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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1272/17684/BBrookerWHBrookerWHv1.2.Pdf
24729bb5b19388c22accd4ab9136516e
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Title
A name given to the resource
Brooker, William Harry
W H Brooker
Miller James
J Miller
Description
An account of the resource
11 items. The collection concerns brothers in law James Miller (b. 1919) and
William Harry Brooker (b.1920). It contains propaganda leaflets, two photographs, a NSDAP Car flag, documents and a memoir.
The collection has been donated to the IBCC Digital Archive by Ann Brookfield and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2018-04-02
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Brooker, WH-Miller, J
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined] INTRODUCTION [/underlined]
This is the World War II service history of RAAF Flight Lieutenant W H Brooker, who was decorated with the Distinguished Flying Cross, and also mentioned in Despatches.
After the War Service he was awarded a Diploma of Accountancy and was admitted to the status of AASA and is Certified Practising Accountant. [inserted] AUDITOR 3335 [/inserted]
He was born at Lameroo South Australia on 3rd April 1920. He completed his education in 1934 and was awarded the Dux of the Lameroo Higher Primary School.
Typed for Mr Brooker by Mrs Rhonda Copper
[page break]
[underlined] MY HISTORY WITH BOMBER COMMAND OF THE RAF [/underlined]
I will commence at the beginning of my time on the RAAF, and my World War II service in Bomber Command.
I volunteered for aircrew in the RAAF about June or July 1940, and was called up for the service about 27th February 1941. The entry at that time was called 12 Course: this means the Empire Training Scheme commenced about Jan/Feb 1940, representing an in-take each month. Training took place in Australia, Canada, Rhodesia, Kenya and South Africa. I believe some training did occur in England; but most English trainees were sent overseas, mainly to Canada. I do not think any came to Australia.
The trainees were allotted to specific courses – Pilot, Observer/Navigator, and Wireless Operator/Air Gunner. Certain numbers of Australian trainees were sent to Canada, but after some initial training of about 6 weeks in Australia. The courses for pilots were held at Initial Flying Training Schools. Observers/Navigators went to other places, and Wireless Operators, Gunners went to other places also. The whole course took each category about 6 months. I went to Pearce, WA for initial training – then Ballarat for wireless training, then to Pt Pirie for gunnery, and flew in Fairey Battle aircraft. Observers also went there for bombing training.
I believe that flying training was not undertaken in England, due to the airfields being required for offence, and defensive purposes, and probable to give the rest of the Empire something to do, and of course, the space available.
Of course another reason is the terrible weather in England, especially in the winter months, and the industrial haze. Visibility was very much impaired. In fact, flying training at Operational Training Units (OTUS) could not be undertaken for several days at a time.
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The training in Australia to passing out stage, and the awarding of wings and promotion, took about 6 months. Some were promoted to the Commissioned rank of Pilot Officer, while the remainder became Sergeants.
I believe most of the newly qualified personnel were sent overseas to the United Kingdom, while a lesser number were retained in Australia, to become instructors, or go on to Squadrons, where they would have had to undergo further training on the aircraft, with which each Squadron was equipped, and of course the duties and tactics of the Squadron.
Those who graduated as in gunnery without wireless qualifications, had to go to England, due to Australia not having a need for them. Our gunnery duties were performed by the wireless/air gunner, but only in Beauforts.
Those who went to England were drafted to the Royal Air Force operational training units, for a course of instruction on the aircraft that they would be flying, on operations. These courses lasted several months due to the poor weather. In Australia it would have been about two months or less.
The main OTU for Australians was No 27, located at Lichfield in the Trent Valley. There was also a satellite airfield located at Church Broughton – near Derby.
Bomber Command had about 5 or 6 of these stations. There are located towards the midland, or centre of England, and in Scotland. In fact due to bad weather, several courses were transferred to Lossiemouth, Scotland. I should have said that on arrival in England, we were sent to holding units to live, until vacancies became available and the various OTU. Australians went to Bournemouth on the Channel coast; later this holding unit was transferred to Brighton. I spent about 2 1/2 months at Bournemouth.
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I and several others arrived at 27 OTU Lichfield, in the Trent Valley, on 13th January 1942, but were immediately transferred to a satellite holding camp about 20 miles away. It was a farm called ‘Kings Standing’, supposedly owned by the Prince of Wales. It was very poor, cold, wet and snowed; however we were only there for about 3 or 4 weeks. You can now see that there was a terrific lot of waiting and wasting of time. It would seem that the flow of personnel was quicker, than the absorption rate and getting personnel into operations.
Eventually my group got into real training at Lichfield with classroom subjects on the aircraft, being Wellington Mark IC, being taught the various parts and stations in the aircraft, and of course gunnery. We had a ground rear turret with two Browning 303 machine guns, with belt feed at the rate of about 1150 rounds per minute. The turret could be rotated and the guns elevated, and depressed. We did go to a firing range with turret mounted on a trailer, and being of hydraulic operation, it was powered by a Ford 10HP engine. The ammunition was stored or packed in four containers within the turret. The turrets could be used to measure the wind shift. The guns were sighted on an object on the full beam, and there was a scale on the fixed part of the turret ring, that gave a reading for the Navigator. These engines were widely used for powering searchlights, and as hauling winches for barrage balloons and anti aircraft guns.
Besides being taught gunnery, we had subjects on parachute drill, harness and handling of parachutes, and stowage; entry and exit from aircraft; aircraft identification and recognition; ditching procedure and dinghy drill; how to speak to; and answer the other members of the crew, and the correct patter, or other matters.
Ground subjects would have been aircraft recognition during day and nights. It was necessary to identify between a Messerschmidt 109, Hurricane, Spitfire, Beaufighter Mosquito, V Junkers 88, and later a US Thunderbolt and Focke Wulf 190. We were told of tactics, when caught in searchlights and anti aircraft fire, barrage balloons, and icing of wings (it changes the shape of the aero-foil). Also exits for parachuting and ditching, and getting into the dinghies.
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Also getting into the aircraft on the ground and out, while the engines are running; persons were known to walk into a spinning propeller.
At the end of training at an OUT [sic], the crews were sent on a cross-country exercise. One of the final was at St Tugwell. They flew to St Tugwell, an uninhabited small island in the Irish Sea.
The bomb aimers were able to drop several live bombs, and after that the height was reduced, so that the gunners could fire at the rocks and seagulls.
Reporting to the pilot and crew on what was observed, such as flash, searchlights and attacking fighter aircraft. Of course other categories were undergoing their specialist training, on ground subjects.
After a few weeks, pilots were told to get a crew together. This was done by approaching people they knew. First selection was probably Navigator, and then Wireless operators. At this state [sic] I must say that some navigators became bomb aimers, and had to get used to gunnery at short notice, as they occupied the front turret; and last, the rear gunner, unless he had become known to others. This made up a crew of 5.
Pilots would have had a mixture of ground subject and actual flying, as the latter would have taken longer, especially in the poor weather. The crew of the Wellington would have been made up of instructor pilot, trainee pilot, instructor wireless operator, and instructor rear gunner. The training was what was called circuits and bumps; ie take off circuits and landing taxiing, about 6 times in a lesson.
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[underlined] HISTORY OF BOMBING OR DROPPING BOMBS FROM AIRCRAFT [/underlined]
This had its beginning during the First World War. At the end of the War the British had to decide what direction the Armed Service should go, and in view of the post war reconstruction for the civil population, made it necessary to cut back in finances from the armed forces.
For example, the army commands decided that tanks were only a passing phase; similarly machine guns, and that money would not be spent on those two branches.
Aircraft had been under the command of the Navy and Army, and these two arms would like to continue that way. The Navy and Army were much against aircraft becoming a separate arm of attack or defense, even after WW1, although on 1st April 1918, the Royal Air Force was established as a separate arm. The Army and Navy were against it, probably due to the great expense that was necessary to provide aircraft and all the support activities.
It was after the war that many countries were put under the control of France and Britain. Several of these came to Britain, Palestine, Trans Jordan, Mesopotamia (Iraq) etc. The French got Syria and Lebanon, and we (Australia) got New Guinea. The three armed service were permitted to express their desire and cost. The RAF won, due to the personnel, costs and efforts. This is when aerial bombing both by day and night was developed. It created great opportunities for flying, training, development of aircraft, bombs, and of course the accuracy and development of release mechanism, and the bombsights.
The pilots who took part in these operations [inserted] w[/inserted]ere the same personnel who, on their return and in the 1930’s became the senior officers to command the RAF during World War II. Such names come to mind as, Charles Portal, Arthur Harris, and the Hon. Peter Cochcrane, Lord Trenchard.
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After passing out of the OTU the crew reverted [inserted] were posted [/inserted] to the various squadrons equipped with
2-engined aircraft. This was before the 4-engined machines became available in greater numbers. The type we had were Mark 111 Wellingtons with Bristol Hercules radial engines, with sleeve valves 14 cylinders in two rows. They were faster than we had trained on, and had 4 gunned rear turrets; and ammunition was stored in bins about mid way along the fuselage, and came along in chutes to the turret, up through the floor. These aircraft were also equipped with GEE, a radar navigation aid. This meant that the navigators had to be trained.
On arrival at the squadron at Snaith, Yorkshire, the new crew were sent on short training flights to become accustomed to the new surroundings, and the later aircraft and engines.
At OTU our crew consisted of four Australians, Sergeants and English Pilot Officer. The first operation was for the new pilot to do a second dickie trip with an experienced crew.
It was on this trip that our pilot became very sick, and had to be taken off operations. He later was discharged, but was accepted by ATA (Air Transport Auxiliary). These pilots ferried aircraft from maintenance depots to squadrons etc. Two well-known pilots were Amy Johnson and Jim Mollinson.
These pilots became very expert and versatile and could fly many various makes and types of aircraft.
I was on the tarmac when two ATA pilots came to take two Beaufighters away – one was a woman. But the two aircraft were different; one had Bristol Hercules 14 cylinder radial engines in two rows; the other had Rolls Royce V12 engines. I heard them say, “I have never flown one of those”. So they decided the woman would take the conventional one, with the radial engines. So the man got the manual out and started perusing it; then said “Well, if I get into trouble I will read it then”.
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This resulted in us being a headless crew; however it did not last for long, and we got an English Sergeant, who proved to be very good. He was a spare who had lost his crew when he was off; be he had about ten trips to he credit, so we had him until he clocked up his 30 trips for the tour. He was the pilot who took our next pilot on his second dickie. We were matched with an Australian, he was a Flight Lieutenant who remustered from ground duties and kept his rank.
We have better wireless equipment. All aircraft of the RAF were equipped with an automatic signaling device, known as Identification Friend or Foe (IFF). This was uses over England, and after crossing the North Sea or English Channel, was switched off to prevent the Germans homing on to it. On the return it was switched on when nearing the English coast. Failure resulted in the anti aircraft batteries starting to shoot.
Our first sortie was to Emden on the night of 22nd June 1942 from 23.25 hours, for 6 hours 15 minutes uneventful.
The second sortie: 25th June 1942 from 23.30 hours for 6 hours 40 minutes to Bremen. On the way back we were caught in a cone of searchlight; at about 14,000 ft we twisted etc and lost height and I could fire at searchlights. We were hit by light tracer flak, and sustained a hole in a petrol tank at the top.
The next operation was termed “Gardening”, and consisted of dropping mines in the Kiel Canal, from about 700 feet, on parachutes so as not to damage them and keep them live, until a ship passed over them. We carried two at about 2000 Ibs each. This type of attack was fairly frequent and rendered substantial results. The time was 3 hours 50 minutes after take off at 0145 on 8th July 1942.
All my operations were at night.
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The next trip was on the same day, and with take off at 23.35 hours to Wilhelmshaven for 5 hours 35 minutes. We were chased by a Mersserschmidt 109 but were able to take evasive action.
Still during July we went to Duisberg three times. On one occasion we sighted a Junkers 88 twin-engine night fighter, but we took evasive action. It was the tactic not to allow an attack before the range closed. Of courses we do not fire; the tracer bullets would have shown our position. It was said that the Germans, on identification of the bombers, did not want to take on the four guns.
On another mission on 11th August 1942, we went to bomb Mainz from 2215 hours for a flight of 6 hours 30 minutes. We saw several aircraft go down. One was on fire and we saw 3 parachutes appear. The rest of this story had a sequel. I was sent on a gunnery course, and we were asked to tell of our experiences; so I mentioned the parachutes, and sitting next to me the person said, “I was one of them”.
To continue, he landed safely in France and was rescued by the French, and he was passed on to various locations, and was back in England within 19 days. This resulted in him not being used, to fly over France and Germany again.
Other sorties were to Frankfurt; during the trip I saw a Focke Wulf 190, a single radial engine German fighter. It was the first sighting of this type of aircraft at night. All crews were interrogated on their return. My story resulted in me being called by the Intelligence Officer the next afternoon.
We went to Kassal, Saarbrucken twice, Karlsruhe, Bremen (sustained holes from flak, anti aircraft fire), Duisberg and Bremen again.
Mine laying among the Friesian Isles twice, and St Nazaire (Bay of Biscay)) twice, Saarbrucken again.
Lorient mine laying.
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On 8/11/42 at 1740 hours we went to Hamburg for a flight of 6 hours and 30 minutes. You will notice that take off was quite early and this could be achieved due to the less hours of daylight. This was my thirtieth operation and resulted in me being ‘screened’, the term used for term expired aircrew.
The crews were quite often broken up and sent to operational trainings as instructors for a rest period. I went back to Lichfield, Staffordshire. I was sent on a specialist course at a training unit to do an air gunnery instruction course, which lasted about 2 months. On completion of the course I returned to Lichfield, but after a few days I was sent to the Satellite Church Broughton airfield, as an instructor. The station was not very large, only about ten aircraft, being Wellingtons. It was not very far from Derby. There was one activity of interest there being the testing of Gloster Meteors Mark 1 and Mark 11, being pure jet aircraft. As an aside, there was a Wellington fitted with a jet engine in the tail of the fuselage as test aircraft. Part of the test was to feather the two piston engines, and fly just of the jet, I believe it was quite fast.
The Commanding Officer was an Australian Wing Commander, Ken Baird from Ballarat, an early appointment of an Australian.
On 3/10/1943 I was sent on a short gunnery course of 3 weeks, mainly flying against attacking aircraft.
At the end of October, I was sent to a heavy conversion unit, to meet a new crew of Australian and one Englishman, to be trained for Lancasters. The five Aussies had just passed out of 27 OUT on Wellingtons at Lichfield. The Englishman was our Flight engineer who had remustered from a fitter. This course took about two months; part of familiarization on the ground and flying take off circuits, landing, and later cross-country, mainly at night.
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In fact, our first 4-engined flight was in a Halifax for about 3 trips. It can be mentioned that the instructor pilots were, of course, screened from operations and could fly either Halifax or Lancasters. We were at two stations in Lincolnshire at Skellingthorpe and Swinderby. Our conversions finished on 23/12/1943 and we were posted to 463 RAAF Squadron at Waddington, Lincolnshire about 3 miles south of the city of Lincoln.
We were one of the foundation crews of 463, which was formed by taking several crews from 467 RAAF, and then building up to about 20 crews each. 467 had been stationed at Bottesford, which is a bit further inland, and was a new war-time airfield. Waddington was and still is, a permanent station being built up during the First World War. In fact it was an airfield before WW1. The citizens of Lincoln are very proud of Waddington airfield, and the staff have in more recent times been granted the freedom of the city.
As an aside, Lincoln has been classed as a City for several hundred years. The lord Mayor carries the title of Right Worship; even the lord Mayor of London only has the title of Worshipful. The Australian Sister City of Lincoln is Port Lincoln.
Our operations with 463 Squadron commenced on 2/1/1944; but we did not complete the mission due to icing, and could not gain the height of 20,000 feet, so we returned, as we could only reach about 12,000. So we jettisoned the load safe over Holland. The next trips were to Brunswick, Magdebur, then 4 to Berlin. On the second to Berlin we shot down a Focke Wulf 190 single engine fighter from a range of about 40 yards. The trips took about 8 to 9 hours.
Other targets were Liepzig, Stuttgart twice, Schweinfurt, Augsburg.
After these I went to the Central Gunnery School to partake in a specialist course for gunnery leaders for three weeks during the month of April.
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On my return to 463 Squadron my crew was still there, they had survived about 10 operations; this put us about level in the count. They had to do 30 sorties and I only 20.
The targets now switched from Germany to France.
8th April 1944, we bombed an airfield near Brest. Other targets were Lille (railway yards), Boug Leopold, St Martins camp, gun emplacements at Cherbourg. These were coastal batteries and you can now see we were preparing for the “D” Day landing on the 6th June 1944.
It might be mentioned that larger bombs were capable of splitting the gun barrels, and more accurate.
The strategy was to put coastal batteries out of action and to hamper transport to the French coast. Also to put the Luftwaffe out of action, which was virtually achieved by D Day – done by attacking airfields and destroying the aircraft on the ground, and the facilities.
Another target was the railway marshalling yards at Saumur. We did not drop our bombs, but were ordered to return with the load, probably due to an earlier wave about to destroy the target.
3rd June we bombed a wireless station at Cherbourg. The bomb loads would be increased for those close targets, and be varied to high explosive 500 pound. The load would have probably been 16,000 pounds – 8 tons. The petrol would have been reduced from 2154 gallons to perhaps 1000 gallons.
The weather was very poor in early June; and landing barges etc were loaded, and took refuge from the high seas around Isle of Wight. The weather cleared toward the 5th June and improved further to permit the landings and flights to be made.
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Our target was gun emplacements at Pierre du Mont. Our take off was at 0243 on 6th June and took 4 hours 29 minutes. After bombing we headed southwest to be clear of other operations. On the return, an American Thunderbolt fighter followed for about 10 minutes, probably a bit lost, to access the course home.
Again on 6th June at 2319 yours [sic] we went to a road junction at Argentan, this was to delay the German reinforcements coming to counter the allied armies in Normandy.
Other sorties were to Rennes railway yards and Orleans railways. The latter on 10th June was my last of 52 missions.
Then on leave when returning to Lichfield.
Here I can mention that once aircrew personnel had commenced operations, they were granted leave of 1 week every 6 weeks, and this continued until the end of the war.
Aircrew was given a special flying meal before an operation, and a similar one on return. The menu was always bacon and eggs. Some crew members were given coffee to drink and biscuits to consume during the flight. However this was a bit difficult to handle – take off gloves, pour out into top of thermos flask in total darkness, and minus 40 degrees Celsius. Of course there was always the danger of an attack. The crew had to be on the watch and alert at all times. The gunners rotated their turrets from side to side all the time, and the mid upper could do a complete circle. The only crew member not watching the sky was the navigator, he was the only one in a lighted cubicle. The pilot would also need to watch the instruments, and the Engineer to keep checking the fuel levels, for the amount and transfer and for cross feeding. He had to complete the log.
The wireless-operator stood looking out the astrodome, if he was not required to listen out.
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After take off, the strategy was to climb to our operating height of about 20,000 feet to be above the range of light anti-aircraft fire, and increase the inaccuracy of the fire from larger caliber guns, also perhaps to make it more difficult for fighter aircraft.
Depending on the route to the target, we could still be climbing over the North Sea, but if the route were over Northern France, Belgium, Holland the climbing would have been over England.
The heavy anti-aircraft gun fire was close, when the puffs of black smoke from the shell bursts were at around our level; and closer if you could hear the shell bursts about the noise of the aircraft; and a real close one when the smell of the burst could be smelt even when an oxygen mask was worn.
Oxygen masks were worn all the time, because of the microphone for the intercommunication, within the aircraft. Oxygen was put on at about 5000 feet, although no real effects would be felt until about 10,000 were reached. It was usual for the pilot to call up each crew member about every 15 minutes. If no answer was received it was usually the wireless operator who would go to the position. The mid upper gunner was able to see whether the front and rear turrets were moving.
There were small portable oxygen bottles for use when crew members had to move about.
Searchlights, which I must mention briefly, were used to locate flying aircraft and could illuminate up to 20,000 feet, to aid night fighters and anti-aircraft fire. If searchlights had locked onto an aircraft and then went off, it was sign that a fighter attack may occur. In some instances a large number of lights may lock on; this was disconcerting, as they had a blinding effect and upset the pilots view of the instruments. The most frightening was if the aircraft was under cloud, as each light threw a shadow of the aircraft on the clouds.
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Up to now you may have been wondering how it was decided as to where the targets for Bomber Command would be aimed.
There were Committees of the Chiefs of Staff of the three services, and strategists, as to what would retard the enemy and aid other forces-army-navy. Such targets would be listed. Some that can be mentioned were shipping ports, u-boat facilities, transport, war factories, oil and mining, army, navy and Luftwaffe installations.
There were some targets that may be hard to hit, out of range; others the amount of damage that could be caused and the effort to be incurred to repair it. Bombing an airfield may not be of great result unless aircraft and buildings were destroyed. Bomb craters on the airfield could be reinstated within a few hours.
Alternatively factories could put out of action, or output was substantially reduced for several weeks, or remain as production reduced, for a considerable time.
Oil refineries would have to suffer direct hits and are reasonably small in unpopulated areas.
Populated areas did suffer damage and civilian deaths. This put a strain on other civilian activities, and caused the workers to miss out on work attendance while they attended to home type duties.
Having damaged a highly productive war production area such as the Ruhr Valley. After a series of raids such damage would take some time to repair, and bomber efforts would be directed elsewhere for some time, before it was seen to be useful to revisit those targets.
You will see that the targets that I’ve attacked were an attempt to retard the German war effort, and to take the war to the German people. There were some targets that were attacked that were an urgent nuisance. Like attacking the pocket battle ships as they progressed through the English Channel, and the battleship Bismark as it proceeded in the Atlantic.
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The Chief of Air Staff would have a short list of targets that should be visited provided the conditions were favourable.
The Squadrons would be notified by about 10am that operations were to be prepared for; this would include petrol load, bomb load and types of bombs. Other personnel would be advised of the target and route to be taken. The routes were planned to miss the heavily defended areas, and also to avoid night fighter airfields in close proximity.
The battle order was prepared and posted, so crews knew who were involved. After lunch the pilots and navigators were called to the briefing room for a pre briefing as to target and route. The pilots left early, while the navigators took an hour or so to prepare their charts.
Depending on the time of take off, the timing of the full briefing was fixed when all crew members attended. The Wing Commander named the target and showed the route; the Navigation Officer expanded on the route.
The Intelligence Officer told of the defences etc. The Meteorology Officer (not necessarily an RAF officer) told of the weather for take off etc, along the route, at the target area, the return route and landing.
The wireless operators were given the details of call signs and wave lengths etc on flimsy rice paper so that it could be eaten to destroy it.
During the afternoon an air test of an aircraft could be undertaken, especially if an aircraft had had some special work performed on it. This was limited to some degree due to the petrol being topped up, and the bombs had still to be loaded. The aircraft should be loaded if possible in daylight to observe the blackout.
Security – as soon as the operation was announced some telephone services around the airfield were cut. Public telephones in the base and in the streets and messes were cut.
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All aircraft were dispersed around the airfield to isolate them from an attack and to minimize any damage. It was therefore necessary to have buses or covered trucks with seating, to take the aircrews from the hangars or briefing rooms etc to the aircrafts.
On the return the transport picked up the crews to take them back to the briefing room for interrogation as to their efforts. Every aircraft carried a camera to photograph the result of their bombs. Flares were released to light the target as the bombs dropped, and the camera would run with shutter open until the falling time had elapsed. These photographs were assessed and the crews were told of the result.
In addition photography reconnaissance aircraft were dispatched to be over the target in daylight and take more photographs. Various aircraft were used such as Spitfire, Mosquitoes etc. A Murray Bridge pilot was on one of these units, David Rice. I believe he flew a Spitfire.
Spitfires were specifically prepared, no guns, no armor plate, to reduce weight. The rivets on the fuselage were rubbed down flush to reduce drag and the fuselage polished, no paint.
We were issued with special flying underwear and heated flying suits. The pilot, flight engineer and navigator were in a heated section of the plane, did not need anything special. We were also given an escaping kit to be used in the event of coming down in Europe. The kit contained a compass kit, buttons, war rations etc, money appropriate to the area over which the route took us.
Lectures were also given as to what to say when under enemy interrogations upon capture. The usual period of interrogation was only a day or two before transfer to prisoner-of-war camps.
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If you were able to evade capture, information was given as to how to behave and of course to obey the French Resistance, as to the route to be taken and how to travel. Of course Switzerland was a haven and arrangements were made to repatriate personnel. Another place to head was Spain, but it was further and the mountain range a barrier.
Information was also given to be wary of allied persons who become friendly and quizzed of secrets etc of operations. There were several known RAF personnel who had become stool pigeons, and were given favours by the Germans for information gleaned.
One of these was an RAF man called Flying Officer Metcalf-Freeman. The story of his end was that upon his arrival back in England he was arrested and put into prison for trial. Of course the pictorial media had a field day over this. Fancy a hero, after being in a POW camp for several years, not being allowed to return home to see his wife and family etc. Who saw the film – “The Great Escape” there was an informer in that.
During 1944 Waddington had two crews who become the newsreel photographers. These were both Australian crew. The 35mm camera was mounted in the front turret and the plane carried an extra person who probably gave some instruction to the front gunner. The film was a record of the bombing, and was shown in the London cinemas the next afternoon. One of the pilots was Keith Schutz from Kapunda or Eudunda, and now resides in the Modbury area.
The bomb carrying capacity of the several bombers was:
Wellingtons 4000 Ib crew of 5
Halifax 8000 Ib crew of 7
Mosquito 4000 Ib crew of 2
US Flying Fortress 4000 Ib crew of 10
Lancaster 16000 Ib crew of 7
Stirling 8000 Ib crew of 7 or 8
Now you which aircraft was the most effective for crew number involved.
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[underlined] Aids to Bombers [/underlined]
I mentioned GEE earlier. This was a radar device which had three transmitters in England separated by 100 miles or so. They each sent a signal that was picked up by the set in the aircraft, and the signals inspected on the screen, showed a position that could be plotted on a specifically prepared chart, to give the position over the earth. It was very accurate but its range was only 400-450 miles. The Germans devised a method to partially jam it. We were able to bomb on the position given by GEE.
Later a radar device came into being known as H2S. It was self-contained radar fitted to the underside of the fuselage and it scanned the earth like map reading. It would distinguish between water, land, and gave a picture. It could pick up ploughed fields against trees, forest or meadow. Not every Lancaster was fitted with it, and only squadrons used for making targets.
Talking of special squadrons. There was the pathfinder force made up of well-trained and experienced crews. They went off a few minutes before the main force with the purpose of locating the target, marking it with coloured flares or bomb blasted. They then flew around to assess the marking and report to the main force by RT as the aiming point.
Later developments were for the location and marking to be done by a Mosquito and even by Leonard Cheshire in a Mustang. These were done at lover level.
Another development was to use Mosquito night fighters to accompany the Lancasters, with the aim of getting the German night fighters. This operation was referred to as Intruders, and was quite successful.
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Some Mosquito bombers were fitted with a radar device known as Oboc. This was a navigation signaling system to correct the pilot’s course over the target-bombing run. It had a system of lights in the cockpit to indicate bombing run, and bomb bay doors open, and dropped the bombs, After that the pilot closed the bomb bay doors and turned for home.
A few Lancasters in 1943 and onwards were fitted out with extra wireless and media receivers and transmitters.
They carried extra crewmembers that could speak German, and listened out to hear the German ground controllers and night fighters. They were to give countermanding messages or false messages to confound the night fighters and send them off in the wrong direction. They would have known the target and route. This was called A.B.C. airborne cigar.
Another devise was called Tindal and this was a method of transmitting a noise over the German wavelengths so that the WT & RT (Wireless Telegraphy & Radar Transmission) could not be used. The noise was generated by a microphone fitted to one of the engines. Later it was fitted to the wireless operations gene motor, which was just as effective.
One of the most successful devices was called Window. This was a large number of tin foil strips cut to a certain length and about 1/16” wide. The length of the strip was cut so as to jam to enemy radar, to such an extent that the screens were a total blur of colour and could not show a target, and put the ground, night fighter and anti-aircraft radar, out of action. I think the first target was Hamburg and resulted in great destruction. Even the bitumen streets were alight. The wireless operator fed those bundles out through the flair chute when the target was being reached.
The aim was to cause the conflagration caused by the incendiary bombs. The bomb load consisted of blockbusters, incendiaries and high explosive.
19
[page break]
Incendiaries were packed into containers about 50-60 per container.
Just a short portion on the Commander in Chief, Air Chief Marshall, Sir Arthur Traver Harris. Some people did not like him because of his manner in some instances. However, these people in high places had to be very careful what they said about him and to whom.
We must not forget that Churchill and quite a number of others recognized he was a champion. This was even agreed and echoed by Roosevelt, General Arnold etc and later by Eisenhower when he was supreme Commander European theatre.
Bomber Command was divided into five main groups and all the Commanders were well-known and proven officers and had served with Harris for many years overseas and at home.
With the defeat of the Dutch, Belgians, and French etc and after the evacuation of the British Army from Dunkirk in 1940; only one force carried the war to the German people. This was Bomber Command, especially from 1942 to D Day, commanded by Harris.
METRIC CONVERSION
Feet to Metres x 0.3048
Miles to Kilometres x 1.609
Gallons to Litres x 4.544
Pounds to Kilograms x 0.4536
20
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Title
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World War II service History of Flight Lieutenant WH Brooker DFC
Description
An account of the resource
WH Brooker volunteered in June or July 1940. He was called up on 27 February 1941 and trained in Pearce, Western Australia. On transfer to UK there were delays in further training.
Initially he served on Wellingtons at Snaith. He describes individual operations starting with Emden. After 30 operations he was transferred to an Operational Training Unit as an instructor, firstly to Lichfield then to Church Broughton. He then transferred to a Heavy Conversion Unit, training on Halifaxes and Lancasters, based at Skellingthorpe and Swinderby. He was then posted to Waddington with 463 Squadron, RAAF. After several operations he transferred to a specialist gunnery course before returning to 463. Bombing operations were switched to France to assist in hampering German reinforcements after D-day. He describes the various roles of the crew during a flight and how targets were decided by the High Command. He concludes with aids to bombers -GEE, H2S, Oboe and Pathfinders. Also he describes counter measures such as ABC, Tidal and Window.
This item was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
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WH Brooker
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20 typed sheets
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BBrookerWHBrookerWHv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Australia
Western Australia
Victoria--Ballarat
Great Britain
England--Bournemouth
England--Brighton
Germany--Bremen
Germany--Kiel Canal
Germany--Wilhelmshaven
Germany--Kassel
Germany--Karlsruhe
Germany--Friesland
Germany--Hamburg
England--Lincoln
Germany--Magdeburg
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Augsburg
France--Brest
France--Lille
Belgium--Leopoldsburg
France--Cherbourg
France--Saumur
France--Orléans
France--Rennes
Germany--Frankfurt am Main
Germany--Braunschweig
Germany--Mainz (Rhineland-Palatinate)
Germany--Duisburg
Germany--Saarbrücken
Germany--Emden (Lower Saxony)
Victoria
France
Germany
Belgium
Germany--Ruhr (Region)
England--Hampshire
England--Lincolnshire
England--Sussex
France--Saint-Nazaire
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Georgie Donaldson
27 OTU
463 Squadron
467 Squadron
Air Transport Auxiliary
aircrew
anti-aircraft fire
Beaufighter
bombing
Fw 190
Gee
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Hurricane
incendiary device
Ju 88
Lancaster
Me 109
Meteor
mine laying
Mosquito
Oboe
Operational Training Unit
Portal, Charles (1893-1971)
RAF Bottesford
RAF Church Broughton
RAF Lichfield
RAF Skellingthorpe
RAF Snaith
RAF Swinderby
RAF Waddington
Roosevelt, Franklin Delano (1882-1945)
searchlight
Spitfire
training
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/201/10044/BBaileyJDBaileyJDv1.1.pdf
3a146f510c94f18f8643a8ac43ad6772
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Title
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Bailey, John Derek
John Derek Bailey
Bill Bailey
John D Bailey
John Bailey
J D Bailey
J Bailey
Description
An account of the resource
17 items. Two oral history interviews with John Derek "Bill" Bailey (b. 1924, 1583184 and 198592 Royal Air Force) service material, nine photographs, a memoir and his log book. He flew a tour of operations as a bomb aimer with 103 and 166 Squadrons from RAF Elsham Wolds and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bailey and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2016-12-07
2017-01-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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Bailey, JD
Transcribed document
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Transcription
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[centred] “WAS IT ALL A DREAM” [/centred]
[centred] The Memories of a Wartime Bomb Aimer Bill Bailey with No. 1 Group Bomber Command February 1942 to April 1947
These things really happened. I now have difficulty in remembering what I did yesterday but happenings of Fifty-odd years ago seem crystal clear, or
Was it all a dream? [/centred]
[page break]
Chapter 1. Enlistment – Royal Air Force Training Command.
The story begins on 2 February, 1942, my 18th. Birthday, when I rushed off to the recruiting office in Leicester and enlisted in the Royal Air Force Volunteer Reserve as potential aircrew. Being a founder member cadet (No. 6) of 1461 Squadron Air Training Corps was a help. I passed the various medicals, etc[sic] and was sent to the aircrew attestation centre in Birmingham for the various tests for acceptance as aircrew. Like most others I wanted to be a pilot but on the day I attended I think they had that day’s quota of pilots. It was said my eyesight was not up to pilot standard but I could be a navigator. I was said to have a ‘convergency’ problem and would probably try to land an aircraft about ten feet off the deck.. I was duly accepted for Navigator training. The procedure was then to be sent home, attend ATC parades regularly and await further instructions. This was known as ‘deferred service’ and with it came a letter of welcome to the Royal Air Force, from the Secretary of State for Air, at that time Sir Archibald Sinclair, and the privilege of wearing a white flash in my ATC cadet’s forage cap which denoted the wearer was u/t (under training) aircrew.
So it was that on the 27 July 1942 I was commanded to report for service at the Aircrew Reception Centre at Lords Cricket Ground, St. Johns Wood, London. I was now 1583184 AC2 Bailey, J.D., rate of pay two shillings and sixpence per day. We were billeted in blocks of flats adjacent to Regents Park and fed in a vary[sic] large underground car park at one of the blocks or in the restaurant at London Zoo. Talk about feeding time at the Zoo!! A hectic three weeks followed, issue of uniforms and equipment, dental treatment, numerous jabs, endless square bashing - the ATC training helped. Lectures on this, that and everything including the dreaded effects of
[page break]
VD, the latter shown in glorious Technicolor at the Odeon Cinema, Swiss Cottage. Not that this was of much consequence at that time because we were reliably informed that plenty of bromide was put in the tea.
One day on first parade I and one other lad from my Flight were called out by the Flight Corporal, a sadistic sod, who informed us we had volunteered to give a pint of blood. Apparently we had an unusual blood group and some was required for what purpose I have never really understood.
Having completed the aforementioned necessities it was a question of what to do with us next.
The next stage of training was to be ITW (Initial Training Wing). but there was congestion in the supply line from ACRC to the ITW’s so a “holding unit” (this term will crop up from time to time) had been established at Ludlow and it was to there that we went.
Ludlow consisted of three Wings in tented accommodation and was progressively developed into a more permanent establishment by the cadets passing through, using their civilian life skills. We were allowed (officially) one night in three off camp so as not to flood the pubs, of which there were many, with RAF bods, and cause mayhem in the town.
Four weeks were spent at Ludlow. It was said to be a toughening up course and it was certainly that.
Next stop from Ludlow was to an ITW. Most ITW’s were located in seaside towns with the sea front hotels having been requisitioned by the Air Ministry. In my case I was posted to No.4 ITW at Paignton, Devon where I was to spend the next twelve weeks living in the Hydro Hotel, right on the seafront near the harbour.
Twelve weeks of intensive ground training. At the end of this period I was at the peak
[handwritten in margin] followed (needs a verb[?]) [/handwritten in margin]
[page break]
of fitness and having passed my exams was promoted LAC – pay rise to seven shillings a day.
One of the subjects covered at ITW was the Browning .303 machine gun and I well remember the first lecture on this weapon when a Corporal Armourer giving the lecture delivered his party piece which went as follows: “This is the Browning .303 machine gun which works by recoil action. When the gun is fired the bullet nips smartly up the barrel, hotley [sic] pursued by the gases …”. Applause please!
Another subject learned was the Morse Code and here again the training in the ATC stood me in good stead.
The next phase would be flying training, but when and where?
On New Years[sic] Day 1943 we were posted from Paignton to yet another ‘holding unit’ at Brighton. The move from the English Riviera to Brighton was like going to the North Pole. At Brighton we were billeted in the Metropole Hotel. More lectures, square bashing and boredom, until, after about three weeks, on morning parade it was announced that a new aircrew category of Airbomber had been created and any u/t Navigators who volunteered would be guaranteed a quick posting and off to Canada for training.
Needless to say, yours truly stepped forward and within a week had been posted to Heaton Park, Manchester which was an enormous transit camp for u/t aircrew leaving the UK for Canada, Rhodesia or America for training.
They used to say it always rains in Manchester and it certainly did continuously whilst I was there. Anyone who has seen the film “Journey Together” will have seen a departure parade at Heaton Park in pouring rain. I am told that on the day that film was shot it was fine and the fire service had to make the rain. Sods Law I suppose!
[page break]
Chapter II. Canada – The Empire Air Training Scheme.
Next, after a farewell meal of egg and chips (In 1943 a delicacy), and a few words from the C in C Training Command, it was off to Glasgow to board the “Andes” for our trip to Canada.
The ‘Andes’ was said to be jinx ship in port. She didn’t let us down. In the Clyde she dropped anchor to swing the compass and when she tried to up anchor a submarine cable was wrapped around it. After a couple of days we finally left the Clyde and I endured six days of seasickness before arriving in Halifax, Nova Scotia and then to yet another enormous transit camp at Moncton, New Brunswick where we enjoyed food that we had not seen in the UK since the start of food rationing. It was in a restaurant in Moncton that I had my very first ‘T’ Bone steak.
The first task at Moncton was issue of cold weather kit to cope with the Canadian winter and Khaki Drill to cope with the very hot Canadian summer. We were at this time in the middle of the winter and colder than I had ever experienced before.. The next stop should have been to a Bombing & Gunnery School but before that there had to be the inevitable ‘holding unit’. So it was off to Carberry, Manitoba, five or six days on a troop train, days spent seeing nothing but trees, frozen lakes, the occasional trace of habitation and the odd trappers cabin. At intervals on the journey across Canada, people were taken off the train suffering from Scarlet Fever. It was believed that this disease came from the troopships.
As we passed through Winnipeg on our journey, for the first time we were allowed off the train and as we went from the platform to the station concourse we were greeted with bands playing a huge welcome from the good people of Winnipeg. They had in Winnipeg the “Airmens Club” and an invitation to visit if there on leave. They
[page break]
had a wonderful system of people who would welcome RAF chaps into their homes for a few days or a weekend when on leave. This was to stand me in good stead as you will hear later.
Shortly after arrival at Carberry I fell victim to Scarlet Fever and spent five weeks in isolation hospital at Brandon after which I and a fellow sufferer by the name of Peter Caldwell had two weeks sick leave in Winnipeg and the Airmens Club arranged for us to stay with an English family. Wonderful hospitality. The Canadians were wonderful hosts to the Royal Air Force.
Carberry and Brandon were, of course, on the Canadian Prairies and whilst in hospital at Brandon, one night and day there was a terrible dust storm and despite the usual Canadian double glazing, everywhere inside the hospital was covered in black dust. This is probably of little interest but to me at the time was an amazing phenomenom.
Now it was back to reality and a posting to 31 Bombing & Gunnery School at Picton, Ontario. A two day journey by train around the North Shore of Lake Superior to Toronto and Belleville and then twenty plus miles down a dirt road to Picton. The airfield still exists, on high ground, overlooking the town on the shores of Lake Ontario. The bombing targets were moored out in the lake and air gunnery practice took place out over the lake.
