was good, also a good crowd of chaps – W/Cdr Lister was our c.o [sic], unfortunately for me he and I were alike – so when I first arrived, and used to put my head through – or rather around an open [deleted] indecipherable word [/deleted] door!! the lads used to stand up, thinking I was W/Cdr Lister – until of course they noticed my one thin ring, instead of those thick ones!! this happened often
My wife and I used to live out in Towcester!! It was while at Silverstone – when the wonderful news came through that we had started the invasion, it was thrilling – after some of the set backs [sic] we had recieved, [sic] such as Dunkirk, the “middle east”, Russian convoys, the sinking of the Hood – The heavy losses of ships in the Atlantic Ocean!! the fall of Singapore, and heavy losses of men and ships of the far eastern command, and not forgetting the heavy bombing here.
Misfortunes too – such as the liner Queen Mary failing to turn, and in doing so cut the Cruiser ‘Curucio” [sic] in half with the loss of all lives
We had some luck too!! with the stopping of the German invasion of our coast, destroyers going full out casing barges to turn over, then the sea [page break]
71
being set on fire, those that did get through being mowed down like rats by the waiting Army on the beaches.
I wasn’t to stay long at Silverstone, and in the summer of 1944 was posted to Swinderby as assistant motor transport officer, I again lived out!!
Somehow I couldn’t settle and asked for a posting, which I got soon after – a course on administration at NO1 school of admin at Hereford.
At Hereford late 1944, I paled [sic] up with Charles Sleight, Eddie Ball, and several other officers – who were doing the same course as myself!! on completion we had leave – and of course our posting, arriving at Morecambe, when we were moved by train to Liverpool – and aboard the liner “Monarch of Barmuda” [sic]
Sailing very soon after!! our destination “India’, three weeks aboard, and I really enjoyed it!! through the “Med’, stopping at “Cairo” before going through the Suez canal and on to “Bombay”
Our first place in India was the R.A.F [page break]
[photo missing]
Worlie [sic] early 1945
[photo missing]
Self centre, Charlie Sleight on right and a friend. [page break]
72
transit camp of Worlie [sic], just outside of Bombay, whilst waiting our postings – we enjoyed Bombay!!
We were soon all posted, myself going to Delhi – where I was a staff officer until being posted to Chacular, [?] near Jaunapur as a station “Adgt” [sic]
It was not a good place, in fact the lads hated the sight of it – so on hearing the war with Germany was over made our way by train to Jaunapur to celebrate!!
Received a parchment from the Governor of “Bihar” (T.G. RUTHERFORD) commemorating the ending of the war in four languages!! another souvenir for my collection.
Soon after I was again moved to Barrackpore near Calcutta – and again shortly after to “Poona”
In Poona a week or so, and on again to “Bhopal” staying at Bhopal to my release!! I spent some happy times then – hunting, how I sometimes recall those evenings out with my fellow officers – having mess parties!! and cooking our catches over sputals!! [?]
When the war was over, I applied for my releasement [sic] & this granted, and was soon on my way!!
Worlie [sic] again – and whilst waiting a sight seeing tour of Bombay again
My ship, the Scythia leaving India late [page break]
73
November of 1945, arriving Liverpool around the 10th December. on [sic] my arrival at the demob centre things were pretty good – and after a couple of days finally released December 13th 1945 [sic]
Home, and a new life!! yes but what? First [sic] a good holiday, a job, and of course our own home.
I got a job at A.V. Roes aircraft repair factory at Bracebridge near Lincoln – afterwards seeking a small house in Lincoln. after [sic] purchasing one – set too [sic] redecorating inside and out, finishing it to the best of my ability and later moving in!!
We were friendly with a South African named Tony Broquit, [?] who was still in the Air-force – and also a Flt/Lt!! when he was and returned to his home in South Africa – we used to write, telling me of the lovely conditions ex.[sic] out there!!
September 11th 1946, we had another child – a girl, we named Jennifer Ann!! I wrote to Tony telling him of the happy event. His reply, and congratulations came – also that his firm was progressing fine, and that if I was keen on going out there – he would put me right, this was great news – as I was unsettled here, decided to write and we would come!! [page break]
74
We sold up, and returned to live with my wifes [sic] Father [sic] again- but we later had our letter returned, unknown!! what a dissapointment [sic] to us.
It was now 1947, and once again unsettled – thought I would try my hand at business, so bought myself a morris [sic] 12 – but unfortunately going round a bad “S” bend near home a spring broke and I landed up in a six foot ditch!! Gilberts of Lincoln said it would cost me about £80 to do – so I let them go ahead with it.
Meanwhile I bought a 1947 long wheel base lorry (Jordan) and set too [sic] to obtain the acquired licence!! what with objections ex [sic], going to court, I was months before I finally got my “B” licence – coal carrying for Parsons coal firm, from the pits to the depot in Lincoln!!
Things started to go nicely – then the Labour Government decided to Nationalise the railway, and was informed by Parson that as the railway used to fetch the coal before the war they required it again – so out I went.
No work, got connections at Boston ex [sic], and started again!! meanwhile I got the bill for my car – the price £177 I was speechless!!
Things were getting fairly better, obtained another lorry – and did it up to working order, got a “A” contract [page break]
75
licence and put it to work.
But my luck didn’t hold, two or three bad drivers landed me in trouble – and on the Nationalisation of road transport it put things right in the cart – for the 25 limit on us, which were it Nationalised really put paid me and thousands of others too!!
And nearly had to give lorries away, for no one seemed to want to buy them at that period – had my car with a hackney carriage licence, tried putting things straight – but luck was again against me, for it was always giving me trouble!! I was forced to sell.
And I was broke, [deleted] indecipherable word [/deleted] mid 1949 – and set to finding myself work!! Shortly starting at Ruston Bucyrus Ltd Lincoln.
Working all hours to get money to straighten things out!! 1950 came and I felt a little easier – but a long way to go before I could relax!! for we had no home of our own – and worst of all, no money.
4th March 1950 we had another girl, we named her Linda Carol, the time flew by – and I was hoping we might manage one of the new house’s being built nearby!! and 1950 soon came – and still no house yet.
October 16th 1951 we had another girl – our last!! we named her Margaret Alison. [page break]
76
Things were getting better, wages were increasing and I felt a lot happier – then things happened, my wife went into hospital, I had the children in four different homes!!
And to make matters worse, she had a very bad [smudged] hemorrohage [/smudged] [sic] – having six blood transfusions, I visited her twice daily!! But it caused me a great worry, and longed for her return – and have us altogether again, 1952
Early of [smudged] 1953 [/smudged] we got the key to our new house – how pleased we were, then of course I had new worries!! it had to be furnished.
We progressed along reasonable [sic], and with four children to bring up made things difficult – but with working hard things would come right in the end, [smudged] we [/smudged] did it [sic] have any holidays – the things needed in the house came first.
Afterwards gardening, wallpapering, painting ex [sic] as time rolled by!! I thought perhaps our luck would change, but it was not to be – for November of 1954 my [smudged] voice [/smudged] began giving me trouble, my Doctor sending me to see the throat specialist at the “County Hospital”
15 days later I was in, and a small growth [page break]
77
removed [sic] from my vocal cords.
Afterwards feeling fine, returned to work just before Christmas – we had a somewhat enjoyable time, considering that I had a month off just before, and the children did too.
Early January I felt a pain in my stomach and after seeing my Doctor, I was ordered to bed, just my luck, a fortnight in bed – with a suspected ulcer!!
I was up a [sic] around again, and after six [word missing] felt like work again – but it was not to be, for just before tea I had a very bad hemorrhage [sic], lasting 4¼ hrs off and on – my wife fetching the Doctor!!
By 11 o/c that evening I was once again in hospital.
After six weeks in bed – I started to get up, although far from myself!! having been up about seventeen days – my wife had to go into hospital again, and I was left to manage the house & children. [deleted] indecipherable word [/deleted]
Things went fairly well, my sister-in-law helping whenever possible, unfortunately for me a sickness was going around at that time – and of course mine [page break]
78
would have to catch it – no sleep for me, in and out of bed for two nights!!
Poor Alison, my youngest – she had been sick, heard her crying, and went into her room, poor dear she was flat on her back and sick everywhere, including her hair.
I managed to pick her up, and carried her into the bath room [sic] – run some water, and tried washing her!! but it was to [sic] much for me, so I ran off the bath and bathed her.
On finnishing [sic], she started laughing – I said I am not laughing Alison? she replied but I am Daddy – bless her.
After three weeks Mother returned home – how pleased to be together again – during that year I had Linda, and Jennifer both in hospital, and I had six months off work.
It was just before the holidays of 1955 when I returned to work – and thought perhaps I can save and enjoy an [sic] holiday next year!! set to get things straightened out – first Christmas, saying we would have a good one.
Time went by, [self-corrected] no [/self-corrected] pains, and I [page break]
79
thought my troubles were about over, and we did have a good time at Christmas.
Afterwards settleing [sic] down to work, and save, for that long waited [sic] holiday!! but it was not to be, Feb 20th 1956 returning from work – I had another hemorrhage [sic], and 7 o/c that evening I was once more back in Johnson ward.
Luckily it wasn’t so bad as before – and after just over three weeks in bed I began to get about again, and after nine weeks returned to work – but I returned to [sic] soon, for I was only back just over a week, when early on May 4th 1956 I had yet another hemorrhage [sic] – 9 o/c of that morning I was back once again in Johnson ward.
Five weeks more off work, and I was feeling really fed up with things!! hoping perhaps this time was my last – when after seeing the Surgorn [sic] who recommended an operation. I had some very severe stomach pains!! this was June the 9th after only nine days at work – I was ordered once again to bed, and although I am up now, and waiting to be admitted once more to hospital – I have some more [page break]
80
weeks in bed to come, and many more weeks off work – but perhaps this will be my last, I know I sincerely hope so!!
[Addendum – Short piece repeating some of the details from the main account which took place between December 1941 and Npvember 1942]
[underlined] I Flew Rear [/underlined]
It was late December 1941, we!! that is several other gunners and myself had just been posted to 50 Sqn 5 Group Bomber Command, a Hampden sqdn!!
It was a cold December, and the station [deleted] ed [/deleted] seemed miles from anywhere – we said what a place, my pals and I soon got settled in making many new friends and waiting to see who we were going to be crewed with, it was after a short period there – when I learned I was to fly with Norman Goldsmith, Terry Tuerum [sic], Colin Gray – they were in my mind the best!! our aircraft Manchesters, for we had just changed from Hampdens.
After flying together for some days we started operations – but I felt that these aircraft were useless, and this proved correct for they were later to be grounded.
On the night of April 24th/42 we were briefed for Rostock, Germany, carrying 14. 250 incd [sic] bombs – our second pilot was a chap called Manser who was later awarded the V.C. the raid was good, and although we couldn’t get above 5,000 ft it will always be remembered as one of my best.
After Norman completed his first tour, we were left without a pilot – we were hoping Leslie Manser would take us over!! but this was not the case, our pilot was [page break] Roy Calvert, a NewZealander. [sic]
It was not long before we came to be a first class team – all keen, Roy was a likeable chap and a damn good pilot, in fact I will go [one word deleted] [inserted] as far as [/inserted] to say one of the best there was, our sqdn now was at Skellingthorpe very close to Lincoln – this was much better, for a night out was easier; & not so far to return after a hectic night on the beer.
Operations started [last two letters overwritten] piling up, Hamburg, Dusseldorf, Kiel, Duisburg, Osnabrück, Frankfurt, Cassel [sic], Saarbrucken, Karlsruhe, Bremen – we seemed to be doing fine – now will our luck hold? for some the answer was [underlined] no [/underlined]!!
Leslie Manser was one, the night was May the 30th 1942 Target Cologne, the wars [sic] first 1,000 Bomber raid – full crews from all sqdns, everyone was [deleted] all [/deleted] on [indecipherable letter deleted], Cologne was indeed to get a pasting – and our boys!! don’t lets [sic] forget them they suffered too.
Les & his crew run into trouble on approaching the target, when cault [sic] by searchlights & intense anti aircraft fire, they were hit badly – but pressed on to bomb at 7,000 ft, with searchlights & flak still giving them Hell !! things were bad – damned bad, the rear gunner [page break] wounded, the aircraft losing height – and now fire – aircrews [sic] worst enemy, after awhile [sic] this was mastered, but it left its mark – the wing badly [deleted] burnt [/deleted] burnt & the engines failing badly, when with efforts of all the Manchester began to lose height – Les gave orders for his crew to bail out, disdained the alternative of parachuting to safety himself, but held the [deleted] aircraft [/deleted] aircraft till [sic] all were out – but too late for himself, it plunged in flames, with a man of great courage & strength. Flying Officer Leslie Manser was awarded the Victoria Cross. “Posthumously”
Summer came we were all in high spirits – perhaps the weather? or that we had decent aircraft to fly in the (Lancaster) they had now brought in the bomb aimer & flight engineer, so our crew being altered slightly, and Terry Tuerum [sic] having completed his tour, so we had to [get?] used to another again –shortly afterwards a boom in operations, Frankfurt, Bremen, Wilhelmshaven, Essen, Wismar.