The weather during this spell was very hot and flying was limited to a period from very early morning until midday. Canadian built Ansons were used for bombing practice and Bolingbrokes, which were Canadian built Blenheims, were used for air to air gunnery practice. The target drogues were towed by Lysanders.
Nothing outstanding took place at Picton except perhaps for our passing out party which we held in Belleville. In my case, being full of Canadian rye whisky of the
[page break]
bootleg variety I literally passed out and for many years afterwards could not even stand the smell of strong spirits.
Having recovered from the passing out the next stop was No. 33 Air Navigation School, RAF Mount Hope, Hamilton. Ontario. Mount Hope is now Hamilton Airport. Navigation training in Ansons was fairly uneventful and ended with us receiving our Sergeants stripes and the coveted “O” brevet. (Known to all as the flying arsehole) The “O” brevet was soon to be replaced with brevets more appropriate to the trade of the wearer, ie “B” for Airbombers, “N” for Navigators, etc. Next it was back to Moncton for the return to the UK.
The return voyage was on the ‘Mauritania’ where there were only 50 sergeant aircrew who were to act as guards on the ship which was transporting a large number of American troops. O/c. Troops on the ship was a Royal Air Force Squadron Leader. To our amazement when the Americans boarded the ship they had no idea where they were going. Most seemed to think they were going to Iceland and when we told them Liverpool was our destination they could not believe it. We were asked where we picked up the convoy and when we told them we did not go in convoy this caused a great deal of consternation. All the troopships going back and forth between the UK and North America were too fast to be in convoys and fast zig zag runs were made across the Atlantic. It was very long odds against the likelihood of encountering a U Boat..
Having safely arrived in Liverpool our next temporary home was yet another ‘holding unit’.
[page break]
Chapter III. Flying Training Command.
This time it was the Grand Hotel in Harrogate overlooking the famous Valley Gardens.
The RAF had taken over both the Grand and Majestic Hotels. Sadly the Grand has now gone. I rcall our CO at the Grand was Squadron Leader L E G Ames the England cricketer. Time at Harrogate awaiting posting was filled by swimming, drill, the usual time filling lectures, etc. We did, of course, get what was known as disembarkation leave. I went home and whilst there my granddad, with whom I had always had a very close relationship, took ill and died at the age of 85 and I was very grateful that I had been able to talk to him and to attend the funeral.
Christmas was spent at Harrogate, there being a ban on service travel during the Christmas period. On, I believe, Boxing Day, Maxie Booth and myself were in Harrogate, fed up and far from home, when we were approached by a chap who asked if we were doing anything that night, to which we replied “No”. He then said he was having a small party at home that night and had two Air Ministry girls billeted wit6h his family and would we like to join them. We readily accepted and when we arrived at the party we found that one of the girls was Maxie’s cousin. Small world! Still at Harrogate on my birthday 2 February, now at the ripe old age of 20. My room mates contrived to get me very drunk. I will spare you the details.
After a short time we were posted to Kirkham, Lancs to yet another holding unit, for a couple of weeks and then onward to Penrhos, North Wales, 9(O) Advanced Flying Unit for bombing practice. We were using Ansons and 10lb practice bombs. In Canada the Ansons had hydraulic undercarriages but at Penrhos they were Mk1 Ansons and it was the Bombaimers job to wind up the undercarriage by hand. A hell
[page break]
of a lot of turns on the handle – not much fun.
Next move was to Llandwrog, Nr. Caernarvon for the Navigation part of the Course. Same aircraft flying on exercises mainly over the Irish Sea, N. Ireland, Isle of Man, etc. Llandwrog is now Caernarvon airport with an interesting small museum. [handwritten in margin] museum since closed [handwritten in margin]. Llandwrog was unusual in that the airfield and our living site were below sea level, a dyke between us and the Irish Sea. Because of this there was no piped water or drainage on our site and it was necessary to carry a ‘small pack’ and do our ablutions at the main domestic site which was above sea level. I, and a pal or two went into Caernarvon for a weekend in the Prince of Wales Hotel to get a bit of a civilised existence for a change. However our stay at Llandwrog was quite brief.
The 1st. March 1944 was very significant in that it marked the move from Flying Training Command to Bomber Command. 83 Operational Training Unit at Peplow in Shropshire. Never heard of Peplow? Neither had I, it is a few miles North of Wellington. [handwritten in margin] Peplow was formerly Childs Ercall – renamed to avoid conflict with High Ercall airfield, nearby, I understood. [handwritten in margin] We arrived by train at Peplow, in the dark, station ‘lit’ by semi blacked out gas lamps. Arriving at Peplow were Pilots, Navigators, Bombaimers, Wireless Operators and Gunners from different training establishments.
Somehow, the next day, we sorted ourselves out into crews of six, Pilot, Nav, Bombaimer, W/Op and two gunners and were ready to start the business of Operational flying as a bomber crew.. We had never met each other before but were to spend the next few months living together, flying together and relying on each other, and developing a unique comradeship..
Peplow was notable for several things. From our living site, the nearest Pub was five miles in any direction. Having twice walked in different directions to prove the
[page break]
mileage we quickly acquired pushbikes. At that time there were no sign posts. One night doing ‘circuits and bumps’ in a Wellington we were in the ’funnel’ on the approach to the runway, skipper put the flaps down and the aircraft started to make a turn to port which he could not control. He ordered me to pull up the flaps and he then regained control. We then climbed to a respectable height and skip asked me to lower the flaps. The same thing happened again, an uncontrollable turn to port and quickly losing height. Flaps pulled up and normal service resumed. Skip then got permission from Air Traffic to make a flapless landing which he managed without running out of runway. We taxied back to dispersal and on inspection found that when the flaps were lowered only the port side flaps came down. Apparently a tie rod between port and starboard must have come apart. Could have been nasty!
On a lighter note, when cycling back to camp from Wellington one night I had a problem with the lights on my bike and was stopped by P.C Plod and booked for riding a bike without lights. Fined 10 shillings.
Another incident clearly imprinted on my mind was one day in class we were being given a lecture on the dinghy radio. I had heard all about the dinghy radio so many times I could almost recite it. I was sitting on the back row in class and I put my head back against the wall and must have dropped off. Suddenly a piece of chalk hit the wall at the side of my head. I awoke with a start and the guy giving the lecture (A Flying Officer) said, “I suppose Sergeant, you know all about dinghy radio”. To which I foolishly replied “Yes Sir”. He then said “In that case you can come out and continue the lecture”. Even more foolishly I did.
When finished I was asked to stay behind to receive an almighty bollocking for being a smartarse.
Finally whilst at Peplow a young lady I met in Wellington gave me a red scarf for
[page break]
luck and after that my crew would never let me fly without it.
We were now getting down to the serious business of preparing for actual operations and on the 24.5.44 we were despatched on an actual operation which was known as a ‘nickel’ raid, leaflet dropping over France, a place called ‘Criel’. 4 hours 35 minutes airborne in a Wellington bomber.
[Where is chapter IV?]
Chapter V. No. 1 Group Bomber Command.
On the 26th. June we were on the move again, ever nearer to being on an operational Squadron in Bomber Command. This was to 1667 Conversion Unit at Sandtoft where we were to convert to four engine aircraft ‘Halifaxes’. These were Halifax II & V which were underpowered and notoriously unreliable and had been withdrawn from front line service. In fact Sandtoft was affectionately known as ‘Prangtoft’ because of the large number of flying accidents. One of my pals from Harrogate days, Harry Fryer, got the chop in a Halifax that crashed near Crowle.
So that I do not give any wrong ideas, let me say, the Halifax III with radial engines was a superb aircraft and equipped No. 4 Goup.
It was here at Sandtoft that we acquired the seventh member of our crew, a Flight Engineer, straight from RAF St. Athan and never having been airborne.
We obviously survived ‘Prangtoft’ and then moved on the 22 July to LFS (Lancaster Finishing School) at Hemswell, which supplied crews to No. 1 Group, Bomber Command, which was the largest main force group flying Lancasters. We were only two weeks at Hemswell, the sole object being to familiaise[sic] with the
[page break]
Queen of the skies, the LANCASTER. A beautiful aeroplane, very reliable, able to fly easily with two dead engines on one side, and to withstand considerable battle damage and still remain airborne.
Chapter VI. The Tour of Operations. 103 Squadron.
Now for the real thing. On the 10th August we joined 103 Squadron at Elsham Wolds, in North Lincolnshire.
At this point I should like to introduce our crew:
P/O George Knott. Pilot & Skipper.
F/Sgt. Ron Archer. Navigator.
F/Sgt. Bill Bailey. Bombaimer.
F/Sgt. Gus Leigh. Wireless Opeator.
F/Sgt. Wally Williams. Flight Engineer.
F/Sgt. Jock Greig. Midupper Gunner.
F/Sgt. Paddy Anderson. Rear Gunner.
After a bit more training we eventually embarked on our first operation on the 29th,. August. I now propose to go through our complete tour of Operations as recorded in my flying log book and other documents.
Before doing that perhaps I should give an insight into Squadron procedure. We were accommodated in nissen huts on dispersed sites in the vicinity of the airfield, two Crews to a hut. The huts were sleeping quarters only and were heated by a solid fuel stove in the centre. Bloody cold in the bleak Lincolnshire winter. The messes were on the main domestic site. Every morning (provided there was no call out in the night)
[page break]
it was to the mess for breakfast, check if there was an Order of Battle and if you were on it. If not, we made our way to the flight offices and section leaders. I would go to the Bombing Leader’s office where we would review the previous operation and look at target photographs. Releasing the bombs over the target also activated a camera which took line overlap pictures from the release point to impact on the ground.. We would then return to the mess to await the next orders or perhaps take an aircraft on air test, although after ‘D’ day this practice was discontinued because the aircraft were kept bombed up in a state readiness. Temporarily at least Bomber Command was being used in a close support role to assist the Armies in France.
When a Battle Order was issued, the nominated crews assembled in the briefing room at the appointed time and when everyone was present the doors were closed and guarded. On a large wall map of Europe in front of us was a red tape snaking across the map from Base to the designated target. The length of the tape dictated the reaction of the assembled company.
Pilots, Navigators and Bombaimers did their pre-flight planning prepared maps and charts ready to go. Each crew member received a small white bag into which he emptied his pockets of everything. The seven bags were then put into one larger bag and handed to the intelligence office until our return. We, in turn, were given our ‘escape kits’ and flying rations. The escape kit was for use in the event of being shot down and trying to evade capture and return to England. We also carried passport size photographs which might enable resistance workers in occupied countries to get us fake identity documents. Phrase cards, compass, maps and currency notes were also included. The flying rations issued were mainly chocolate bars (very valuable at that time) also ‘wakey wakey pills’, caffeine tablets to be taken on the skipper’s orders. All ready to go. Collect parachutes, get into the crew buses and be ferried out to the
[page break]
Dispersals A visual check round the aircraft and then climb aboard. Start engines when ordered, close bomb doors, complete preflight checks and taxi to the end of the runway. The airfield controller’s cabin was located at the side of the runway and on a green lamp from him, open the throttles and roll. We were on our way. The Lancaster had an all up weight for take-off of 66000 lbs and needed the full runway, into wind, for a safe take-off. The maximum bomb load on a standard Lancaster was 7 tons but operating at maximum range the bomb load would be reduced to about 5 tons to accommodate a maximum fuel load.
On return from operations, after landing and returning to dispersal, shut down engines, climb down and await transport back to the briefing room for interrogation by intelligence officers. Hot drinks and tot of rum available and back to the mess for the customary egg, bacon and chips..
At this time were confined to camp because of the possibility of being of being[sic] called for short notice operations.
THE TOUR OF OPERATIONS.
No. 1 29.8.44 Target – STETTIN.
Checked Battle Order to find our crew allocated to PM-N.
Briefing for night attack on the Baltic Port of Stettin. Bomb load mainly incendieries.[sic] The route took us across the North Sea, over Northern Denmark, S.W. Sweden and then due South into the target, bomb and turn West to cross Denmark and the North Sea back to base. The force consisted of 402 Lancasters and 1 Mosquito of 1,3,6,& 8 Groups. It was a very successful attack and 23 Lancasters were lost. We suffered no damage from anti-aircraft fire and saw no fighters. Whilst crossing Sweden there was
[page break]
a certain amount of what was called friendly flak, shells bursting at about 10,000 ft whilst we were flying at 18000 ft
This was my first sight of a target and something I shall never forget, smoke, flames, bombbursts, searchlights, anti-aircraft fire. It was also very tiring having been airborne for 9 hours 25 minutes and flown some 2000 miles.
Used full quota of ‘wakey wakey’ pills.
No. 2. 31.8.44. Target .Flying Bomb launch site. AGENVILLE France.
Daylight attack, Master Bomber controlled This was one of several targets to be attacked in Northern France. Seemed like a piece of cake after the long trip to Stettin. Not so! We were briefed to bomb from 10,000 ft on the Master Bomber’s instructions. On approaching the target area there was 10/10 cloud and the call from the Master Bomber went like this: “Main Force – descent to 8,000ft and bomb on red TI’s (Target indicators). – no opposition” We descended to 8,000ft and immediately we broke cloud there were shells bursting around us, Fortunately dead ahead was the target and I called for bomb doors open and started the bombing run.. At the appropriate point I pressed the bomb release and nothing happened. A quick look revealed no lights on the bombing panel. Whilst I was checking the main fuse the rear gunner was calling “We are on fire Skip – there is smoke streaming past me” The ‘smoke’ proved to be hydraulic fluid which was vaporising. We climbed back into cloud and assessed the situation. Whilst in cloud we experienced severe icing and with the pitot head frozen we lost instruments which meant skip had no way of knowing the attitude[?] of the aircraft and for the one and only time in my flying career, we were ordered to prepare to abandon aircraft and I put on my parachute pack. However we emerged from cloud and normal service was resumed. We had no
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electrics, no hydraulics, bomb doors open and a full load of bombs still on board Skip decided to head for base via a North Sea designated dropping zone where I could jettison the bombs safely. This was accompanied by going back along the fuselage and using a highly technical piece of kit, a piece of wire with a hook on the end, pushing it down through a hole about each bomb carrier and tripping the release mechanism.
Having got rid of the bombs it was back to base, crossing the coast at a spot where we should not have been and risking being shot at by friendly Ack Ack gunners. We arrived back at base some one and a half hours late. Now for the tricky bit. The undercarriage, in the absence of hydraulic fluid, had to be blown down by compressed air. This was an emergency procedure and could only be tried once, a now or never situation. Now we have to make a flapless landing and hope that the landing gear is locked down and does not collapse when we land. Not being able to use flaps means the landing speed is greater than normal and then we have no brakes. Skip made a super landing but once on the runway could only throttle back and wait for the aircraft to roll to a stop. This it did right at the end of the runway.
On inspection after return to dispersal it appeared that a shell or shells had burst very near to the bomb bay and shrapnel had severed hydraulic pipes and electric cables in the bomb bay. I should think we were very close to having been blown to bits. This trip was a little bit sobering to say the least. The aircraft resembled a pepper pot but luckily no one was injured.
No. 3 3.9.44 Target Eindhoven Airfield, Holland. Daylight Operation.
Allocated to PM-X (N having been severely damaged on our last sortie)
A straight forward attack on the airfield, one of six airfields in Southern Holland
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attacked by.675 aircraft a mixture of 348 Lancasters and 315 Halifaxes and 12 Mosquitoes, all very successful raids and only one Halifax lost.
This was my first experience of the ‘Oboe’ target marking system now used by Pathfinders flying Mosquitoes.. A very accurate system – the markers were right in the middle of the runway intersections. Very impressive.
No.4 5.9.44. Target – Defensive positions around LE HAVRE.
Aircraft allocated PM-W. Bomb load 15,000 lbs High Explosives. Daylight operation.
This attack was in support of Canadian troops who were demanding the surrender of the German garrison. The first phase of Lancasters orbited the target awaiting the outcome. This was negative and the attack took place. In clear visibility our riming point was 2000 yards in front of the Canadian troops and the area around the aiming point was completely destroyed.
No.5 10.9.44 Target – LE HAVRE again. Daylight operation.
Aircraft allocated PM-E Bomb load 15000 lbs High Explosive. Daylight operation. 992 aircraft attacked 8 difference German strongpoints only yards in front of Canadian troops. All were bombed accurately. No aircraft were lost.
No.6 12.9.44. Target FRANKFURT. Night operation.
Aircraft allocated PM-G. Bomb load 1 x 4000lb Cookie plus incendiaries.
This was an unusual operation in that we were one of several crews who were briefed to bomb 5 minutes ahead of main force, identifying the aiming point ourselves. The
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object was to occupy the defences whilst the pathfinders went in low to mark the aiming point for main force. Our route to target took us South into France, near Strasbourg and then a turn North East towards Frankfurt. Our navigator Ron at some point realised we were well off track because he was getting wrong positions due to distortion of the ‘Gee chain’, wither by jamming or almost out of range.
As well as being bombaimer I was also the H2S radar operator and so I switched this on to try to verify our position I managed to identify Mannheim on the screen and was then able, with Ron, to fix a course to the target. As we approached the target there were hundreds of searchlights but instead of combing the sky they were laid along the ground in the direction of our track. It took a few minutes to realise that what they were doing was putting a carpet of light on the ground so that any fighters above us would have us silhouetted against the light. Gunners be extra vigilant! I dropped the bombs and we headed for base without incident. Intelligence reports said it was a very successful attack.
No. 7 17.9.44 Target Ammunition Dump at THE HAGUE, Holland Daylight.
Aircraft allocated PM-B, Bomb load 15000lbs Gen. Purpose bombs.
This attack by 27 Lancasters of 103 Squadron only and was carried out without loss.
No. 8 24.9.44. Target CALAIS. Close support for the Army. Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
103 & 576 Squadrons were chosen to attack this target, gun emplacements, at low level (2000 ft) in the interests of accuracy. The weather was atrocious, almost as soon as we got off the runway we were in cloud. However we set course for Calais flying
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at around 1000 ft so as to keep the ground in view. As we approached the Channel the cloud lifted a bit and we were able to climb to 2000 ft but as we approached the target the cloud base lowered again and we had to descend again to 1000 ft for the bombing run. A we approached the aiming point, I was lying in the nose and could see everything on the ground. And being in the best position to see what was going on. could see where I thought the worst of the anti-aircraft fire, and indeed small arms fire was coming from.. I therefore ‘suggested’ to skip that when I say “bombs gone” you put her over hard to port and get down on the deck. Bugger the target photograph, we’ll have a picture of the sky! George did this and where we would have been if we had gone straight on whilst the camera operated, were shell bursts. We got out of that unscathed. Of the 27 aircraft that started that attack, one was lost, 8 landed away with various degrees of battle damage and of the remainder only 3 aircraft returned to base undamaged. “B” was one of them. As Ron recorded in his notes “Oppositions – everything”.
No. 9 26.9.44. Target Gunsites at Cap Gris Nez Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
This was a highly concentrated and successful attack with very little opposition. Obtained a very good aiming point photograph.
No. 10 27,9,44.
We were briefed to bomb in the Calais area again on 27th. Sept but this operation was aborted due to the bombsight being unserviceable.
This ended our operational career at 103 Squadron. Only two of our operations had been at night.
Ourselves and one other crew from ‘A’ flight were transferred to 166 Squadron at
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Kirmington, one of the three stations forming 13 Base, to form a new ‘A’ flight at 166.Squadron.
As a matter of interest, Kirmington is now South Humberside Airport. Before moving on to the next phase I should explain that operational aircrew were given six days leave every six weeks which will explain some of the gaps in the story.
Chapter VII. The Tour of Operations. 166 Squadron.
166 Squadron, Kirmington, Lincs.
When we arrived at Kirmington we were allocated a hut on a dispersed site in Brocklesby Wood, about as far as could be from the airfield. Primitive living arrangements, but not too far from the Sergeants Mess.
By now we were no longer confined to camp and “liberty buses” were run from camp to Grimsby and Scunthorpe. Most of us used to go to ‘Sunny Scunny’ where there was a cinema two well known pubs, The Bluebell and The Oswald, the latter became known as 1 Group Headquarters. This establishment had a large function room with a
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minutes after other aircraft had set course. We took part on second aiming point and catching up 20 minutes on round trip landed No.3 back at base.
No. 14 28.10.44 Target COLOGNE
Allocated aircraft AS-D Bomb Load 1 x 4000 lb Cookie plus incendiaries.
Daylight operation. 733 aircraft despatched to devastate residential areas in NW of the City There was heavy flak opposition and our aircraft suffered some minor damage A piece of shrapnel came through the Perspex dome in front of me whilst I was crouched over the bombsight It hit me on the shoulder on my parachute harness but did me no harm.
This was a very good operation as ordered.
No. 15 29.10.44. Target Gunsites at DOMBURG. Walcheren Island, Holland. Allocated aircraft AS-M Bomb Load 15000 lbs HE. Daylight attack. 6 aircraft from 166 squadron together with 19 others attacked 4 aiming points. All were accurately bombed. There was no opposition.
No. 16 30.10.44. Target COLOGNE, Night operation.
Allocated aircraft AS-K Bomb Load 1x4000lb Cookie plus 9000 lbs HE.
No. 1 Group was assigned to attack aiming point which was not successfully attacked on 28th. October. Over the target there was clear visibility, moderate flak opposition. This was considered to have been a very good attack.
It was on this operation, whilst we were on the bombing run an aircraft exploded ahead of us. At least I believe it was an aircraft although the Germans used a device which we called a “scarecrow”. This was a pyrotechnic device which exploded to
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simulate an exploding aircraft. Presumable meant to put the frighteners on us!
On the 31,.10.44 we were again briefed to attack Cologne but having climbed to operating height a crew check by the Skipper revealed that Paddy our rear gunner was unconscious in his turret. Gus, wireless op went back and pulled him from the turret and onto the rest bed in the centre of the aircraft. He fitted him up with a portable oxygen bottle and skip made the decision to abort and return to base where an ambulance was waiting to whisk paddy[sic] off to sick bay. Apparently the problem had been a trapped oxygen pipe in the turret. We had been airborne for 2hrs 15 mins.
To depart for the moment from the tour of operations, it was about this time when I developed at[sic] rash on my face which turned to a weeping eczema which meant that I could not shave and I had to report sick. The Doc took a look and said, “OK You’re grounded”. I replied “You can’t do that Doc, my crew will have to take a spare bombaimer and I shall have to complete my tour with other crews”. After pleading my case Doc agreed to allow me to continue flying provided each time before flying I reported to Sick Quarters and had a dressing put on my face so that I could wear my oxygen mask. The Doc was treating me with various creams which had little or no effect until one day the WAAF medical orderly who applied the treatment said to the Doc “Why don’t we try a starch poultice”. The Doc suggested that was an old wives remedy. However as nothing else had worked he agreed to let the Waaf[sic] give it a try. I know not where this young lady learned her skills because I gathered she was a hairdresser in civvie street, in Leicester, my home town. She applied the said poultice and the next day I reported back to sick quarters where she removed the poultice and whatever was clinging to it. I went back to our hut and very carefully shaved. The starch poultice had done the trick. I thought frostbite had probably caused the
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problem in the first place but I was to learn some months later the real cause which I shall reveal later in the story.
No. 17. 2.11.44. Target DUSSELDORF. Night operation.
Aircraft allocated AS-C. Bomb load 1 x 4000lb Cookie and 9000 lbs HE.
“C” Charlie was now to become our regular aircraft, for which we developed a great affection and a very special relationship with the ground crew.
992 aircraft attacked Dusseldorf of which 11 Halifaxes and 8 Lancasters were lost. It was a very heavy and concentrated attack with extensive damage and loss of life. This was the last major Bomber Command raid of the war on Dusseldorf.
At about his [this] time friendships were struck up. In my case I was returning from leave and whilst waiting for my train at Lincoln Station to Barnetby (where I had left my bike) I met a Waaf, also returning from leave and who was, surprise, surprise stationed at Kirmington. I asked how she was getting from Barnetby to Kirmington and she said she was walking. No prizes for guessing that she got back to Kirmington on the crossbar of my bike. (No it was not a ladies bike). We became good friends and she along with others, would be standing alongside the airfield controllers cabin at the end of the runway to wave us off on operations.
Also at about his [this] time George and Gus acquired friends from the Waaf personnel, one of whom was a telephonist and the other a R/T operator in the control tower. When returning from operations George would call up base as soon as he was able, to get instructions to join the circuit. First to call would get the 1000’ slot and first to land. The procedure then was to make a circuit of the airfield around the ‘drem’ system of lights, report on the downwind leg and again when turning into the funnels on the
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approach to the runway. We would then be given the OK to land or if there was a runway obstruction, go round again. I understand that word was passed to those who wished to know that “Knott’s crew were in the circuit.”
No. 18. 4.11.44. Target BOCHUM. Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus 9000lbs HE.
749 aircraft attacked this target. Unusually Halifaxes of 4 Group slightly out numbered Lancasters. 23 Halifaxes and 5 Lancasters were lost. No. 346 (Free French) Squadron, based at Elvington, lost 5 out of its 16 Halifaxes on the raid. Severe damage was caused to the centre of Bochum, particularly the important steelworks.
This was the last major raid by Bomber Command on this target
It was about at this on return from an operation, I felt the need of a stimulant and so, instead of giving my tot of rum to Jock, I put it into my ovaltine, which curdled and I ended up with something resembling soup and a chastising from Jock for wasting ‘valuable rum’.
No. 19. 11.11.44. Target DORTMUND Oil Plant. Night operation.
“C” Charlie. Bomb load, 1 x 4000lb Cookie plus 9000lb HE.
.209 Lancasters, all 1 Group, plus 19 Mosquitoes from 8 Group (Pathfinders) attacked this target. The aiming point was a synthetic oil plant. A local report confirmed that the plant was severely damaged. No aircraft were lost.
No. 20 21.11.44. Minelaying Operations in OSLO FJORD Norway.
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Aircraft AS-E. Bomb load 6 x 1800 lb Accoustic[sic] and Magnetic Mines.
Six Lancasters from 166 Squadron and 6 from 103 Squadron detailed to plant ‘vegetables’ in Oslo Fjord. AS-E to mine a channel half a mile wide, between an island and the mainland. This was to catch U Boats based in the harbour at MANNS. The attack was carried out at low level and required a very accurate bombing run.. It was a major sin to drop mines on land as they were classified Secret This was a highly successful operation with no opposition and no aircraft lost. Time airborne 6hrs 45mins
No. 21. 27.11.44. Target “FREIBURG” S.W. Germany. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
Freiburg was not an industrial town and had not been bombed by the RAF before. However. No. 1 Group 341 Lancasters, which was maximum effort for the Group, plus 10 Mosquitoes from 8 Group, were called upon to support the French Army in the Strasbourg sector. It is believed the Freiburg was full of German troops. The target was accurately marked using the ‘OBOE’ technique from caravans based in France. 1900 tons of bombs were dropped on the target from 12000 ft in the space of 25 minutes. Casualties on the ground were extremely high. There was little opposition and only one aircraft was lost…
On this operation we carried a second pilot as a prelude to his first operation. He Was Charles Martin, a New Zealander and he and his crew were to claim “C” Charlie as their own when Knott’s crew had finished their tour. Martin’s wireless operator was Jim Wright, who now runs 166 Squadron Association and is the author of “On Wings of War”, the history of 166 Squadron.
This crew completed their tour on “C” Charlie and the aircraft survived the war.
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No. 22. 29.11.44. Target DORTMUND. Daylight operation,
“C” Charlie. 1 x 4000lb Cookie plus 9000 lbs HE.
This was no ordinary operation, 294 Lancasters from 1 Group plus the usual quota of Mosquitoes from 8 Group. At briefing we were told that as Bomber Command had been venturing into Germany and particularly Happy Valley in daylight, and, unlike the Americans, had not been attacked by large numbers of fighters, there was concern that because of our techniques in Bomber Command, each aircraft making its own way to the target in the Bomber stream, we might be very vulnerable to fighter attack. We could not possibly adopt the American system of flying in mass formations and do some boffin somewhere had come up with the ‘brilliant’ idea that we should indulge in gaggle flying. No practice, mind, just – this what you do chaps – get on with it.. The idea was that 3 Lancasters would have their tail fins painted bright yellow and would be the leading ‘Vic’ formation. All other aircraft would take off, find another squadron aircraft and formate on it. Each pair would then pack in together behind the leading ‘vic’ and the lead Navigator would do the navigating with the rest of the force following. The route on the flight plan took us across Belgium crossed the Rhine between Duisburg and Dusseldorf then passing Wuppertal and North East into the target area. All went well until we were approaching the Rhine when the lead navigator realised we were two minutes early. It was important not to be early or we would arrive on target before the pathfinders had done their job. The technique for losing two minutes was to do a two minute ‘dog-leg’. When ordered by the lead nav, this involved doing a 45 degrees starboard turn, two minutes flying, 90 degree port turn, 2 minutes flying, 45 degree starboard turn and we were then back on track.
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Unfortunately the apex of the dog-leg took us directly over Dusseldorf, a town which was very heavily defended. All the flak in the world came up, especially among the three lead aircraft and suddenly there were Lancs going in all directions. I actually saw a collision between two aircraft which both spiralled earthwards. Once clear of this shambles we found we were now in the lead and so we continued to the target and there being no markers down, apparently due to bad weather, I followed standard instructions and bombed what I could see. We had suffered slight flak damage but nothing to affect “C” Charlies[sic] flying capabilities and we arrived back at base 5 hours 35 mins after take-off. Six Lancasters were lost.
This was our one and only experience of ‘gaggle flying’.
No. 23. 4.12.44. Target KARLSRUHE. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
The railway marshalling yards were attacked by 535 aircraft. Marking and bombing were accurate and severe damage was caused. A machine tool factory was also destroyed. 1 Lancaster and 1 Mosquito were lost.
No. 24. 6.12.44. Target Synthetic Oil Plants “MERSEBERG LEUNA” Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000 lb Cookie 6000 lbs mixed HE.
475 Lancasters and 12 Mosquitoes were called upon to destroy Germany’s largest synthetic oil plant following numerous ineffective raids by the U.S. Air Force. This was the first major attack on an oil target in Eastern Germany and was some 500 miles from the bomber bases in England. “C” Charlie and crew were detailed to support pathfinder force (We were now considered to be an experienced crew). This meant we were to attack six minutes before main force. Weather conditions were
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very poor and marking was scarce and it was thought the attack was not very effective. However, post raid photographs showed that considerable damage had been caused to the synthetic oil plant and it was later revealed that the plant manager reported that the attack put the plant out of action and the second attack on 14.1.45 was not really necessary. 5 Lancasters were lost.
No.25. 12.12.44. Target ESSEN. Night attack.
“C” Charlie. Bomb load 1 x 4000lb Cookie 10000 lbs HE bombs.
This was the last heavy night raid on Essen by 540 aircraft of Bomber Command. Even the Germans paid tribute to the accuracy of the bomb pattern on this raid which was thanks to “OBOE” marking by pathfinder Mosquitoes.
6 Lancasters lost.
No. 26. 13.12.44. Target Seamining [?] KATTEGAT. Night operation.
“C” Charlie. Bomb load. 6 x 1800 lbs mines.
6 aircraft from 166 Squadron and 6 from 103 Squadron were detailed to lay mines in the Kattegat. This force took off in poor visibility but over the dropping zone the weather was good. On this occasion the mines were to be dropped using the blind bombing technique. I was to use the H2S radar which was a ground mapping radar. The dropping point was a bearing and distance from an identifiable point on the coast which gave a good return on the radar. On reaching the dropping point the pilot had to steer a pre-determined course and I had to release the mines at say, one minute intervals. The H2S screen was photographed so that the intelligence bods back at base could check that the mi8nes had been put down in the right place. In this case – spot on!! We then received a signal from base informing that the weather had
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clamped and we were diverted to Lossiemouth. We landed at Lossie having been airborne for 5 hrs 45 mins. At Lossie we were given beds and of course food, with the intention of returning to Kirmington the following morning.
The next morning we were given the Ok to return to Kirmington and went out to the aircraft. One engine failed to start and a faulty starter motor was diagnosed. A replacement was to be flown up from Kirmington. There we were dressed in flying kit with no money or toilet requisites and not knowing when the aircraft would be serviceable It certainly would not be today. We managed to secure a bit of cash from accounts and towels, etc from stores. That night Jock and I decided to go out on the town breaking all the rules about being out in public improperly dressed. However we got away with it. On the 17yth. “C” Charlie was serviceable and we were permitted to return to Kirmington. When we joined the circuit we could see Flying Fortresses on our dispersals having been diverted in the day before. The weather was certainly bad in the winter of 44/45.. The Americans crews allowed us to look over their Fortresses and we in turn invited them to look at our Lancaster. Their main interest centred on the Lancaster’s enormous bomb bay compared with their own.
21/12/44/ Seamining BALTIC Night operation.
Aircraft AS-H. Bomb load. 5 x 1800 lb mines.
This operation was aborted shortly after take-off due to the unserviceability of the H2S which was essential for the accurate laying of the mines. The visibility at base was very poor and we were given permission for one attempt at landing and if unsuccessful we were to divert to Carnaby in Yorkshire which was one of three diversion airfields with very long runways and overshoot facilities. We therefore
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jettisoned fuel to reduce the landing weight and made the approach. The airfield controller was firing white Very lights into the air over the end of the runway to guide us. We crept in over trees in Brocklesby Wood, trees which had claimed other Lancasters coming in too low, and made a perfect wheeled landing. It does not bear thinking about what would have happened if the undercarriage had collapsed, we were sitting on top of 9000 lbs of High Explosive. Good work skipper! Did not count as an operation.
The Squadron had a stand down at Christmas and on Christmas Day there was much merriment and a fair amount of booze put away and we went to bed a bit the worse for wear. It was therefore a bit upsetting to be got out of bed at 3am on Boxing Day morning, sent for an Ops meal and told to report for briefing at some unearthly hour. So to operation No. 27.
No. 27.. 26.12.44. Target “ST-VITH” Daylight operation.
Aircraft ‘B’. Bomb load 1 x 4000lb Cookie and 10000lbs HE.
“The Battle of the Bulge”, the German offensive in the Ardennes was in progress. A large force from Bomber Command was called upon to support the American 1st. Army trying to stem the German advances in the Ardennes. The attack was concentrated on the town of St. Vith where the Germans were unloading panzers to join the battle.
The whole of Lincolnshire was blanketed in fog with ground visibility of only a few yards. After briefing we went out to the aircraft, climbed aboard and waited for the time to start engines. Just before time there were white Very Cartridges fired from the
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control tower which indicated the operation was scrubbed. We returned to the mess and were given a new time to go out to the aircraft. Another flying meal.
We went out to the aircraft again and had a repeat performance. Third time lucky, we sat in the aircraft and although there was still dense fog, time came to start engines. This time no scrub. A marshall appeared in front of the aircraft with tow torches signalling us to start taxying and we were guided to the end of the runway. A glimmer of a green from the airfield controller and we turned onto the runway, lined up, set the gyro compass and we roared off down the runway at 1.15pm. Airborne and climbing we came out of the fog at about 200 ft and it was just like flying above cloud. We set course according to our flight plan and visibility across France and Belgium was first class. No cloud and snow on the ground. We did not really need navigation aids, I was able to map read all the way to the target. Approaching the target area there were a few anti aircraft shell bursts and it was apparent the Germans had advanced quite a long way. We bombed from 10000ft and the bombing was very concentrated and accurate. In fact it was reported that 80% of the attacking aircraft obtained aiming point photographs.
It was now time to concern ourselves with the return to Kirmington. The fog was still there and the only 1 Group airfield open was Binbrook, high up on the Lincolnshire Wolds, which stuck out of the fog like an island. The whole of 1 Group landed at Binbrook. There were Lancasters parked everywhere. Whilst we were in the circuit awaiting our turn to land, I was looking out of the window and noticed a hole in the wing between the two starboard engines. When we had landed and shut down the engines, we went to look at the hole. On top of the wing it was very neat but on the underside there was jagged aluminium hanging down around the hole. Obviously a shell had gone up and passed through the wing on its way down, without exploding.
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An airframe fitter looked at the damage and said the aircraft was grounded. This meant that after interrogation we were allowed to return to Kirmington by bus and proceed on leave.
Our next operation was not until 5.1.45 but some of us returned early from leave to attend a New Year party in the WAAF mess which was actually situated in Kirmington Village.
No.28. 5.1.45. Target HANOVER Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus incendiaries.
325 Aircraft of Nos. 1 and 5 Groups were briefed for the second of a two pronged attack on Hanover.
Nos. 4 and 6 Groups had bombed the target two hours earlier with bomb loads of mainly incendiaries. When we crossed the Dutch coast, the fires could be seem[sic] from at least 100 miles away. Our track took us towards Bremen and was meant to mislead the enemy into believing that was our target. However we did a starboard turn short of Bremen and ran into Hanover from the North. The target was well bombed and rail yards put out of action. I don’t know what we did right but “C” Charlie arrived back at base 4 minutes before anyone else.
No. 29. 6.1.45. Seamining. STETTIN Bay. Night operation.
Aircraft AS-D. Bomb Load 6 x 1500lb Mines.
Knott and crew started their third and final gardening trip (As seamining was known) 48 aircraft of Bomber Command were detailed to plant ‘vegetables’ in the entrance to Stettin Harbour and other local areas. The enemy was able to pick up the force 100 miles North East of Cromer because bad weather condition forced us to fly at 15000
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ft to the target instead of the usual 2000ft,. As a result of this early warning enemy fighters were waiting and the target area was well illuminated by fighter flares. It was believed that the enemy thought this was a major attack on Berlin developing. Knott and crew dropped their vegetables in the allotted area, securing a good H2S photograph and again returned to base first.
No. 30. 14.1.45. Target MERSEBERG LEUNA (Again) Night operation.
“C” Charlie. Bomb load 1 x 4000 lb Cookie plus 5500 lbs HE.
200 Aircraft attacked this target to finish off the job started on 6th December. A very successful attack.
No. 31. 16.1.45. Target Oil refinery ZEITZ Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus 6000 lbs GP Bombs.
This was the one we had been waiting for, our last operation. We went into briefing and were told by the intelligence officer that although we were being briefed the operation might be cancelled because a large force of Amercan[sic] Fortresses and Liberators had been to the target earlier in the day and a photo recce Mosquito had gone out to photograph the target and assess the results. Before the end of briefing it was confirmed that that[sic] the Americans had missed and our operation was on. At 1720 on the 16th January we took off on this operation. Over the target there were hundreds of searchlights, the markers were in the right place and we completed our bombing run. The target was well ablaze and there were massive explosions. At one point Paddy called out “We’re coned skip” meaning we were caught by searchlights.
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It was briefly very light in the cabin but the light was caused, not by searchlights but by the explosions from the target.
Of the 328 Lancasters that attacked the target, 10 were lost.
When we returned to base all of our ground crew, including one guy who had returned early from leave, were there to welcome us and join in a little celebration.
George Knott was awarded an immediate Distinguished Flying Cross, said to be a crew award for completing a tour of operations.
All seven of us were posted from Kirmington, on indefinite leave to await our next assignments.
Apart from activities in the Officers and Sergeants Messes, and trips into Scunthorpe where the “Oswald” was the central drinking point, the main point of activity was the pub in Kirmington village. The “Marrow Bone & Cleaver” or the “Chopper” as it was known, was the meeting place for all ranks. The pub is now a shrine to the Squadron, there is a memorial in the village, lovingly cared for by the villagers’ and memorial plaques in the terminal building at Humberside Airport.
There is also a stained glass window in Kirmington Church.