When training for some low level stuff, often remember our c.o. remark dont [sic] go mingling with the traffic below – then it came low level daylight on Le-creucot [sic] led by wing commander Gibson [page break] & the [sic] another on Milan – allright [sic] maybe!! but to me 10½ hrs in the rear turret is a hell of a long time.
It was nearly my first tour over, Genoa, Genoa, & Genoa again – dont [sic] they know any other place!! – they did on the night of Nov 9th 1942 “Hamburg” which was not only my last raid but nearly our last altogether
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
Memoir Flight Lieutenant Gordon Cruickshank D.F.M. RAFRO
Description
An account of the resource
Memoir written in 1956 by Flight Lieutenant Cruickshank. It starts with his early childhood and family life. It includes his early time in RAF after enlisting in December 1938 with first job as balloon operator and then training as an air gunner; details his postings to 50 Squadron and later 630 Squadron, crew members and friends.
The bombing operations he took part in are described, as is his investiture and his time in India as an administrative officer.
Cruickshank then moves to Instructing before returning to Operations including Nuremberg. He then describes the transition to civilian life after his demobilisation from the RAF, poor health and his attempt to build a business in post war Britain.
Some of the photographs mentioned were donated separately and some are recorded as separate items.
Creator
An entity primarily responsible for making the resource
G Cruickshank
Date
A point or period of time associated with an event in the lifecycle of the resource
1956
Format
The file format, physical medium, or dimensions of the resource
One hundred and seven page handwritten notebook with cover
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
BCruickshankGCruickshankGv1
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
Civilian
Royal Air Force. Balloon Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Dorset
England--Portland
England--Bristol
England--Hampshire
England--Lincolnshire
England--Bedfordshire
England--Suffolk
England--Essex
England--Aldershot
England--Felixstowe
England--Harwich
England--Middlesex
England--Herefordshire
Scotland--Ross and Cromarty
France
France--Clermont-Ferrand
France--Saint-Nazaire
France--Toulouse
Germany
Germany--Munich
Germany--Braunschweig
Germany--Kiel
Germany--Kassel
Germany--Bremen
Germany--Duisburg
Germany--Berlin
Germany--Hamburg
Italy
Italy--Genoa
Italy--Milan
Germany--Schweinfurt
England--Northamptonshire
Germany--Rostock
Poland
Poland--Gdańsk
Germany--Cologne
Germany--Karlsruhe
Germany--Wilhelmshaven
India
India--Mumbai
India--Kolkata
India--Bhopal
England--Liverpool
Germany--Augsburg
Germany--Frankfurt am Main
Germany--Düsseldorf
India--New Delhi
Germany--Ruhr (Region)
England--Gloucestershire
England--Lancashire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1942-04-17
1942-05-30
1942-05-31
1943-05-16
1943-05-17
1944-03-30
1944-03-31
1944-04-05
1944-04-06
44 Squadron
50 Squadron
630 Squadron
air gunner
Air Gunnery School
aircrew
Anson
Bombing of Augsburg (17 April 1942)
bombing of Cologne (30/31 May 1942)
bombing of Nuremberg (30 / 31 March 1944)
bombing of Toulouse (5/6 April 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Distinguished Flying Medal
Eder Möhne and Sorpe operation (16–17 May 1943)
Gibson, Guy Penrose (1918-1944)
Hampden
Lancaster
Manchester
Mosquito
RAF Abingdon
RAF Bradwell Bay
RAF Cardington
RAF Cranwell
RAF Credenhill
RAF East Kirkby
RAF Evanton
RAF Felixstowe
RAF Silverstone
RAF Skellingthorpe
RAF Swinderby
RAF Uxbridge
RAF Warmwell
searchlight
superstition
training
Victoria Cross
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17720/PCruickshankG1501-0006.1.jpg
797cda2c297aa16641161a56c46d9295
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17720/PCruickshankG1501-0007.1.jpg
98bb8d0524d24e0319f2daa97b68dc88
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
Cruickshank, Gordon
G Cruickshank
Description
An account of the resource
76 items. Concerns the life and wartime career of Flight Lieutenant Gordon Cruickshank DFM who joined the Royal Air Force in 1938. After training as an air gunner he flew 52 operations on Manchester and Lancaster with 50, 560 and 44 Squadrons. Collection consists of a 1956 memoir with original photographs donated separately, a memoir of his life on squadron from December 1941, his logbooks. a further notebook with memoir, playing cards annotated with his operations, official documents, lucky mascots, medals and badges, dog tags, memorabilia, crew procedures, as well as photographs of aircraft, targets and people.
The collection has been loaned to the IBCC Digital Archive for digitisation by Linda Hinman and catalogued by Nigel Huckins
Publisher
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
2015-04-28
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
Cruickshank, G
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mohne Dam
Description
An account of the resource
Reconnaissance photograph with lake on the left and a dam middle with breach with water flowing through. Captioned between pages 46-47 of 1956 Memoir [written vertically on LHS of page presumably for landscape orientation of photo] 'Mohne Dam. The breach of about 200 ft width in the Moehne Dam. May 1943 Raid by 617 Squadron'. On the reverse 'Mohne Dam, CH.9687'.
Format
The file format, physical medium, or dimensions of the resource
One b/w [photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PCruickshankG1501-0006, PCruickshankG1501-0007
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.
Geolocated
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Möhne River Dam
Temporal Coverage
Temporal characteristics of the resource.
1943-05-16
1943-05-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
1943-05
617 Squadron
aerial photograph
bombing
Eder Möhne and Sorpe operation (16–17 May 1943)
reconnaissance photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1338/20808/PLovattP19010023.2.jpg
c264a0db0ae306632aae68e9afff1904
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter. Album One
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Description
An account of the resource
43 items. The album contains photographs of Peter Lovatt's service and family life in the UK and Singapore.
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
Mohne Dam
Description
An account of the resource
Three photographs from an album.
Photo 1 is a postcard of the dam, captioned 'Mohnetalsphere'.
Photo 2 is the dam breached.
Photo 3 is the lake behind the dam, captioned 'Am Mohnsee' and 'RAF Leave Centre 1946'
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs
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
PLovattP19010023
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Möhne River Dam
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
1946
Temporal Coverage
Temporal characteristics of the resource.
1943
1946
Eder Möhne and Sorpe operation (16–17 May 1943)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1339/22021/SValentineJRM1251404v10071.1.jpg
35edf350bbd035d8e245362dc5d37721
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, John. Ursula Valentine's newspaper cutting scrapbook
Description
An account of the resource
131 items contained in a scrapbook. Mainly newspaper cuttings of events from May 1942 to 1945.
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
Mohne dam breached
Description
An account of the resource
Two photographs. Top showing Mohne dam breached in the centre with lake on the rights. Bottom photograph shows the dam before the attack.
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting mounted on a scrapbook page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Identifier
An unambiguous reference to the resource within a given context
SValentineJRM1251404v10071
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Möhne River Dam
Temporal Coverage
Temporal characteristics of the resource.
1943-05-16
1943-05-17
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.
aerial photograph
Eder Möhne and Sorpe operation (16–17 May 1943)
propaganda
reconnaissance photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2333/42122/PCrossK22010006.2.jpg
bb611b5d18abed62c85f1ce176ea1fde
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2333/42122/PCrossK22010007.2.jpg
565390ff792362d6cddd1ec9698554f8
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
Cross, Kathleen. Album
Description
An account of the resource
27 items. An album with newspaper cuttings, photographs and postcards covering RAF personnel and establishments in West Malling, Penarth and Peterborough.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cross, K
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
Newspaper cuttings and caricatures
Description
An account of the resource
The first page comprises a page of caricatures annotated with quotations from the individuals pictured, including Wing Commander J Cunningham, Wing Commander Townsend, Warrant Officer Carter, Flight Lieutenant Erlwig, Staff officer Priestley, Flight Lieutenant Rawnsley, Leading Aircraftman Jordan and Joe Thomas.
The second page has Wing Commander Townsend, wearing dark glasses with a colleague and his mascot dog, Kim; a sketch of Wing Commander Townsend drawn by Capitan Cuthbert Orde and Wing Commander Guy Gibson and 18 fellow Dam Buster colleagues having collected their honours from the Queen Consort.
Temporal Coverage
Temporal characteristics of the resource.
1941-09
1943-05-16
1943-05-17
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Artwork
Text
Format
The file format, physical medium, or dimensions of the resource
Page of caricatures and three newspaper cuttings in an album
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
PCrossK22010006, PCrossK22010007
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.
617 Squadron
aircrew
animal
Eder Möhne and Sorpe operation (16–17 May 1943)
Gibson, Guy Penrose (1918-1944)
Victoria Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/777/10993/MFalgateD136896-160407-05.2.jpg
c07b3c2caa105658065654dcf71217c4
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
Falgate, Donald
D Falgate
Description
An account of the resource
69 items. The collection concerns Squadron Leader Don Falgate (136896 Royal Air Force) and consists of 68 pre-war, wartime, and post-war photographs and a handwritten detailed account of his tour. Don Falgate trained in Canada and flew operations as a bomb aimer with 463 Squadron from RAF Waddington.
The collection has been loaned to the IBCC Digital Archive for digitisation by Paul Falgate and catalogued by Trevor Hardcastle.
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
2016-04-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Falgate, D
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE DAILY TELEGRAPH AND MORNING POST, TUESDAY, MAY 18, 1943
[photograph]
[inserted] 617 ‘Lanks’ [/inserted]
This Morning’s War News
Tirpitz Sunk
29 Lancasters’ attack; three direct hits with 12,000lb bombs; battleship capsizes; one plane missing. (Pp 1 & 6)
Battle of Germany
Germans quitting Metz: three forts abandoned (P1)
Germans attack all day to check Patton (P6)
Coal
Situation worse than ever. (P1)
Germany
Excuses but no Hitler for Germans. (P1)
Anglo-French Talks
Premier’s 100-mile drive in blizzard. (P1)
France to help in occupation of Germany; success of talks. (P6)
Arnhem Withdrawal
Men of Wessex made last stand (P3)
Russia
Red Army are closing on Budapest (P5)
[photograph]
[inserted] 617 Groundcrew “Josh” [/inserted]
[photograph]
[inserted] “Duffy” [/inserted]
BROKEN DAMS
To break dams and flood the country against an invader is a manoeuvre well known in the wars of freedom. WILLIAM THE SILENT baffled the Spanish as his descendant, our WILLIAM III., baffled the French by opening the dykes of Holland. So in this war the Russians blew up the great dam of the Dnieper to check the Germans. It is new tactics to flood the enemy’s country far behind his front. The onslaught of Bomber Command on the three biggest dams in Germany has shocked the Wehrmacht. The tone of aggrieved surprise in the German announcement that the dams were destroyed, “which caused floods resulting in heavy civilian casualties,” confesses that an unforeseen and disastrous blow was dealt to the power of Germany’s war machine.
The chief power house of the Reich, the Ruhr, requires enormous quantities of water to keep its coke ovens and its factories in production. Now that the 134,000,000 tons of water behind the Mohne dam have surged down the Ruhr valley the Wehrmacht will go short of urgently needed armaments. The industrial organisation of the Ruhr depends to a large extent on water transport, and from the 200,000,000 tons of water in the Waldeck reservoir the Ems-Weser canal, a main artery, was fed. With railways strained far beyond capacity, the mutilation of the canal system is a grievous disaster. There are secondary effects – damage to hydro-electric plants, factories, roads and bridges – not much less grave. Bomber Command have struck deep, and their achievement may well alarm the Reich. Successful air attack on a large dam was considered not long ago impossible. Germany will learn that other things outside the calculations of the Luftwaffe are now possible to the Allied Air Forces.
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
No 617 Squadron and the operation to breach the dams
Description
An account of the resource
Album page with three clippings, one from from The Daily Telegraph and Morning Post dated Tuesday May 18 1943 showing a number of Lancasters over a city, captioned '617 Lancs'. One summarising the news from around November 1944, including the sinking of the Tirpitz, and one summarising the effect of the dams operation. Two photographs, one with six airmen, grouped in front of a wooden building, captioned '617 Groundcrew', ' Josh'. The second a sergeant, in the countryside, captioned 'Duffy'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-18
1944-11
Format
The file format, physical medium, or dimensions of the resource
One photocopied sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Identifier
An unambiguous reference to the resource within a given context
MFalgateD136896-160407-05
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943-05-16
1943-05-17
1943-05-18
1944-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Ruhr (Region)
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
617 Squadron
bombing
Eder Möhne and Sorpe operation (16–17 May 1943)
ground crew
ground personnel
Operation Catechism (12 November 1944)
Tirpitz
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/986/10501/MWhybrowFHT170690-160926-18.2.pdf
ffe93a0e54dfab07cdd8aaa5ede9b5e0
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
Whybrow, Frederick
F H T Whybrow
Description
An account of the resource
49 items. The collection concerns Flight Lieutenant Fred Whybrow DFC (1921 - 2005, 1321870, 170690 Royal Air Force) and consists of service documents, photographs and correspondence. After training in the United States, he completed two tours of operations as a navigator with 156 Squadron Pathfinders. After the war he served in Japan and Southeast Asia. He was demobbed in 1947.