I have mentioned our off base activities but, of course, a lot of time was spent in the Mess and the radio was our main contact with the outside world. I think the most popular program was the AFN (American Forces Network). They had a program which I believe was called the “dufflebag program”. Glen Miller and all the big [inserted in margin] this sentence needs a verb! [/inserted in margin] bands of the day. The song “I’ll walk alone” was very popular and was recorded by several singers. The British one was Anne Shelton, an American whose name escapes me and another American called Lily Ann Carroll (Not sure about the spelling of that name). This girl had a peculiar voice but it had something about it.
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Since the war I have not been able to find anyone who ever heard of her but I did hear the record placed on one of the archives programs on BBC, two or three years ago. If anyone knows of Lily Ann Carroll I would love to know.
I can’t remember where it was but on one occasion when we were out together as a crew, someone asked what the “B” meant on my brevet. Quick as a flash Paddy jumped in “It means Big Bill Bailey the bastard Bombaimer”.
The completion of our tour of operations was of special relief to Gus Leigh, our wireless operator who incidentally had a few weeks earlier had[sic] been commissioned as Pilot Officer. Gus was married and his wife Enid was pregnant and lived in Kent. George our skipper had relatives who lived near Thorne which was quite near to Sandtoft and not really too far from Elsham and Kirmington so it was arranged that Enid would come to stay with George’s relatives and Gus would be able to see her fairly regularly. As we approached the end of our tour you can appreciate the tension. I was to hear later that after we had left Kirmington, Enid had a son and then suffered a massive haemorrhage and died. What irony, a baby that so easily could have been fatherless was now motherless.
Before leaving the scene of operations, so to speak, I would like to clear up one or two points.
I have often been asked the question, were you frightened? I can only speak for myself and maybe my crew. I don’t think ‘frightened’ was the right word, apprehensive, maybe but except for a very few, I believe all aircrew believed in their own immortality. It was always going to be the other guy who got the chop, never yourself. Had this not been the case then we would never have got into a Lancaster.
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Ron Archer used to tell me he thought we were the luckiest crew in Bomber Command.
There were, of course, a very few aircrew who lost their nerve and refused to fly. All aircrew were volunteers and could not be compelled to fly but if that became the case then they would be sent LMF (Lack of moral fibre) and would lose their flying badge and be reduced to the ranks.
Much has been said and written in recent years about the activities of Bomber Command and in particular our Commander in Chief, “Bomber” Harris. I believed then, and still believe that what was done was right. I did not bomb Dresden, but had I been ordered to do so, I would not have given it a second thought.
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Chapter VIII. Lossiemouth.
I was at home in Wigston, Leicestershire and my 21st birthday, the 2nd February was fast approaching. Parents and friends were trying to organise a party, meagre rations, permitting. They need not have worried because I received instructions to proceed immediately to 20 OUT Lossiemouth, At 9.30 pm the eve of my birthday I caught a train from South Wigston station to Rugby and then onto a train bound for Scotland. I arrived at Lossiemouth at 11pm and following day. What a way to spend a 21st birthday!
The next day having completed arrival procedures I duly reported to the Bombing Leader for duty. At the same time I discovered that George Knott had also been posted to Lossiemouth as a screened pilot. I flew with him ocassionally[sic] when he needed some ballast in the rear turret when doing an air test.
The role of 20 OUT was to train Free French Aircrew, again flying Wellingtons and my job was to fly with them on bombing exercises to check that they were using correct procedures. I used to say, “Patter in English please”, which was alright until they got a bit excited and lapsed into French. Bombing took place on Kingston Bombing Range, on the coast East of Lossiemouth. One of my other jobs was to plot the bombs on a chart using co-ordinates given by observers at quadrant points on the
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range. These were phoned through to the bomb plotting office. The student bombaimer then came to the office to see the results of his aiming efforts. 10 lb smoke bo9mbs were used for daylight bombing and 10 lb flash bombs for night bombing. In the summer at Lossie, night flying was almost impossible due to the short night in those Northern parts. It was quite common to take off after sunset and then see the sun set again.
After a few weeks I was attached from 20 OUT to 91 Group Airbomber instructors school at Moreton in Marsh for 3 weeks before becoming an official instructor. I returned to 20 OUT and shortly afterwards was again sent off on a course, this time to the Bomber Command Analysis School at Worksop. Here I became an alleged expert on the Mark XIV Bomsight.[sic] This was a gyro stabilised bombsight [sic] which was a tactical bombsight [sic] rather than a precision bombsight.[sic] It consisted of a computor[sic] box and a sighting head and obtained information of airspeed, height, temperature and course from aircraft instruments plus one or two manual settings and converted this information into a sighting angle. The only piece of vital information to be added was the wind speed and direction which had to be calculated by the Navigator. The bombaimer was then able to do a bombing run without the necessity of flying straight and level.. It took account of climbing, a shallow dive and banking. The sequence of events when bombing was, when the bomb release (hereafter called the ‘tit’ [)]was pressed several things happened, the bombs started to be released in the order set on the automatic bomb distributor, so that they were dropped in a ‘stick’. The photoflash was released, the camera started to operate and as the bombs reached the point of impact almost immediately beneath the aircraft, the photographs were taken. Having used this equipment for the whole of my tour of operations I can vouch for its performance. The Americans had their much vaunted Norden and Sperry Bombsights [sic]
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which were claimed to be very accurate but required the aircraft to maintain a straight and level flight path for an unacceptable time against heavily defended targets. The Mk XIV was so good that the Americans adopted it for their own aircraft and called it the T1 Bombsight. Many T1’s were used by the RAF in lieu of the MkXIV. A matter of production I guess.
On my return from Worksop, with glowing reports from my two courses, the Bombing Leader said “OK Flight Sergeant you had better apply for a commission.” This I did and after going through all the procedures was commissioned in the rank of Pilot Officer (198592) on the 5th June, 1945.
Of course ‘VE’ Day took place on the 5th May after which it was only a matter of time before the OTU’s were run down and in the case of Lossiemouth this was to be sooner rather than later. The Wellingtons were all flown down to Hawarden in Cheshire for eventual disposal, I must record one tragic incident which happened whilst I was at Lossiemouth. One Sunday morning a Wellington took off on air test and lost an engine on take-off and the pilot was obviously trying to make a crash landing on the beach to the East of Seatown. He didn’t make it and crashed on top of a small block of maisonettes killing most of the inhabitants who were still in bed. A tragic accident!
The question now arose as to where next we would all go. We were given the option of being made redundant aircrew, going to another OTU or going back to an operational Squadron. My problem was solved for me, ‘Johnnie’ Johnson, ‘A’ Flight Commander, came into the plotting office and said “I’m going back on ops, I want a bombaimer”. Thus I joined his crew and other instructors made up a full crew with the exception of a flight engineer, all having done a first tour. Johnnie had to revert
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from his Squadron Leader rank to Flight Lieutenant. All the other members of the crew were officers.
Chapter IX Tiger Force.
On the 6th. July we went to 1654 Conversion Unit at Wigsley, were not wanted there and were sent to 1660 Conversion Unit at Swinderby. It was necessary to do a conversion course becaused[sic] Johnnie had done his first tour on Halifaxes and needed to convert to Lancasters. We also picked up a Flight Engineer who was actually a newly trained pilot, who had also done a flight engineers course, there now being a surplus of pilots. He happened to be a lad I knew from my ATC days.
We were now part of “Tiger Force” which was 5 Group renamed and we were to fly the Lancasters out to Okinawa to join in the attack on Japan. The Lancasters would shortly be replaced by the new Lincoln bombers which were bigger, more powerful and had a longer range.
We commenced our training, for my part I had to familiarise myself with ‘Loran’ which was a long range Gee for use in the Pacific. I did say earlier in the story that I would tell you about my ‘rash’. At Swinderby I had a recurrence and immediately reported sick. The Doc took a look at me and said “Oh! We know what that is, it is oxygen mask dermatitis, when you sweat your skin is allergic to rubber. We will make you a fabric mask. Problem solved. The new mask was not needed, however,
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because the war ended and with it my flying career.
VJ Day was a wild affair, In the “Halfway House” pub at Swinderby my brand new officer’s cap was filled with beer when I left it on a stool.
In a final salute to the mighty Lancaster, Swinderby had an open day to celebrate the end of the war and the Chief Flying Instructor, the second on three, the third on two and finally the fourth on one engine. What an aeroplane! What a pilot!
Chapter X The last chapter.
There followed a strange period. First to Acaster Malbis, nr York where all redundant Aircrew handed in their flying kit. Then to Blyton, Nr. Gainsborough where we were given a choice of alternative traded. Seldom did anyone get their first choice and I was chosen to become an Equipment Officer and after a brief spell at Wickenby was posted to the Equipment Officers School at RAF Bicester. A four week course and I was meant to be a fully qualified equipment officer. I was posted to Scampton but not needed there and so was posted on to RAF Cosford where I was put in charge of the technical stores. The Chief Equipment Officer was fairly elderly Wing Commander who took me under his wing and kept a fatherly eye on me. The Royal Air Force was beginning to return to peacetime status and Wingco[sic] warned me that it was probably not a good idea to fraternize with my ex Aircrew NCO’s in the “Shrewsbury Arms”. If you must, get on your bikes and go further afield, was his advice.
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One Monday morning I was called up to the WingCo’s office to be asked “Where is F/Sgt. Brown (Not his real name) this morning”. “I don’t know sir” I replied. “Well I will tell you” he said. “He is under arrest at Shifnal Police Station”
This particular ex Aircrew NCO lived in a village quite near to Cosford and had permission to ‘live out’. It transpired that almost everyone in his village had new curtains made from RAF bunting and quite a few people were wearing RAF or Waaf shoes. I was ordered to do a stock check on my section and for his part he was charged by the Civil Police and at Shifnal Magistrates Court received little more than a slap on the wrist. No doubt his war service stood him in good stead. Because he had been dealt with by the Civil Courts he could not be charged and Court Martialled by the RAF and all that happened was that he was posted away from Cosford and released early into civvie street.
At the time, lots of POW’s were passing through Cosford on their way from POW Camps in Europe to their homes.
Monthly “Dining In” nights were also resumed in the Officers Mess. Due to officers leaving the station or being demobbed, at every “Dining In” we were “Dining Out” those departing., always ending in a wild party. I remember one night which was extremely boisterous ending with Bar Rugby, footprints on the ceiling, the lot. I had better leave to the imagination how the footprints on the ceiling were achieved. That night I went to bed at about 3 am and when I went in to breakfast the following morning the mess was immaculate. The staff had obviously been up all night cleaning up.
On the 4th. November 1946 I received my final posting from Cosford to Headquarters Technical Training Command, at Brampton Nr. Huntingdon to be Unit Equipment
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Officer. The Headquarters Unit consisted of a Squadron Leader C.O., a Flight Lieutenant Accountant Officer, a Flight Lt. Equipment Officer and their staffs. I had a hairy old Sergeant Equipment Assistant who I believe was a regular airman and probably looked upon me as not a real Equipment Officer. However, his knowledge and experience were invaluable.
I enquired as to the whereabouts of my predecessor to be told that he had already gone having been posted abroad. There was, therefore, no handover of inventories. The next surprise was even greater, I was told that I also had RAF Kimbolton to finish closing down. I took myself to Kimbolton to find a ‘care and maintenance party’ of three airmen and one Waaf. Two were out on the airfield shooting rabbits and the other two were dealing with some paperwork. The entire camp had been almost cleared, barrack equipment to a storage/disposal site, fuel to other sites and/or the homes of the local population. Legend had it that a grand piano from the Sergeants Mess had gone astray. One day a Provost Squadron Leader came into my office and said: “Bailey, I want you to come with me to St. Neots Police Station to identify some rolls of linoleum which they have recovered from a farmer”. We went to St. Neots and a police sergeant showed us several rolls of obvious Air Ministry linoleum standing in a cell. I examined the rolls and could find no AM marks so I told the Provost that I could say the rolls ere exactly similar to AM Lino but I could not positively identify them as AM property. The provost told the police sergeant to give the lino back to the farmer. Heaven only knows how many houses had their floors covered in Air Ministry lino in the Kimbolton area. No doubt this sort of thing was happening all over the country. The politicians were so anxious to get servicemen back into civvies street that establishments were seriously undermanned.
When I, a mere Flying Officer, did the final paperwork for RAF Kimbolton I raised a
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write off document well in excess of £1 million at 1947 prices and this only involved equipment known to be missing.
With regard to Brampton itself, the winter of 46/47 was extremely severe with heavy snowfalls. Even the rail line between Huntingdon and Kettering was blocked. When the snow thawed there was severe flooding. One weekend I went home and returned to Camp on Sunday afternoon to find that the previous night there had been a severe storm with gale force winds and Brampton was a scene of devastation. Trees had been blown down crushing nissen huts. The camp was flooded and the sewage system was completely useless. The following morning I located a stock of portable loos (Thunder boxes so called). A four wheel drive vehicle was despatched through the flood waters surrounding Huntingdon, to RAF Upwood to collect these things. Things gradually returned to something like normal but it was a terrible time. The Officers Mess at Brampton was in the large house in Brampton Park and the Headquarters Staff from the C in C Technical Training Command down, were housed in Offices adjacent to Brampton Grange. There were far more senior officers at Brampton than junior officers because of the very nature of the place.
The PMC of the mess was a Group Captain and one day he came to me and said “Bailey, we are going to have a Dining In and I thought it would be nice if we could have some proper RAF crested crockery and cutlery”. I informed the PMC that these items were not on issue whereupon he suggested that I use my initiative.
It just so happened that whilst I was a[sic] Cosford I learned that in the Barrack Stores the very things I was being asked to get were in store, having been there throughout the War. I spoke with the Wing Commander, my former boss, who
agreed to release a quantity of crockery, etc. I informed the PMC of my success and he arranged for a De Havilland Rapide aircraft from our communications flight at nearby Wyton to take
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me to Cosford to collect the two heavy chests of crocks. I am sure the Rapide was overloaded on the flight back to Wyton but the mission was accomplished and the PMC was able to show off his ‘posh’ tableware at the next Dining In.
I was shortly to have to make a major decision, the date was fast approaching for my release back into civilian life, I had agreed to serve six months beyond my release date and had made an application for an extended service commission which would have kept me in the Royal Air Force for at least another six years. However my civilian employers became aware that I had done the extra six months and were not amused. I, despite having access to ‘P’ staff at Brampton could not get a decision from Air Ministry and I made the decision to leave the service.
On 1st. April, how significant a date, I headed off to Kirkham in Lancashire to collect my demob suit. A very sad day.
This is the end of the ‘dream’ but not quite the end of my love affair with the Royal Air Force. But that, as they say, is another story ……
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Two photographs in RAF uniform; one in 1942 aged 18 and the other in 1945 aged 21.
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Dublin Core
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Was it all a Dream
The memoirs of Wartime Bomb Aimer Bill Bailey
Description
An account of the resource
Bill Bailey's wartime memoirs, from enlistment, training in UK and Canada and detail of each of 31 operation in Bomber Command. After completion of his tour he was transferred to Lossiemouth to train Free French aircrew. After successful progress he was offered a commission. Later he trained for Tiger Force ops at RAF Wigsley and Swinderby. When the Force was cancelled he became an Equipment Officer at Bicester then Cosford, Brampton and Kimbolton.
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Bill Bailey
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45 typewritten sheets and two b/w photographs
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eng
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BBaileyJDBaileyJDv1
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Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Free French Air Force
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Canada
Germany
Great Britain
Norway
Poland
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
England--Birmingham
England--Devon
England--Leicestershire
England--Lincolnshire
England--London
England--Yorkshire
France--Domléger-Longvillers
France--Ardennes
France--Calais
France--Cap Gris Nez
France--Le Havre
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Freiburg im Breisgau
Germany--Hannover
Germany--Karlsruhe
Germany--Leipzig
Manitoba--Carberry
Netherlands--Domburg
Netherlands--Eindhoven
New Brunswick--Moncton
Norway--Oslo
Nova Scotia--Halifax
Ontario--Hamilton
Ontario--Picton
Poland--Szczecin
Netherlands--Hague
France
Ontario
New Brunswick
Nova Scotia
Netherlands
Germany--Ruhr (Region)
England--Warwickshire
Manitoba
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IBCC Digital Archive
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Sue Smith
David Bloomfield
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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1942
1943
1944
1945
1946
1947
1 Group
103 Squadron
166 Squadron
1660 HCU
1667 HCU
4 Group
5 Group
576 Squadron
8 Group
83 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-17
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
briefing
Distinguished Flying Cross
flight engineer
Gee
ground personnel
H2S
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
lack of moral fibre
Lancaster
Lancaster Finishing School
Lincoln
Lysander
Master Bomber
medical officer
memorial
mid-air collision
military living conditions
military service conditions
mine laying
Mosquito
Oboe
Operational Training Unit
Pathfinders
perception of bombing war
prisoner of war
promotion
RAF Acaster Malbis
RAF Bicester
RAF Binbrook
RAF Blyton
RAF Brampton
RAF Cosford
RAF Elsham Wolds
RAF Hawarden
RAF Hemswell
RAF Kimbolton
RAF Kirmington
RAF Llandwrog
RAF Lossiemouth
RAF Moreton in the Marsh
RAF Paignton
RAF Penrhos
RAF Peplow
RAF Sandtoft
RAF Scampton
RAF St Athan
RAF Swinderby
RAF Worksop
RAF Wyton
Scarecrow
searchlight
superstition
Tiger force
training
Wellington
Women’s Auxiliary Air Force
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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[Picture]
V
GROUP
NEWS
No 26 SEPTEMBER 1944
Copies sent to Stns.
[Stamp] Base Copy.
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[Blank Page]
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FOREWORD BY A.O.C.
September was a most successful month and a reward for the hard work which all ranks have put in throughout the Summer. The Group secured two prizes for which many have striven since the early days of the War, the Tirpitz and the Dortmund-Ems Canal. The attack on the Tirpitz was splendidly undertaken by Nos. 9 and 617 Squadrons and appears to have been highly successful in spite of a most efficient smoke screen. The attack on the Dortmund-Ems Canal has earned the following message from the Secretary of State for Air.
“The War Cabinet have instructed me to convey to you and to all concerned their congratulations on the outstanding success achieved in the recent attack on the Dortmund-Ems Canal. Pressed home with great determination against strong opposition and in difficult weather it constituted yet another major blow against German War economy.”
These two attacks have once more shown the remarkable efficiency of the 12,000 lb. “Tallboy” bomb when it hits the target.
The Group has achieved an equally high measure of success in attacks against German cities. During September alone, an area of nearly 3,000 acres has been burnt out. Such results can only be achieved if the marking is accurately placed and if the incendiaries are spread evenly over the whole area to be burnt. With a small force of Group strength there are no loads to be spared and if incendiaries go wide or are over-concentrated on certain sectors, it must be at the expense of the total area destroyed. Examples are Stuttgart where too high a percentage of loads fell wide of their sectors and Kaiserslautern where crews allowed themselves to be deflected inwards by the fires raging in the central sector, thus allowing the equally important areas on either side to escape.
I want to impress on crews that area bombing calls for every bit as much accuracy as attacks on the smallest factory or railway targets. In attacks on these targets during the Summer crews achieved remarkably small errors, and similar accuracy is needed on these large targets if they are to be burnt out from end to end leaving no gaps calling for an uneconomical return visit. Each crew in fact is given a small area of his own to burn and if his load falls on his neighbour’s patch, his own area may well escape destruction, and this has happened on some of our recent attacks.
The problems of lining up the aircraft on the correct heading after allowing for drift and of carrying out the overshoot procedure, are not easy to solve but instructions have recently been issued which should help crews in this matter. If an even spread of incendiaries can be achieved we should be able, with our normal effort, to burn out nearly 1,000 acres on each attack. This will represent a tremendous achievement, and one which will bring nearer the end of the War.
No.51 Base has also put out a great effort in training 161 crews during the month. This has enabled all squadrons to be kept up to establishment and had provided a margin from which new squadrons are already starting to be formed. I congratulate all concerned.
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[Drawing] OPERATIONS
[Underlined] BREST – 2ND SEPTEMBER. [/underlined]
Master Bomber – Wing Commander Humphreys.
Operations in September opened with an attack on the dry docks and shipping in Brest Harbour by 67 Lancasters of Nos. 52 and 55 Bases, in daylight on September 2nd. There was no marking for this attack, which was carried out visually and according to plan. Officers who have since visited Brest say that the concentration of bomb craters around the two docks in such that it is almost impossible to get across this area on foot. Both ships are shattered by many bombs.
[Underlined] DEELEN AIRFIELD – 3RD SEPTEMBER. [/underlined]
103 Lancasters from Nos. 52 and 55 Bases, plus No. 106 Squadron, took off to attack Deelen airfield in daylight. Two Mosquitoes from No.54 Base went ahead of the main force to mark the target with smoke. One Mosquito fitted with an A.P.I. was detailed to find a bombing wind and pass it to the Master Bomber Two smoke bombs were assessed as being on the aiming point but no trace of markers was seen on strike photographs. No. 106 Squadron bombs were fused T.D. 0.025 while both 52 and 55 Bases carried a load of 1,000 lb. and 500 ln bombs all fused half an hour delay, with the object of avoiding smoke and thereby allowing each crew to have a clear run up to the target. This was the first occasion on which we have used the half hour delay fuse against an airfield target. Unfortunately there was much cloud so that the experiment was not conclusive.
RESULTS Only partial cover was obtained, but concentrations of bombs were seen to have fallen on the S.W. and Eastern intersections of the runways, and at least 60 craters are seen in the partial cover of the runways.
[Underlined] BREST – 5TH SEPTEMBER. [/underlined]
Master Bomber:– Wing Commander Simpson.
The United Stated Forces investing Brest were meeting stiff opposition from the defences around Brest. These enemy batteries were the target for 60 aircraft of No. 53 Base in daylight on September 5th. There were four aiming points, A.B.C. and D, to be marked by 7 Mosquitoes of No.627 Squadron. Crews were to bomb visually.
RESULTS All aiming points were attacked, a fair concentration being achieved, with the exception of some loose bombing on A. and B., several bombs falling as much as 400 – 500 yards to the West. A full interpretation from photographic cover was unobtainable owing to the difficulty of distinguishing between the Lancaster and previous attacks.
[Underlined] MUNCHEN GLADBACH – 9/10TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
Nos. 52 and 55 Bases provided 113 Lancasters to attack this target on the Western fringe of the Ruhr; in conditions of cloudless weather and good visibility.
PLAN For this attack, as area of the town was selected and a suitable marking point chosen, upwind from it. The marking point was to be marked with T.I’s dropped by Mosquitoes in the light of flares, after which the
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main force, tracking over the T.I’s on pre-determined headings through a sector of 90° were to aim their bombs at the T.I., but delay release for a certain number of seconds. The aircraft were divided throughout the sector and each division given its own band. In this way the incendiary load would be spread evenly over the selected target area.
Should the 54 Base Mosquitoes find it impossible to locate their marking point then they were to back up yellow Oboe T.I’s dropped in the centre of the target area by P.F.F. Mosquitoes, and the main force were to bomb the yellow and red direct, without delaying release. The Oboe T.I’s were dropped on time, but visual marking was delayed owing to the first and second flare waves dropping their flares too far to the South and South East over open country. The Master Bomber, therefore, ordered the third flare wave to drop their flares on the Oboe T.I’s, and by their aid, Marker II was able to identify and mark the marking point. The main force were then called in to attack.
RESULTS Photographs show enormous volumes of smoke coming from a very large number of fires scattered throughout the centre of the built up area of the town. Large new areas of complete devastation, mostly by fires, are seen all around the main railway station. This was a successful attack, but the Mosquito markers would have been aided had a more conspicuous marker point been chosen.
[Underlined] LE HAVRE – 10TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
Defences at Le Havre which were holding up the besieging Allied Forces were attacked by 108 Lancasters from Nos. 52 and 55 Bases in cloudless weather in daylight on September 10th. Aiming points were marked by Oboe aircraft of the P.F.F. and the attack went according to plan.
RESULTS P.R.U. cover shows that all areas have been heavily cratered in a widespread fashion. It was noticeable that there were no craters North of the Northern limits of the target area.
[Underlined] LE HAVRE – 11TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
A force of 101 aircraft from Nos. 53 and 55 Bases, plus 106 Squadron, again attacked the defences at Le Havre in good weather in daylight on 11th September. Here again the marking was carried out by Oboe aircraft of the P.F.F. and P.R.U. cover confirms the success of the attack, showing that all aiming points were well covered. Once again no bombs were seen outside the Northern limits of the target area.
[Underlined] DARMSTADT – 11/12TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Simpson.
The weather in the target area was clear with some ground haze.
PLAN The “fanning out” method employed against Munchen Gladbach was again planned for this attack, each Base being allotted a separate sector. On this occasion, leading aircraft of the flare force assumed the additional role of blind markers and, in addition to illuminating the target for the Mosquitoes, were to drop T.I. green in the centre of the target area. Mosquitoes were then to mark the marking point with T.I. Red, and the main force in their allotted height bands were again to aim their bombs at the Red, delaying release. To ensure the distribution of the incendiary load over the whole of the required area the first wave was to delay 20 seconds, the second wave 10 seconds, and the third wave 8 seconds. As on a previous occasion the green T.I’s from the Lancaster markers were to be backed up by the Mosquitoes, if the latter were unable to locate their own marking point, and the centre of
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these two sets of T.I’s was to be bombed direct by the main force. Flares were dropped accurately and on time, and the markers successfully dropped their red T.I’s on the marking point. The attack then proceeded according to the primary plan.
RESULTS Photographs show the main area of the city to be completely gutted. On the whole a highly successful attack but something went wrong with the Northern edge which has escaped devastation. Investigation into the reason is not yet complete.
[Underlined] STUTTGART – 12/13TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
The target was heavily attacked by a force of 195 Lancasters from all Bases, in good weather on 12/13th September.
PLAN The target had suffered severe and wide spread damage from previous R.A.F. and U.S.A.A.F. attacks, and so a plan of attack was required to cover the remaining comparatively undamaged areas.
A marking point was therefore chosen, and sectors allotted to each Base in which bombing headings were to be evenly distributed, in order to cover the whole of the undamaged area.
No.54 Base Mosquitoes were to mark the big railway yards with T.I. Red and Red Spot fires, with the help of illumination from the flare force.
Appropriate delays were ordered, and blind markers were again dropped by 54 Base Lancasters as an initial guide to the Mosquitoes, and as an insurance if the latter failed to locate their marking point.
Flares were dropped accurately and punctually. Marking was completed successfully and the attack was carried out in accordance with the primary plan.
RESULTS Photographic cover shows new areas of damage round the aiming point, in the Bad Constadt district, and at Fueurbach to the North of Stuttgart, in addition to several important industrial works.
Plots show that, although a fair concentration of incendiaries was obtained within the sectors planned, the main weight in the later part of the attack tended to spread to the East and North. The reasons for this are being investigated.
[Underlined] BOULOGNE – 17TH SEPTEMBER. [/underlined]
Master Bomber:– Provided by P.F.F.
The garrison at Boulogne was putting up a heavy resistance against the Canadians attacking the town and harbour, and two forces comprising 199 aircraft from all Bases were detailed to attack the specific aiming points.
PLAN All aiming points were marked by full P.F.F. Oboe marking. The first two forces were timed to attack in two separate waves, the first at 0830 hours and the second at 0940 hours. In view of the proximity of our own troops, crews were carefully briefed to make their run up from a well defined pin-point on the coast and use was made of the Navigator’s Master Bomber switch.
RESULTS P.R.U. cover shows well bombing concentrated around the aiming points.
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[Underlined] BREMERHAVEN – 18/19TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Woodroffe.
207 Lancasters from all Bases and 7 Mosquitoes took part in a heavy and devastating attack on the town and harbour installations at Bremerhaven, in cloudless weather conditions, with good visibility.
PLAN There were five aiming points, lying in a rough direction from N.N.W. to S.E.E. on the Eastern bank of the river. Marking procedure for this target was to be similar to that for the preceding targets, but its shape restricted the use of sectors and it was therefore planned that part of the force would attack on defined tracks over the Mosquitoes’ T.I’s, with the appropriate delay in the release of the bombs, whilst others would aim direct at these T.I’s with a false wind vector applied to the bombsight. Illumination and marking was carried out without any hitches, and the attack was completed according to plan.
RESULTS The two most closely built up areas North and South of the harbour entrances have been completely devastated. Most of the warehouses and dockside buildings have been gutted. This was a model for an incendiary attack.
[Underlined] MUNCHEN GLADBACH AND RHEYDT – 19/20TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Gibson.
A further heavy attack was carried out on this target by 227 aircraft from all Bases in the Group, the intention being to complete the destruction of this enemy industrial centre.
PLAN There were three forces – Red (53 Base plus 106 Squadron), Green (52 Base), and Yellow (55 Base), each force being allotted separate height bands and its own Marking Point, each of which was to be illuminated by flares and marked with Red, Green and Yellow T.I’s respectively. The aiming point of the Red force was the primary target and was to be fully controlled. If the green or yellow targets could not be successfully attacked aircraft were to be ordered to attack the red target.
There was a hitch with the marking for the Red Force. In the light of accurately placed flares, the Master Bomber went in to drop his T.I’s on the Red Marking Point, but his markers hung up. He then called the markers to come in. Number one marker had trouble with exhaust studs and Markers 2 and 3 could not identify. As no Red markers were down, the Master Bomber ordered the Red Force to bomb the green T.I’s which were dropped on time. Later, however, Marker number one identified and marked his target. The order to bomb the green T.I’s was cancelled and the force were then ordered to bomb the red T.I’s. The yellow marking point was punctually and accurately marked, and the Yellow force completed their attack as planned.
RESULTS Considerable additional damage over the whole N.W. perimeter of the town is revealed adding to the already severe and widespread damage. This almost completes the destruction of the town. There is little additional damage in Rheydt.
Plots of night photographs and the incendiary plot show that although the incendiary sticks dropped early in the attack fell near the aiming point, a spread rapidly developed both to the South and W.S.W. and at the end of the attack, an area from S.E. to West was covered. No markers were plotted in these areas. No explanation for this wide spread beyond and outside the planned sectors has yet been arrived at.
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[Underlined] DORTMUND-EMS CANAL, HANDORF AIRFIELD AND MUNSTER – 23/24TH SEPTEMBER. [/underlined]
Master Bomber:- Red Target: Wing Commander Woodroffe.
Green Target: Squadron Leader Owen.
A large force comprising 254 aircraft from all Bases in the Group was detailed to attack these targets, the first two being the primaries and the last, Munster, an alternative, should the weather present difficulties for marking and attack. Unfortunately 10/10ths cloud was encountered in the target area with base 8,000 ft.
PLAN No.53 Base plus 106 Squadron and 617 Squadron were ordered to attack the red target (Dortmund-Ems Canal) and Nos. 52 and 55 Bases the green target (Handorf Airfield). If the red target were not marked, the red force, excluding the Tallboy aircraft, were to attack the green target, or if the green target was not marked, the yellow target. Similarly, the green force were to attack the yellow target as an alternative.
RESULTS [Underlined] Dortmund-Ems Canal [/underlined] – Although the portion of the canal marked and attacked was some 7 miles North of the planned aiming point, a very successful attack ensued, and both branches of the embanked portion of the canal were breached. A stretch of 18 miles of the canal is now dry, and over 100 barges are stranded. A splendid result. Of the red force, 82 Lancasters attacked the primary, and 12 the alternative.
[Underlined] Handorf Airfield [/underlined] – The marker force experienced difficulty in identifying the target area, and after an unsuccessful attempt, the main force was ordered to bomb the alternative. 20 Lancasters and 2 Mosquitoes claim to have attacked the primary, and 61 Lancasters attacked the alternative. There was no new damage to the alternative.
[Underlined] CALAIS – 24TH SEPTEMBER. [/underlined]
Master Bomber:- Provided by P.F.F.
30 Lancasters of 53 Base were ordered to attack defence positions at Calais in daylight on 24th September. Marking was to be carried out throughout the attack by Oboe Mosquitoes of P.F.F.
RESULTS Weather conditions were unfavourable, there being 10/10ths cloud, base between 2/3,000 feet. In view of this the Master Bomber cancelled the attack. This order was not received by 8 aircraft of the force, who carried out the attack visually having identified their respective aiming points.
[Underlined] KARLSRUHE – 26/27TH SEPTEMBER. [/underlined]
Master Bomber:- Wing Commander Simpson.
Force employed – 216 Lancasters, 11 Mosquitoes. Weather conditions experienced over the target were 8 – 10/10ths cloud 6 – 8,000 feet.
PLAN In order that the whole weight of the attack should fall on previously undamaged areas of the town, a marking point was selected, to be marked with red T.I’s and each Base was allotted a sector or track, radiating from the marking point. Main force crews were to aim their bombs at the red T.I’s and delay for the detailed number of seconds. The usual blind marking technique was ordered to ensure against the failure of the Mosquitoes to locate and mark the aiming point visually.
Cloud conditions and poor visibility prevented the visual markers from identifying the marking point and consequently the secondary plan was resorted to.
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RESULTS P.R.U. photographs reveal a large area of gutted buildings extending over many blocks. This devastation spreads on both sides of the main East to West road through the city around the closely built up area, for a distance of 1,500 yards by 500 yards to 1,000 yards. There are many scattered incidents of destruction beyond this central area, and a large number of commercial and administrative buildings have been destroyed. This is a great triumph for the blind markers.
[Underlined] KAISERLAUTERN – 27/28TH SEPTEMBER. [/underlined]
Master Bomber:- Squadron Leader Owen.
207 Lancasters and 10 Mosquitoes from all Bases in the Group were to attack the industrial centre and railway workshops. The attack was carried out in weather conditions of 2 – 8/10ths thin stratus at 3,000 feet and 10/10ths cloud at 7,000 feet.
PLAN The railway workshops were to be attacked with ‘J’ bombs using a false wind vector on the bombsight, and the town by the normal method of overshooting.
RESULTS The illumination and marking on both areas were accurate and punctual.
The damage inflicted on the town, confined chiefly to a narrow belt across the centre of the area id disappointing in relation to the number of aircraft used. Investigation shows that over 70% of the aircraft bombed on headings within a small sector, and were not evenly spread over the whole sector as planned, thus little damage was sustained by the Northern and Southern outskirts. Greater attention should be paid at briefing to explaining the details of the plan of attack, and the importance of aircraft adhering to their briefed bombing headings must be strongly emphasised. The attack on the railway workshops achieved a greater measure of success.
[Underlined] SPECIAL ATTACK BY NO. 617 AND NO. 9 SQUADRONS. [/underlined]
[Underlined] ATTACK ON THE GERMAN BATTLESHIP TIRPITZ – SEPTEMBER 15TH. [/underlined]
Previous attempts made by aircraft of the Fleet Air Arm and midget submarines to sink the Tirpitz had proved unsuccessful. It was considered that a force of Lancasters carrying Tallboy bombs and other special bombs would have a good chance of inflicting severe damage to the battleship, if not sinking her, provided the element of surprise could be achieved, so that aircraft could carry out their bombing run before the smoke screen, which was known to be capable of covering the ship and fiord in which she lay within 10 minutes, could be brought into operation.
On September 11th, 38 Lancasters and 2 Liberators took off and with the exception of one aircraft of No. 9 Squadron, which had to return to base, all arrived at Archangel or in that area. Weather conditions were appalling, with rain and low cloud, and some crews were unable to locate the advanced base and had to land on other airfields and even in open country. But for a very high standard of airmanship many more aircraft might have been damaged or lost.
It was hoped that by approaching the target from the South, the necessary element of surprise would be achieved. Tallboy aircraft were to attack first, as it was essential that they should see and aim at the Tirpitz visually. The aircraft carrying the special bombs did not depend on visual sighting of the target. A separate plan and aiming data were provided for them. The plan consisted of the selection of two clearly identifiable landmarks close to the target, at which the bomb aimers could aim, using false settings on their bombsights. Two lakes, one on either side of the fiord were chosen for this purpose. Each aircraft was given a separate track, with the intention of covering an area of 750 yards X 750 yards with the target at its centre.
The flight plan proceeded as detailed until the approach to the target area, when the Tallboy force had to make a last minute alteration of course, as they were west of track.
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The leading Tallboy aircraft saw the Tirpitz clearly when 8 minutes flying time away from it, but by the time the first bombing run was made, the smoke screen was already in operation, and later aircraft found the target area completely obscured. Some aircraft were able to aim their bombs before the last traces of the Tirpitz disappeared under the smoke screen, but others had to aim at the gun flashes and light flak seen through the smoke screen. Others, unable to identify the target, took their bombs back to the advanced base.
The six aircraft carrying the special load aimed their bombs at the planned aiming points, but were unable to observe any results.
The majority of bombing frame photographs are unplottable due to smoke but the release point frames of thirteen of the Tallboy aircraft have been plotted, and the calculated strike position of the bombs indicate that at least one direct hit, and three near misses are probable. Neither the bombing nor release point frames of the aircraft carrying the special load are plottable, as they are obscured by smoke.
Subsequent P.R.U. photographs show a large rent in the starboard side of the ship forward, covering much of the forecastle. Apart from this hit the explosion of some 6,000 lbs of Torpex at a depth of 60 feet within a few yards of the ship’s side cannot fail to have given her a severe shaking, and at least one of the near misses was very close.
This was a highly successful operation carried through in spite of considerable difficulties.
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[Drawing] GARDENING
The Group Gardening effort this month has been on a small scale, and has only called for two operations in which a total of 77 vegetables were successfully planted, although crews stood by for other operations which were cancelled owing to adverse weather conditions.
It is interesting to note that in our first operation this month, the Gardeners from 44 Squadron were co-ordinated into the main force attack on an important German Port, and planted visually by the light of the Flare Force, close to the docks in a channel 800 yards wide, from 12,000 feet.
The second operation, performed by 57 and 630 Squadrons, was a normal H 2 S high lay off the entrance to important German shipping channels where 53 selected vegetables were successfully planted. Unfortunately H/57 had trouble with H 2 S equipment after trying local repairs to within 20 minutes of the target, and then correctly returned with a complete load.
The Command effort totalled 748 vegetables, mostly planted in the Baltic and Kattegat area, with the object of continuing the present dislocation of enemy shipping routes, and preventing troop movements from Scandinavia to the mainlands of the European offensive.
It can be estimated that at present the figures for vegetables planted per ships sunk, stand at 47 to 1. This is an encouraging figure when taking into account the number of Gardening sortied made, and bearing in mind that this does not include the loss to war effort while sweeping measures are put in hand and completed in each area, or the number of ships that are severely damaged and can only be repaired under difficult conditions, or the all-important morale effect on those who “go down to the sea in ships”.
The following extract from the “News Digest” of 28th September reveals the present state of our enemy’s imagination:
“Norway – German fear of Paratroops. British bombers have recently flown over Oslofjord dropping mines.”
“…The Germans are nervous because they think that paratroops were dropped at the same time as the mines. After the first attack some weeks ago, Oslo harbour was closed to all traffic for two days. Since then many attacks have been made, and the harbour has been closed every time. Even the Bygde ferries have, at times, had to stop their traffic. Large-scale raids have been carried out in Cjelleras, and even as far away as Lillestrom there have been raids for paratroops”.
It is also reported that all ships entering narrow channels in the Kiel area have to place two strong cables round their bottoms, and so sail until they are out of the area. This is done in order to facilitate the salvaging of a ship by cranes or other salvage devices in case she is bombed or mined.
In other words, our enemy has developed the minephobic complaint to a very high degree, and with our present increase in stocks he will receive further innoculations [sic] as, and where, we may decide in the future.
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WAR EFFORT
[Table of Sorties, Tonnage and Hours by Squadron]
Squadrons are placed in the above table in order of “Successful sorties per average aircraft on charge”. In view of their special duties Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron the sortie is divided between the two Squadrons.
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[Drawing] TACTICS
The main tactical development of this month has been the withdrawal of early warning devices, i.e. MONICA and BOOZER, and the limitation in the use of H.2.S. It is now known that Hun night fighters can home upon these devices. In the circumstances, therefore, there was no alternative but to withdraw them. MONICA is in the process of modification and may be reissued eventually, but in its absence, crews must exert the utmost vigilance in their search.