The collection has been loaned to the IBCC Digital Archive for digitisation by Anne Roberts 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
2016-09-26
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. 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
Whybrow, FHT
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] COPY [/underlined]
[TOP SECRET stamp]
[underlined] MOST SECRET [/underlined]
COPY NO ……
[underlined] No. 5 GROUP OPERATION ORDER NO. B.976 [/underlined]
APPENIDX ‘A’ – ROUTES AND TIMINGS
APPENDIX ‘B’ – SIGNALS PROCEDURE FOR TARGET DIVERSIONS, ETC.
APPENDIX ‘C’ – LIGHT AND MOON TABLES.
[underlined] INFORMATION. [/underlined]
[underlined] General. [/underlined]
1. The inhabitants and industry of the Ruhr rely to a very large extent on the enormously costly water barrage dams in the Ruhr District. Destruction of TARGET X alone would bring about a serious shortage of water for drinking purposes and industrial supplies. This shortage might not be immediately apparent but would certainly take effect in the course of a few months. The additional destruction of one or more of the five major dams in the Ruhr Area would greatly increase the effect and hasten the resulting shortage. TARGET Z is next in importance.
2. A substantial amount of damage would be done, and considerable local flooding would be caused immediately consequent on the breach of TARGET X. In fact it might well cause havoc in the Ruhr valley. There would be a large loss of cooling water for the large thermal plants.
3. In the Weser District the destruction of the TARGET Y would seriously hamper transport in the Mittelland Canal and in the Weser, and would probably lead to an almost complete cessation of the great volume of traffic now using these waterways.
4. The reservoirs usually reach their maximum capacity in May or June, after which the level slowly falls.
[underlined] Enemy Defences. [/underlined]
5. (a) [underlined] TARGET X. [/underlined]
There are three subjects on the crest of this dam which may each be a light A.A. gun. A light 3-gun A.A. position is situated below and to the N. of the dam with a possible searchlight position nearby. A double line boom with timber spreaders is floating on the main reservoir at 100 to 300 feet from the dam. No other A.A. position or defence installation is known.
(b) [underlined] TARGETS Y and Z [/underlined]
Information about the defences of these two dams will be given when P.R.U. sorties have covered these areas. (Information has now been issued).
(c) The last resort targets are unlikely to be defended.
[underlined] INTENTION [/underlined]
6. To breach the following dams in order of priority as listed:-
(a) TARGET ‘X’ (GO 939)
(b) TARGET ‘Y’ (GO 934)
(c) TARGET ‘Z’ (GO 960)
(d) Last Resort Targets:-
(i) TARGET ‘D’ (GO 938)
(ii) TARGET ‘E’ (GO 935
(iii) TARGET ‘F’ (GO 933)
/EXECUTION ….
[page break]
[underlined] No. 617 SQUADRON. NIGHT FLYING PROGRAMME 16.5.43. [/underlined]
No. – A/C – Captain – F/Engr – Navigator – W/Optr – A/Bomber – Front Gunner – Rear Gunner
1. – G. – W/CDR. GIBSON. – SGT. PULFORD. – P/O. TAERUM. – F/LT. HUTCHINSON. – P/O. SPAFFORD. – F/SGT. DEERING. – F/LT. TREVOR-ROPER
2. – M. – F/LT. HOPGOOD. – SGT. BRENNAN. – F/O. EARNSHAW. – SGT. MINCHIN. – P/O. FRASER. [inserted] [symbol] [/inserted] – P/O. GREGORY. – F/O. BURCHER. [inserted] [symbol] [/inserted]
3. – P. – F/LT. MARTIN. [inserted] [symbol] [/inserted] – P/O. WHITTAKER. [inserted] [symbol] [/inserted] – F/LT. LEGGO. [inserted] [symbol] [/inserted] – F/O. CHAMBERS. – F/LT. HAY. – P/O. FOXLEE. – F/SGT. SIMPSON.
4. – A. – S/LDR. YOUNG. – SGT. HORSFALL. – SGT. ROBERTS. – SGT. NICHOLS. – F/O. MACCAUSL’D - SGT. YEO – SGT. IBBOTSON.
5. – J. – F/LT. MALTBY. – SGT. HATTON. – SGT. NICHOLSON. – SGT. STONE. – P/O. FORT. – F/SGT. HILL. – SGT. SIMMONDS.
6. – L. – F/LT. SHANNON. [inserted] [symbol] [/inserted] – SGT HENDERSON. [inserted] [symbol] [/inserted] – F/O. WALKER. [inserted] [symbol] [/inserted] – F/O. GOODALE. [inserted] [symbol][/inserted] – F/SGT. SUMPTER. [inserted] [symbol] [/inserted] – SGT. JAGGER. – P/O. BUCKLEY. [inserted] [symbol] [/inserted]
7. – Z. – S/LDR. MAUDSLEY. – SGT. MARRIOTT. – F/O. URQUHART. – SGT. COTTAM. – P/O. FULLER. – F/O. TYTHERL’GH. – SGT. BURROWS.
8. – B. – F/LT. ASTELL. – SGT. KINNEAR. – P/O. WILE. – SGT GARSHOWITZ. – F/O. HOPKINSON. – SGT. GARBAS. – SGT. BOLITHO.
9. – N. – F/LT. KNIGHT. – SGT. GRAYSTON. [inserted] [symbol] [/inserted] – F/O. HOBDAY. [inserted] [symbol] [/inserted] – SGT. KELLOW. [inserted] [symbol] [/inserted] – F/O. JOHNSON. [inserted] [symbol] [/inserted] – SGT. SUTHERLAND. [inserted] [symbol] [/inserted] – SGT. O’BRIEN. [inserted] [symbol] [/inserted]
10. – W. – F/LT. MUNRO. [inserted] [symbol] [/inserted] – SGT. APPLEBY. [inserted] [symbol] [/inserted] – F/O. RUMBLES. [inserted] [symbol] [/inserted] – SGT. PIGEON. [inserted] [symbol] [/inserted] – SGT. CLAY. [inserted] [symbol] [/inserted] – SGT. HOWARTH. [inserted] [symbol] [/inserted] – F/SGT. WEEKS. [inserted] [symbol] [/inserted]
11. – Q. – F/LT. McCARTHY. – SGT. RADLCIFFE. [inserted] [symbol] [/inserted] – F/SGT. McLEAN. [inserted] [symbol] [/inserted] – SGT. EATON. [inserted] [symbol] [/inserted] – SGT. JOHNSON. [inserted] [symbol] [/inserted] – SGT. BATSON. [inserted] [symbol] [/inserted] – F/O. RODGER. [inserted] [symbol] [/inserted]
12. – H. – P/O. RICE. [inserted] [symbol] [/inserted] – SGT. SMITH. – F/O. MACFARLANE. – SGT. GOWRIE. – F/SGT. THRASHER. – SGT. MAYNARD. – SGT. BURNS.
13. – K. – SGT. BYERS. – SGT. TAYLOR. – P/O. WARNER. – SGT WILKINSON. – SGT. WHITAKER. – SGT. JARVIE. – SGT McDOWELL.
14. – E. – F/LT. BARLOW. – SGT. WHILLIS. – F/O. BURGESS. – F/O. WILLIAMS. – SGT. GILLESPIE. – F/O. GLINZ. – SGT. LIDDELL.
15. – C. – P/O. OTTLEY. – SGT. MARSDEN. – F/O. BARRETT. – SGT. GUTERMAN. – F/SGT. JOHNSTON. – F/SGT. TEES. [inserted] [symbol] [/inserted] – SGT. STRANGE.
16. S. – P/O. BURPEE. – SGT. PEGLER. - SGT. JAYE. – P/O. WELLER. – SGT. ARTHUR. – SGT. LONG. – F/SGT. BRADY.
17. – O. – F/SGT. TOWNSEND. [inserted] [symbol] [/inserted] – SGT. POWELL. – P/O. HOWARD. [inserted] [symbol] [/inserted] – F/SGT CHALMERS. [inserted] [symbol] [/inserted] – SGT. FRANKLIN. [inserted] [symbol] [/inserted] – SGT. WEBB. [inserted] [symbol] [/inserted] – SGT. WILKINSON. [inserted] [symbol] [/symbol]
18. – F. – F/SGT. BROWN. [inserted] [symbol] [/inserted] – SGT. FENERON. [inserted] [symbol] [/inserted] – SGT. HEAL. [inserted] [symbol] [/inserted] – SGT. HEWSTONE. [inserted] [symbol] [/inserted] – SGT. OANCIA. [inserted][symbol] [/inserted] – SGT. ALLATSON. – F/SGT. MacDONALD. [inserted][symbol] [/inserted]
19. – Y. – F/SGT. ANDERSON. – SGT. PATTERSON. – SGT. NUGENT. – SGT. BICKLE. – SGT. GREEN. – SGT. EWAN. – SGT. BUCK.
[inserted] [symbol] SURVIVED THE WAR. [/inserted]
[page break]
-2-
[TOP SECRET stamp]
[underlined] EXECUTION [/underlined]
[underlined] Code Name. [/underlined]
7. This operation will be known by a code name which will be issued separately.
[underlined] Date of Attack. [/underlined]
8. The operation is to take place on the first suitable date after 15th May, 1943.
[underlined] Effort. [/underlined]
9. Twenty Special Lancasters from 617 Squadron.
[underlined] Outline Plan. [/underlined]
10. The twenty special Lancasters of 617 Squadron are to fly from base to target area and return in moonlight at low level by the routes given in APPENDIX ‘A’. The Squadron is to be divided into three main waves, viz:-
(a) [underlined] 1st Wave. [/underlined] Is to consist of three sections, spaced at ten minute intervals, each section consisting of three aircraft. They are to take the Southern route to the target area and attack Target X. The attack is to be continued until the Dam has been clearly breached. It is estimated that this might require three effective attacks. When this has been achieved the leader is to divert the remainder of this wave to Target Y, where similar tactics are to be followed. Should both X and Y be breached any remaining aircraft of this wave are to attack Z.
(b) [underlined] 2nd Wave. [/underlined] Is to consist of five aircraft manned by the specially trained crews who are to take the Northern route to the target, but are to cross the enemy coast at the same time as the leading section of the 1st wave. This 2nd wave are to attack Target Z.
(c) [underlined] 3rd Wave. [/underlined] Is to consist of the remaining aircraft and is to form an airborne reserve under the control of Group H.Q. They are to take the Southern route to the target but their time of take-off is to be such that they may be recalled before crossing the enemy coast if the 1st and 2nd waves have breached all the targets.
Recall will probably not be possible unless the first section of the 1st Wave are at POSITION 51o51’ N., 03o00’ E. by Civil Twilight (EVENING) + 30 minutes and the 3rd Wave must be at this position 2 hours 30 minutes later. Orders will be passed to aircraft on the Special Group frequency if possible before they reach the enemy coast instructing them which target they are to attack. Failing receipt of this message aircraft are to proceed to X, Y and finally last resort targets in that order, attacking any which are not breached. Officer Commanding, R.A.F. Station, Scampton, is to arrange for individual aircraft to be detailed to specific last resort targets.
[underlined] Detailed Plan. [/underlined]
11. The 1st Wave is to take off in three sections each of three aircraft and fly to the target at low level by the route given in Appendix ‘A’. Sections are to be spaced at intervals of ten minutes and are to fly in open formation. Height is not to exceed 1,500 feet over England. On leaving the English Coast aircraft are to descend to low level and set their altimeters to 60 feet using the Spotlight Altimeters for calibration. The QFF at various stages of the route is to be carefully noted Aircraft are to remain at low level for the Flight to the target and on the return journey at least until crossing a point 03o00’ E.
[page break]
-3- [TOP SECRET stamp]
as low as possible both going in and coming out even if it is necessary to climb a litt] [sic] later for map reading.
13. On arriving at a point 10 miles from the target the leader of each section is to climb to about 1,000 feet. On seeing this all other aircraft are to listen out on V.H.F. Each aircraft is to call the leader of the Wave on V.H.F. on arriving at the target. Spinning of the special store is to be started ten minutes before each aircraft attacks. The leader is to attack first and is then to control the attacks on TARGETS X and Y by all the other aircraft of the 1st Wave using the Signals procedure given in APPENDIX ‘B’.
14. Number 2 of the leading section of the 1st Wave is to act as deputy leader for the whole of the 1st Wave during the attack on TARGET X. Should the leader fall out No. 2 of the leading section is to take over leadership, and No. 3 deputy leadership, for the attack of TARGET X. For the attack of TARGET Y Number 4 is to take over deputy leadership, or if No. 1 is absent he is to take over leadership, in which event No. 7 is to be the deputy leader. All other aircraft are to return by Route 1, the second three by Route 2 and the last three aircraft of this wave by Route 3.