It must be appreciated that, although German C.G.I. is getting very much shorter warning of an approaching raid, the number of targets to which a bomber force may be going is also decreasing, making the night fighter controller’s job easier. He also has his night fighter squadrons concentrated into a smaller area and their transfer from one area to another is consequently easier. Bearing these factors in mind, there can be no doubt that the German night fighter will constitute our main problem during the coming months. The following steps should be taken to ensure utmost efficiency in combatting the enemy’s defensive measures.
(i) [Underlined] Night Vision Training. [/underlined]
No opportunity should be lost of training crews in night vision. Night vision efficiency is something which can be improved with practice. Remember, with the withdrawal of the early warning devices, it is now your eyes and night vision versus the night vision aided by A.I. of the enemy night fighter. On the other hand, you have seven pairs of eyes where he has one. This advantage must be exploited to the utmost.
(ii) [Underlined] Increased Banking Search. [/underlined]
Surprise remains the night fighter’s most important weapon. The only effective counter to surprise from behind and below is a constant banking search, and captains must increase the frequency with which they carry out this banking search.
(iii) [Underlined] Corkscrew. [/underlined]
The 5 Group Corkscrew continues to be a very effective fighting manoeuvre. A scrutiny of recent combat reports, however, reveals that there is little doubt that the Hun night fighters now expect the corkscrew and anticipate it. Out of 94 combats reported the enemy fighter opened fire only 37 times, and in many cases was seen to make a feint attack, sufficient to persuade the Lancaster’s captain to corkscrew, and then to hold off and wait until the manoeuvre was completed. The existence of a combat report proves that the corkscrew was successful, but it is considered that where no combat report exists, i.e. where the bomber has been shot down, the fighter’s tactics have been successful. In other words, he waited until the corkscrew has been completed and the aircraft has resumed course, and has then closed in and opened fire.
You are no longer safe in assuming, therefore, that one cycle of a corkscrew will throw off the fighter. Should the gunners lose the fighter in a corkscrew, a banking search should be carried out as soon as course is resumed, to ensure that he is not directly under the
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aircraft.
A new German night fighter, the H.E.219, is now known to carry two fixed astral guns, oblique upwards firing. It is believed that these fire at an angle of 65° upwards and forwards and are fired by the pilot. This adds further weight to the necessity for constant banking search.
To summarise:-
1. Learn how to use your eyes at night!
2. Carry out the correct search to find the enemy.
3. When you have found him – don’t lose him!
[Cartoon]
THE MAN WHO EMNTIONED THE TARGET AT FLIGHT PLANNING!
[Underlined] WITH APOLOGIES TO H.M. BATEMAN [/underlined]
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[Drawing] SIGNALS
[Underlined] W/T DISCIPLINE. [/underlined]
On the night 27/28th. September, 217 aircraft of this Group attacked Kaiserslautern. In accordance with recent practice, very strict W/T, R/T and Radar silence was ordered en route to and from the target. Wireless Operators should have been well aware of the vital need for strict W/T silence on this occasion, in view of the unusual measures taken. In spite of this, however, five Wireless Operators of this Group broke W/T silence during the period 0114 to 0325. Their transmissions took the form of such senseless remarks as “INT WOP – HOW ARE YOU – BANG ON – IMI – GOOD SHOW – INT CUP OF TEA.”
What satisfaction these inane natterbugs got out of their efforts it is hard to see. The enemy, deprived of his usual means of detecting the stream, might easily have obtained bearings on these continuous transmissions, with the result that five brainless Operators would have been the direct cause of the loss of several Group aircraft and many of their comrades.
Despite energetic enquiry and investigation, it has not been possible – so far – to track down the culprits; they are obviously not the type who would own up. If they are found, however, they may rest assured that never again will they have the opportunity to jeopardise their comrades. That such incidents must never occur again has been made perfectly plain.
The Wireless Operators of 5 Group have had the privilege, since the attack on the Dams, of a fair amount of interesting W/T operating. This makes it all the more incomprehensible, therefore, that a few of them should adopt this culpable form of keybashing. It is known, however, that the vast majority of Wireless Operators are responsible men, who feel just as strongly about this “black” as does the C.S.O. It is hard that their good name should have been sullied by the action of so few, and all must now combine to ensure that such flagrant breaches of W/T discipline never occur again.
[Underlined] CONTROLLERS’ OPERATORS. [/underlined]
The hope expressed in last month’s summary that a healthy competition between Bases would develop, has now materialised. In fact, it is almost a full time job for one man at Group Headquarters to book and supervise these exercises. Signals Leader should note that many a good exercise is spoilt by failure of the Operators to pay attention to detail. Before an operator takes part in any of these exercises, he should know 5 G.S.I. No. 12 backwards. In this connection, the main points to watch are:-
(1) The number of times call signs should be sent.
(2) How often the text of a message should be repeated.
In next month’s issue, it is intended to publish a table showing the number of exercises completed by Bases.
[Underlined] REGRADING. [/underlined]
The Group Signals Leader examined a large number of wireless Operators during the month, and claimed he was more or less up to date on regrading before proceeding on leave. Perhaps it is not generally known that the main purpose of this leave was to see for the first time Gilmour Junior – of the ‘transmitter’ variety we believe. It is known, however, that during the past fortnight quite a formidable queue of W/Ops Grade II has been forming, and every endeavour will be made to deal with these as soon as possible.
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[Underlined] GROUP EXERCISES. [/underlined]
These have taken place regularly throughout the month, and the high standard of operating maintained. They still reveal, however, that morse practice and more morse practice is essential. It is hoped that the recent quiet spell has been taken advantage of in this connection.
[Underlined] SIGNALS FAILURES. [/underlined]
The Signals failure percentage continues to increase, the figure for September being 2.459. Over the past 3 months the percentage has risen steadily. On reading through the defects summary however, it can be seen that over 90% of the trouble is still attributable to component failures. The long spell of no maintenance faults has broken, one Squadron having no less than three such failures. There are still quite a number under the heading miscellaneous – the “remarks” column being “No fault found”. This type of alleged failure must stop. There were two manipulation failures which could easily have been avoided, in one case an incorrect VHF channel was selected, in the other, the type 51 Junction box switch was in the wrong position.
It is most gratifying to see that not one failure of VR.101, i.e. output valve V8, was reported throughout the month. It appears that the recent glut of V8 failures can be attributed either to faulty manufacture or wartime materials.
[Underlined] V.H.F. [/underlined]
There have been many essential changes in the V.H.F. policy during the past month, the reason being, an operation on HANDORF airfield, night 23/24th September, when very heavy FREYA interference was experienced on the TR.1143 equipment. This setback made it quite clear that the series noise limiting diode modification had to be carried out on all the new SCR.522 equipments prior to their debut into 5 Group Lancasters and Mosquitoes. The modification is quite simple, the only difficulty being the realigning of the four I.F. stages and all Squadrons not possessing a suitable 12 m/c oscillator. It was decided, therefore, that the Americans be asked to incorporate the modifications for us, and this they most willingly agreed to. The result is, at the time of going to press, only 35 of the 435 SCR.522’s held, now require to be modified.
For 100% suppression of all noise, it has also been found necessary to filter the 150 volt Dynamotor output with a 5 uf electrolytic 200 volts D.C.W. Capacitor. If this equipment is readily available through R.A.F. sources, in such a large quantity the modification will be carried out locally. Failing this the U.S. Air Force has again expressed willingness to assist.
[Underlined] NOISE SUPPRESSION MODIFICATION. SCR.522. [/underlined]
Briefly the Noise Limiting modification functions as follows:- A double diode is inserted in series with the output from the 2nd Detector, one section of the valve is biassed by a portion of the average D.C. voltage developed by this detector. When normal speech is being received, the bias is such as to allow the diode to conduct, i.e. the diode becomes a low impedance. When any pulse waveform is impressed on the incoming required signal the diode anode is biassed more negative and cuts off; hence it offers a high impedance to the interfering pulse. The other half of the valve holds the A.V.C. to zero until the average D.C. voltage developed by the A.V.C. diode exceeds the delay voltage. The A.V.C. voltage, after the modification, is derived from the primary of the last I.F. transformer. Changes are also made in the I.F. Grid circuits, to reduce cross modulation effects caused by the grid current as the result of high noise voltage pulses.
[Underlined] BLIND MARKING – CONINGSBY’S SPECIAL RADAR EFFORT. [/underlined]
The story may now be told of the work done at Coningsby to improve the performance of MK.III H2S. During the latter half of July, it was decided that efforts should be made to improve the efficiency of our offensive Radar devices. Hs” MK.III was selected for particular attention, the main requirement was for an accurate Blind Bombing Instrument, and immediate steps were taken to improve MK.III H2S to enable it to perform this function. T.R.E. aided us in every way possible, to enable this commitment to be undertaken without impairing operational serviceability.
The greatest difficulty which had to be overcome was the tendency of the presentation on the screen to disintegrate or disappear at the shorter ranges. It was felt by T.R.E. that this was due to the inefficiency of the scanners, and therefore, scanners received the first attention. Those which had previously
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given the best results were carefully selected, and thorough checks made against specifications, at the same time the best Units of the equipment were subjected to a detailed and exacting overhaul for power output, tuning, and accurate calibration of height and range markers. When one complete installation had been fully tested in this manner, it was placed in an aircraft, and one of the most experienced crews commenced bombing trials on Wainfleet, and on several inland towns. The results obtained on these trials are compared here with results which were obtained previous to these experiments. The average error obtained at Wainfleet for 5 bombs was 316 yards as compared to a previous error of 1,193 yards. A second crew dropped 6 bombs with an average error of 1.6 miles with the ordinary Mk. III H 2 S equipment, and on using the improved equipment reduced this error to 800 yards. On inland towns the bombing results were similar to those on Wainfleet, an average error of 700 and 500 yards being obtained with the special equipment, whilst errors of 1,600 and 2,000 yards were obtained with the standard equipment.
It was decided from these figures that the experiments and improvements were making more accurate bombing possible, and a further 6 aircraft were similarly equipped, and the best Operators assigned to these aircraft. Further training and trials were carried out, and the results gave additional proof that the experiments were on the right road. The final assurance that all this concentration on improvements and selection of all Units and Operators was improving the bombing was soon forthcoming. The operations were conducted against Konigsberg, Darmstadt, Stuttgart, and Karlsruhe were most successful, the average error of the proximity markers being 550 yards.
These results do not by any means mark the successful conclusion of the experiments, but rather indicate that we are just beginning, and the coming few months will see an ever increasing improvement in both equipment and crews.
It is desired at this point to express our appreciation for the assistance which has been rendered by T.R.E. and H.Q.B.C. and for the close co-operation by all concerned at Coningsby without whose help none of this work would have been possible.
[Underlined] GEE. [/underlined]
Gee maintained its usual high standard of serviceability through September. Of the 2386 sorties reported for the month, 62 difficulties were experienced for a percentage serviceable of 97.4 as compared with 97.26 for August.
The supply of Gee remains a very critical problem, although the position has eased up slightly. The new aerial loading unit is apparently becoming available shortly, and a few have already been received in new aircraft. The supply of R.F. Units Type 27 has also improved and an effort is being made to fit all Squadrons completely in the near future.
A modification which enables the simultaneous presentation of signals and calibration pips on the screen has been submitted by 617 Squadron, and forwarded to Headquarters Bomber Command for approval.
[Underlined] H 2 S. [/underlined]
Although for obvious reasons the use of H 2 S Mark II was restricted this month, a total of 819 sorties was completed and out of these 90.7 per cent were free of technical difficulty. A switch unit which allows the equipment to be switched on and off at altitude has been developed by T.R.E. This should soon be in production.
H.2.S. Mark III is not so badly affected by this restriction, and during September, a total of 135 sorties was reported. Twelve difficulties were experienced, which brings serviceability back to 91.2 per cent, an increase of 2.3 above last month. The work which has been undertaken on the H.2.S. Mark III at Coningsby has served to familiarise the Radar Mechanics even more with the equipment, and the benefits thus derived should bring the serviceability to a much higher standard from day to day.
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[Underlined] MONICA. [/underlined]
Unfortunately Monica has had to be removed from all aircraft, but it is hoped only temporarily, pending the introduction of a modification developed by 53 Base and T.R.E. This modification is being pursued at T.R.E. with the assistance of a Radar Officer from this Group.
Before it was restricted, Monica IIIA reached its highest serviceability. Of the 139 sorties completed, only one defect was experienced, giving a percentage serviceable of 99.3. This provides a record which will require a great deal of effort if it is to be bettered on the re-installation of the equipment.
Monica V was, however, not far behind, for out of 99 sorties only one difficulty occurred, giving a serviceability of 99 per cent – another record which we will endeavour to equal.
[Underlined] FISHPOND. [/underlined]
Fishpond, due to the restriction on H 2 S, was also used to a lesser extent during September. Despite this, it rendered a very satisfactory service for 722 sorties out of 796 reported, a percentage of 90.7. Training of operators has increased the usefulness of the equipment, and every effort should be made to aid those operators in quickly interpreting the picture on the screen.
[Underlined] A. G. L. (T) [/underlined]
During the second week of September, A.G.L. (T) became operational and up to the end of the month 70 sorties had been completed. Of these, 20 developed difficulty which gives a percentage serviceable of 71.5. Nine of these defects were due to components in the A.G.L. (T) installation itself, whilst H 2 S, Fishpond and the power supply were responsible for the remaining eleven.
Although this standard of serviceability leaves a great deal to be desired, October should bring about an encouraging improvement, in view of the experience which has now been gained by servicing personnel. It is very gratifying to note the enthusiasm with which this new device has been received, on the part of both the air and ground crews. As it becomes increasingly familiar and serviceability steadily climbs, this enthusiasm will grow and the full benefit will be derived from it.
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[Drawing] AIR BOMBING
The month of September has provided some excellent results from the attacks on German towns, and despite adverse weather conditions on one or two occasions the determination of crews provided better results than were, at first anticipated.
Incendiaries formed the greater part of the bomb loads, and the previous difficulties experienced in aiming the 4 lb I.B. have been largely overcome by the use of the new wind conversion factors for bombs of low T.V. However, it is still very necessary for Air Bombers to adhere strictly to the “delay release” times supplied at briefing, and Bombing Leaders must ensure that the importance of this is stressed.
Another point which cannot be stressed too often is the necessity for not dropping any bombs until either the Controller has given the order to bomb, or ‘H’ hour has arrived and no instructions have been received from the Controller. You will be briefed to adopt the latter alternative is it has been decided that there will be no orbiting in the target area. The reasons for these instructions should be apparent; the difficulties of the Mosquito markers are greatly increased if a few stray ‘cookies’ are dropping while they are searching for the marking point, and a load of 4 lb. I.B’s can be very dazzling to the low-flying markers.
The destruction of towns and cities behind the actual battle-front will have a direct effect upon the results of the hard battles which the ground forces will have to undertake soon. The enemy will be denied the use of his most essential means of transport, shelter for his reserves, and what remains of his armament production in the previously attacked areas. To achieve this, all Air Bomber must make sure that their bombs hit the areas they are intended for, and that means constant practice, a thorough knowledge of all equipment, and the ability to conform strictly to the plan of attack.
[Underlined] PRACTICE BOMBING. [/underlined]
Although the amount of practice bombing has increased considerably during the past six months, there is still a large number of details being cancelled because of snags which could have been avoided.
Now that the winter months are approaching, and opportunities for bombing will decrease, it is essential that the best advantage be taken of every chance to complete an exercise.
Quite a large number of faults which cause an abandonment of an exercise could have been prevented if the air bomber had thoroughly checked his equipment before take-off.
First of all make certain that the auto-selector box on the Light series carrier has been reset to No.1. The ground crew will usually attend to that, but there are occasions when it has been missed.
Examine the bombs and change any that have damaged tail fins. At the same time see that the safety pins have been withdrawn.
Test your bombsight on the ground and make sure that you have an emergency computor [sic]. In the event of a bombsight failure you can still derive some benefit from the exercise.
[Underlined] BOMBING ANALYSIS. [/underlined]
The provision of Bombing Analysis Officers on Squadrons and Conversion Units has proved of great value during the past few months, ensuring speedy
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assessment of exercises and the abolition of inevitable errors which occurred when Bombing Leaders were unable to devote sufficient time to this very important duty.
However, there are still one or two points not receiving the attention required:-
(i) Crews must be given a detailed analysis of their exercises. It is not always possible to have the Pilot, Navigator and Air Bomber present during the actual analysis, but they should see the plot as soon as possible.
(ii) Form 3073 must be completed, and the details supplied must be accurate. It will then afford the Analysis Officer, and the Bombsight Maintenance Staff, the maximum amount of assistance. It should be possible for the Squadron Commander to pick up a Form 3073 relating to an analysed exercise and thereby obtain a complete account of the bombing and any relevant comments from the Bombing Leader.
(iii) Do not forget that new crews have had very little experience in bombing from a Lancaster, and an accurate analysis will be of the greatest assistance to them.
(iv) When a bombsight fault has been discovered, inform the Instrument Section [underlined] immediately, [/underlined] and give them all the information you can. If necessary, produce the bomb plot and explain the errors. The Bombsight maintenance staff will appreciate all the assistance you can give them.
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. What action would you take if you obtained maximum starboard drift on the sighting head with zero wind set on the computor [sic]?
2. What is the procedure on landing at a strange airfield with 500 lb bombs (37 pistol) still on the aircraft?
3. Why is it essential to conform to the briefed air speed when making a “Wanganui” attack?
4. How does the Flight Engineer check the suction and what readings would you require to ensure that the bombsight was serviceable?
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
[Underlined] S/Ldr Mansbridge [/underlined] has left Group Headquarters and is now on a Staff Officers’ Course.
[Underlined] F/Lt Abbott [/underlined] (49 Squadron) is carrying out Group Bombing Leader’s duties.
[Underlined] S/Ldr Murtough [/underlined] (53 Base) has gone to Manby to take charge of the Bombing Leaders’ Courses.
[Underlined] F/Lt McCarthy [/underlined] (1654 C.U.) has gone to 53 Base and has been replaced by [underlined] F/Lt Kennedy [/underlined] (463 Squadron)
[Underlined] F/O Grime [/underlined] is doing Bombing Leader’s duties at 463 Squadron.
[Underlined] F/Lt Harris [/underlined] (5 L.F.S.) has met with an unfortunate accident, and [underlined] F/O Wilkie [/underlined] (1661 C.U.) has taken over the Bombing Section at Syerston.
[Underlined] COURSES [/underlined]
The Group had three Air Bombers on No.91 Bombing Leaders’ Course, F/O Moreton (106 Squadron) was 6th, P/O Muhl (207 Squadron) 8th, and F/O Pyle (1661 C.U.) 10th, all obtaining “B” categories.
The bombing analysis courses are proceeding satisfactorily, and our
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candidates have all received excellent assessments. If any Squadron or Conversion Unit has not appointed a Bombing Analysis Officer who has completed the course, please apply for an early vacancy.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
[Underlined] Squadron Average Error [/underlined]
1st 97 61 yards
2nd 630 64 yards
3rd 619 71 yards
4th 83 74 yards
5th 467 77 yards
6th 207 81 yards
7th 9 89 yards
8th 49 90 yards
9th 463 93 yards
10th 61 113 yards
11th 44 114 yards
12th 50 117 yards
13th 57 118 yards
14th 122 yards
September has produced a 100% entry in the Squadron Bombing Competition and 97 Squadron are at the top with an average error, for 8 exercises, of 61 yards.
This is an excellent result and 97 are to be congratulated, more especially as quite a lot of their bombing was carried out by Flight Engineers.
With the exception of 619 Squadron, 52 Base have slipped down the ladder, but assurances have been received from 44 and 49 Squadrons that this is only a temporary lapse, and every effort will be made to return to their former positions.
106 Squadron are handicapped by having many unexperienced crews on their strength and consequently are at the bottom of the list. However, the keenness which is apparent on the station is sure to produce better results.
Competition should be very keen during October; 97 Squadron will be ‘all out’ to keep on top, and it will need a very special effort from the “Main Force” to depose them. Given suitable weather, all records should be broken.
[Underlined] CONVERSION UNIT BOMBING COMPETITION [/underlined]
[Underlined] Con. Unit Average Error [/underlined]
1st 1654 56 yards
2nd 1660 65 yards
3rd 1661 72 yards
4th 5 L.F.S. 85 yards
1661 Conversion Unit, after leading for two successive months, have gone down to third place, and 1654 Conversion Unit have taken over the top position with an average error of 56 yards.
[Underlined] “BIGCHIEF” COMPETITION [/underlined]
The only entry this month comes from 51 Base:-
G/Capt Coats (Swinderby) – 103 yards
[Underlined] “LEADER” COMPETITION [/underlined]
This competition has only produced one entrant also:-
F/Lt Foulkes (630 Squadron) – 158 yards
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[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Errors by Squadron and Conversion Unit]
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[Underlined] “GEN” FROM THE RANGES [/underlined]
Wainfleet plotted 4945 bombs and 111 T.I’s dropped from 921 aircraft.
It is obvious that the Range staff have had a busy time, and to ensure accurate plotting, crews must conform to range procedure.
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] S/Ldr Wonham [/underlined] (55 Base) extends a hearty welcome to 44 and 619 Squadrons. The rivalry between the Squadrons, on Practice Bombing matters, is very keen and errors have shown a steady decrease during the past few months.
[Underlined] F/Lt Foulkes [/underlined] (630 Squadron) has equipped an excellent Bombing Analysis room. Points concerning Bombing, which need stressing, are emphasised by humorous cartoons, and the room itself is kept very clean and tidy.
[Underlined] CREW CATEGORIES [/underlined]
[Table of Crew Categories by Base]
* Excluding 617 and 627 Squadrons.
A+ 85 yards or less.
A 140 yards or less.
B 210 yards or less.
C 280 yards or less.
D Over 280 yards.
The number of “D” category crews has decreased from 41 in August, to 15 for this month. This is a considerable improvement, but it is not good enough – there should be no “D” crews on an Operational Squadron, and Bombing Leaders must give careful attention to these errors.
[Underlined] SEPTEMBER’S OUTSTANDING CREW ERRORS [/underlined]
SQDN OR CON UNIT PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000’ IN YARDS
9 F/O Marsh F/O Carr - 78
44 P/O Evans Sgt Harper F/S Hunter 73
49 F/O Furber F/S Gentleman F/O Hassell 75
50 F/S Wonders F/S Earle F/S Minchin 79
97 F/O Woolnough W/O Shearwood F/O Haggerston 57
F/L Shorter F/S Betts P/O Aveline 57 – 79
467 F/O Jones F/S Burns F/S Michelmore 74
617 F/L Knights F/O Rogers F/O Playford 74
F/O Levy F/S Peck F/O Fox 78
F/O Stout F/O Rupert F/O Graham 59
F/O Joplin F/S Hebbard F/S Fish 70
F/L Hamilton F/O Rogers P/O Jackson 72
F/O Leavitt Sgt Oldham F/O Withams 73
619 F/O Cottman F/S Coster F/S Murray 71
1654 F/O Gray F/O Aitken Sgt Adams 62
F/O Denton F/O Goebel Sgt Kneebone 77
F/O Brammer Sgt White W/O Davies 69
P/O Dockworth F/S Quealy F/S Kenward 43
F/O Langridge F/O Cavanagh F/S Diggins 65
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OUTSTANDING CREW ERRORS (continued)
SQDN OR CON UNIT PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000’ IN YARDS
1660 P/O Le Marquand Sgt Bowen Sgt Ransom 56
Sgt Sargent Sgt Walters F/S Symes 67
Sgt Keen Sgt Hurst Sgt Fidler 62
Lt Evenson Sgt BJorcy P/O Carling 61
P/O Penman F/S Dash P/O Pointon 78
F/S Cox F/S Smitherwaite Sgt Taylor 68
F/O Downing F/O Harrison P/O Semark 64
Lt Howes Sgt Johnston F/O Butterfield 78
1661 F/S Wonders F/S Earle F/S Minchin 78
F/O James Sgt Longhurst P/O Jeffreys 70
F/O Gillegin Sgt Jenden Sgt Elliott 58
P/O Smith F/S Scott F/O Sweeney 77
F/O Caryer F/O Arnett P/O Grassie 71
5 L.F.S. P/O Aryton Sgt Herkes F/S Bardsley 65
P/O Le Marquand Sgt Bowers Sgt Ransom 78
Owing to the large number of crew errors below 100 yards, it is only possible to publish those below 80 yards. Congratulations are due to F/L Shorter and crew (97 Squadron), F/S Wonders and crew (50 Squadron) and P/O Le Marquand and crew (now of 49 Squadron) for their consistently good bombing during the month.
[Underlined] THE “LORD CAMROSE” BOMBING TROPHY [/underlined]
The “Lord Camrose” trophy remains at Skellingthorpe for another three months.
50 Squadron’s average crew error for the months of July, August and September is 148 yards at 20,000 feet. Well done 50 Squadron!
463 Squadron are the runners up with an average error of 153 yards at 20,000 feet.
[Underlined] PRACTICE BOMBING. [/underlined]
The complete summary of practice bombing results for the month of September provides some very interesting facts and comparisons.
The number of bombs dropped is the best ever, and 9 Squadron are to be congratulated on their magnificent effort in dropping 789. However, it will be noted that 61 Squadron dropped only 96 and assuming the Squadron strength to be 25 crews, that gives an average of 4 bombs per crew for one month. This compares unfavourably with the other Squadrons in the same Base, and it is essential that crews have the maximum amount of bombing training permitted by operational commitments and weather conditions.
Crew errors have declined slightly this month, the average being 9 yards less than that of August. This is a step in the right direction and it is hoped that there will be a steady reduction in errors until we can get our average error down to less than 150 yards. It can be done, 50 Squadron have proved it by obtaining an average crew error of 148 yards for the last three months.
The number of bombsight errors has increased from 42 in August to 90 in September, but the proportion of bombsight errors to exercises completed remains the same. Close co-operation between the Bombing Analysis Officer and the Instrument Section will help to bring bombsight serviceability up to a satisfactory level.
Our practice bombing has improved considerably during the past six months, from 275 to 183 yards at 20,000 feet and this improvement is apparent in the results of the attacks on German targets. However, it is possible to reach an even higher standard of accuracy but it means constant practice on the part of every member of the bombing team.
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[Drawing] NAVIGATION
Almost all attacks this month have been on German objectives and navigators have done a good job on these longer range targets. Radar restrictions have necessitated flying considerable distances outside Gee range, and with winter approaching we must be prepared to fly even greater distances on D.R. alone. To achieve the high standard of navigation necessary for correct timing at the target, your D.R. navigation must be as sound and as complete as possible.
Mathematical accuracy, constant checking of D.R. positions and constant w/v checks, are the keynote of efficient D.R. navigation. Unfortunately very few navigators comply with all these points, and cases still occur of navigators not obtaining one D.R. position between their last Gee fix and the target.
Timing has been stressed frequently but on the coming long range operations it will be of paramount importance. By comparing forecast winds with winds found it is nearly always possible after the first hour’s flying to tell whether the aircraft will arrive at the target on time or not. If no moveable zero hour is being employed, then the earlier you can adjust your air speed, the easier it will be for you to arrive at the target at your scheduled time. During the winter months of last year it was not unusual to experience a spread of 15 – 20 minutes in the time over the target or along the route. With the concentration of enemy defences YOU CANNOT afford to fly in a bomber stream some 60 miles in length.
[Underlined] WIND FINDING. [/underlined]
The broadcast wind velocity scheme has not been used this month. Crews detailed to find correct bombing winds have put in some very good work, however, particular mention being due to 49 Squadron on the night 26/27th (Karlsruhe).
[Underlined] EXAMPLE OF GOOD “PILOT” NAVIGATION. [/underlined]
On the night of 27/28th September, 1944 (Kaiserlauten) F/O Nunns, Pilot of 630 Squadron gave an excellent example of “Pilot” Navigation. His aircraft was hit by flak on the return journey when some 150 miles inside France. He ordered the crew to abandon aircraft and was about to bale out himself when he managed to regain control. He decided to bring the aircraft back to base himself. Levelling out the aircraft and putting in “George” he went back to the navigator’s compartment and studied the log and chart carefully. From the information on the chart he was able to ascertain the aircraft’s present approximate position, and from the flight plan the courses to steer to reach base and the times on each leg. He flew the courses stated for the requisite amount of time and (strangely enough!) reached the base area. He was able to identify the beacons en route from the navigator’s flimsy and was thus able to “map read” the last few miles to base by this method.
This was a great effort and praise is due to both the pilot and also to his navigator who must have kept a complete and tidy chart to enable F/O Nunns to reach base the way he did.
[Underlined] CATEGORISATION OF NAVIGATORS. [/underlined]
During the month of August it was decided to categorise navigators. Navigation does not lend itself easily to categorisation, mainly because it is impossible to lay down a procedure which will cater for every eventuality. It therefore will depend upon common sense and judgement of navigation officers.
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[Underlined] NAVIGATION ANALYSIS OFFICERS. [/underlined]
It is essential that all navigator’s operational logs and charts are thoroughly analysed immediately after each raid, and the results of that analysis made known to the navigation team as soon as possible, so that mistakes made will not be repeated. The analysis of logs and charts has always been the responsibility of Station and Squadron Navigation Officers; the present frequency of operations makes this an impossible task. It has therefore been decided to appoint one Navigation Analysis Officer to each Squadron, whose whole time duty it will be to analyse very thoroughly each log and chart.
By these appointments it is hoped to bring to light the errors and omissions of each navigator within 24 hours of completing a sortie. The Station Navigation Officer will thus be able to point out to each Navigator the “error of his ways” immediately, and will thus ensure that the mistake is not repeated.
Navigation Officers have a very big job in front of them and much hard work will be required.
[Underlined] APPROACH OF WINTER – WHAT IT MEANS! [/underlined]
Apart from all the well-known discomforts, the approach of winter means that OLD MAN WIND – the Navigator’s greatest enemy – will start hitting out again in force and will do all he can to land you in mischief. Low pressure systems are more prevalent in winter time, and therefore stronger winds have to be combated. Longer range targets means passing over territory which cannot at the moment, be too well explored by the Met. man, therefore you may pass over a front with a consequent wind change or run into a low pressure system which has not been forecast by the Met. Section. All this means that every individual Navigator must have a very thorough understanding of wind system. He must be able to interpolate for wind changes and must anticipate any sudden change of wind velocity. In last month’s summary attention was drawn to the Berlin raid of last Winter. We do not want this to happen again.
Get to know the wind system; visit the Met. man regularly and discuss the subject with him. Station and Squadron Navigation Officers should arrange constant lectures on this subject for the benefit of their Navigators. Wind is your biggest enemy.
[Underlined] O.R.S. INFORMATION. [/underlined]
A word about the O.R.S. information which is taken from you at interrogation. Numerous instances are occurring of incorrect information being forwarded to Group Headquarters. For example, an aircraft’s position is given as 4720N when it should be 4920N. These inaccuracies are obvious but other smaller inaccuracies are not so obvious. The concentration diagrams prepared from this information do not present a true picture of the situation, also many statistics prepared by O.R.S. are equally inaccurate and are therefore of no value.
All this O.R.S. information is collected and collated for your benefit and ultimate safety so do make sure that you give the CORRECT information and SEE that the Interrogator logs it correctly.
[Underlined] ATTACK ON TIRPITZ. [/underlined]
Navigators of 9 and 617 Squadrons had an opportunity during the month of showing their skill as “real” Navigators. The occasion was the attack on Tirpitz in Northern Waters and the landing at advanced bases in Russia. This operation, undertaken under difficult weather conditions and in total darkness, called for a very high standard of Navigation. It was anticipated that Gee would be received as far as 63° or 64°N; this was in fact correct. The remaining 1,000 miles over enemy occupied territory and enemy waters had to be tackled without the aid of Radar fixing facilities. Map reading was of course the most accurate method of fixing available, but this was very difficult over mountainous country studded with lakes and rivers. Nevertheless Air Bombers did some excellent work. Good use was also made of drifts
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and astro shots. Unfortunately the low pressure system which could not be accurately positioned by Met., was encountered over the most difficult part of the route. This meant that winds became much stronger than forecast and also a considerable lowering of cloud base. Nevertheless, practically all the Navigators noted this sudden strengthening and varying of the wind velocity and were able to combat it successfully.
It was anticipated that a little trouble might be experienced with the P4 Compasses in these Northern latitudes. Every precaution was therefore taken before the aircraft left this country, compasses were swung and as much deviation was removed before take-off for this operation. It was gratifying to note, however, that not one single instance of compass failure or excessive deviation occurred.
The Air Bombers and Navigators of 9 and 617 Squadrons did an excellent job on this operation, under the most difficult conditions. They brought back with them much valuable information on the performance of compasses, Northern chain Gee range at varying heights etc. – information which will be of considerable importance in the planning of future operations.
[Underlined] PRACTICE BOMBING W/VS [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is shown below.
Average Error of Squadrons – 4.7
Average Error of C. Units – 5.0
These figures show an improvement for the Squadrons of 1.8 m.p.h. and for the Conversion Units of 1.6 m.p.h. This is excellent and the ideal overall average of 5 m.p.h. has been reached. Let us now try and reduce this ideal over-all to 4 m.p.h.
[Table of Vector Error by Squadron and Conversion Unit]
It will be noted that 9 and 50 Squadrons are holding two of the first three places for the fourth month is succession. A very creditable performance. There still appears to be little improvement in the errors obtained by the three Squadrons from 54 Base. Come along now, let us see them at the top of the list next month.
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[Underlined] UNION NEWS [/underlined]
S/Ldr. Mould, DFC – Base Nav. Officer, Scampton to be Base Nav. Officer, Syerston.
S/Ldr. Bray, DFC – Station Nav. Officer, Dunholme to be Station Nav. Officer, Strubby.
S/Ldr. Warwick, DFC – Base Navigation Officer, Coningsby missing on operations.
[Cartoon] “HERE IS THE BOMBING WIND – AND THIS IS P/O VECTOR READING IT!”
N.M.
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[Drawing] RADAR NAV.
[Underlined] H 2 S [/underlined]
The most outstanding feature regarding 2 S this month has been the severe restrictions placed upon its use for operations.
It is realised that with these restrictions of H 2 S, navigation is bound to suffer slightly, particularly during the autumn months as no one can be too certain of the ranges on Gee. Operators must therefore make the best of the limited use of H 2 S on each operation. This Headquarters will welcome any ideas on how to obtain maximum efficiency from H 2 S during the limited periods it is available.
There are one or two points regarding the restrictions which must be stressed at the present time. Firstly, operators, if they are allowed to use H 2 S on any part of the flight, must make sure that it is switched on below 6,000 feet or else circuit breakdowns may occur. Secondly, close watch must be maintained on the scanner position when turned off, as wander is likely particularly during tactical manoeuvres.
It must be pointed out that despite restrictions on H 2 S on operations, no relaxation in training can be allowed and every effort must be made to see that operators remain proficient in its use. Experiments are being carried out to develop some kind of sector scan and if successful, operators may be able to make use of H 2 S throughout the whole flight. Sector scan requires a high standard of proficiency in H 2 S particularly in the interpretation of the P.P.I., and although training in sector can cannot be given at the moment, operators may do well to bear the problem in mind.
Experiments are also going ahead with the Mark II H 2 S scanner to try and improve the bombing picture on the P.P.I. This is being done by altering the pitch of the scanner to concentrate the beam and alter the polar diagram. If successful it may be possible to modify other Mark II equipment gradually. This will only be done if the range is not seriously restricted and its navigational use is not affected.
Blind bombing technique in the Group has developed further in the past few weeks and considerable success has been obtained by 83 and 97 Squadrons on the last few operations. To indicate the high standard which these two Squadrons have attained, a resume’ of their flare and blind marking errors on operations is given.
[Underlined] KOENIGSBERG. 26/27 AUGUST, 1944. [/underlined]
This was the first operation on which the specially selected H 2 S Mark III equipment was used and F/Lt. Baker, Blind Marker crew of 97 Squadron dropped his marker 400 yds. south of the Aiming Point. Had the whole attack been based on this marker it might have been slightly more successful.
[Underlined] KOENIGSBERG. 29/30th AUGUST, 1944. [/underlined]
An extremely successful operation with the centre of the blind illuminating flares being plotted extremely close to the centre of the town. The blind proximity marker released by a crew of 97 Squadron was reported 600 yds. south of the aiming point although no photograph was obtained.
[Underlined] DARMSTADT. 11/12th SEPTEMBER, 1944. [/underlined]
An excellent operation with highly successful blind illumination
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provided by 83 and 97 Squadrons. The direct release method of marking and blind bombing was used and photographs gave the following results:-
F/O TAYLOR 97 SQUADRON AIMING POINT.
F/LT. HIGGS 97 SQUADRON 1,300 yds.
F/O EATON 97 SQUADRON 1,300 yds.
F/O SIMPSON 97 SQUADRON 1,300 yds.
F/LT. BAKER 97 SQUADRON 1.75 n.m.
[Underlined] STUTTGART. 12/13th SEPTEMBER, 1944. [/underlined]
Blind marking was carried out by the direct release method with a G.P.I. check from PFORZHEIM. The following successful results were obtained:-
F/LT. AMES 97 SQUADRON 600 yds. From Town Centre.
F/LT. HIGGS 97 SQUADRON 1,000yds. From Town Centre.
F/LT. SHORTER 97 SQUADRON 2,500 yds From Town Centre.
F/O. SIMPSON 97 SQUADRON 2,500 yds. From Town Centre.
F/LT. LAING 97 SQUADRON 2,500 yds. From Town Centre.
[Underlined] BREMERHAVEN 18/19th SEPTEMBER, 1944. [/underlined]
A most successful sortie. Of the Primary Blind Markers F/Lt. Kelly of 83 Squadron dropped his T.Is. 500 yds. from the Aiming Point whilst F/Lt. Laing and F/Lt. Lines of 97 Squadron both had errors of less than 1 nautical mile. The Flare Force too was remarkably accurate, illuminating the target area to such effect that the Mosquito aircraft had no difficulty in marking the Aiming Point. The Flare Force photographs showed that F/O Gamble, 83 Squadron, F/O Price, 83 Squadron and F/O Canever of 97 Squadron had Aiming Points, whilst S/Ldr. Hatcher had an error of 1,400 yds.
[Underlined] MUNCHEN GLADBACH 19/20th SEPTEMBER, 1944. [/underlined]
Technical failures prevented the plotting of many flare force photographs, but P.R.U. cover shows considerable damage in the target area, proving that the flare force illumination was of its usual high order.
[Underlined] KARLSRUHE. [/underlined]
Cloud prevented the plotting of photographs, but P.R.U. cover shows very extensive damage in the most closely built up area of the town. P.P.I. photographs indicate that the accuracy of the blind markers was to the order of 1,000 yds. and 400 yds. respectively.
[Underlined] KAIDERSLAUTERN. [/underlined]
Using the direct release method with a G.P.I. check on SAABRUCKEN, W/C. Ingham of 83 Squadron dropped his flares 1,500 yards, F/Lt. Edwards, 83 Squadron 1.3 miles and F/O Simpson 1.25 miles respectively from the flare aiming point. By this illumination, the low level Mosquitos were able to mark the target accurately.
Great credit is due to the two marking Squadrons for the success obtained on these operations. The majority of the results were obtained on the specially selected and tuned up sets thus proving that not only have crews to be selected, but also the equipment. In addition, the results have been obtained only through particularly extensive training, and the enthusiasm of the crews carrying it out.
If we are to maintain these excellent results, the two squadrons must be provided with crews of a suitable type; Crews selected are carrying on high tradition and are directly responsible for the success of all future operations.