15. The direction of attack of TARGET X is to be at right angles to the length of the target. The general direction of attack is, therefore, to be S.E. to N.W. Aircraft are not to be diverted to TARGET Y until TARGET X has been breached. If TARGET X is breached, up to two additional aircraft may be used, at the discretion of the leader, to widen the breach in TARGET X providing at least three aircraft are diverted to attack TARGET Y.
16. When TARGET X is seen to be breached beyond all possible doubt the leader is to divert the remainder of the first Wave to TARGET Y by W/T and V.H.F. where similar tactics are to be used for the attack of this target. The general direction of attack of TARGET Y is to be from N.W. to S.E. If target Y is seen to be breached beyond all possible doubt all remaining aircraft of the 1st Wave are to be diverted by the leader to attack TARGET Z independently using the same tactics as the 2nd wave.
18. For the attacks of both Targets X and Y the special range finder is to be used, the height of attack is to be 60 feet and the ground speed 220 m.p.h.
19. The 2nd Wave is to take off and fly to Target Z at low level by the Northern Route given in Appendix ‘A’. Aircraft are to cross the enemy coast in close concentration, but not in formation, at the same time, although at a different point, as the leading section of the 1st Wave. Aircraft on this Wave will be controlled on the alternative V.H.F. channel. The special stores are not to be spun for the attack of Target Z. Aircraft are to attack this target from N.W. to S.E. parallel to the length of the dam and are to aim to hit the water just short of the centre point of the dam about 15 to 20 feet out from the edge of the water. Attacks are to be made from the lowest practicable height at a speed of 180 m.p.h. I.A.S. Aircraft are to return to base independently. First two aircraft by Route 1; second two aircraft by Route 2 and the last by Route 3.
20. The 3rd Wave is to consist of the remaining aircraft and is to form an airborne reserve under the control of Group Headquarters. They are to fly to Target X in close concentration, but not in formation, at low level by the Southern route given in Appendix ‘A’. These aircraft are to be at Position 51o52’ N., 03o 00’ E. 2 hours 30 minutes after the leading section of the 1st Wave have crossed this point on their outward route to the target. Orders for the 3rd Wave will be passed to all aircraft on the special Group frequency, if possible before they reach the enemy coast, instructing them which target they are to attack. Failing receipt of this message aircraft are to proceed to X, Y, and finally, last resort targets in that order attacking any which are not breached. The 3rd Wave are to use tactics of attack
/similar to those …
[page break]
-4- [TOP SECRET stamp]
similar to those used by the 1st Wave when attacking Targets X and Y except that attacks on last resort targets are to be made independently. After attacking, aircraft are to return to base independently at low level by any of the three return routes given in Appendix ‘A’. Aircraft attacking early should take Route 1; the next aircraft Route 2 and the last Route 3.
[underlined] Method of Attack. [/underlined]
21. Aircraft are to use the method of attack already practiced. The pilot being responsible for line, the Navigator for height, the Air Bomber for range and the Flight Engineer for speed.
22. The interval between attacking aircraft is to be not less than three minutes all targets.
23. On all targets except Target Z each aircraft is to fire a red verey cartridge immediately over the dam during the attack. Aircraft attacking Target Z are each to fire a red verey cartridge as they release their special store.
24. All aircraft are to fly left hand circuits in each target area keeping as low as possible when waiting their turn to attack.
[underlined] Time of Attack. [/underlined]
25. The time of attack of each target by each wave is not important to within a few minutes. The time of crossing the enemy coast is, however, all important. ZERO HOUR, which will be given in the executive order, is, therefore, to be the time at which the first section of the 1st wave are to be at POSITION 51o52’ N., 03o00’ E. on the outward route to the target. This time will probably by Civil Twilight (EVENING) + 30 minutes. At this time aircraft of the 2nd Wave should be about Position 53o19’ N., 04o00’ E.
[underlined] Routes. [/underlined]
26. As in Appendix ‘A’.
[underlined] Diversions. [/underlined]
27. The whole essence of this operation is surprise, and to avoid bringing enemy defences to an unnecessary degree of alertness, diversionary attacks must be carefull [sic] timed. H.Q. B.C. will be asked to arrange the maximum possible diversionary attacks so that the first enemy R.D.F. or other warning of the diversionary attacks occurs 20 minutes after the leading section of the 1st wave crosses the enemy coast. No diversionary attacks should be despatched which would cross the enemy coast for a period of one hour preceding the 3rd Wave. 15 minutes after the 3rd Wave cross the enemy coast further diversionary attacks should be made at a maximum strength and should continue, if possible until the 3rd wave are clear of enemy territory on the return journey. Diversionary attacks below 2,000 ft. should not be made in the area bounded by the points (51o00’N., 03o20’E), (51o20’N., 06o30’E), (51o00’N., 10o00’E.)., 52o00’N., 09o00’E.). (53o20’N., 06o00’E.). H.Q. B.C. will also be asked to arrange suitable weather reconnaissance to report in particular on the visibility in the target area at least in sufficient time to recall the Lancasters before they cross the enemy coast if the weather is unsuitable.
[underlined] Armament. [/underlined]
28. (a) [underlined] Bomb Load. [/underlined] – Each Lancaster is to carry one special modified store (UPK5 5P)
(b) [underlined] Ammunition. [/underlined] – All guns to be loaded with 100 night tracer (G VI).
[underlined] Fuel. [/underlined]
29. The Lancasters may take off at a maximum all up weight of 63,000 lbs, [missing letters] 14 boost. As the modified store now weighs about 9,000 lbs. 1750 gallons of petrol can be carried.
Navigation.
[page break]
-5- [TOP SECRET stamp]
switched on at Z – 20 minutes and to remain on for the whole of the operation. This should assist in making an accurate landfall on the enemy coast at the correct time.
31. The route is to be carefully studied before flight and the outstanding features, obstructions and pinpoints noted, particularly water pinpoints. E.T.A.’s at each are to be carefully calculated and if any pinpoint is not found on E.T.A. a search is to be made before proceeding to the next pinpoint. Aircraft may climb to 500 feet shortly before reaching each pinpoint if necessary to help map reading.
32. The maximum use is to be made of the Air Position Indicators.
[underlined] Synchronisation of Watches. [/underlined]
33. All watches are to be synchronised with B.B.C. time before take off on the day of the operation.
[underlined] Secrecy. [/underlined]
34. Secrecy is VITAL. Knowledge of this operation is to be confined to the Station Commander, O.C. 617 Squadron and his two Flight Commanders until receipt of the EXECUTIVE signal. After crews are briefed they are to be impressed with the need for the utmost secrecy because of the possibility that the operation may be postponed should weather reconnaissance prove the weather to be unsuitable.
[underlined] Reports. [/underlined]
35. Each aircraft as soon as possible after it has attacked is to report by W/T on the normal Group operational frequency in accordance with APPENDIX ‘B’.
[underlined] Special Devices. [/underlined]
36. MANDREL and TINSEL are not fitted.
37. IFF is NOT to be used on the outward journey but normal procedure is to be followed on the homeward flight. Any aircraft returning early is NOT to use IFF except after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave.
[underlined] Nickels. [/underlined]
38. Nickels are not to be dropped.
[underlined] INTERCOMMUNICATION. [/underlined]
[underlined] Wireless Silence. [/underlined]
39. Strict W/T and R/T silence is to be maintained until after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave. Any aircraft returning early is NOT to break W/T or R/T silence and is NOT to identify on MF/DF except after Z + 30 minutes for the 1st and 2nd Waves and after Z + 3 hours for the 3rd Wave. Aircraft returning before that time are to cross the English Coast at 1,500 feet at the point of exit and proceed direct to base or the nearest suitable airfield. Otherwise normal operational signals procedure is to be used except as modified by Appendix ‘B’.
[underlined] MF/DF Section. [/underlined]
40. Section D is to be used if required in accordance with Paragraph 39.
[underlined] Executive Order. [/underlined]
41. The executive order for the operation will be given by EXECUTIVE followed by the code word allotted, the date on which the operation is to take place and the time of Zero Hour in British Double Summer Time.
/42.
[page break]
-6- [TOP SECRET stamp]
42. ACKNOWLEDGE BY TELEPRINTER.
(Sgd.) H.V. SATTERLY G/C
Senior Air Staff Officer,
No. 5 Group,
[underlined] Royal Air Force. [/underlined]
Ref:- 5G/101/54/Air.
[underlined] Date:- 16th May, 1943. [/underlined]
[underlined] DISTRIBUTION [/underlined]
[underlined] External. [/underlined] – [underlined] Copy No. [/underlined]
Group Captain J.N.H. Whitworth, DSO., DFC. – 1 and 2.
Headquarters, Bomber Command. (Deputy C.-in-C. personally, or in his absence, Group Captain N.W.D. Marwood-Elton, D.F.C.). – 3, 4 and 5.
[underlined] Internal. [/underlined]
Action Copy (Ops. II). – 6.) Not to be issued until after despatch of Executive Signal.
C.S.O. – 7) Not to be issued until after despatch of Executive Signal.
File. – 8) Not to be issued until after despatch of Executive Signal
Spares. – 9, 10, 11, and 12) Not to be issued until after despatch of Executive Signal.
[page break]
[route map]
[underlined] LEGEND [/underlined]
____________________ Outward routes
- - - - - - - - - - - - - - - - - - - Homeward routes
[symbol] Aircraft “S” missing at this point; arrow denotes direction of flight.
[symbol] Aircraft “M” missing at target [symbol] Other aircraft seen to crash
(w) Aircraft “W” turned back at this point, abortive
[page break]
[diagram of bombing target]
[page break]
THE LONDON GAZETTE 28 MAY 43.
Acting Wing Commander Guy Penrose GIBSON, DSO, DFC, Reserve of Air Force Officers, No 617 Squadron.
This officer served as a night bomber pilot at the beginning of the war and quickly established a reputation as an outstanding operational pilot. In addition to taking the fullest possible share in all operations he made single handed attacks during his ‘rest’ nights on such highly defended objectives as the German battleship TIRPIT then completing in WILHELMSHAVEN.
When his tour of operational duty was concluded, he asked for a further operational posting and went to a night-fighter unit instead of being posted for instructional duties. In the course of his second tour, he destroyed at least three enemy bombers and contributed much to the raising and development of new night fighter formations.
After a short period in a training unit he again volunteered for operational duties and returned to night bombers. Both as an operation pilot and as a leader of his squadron, he achieved outstandingly successful results and his personal courage knew no bounds. BERLIN, COLOGNE, DANSIG, GYDNIA, GENOA, Le CREUSET, MILAN, NUREMBERG, and STUTTGART were among the targets he attacked by day and by night.
On conclusion of his third operational tour, Wing Commander GIBSON pressed strongly to be allowed to remain on operations and he was selected to command a squadron then forming for special tasks. Under his inspiring leadership, this squadron has now executed one of the most devastating attacks of the war – the breaching of the MOHNE and EDER dams.
The task was frought with danger and difficulty. Wing Commander GIBSON personally made the initial attack on the MOHNE dame. Descending to within a few feet of the water and taking the full brunt of the anti-aircraft defences he delivered his attack with great accuracy. Afterwards he circled very low for thirty minutes drawing the enemy on himself in order to leave as free a run as possible for the following aircraft which were attacking the dam in
Wing Commander GIBSON then led the remainder of his force to the EDER DAM where, with complete disregard for his safety he repeated his tactics, and once more drew on himself the enemy fire so that the attack would be successful
Wing Commander GIBSON has completed 170 sorties involving more than 600 hours operational flying. Throughout his operational career, prolonged exceptionally at his own request, he has shown leadership, determination and valour the highest order.
[page break]
[inserted] [underlined] R.A.F. [/underlined] MAPS & [underlined] ROUTES ETC. [/underlined] [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
No. 5 Group Operation Order No. B. 976
Operation Chastise
Description
An account of the resource
A Top Secret document referring to the operation to the Ruhr dams. There is a general section describing the purpose of the operation, a section on defences and the priorities of the attack. There is a list of 19 aircraft and their crew from 617 Squadron for the attack on 16 May 1943. The outline and detailed plans are described with a route plan. A sketch of a masonry dam with a bouncing bomb is included. Finally there is an extract from the London Gazette, dated 28 May 1943 referring to Wing Commander Guy Gibson.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05
Format
The file format, physical medium, or dimensions of the resource
Eleven photocopied sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MWhybrowFHT170690-160926-180001,
MWhybrowFHT170690-160926-180002,
MWhybrowFHT170690-160926-180003,
MWhybrowFHT170690-160926-180004,
MWhybrowFHT170690-160926-180005,
MWhybrowFHT170690-160926-180006,
MWhybrowFHT170690-160926-180007,
MWhybrowFHT170690-160926-180008,
MWhybrowFHT170690-160926-180009,
MWhybrowFHT170690-160926-180010,
MWhybrowFHT170690-160926-180011
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Eder Dam
Germany--Sorpe Dam
Germany--Möhne River Dam
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.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1943-05-16
1943-05-17
5 Group
617 Squadron
aircrew
bombing
bouncing bomb
Eder Möhne and Sorpe operation (16–17 May 1943)
Gibson, Guy Penrose (1918-1944)
Lancaster
Victoria Cross