[Underlined] P.P.I. PHOTOGRAPHY. [/underlined]
The standard of P.P.I. photography has been raised slightly during the month and several good photographs have been received at this Headquarters. F/Lt. Dobbie of 97 Squadron obtained an excellent photograph
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of KAISERLAUTERN when on the operation to KARLSRUHE. This was of considerable assistance to set operators in their identification of this target on a later raid.
Very little gardening has been carried out this month. But so far the results received are up to the usual 5 Group standard. A paper on the plotting od H 2 S mining photographs has been received and copies are being sent to the gardening squadrons for their attention. This report supplements the report S.121 on the plotting of “Y” photographs and is based on data from No. 4 and 6 Groups who have carried out the majority of H 2 S gardening sorties.
[Underlined] GEE. [/underlined]
Increased importance has been placed on the use of Gee this month due to the restrictions placed on the use of H 2 S. Thus the necessity for that very last fix is again well to the forefront. Operators must make every effort to read through the jamming and make maximum use of position lines where fixes cannot be obtained.
On the majority of operations during the month a considerable increase in ranges have been noticed due to the swift advance of the allied armies, capturing large areas of country in which Gee jamming equipment was sited. This at once extended the ranges obtainable over France and Belgium to the limits of the territory held, but no marked improvement was shown further north where enemy interference in Holland and N. West Germany, though varying in intensity from day to day, was nearly always at maximum intensity when heavy bombers were operating.
On the Eastern Chain it has been noted that the enemy has transferred a considerable amount of his jamming to the 27 unit and that greater range is being obtained on the Unit 25. Weakness of pulses only restricts range on the Unit 25.
The average range on the North Eastern Chain has been stabilised at about 6°E with the limiting factor being the weakness of the “A” pulse.
The Southern Chain appears to be giving the best results now that German jamming has ceased with fixes as far as 7°E. These ranges may drop during the Autumn due to meteorological conditions. The limiting factor on this chain appears to be the weakness of the “C” pulse.
There have been few reports on the Channel chain, but it would appear that the limits of its coverage are between 5 and 6° with little jamming. The general complaint on the use of this chain are that the topographical lattice maps suppled are unsuited for heavy bomber navigation.
Two Squadrons had the opportunity of using the Northern Chain at its extreme limits this month. The flight was carried out at low level and signals were received as far as 64 °N, but the small cut of the lattice lines did not enable fixes to be plotted accurately at that range. These results were as much as expected, and confirm the reports of Costal [sic] Command who do the most flying in that area.
The low level at which we are now flying over France may restrict Gee range somewhat but it is thought that the short ranges obtained by navigators on the operation on KAISERLAUTERN was due to the poor propagation properties of the atmosphere. These properties are most noticeable during the months of October and November, and it may well be that our Gee range on the present chains may be restricted to 5°E throughout these months.
However, to counteract this we have news of further chains which are being provided on the Continent and as soon as information is received at this Headquarters it will be passed to Squadrons.
[Underlined] LORAN. [/underlined]
Tests are still being carried out by Bomber Command as to the suitability of the use of the Homing and S.S. Chains for Bomber Command Navigation.
Until the results of these tests are known no action is being taken regarding the training of navigators.
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[Drawing] ENGINEERING
Large number of movements have taken place or about to take place which are liable to upset calculations, but it is apparent that the operational effort has not suffered as a result. 52 Base is about to leave the Group complete with R.A.F. Stations, Scampton, Fiskerton and Dunholme. The good work which we associate with such stations will now be associate with other stations within the Group. 55 Base now comprises as many squadrons as 53 Base, i.e. five full squadrons each, and No. 5 L.F.S., Syerston, comes within a Base Organisation.
[Underlined] OPERATIONAL DEFECTS. [/underlined]
The operational effort was not quite so high as the previous month, but the aircraft were available had the weather given us a fair chance. The percentage of operational failures due to Engineer faults was 0.94 which is an improvement on the previous months. Out of this total, 0.24% were abortive sorties and 0.7% were early returns. Special mention must be made to No. 54 Base as a whole and they are given the ‘Big Hand’ for producing the record of having no operational failures due to matters concerning the Engineers during September. 49 Squadron also are to be congratulated for similar reasons.
[Underlined] MAINTENANCE – 5 GROUP SERVICING SECTION [/underlined]
Appreciation of the efforts of No. 5 Group Servicing Section is recorded and the good work which is carried out by them under very often difficult conditions. C.T.O’s should realise the personal problems and difficulties of these mobile parties which are moved about at a moment’s notice to wherever the ‘shoe pinches’ within the Group. The sum total of the work carried out by these few men during the last four months comprises eight Major Inspections, thirty initial checks and 120 rebuilt power plants. During September two gangs were in operation as Major Inspection gangs solely for the first time, and their activities within the Group are apparent. Apart from the above work, four base hydraulic bays have been completed, two during the last four months. The instrument personnel have built and installed 110 second pilot’s instrument panels in Stirling aircraft of Conversion Units during the last three months.
[Underlined] FORMS 765C. [/underlined]
The remarks by the Specialist Officer concerned at para. 11 of the 765C are still far too brief and in many cases incomplete, and invariably give no indication whether relevant modifications are embodied or not. It is pointed out once more that care and thought in rendering Forms 765C will prove of assistance in attempting to establish the cause of failures and recommending action for preventing recurrences of such failures.
[Underlined] INSTRUMENTS AND ELECTRICAL. [/underlined]
Bombsight maintenance continues at a high standard throughout the Group, and accuracy of a high order is being achieved, mainly due to the effective liaison existing between Electrical Officers and Bombing Leaders. Bombing Analysis courses are now open to Base Electrical Officers, and two have, up to the time of writing, completed the course. The course has proved very valuable in assisting Electrical Officers in diagnosing the causes of bombing errors, particularly instrument errors, and we can now look forward to an even higher standard of accuracy. As it will be a long time before all Electrical Officers will be able to attend the course Base Electrical Officers should instruct their junior officers in the art of analysing a bombing plot.
Mk.XIVA bombsights are now arriving in large numbers and the Group Instrument Servicing Van is having a busy time in instructing personnel in
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the differences between the XIV and the XIVA. The new computor [sic] is not all that could be desired, the great majority of them (about 95%) needing retuning or the replacing of defective parts, and are generally requiring about twice the number of man hours to rectify. The matter has been taken up with higher authority and it is hoped that results of our ‘moans’ will soon be evident. In the meantime a thorough check must be given to every computor [sic] and 1022 action taken in every case of faulty design, or workmanship.
A word or two regarding defect action would not come amiss. Far too many defective items of equipment are being returned to stores without 1022 or 1023 action being taken. It must be impressed again on all officers that it is only by taking the correct official procedure that rectification action can be taken. It is of no earthly use just to tell the Group Specialist Officer that such and such is giving trouble if there is no 1022 backing. The Group Specialist Officer of course wants to know what is giving trouble but any report that he may make will be shot down if it is not supported by a 1022. A case in point concerns the low insulation of gun heaters. Only two cases have been reported to Command out of the hundred or so which have occurred. So let us have some more 1022’s.
After putting in a considerable amount of work in their respective sections the Electrical and Instrument personnel of 52 Base have had to evacuate their quarters and move to Syerston and start again from scratch. No doubt their experience will serve them well in producing even better sections.
Command Modification No. 74 is now completed throughout the Group and a word of praise must be given to those men who formed the Group pool to produce the modified bomb aimer’s panels. They worked long hours and did an excellent job of work. All Bases were represented so they will each have a good man to start their own modification gang cracking.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Training Unit Serviceability]
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Many applications have been made in the past by Flight Engineers to change over to Transport Command; This Command is now prepared to accept Flight Engineers for flying duties provided they have completed two operational tours and one tour of instructional duties. Flight Engineers who are eligible should make application through the usual channels at their unit.
Log keeping has improved throughout this Group, but it is noticed that many engineers do not record atmospheric temperatures and airframe serial letter and numbers; this has been pointed out before. Flight Engineer Leaders must insist that this omission is remedied.
Defect reports still come through showing the cause as manipulation trouble on the part of the Flight Engineer, in many cases these result in a cancellation or early return. Points for the Flight Engineer Leader to instruct on are as follows:-
[Underlined] Starter Motor burnt out: [/underlined] if correct drill had been used this would have been avoided.
[Underlined] Overheating of Engines: [/underlined] early returns are made because of supposed overheating; on examination, these temperatures prove to be within the engine limitations.
[Underlined] Misbehaviour of Engines: [/underlined] black smoke from exhaust; on this trip other crews reported same conditions but attributed this to atmospheric conditions on flying through cloud. Had this Flight Engineer checked all his gauges he would have been able to inform his Captain that engines were quite normal and this early return would have been avoided.
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[Drawing] AIR SEA RESCUE
With the liberation of countries in Western Europe, the flow back to England of aircrew who have been shot down is increasing – not only in numbers, but in speed. It is strongly rumoured that one, who was shot down on the outward trip, managed, with the assistance of a jeep and a flip from Paris, to arrive back before the Main Force!
These evaders tell amazing stories – some are good and reveal level-headedness, fine crew discipline and a sound knowledge of Safety Drills. Others are the reverse, and the following extracts from reports by 5 Group aircrew tell their own story.
[Underlined] Crew shot down on 6th June, 1944. [/underlined]
“The executive order was “We’ve been hit kids, get out”.
“My parachute was only fixed by the right buckle”.
“Informant had known for some time that the left clip was loose, but had neglected to have it repaired”.
[Underlined] Crew shot down on 24/25th July, 1944. [/underlined]
“The executive order was “Get to Hell out of this as quickly as possible”.
“The informant did not leave his turret (Mid-Upper) very speedily as he experienced some difficulty in locating the footbar”.
[Underlined] Crew shot down on 3/4th May, 1944. [/underlined]
“The W/Op noticed as he passed, that the Navigator’s altimeter was reading 1,000 feet. He therefore pulled his rip cord while still in the aircraft. He gathered the canopy in his arms and went out head first, receiving a kick on the behind from the pilot”.
[Cartoon] DO YOU KNOW YOUR DRILLS? – OR DO [underlined] YOU [/underlined] HAVE TO BE KICKED OUT?? N.M.
[Underlined] Crew shot down on 7/8th August, 1944. [/underlined]
“The Mid Upper Gunner was moving so quickly that he overshot the exit and fell against the rear turret. He returned with some difficulty to the exit, which he opened. He then took his parachute from his stowage and fastened it on”.
“The pilot had to go back from his seat for his parachute which the Navigator had failed to give him”.
[Underlined] CHECK YOUR ESCAPE HATCH! [/underlined]
There have been too many incidents where the front hatch has
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jammed or taken a long time to open. The Air Bomber’s pre-flight drill calls for a check on this hatch. A check does not mean that the Air Bomber looks to see that the hatch is there, but means that he is to check its ease of release and that it is correctly fastened afterwards.
The parachute drill (5 Group Aircraft Drills) states that the hatch is to be JETTISONED, not pulled up inside the aircraft where it is liable to obstruct the exit.
[Underlined] CHECK YOUR PARACHUTE! [/UNDERLINED]
An unfortunate incident occurred during the month when a Hurricane Pilot, not wearing his own parachute, collided with a Martinet and was forced to abandon his aircraft.
The pilot did not get clear until he was at about 3,000 ft. and, although he pulled the rip cord immediately, he was killed on impact with the ground.
An examination of the parachute harness also showed that it was far too loose for the wearer.
Each member of air-crew flying fighters or bombers, must check his parachute for serviceability and fitting before every flight.
[Underlined] EVASION [/underlined]
No less than 25 aircrew of No. 50 Squadron, missing since the beginning of May, are reported to have evaded capture and returned safely to this country.
Successful evasion depends upon:
(i) Your will to evade.
(ii) Your physical fitness.
(iii) An up to date knowledge of the military situation.
(iv) the latest advice which your Intelligence Officer will give you.
Consider these things beforehand and avoid Dulag Luft.
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[Drawing] PHOTOGRAPHY
The total number of failures on Night Photography has decreased to 5.93%. Failures on Day Photography amount to 4.07%. The decrease over the previous month in respect of Night Photography has occurred chiefly on the Armament side. The prevailing target conditions, when smoke from incendiary loads obscured the target, has made it impossible in many cases to determine whether a flash has or has not exploded correctly. This is a recurrence of conditions which existed during last winter. Manipulation failures have shown an increase in the last two months, in 83 and 97 Squadrons. In the past this type of failure has been very low in this Group, and it is to be hoped that the steps now being taken by the Bombing Leaders will eliminate them in these two Squadrons.
The supply of High Speed Night Film has now materially increased and Squadrons are to use this film on all operations. In view of the fact that we are now entering a period of the year when light conditions will often be poor, the use of this film will help to ensure sufficient exposure. It will, of course, save a lot of magazine reloading.
The supply of H 2 S cameras has grown considerably during the past month and promises to continue doing so. These cameras are not constructed for service work or to be handled by service personnel; great care will therefore have to be exercised in the handling and operating of them. A number of H 2 S photographs received have been unsharp and sometimes of poor quality. This poor workmanship will have to be remedied and a special effort by Photographic N.C.O’s in this direction is required.
No. 5 Group Headquarters now hold a K.20 camera for use on hand held obliques. Any station requiring the use of this camera is to inform the Group Photographic Officer who will make arrangements for the camera to be forwarded. Two days’ notice will be required.
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[Underlined] ANALYSIS OF PHOTOGRAPHY [/underlined]
[Table of Photographic Analysis by Squadron]
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[Drawing] ARMAMENT
[Underlined] WINTER [/underlined]
Once more the annual reminder which you are no doubt tired of hearing, but a warning which must be even more carefully heeded this year than ever before.
Listed below are a few points which will require your personal attention during the coming months if an increase in failures is to be avoided.
[Underlined] Gun Heaters. [/underlined] Are all your aircraft fitted with gun heaters? The Electrical Officers are giving this matter their personal attention and the fitting of heaters is going ahead. Take a personal interest in this matter yourself, see that the Electrical Branch are given every assistance.
[Underlined] Duct Heaters. [/underlined] New aircraft are now arriving with ducted heating to both rear and mid-upper turrets. Have you any of these aircraft? If so, go and have a look at one and get the “gen” on how it works.
[Underlined] Browning Guns. [/underlined] Has your gun maintenance been allowed to slip during the summer months? If so, now is the time to tighten up. All new guns must be very carefully checked; all grease must be removed, particularly from the breach block, firing pin and spring, etc. and guns must be lubricated in accordance with B.C.A.S.I. Pt.2, Section 14, Leaflet No.6, Issue No. 1.
[Underlined] Gun Covers. [/underlined] Have you an adequate supply of gun and turret covers? All Units should now have manufactured the cover for the Direct Vision Aperture in the F.N. 120. This Headquarters’ letter 634/4/Armt. dated 12th May, 1944 refers.
[Underlined] Cluster Projectiles. [/underlined] Wet Cluster Projectiles may cause functioning failures due to ice accretion on the mechanism or from rust. See that full use is made of all available tarpaulins. Recommendations have been made to Headquarters, Bomber Command for an increase in establishment of Covers, Water proof, Large and Small.
[Underlined] Bomb Trollies. [/underlined] Are all your trollies fitted with mud guards to prevent S.B.C. release slips from becoming splashed with mud and water during transportation?
[Underlined] Welfare. [/underlined] During Winter months Armourers will be working long hours in bad weather conditions. See that they are properly equipped with warm clothing, gloves, oil skins, and gum boots etc. A warm and contented man will work better than one half frozen.
[Underlined] SMALL BOMB CONTAINERS. [/underlined]
The month of September saw the return, after a long absence, of the Small Bomb Container. With the introduction of the Cluster Projectile, relief was felt by all Armament Officers as it was thought we had seen the last of the “very difficult to handle” Small Bomb Container. Unfortunately the shortage of Cluster Projectiles has necessitated our return to this item of equipment, consequently a large number of headaches have resulted.
With the introduction of the new Twin Adaptors the Incendiary load has been considerable [sic] increased and it is now possible to carry 20 S.B.C’s on the Lancaster. This increase in bomb load means that far more work is entailed in the preparation of the required number of S.B.C’s for an
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operation and it has been found necessary to seek outside labour to assist in the filling. Unfortunately it is still necessary to fill the Mk. VA. S.B.C. by hand, but small numbers of 50 pack Incendiaries are now being received and it is hoped that in the near future the boxes of 30 x 4lb. Incendiaries will entirely disappear. This step will be welcomed by all.
[Cartoon] THIS – OR THIS?? N.M.
[Underlined]
[Underlined] CLUSTER PROJECTILES – HANDLING. [/underlined]
The organisation for the handling of Cluster Projectiles still requires a lot of attention on some Stations. Quantities of Roller Conveyors are now held on all Stations and this equipment, suitably raised from the ground on tail unit boxes or cluster projectile cases, provides an excellent method for the handling and fusing of cluster projectiles.
This equipment, suitably laid out, can provide multi unloading, fusing and loading points, and can cut down the man handling required to the barest minimum, and the saving in time will be considerable.
[Underlined] SALVAGE. [/underlined]
The problem of returning salvage has now become a major one, and when one considers that approximately, 4,000 boxes of 4lb. Incendiaries are thrown up from one operation on a 2 Squadron Station, it is obvious that careful attention must be given to the organisation for the return of this salvage. All 2 Squadron Station have now been supplied with additional labour kindly loaned to us by the Army. This additional labour, if correctly employed, should prevent the accumulation of any large quantity of salvage. When lorries deliver explosives to you let your motto be “They shall not return empty.”
All smaller salvage, i.e. nose plugs, transit caps from tail pistols etc., should be placed in bins and not left lying around to form a permanent menace to bomb trolley tyres. Bins are easily obtainable and sufficient should be placed in the bomb store to enable an ample supply to be available at all fusing and handling points.
[Underlined] HEAVY TYPE TRANSPORTERS. [/underlined]
There is at present a deficiency of approximately 2,500 transporters in this Group, including those sent away under Bomber Command’s instructions, for modification. Bomber Command have promised that every effort is being made to expedite the manufacture of new type heavy transporters and early issues are expected. In the meantime, continual care must be exercised in the loading of cluster projectiles on to bomb trolleys to ensure that no tail units are damaged.
[Underlined] THIS MONTH’S BOOBS – BOMBING LEADERS PLEASE NOTE. [/underlined]
Two boobs by Air Bombers this month were responsible for complete bomb loads being returned to Base.
1. Bomb Aimer failed to fully rotate the Distributor Drum Switch with the result that no contact was made – FULL
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BOMB LOAD RETURNED.
2. Bomb Aimer set drum switch half way between “Distributor” and “Single and Salvo” – FULL BOMB LOAD RETURNED.
Eight other manipulation failures resulted in 8 photoflashes being returned due to the Isolation switch not being made.
[Underlined] QUIZ. [/underlined]
Is your A.P. 2264A fully amended? If so where would you find the information on the Bomb, Smoke, Aircraft, 100 lb. Mk.1?
[Drawing] WAR SAVINGS
(a) Approximate savings in pence per head.
(b) Approximate percentage of personnel saving.
(c) Total savings for the month.
[Table of War Savings by Base and Station]
TOTAL: £5,722.14s. 3d.
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[Underlined] ARMAMENT FAILURES TABLE [/underlined]
[Table of Armament Failures by Squadron]
A – Manipulation. B – Maintenance. C – Icing. D. – Technical. E – Electrical. F. – Obscure.
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[Drawing] GUNNERY
[Underlined] THIS MONTH’S BAG [/underlined]
[Underlined] DESTROYED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“E” 630 11/12 Sept. T/E
“B” 57 11/12 Sept. JU. 88
“T” 57 11/12 Sept. JU. 88
“O” 83 23rd Sept. S/E
“R” 630 23rd Sept. T/E
“U” 207 26/27 Sept. ME410
[Underlined] PROBABLY DESTROYED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“H” 50 11/12 Sept. ME110
“D” 207 11/12 Sept. JU. 88
“X” 467 11/12 Sept. JU. 88
[Underlined] DAMAGED [/underlined]
[Underlined] A/C Letter Sqdn Date Type of E/A [/underlined]
“J” 106 11/12 Sept. JU. 88
“J” 61 11/12 Sept. ME.109
“Y” 9 26/27 Sept. ME.410
Confirmation of these claims, by Headquarters Bomber Command, is awaited.
There was a total of 119 combats during the month’s operations which shows a slight increase on last month’s figure. Of these 8 are claimed as destroyed 3 as probably destroyed and 4 as damaged. The largest number of combats occurred on the night 11/12th September, when Darmstadt was the target. Out of 39 combats the Group claimed 3 destroyed, 3 probably destroyed and 2 damaged – an excellent return. During the month, tracer was removed from the first 300 rounds, with a view to assisting the gunner in his sighting. Reports have since been submitted by Bases, and these are now under consideration. If the test has convinced gunners that accurate shooting can only be applied through the sight, it has certainly been worth while.
Early Warning Devices, with the exception of Fishpond, have been temporarily suspended, so once again the gunner has got to rely on his ability to see under night conditions and on his mental alertness. Even with the E.W.D. several instances occurred of enemy aircraft approaching and attacking unobserved, and without the E.W.D’s we must expect more instances of this. To arm ourselves against this, we must make use of every opportunity of training under night conditions, either at night with night affiliation, or simple exercises on the ground, or by day in the Night Vision rooms. Whilst on the subject of night vision, it is painful to have to record that two instances of Lancaster firing on Lancaster were reported during the month. In each instance the aggressor was identified as a Lancaster by the gunners. It was fortunate that no serious casualties resulted from these attacks, but it does stress the fact that more aircraft recognition under night conditions is called for.
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[Underlined] ODD JOTTINGS [/underlined]
Instances have occurred of guns being fired in dispersals and seriously damaging other aircraft. Gunners must make certain that all guns are on “SAFE” before unloading or testing.
Instructions are to be issued shortly regarding the wearing of Pilot type parachutes by rear gunners. This will come into force when sufficient quantities of this type of parachute are available.
Fighter affiliation exercises with Gyro Camera have shown a big increase on last month’s figures, and Squadrons are to be congratulated. It is hoped that it will be possible in the near future, to issue an extra Gyro Camera assembly to each Squadron.
[Underlined] SQUADRON GUNNERY LEADERS [/underlined]
9 Squadron F/Lt Gabriel
50 Squadron F/Lt Mills
61 Squadron F/Lt Glover
463 Squadron F/Lt Winston
467 Squadron F/O Ellis
44 Squadron F/Lt Clarke
619 Squadron F/Lt Waterhouse
83 Squadron S/Ldr Poole
97 Squadron S/Ldr Sherring
106 Squadron F/Lt Sullivan
617 Squadron F/Lt Armstrong
57 Squadron F/Lt Taylor
630 Squadron F/Lt Cass
207 Squadron F/Lt Wardle
49 Squadron F/Lt Wynyard
[Underlined] AIR TRAINING [/underlined]
[Table of Air Training by Squadron]
GRAND TOTAL OF FIGHTER AFFILIATION EXERCISES FOR SEPTEMBER:- [underlined] 2535 [/underlined]
* 49 Squadron employed on special training.
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[Drawing] TRAINING
[Underlined] RECORD OUTPUT [/underlined]
This was the last month of the full Summer Training Programme, and the number of crews produced was the highest on record. A total of 162 pilots (161 full crews) was posted to Squadrons and provided ample surplus for the forthcoming expansion.
Weather was patchy towards the end of the month, but despite this and some difficulties with power plants and tyres, the Stirling Conversion Units flew an average of 2,000 hours each. No. 5 L.F.S. did a total of just over 2,000 hours. The accident rate improved for the third successive month.
No.1668 Lancaster Conversion Unit is getting into its stride and flew 700 hours. The first course is due to pass out early next month. No. 1669 Halifax Conversion Unit which also formed under the control of 5 Group, made rapid progress once the Staff had the airfield to themselves. The first course enters on 7th October.
[Underlined] FIGHTER AFFILIATION [/underlined]
Fighter Affiliation continued to increase and 1690 B.D.T. Flight gave day and night affiliation on over 1,000 details, exercising 2450 gunners compared with 2100 for August.
Night affiliation with Hurricanes is growing from infancy into a robust child. 1690 B.D.T. Flight affiliated with 60 Squadron crews at night, exercising 120 gunners, double the total last month. The Hurricanes averaged 41 hours per aircraft.
The monthly target for night affiliation from now on is 600 details. If 300 crews do two night details each, and 9 of the 12 Hurricanes average 3 details each on approximately 21 fit nights in a month, the results will be 600 details, 1200 gunners exercised, and a figure ten-fold greater than this month!
Incidentally, 1690 B.D.T. Flight packed its bags once again, and is now located at R.A.F. Station, Metheringham.
[Underlined] SQUADRON TRAINING [/underlined]
The provision of an instructor for each Squadron, instead of instructors allocated to Bases, will give Squadrons a greater opportunity of supervising closely all new crews, and picking up any deficiencies which arise because of the shortness of the course at the L.F.S.
It is essential that Squadron Training Pilots forward their reports on new crews through the usual channels to Base Headquarters so that the Base Air Staff Officer can submit to this Headquarters at the end of each month a summary of opinion on the standard of training and points requiring attention. 10 and 20 sortie checks are essential for all crews in Squadrons throughout the Group, and Squadron Training Pilots are to give them special attention.
No.106 Squadron now has a new function as the “Nursery” for the two P.F.F. Squadrons in 54 Base. Outstanding crews under training in 51 Base and L.F.S. are being selected for P.F.F. duties in 5 Group, and are posted to 106 Squadron for experience and training, after which they proceed to either 83 or 97 Squadron to provide the necessary experience and for supervising the new crews.
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[Underlined] LINK TRAINER TIMES [/underlined]
[Table of Link Trainer Times by Base, Squadron and Conversion Unit]
GRAND TOTAL:- Pilots: 1463 hours
F/Engineers: 965 hours
There was again an increase in Link Trainer Times for the month by both Pilots and Flight Engineers. The Pilots went up by about 100 hours and the Flight Engineers by about 40 hours.
Every little helps, but 140 hours among 21 Units represents an average increase of about 7 hours per Unit.
It should be possible to increase this four-fold now that the more doubtful weather is approaching. Each Squadron in particular should get its Pilots’ Link times up to the 50/60 hour mark.
[Underlined] SPECIAL NOTE [/underlined]
Pilots and Link Trainer Instructors should take special note of the modification to topple the Artificial Horizon and spin the Directional Gyro, and make sure it is used on every exercise.
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[Drawing] ACCIDENTS
The 26 aircraft damaged during August gave us a rate of 7.3 per 10,000 flying hours, one of the best rates the Group has ever attained, and good enough to put us in second place in the Command Accident ladder.
September’s total is 23, made up as follows:- 6 Cat. AC; 5 Cat. B; 12 Cat. E. Quite a number of aircraft were damaged to a lesser extent and repaired more or less “on the spot”. They, happily, do not count against us, and the “rate” should be close to August’s good figures. Flying hours will decide.
11 of the month’s accidents were avoidable.
[Underlined] SQUADRONS: [/underlined] Overshoots landing – 2; Heavy Landings – 1; Miscellaneous – 2.
[Underlined] 51 BASE: [/underlined] Swings Landing – 2; overshoots landing – 2; Taxying – 1.
[Underlined] 1690 Flight: [/underlined] Miscellaneous – 1.
None of these accidents have any special features except perhaps the collision between a Hurricane engaged on affiliation with a Lancaster, and a Master of another Group. From details at present available the Hurricane pilot appears to have been “shooting away” the Master who was taking close an interest in the exercise. Both single aircraft engined aircraft crashed, but the Master pilot escaped by parachute. 1690 pilots take note. Extreme care is required when dealing with these other aircraft which very often have pupil pilots aboard, and do not always do what you would expect.
In addition to the accidents above, there have been 7 minor taxying accidents in the Group this month. In each instance the damage was soon repaired, but that is not the point. Each one was completely avoidable, and required a certain amount of valuable time and labour to put right. With the coming of the darker nights and poorer weather it is most important, yes, essential, that this tendency to careless taxying is stamped out. Last winter’s taxying story was a sorry tale. It must not be duplicated this year.
The period for the second award of the Silver Lancaster has just ended. As soon as all accident reports are forward the result will be published. It looks like another close race.
[Table of Avoidable Accidents and Star Awards by Squadron]
The above table includes minor avoidable accidents which are not listed in the review above. The damage was Cat. A in each instance. 51 Base Units are not given STAR awards.
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SECOND THOUGHTS for PILOTS
[Underlined] INSTRUMENT FLYING. [/underlined]
(i) Take your place in the drive on instrument flying. Nights grow longer and you’ll be getting both dark take-offs and dark returns.
(ii) Give yourself 5 – 10 minutes on your primary instruments – Turn and Bank, A.S.I. and Altimeter – on every N.F.T. Cover up the artificial horizon and cage the gyro.
(iii) Practice the corkscrew on instruments. Its [sic] easy to “mock up” a hood for instrument flying in day-light. Fold a map, fit it on your helmet and draw goggles on to your forehead. The goggles and strap will hold the map in place. Don’t forget to have a member of the crew keeping a look out for other aircraft.
(iv) Get your quota of Link hours in. The new device to topple the artificial horizon and spin the gyro will put you on your mettle.
[Underlined] TAXYING. [/underlined]
(i) Take things steadily on the ground. The autumn and winter in the past have always produced a sorry tale of bogged aircraft and taxying accidents.
(ii) Look up Air Staff Instruction F.C. 24 for the duties and responsibilities of all aircrew when taxying.
(iii) Use the landing light on the Lancaster and man the Aldis light. Modifications to the landing light are under consideration in an attempt to further increase its usefulness as an aid to taxying.
(iv) Remember you get the illusion at night that you are taxying slowly when you are in fact going fast. CO-OPERATION – CAUTION – CONTROL are the three principles to apply to taxying.
[Underlined] THE LAST 100 FEET. [/underlined]
(i) Wind velocity decreases proportionately from 1,500 feet to ground level because of the friction of the ground. This is most pronounced at night.
(ii) Its [sic] possible to have a wind of gale force at 1,500 feet and dead calm at ground level at night. Its [sic] also possible for the wind direction to be 50° different between 1,500 feet and the ground.
(iii) So watch your approaches. In a very strong wind, increase your air speed by 5/10 m.p.h. and check for drift. The last 100 feet can be difficult if you don’t appreciate the circumstances.
(iv) A word on landings. Your Check Landing Card is a valuable record for [underlined] YOU. [/underlined] Don’t wait until your crew complains your landings are not too good. Inspect your Check Landing Card once a fortnight and see that it is up to date.
[Page break]
[Drawing] FLYING CONTROL
This month has seen the introduction of a Bomber Command Standard Landing Procedure which aims to provide a simple and standard landing drill, and which will give reasonably good landing times. It is hoped that this procedure will be adopted by other Commands, and that it will eventually be used at every airfield in the British Isles. This Group, however, has been permitted to retain its two R/T channels of communication, and the landing procedure, previously employed by 5 Group, has been substantially modified to bring it in to line with the new Standard Procedure.
In the near future, it is hoped that a directif will be issued to all Flying Control Officers laying down a standard technique of handling aircraft. At present there are two schools of thought. One in which one officer in the Watch Office controls aircraft on both Studs ‘A’ and ‘B’. Secondly where one officer in the Watch office feeds aircraft into the circuit on Stud ‘A’ and a second officer controls aircraft on Stud ‘B’, and gives instructions where necessary should aircraft be too closely or too loosely spaced. Trials are at present being carried out on both these schemes and the details will be issued on which scheme proves itself to be the safest and most efficient.
One word here about flying discipline. At some stations in the Group, breaches of flying discipline in the circuit are reports to Squadron Commanders, who take immediate action with the aircrew concerned. No matter how good or how safe a landing procedure might be, if crews don’t play fair and obey instructions to the letter then one might just as well give up the idea of trying to speed up the rate of landing, and at the same time maintain an adequate safety margin. If every crew takes its turn, plays fair and used its common-sense it will be landed within the minimum time and with perfect safety.
[Underlined] Marking Circuit Points. [/underlined]
It is appreciated that in the past there has been some difficulty in determining when an aircraft exactly reaches the various points of call around the circuit. The problem of marking these points to suit all runways is not an easy one, and several experiments have been carried out as yet with little success. It is hoped, however, that the end is now in sight and that very soon “call-up” and “check” points for use with every runway will be marked around the circuit.
[Underlined] SEPTEMBER LANDING TIMES [/underlined]
[Table of Landing Times by Station]
[Page break]
[Drawing] EQUIPMENT
[Underlined] UNIT RETURNS. [/underlined]
Cases have occurred where serviceable equipment returned to the U.E.D. has arrived in an unserviceable state. In most cases the cause has been careless packing. Equipment Officers should realise that this almost amounts to sabotage as not only is time and labour wasted at the receiving end, but equipment, which has taken the manufacturers valuable man-hours to make, is useless to the service until more man-hours are spent in repair.
Therefore watch this and thus save labour.
[Underlined] Q. FORM. [/underlined]
The Q Form has been amended and the old “U” has been broken down into “U.1” (awaiting spares, work held up) and “U.2” (awaiting spares but work proceeding). Up to now this Group has had a good record, so Equipment Officers should continue to keep both “U.1” and “U.2” out of the Q Form.
[Underlined] MECHANICAL SWEEPERS. [/underlined]
Instances are still occurring where Mechanical Sweepers are unserviceable for some considerable time owing to the delay in obtaining spares. Owing to the very acute rubber shortage it is essential that runways be swept regularly. All Bases should ensure that at least one set of brushes and other frequently required spares are held, and Equipment Officers should give the subject their personal attention.
[Underlined] SURPLUS FIRE CRASH TENDER. [/underlined]
Several Bases are holding one surplus Crash Tender for use within the Group in an emergency. When this is required it is frequently found that the vehicle is unserviceable and in consequence a Station is left with only one Crash Tender standing by, which is totally inadequate. It is essential that these vehicles are kept serviceable, and all demands for spares required to render vehicles serviceable are to be sent by I.O.R. signal and hastened where any undue delay occurs.
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[Drawing] DECORATIONS
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON. [/underlined]
F/S. R. HARTLEY CGM
[Underlined] 44 SQUADRON. [/underlined]
F/O. J.E.P. OXBORROW DFC
F/O. B.J. DOBSON DFC
F/O. J.E. WHITE DFC
F/O. W.C. FREESTONE DFC
[Underlined] 50 SQUADRON [/underlined]
S/L. D.R. STUBBS DFC
[Underlined] 57 SQUADRON. [/underlined]
P/O. P. AINLEY DFC
P/O. A.C. MCKELLAR DFC
SGT. L.J. CHAMPION DFM
[Underlined] 83 SQUADRON. [/underlined]
P/O. M. MCNEILL DFC
[Underlined] 97 SQUADRON. [/underlined]
S/L. H.B. LOCKE, DFC DSO
S/L. S.M.P. PARKES DSO
[Underlined] 106 SQUADRON. [/underlined]
F/O. C.W. KIPFER DFC
F/O. H.E. SAYEAU DFC
F/O. W.N. REDMAN DFC
F/L. M.H. PARRY AFC DFC
[Underlined] 207 SQUADRON [/underlined]
F/O. R.C. DAVIE DFC
[Underlined] 463 SQUADRON [/underlined]
F/O. P.N. HERBERT DFC
F/O. F.N. CHANDLER DFC
[Underlined] 619 SQUADRON [/underlined]
F/S. C.H. STEWART DFM
[Underlined] 627 SQUADRON [/underlined]
A/W/C G.W. CURRY, DFC DSO
The following NON_IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON. [/underlined]
F/O. J.R. HANCOCK DFC
SGT. T.W. POWELL DFM
SGT. J.H. MCCREERY DFM
F/O. R.W. MATTHEWS DFC
P/O. P.E. PLOWRIGHT DFC
W/O. R. LAWSON DFC
F/O. S.C. MATTHEWS DFC
F/O. S.J. MANCEKIVELL, DFM DFC
F/O. J.S. MIDDLETON DFC
[Underlined] 44 SQUADRON. [/underlined]
F/L. N.H. STEPHENSON DFC
P/O. E.P. BURDEN DFC
P/O. J. HALL DFC
P/O. J.S. DEAN DFC
P/O. W. FARADAY DFC
P/O. R.B. FARREN DFC
[Underlined] 49 SQUADRON. [/underlined]
1st Lt. J.F. STEVENS DFC
F/O. A.V. PATCHETT DFC
[Underlined] 50 SQUADRON. [/underlined]
P/O. E. BERRY
F/O. J.C.D. GUTHRIE DFC
F/S. L. HOWARTH DFM
F/O. D.T. WATKINS DFC
P/O. G. EARNSHAW DFC
P/O. J.L. BENDIX DFC
W/O. G.W. MORREY DFC
P/O. J.H. COLE DFC
F/S. R. VICKERSTAFFE DFM
F/S. N.F. BACON DFM
[Underlined] 57 SQUADRON. [/Underlined]
P/O. A.E. NICKLIN DFC
[Underlined] 61 SQUADRON. [/underlined]
F/O. J.R. ANDERSON, DFM DFC
F/L. J. BREAKLEY DFC
W/O. J.A. LEWIS DFC
W/O. T. DOWYER DFC
P/O. A.G. WILLIAMS DFC
F/S. E.A. DAVIDSON DFM
SGT. A. KANE DFM
[Page break]
[Underlined] 83 SQUADRON. [/underlined]
F/S. J. HARRISON DFM
P/O. J.H. WILKINSON DFC
F/S. H.D.K. LEWIS DFM
P/O. J.W. SCOTT DFC
S/L. W.A.G. GALLIENNE, DFC BAR TO DFC
F/L. C.A.S. DREW, DFC BAR TO DFC
F/S. B.A. MANNING DFM
F/S. F. COOPER DFM
S/L. J.F. MITCHELL D.F.C. BAR TO DFC
F/L. D.H. PIDDING, D.F.C. BAR TO DFC
W/O. C.A. RUSSELL DFC
F/L. R.W. WESTON DFC
F/S. N. MACHIN DFM
F/O. O. HALLIKAS DFC
F/O. A. DRINKALL DFC
F/L. J.N.C. WRIGHT, DRF. BAR TO DFC
P/O. G.K. CHAPMAN DFC
F/S. R.C.T. LODGE DFM
P/O. M. MACDONALD DFC
P/O. W WARBURTON DFC
F/O. G.J. LINDSAY DFC
[Underlined] 97 SQUADRON [/underlined]
F/O. W.M. REID DFC
F/S. R.C. WOOLLFORD DFM
F/S. D. BOLLAND DFM
F/S. H. TOWNSLEY DFM
P/O. G.D. HOOTON DFC
F/S. K.S. RANDLE DFM
P/O. C.W. LACY DFC
F/O. J.J. ROGERSON DFC
F/L. C.W. SHIRES DFC
W/O. J.T. STANTON, DFM DFC
F/O. R.L.C. LASHAM DFC
F/S. D.P. GANNINGS DFM
F/L. T.H. MACKEPEACE DFC
F/S. R.J. BOWEN DFM
F/O. B.J. LINDSAY DFC
[Underlined] 106 SQUADRON. [/underlined]
W/O. E.K. PIERCY DFC
P/O. B.F. DURRANT DFC
[Underlined] 207 SQUADRON. [/underlined]
F/O. J.T.H. GIDDENS DFC
F/O. R.Y. KENYON DFC
F/S. D.A. DEAR DFM
F/S. W. CHARLESWORTH DFM
F/S. K.E. BOONE DFM
P/O. F.W. BLAKE DFC
P/O. C.A. SKINNER DFC
P/O. A.W. HALLAM DFC
P/O. S. JOHNSON DFC
F/O. R.K. ESSERY DFC
P/O. S.W. CARTER DFC
P/O. J.M. DENTON DFC
F/O. R.W. JEW
[Underlined] 207 SQUADRON. [/underlined] (Contd.)
P/O. G.V. MALON DFC
P/O. D.G.J. GRIFFITHS DFC
[Underlined] 463 SQUADRON. [/underlined]
F/O. J.W. MUDDLE DFC
F/O. K. SCHULTZ DFC
F/O. E.T. PICKERD DFC
SGT. A.V. WING DFM
P/O. G.F. FLANAGAN DFC
F/O. J.D.H. BILLAM DFC
[Underlined] 467 SQUADRON. [/underlined]
F/O. H.C.J. BENTLEY DFC
F/O. B. HAWES DFC
F/O. A.T. YOUDAN DFC
P/O. J. WESLEY DFC
P/O. L.S. AINSWORTH DFC
F/O. D.L. HARRIS DFC
F/O. J.S.A. MARSHALL DFC
[Underlined] 617 SQUADRON. [/underlined]
F/L. D. RODGER DFC
W/O. A. RUSHTON DFC
W/O. R. SMITH DFC
W/O. J.W. HUTTON DFC
F/O. S.R. CLARKE DFC
F/S. W. HUME DFM
[Underlined] 619 SQUADRON. [/underlined]
F/O. N.D. KENNEDY DFC
F/O. K.R. MAKIN DFC
F/L. S.E.J. JONES, DFM DFC
F/S. T. FLEETWOOD DFM
F/S. P.V.J. LOWEN DFM
P/O. J.G. NOBLE DFC
F/S. T. AITKEN DFM
F/O. R.W. WOOD DFC
SGT. H. WATERSON DFM
SGT. A. MCINULTY DFM
[Underlined] 627 SQUADRON. [/underlined]
F/L. L.C.E. De VIGNE DFC
F/O. A.E. RICHARDS DFC
S/L. R.F. ELLIOTT, DSO, DFC BAR TO DFC
P/O. S.F. PARLATO DFC
[Underlined] 630 SQUADRON. [/underlined]
F/L. R.O. CULVERT, DFC & BAR BAR TO DFC
F/L. E.R. BUTLER, DFC & BAR BAR TO DFC
F/O, A. KUZMA DFC
P/O. D.W. ALLEN DFC
P/O. A.J. PAYNE DFC
P/O. A.J. LUCAS DFC
[Page break]
A TRIP TO RUSSIA
On the 11th September, 1944, Lancasters of 9 and 617 Squadrons together with two Liberators attached from Transport Command, took off for YAGODNIK, an airfield near Archangel. The Liberators re-fuelled at Lossiemouth before leaving, and the hospitality extended by this Station was very much appreciated by the ground staff who were passengers in these aircraft.
The weather at first was good, but when about 150 miles from Archangel considerable low cloud and rain were encountered. Aircraft flew just above tree tops over the most desolate country imaginable – lakes, forests and swamps. Map reading was impossible; weather conditions alone made this too difficult, and in addition it was found that maps of the area were inaccurate – many villages and even railway lines being omitted.
The Archangel area was reached after about 10 hours flying, and with endurance becoming low and with no radio aids available, it was necessary for aircraft to land quickly. Some were fortunate enough to locate airfields quickly, whilst others searched through cloud and heavy rain.
Several aircraft landed at a small airfield named KEG ISLAND. Some of the crews of these aircraft originally thought they had landed at YAGODNIK and were unable to find out the whereabouts of the other aircraft. For some time they thought they were the sole survivors of the force. Later, however, all aircraft were located, though in all six had crash landed. In spite of this nobody was hurt and in the weather conditions it must be considered miraculous that no lives were lost. It was a great tribute to the skill of the pilots and navigators that so many masterly landings were made.
The Russians had originally expected some 250 guests but last minute alterations had increased this to 325. In addition, the crews of the crashed aircraft had to be located and collected from outlying districts.
In the circumstances the Russians performed wonders in giving all available help. A major diversion in this country often causes somewhat of an upheaval, but the Russians placed transport aircraft at the disposal of the Commanding Officer and even dropped a parachutist to direct the crew of one aircraft which had crash landed in a morass. In this particular case the “blind led the blind” for a while as the guide lost his way!
Eventually all crews and serviceable aircraft collected at Yagodnik where accommodation and re-fuelling facilities existed. Yagodnik is an island and is in the middle of the river Dvina, about 20 miles from Archangel It can only be reached from that city by air or river. The accommodation consisted of a paddle steamer which was moored to the river bank, and several underground huts. These huts provide warmth in winter but the absence of any kind of ventilation and the fact that a large brick fireplace forms a major part of the accommodation leads to a degree of stuffiness difficult to bear, and appears to form a breeding ground for various forms of life. The first few nights produced a large number of bug eaten victims until a form of insert [sic] killer, generously given by some American friends in the this country, was used.
Entertainment was provided by the Russians in the form of cinema shows, dances, etc., and on one occasion a lecture on a Russian composer which started 55 minutes late, lasted for 75 minutes, and was a complete mystery from start to finish to the British members of the audience.
The mush publicised football match also took place and proved a huge success. A football match in Russia produces much ceremony including the exchange of bouquets by the opposing captains before the start of game, and a tune somewhat similar to “See the conquering hero comes” has to be played each time the home team scores a goal. Apparently it is also possible for
[Page break]
the weary player to be replaced by a reserve – or was it the fear of possible repercussions that caused two members to retire from the game and be replaced by the Commanding Officer and the local Station Commander? The latter was so fed with passes by his triumphant tam that a glancing blow off his knee which scored a goal must have caused him considerable relief as it enabled the game to be continued under normal conditions! In spite of all this our Allies showed that they thoroughly understood the game and were indeed very capable players.
The major job of servicing and re-fuelling the aircraft for the operation was tackled by the maintenance crews in a whole hearted manner – they worked for 48 hours almost without a break and their keeness and cheerfulness was what one would expect of such a grand team. It was refreshing to see all trades helping where help was most needed. The following instances will give some idea of what difficulties were overcome. With bowsers available it took exactly 18 hours to re-fuel the aircraft alone. A spare engine was carried in the Liberators and as no crane was available to remove this from the aircraft, a ramp of trees with blankets on top had to be built so that the engine could be slid down.
Meantime a Mosquito had arrived in Yagodnik for P.R.U. duties and after a favourable report from the pilot the operation took place on the 15th September.
Both take off and landing were in accordance with the usual 5 Group high traditions, 28 aircraft taking off in 23 minutes and 27 landing in 30 minutes – one aircraft having flown direct to U.K.
The details of the operation are given elsewhere. As aircraft became re-fuelled and serviceable they returned to the U.K., until finally the two Liberators remained and they were held up for about a week.
While waiting for their aircraft to be re-fuelled some of the crews went into Archangel by minesweeper and were entertained by the R.A.F. Mission there. This measure of hospitality extended to them can be gained by the fact that one member on his return decided to jump in the river fully clothed, in an endeavour to return to the city. The sobering influence of the Dvina soon dissuaded him.
The final return to the U.K. was made under variable but much better conditions than the outward journey.
Finally a few impressions of this Northern outpost of the U.S.S.R. as seen in a fleeting visit may be interesting. It is of course, quite impossible to form balanced judgements, or to provide a real comparison between social and economic conditions seen in Archangel and those to which we are accustomed in Great Britain. After all, Archangel is far to the North of the vast land mass which constitutes the U.S.S.R., and was for some period cut off from the rest of Russia by the Finnish-German advances. Bearing all this in mind, it can hardly be described as a health resort. There was not a great deal of food, the clothing of the civilians was poor, and the roads, houses, sanitation and drainage, the latter where they existed, were far below anything generally to be seen in this country. However, we found that the organisation to provide the essentials of war was good, and all the technical teams we encountered were capable and willing workers. The system of privilege is apparent; extra food and clothing are the reward of rank in the armed forces and of position in civil works. But even in the inferior living conditions at Archangel we found among the Russians an intense patriotism, and a belief in the future of Russia after the war. All Russians’ energies seem directed towards the future.
Our hosts, with the limited facilities at their disposal, did all they could for our comfort, and for this we were all very grateful.
[Page break]
[Boxed] [Underlined] “V” GROUP NEWS” [/underlined]
The cover of this month’s News was designed by S/Ldr. N Floyd Wilson of Headquarters No. 5 Group. Each month the cover will be changed, and all artists in the Group are invited to submit specimen designs. The best design will be selected each month and will be adopted for the cover of the current issue. [/boxed]
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[Blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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V Group News, September 1944
5 Group News, September 1944
Description
An account of the resource
Five Group Newsletter, number 26, September 1944. Includes a foreword by the Air Officer Commanding, and features about operations, gardening, war effort, tactics, signals, air bombing, navigation, radar navigation, engineering, air sea rescue, photography, armament, war savings, gunnery, training, accidents, second thoughts for pilots, flying control, equipment, decorations and a trip to Russia.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
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1944-09
Contributor
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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56 printed sheets
Language
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eng
Type
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Text
Identifier
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MStephensonS1833673-160205-17
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Netherlands
Norway
Russia (Federation)
Atlantic Ocean--Bay of Biscay
France--Boulogne-sur-Mer
France--Brest
France--Calais
France--Le Havre
Germany--Bremerhaven
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Mönchengladbach
Germany--Münster in Westfalen
Germany--Rheydt
Germany--Stuttgart
Netherlands--Arnhem
Norway--Kåfjord (Troms fylke)
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Temporal Coverage
Temporal characteristics of the resource.
1944-09
5 Group
617 Squadron
9 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Conspicuous Gallantry Medal
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
flight engineer
fuelling
Gee
Gibson, Guy Penrose (1918-1944)
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
Oboe
Pathfinders
petrol bowser
pilot
radar
RAF Wainfleet
rivalry
service vehicle
Tallboy
Tirpitz
training
wireless operator
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
Text transcribed from audio recording or document
V GROUP NEWS
NOVEMBER 1944 No 28
[Drawing] [9 and 617 Squadron Crests] TIRPITZ
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[Blank Page]
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Foreword by A.O.C.
In sending Christmas greetings to all ranks of 5 Group, I do so with the greater pleasure because through their combined efforts over the past months, the hitting power of the Group has been raised to a new high level, and greater harm inflicted on the enemy than ever before. In November the Group completed the destruction of the Tirpitz, an event which brought in messages of congratulations from all branches of the Service and from many of our Allies. In November also, the Group again cut the Dortmund Ems and Mitteland canals thus ensuring that an overwhelming burden of traffic should continue to be thrown on the German railways. While to ensure that this task should be made even more difficult the Group also took part in the general campaign against railway centres, achieving highly satisfactory results.
These results were made possible by the steady improvement in the efficiency with which attacks are undertaken, and in the greater numbers of aircraft available. To give two examples of this improved efficiency. In November last year, the average Squadron error in practice bombing from 20,000 feet was 310 yards; this November it is 160 yards. This means that the number of bombs which may be expected to fall within the central area of a target is now four times as great as it was a year ago, and this is borne out by photographs. Similar improvements in airmanship and crew discipline are shown by the reduction in landing times and in the lower accident rate. A year ago the average interval between aircraft landing at night was 3.18 minutes, and the best Station in November, 1943, only achieved 2.56 minutes. These times have now been halved, with a consequent reduction in the hazards of landing after an operation in conditions of poor visibility or low cloud, or when intruders are active.
Improvements on a like scale have been achieved in all other branches and sections and the serviceability rate is now higher than ever before, while the percentage of technical failures leading to early returns has been halved. These are most gratifying results deserving the highest praise; yet in no branch of Group activity have we yet reached the summit of our abilities or fulfilled our maximum expectations.
It is clear that the War will not now be over by Christmas although we can be fairly confident that this will be the last Christmas of the War in Europe. What is required therefore is a firm resolve to do everything in our power to reduce the number of days during which the War will continue to drag on. As a start I would ask air crews to aim at a reduction of the bombing error from 160 yards to 120 yards, and ground crews to determine that no aircraft shall remain on the ground if it can possibly be got ready in time to take off on operations. Although the ultimate release of the bombs is the province of the aircrew, the scale of their effort depends
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] FOREWORD BY A.O.C. [/underlined]
upon the exertions of everybody on each Station, and it is to everyone, aircrew and ground crew, that I send this Christmas message urging them to put forward their every endeavour so that in spite of all that winter weather means, we continue to increase our pressure on the enemy, and thus hasten on his collapse.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] THE END OF THE TIRPITZ [Drawing]
That moment when the Admiral Von Tirpitz was suddenly enveloped in smoke and flame and spray, from a cascade of Tallboy bombs was not merely the T.O.T. of an operations; it was the culmination of two months planning, training, toil and patience. After the abortive attacks on 15th September, and the 13th October, there was universal determination to try again. Statistical analysis of bombing results showed thatthree [sic] hits, and several near misses, could be anticipated, if the Bomb Aimers could get their graticules on the ship; the designers and users of the Tallboy were confident that the weapon would sink any battleship.
Time and the weather were the chief adversaries. Tromso is in the Gulf Stream, and the prevailing Westerly wind causes persistent Stratus cloud. The sky is only clear when the wind is Easterly, and about five such days could be expected in November. The end of November was the expiration of the time limit for a daylight attack this year. On the 26th of November, the sun does not rise above the horizon, and for a few days after, there would be enough twilight at mid-day to bomb. After that there would be no light until the Spring. It was obvious that there was a nice problem of long range weather forecasting, and that the slightest opportunity could not be wasted.
On the 5th of November, there was a false start, because the fickle weather set fair, and then deteriorated, but on the 11th the force once more flew to its advance bases. As this was the third week-end in succession that this avalanche had descended upon them, the inhabitants if the advanced bases had mixed feelings, which they courteously concealed. The force consisted of 36 Tallboy Lancasters, the Film Unit Lancaster, a meteorological reconnaissance Mosquito, and Transport aircraft. The Lancasters had been specially modified for the previous attempt. After the experience of the Russian operation, it was clear that the all up weight could safely be increased to 70,000 lbs. Merlin 24 power units, and extra tanks in the fuselage to bring the petrol capacity up to 2,400 gallons, had been installed. Mid-turrets, and every removeable item of equipment not needed for this operation, had been taken out. The all-up weight for take-off was then between 68,000 and 69,000 lbs. This was a most formidable striking force - - - 36 aeroplanes which could attack a target 1100 miles away, with 12,000 lb bombs.
The force took off to attack the Tirpitz for the third time at 03.00 hours on 12th November. The preliminary forecast had been poor, threatening convection cloud over the Norwegian coast, with a low freezing level, and high icing index, while there was no guarantee of the target being clear of Strato-cumulus, the meteorologists’ hoodoo. The met. reconnaissance Mosquito landed at Lossiemouth two hours before take-off, and improved this forecast, but not much. There was no convection cloud, but there were patches of Stratus. Remembering how they were cheated by the weather on the previous occasion, crews were determined, but not optimistic.
The flight plan was to fly low, less than 2,000 feet above the water, to a turning point at 65.00N 06.47E, then turn due East and climb to cross the Norwegian mountains, then lose height and turn North, flying
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] THE END OF THE TIRPITZ [/underlined]
East of the mountains. It was expected that this would prevent detection by the German radar system along the Norwegian coast.
The weather was fine and clear for take-off, in pleasant contrast to the previous occasion, when it had poured with rain. This was to prove an omen. The force was distributed over three airfields to avoid congestion, and aircraft set course without delay for the rendezvous point at North Unst. All aircraft burned navigation lights to assist keeping together, and flew at 185 R.A.S., the most economical cruising speed for the first part of the flight. The engine settings were 1800 R.P.M. and about 4 1/2 lbs boost, giving a consumption of almost exactly 1 A.M.P.G. The route was studded with flame floats, which crews were using diligently for checking drift.
It was twilight at the Norwegian coast and map reading, after a long period of D.R. navigation, soon put all aircraft back on track. By the time the mountains were crossed, it was broad daylight, and large areas of Strato-cumulus were depressingly evident, while every lake was covered with Stratus. Map reading in the mountains, particularly when they are snow-covered, and the lakes are frozen, is tricky. The rendezvous, Akka Lake, was only recognisable because the sheet of cloud which covered it conformed exactly to its shape. The first view of Tromso therefore, with no cloud and no smoke, and of the Tirpitz in her anchorage, massive, black and unmistakeable, was better than any crew had dared to hope for, and the job was then as good as done.
Flak was plentiful but inaccurate, and there were no fighters. The only impediment to the bombing was the smoke which hung, black and brown over the ship from the first bomb strikes, and the guns. It was impossible to be certain of results through that smoke, but fairly late in the attack, a plume of white smoke shot up two or three hundred feet like a jet. The last aircraft to leave watched the ship heel slowly on to one side. The Film Unit aircraft was able to take photographs of the ship throughout the entire action, and the last photographs showed that the attack had been a complete success, and that the Tirpitz had capsized. This was confirmed by a reconnaissance aircraft, less than two hours after the attack, who reported the bottom of the ship just above the water.
Why the Tirpitz was not adequately protected by fighters, the only protections against high level bombing, can at present be only a matter for conjecture here, and may be being more thoroughly investigated by the German High Command. The ship must have been aware of the approach of the force, at least half an hour before the attack, once the climb to bombing height was commenced from the rendezvous. It may be that the German Navy did not rate the bombing accuracy of the Royal Air Force as high as it does now, or that fighters were despatched to intercept, but too late. After the attack, which was delivered by 29 aircraft, 18 of 617 Squadron and 11 of 9 Squadron, all aircraft dived towards the sea, and until well out of range of Norwegian fighter bases, flew low. No fighters were seen at all on this operation, or for that matter on the two previous ones. All aircraft landed without incident with the exception of one, of which the crew is known to be safe.
Thus was brought to an end the inglorious career of one of the largest and most heavily armed and armoured ships afloat.
The following gives a brief outline of the career of the Tirpitz:-
(i) April 1st, 1939. Launched at Wilhelmshaven.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] THE END OF THE TIRPITZ [/underlined]
(ii) March, 1942. Attacked off the Loften Islands by Naval aircraft of H.M.S. Victorious. (Unserviceable for four months)
(iii) July, 1942. Attacked by a Russian submarine. (Undergoing repairs at Trondheim until December).
(iv) After a complete refit, the earlier months of 1943 were spent in trials, cruises, and the training of the crew for naval operations.
(v) September 9th, 1943. Tirpitz raided the Island of Spitzbergen in the face of negligible opposition.
(vi) September 22nd, 1943. Midget submarines of H.M. Navy attacked and badly damaged the Tirpitz in Alten Fiord. (Next six months spent in Alten Fiord undergoing repairs).
(vii) April, 1944. Tirpitz once again ready to go to sea, when she was attacked by Naval aircraft and once again sent into retirement.
(viii) July 17th, August 22nd, 24th and 29th, 1944. With signs of completion of repairs, Tirpitz was once again attacked by Naval aircraft, this time by Barracudas, and was again rendered unseaworthy.
(ix) September 15th, 1944. Attacked by 5 Group Lancasters flying from Russian bases. Damaged by at least one hit.
(x) October 29th, 1944. Attacked by 5 Group Lancasters. On this occasion cloud over the target rendered the attack inconclusive.
(xi) November 12th, 1944. Attacked in clear weather by Lancasters of No. 5 Group carrying Tallboy bombs, and capsized at her berth West of Tromso.
The coup-de-grace was delivered without the loss of a single life of the attacking force. The success of this attack cannot be measured in terms of the thousands of gallons of fuel used, hundreds of hours flown, or the number of 12,000 lb bombs dropped. The mere existence of the Tirpitz in her Northern berth has threatened all our convoys to and from Russia and North Atlantic shipping, and has cost the lives of a number of Fleet Air Arm crews who have attacked her, and has tied down a not inconsiderable force of the British Home Fleet in Northern Bases.
As the Commander-in-Chief himself has said, there was no doubt about the ultimate fate of the Tirpitz once the crews were able to draw a bead on her, and those who took part have received many congratulations on their magnificent achievement.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Drawing] gardening
German Ports and their approaches have been the main target for our Gardeners this month; the remainder of the Command effort continued to be directed against the Kattegat area.
Penetrations to the enemy’s door step were evenly shared by all squadrons, and P.P.I. photographs reveal neat patterns of well planted vegetables in their allotted positions. 126 vegetables were successfully laid, and it is already known that great disturbances were caused off a certain German harbour; shipping came to a stand still for several days, while the local harbour master was at pains to find a safe channel “out” or “in” for his concentrated shipping traffic jam.
No.627 Squadron have now joined the Group Gardening Force, and were most unfortunate in their first sortie, owing to unexpected weather conditions in the target area. But like true Gardeners they returned to base with their valuable load. Well done, and better luck next time.
[Tables Showing Command and Group Summaries of Vegetables Planted]
[Underlined] NEWS EXTRACTS OF ALLIED OPERATIONS AGAINST SHIPPING. [/underlined]
Some German captains of coal ships are reported to have opposed successfully attempts to make them sail to Western Norwegian ports from Oslo. Colliers sent from Germany cannot be unloaded – as the coal dumps in the Oslo area are full, and therefore lose valuable time while waiting for discharge. This shows weakness in administration if ships are in fact allowed to leave Germany for places where coal is either not wanted or cannot be discharged.
It is reported that in various ports, Norwegian crews have refused to sail, and in some cases foreign crews have left their ships.
The enemy has been short of crews for his merchant ships for some time. There is little chance of his being able to find substitutes for crews which refuse to sail. If these reports are true, then dislocation to shipping must be considerable.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Drawing] operations
[Underlined] HOMBERG – 1ST NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith
Operations opened with a daylight attack by 226 aircraft on the synthetic oil plant at Homberg, a few miles to the North West of Duisburg.
[Underlined] RESULTS [/underlined] By the time the main force reached the target area, the target itself was covered by a layer of 10/10ths cloud, 8,000 – 10,000 feet. Gee reception was poor, and the wind-finding was consequently not up to the usual standard. The first wave arrived over the target about two minutes before the Wanganui flares went down, and were unable to attack. This illustrates the importance and the difficulty of accurate timing when marking is by Oboe. They brought their bombs back. 158 main force aircraft bombed the sky markers, which were reported as scattered. 54 were abortive, and twelve bombed alternative or last resort targets.
[Underlined] REMARKS [/underlined] (i) The chances of success of this operation were still further prejudiced by an aircraft which had its V.H.F. transmitter switched on during the entire period of control. The Master Bomber’s orders were jammed, and very few crews were able to hear his instructions. The pilot of the aircraft concerned, was gripping the press-to-speak switch continuously in the target area. Arrangements are now in hand to substitute the bombing switch on the control wheel for the existing press-to-speak switch. The bombing switch cannot possibly be operated accidentally.
Incidentally on each occasion on which intercom. has been inadvertently radiated during an operation, much unnecessary chatter has been heard, and the crews have addressed each other by their Christian or nick-names. This not only displays a low standard of crew discipline, but is also contrary to Ni.5 Group Air Staff Instruction TRG/18 which reads as follows:-
“To obviate the risk of confusion over the aircraft intercommunication system, members of aircrews are to address each other according to their duty in the aircraft, viz:-
Captain
Navigator
Bomb Aimer
Wireless Operator
Engineer
Mid-upper
Tail Gunner”
(ii) Fighter Command reported that the formation was good, reasonably compact, and easy to escort.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] DUSSELDORF – 2/3RD NOVEMBER. [/underlined]
187 aircraft of the Group took part in a combined Command attack on Dusseldorf, the chief administrative centre of the Ruhr. An undamaged portion of the built-up area on the eastside of the Ruhr was selected for attack.
[Underlined] PLAN [/underlined] Marking was to be carried out by Oboe aircraft of the P.F.F. using both ground and skymarkers. Crews were to use their own navigation winds for bombing. A mixed load of H.E. and incendiaries was carried. Possible cloud cover of as much as 6/10ths – 9/10ths cu. and strato cu. was forecast in the target area, and crews were given separate aiming instructions for attacking the Wanganui flares.
[Underlined] RESULTS [/underlined] The weather over the target proved to be clear, with the normal industrial ground haze. 177 aircraft attacked the primary target, aiming at the ground markers. Marking was reported as accurate, and the bombing was believed to have been well concentrated, with the exception of a few aircraft whose photographs showed that they bombed short. The sorties of these crews have been cancelled. Reconnaissance has revealed that a very heavy concentration of bombs fell in the Northern suburbs which were the target, and the whole area was virtually destroyed. This practically completes the entire destruction of Dusseldorf. In addition, all the important industrial plants in this area, including the large Rheinmetal-Borsig armament works, were severely damaged, and scarcely a building has escaped either complete destruction or heavy damage.
[Underlined] DORTMUND-EMS CANAL – 4/5TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr Smith
Deputy:- S/Ldr Churcher
The importance which the Germans attach to the Dortmund-Ems Canal as one of their main transport arteries was amply demonstrated by the fact that both branches of the canal, breached and emptied by the 5 Group raid on 23/24th September, were repaired within less than six weeks, and in full working order. The same stretch of canal was therefore attacked for a second time, by 176 main force aircraft on 4/5th November.
[Underlined] PLAN [/underlined] The aiming point, on the narrow island separating the two branches of the canal, was to be marked direct by Mosquitoes of No.54 Base with Red T.I’s. All aircraft carried a bomb load of 14 X 1,000 G.P’s and crews were ordered to aim the centre bomb of the stick at the red T.I’s.
[Underlined] RESULTS [/underlined] There was no cloud in the target area, and visibility was good. Illumination and marking was punctual, but the markers fell some two hundred yards N.N.E. of the marking point and these, together with the T.I’s dropped by the backers up, formed a concentration at which the main force aimed their bombs.
The resulting concentration was the best the Group has yet achieved. An analysis shows that all but 5% of the bombs are contained in a circle radius 530 yards about the M.P.I. This works out at 25 bombs per acre per 1,000 bombs dropped around the M.P.I. and far exceeds any previous results. Both branches of the canal were once again breached and drained, and where the eastern arm crosses the river Glane bombs have penetrated through the bed of the canal.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] REMARKS [/underlined] This attack pulverised the Eastern subsidiary channel but only the fringe fell over the Western area with the result that the damage was soon repaired. It draws attention to the serious effect of even a slight vector or marking error when attacking such small targets.
[Underlined] MITTELLAND CANAL – 6/7TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith.
This canal, which joins the Dortmund-Ems canal at Gravenhorst, connects the Ruhr with Osnabruck, Hanover, Brunswick, Magdeburg and Berlin. A section of it near Gravenhorst was selected for an attack by 248 aircraft on 6/7th November.
[Underlined] PLAN [/underlined] Mosquitoes were given a point to mark up against the embankment on the Northern side of the canal. A tolerance of 200 yards to either side of the embankment was allowed. Winds were to be found by aircraft of the flare force, and a vector broadcast to the main force by this Headquarters, to shift the bombing some 300 yards along the canal to the North East. With a surface wind from the West, it was hoped to lay a lozenge shaped concentration across the canal at an angle of approximately 30°.
[Underlined] RESULTS [/underlined] Owing to a combination of unforeseen circumstances, this attack was abortive, and the Master Bomber ordered the force to return to base with their bombs. This operation is an example of how things can go wrong, in spite of careful planning. The snags encountered are listed below:-
(i) There were 7 H.2.S. failures amongst the aircraft of the Blind Marker and Flare Forces, an altogether exceptional number.
(ii) The target area winds were found to be much stronger than forecast, although accurate in direction. The flares were consequently scattered and too far to the East, and although two Mosquitoes found the canal junction there was insufficient illumination for them to identify the marking point.
(iii) One of the Mosquito markers eventually identified the marking point, and succeeded in dropping a Red T.I. close to the bridge nearby, but it unfortunately fell into the canal, and was extinguished before any backing up could take place.
An additional cause of confusion was the choice of Green T.I’s for both the route markers and the Primary Blind Markers, and in future different colours will be used.
[Underlined] HARBURG – 11/12TH NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
A force of 245 aircraft was despatched to attack the oil refinery and storage installations and the town centre at Harburg, on the South side of the River Elbe, opposite Hamburg.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] PLAN [/underlined] There were four aiming points, A, B, C, and D, the first three in the dock area to the North-West of the town and the fourth (D) in the town centre. All aircraft were to approach on a heading of 143° T. Approximately 70% of the force carried on H.E. load: (those attacking the oil plant) and 30% an incendiary load (for the town area).
A suitable marking point was selected, upwind of the target area. At H – 11, blind markers were to drop T.I. Green on the target, these were to be followed by flares, in the light of which Mosquitoes were to drop T.I. Red on the marking point.
[Underlined] Primary Method. [/underlined] Aircraft on aiming points A, B and C were to aim the centre bomb of the stick at the T.I’s releasing without any delay. False vectors were to be applied to the bombsight to bring the bombs onto the aiming points. Aircraft on aiming point D were to aim the centre bomb of the stick at the T.I. Red, on the ordered heading, delaying the release for 26 seconds.
[Underlined] RESULTS [/underlined] The weather was clear, except for a thin layer of stratus at 8,000 feet, and the Master Bomber decided on the primary plan. The flares were rather late, but they were dropped accurately, and Marker 2 dropped a Red T.I. estimated as 80 yards West of the aiming point. These were backed up by further Red T.I’s in positions assessed as 200 yards North and 200 yards South. The actual positions of the markers cannot be identified on the night photographs. The main force was instructed to attack the resulting concentration of Red T.I’s according to plan. Bombing in the early stages was reported as rather scattered, but a good concentration developed later, and at the end of the attack, both target areas were well alight.
[Underlined] REMARKS [/underlined] Both these targets had previously been attacked on daylight by aircraft of the U.S.A.A.F. on three recent occasions previous to the 5 Group attack, and although considerable damage by H.E. is seen in the oil refinery area, and damage to residential and business property, and the marshalling yards in the Northern half of the town, no precise statement of the damage inflicted by this night attack can at present by [sic] given.
[Underlined] DUREN – 16TH NOVEMBER. [/underlined]
Master Bomber provided by P.F.F.
Duren lay on the main road between Aix la Chappelle and Cologne, and therefore on the direct route of the Allies’ advance to the Ruhr in that sector. The entire town was a fortified area containing troops, munitions and other supplies. A force of 214 aircraft, was despatched to destroy the buildings, their contents, and the defences, and in addition to block the roads and crossings. No.1 Group also provided a force of over 200 aircraft to attack the same target.
[Underlined] PLAN [/underlined] In view of the weather conditions en route, Bases were ordered to form up in “gaggles” on a time basis, and a leader was appointed for each pair of Squadrons. Marking for the attack was controlled musical parramatta, provided by No.8 Group. Primary markers were to mark the aiming point with Red T.I’s and other P.F.F. aircraft were to keep the aiming point marked with T.I. Red and Green throughout the attack. If the T.I’s became obscured, the Master Bomber was to give aiming instructions with reference to the upwind edge of the smoke.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
In view of the proximity of American troops, very strict orders were given that bombs were not to be dropped unless:-
(i) The T.I’s could be clearly seen.
(ii) The target could be positively identified.
(iii) A timed run could be made from a positively identified position not more than 3 miles from the target.
The Master Bombing Switch was used on this occasion, as an additional precaution against the premature release of bombs. Aircraft were also ordered to home on Gee along the ‘B’ lattice line on the last leg into the target, with the release-point co-ordinated set up.
[Underlined] RESULTS [underlined] The weather was clear over the target, but there was ground haze and smoke from a previous attack. The attack was carried out according to plan. Marking was accurate and the bombing very concentrated; crews bombed either the T.I’s or the upwind edge of the smoke, according to the instructions of the Master Bomber whose controlling was reported to have been excellent. The centre of Duren was entirely devastated, only a few walls being left standing. To the South and East, scattered buildings were largely gutted or destroyed, and all roads were rendered impassable. The town marshalling yards, previously damaged in a U.S.A.A.F. raid, received a further severe mauling.
[Underlined] DORTMUND-EMS CANAL – LADBERGEN – 21/22 ND NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Reconnaissance revealed that the Germans were making strenuous efforts to repair the damage inflicted on this canal by 176 of the Group on 4/5th November. It was decided to attack this target in the same place once again, to prevent this repair work from being carried out and if possible to add to the damage caused in the previous attacks.
[Underlined] PLAN [/underlined] Illumination and marking in normal sequence. Mosquitoes to mark aiming point with Red T.I. Main force crews to aim the first bomb of the stick at the Red T.I. or as ordered by the Master Bomber. Bomb load maximum load 1,000 lb. A few aircraft carried 6 X 1,900 lb G.P. bombs.
[Underlined] RESULTS [/underlined] 123 Lancasters and 5 Mosquitoes attacked. The weather in the target area was 6 – 9/10ths strato cu. base 4,000 feet, with good visibility below. Flares were accurate and on time, and the Mosquitoes were able to identify and mark the aiming point. The Master Bomber called the main force in to bomb as planned and the attack was concluded without a hitch.
A very satisfactory concentration was achieved round the markers, and subsequent reconnaissance shows that very great damage has been done. Both branches of the canal have been breached where they cross the River Glane, and both arms have once again been drained, flooding considerable areas of surrounding countryside, and leaving many barges high and dry. The Western embankment of the main canal has been breached in one position for about 150 feet. The subsidiary arm of the canal has been so heavily cratered that its outline can scarcely be recognised. Once again a long stretch of this important canal has been drained, many barges have been destroyed, and others lie with their cargoes high and dry on the canal bed.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
[Underlined] MITTELLAND CANAL – GRAVENHORST – 21/22ND NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
The Mittelland canal, which runs from East to West from Berlin to the Ruhr, joins the Dortmund-Ems canal (which runs South to North, to connect the Ruhr with the North Sea) a few miles East of Rheine. A section of this canal, just East of its junction with the Dortmund-Ems, was selected for attack with the intention of severing both these important arteries.
[Underlined] PLAN [/underlined] A bridge across the canal was selected as the aiming point and a suitable position near the bank some 500 yards to the S.W. as a marking point. The illumination and marking plan was as usual, but in this case the markers were not to be attacked direct, but crews were to aim the centre bomb of the stick at the Red T.I’s dropped by the Mosquitoes, and a false vector set on the bombsight was calculated to bring the bombs onto the aiming point. Ordered bombing height was 8 – 9,500 feet.
[Underlined] RESULTS [/underlined] Illumination and marking were punctual and accurate, but 8/10ths to 10/10ths strato cu, base about 4,000 feet, was encountered in the target area, and the Master Bomber ordered the main force to bomb below cloud. 137 Lancasters and 6 Mosquitoes attacked. A good concentration developed, but there was some undershooting, which was inevitable owing to the change in height and the difficulty of vectoring when so low. Nevertheless, the canal has been breached on the West side for a distance of some 50 feet immediately South of the bridge, which was the aiming point. The canal itself has been almost emptied in this stretch and many barges are stranded. In addition many barges have been damaged by direct hits, and both banks of the canal have been heavily cratered.
[Underlined] TRONDHEIM – 22/23RD NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
A force of 178 aircraft took off to attack the submarine pens.
[Underlined] PLAN [/underlined] A suitable marking point was selected near the pens. The usual blind marker and flare sequence was ordered, and in the light of the flares, Mosquitoes were to drop Red T.I’s to mark the marking point. A false wind vector was to be used to shift the bombs onto the aiming point. Bombing heights, 9,000 to 12,000 feet.
[Underlined] RESULTS [/underlined] Weather conditions favoured a precision attack such as this: the target area was located without difficulty, and flares and two blind marker Green T.I’s were dropped accurately. Unfortunately the enemy was able to put a smoke screen into operation, which effectively obscured both the marking and aiming points, and the Mosquitoes were unable to mark. Unfortunately the target lay immediately outside a Norwegian town, thus precluding blind bombing, and the Master Bomber was reluctantly obliged to order the force to return to base with their bombs.
[Underlined] MUNICH – 26/27TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Weather conditions over the target promised to be ideal for an attack on Munich, during the night of 26/27th November, so a maximum
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
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[Underlined] OPERATIONS. [/underlined]
effort was ordered. The weather at bases and en route was very tricky, and the decision to go ahead with the attack was not made until the last possible moment. 278 aircraft took off, many with a visibility in the region of 1,000 yards and cloud base 600 feet. A fine achievement.
[Underlined] PLAN [/underlined] Two major sectors of the town were selected, one radiating between 019° T. and 060° T, from the marking point, and the other between 081° T. and 150° T. The aircraft in the first sector to carry 1 X 1,000 MC/GP plus maximum ‘J’ incendiary clusters, and those in the second sector 4 lb incendiary clusters, with 50% of them carrying 1 X 4,000 lb bomb.
The two major sectors were sub-divided, and sector headings and appropriate delays were allotted in the usual way. No. 9 Squadron aircraft each carrying 1 X 12,000 lb H.C. bomb were spread throughout all sectors.
Illumination and marking in the normal sequence, bombing heights 16,000 – 20,000 feet.
With freezing level at 2,000 feet and a front lying approximately over the English Channel with tops generally at 20,000 feet, with occasional cu. nimb. Up to 25,000 feet, the flight plan presented a difficult problem. It was eventually decided that, after take off, aircraft should fly South over England below 2,500 feet, maintaining this height until the front had been crossed. Aircraft were to fly over the top of the front on the homeward route, losing height behind it.
The route to the target was chosen to give the enemy as little warning as possible: it lay South of Switzerland, crossed Lakes Maggiore and Como, and then went N.N.E. to the target, across the Alps. This plan was entirely successful, and the defences did not come to life until the attack was well under way.
[Underlined] RESULTS [/underlined] The Master Bomber was delayed taking off, so Marker I, who was the deputy, conducted the opening phases of the attack. Illumination and blind marking went as planned. At H – 7 a Red T.I. was dropped, and assessed as almost on the marking point. At this moment the Master Bomber arrived, assumed control, and confirmed the accuracy of the Red T.I. Backers-up were called in, and marking was completed by H – 1. One Red T.I. which was assessed as wide to the North was cancelled by a Yellow T.I. The main force was then ordered to attack as planned.
Pilot’s reports were very enthusiastic about the success of this attack, but a large proportion of the night photographs plotted show ground detail to the South of the target, and it is now clear that the point marked was some 2/3,000 yards too far South. Nevertheless at least half of the attack went into the town and Southern suburbs and considerable damage should have been caused.
[Underlined] REMARKS [/underlined] This was the first occasion on which the Group as a whole has used Loran, and the results were very satisfactory. The concentration on the return route showed a marked improvement on the degree of concentration previously achieved.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] signals
[Underlined] WIRELESS OPERATOR (AIR). [/underlined]
[Underlined] CONTROLLED OPERATIONS. [/underlined]
W/T operating by the W/T link operators throughout November maintained a fairly high standard, and reception of their transmissions by the Main Force operators was also of a high order. 54 Base again supplied all the W/T link operators and both squadrons are to be congratulated on their efficiency. This result has been accomplished by hard training.
Two interesting incidents which took place on the night of the 11th and 22nd respectively are worthy of mention. On the night of the 11th, four minutes before the first bombing wind was due to be transmitted back to Group, sever ‘jostling’ was experienced on the frequency. Prompt action by the C.S.O. enabled this frequency to be cleared just in time for controlling to commence. We again realise just how effective this countermeasure is. On the night of the 22nd propagation conditions were such that reception at all the Group Ground Stations was practically impossible, yet when crews returned it was found that ait to air reception was perfect and 100% reception accomplished.
The Link 1 and 2 operators who carried out control duties during the month were:-
Night 4th F/O Booth 83 Squadron Link 1
F/O Chapman 83 Squadron Link 2
Night 6th F/Sgt Manderson 97 Squadron Link 1
F/Sgt Whitehead 97 Squadron Link 2
Night 11th W/O John 97 Squadron Link 1
F/Sgt Utting 97 Squadron Link 2
Night 12th F/O Ward 617 Squadron Link 1 )Tirpitz
Sgt Morgan 9 Squadron Link 1 ) attack
Night 22nd Sgt Smith 97 Squadron Link 1
Sgt Moroney 97 Squadron Link 2
Night 27th W/O John 97 Squadron Link 2
F/Lt Summerscales 83 Squadron Link 3
[Underlined] W/T CONTROLLERS’ TESTS. [/underlined]
During the month 61 Wireless Operators took part in the test as detailed in 5G.S.I. No.13 and out of this number 54 passed as fit for W/T Link duties. Tabulated below are the number of operators per squadron who took part in these tests.
[Table of Numbers of Wireless Operator Tests by Squadron]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] GROUP W/T EXERCISE. [/underlined]
The Group W/T Exercise during last month was disappointing, due to a number of squadrons not yet having all their equipment installed in their new training rooms, Signals Leaders are asked to exert pressure in the right direction to hurry along the completion of these training rooms so as to enable advantage to be taken of this organised and highly profitable training. We extend a hearty welcome to the Heavy Conversion Units of No.75 Base to take part in these exercises, and hope they will find the exercise interesting and of instructional value.
[Underlined] POINTS FOR SIGNALS LEADERS. [/underlined]
During regrading tests throughout the month it was distressing to find that very few Wireless Operators (Air) knew anything at all about the V.H.F. equipment TR.5043. Now this is definitely Signals equipment, and all Wireless Operators (Air) should know at least sufficient about the installation to enable them to rectify any simple fault which may occur in the air, such as the replacing of fuses, power leads, aerial connections etc. Particular instruction should be given to the drill for checking whether the set is on transmit or receive.
The introduction of the Bomber Command Diversion Schedule has filled a long felt want, and will be much appreciated by all Wireless Operators (Air). Like all other publications it will only fulfil [sic] its rightful purpose if it is always kept amended up to date, and the responsibility for amending all copies lies with the Signals Leader. He should ensure that all “Wilmot” signals are received and any amendments to the Bomber Command Diversion Schedule are embodied immediately.
[Underlined] SIGNALS FAILURES. [/underlined]
The total percentage of Signals Failures against sorties flown for the month of November, was 1.82 which shows a decrease of 0.497 against the figure for October. It will be seen from the Signals Failure Monthly Circular that there was also a decrease during October, the percentage decrease for both months being 0.619. This achievement is really outstanding when one realises the unfavourable weather conditions the servicing personnel have encountered over this period. It all goes to show that IT CAN BE DONE – good show chaps!
There is also a bouquet this month for the Wireless Operators (Air) – there were no manipulation failures; an excellent state of affairs.
During the month not one sortie was cancelled (Class A) as the result of a signals defect. How many realise that this record has been maintained over the past 5 months?
[Underlined] I.F.F. COURSES. [/underlined]
Five courses involving 57 Wireless Mechanics drawn from all stations in the Group were held at Morton Hall during the month. Great keeness [sic] was shown and the instructor, Sergeant Ryder, reports very favourably on the standard attained. The Chief Signals Officer took the opportunity of discussing with each course the problems connected with aircraft servicing and was able to obtain some useful ‘gen’. The fact that a vast majority of our Group 1 tradesmen are still looking forward to an early return to civilian occupations was once more confirmed, and was countered by a graphic description of life in the peace-time airforce which it is hoped may have the effect of changing some of their minds.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] V.H.F. R/T – TR.5043. [/underlined]
[Underlined] SERVICEABILITY. [/underlined]
The TR.5043 gave good serviceability during November, there were ten failures reported against more than 2,000 sorties. Four of the failures (all in one Base) were “NOTHING HEARD – NO FAULT FOUND”. Are Signals Officers doing all in their power to prevent this type of defect? There were two cases of Aerials Type 147 breaking; this is a decrease in comparison with the figure for October.
During the month, exhaustive experiments were carried out at Metheringham by 3 R.A.E. specialists in connection with aerial breakages. The result of these experiments is, that [underlined] all [/underlined] Lancaster aircraft TR.5043 aerials (including H.2.S. aircraft) can safely be fitted in strict accordance with B.C.S.P. No.10.
[Underlined] VOLUME CONTROLS. [/underlined]
Three different types of volume controls for operation by the pilot are now undergoing test in various Lancaster aircraft in the Group. Results to date are somewhat varied, some pilots stating that the new control in ‘bang on’ whilst others aver that the minimum position still permits incoming V.H.F. R/T Signals to interfere with intercom. We are determined to find the ideal before launching a general fitting programme.
[Underlined] V.H.F. R/T COURSES. [/underlined]
No.1 Radio School, Cranwell, has undertaken to give all Signals Officers in the Group a four-day course on the V.H.F. R/T set TR.5043.
The first two courses report enthusiastically on the efficiency with which this course is being run and they thoroughly enjoyed the brief opportunity to be immune from telephone calls and other diversions whilst learning all there is to know about this interesting set.
[Underlined] INADVERTENT RADIATION ON INTERCOM. [/underlined]
Yet another case has occurred of crew intercom. being radiated on V.H.F. R/T in the target area. This resulted in serious inconvenience by jamming to some extent the R/T traffic. It had been considered that all possible action had been taken to prevent this sort of thing happening. All Main Force aircraft have a switch fitted in the H.T lead to the V.H.F. Transmitter, and this switch is locked in the ‘Off’ position prior to take off. All aircraft which may be called upon to transmit on their V.H.F. R/T, have this switch in the ‘On’ position, but are equipped with a Neon light indicator positioned near the navigator which lights up whenever the V.H.F. set is transmitting. In spite of these precautions, however, an aircraft of the illuminating force inadvertently radiated intercom. on V.H.F. It seems that it will be necessary to reposition the neon indicator, and also make use of the pilot’s bomb release switch in lieu of the existing press-to-speak switch which unfortunately is in such a position on the control wheel that it can be gripped, and pressed, in the ‘On’ position accidentally. The Pilot’s bomb release switch is fitted on the control wheel in such a way that it cannot possibly be actuated accidentally.
[Underlined] RADAR. [/underlined]
[Underlined] LORAN. [/underlined]
The closing days of the month saw the final stages of the Loran fitting programme. This fitting programme almost brought back reminiscences of the Monica Mark V days, and much credit must be accorded to the wholehearted efforts of the Engineering and Radar personnel who installed the bracketry and equipment in double-quick time.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
The successful use of the equipment on the Munich operation on the night 26/27th gave a very useful fillip to enthusiasm, and effectively squashed the mutterings of the “doubting Thomases”. The serviceability figures, in view of the usual manipulation troubles and initial “bugs”, are promising. It has been found that the indicator becomes unusually temperamental when damp, but waterproof covers should clear this trouble.
Shortage of the main boxes and lack of spare components were sources of complaints, but both will be cleared almost directly.
[Underlined] A.G.L.(T). [/underlined]
Despite the spring tides at Fulbeck which threaten to engulf the Radar workshop, the A.G.L.(T) situation is well in hand. No physical success has been claimed, and the shortage of equipped aircraft is acute, but much useful data has been brought to light, which should do much to assist the final development of this device.
[Underlined] H.2.S. MARK III. [/underlined]
Progress at Coningsby is steady. The scanner trouble has been cleared, gaps in the polar diagram have been filled in by a simple modifications [sic] which consists of strategically mounting a 16” X 6” sheet of perspex on the mirror. We [underlined] know [/underlined] it does the job all we want to know is [underlined] how [/underlined] it does it. Improvements to the scanner testing equipment have effected considerable economy in flying hours.
[Underlined] MONICA. [/underlined]
The addendum to Monica to defeat the Hun, reached its flying trials this month which were very encouraging, and earned official sanction for the Group to experiment with Monica. All credit for this device must go to F/O Tovey of 53 Base. His prototype made all Walt Disney’s conceptions look very ordinary but he continued to work on the idea tirelessly and patiently, and with T.R.E. assistance brought forth a very workable unit, of which we hope a lot more will be heard.
[Underlined] SECURITY. [/underlined]
This month has seen the introduction of the long awaited Bomber Command Diversion Schedule. As the tag has it “The mountains shall labour and bring forth a ridiculous little mouse”. In this case at least, an eighteen month gestation has produced a noble offspring. There is one note of ridicule, introduced we imagine by some frolicsome “printer’s devil”, and this defect in the Schedule required one of the three following ‘mods’ for its eradication:-
(i) The Schedule to be mounted on a bracket and swivel fixed to the W/Op’s (Air) table.
(ii) All W/Op’s (Air) to be fitted with swivel vertebrae above the shoulders.
(iii) The even numbered pages of the Schedule to be printed “the other way up”.
The last of these three ‘mods’ has been requisitioned, and until it appears we wish you good luck and happy diversions.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] YOU HAVE BEEN WARNED. [/underlined]
The Field Security Police have a multitude of duties,
And amongst other things these precious beauties
Sit in post offices and monitor calls,
And lap up every word that falls
From the lips of Service folk;
This is by no means a joke,
Though it may seem to be at first.
The police laugh simply fit to burst
Whenever they hear some solemn voice say,
“This is an Ops. circuit so we needn’t scramble, heh?”
And the other bloke
Says, “Oke!”
When this happens you might guess,
They take it down in shorthad, [sic] (more or less),
And after a court-marital –
To which they’re very partial –
The perpetrators of the crime
Do “time”,
Or they may, it is feared,
Be cashiered!
It all depends upon the rank,
AC Plonk or Flight Lieutenant Blank.
The moral is by now quite clear, I’m sure.
NO circuits can be trusted as secure.
When secrets must be spoken, your preamble
Must always be the magic words, “Please scramble!”
Ops. circuits only give you what you need,
And that is NOT security but Speed!
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] navigation
[Underlined] WHAT ARE THE QUALITIES OF A GOOD NAVIGATOR? [/underlined]
A good navigator may be summed up as one who works hard all the time, uses his intelligence constantly and makes a conscious effort to be on track and on time throughout every operation.
Do you think you fill that category? To assist you in answering the first question, below is a self analysis chart for you to complete. Be honest with yourself in answering these questions.
[Underlined] SELF ANALYSIS CHART. [/underlined]
[Underlined] QUESTIONS. [/underlined]
(1) Do you [underlined] always [/underlined] work to a system, and a regular time interval?
(2) Do you [underlined] always [/underlined] make a “snap” alteration of course immediately you ascertain you are off track?
(3) Do you check your ETA’s [underlined] regularly [/underlined] every 15 minutes?
(4) When coming into Gee range to you [underlined] always [/underlined] believe the first Gee fix you obtain and act on it?
(5) When no fixing aids available, do you [underlined] always [/underlined] obtain a D.R. position every 15 minutes?
(6) Do you [underlined] always [/underlined] “home” on your Southern or Eastern Lattice lines as instructed.
(7) Do you [underlined] always [/underlined] check your compasses every 20 minutes?
(8) Do you [underlined] always [/underlined] find a w/v over the ideal period of time, i.e. between 15 and 40 minutes.
(9) When necessary to you [underlined] always [/underlined] dog leg or alter IAS so as to arrive at each turning point exactly on time?
This is by no means a comprehensive list, but if you answer all the questions frankly, you will obtain a good assessment of your own ability. If you can say “Yes” to only 70% or less, you are below average; 80% you are average; 90% ad above you can consider yourself a good navigator.
Make a note of the points on which you lose marks, then rectify them [underlined] immediately [/underlined]. Further lists will appear in the next two summaries, so keep a note of your results on this test and by January you will have a complete assessment of yourself.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Underlined] WINDFINDING. [/underlined]
The importance of finding accurate w/v’s, [underlined] and using them, [/underlined] has been stressed constantly for the last five years. One would therefore think that, as a result of all this “binding” every Navigator would now realise the importance of windfinding. BUT, unfortunately this is not so, Why?
We now have four “gen boxes” given us to assist in finding really accurate w/v., i.e. Gee, Loran, H.2.S. and A.P.I. All these instruments have been tested very thoroughly and have been proved accurate. All Navigators acknowledge the accuracy of these instruments and trust individual fixes and A/P’s obtained, but when it comes to joining two of these positions together, i.e. fix and Air Position, and obtained a w/v, many Navigators automatically become dubious. If the w/v obtained agrees fairly well with that forecast, or the last few w/v’s found, it is considered accurate. BUT, on the other hand if it differs by any appreciable amount, then in 7 out of every 10 instances a Navigator will say he got a “duff fix”, or else the A.P.I. is overreading!! In other words many Navigators just haven’t the confidence in themselves. Are YOU one of these? If you are, then reform yourself!
It is not generally appreciated that, even with a so-called steady wind the direction is never constant to within 30°, and the speed is never constant to within 10 or 15 miles an hour, so how can you expect to find idential [sic] w/v’s, and in any case how are you to know that there hasn’t been a sudden wind change caused by an unpredicted front or other reason?
Therefore in future, do not mistrust your fixes, A.P.I. readings and resultant w/v’s. Take great care in obtaining these readings and in plotting them accurately, but once you’ve got them treat them as correct – and [underlined] USE [/underlined] the resultant w/v!
[Underlined] COMPASSES. [/underlined]
Do [underlined] YOU [/underlined] always check your Compasses every 20 minutes? This question has been asked already, but it will bear repeating. There are now 3 instruments dependent on the serviceability of the D.R. Compass, namely H.2.S., A.P.I. and Mk.XIV Bombsight, besides of course the safety of the aircraft itself. It is, therefore, of paramount importance that the D.R. Compass is fully serviceable all the time.
A recent analysis showed that very few Navigators ever pay sufficient attention to their compasses. Are YOU one of these people who take the Compasses for granted, or do you carry out your checks methodically. Do you for example, ever go out to your aircraft and assist in the swinging, or do you even ask the Compass Adjusters on their return how your compasses are? Do you always carry a compass key in your pocket? Have a look and make sure before you answer the last question. Are you thoroughly conversant with the symptoms of a toppled gyro, and do you know the procedure to be adopted to correct the gyro? [Underlined] But above all, [/underlined] do you know that you should never return early because one of your compasses is unserviceable?
An analysis is carried out after every Group concentration plan has been completed to ascertain why certain aircraft are off track. On every occasion the answer for [underlined] AT LEAST ONE AIRCRAFT [/underlined] is that vague phrase “COMPASSES U/S”, which, on further examination, means nothing more than “Compasses desynchronised”.
The safety of an aircraft and its crew was therefore jeopardised because the crew [underlined] forgot to check their compasses! [/underlined]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[NAVIGATION. [/underlined]
Longer range targets will be the the priority this Winter and that means deep penetration into a heavily fortified Germany. Accurate Navigation will therefore be absolutely essential and this is directly dependent on the accuracy of your compasses. Be compass minded then – learn all you can about them, know your drills and manipulation procedures off by heart – and above all [underlined] CHECK YOUR COMPASS REGULARLY. [/underlined]
Use the Astro Compass when there is any discrepancy between the P.4 and D.R. Compasses.
Station and Squadron Navigation Officers must continue to drive hard on this subject, checking all new crews on their arrival See that they are thoroughly conversant with the drills, faults, remedies and manipulation procedures, and make it clear to them that on no account do they return early if one compass is unserviceable.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by the squadrons this month is 3.8 m.p.h. This is excellent. This figure shows a decrease of .5 m.p.h. We have achieved our goal of an average vector error below 4 m.p.h. Can we now possibly reduce this error to below 3 m.p.h.? If we can then all navigators can truthfully say they are contributing to very largely to the high standard of bombing we are achieving. Go to it! and see what records you can break this month.
[Table of Average Vector Errors by Squadron]
It will be noted that three squadrons of No.53 Base occupy the first three places this month, the two “old faithfuls”, Nos. 9 and 50 Squadrons, still retaining their lead on the rest of the Group. No. 56 Base Squadrons are all down towards the bottom of the list. They can, and have, done very much better than this. Com on No.56 Base, let us see you at the top next month!
Apologies to No. 57 Squadron for last month. Their average vector error was inadvertently shown as 4 m.p.h., whereas it should have read 3.5 m.p.h.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight navigators who submitted the best work this month as [sic] set out below. They have been chosen for their consistently accurate and methodical work, which includes good track-keeping and timing, constant wind velocity checks and checking of E.T.A’s and log and chart work of a very high order.
F/O Hart – No.467 Squadron
P/O Briggs No.83 Squadron
F/O Martin No.106 Squadron
F/O Skinner No.189 Squadron
P/O Searle No.227 Squadron
F/Sgt Shapman No.207 Squadron
F/O Kay No.630 Squadron
F/Sgt Murray No. 50 Squadron
Note that P/O SEARLE appears for the second time. Good work SEARLE – keep it up!
[Underlined] TIMING. [/underlined]
In last month’s summary a long article was written on the slackness of timing on the return journey. Three causes of this “timing spread” were suggested and you were asked to eliminate them and so bring about a much needed improvement in the return journey concentration. Base, Station and Squadron Commanders and Navigation Officers were also asked to have a “drive” in this direction. Only one operation has been carried out since this letter was sent, and on this raid there was a very big improvement. In fact the concentration on the return journey was better than that going to the target!! This is good, keep it up, and make it your aim to achieve the concentration we desire, i.e. “an area covering not more than 50 miles in length and 10 miles in width” – and no more.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Markham – No.463 Squadron to be Squadron Navigation Officer.
F/Lt. Martin – No.61 Squadron to be Squadron Navigation Officer.
F/Lt. Bennett, D.F.M. – No.617 Squadron Navigation Officer to be Station Navigation Officer, Woodhall. (now S/Ldr.).
F/O Bayne, D.F.C. – No.617 Squadron to be Squadron Navigation Officer.
F/Lt. De Boos, D.F.C. – No.627 Squadron Navigation Officer, tour expired, posted to No.7 Group.
F/Lt. Tice – No.627 Squadron to be Squadron Navigation Officer.
S/Ldr. Kelly, D.F.C. – Station Navigation Officer, Fulbeck, missing on operations.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Drawing] radar nav:
[Underlined] LORAN. [/underlined]
This new navigational aid has only been used to any great advantage on one operation this month. Despite the difficulties in training and the short time since the introduction of the Loran equipment, operators made full use of the facility it affords, and it has proved without doubt a useful addition to our navigational equipment. The fact that to the present time no interference has been encountered which would make fixing difficult does not imply that the Hun will not attempt to jam the equipment and with this fact in mind every possible operator must use Loran to its fullest advantage whilst it is still possible.
There are one or two points which have arisen in the manipulation and use of this equipment which must be stressed. They are:-
(i) Loran operators are not spending sufficient time in the recognition of signals – particularly differentiation between 1st and 2nd Hop E sky waves. Perseverence [sic] and close watch of the signals on Sweep Speed 3 will ascertain whether the signals are the correct ones. It is appreciated that very little, if any, training can be carried out on the S.S. Loran Chain and operators must endeavour to use time on operations for sky wave training. If you are uncertain as to the appearance of sky waves your obvious remedy is to visit the Radar Training Room after 1630 hours any day and you can get all the gen on the sky waves by using the S.S. or North Eastern Loran Chain on a bench set. Why not make this a nightly feature until you are sure in the identification of all signals.
(ii) No system of taking position lines at regular intervals is being followed. It is no use taking a position line from one rate and keep transferring it along track for an undeterminable number of times to give you fixes with position lines from the other rate. Try taking position lines at regular intervals of say 10 minutes e.g.:-
Rate 4 at 2010 and 2020 and so on.
Rate 5 at 2011 and 2021 and so on.
(iii) The time base readings are easily upset by movement of the fine strobe control during the switching of the Sweep Speed Control through position 5, 6 and 7. Watch this carefully or else you are going to get false fixes. If necessary use your left hand for switching the Sweep Speed Control.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
(iv) Several operators reported the four dividers out of alignment but a few using commonsense [sic] and initiative correctly aligned the dividers and obtained full use of the equipment. As the dividers, particularly A, B, C and D are very critical, alignment checks must be made:-
(a) After switching on procedure has been carried out.
(b) Every two hours when LORAN is in use.
(c) After any large changes of temperature or pressure.
An Aircraft Drill has been produced and is available at all units, detailing the alignment procedure. Loran operators must know this procedure fully and screwdrivers have been made a general issue to all navigators in order that alignment corrections can be made in the air. It is important, however, that operators should know the symptoms of incorrect alignment before they attempt any correction at all. Loran Instructors or Radar Officers will supply all the “gen” on this.
A slight modification to the Loran set is being introduced shortly which enables operators to change the basic rate so that the new North Eastern Loran Chain can be used. This North Eastern Loran Chain the details of which will be available shortly, gives coverage over the whole of the North Sea and should be very useful on Northern trips. It is, however, emphasised that as this Chain is not as accurate as the Norther Gee Chain, Gee must be used to the limit of its coverage. The present charts are to a scale of one to three million and therefore hopeless for Bomber Command navigation. Representations have been made for larger scale charts and these will be distributed as soon as they are received at this Headquarters.
[Underlined] GEE. [/underlined]
Welcome changes have been made this month in the Continental Gee Chain frequencies with the intention of giving far better facilities from the Ruhr and Rheims Chains. However emphasis is placed upon the correct setting up of the R.F.27 tuning dial to obtain the best reception. Great care is therefore to be exercised in setting the dial correctly when changing from one frequency to another.
The Rheims Chain continues to give excellent results with ranges reported as great as 0930E. Interference is slight and on most occasions non-existent. On the Munich operation the Chain could have been used to considerably greater advantage if suitable charts had been available in time.
The Ruhr Chain is still producing disappointing results and below the standard of the Rheims Chain. A and C Station signal strengths are fairly good. The B and D signals are weak limiting the operational value of the Chain. Sine wave jamming and Heavy Grass has been reported in the Brunswick and Cologne areas.
The Eastern Chain gave excellent results on the Harburg operation, many operators obtaining fixes in the target area. This indicates either the meteorological conditions were favourable for Gee that night, or that the enemy has transferred his jamming to other frequencies.
Representatives have again been made for the production of miniature lattice charts for the Continental Chain as the navigator nowadays has to carry no less than eighteen topographical lattice charts if he is to be prepared for any emergencies. The total area covered by these topographical lattice charts can be reproduced on approximately four miniature lattice charts.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
[Underlined] H.2.S. [/underlined]
H.2.S. silence is still being maintained on the Group with total restriction on the use of H.2.S. Mark II and part restriction on H.2.S. Mark III. With the risk of early warning of operations, and until the efficiency of the enemy night fighter equipment is definitely ascertained, it is the policy of this Group to give the enemy as little help from H.2.S. sources as is possible.
H.2.S. operators are reminded that although the use of H.2.S. Mark II is almost totally restricted it may be possible that at some future date consent will be given to its use again. H.2.S. Mark II can be used from the enemy coast on the return journey. This relaxation of the restrictions is intended for training purposes and operators should make the best use of this time to raise their standard of efficiency. H.2.S. is and will remain the most efficient navigational aid over enemy territory because it cannot be jammed efficiently, and with the introduction of new Marks it will again come into general use. All Marks of H.2.S. are manipulated in a similar manner and thorough knowledge of Mark II will ensure more efficient use of the later Marks.
54 Base still continue to make great strides in the use of H.2.S. Mark III as an efficient bombing aid and trials are continuing to ascertain the accuracy of individual sets of H.2.S. equipment by means of ground Radar plots at positions of bombs gone on various targets. Complete analysis of every run is being made to ascertain the errors due to equipment and to the human element. Those due to the equipment can be eliminated. It is up to the individual operators to eliminate the inaccuracy due to human error.
H.2.S. Photography is proceeding satisfactorily throughout the Group, although all main force photographs, except those from 106 Squadron, are of landmarks in this country. From these training photographs it is evident that the standard is improving, and operators are taking a little more time in the manipulation of the camera. There are, however, still one or two unsatisfactory details which can be overcome:- For instance, some operators still persist in having a 10 mile zero as big as a half crown thus distorting the photograph obtained. Remember is should be the size of a sixpence. Others persist in having lights on or letting the daylight into the compartment when taking the photographs thus wasting negatives and printing material. If you persist in making these mistakes during training, far more may be made during an operational sortie due to operational stress. 54 Base have produced some excellent operational photographs, particularly those taken on the operation to Munich. These photographs show the lakes and valleys in the Alps as clearly as on a relief map. The photographs also indicate that the target and lakes nearby are very well defined on the H.2.S. Mark III P.P.I. and will no doubt prove useful for any future attacks.
Squadrons of 55 Base and 106 Squadron have carried out several mining sorties during the month, the results of which have been excellent. The importance of this work cannot be too highly stressed and H.2.S. training on these squadrons is being carried out with this type of operation in mind. There are several convenient landmarks on the East Coast which can be used for mining runs and the number of P.P.I. photographs which have been received indicate that some operators are making use of them during training. The important fact is that all operators on these squadrons must be able to release mines accurately on H.2.S. We cannot afford to lay them outside the normal channels, where they may be a danger to our own shipping.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] tactics
This month the German Night Fighter Force has again failed to offer effective opposition to Bomber Command’s night offensive. The German fighter controllers have been bewildered by the profusion of Window spoofs, Mosquito raids and Intruders, combined with the main attacks, and have failed to intercept the bomber stream with an effective number of fighters. Night fighter are, however, still the biggest danger, and there is no reason to suppose that, once they have contacted the bomber stream, they are any less efficient than they were last Winter. A night fighter, particularly if equipped with upward firing cannon, is a formidable adversary, and a crew must be on the top line to combat it successfully. Good crew discipline is essential. In particular, intercommunications between the pilot and gunners must be clear and concise. Idle chatter and the use of Christian names on the intercom. may mean attending interrogation at Dulag Luft instead of Base.
There are indications that the enemy may, in the very near future, send up fighters against our daylight attacks, particularly on the deeper penetrations we shall be making in the coming months. The fighter escort will deal with what it can, but crews must be prepared for small formations of enemy fighters to get through the escort. This will provide a quick and decisive answer to the ever recurrent problem of stragglers. The enemy may well use jet fighters for these attacks, but crews should remember that, although their speed is very high, there is nothing miraculous about these aircraft. In an attack they behave like conventional fighters and should be treated as such. Although they are armed with 30 m.m. cannon, these have such a low muzzle velocity that, for accurate shooting, they are not effective over 400 yards, which will give gunners a good chance of shooting back.
A final warning. A case has come to light recently where a captain admitted letting his rear gunner leave his turret over France and the sea when returning from the target. This is criminal. German night fighters are often ordered to follow the bomber stream across friendly territory, and well out to sea, and captains must remember that an operation finishes in dispersal, and not a moment sooner.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] air bombing
The activities of the Group in the operational sphere have mostly been intended to destroy small targets rather than to bomb areas of large cities.
Despite unfavourable weather conditions on frequent occasions, the results have been reasonably satisfactory from the Air Bomber’s point of view and the necessity of maintaining a high standard of precision bombing must be apparent. Obtaining the best possible results on precision targets at night, when visual identification is impossible, necessitates a thorough knowledge of the tactical plan and the ability to carry it out to the letter. The plots of the incendiary attacks on sectors illustrate that the majority of Air Bombers are doing their best to guide the aircraft over the marking point, but it must be realised that after the dummy bombing run on to the marker, it is essential that the aircraft should be on the briefed track as quickly as possible. As soon as the marker comes into the intersection of the bombsight graticule and is reported by the Air Bomber, the immediate reactions of the bombing team are as follows:-
(a) The Navigator commences to count off the required number of seconds consistent with the basic delay plus the delay for the incendiary bombs.
(b) The Pilot turns on to the course given by the Navigator prior to reaching the target area, and confirms that he is on the correct course.
(c) The Air Bomber does a last minute check of the bombing panel and releases the bombs on the executive word from the Navigator.
The correct observance of this procedure will ensure that the required incendiary concentration falls in the areas where the maximum amount of damage can be caused.
Now that Winter has arrived, all Air Bombers must be prepared for icing in the bomb-bay. The only preventative measure that can be undertaken is to see that the release slip heater for No.13 station is switched on at take-off, but by a careful examination of the bomb-bay after landing, it will be possible to see if any incendiaries have fallen from the S.B.C’s on to the doors and the ground crew will know what to expect when they open the bomb-doors. A careful examination of the bomb-bay after the aircraft has been flying below freezing level for some time will help to prevent any accidents on the ground after landing. It should be remembered that there will be no indication of bombs hanging-up due to icing, when the Air Bomber does his lights check.
The importance of switch drill, and accuracy in bombsight settings, must be frequently stressed by Bombing Leaders at every possible opportunity. An error of one or two degrees in bombsight levelling will give a large error on the ground, and despite the difficulty in setting the correct levelling figure on the computor [sic] box, every effort must be made to see that it is correct to the nearest degree. Constantly check your switches and bombsight on the way to the target, and remember that your target is not a town or city, but a small area in that town or city, and to hit is successfully you must be accurate as if bombing a practice target.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] NOVEMBER’S OUTSTANDING CREW ERRORS. [/underlined]
[Underlined] SQDN. PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS. [/underlined]
9 F/O Newton F/Sgt Flynn F/Sgt Grant 71
F/L Marsh F/O Carr F/Sgt Haydon 66
F/O Coater F/Sgt Boag F/Sgt Black 57
F/O Williams F/Sgt Gold Sgt Lockerbie 53
50 F/O Jones Sgt Jarmy Sgt Davis 77
F/O Ling F/Sgt Howard F/O Rutland 68
83 F/O Inniss F/O Morrison F/Sgt Dormer 73
F/L Weber Sgt Summers Sgt Thorn 76
97 F/O Greening Sgt Nutt F/Sgt Cairn 72
F/L Brooker F/O Pearce F/O Brown 42
F/O Ryan Sgt Kirkby F/O Sabine 56
F/O Royston-Piggott W/O Bate F/Sgt Madley 73
106 P/O May Sgt George F/Sgt Barling 61
207 F/O Rose Sgt Weaver Sgt Bell 75
617 F/O Ross P/O Tilby F/O O’Brien 63
F/O Gingles W/O Hazell F/Sgt Johnson 70
F/L Sayers P/O Weaver F/O Strom 73
F/O Martin F/Sgt Day F/Sgt Jackson 54 54
F/O Joplin F/Sgt Hebbard F/Sgt Fish 71
630 F/O Baker F/Sgt Leyden F/Sgt Taeuber 66
F/O Miller F/O Banks W/O Wildey 74
F/O Martin and crew, No.617 Squadron, have for the second successive month, obtained two crew errors of less than 60 yards at 20,000 feet. These results are obtained only by concentration on the part of Pilot and Air Bomber and are commendable efforts.
F/L Brooker and crew, No.97 Squadron, obtained the excellent result of 42 yards using the Mark XIV Bombsight.
[Underlined] BOMBING LEADERS. [/underlined]
P/O Willmot, No.49 Squadron, obtained fifth place on the Bombing Leader’s Course, being awarded a “B” Category.
There have been no changes in the squadrons during November.
All Bombing Leaders are asked to make a point of seeing that their returns are forwarded to Group Headquarters as soon as possible after the end of each week and month.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING . [/underlined]
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] SQUADRON AVERAGE ERROR [/underlined]
1 9 65 yards
2 ) 97 70 yards
2 ) 619 70 yards
4 630 71 yards
5 49 72 yards
6 83 73 yards
7 44 74 yards
8 207 86 yards
9 463 87 yards
10 57 88 yards
11 50 100 yards
12 467 114 yards
13 106 124 yards
14 61 125 yards
15 189 126 yards
The top place in the Group Competition has again changed hands, 9 Squadron having improved on their last month’s entry by 8 yards, and they are well ahead of the next six Squadrons who submitted entries all within 6 yards.
No. 9 Squadron are to be congratulated on their excellent bombing and it is hoped that they can hold their place against the strong opposition which will be provided by other squadrons during December.
No.55 Base have repeated their recent consistently good bombing and all five squadrons are included in the first ten, 619 Squadron showing the greatest improvement with a decrease of 23 yards on their October result.
[Underlined] CREW CATEGORISATION. [/underlined]
[Table of Crew Categorisation by Base]
Crews are categorised on the average crew error of their last three practice bombing exercises and the following limitations apply to the various categories:-
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice Results by Squadron]
No. 627 Squadron dropped 409 bombs at heights lower than 1000 feet with an average error of 71 yards.
172 T.I’s were dropped producing an average error of 191 yards.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] QUIZ. [/underlined]
1. If you find you are getting no air supply after switching on the air control what is the first thing to check?
2. Which pistol is liable to operate even though the bomb has been released “SAFE”?
3. What is used to indicate the presence of Allied troops during close support attacks on targets near the front line?
[Underlined] BIGCHIEF COMPETITION. [/underlined]
The two entries received in this competition have both been sent in from Strubby.
G/Capt. Jeudwine – 138 yards at 20,000 ft.
W/Cdr. Milward (619 Sqdn.) – 205 yards at 20,000 ft.
[Underlined] LEADER COMPETITION. [/underlined]
The solitary entry for this competition came from 55 Base.
F/Lt. Linnett (57 Sqdn.) – 104 yards.
F/Lt Rumgay (617 Sqddn.) has completed several excellent exercises using the S.A.B.S. which unfortunately, cannot be included in the competition.
[Underlined] PRACTICE BOMBING. [/underlined]
The total number of practice bombs dropped during November shows a considerable decrease when compared with October’s figures (2577 against 3898). Adverse weather conditions made practice bombing impossible on many days during the month, but some Squadrons made maximum use of the available opportunities.
The average crew error, although slightly higher than last month, is very satisfactory and special mention must be made of 9 Squadron’s efforts which produced and average error of 122 yards.
There are occasions when considerable congestion has been caused at Bombing Ranges because of the large number of aircraft attempting to bomb at the same time. It is only possible to allocate two targets to each Base and this congestion should be reduced with closer co-operation between Squadron Bombing Leaders, and the staggering of Bombing times allocated to each aircraft.
Bombing Leaders are also reminded that night practice bombing programmes should be transmitted to Ranges before 1800 hours if possible.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
incendiary attacks
[Underlined] BRUINSWICK – 14/15TH OCTOBER [/underlined]
It is probable that with the limited time available before an operation, crews may not appreciate the complete picture of the plan of which each squadron forms a component part. It is proposed, therefore, to take one of the incendiary attacks which this Group has carried out, giving in broad outline the intention, plan and execution of the attack.
The target chosen is Brunswick, which was selected for attack by this Group on the 14/15th October. Appended is a P.R.U. photograph of the town of Brunswick, showing the damage inflicted by the attack, bounded by the red line. The smaller areas bounded by green lines represent damage prior to the 14/15th October. The attack was highly successful but nevertheless illustrated how even small deviations from the agreed plan can jeopardise success.
[Underlined] INTENTION. [/underlined]
Brunswick has always been an important communications centre due to its position on the trade route from Hamburg to Southern Germany and its importance increased with the development of inland waterways and railways. Its pre-war major industries were swiftly placed on a war footing to supply the German armed forces and the beginning of the war also saw the rapid development of major aircraft and engineering industries in the town, particularly in the Northern and Southern suburbs.
It is not surprising therefore that this town, lying as it does within range of bases in Great Britain, has received regular attention from the Allied Air Forces. Since the strategical bombing of Germany began, a total of 6129 tons of bombs have been reported as dropped on the town by Bomber Command alone. But in common with a few other towns, like STUTTGART and FRANKFURT, it bore an unusually charmed life. While bombing depended upon visual methods of target finding, this was partly explained by the lack of good water landmarks near the town, but the difficulty of finding and bombing the target persisted after the introduction of RADAR aids, as will be seen from the following summary of major Bomber Command raids this year, including two by this Group, which left the town almost unscathed.
14/15th January – 472 aircraft
22/23rd April – 256 aircraft
22/23rd May – 211 aircraft
13/14th August – 350 aircraft
These raids are additional to several A.S.A.A.F. raids directed specific factories which were in the main successful.
[Underlined] PLAN. [/underlined]
There are two main alternative methods of carrying out an incendiary attack on a town of this nature. The first is to put the T.I’s on the centre of the town and to bomb these direct. This method
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] INCENDIARY ATTACKS [/underlined]
has a number of disadvantages the most important being that T.I’s in a built up area will seldom show up as brightly as those dropped on open ground, so that any markers which may be wide of the target will almost certainly attract the bombing. This occurred on the first attack on Konigsberg. Moreover, as soon as bombing starts the markers become obscured by incendiaries and smoke, and have to be continually backed up, this adding to the risk of inaccurate markers falling outside the town.
The alternative is to select a marking point which us likely to be easily recognisable by the marker force and located somewhere on the upwind side of the target. Provided visibility is reasonable all markers should fall within 300 yards of the marking point. If each crew is then given a heading on which to fly and a number of seconds to delay the release of bombs, the whole target area should in theory be covered with an even density of incendiaries and thus be totally destroyed.
It should be noted that this system entails the most precise bombing by each crew otherwise some areas will receive too many incendiaries and others will be left unburnt. The method by which each crew is to pass precisely over the markers and thus get on to the exact heading is laid down in Air Staff Instructions, and must be known to all.
[Underlined] NARRATIVE [/underlined]
(i) [Underlined] Weather. [/underlined] The weather at the target was clear with slight ground haze.
(ii) [Underlined] Marking. [/underlined] At H – 11 the first green T.I. dropped blind as a proximity marker, went down followed almost immediately by the first flares. At H – 8 the second flare wave dropped and by this time three more green T.I’s had gone down. Mosquito Marker No.3 gave a “Tallyho” and went in to mark, his T.I. being assessed as 200 yards to the North of the marking point. The Master Bomber ordered the remaining Mosquitos to back up 200 yards to the South. The backing up eventually resulted in 2 T.I’s roughly on the marking point, one 300 yards S.E. which probably fell in water and quickly went out, and one wide marker 800 yards to the West. This error was due to a variety of causes of which undue haste was probably the major. At H – 1 the markers were ordered off the target and the main force instructed to attack. The illustration shows the positions of the Red T.I’s in relation to the marking point as assessed from night photographs.
[Diagram]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] INCENDIARY ATTACKS. [/underlined]
(iii) [Underlined] Main Force Bombing. [/underlined] The attack went mainly according to plan although the Master Bomber had to instruct crews to steady down as there were some wide sticks in the early stages. These few loose sticks are a regrettable feature of all attacks, and it is hard to understand crews who have carried their loads all the way to the target can allow themselves to release them in open country on the edge of the target when a few more seconds would enable them to be placed on the aiming point. At H + 8 the main force were instructed to complete bombing and return to base.
[Photograph – missing] This photograph is a still from film shot by a 463 Squadron Lancaster equipped with cine apparatus. The photograph was taken six minutes after the main force bombing started, and can be clearly picked out on the P.R.U. cover as the North East corner of the sector allotted to Nos. 50 and 61 Squadrons.
[Underlined] DAMAGE ASSESSMENT [/underlined]
The greater part of the central core of the town was contained in the central sector shown on the tracing overlay. The two boundary sectors also contain a portion of this central core, all of which was fully built up and therefore highly vulnerable to incendiary attack. Whilst the primary intention of the raid was to destroy the central core of the town, two squadrons were allotted to an area to the East and North East which is less fully built up, as a trial to see what damage could be achieved by a small force.
An examination of photographs shows that of the three markers remaining after Marker D had become extinguished, only A showed up clearly, and that markers B and C became covered by incendiaries from a load released short, and may not have been clearly visible to bomb aimers. This left the extreme Westerly T.I. clearly visible throughout the attack and as a
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Photograph]
[Page break]
[Photograph with Overlay Showing Bombing Sectors] BRUNSWICK 14/15 OCTOBER.
[Page break]
[Underlined] INCENDIARY ATTACKS [/underlined]
result all incendiary loads had a tendency to fall in the Westerly part of a central sector or else in the Western sector, or even West of this. There was also a tendency for loads to overshoot rather more than planned. As far as it is possible to estimate from available data about 90% of the loads other than those which were dropped loosely outside the area, fell within the central core of the town but only a few scattered sticks on the N.E. area. This was clearly due to crews using the Westerly marker as their datum point, thus shifting the whole area of attack some hundreds of yards to the West.
[Underlined] CONCLUSION [/underlined]
It can be seen that the greater part of the central core of the town has been completely destroyed, and that there has also been some damage in the more Northerly sectors. Damage in the North East sector is slight due to the shifting of the marking point. The attack therefore illustrates the manner in which any marker wide of the concentration will draw on itself undue attention. It also illustrates the harm that can be done by loads of incendiaries dropped on the markers thus making them difficult to see. Apart from these two points the attack was extremely well carried out, timings were accurate, winds found were excellent and the great majority of aircraft attacked exactly on the headings laid down. Incidentally one reason for the marker which went wide was the tendency on previous attacks for some crews before H hour. As a result of experience the Mosquito markers who are marking from below 1,000 feet like to be clear of the target with a minute or two in hand. It is obviously essential that the markers should not be hurried in their task and crews must on no account bomb before H hour unless the Master Bomber calls them in earlier.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
war effort
[Table of Sortied Carried Out with Results by Squadron]
[Underlined] NOTES: [/underlined] Squadrons are placed in the above table in order of “Successful sorties per aircraft on charge”. In view of their special duties, Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron, the sortie is divided between the two Squadrons.
Squadrons above establishment are calculate on an establishment of 20.
[Drawing] training
[Underlined] CATEGORISATION OF PILOTS. [/underlined]
During the month the scheme for the Categorisation of Heavy Bomber pilots in the Group was issued. Full details are contained in this Headquarters’ letter reference 209/Trg. dated 18th November, 1944. The success of this scheme depends on co-operation between Squadron/Flight Commanders and the Squadron Instructors to see that crews are available for their initial and 10 and 20 Sortie Checks so that a Category can be awarded or revised.
The Squadron Instructor has a vital responsibility. He must be thoroughly familiar with Pilots’ Notes for the Lancaster, relevant Air Staff Instructions and in particular No.5 Group Aircraft Drills. Some Squadrons have already completed a number of Category Tests, which incidentally are done in the New Crew Check and 10 and 20 Sortie Checks. No separate test is necessary.
A preliminary examination shows that some of the Category Test Proformas have been completed accurately, others show a definite tendency to overmark. An [underlined] A+ [/underlined] Category should not be lightly awarded because it amounts to an “Exceptional” assessment. One proforma showed 100% marks for Captaincy! Section No.8 requires special care. A pilot scoring full marks for Captaincy must be faultless (and we’re all human).
The number of pilots categorised in the ten days following the introduction of the scheme is as follows:-
[Table of Pilot Categorisations by Base]
A total of 177 New Crew and 10/20 Sortie Checks were done during the month (including the Category tests in the above table), leaving 101 checks outstanding. Nearly half the outstanding checks were in 56 Base, where a temporary shortage of aircraft, absence of dual sets and a deficiency of a Squadron Instructor, gave the Base more than its share of problems.
Total squadron training hours amounted to 4,000 hours day, and 1,300 hours night – about 700 hours less than the previous month. (We blame the weather again). Now that the Winter is on us the old skeleton (“No training – aircraft are bombed-up”) is rattling its ancient bones. Lock it up. We’ve heard the jingle before. If the Met. gives half a chance of training, get a couple of aircraft per Flight de-bombed as soon as the operation is cancelled.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION AND 1690 B.D.T. FLIGHT. [/underlined]
Fighter affiliation results are encouraging. Squadrons did a grand total of 1105 exercises on 500 details – nearly two exercises per gunner in the Group.
Night affiliation by squadrons continues to climb to higher figures. This time it totalled 314 exercises of which 76 were done with 100 Group Mosquitoes, and the remainder with 1690 B.D.T. Flight. This was the fourth successive month to show an increase.
1690 B.D.T. Flight during the month was reduced from 26 aircraft to 12 by the withdrawal of the Spitfires and Martinets. It continued, however, to assist No.7 Group with day and night details for 75 Base, and a few night details for 72 Base. The Flight flew 560 hours on 670 details. Pilots averaged 23 hours, the Hurricanes 33 hours, the Spitfires 16 hours and the Martinets 9 hours.
Night affiliation by the Flight was the highest ever, rising from 94 details in October to 139 in November, thus exercising nearly 300 gunners in the hours of darkness; (a first rate performance bearing in mind the persistent bad weather).
It is satisfying to hear on the hook-up that on one night the Flight booked 33 night details. They were not all done owing to the weather, but on the night of 28th November, 22 details were completed – a record night for the Flight. On five nights on the last week of the month, 89 details were done. This shows what can be achieved when the weather is fit. Incidentally, the moon was up. Bear in mind that affiliation on dark nights provide the real test.
[Underlined] 5 L.F.S. TRAINING. [/underlined]
Unusually bad weather during the month affected No.5 L.F.S. Only two days during the month were fit for full flying, but despite this, and repairs to the perimeter track, full advantage was taken on of every opportunity and 5 L.F.S. completed the training of 92 crews for squadrons and had 11 crews within a day of finishing their course at the end of the month. The total of 92 crews was 6 crews in excess of Command estimate.
The Unit flew a total of 1344 hours. The average hours flown per aircraft on charge was 48. There were two avoidable accidents during the month. The rigorous policy of “quality and not quantity” is being followed and three crews have already been put up for disposal on the grounds of poor captaincy.
The crews posted during the month averaged 12 hours 35 minutes training at the Unit, nearly 2 hours more than the previous month. This was largely due to extra time being given to the short cross country exercise to give additional navigational instruction. Loran training has also been introduced and crews are getting 7 hours ground training on their course.
12 Instructors were recategorized by E.C.F.S. during the month. Two obtained A2 Categories and the remainder B Categories ([Underlined] Note: [/underlined] These Categories have no relation to the Pilots’ Categorisation Scheme introduced by 5 Group). The Examining Flight expressed the opinion that the standard of instruction at 5 L.F.S. was slightly above the average for Four Engined Training Units.
The next month’s commitment for 5 L.F.S. is 100 crews, less wastage. If the weather is reasonable, the Unit can do it as it always has in the past.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] INSTRUMENT FLYING (LINK). [/underlined]
[Underlined] NEW EXERCISES. [/underlined]
The exercises in the Instrument Flying Syllabus on the Link are being revised to include exercises designed to cover operational procedure, and to practice more thoroughly and stimulate the pilot’s interest in keeping his I.F. up to scratch.
[Underlined] NEW LINK TRAINERS. [/underlined]
When installation of the new Link Trainers is complete, there will be one available for each squadron in the Group. This will put the ideal squadron monthly total times for pilots (50 – 60 hours) within reach of every squadron. Many squadrons will have double the amount of Link Time available. This extra time can only be used efficiently if a Link Trainer Programme is organised and kept going by the officer detailed by the squadron for co-ordination of I.F. and Link Training (Air Staff Instruction TRG/3 refers).
[Underlined] PRIMARY OBJECT OF THE LINK TRAINER. [/underlined]
Units whose Flight Engineers have done double the time of the Pilots seem to have lost sight of the primary object of the Link Trainer; that is to keep pilots in constant practice in all forms of instrument flying. The ideal is for pilots and flight engineers times to be equal.
[Underlined] LINK TIMES. [/underlined]
Squadron Link hours generally are improving. The total pilot times were [underlined] DOUBLE [/underlined] the previous month. There are, however, still weak places in the chain, which are easily visible from the training return. Two squadrons in both 53 and 54 Bases and one in 55 Base have done less than 20 hours pilot time per month.
[Table of Link Trainer Times by Base and Squadron]
GRAND TOTALS: Pilots – 742 hours. Flight Engineers- 764 hours. Other Aircrew – 101 hours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [/underlined]
[Underlined] DESTROYED. [/underlined]
2.11.44 – “D” – 207 Sqdn. – FW.190 C.
2.11.44 – “D” – 227 Sqdn. – JU.88 C.
4/5.11.44 – “L” – 227 Sqdn. – 2 Jet A/c.
6/7.11.44 – “R” – 630 Sqdn. – FW.190 C.
6/7.11.44 – “X” – 61 Sqdn. – JU.88 C.
6/7.11.44 – “X” – 61 Sqdn. – Jet A/c.
6/7.11.44 – “J” – 467 Sqdn. – Jet A/c.
6/7.11.44 – “R” – 227 Sqdn. – Jet A/c.
[Underlined] PROBABLY DESTROYED. [/underlined]
4/5.11.44 – “S” – 207 Sqdn. – ME.109 C.
[Underlined] DAMAGED. [/underlined]
6/7.11.44 – “B” – 189 Sqdn. – JU.88 C.
Claims annotated ‘C’ have been confirmed by Headquarters, Bomber Command.
From a total of 84 combats during the month, 7 were claimed to have been with jet propelled aircraft of which 5 were claimed as destroyed. The other claims stand at 4 destroyed, 1 probably destroyed, and 1 damaged, all of which have been confirmed by Headquarters, Bomber Command. The correct identity of the reported jet aircraft is now under consideration by the experts and no claims are being considered until a decision has been reached as to whether these phenomena are in fact jet propelled aircraft or some form of jet projectile.
Two aircraft were surprised by under attacks. The first warning being when the aircraft was hit by cannon fire. In both cases the aircraft were extensively damaged and casualties to the crew incurred. The answer to these under attacks is 100% crew co-operation and correct and frequent “Banking Search”.
[Underlined] RESULTS OF C.G.S. COURSES. [/underlined]
W/O HANSON 97 Sqdn. Cat. ‘B’
F/O KETHRO 5 L.F.S. Cat. ‘B’.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
[Underlined] AIR TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION. [/underlined]
[Underlined] ORDER OF MERIT. [/underlined]
[Tables of Fighter Affiliation Results by Squadron]
Note: Figures in the above table represent “Points”.
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR NOVEMBER:- 1105. [/underlined]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
The Order of Merit will, in future, be based on a points system, points being allotted as follows:-
Night Affiliation with Camera and Infra Red Film 10 points
Night Affiliation without Camera 8 points
Day Affiliation with Gyro and Camera 5 points
Day affiliation with Camera 3 points
Day Affiliation without Camera 1 point
The total of night affiliation exercises continues to increase and it is hoped that the Gunnery Leaders will co-operate with Squadron and Flight Commanders to ensure that the maximum number of details are flown whenever operations and weather permit. The importance of this exercise cannot be over emphasised and the aim of every Squadron should be to achieve at least one exercise per crew per month.
It is apparent from the training returns that certain Squadrons are not making the maximum use of their Gyro camera assemblies during day affiliation exercises. These assemblies must be fitted on every possible occasion. Gunnery Analysis Officers are now established on each Squadron and it is their duty to assess the films taken during these exercises and to keep a proper for future reference for categorisation etc.
No. 53 Base are to be congratulated on setting the pace as regards outdoor night vision training. Each Squadron within the Base has fitted up a simple obstacle course which has been in use regularly by Squadron gunners. Other Bases would be well advised to follow the lead of No.53 Base in this simple, but very effective, practical form of instruction.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
Leave it to Smith [Drawing]
“Pass over yesterday’s fighter affil. reports will you Bill, and let’s see how some of those new crews are panning out. – Correct directions given – Range usually 800 yards – Range O.K. corkscrew appeared slow – Range 700 yards, corkscrew very good – Ranges generally good 600 to 650 yards – Range good – Range varied from 300 to 900 yards – gunners poor – corkscrew good. Who on earth was flying ‘N’ Nuts yesterday Bill – with two clueless gunners the crew can’t be anywhere near fit for operations?”
“One moment Dick – ‘N’ Nuts – that Clarkson – a new crew with only a Mid-Upper, but we put old Smith in there as Rear Gunner as he wants to get finished and since his old skipper went sick he’s had no crew; he only needs a half dozen to finish his second tour.”
“Smith always seems to have wads of clues, he’s certainly been operating for ages without getting himself bumped off. Quite a lot of the time as a spare too – the pilots seems to like to have him in the aircraft.”
“I suppose Bill, that Smith is O.K. Somehow we always seem to have taken it for granted. I must say he seemed very rusty when we gave him that Sighting test, didn’t he, but as he said, he’d only just come out of Sick Quarters and wasn’t feeling at all himself. We were going to give him another shot later on but somehow we never have. Let’s do it right away and clear our consciences. See if you can find him in the Gunnery Section as he’s not down for D.I. this morning, and as you go you might hand down the questions!”
Bill put his head into the Gunnery Section, W/O Smith, who was sitting by the fire greeted him enthusiastically. “Good morning, Sir, anything doing today?”
“Haven’t heard of anything as yet Mr. Smith, but in the meantime the Gunnery Leader wants you in his office.”
Mr Smith entered the Gunnery office not quite so enthusiastically. “Good morning Mr. Smith, come in and sit down. It seems a good morning to give you that sighting test again, but before we start that, what on earth happened in your fighter affil. show yesterday? – Look at this report – Range varied 300 to 900 yards. It’s appalling, isn’t it Mr. Smith?”
“Very bad indeed Sir, very bad indeed. I’ll go and chase up that new gunner in the Mid Upper right away, tell him to pull his finger out, Sir. You leave him to me Sir, I’ll see he’s ‘bang on’ in a few days.”
“But you know, Mr. Smith, he got a very good report from his Gunnery School, really a very good report. Of course, I know none of the crew have had any operational experience as yet, but that wouldn’t affect his range estimation would it?”
“Well Sir, you know how they turn them out these days, they’re not trained like us old stagers were. You leave him to me, Sir – a couple of ops and he’ll be quite O.K., in fact if you don’t mind, Sir, I’d like to start on him right away, no time like the present, Sir!” – Brr - Brr – Brr – Brr –
“One moment Mr. Smith while I answer the ‘phone” – “Gunnery Leader speaking – What – Maximum effort tonight – Flight planning at
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] LEAVE IT TO SMITH. [/underlined]
twelve. Right you are, thank you. Sorry Mr. Smith, I’m afraid you’ll have no time to teach your other gunner to-day as your crew is sure to be on the battle order and I’m afraid we’ll have to leave your sighting test over to another day as well, as I’ve got plenty to get on with at the moment.”
“Sorry about the sighting Sir, I was feeling just in the mood for a bit of sighting this morning. I’d have surprised you, Sir. Oh, and about that Mid Upper Sir, don’t you worry. I’ll be there myself Sir, and I’ll look after them all. You leave it to me, Sir. ‘N’ Nuts our aircraft again, Sir?” “Yes.” “Thank you Sir.”
‘N’ for Nuts was homeward bound. Her crew was feeling elated. They had bombed – they were well on the way back. The coast line showed ahead and beyond it the sea, pale in the moonlight.
“O.K. Mid Upper?”
“O.K. Pilot.”
“O.K. Rear Gunner?”
“On the job skip.”
“Good – we’re trusting to you Smithy if we get in trouble!”
“Skip, in this visibility, I could see a Jerry take off. Just leave it to me.”
‘N’ for Nuts was overdue. ‘N’ for Nuts was missing. In the Gunnery Section someone said “Poor old Smith, all the ops he’s done and then gets himself bumped off by flying with a sprog crew.”
Far away Unterleutnant Hans Hoffman was buying beer. His Gruppen-Fuhrer was pleased with him. He stood in front of the fire, a tankard in his hand. “Three time before I chase Lancaster, Lancaster see me coming, Lancaster corkscrew, I fire, I miss. Lancaster fire back, sometimes he hit me, sometimes not but always I miss. I am sprog. But last night things different. I see Lancaster, I chase, range 800 yards, 600, 500, 400, 300 yards, Lancaster still no corkscrew, no nothing. I press the button, I cannot miss – Lancaster go ‘pouf’. Lancaster fall in the sea. I feel I am no longer sprog. Lancaster sprog. I give my Lancaster a name to remember it by, I think of an English name, very English, I call my Lancaster ‘Schmidt’.”
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
Second Thoughts for Pilots
YOUR CHARTER AGAINST ACCIDENTS – 7 GOLDEN RULES
I TAXY CAREFULLY – use the landing lamp at night.
II ON TAKE OFF – open the throttle slowly, easily & smoothly.
III NEVER BREAK CLOUD WITHOUT A FIX
IV AVOID CUMULO-NIMBUS CLOUD – it’s the hazard of the overcast.
V BEFORE LANDING – always get a corrected Q.F.E.
VI WATCH THE APPROACH ACROSS THE BOUNDARY – 105 – 110 m.p.h. without bombs – 115 m.p.h. with bombs.
VII DON’T HAVE ACCIDENTS – [/underlined] OF ANY KIND!! [/underlined]
CUT THIS OUT & PIN IT UP IN YOUR FLIGHT OFFICE
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[Blank Page]
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[Drawing] accidents
26 aircraft were damaged in accidents in the Group during November. 11 were totally destroyed, 4 are CAT. B, 7 CAT.AC, while 4 were only CAT. A. There is the possibility that two of these aircraft were lost as a result of enemy action, but out of the remainder, 21 were either destroyed or damaged [underlined] in accidents which were avoidable. [/underlined] L.F.S. damaged 2, leaving 19 to be chalked up against the squadrons. October produced 14. The Group, therefore, damaged 7 more this month. Bad weather or not, this is going the wrong way.
Here is the month’s list of avoidable accidents. Some of these accidents damaged more than one aircraft, so that the accident and damage totals do not tally:-
[Tables of Accidents for Squadrons and L.F.S.]
[Underlined] Q.F.E’S AGAIN. [/underlined]
Last winter a number of Lancasters crashed on return from long trips because pilots took no account of the dangers attending a large drop in barometric pressure after take off. Altimeters not reset to the lower pressure engendered a false sense of security and the aircraft either hit the sea when returning at low heights or undershot in bad visibility. Consequent upon these accidents Air Staff Instruction FC/19 dated 17.1.44 was issued, but what was thought to be a bogey well and truly laid has popped up again this month. Two aircraft were damaged, one in fact totally destroyed, in accidents of this nature.
One returned to a diversion airfield in very bad weather and crashed 300/400 yards short of the flarepath. The pilot says that just before hitting the ground his altimeter was reading 400 ft. He had tried to get a Q.F.E. by R/T but bad reception nullified his efforts. He then proceeded with his approach and good fortune alone prevented a fatal crash. No use was made of W/T to obtain the necessary Q.F.E., which on this particular night had dropped many millibars in a short time.
The other aircraft hit the water while making a long sea crossing on return from an operation. The pilot had been briefed that at certain positions the barometric pressure would be much lower than at the target or at base, and details were given. He came down low beneath cloud (contrary to orders at briefing which stipulated a return height
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] ACCIDENTS. [/underlined]
of 2500 ft) and hit the sea, with his altimeter still indicating some hundreds of feet. The pressure at the target was still on the instrument.
Read Air Staff Instruction FC/19 and get this Q.F.E. business buttoned up. Remember that falling pressures spell trouble. Talk to the Met. Officer anyway. You can’t know too much. Incidentally, the second of these two accidents again shows the danger of ignoring the flight plan.
[Underlined] COLLISIONS IN THE CIRCUIT. [/underlined]
Two aircraft from the same airfield returned from operations one night last month, and collided at the entrance to the funnel. – Fourteen lives were lost. The evidence put forward at the subsequent investigation was sufficient to show that the aircraft which called up first either made a very wide circuit or contacted Flying Control before reaching the call up position. The second pilot likewise, called up at the wrong positions and, further was at the wrong height when he did so. These digressions led to tragedy. The moral needs no pointing. 5 Group Quick Landing Scheme must be followed [underlined] to the letter, [/underlined] and any pilot who disregards this instruction in any way is a menace to his colleagues, who are just as keen as he is to get down to “bacon and eggs”. The importance of good flying discipline on the circuit cannot be too strongly impressed on pilots. Keeping a good lookout until the aircraft is safely back in dispersal with engines stopped is part of it.
[Underlined] TAXYING. [/underlined]
It is apparently impossible for a month to go past without a serious taxying accident. A feature of such incidents recently has been the failure of pilots to warn Flying Control that they are about to leave dispersal. Consequently, as happened in one particular incident this month, Flying Control did not have the chance to control the traffic on an airfield at night. This, allied with disobedience of taxying instructions and the absence of taxying lights or aldis lamp led to a bad collision at night. Sever disciplinary action is bound to follow accidents of this kind. There can be no excuse.
[Underlined] OBSCURE ACCIDENTS. [/underlined]
There are four obscure crashes this month still under investigation. At present there is insufficient known about them for the cause to be commented upon.
[Underlined] STAR AWARDS. [/underlined]
The table below gives details of avoidable accidents by squadrons for November. This table is not final. It only contains those accidents which are known definitely to be avoidable. A few will remain undecided till the results of investigations now in progress are known.
[Table of Avoidable Accidents and Star Awards by Squadron]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] armament
[Underlined] A VISIT TO FRANCE. [/underlined]
An account of the visit of a representative of this Headquarters to France will be of interest to all Armament personnel. This item under the heading “The Proof of the Pudding….” will give Armament personnel a very good idea of what devastation is wrought when bombs are delivered to the right place.
[Underlined] ARMAMENT BULLETIN. [/underlined]
The Armament Bulletin of December contains much valuable information, not only of interest to Armament personnel but also to Air Bombers and Air Gunners. In fact this issue contains much of particular interest to Air Bombers, so circulate your copy.
[Underlined] BOMB STORE – SUPERVISION. [/underlined]
Tour expired Aircrew Officers have become available for supervision work in bomb dumps. These officers have undergone a course of training and should be of great assistance to Armament Officers, and a further improvement in the general condition of the bomb dump is expected.
[Underlined] INCENDIARY STORE HOUSE. [/underlined]
The trials with the large incendiary store house which are being carried out at East Kirkby are now almost completed, and in the near future details of the most satisfactory lay-out will be available to Units.
[Underlined] ARMAMENT FAILURES. [/underlined]
The Armament failures table would have shown considerable improvement had it not been for Col. ‘C’ – ‘Icing’. Col. ‘F’ – ‘Obscure’ is however, still far too popular. An improvement has been shown over last month with 23 as against 29 obscure failures. These obscure failures are causing more concern to the armament staff at this Headquarters than failures which are classed under other headings, because steps can usually be taken to remedy a known fault, whereas if the fault remains obscure it may well recur frequently before it is finally diagnosed. It is, therefore, essential that greater efforts be made to obtain all possible information regarding these obscure failures, thus tracking the “gremlin” to his lair where he can be dealt with. Column ‘A’ tells its own tale and is a matter which should be brought to the attention of Bombing Leaders.
[Underlined] CO-OPERATION. [/underlined]
The armament staff at this Headquarters are always out to help the armament staffs at Bases and Stations in every way possible, but it is felt that many of the questions passed direct to this Headquarters concerning equipment and transport etc. could well be dealt with by the appropriate branch at Station and Base level. The equipment chapter of this number of well worth reading.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] ARMAMENT FAILURES TABLE [/underlined]
[Table of Armament Failures by Squadron]
A – MANIPULATION. B – MAINTENANCE. C – ICING. D – TECHNICAL. E – ELECTRICAL. F – OBSCURE.
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the proof of the pudding….
We assembled at Headquarters, Bomber Command, for a final briefing on the programme we were going to carry out. The object of the visit was to examine French targets which had been subjected to concentrated bombing by Bomber Command aircraft.
The targets visited included the following:-
ISLE D’ADAM – storage site.
ST. LEU D’ESSERENT – flying bomb storage site in limestone caves.
WIZERNE – storage and probable firing site for flying bombs, situated in a chalk quarry.
WATTEN – probably intended for the storage and manufacture of hydrogen peroxide.
MIMOYECQUES – site tunnelled into solid chalk and probably intended for V2, or some other unknown weapon.
JUVISY – Marshalling yard.
TRAPPES – Marshalling tard.
From Le Bourget we travelled to Paris by road in two cars which had been put at our disposal by S.H.A.E.F. and which were to remain with us for the rest of the visit. Our first job in Paris was to visit the Army Headquarters and obtain sufficient rations to tide us over for five or six days, since we were not permitted to purchase food from French cafes or restaurants. We then travelled to a very comfortable hotel situated near the Arc de Triomphe, where we were to be the guests of the American Forces for our first night in Paris, and although the majority of buildings in France are without any form of heating we were lucky enough to be billeted in a hotel which had all the comforts of home. The following morning at 0930 hours we loaded our kit in the cars and set off for Isle d’Adam.
[Underlined] ISLE D’ADAM [/underlined]
This site consisted of a number of wooden storage huts with reinforced brick chimney stacks and situated in thick woods. The huts were sunk approximately 12 to 15 feet below ground level and the surrounding earth had been reinforced with sloping brick walls.
The whole site had been subjected to concentrated bombing with medium calibre bombs, all huts having been severely damaged. The majority in fact were completely demolished apart from the brick chimney stacks which were still standing. Approximately 3/4 of a mile from the storage huts was a large chateau reputed to have been used by the German officers controlling the site. This chateau had also received damage from several 1000 lb. bombs and although not entirely uninhabitable, a great deal of damage had been done to one side of the building exposing a maze of twisted steel girders and blasted concrete. The woods in which this site was situated were dotted with numerous one-man foxholes sunk approximately 4 feet deep, carefully boarded up to form a small firing aperture and provided with a small and very uncomfortable wooden seat. Having satisfied ourselves that no above-surface storage huts
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
could withstand concentrated H.E. bombing, we ploughed our way back through the mud, and set off again for St. Leu d’Esserent.
[Underlined] ST. LEU D’ESSERENT. [/underlined]
This site had been constructed some years ago by tunnelling into the limestone and had been cleaned up in recent years and used for the storage of flying bombs. The whole cliff area had been excavated to form two main tunnels and numerous intercommunicating passages and storage bays covering many hundreds of yards. So complicated was the layout inside these tunnels that the Hun had found it necessary to number all passages and bays, and to paint arrows on the walls to prevent anyone from becoming lost; in spite of this, we did experience a certain amount of difficulty in finding our way into daylight again.
Bomber Command’s attack had resulted in three separate subsidences of the tunnel roof, one by a Tallboy hit which had completely sealed one the main tunnel and crushed two flying bombs complete with warheads. The remaining two had apparently been caused by multiple hits with 1000 lb. bombs. Unfortunately it was not possible to make a complete examination of the damage due to the presence of mines.
Many bomb trolleys and hydraulic jacks were found, the majority of which were badly damaged although there were some serviceable items. The entire area between the caves and the River Oise had been very heavily hit by H.E. and French labour was being employed in clearing up the devastation to railway lines, roads etc. The empty case of a 250 lb. Red T.I. was seen approximately 50 yards from the railway lines between the railway and the caves. Unfortunately the village of St. Leu d’Esserent was very close to the site and as must invariably happen, had received considerable damage.
Having decided that we had seen enough for one day we set off again for Amiens where we were to be billeted for the night. The procedure for obtaining a billet is very simple. Each town in France has its Town Major who is responsible, amongst other things, for the billeting of all troops either staying in or passing through the town, and it was he who furnished us with the necessary chits to obtain a night’s lodging in the official hotel. Unfortunately Amiens is one of the towns without heating and those of us who had brought additional blankets found that they came in very useful. At first we were billeted two in a room and each pair had to toss up as to who would be the lucky one to sleep in the bed, the unlucky one having to spend the night on the floor!! Fortunately several rooms were vacated later in the day which enabled us all to spend the night in comparative comfort. No food was provided at the hotel and once again we had to resort to the use of our tinned rations – hash, meat and beans.
We left Amiens at 0900 hours intending to visit the sites at Wiserne and Watten and push on to St. Omer for the night. On the way to Wizerne however, we came across a temporary flying bomb launching ramp at Crepy only 20 yards from the main road, so we took the opportunity of checking up on this structure. The ramp had been bombed and badly damaged by H.E. and, in addition, the Hun had taken the precaution of demolishing the loading end of the ramp. Nevertheless, it was possible to get a very good idea of what the finished job looked like. The ramp itself was approximately 2ft. 6 inches wide and mounted on small steel girders at an angle of approximately 35° to 40° to the horizontal. The ramp had been snapped in the centre and it was not possible therefore, to estimate to what height it had originally projected. A large crater some yards from the end of the launching ramp was mute evidence of a flying bomb which had “returned early” and two incomplete flying bombs were also seen some yards from the launching ramp.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] WIZERNE. [/underlined]
The Wizerne site situated in a chalk quarry, is reputed to have been constructed by several thousand prisoners assisted by Italian labour and work was commenced in the Summer of 1943. The centrepiece of the site is a large concrete dome approximately 300 feet in diameter and 12 feet thick on the circumference. This thickness was undoubtedly greater in the centre of the dome, and at the time of his departure, the Hun was in the process of dumping an additional layer of soil on top of the dome. Around the circumference of the dome was a collar approximately 25 feet wide reinforced by huge concrete buttresses. It is not known whether these buttresses supported this collar round its entire periphery or whether they were utilised as additional supports at the front of the quarry where the collar protruded slightly over the quarry edge. Three such buttresses were, however, plainly visible as the result of a Tallboy hit on the face of the quarry just below the collar, and which had brought down part of the cliff face.
[Photograph]
Just below and slightly to the left of the dome is a concrete structure (pointing in the direction of London) which was presumed to be a launching ramp as its vertical walls were grooved for the mounting of launching rails. This launching tunnel has been canted over several degrees by the Tallboy hit referred to above.
A series of tunnels approximately 18 feet across, had been cut through the chalk and extended inside the quarry for approximately 500 yards. These tunnels formed the workings, the main entrance of which was along the railway track below and to one side of the dome at normal ground level. At the end of these tunnels a vertical shaft approximately 100 feet deep extended to the surface. This shaft was permanently reinforced with timber and may probably have been intended as a lift shaft.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
It was in the neighbourhood of this shaft that a Tallboy had hit the edge of the quarry face and buried several hundred workers. Royal Engineers, who were making a survey of this site, were faced with the difficulty and unpleasant task of removing tons of rock and chalk to ascertain whether the bodies inside contained any useful information.
The whole area outside the excavations, which was littered with railway lines, machinery, cranes and subsidiary buildings, had been very badly damaged by H.E.
It was interesting to note that the concreting of the tunnels was in sections and no effort appeared to have been made to interlace the various sections. Consequently a hit by a 1000 lb. bomb upon the entrance had penetrated and blown one complete section of tunnelling (approximately 12 feet thick) several feet away from the rest of the tunnel.
One member of the party was fortunate enough to have paid a previous visit to this site and was able to take us to a cottage nearby where the good lady heated up our rations for us and also provided a very welcome bottle of beer with our lunch and the usual bowl of black coffee.
[Underlined] WATTEN. [/underlined]
We left Wizerne soon after lunch for the site at Watten, a building which produced one of the biggest mysteries of the trip and provoked much argument as to its intended use. The site consisted of a reinforced concrete building located at the edge of a vastly wooded forest. The building is approximately 50 feet wide and contains four floors each divided into numerous rooms, and storage bays all heavily reinforced with concrete. The whole structure is built around a skeleton of steel girders supported internally by the numerous dividing walls.
One Tallboy hit on top of the main structure had dislodged a huge piece of concrete reputed to weigh approximately 300 tons and had dropped it on to a small concrete outbuilding. Attempts had been made to repair the damage caused to the roof by this Tallboy hit, and the majority of the concrete had already been relaid. A Tallboy crater whose edge was only a few feet from the main building and which was approximately 100 feet in diameter, had apparently caused no damage to the structure.
This site had to be approached on foot and the devastation on the way to the target was indescribable. Hundreds of trees had been torn up in the forests and large areas had been completely cleared of the timber as a result of this concentrated bombing.
It was interesting to note that the Hun had made some effort to camouflage the entrance of this site, particularly over the rail track.
We arrived at St. Omer in the early evening and once again the Town Major did his stuff and found us a billet in a French hotel, again without heating. Our first job was to hand over our rations to our landlady who served these up for us on a large table in the centre of what in this country would be the public bar, the locals sitting around in their chairs taking a very great interest in all that was going on. Our entertainment that evening was provided for us at the hotel, as luckily a dance had been laid on. We were amazed to see how much the French idea of dancing differs from ours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] BOULOGNE. [/underlined]
On Sunday morning we set off for Mimoyecques but made a slight detour on the way and inspected the docks at Boulogne. Destruction in the dock area was very heavy, some of which had been caused by bombing, but the majority by demolition. In spite of this several large unloading points had been established. The town of Boulogne was also very badly hit, presumably by shelling, and whole areas of the town had been completely flattened. Several concrete pill-boxes were seen in the dock area, all of which were marked with a large red cross and it was believed that they were used for the German wounded.
[Underlined] MIMOYECQUES. [/underlined]
Our next target, Mimoyecques, consisted of one main tunnel approximately 1000 yards long which runs from S.E./N.W. into the chalk hillside, and running throughout the full length of the tunnel is a railway track. Lateral tunnels branch off from this main tunnel at regular intervals, all of which are approximately 16 feet wide and have cemented dome shaped roofs. These lateral tunnels join up with a further passage parallel to the main tunnel and from this passage several inclined shafts led up to what was presumed to be the firing platform. On top of the hillside are six vertical shafts descending to the bottom floor, two of which had received direct hits from small calibre bombs (the tail unit of a 500 lb G.P. was found nearby) The general appearance on top of the hill was that of a ploughed field and it was almost impossible to define individual craters. Several Tallboy craters were, however, seen, one which had pierced and blocked the tunnel in which the labourers had been working.
Here again the Major in charge of the surveying party informed us that several hundreds of workers were known to have been trapped in the tunnel, thinking that the safest place during a raid was this “bomb proof” excavation.
Engineers had just commenced to survey this site and were busy collecting all papers etc. which had been left by the Hun. One of the papers discovered was a roll of personnel employed on the construction of the site and included Russians, Flemish, French and Spanish workers and it is understood that large numbers of Russian women were employed as slave labour on this site. Several of the rooms in the hillside had been used as dormitories and heavy locks on the doors suggested that some of the workers had been locked in at night to prevent their escape. A further room had been set aside for use as a sick quarters and it was interesting to see that crepe paper bandages had been in use.
Our next two targets being Juvisy and Trappes marshalling yards both in the Paris area, we decided to return to Paris direct from Mimoyecques and not, as had previously been intended, to spend a second night at St. Omer. The fact that night life in Paris was in full swing and that our comfortable hotel was still at our disposal had nothing, of course, to do with our decision.
[Underlined] JUVISY AND TRAPPES. [/underlined]
Our first impression on visiting the marshalling yards at Juvisy and Trappes was that both targets had been very much saturated by bombing and it is impossible to give any idea of the complete devastation of the entire areas covered by the marshalling yards. It is estimated that it will take the very minimum of 12 months to bring any semblance of order into either of these targets. Locomotives had been hurled one on top of the other, lines had been turned up and flung against rolling
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Photograph] JUVISY MARSHALLING YARDS
stock, repair sheds, engine rooms and other buildings had been severely damaged. The French were rather annoyed to think that we had attacked the yards at an angle, resulting in severe damage to a neighbouring village, and not up and down the lines. Our French not being particularly good we did not make any effort to teach them the theory of bombing.
The following day we were due to return to this country but were able to spend a few hours in the morning shopping in Paris. This may sound attractive but on looking at prices in the various shops a few thousand francs did not go very far. If one wishes to purchase any small gold object such as a brooch, it is first necessary to surrender the equivalent amount of gold by weight before the purchase can be made; thus you pay a very high price for workmanship involved and not for the quality of the gold.
Transportation throughout France is very difficult. No issue of petrol is made to civilians and what few cars are seen all provide their own fuel (producer gas), and it is a common sight to see a car pull up and the driver get out and stoke up the fire before proceeding!! Taxis in Paris have completely disappeared and have been replaced by cycle taxis and handsome cabs, the cycle taxis consisting of a home made carriage of numerous designs and towed by a bicycle.
Many of the famous monuments in Paris, including the Arc de Triomphe are badly bullet scarred from snipers who held out after the city had been occupied and several incidents of street to street fighting would be seen at several points.
At 1530 hours we took off from Le Bourget for Croydon. This time the trip was far more interesting as the weather was comparatively good and we were able to get a final aerial view of bomb scarred France.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] aircrew safety
Two known ditching incidents occurred this month – a Lancaster of 83 Squadron accidentally struck the sea in the Wash and finally came to rest on a sandbank, the crew of six being saved; a Mosquito of 627 Squadron having contacted Sundburg airfield in the Shetlands, on V.H.F. disappeared without trace.
The Operational Research Section at Bomber Command Headquarters has been studying the incidents of ditching within the Command, and a copy of this report has been sent to each station under cover of letter reference 5G/251/26/ASR dated 20th November, 1944.
The report, on very sound arguments, draws the conclusion that the proportion of Command’s losses over the sea to the total can be as high as 26%. It is clearly shown that many more rescues have been made of crews who have used radio than of crews who have not, but at the same time it is pointed out that more rescues could have been effected had the crews concerned carried out the [underlined] correct [/underlined] W/T procedure and started this procedure at the [underlined] first sign of trouble. [/underlined]
The waste of valuable crews will continue until captains of aircraft realise the necessity of quick radio action when in trouble (this can always be cancelled should the emergency pass) and the need for more and more Dinghy Drill practice.
There are no grounds to suppose that aircrew are any more prepared for emergency abandonment by parachute than they are for ditching, so that a large number of casualties must also occue [sic] through lack of practice in Parachute Drills.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
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[Drawing] flying control
American Hight Lighting is now installed at 15 U.S.A.A.F. stations and at a few stations in Bomber Command. It is essential that aircrews should be acquainted with the lay-out of this “high intensity lighting for low visibility”. Senior Control Officers should ensure that the information is given to aircrews at lectures, in case any station with the installation uses it on diversion.
On this matter of diversion, keep up your lectures on the Bomber Command Standard procedure. There are still occasions when diverted aircraft are said to use “any method except the Standard procedure”. Local divergences create hazards. If even one reply on R/T is varied, if some unusual auxiliary lights are laid, if the Airfield Lighting is misused, hazards are created for visitors, and even greater hazards for your own aircrews. They become so accustomed to the local variations that, when they are diverted, a standard lay-out “foxes” them, reduces landing times and may even imperil other aircrews if the visibility is clamping down. Overhaul the whole of your local lay-out, ensure that it complies with A.P.3024, and Air Staff Instructions, and above all, see that even if it does comply, it has not little local “extras” which will deceive a visitor.
If you have any ideas that, in your opinion, would help, submit them, but do not put them into practice until a test has been agreed upon. Remember, that however good and practical your idea may be [underlined] for local application [/underlined] it may be unsuitable for universal use and may be turned down on those grounds alone. Remember, too, that almost all existing lighting and power circuits are loaded to capacity. A few extra lights here or there may not seem much, but may turn the scales sufficiently to impair the use of the operational teleprinter at your Headquarters.
Landing times for November, set out below, are based on returns received from Stations. “Dead” times have already been deducted in accordance with instructions from Headquarters, Bomber Command.
[Underlined] LANDING TIMES FOR NOVEMBER [/underlined]
[Table of Landing Times by Base and Station]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] equipment
[Underlined] EQUIPMENT AND HOW TO GET IT. [/underlined]
Once upon a time, a man, who laboured in the town of Wadd and was named Serg Armt, finding he lacked something for the machine he worked with, straightaway sent a message to his superiors at Wadd, his Overlords at Mort and the Kings of Wick, asking for this something which his machine lacked.
But alas! – all Serg Armt received was a message from the Kings of Wick, saying “We are not a Maintenance Unit”.
Nevertheless, the men at Mort, who received the original message, immediately spoke words to Equip of Wadd who as once went and gave Serg Armt the something he required. Thus the machine had been repaired before the message from the Kings of Wick arrived at Wadd.
[Underlined] MORAL. [/underlined]
They say two sides of a triangle are together longer than the third. So in future ask the Station Equipment Officer first. That’s why he’s there.
[Underlined] RADIATOR SUPPLY. [/underlined]
Equipment Officers will see that the Radiator Group Pool system is to continue. We hope now that Command have control of issues the difficulties in getting radiators will be lessened.
[Underlined] URGENT DEMANDS. [/underlined]
A.M.O. A.481/43 has been added to by A.M.O. A.1109/44. Equipment Officers should draw the attention of all Specialist Officers to this new A.M.O.
[Underlined] NEW REGISTERS. [/underlined]
This month sees the introduction, at two Bases, of the new Manifold Voucher Registers. It is too early to give any comments on these Registers, but we hope by the end of the year to sum up their usefulness, and to overcome any faults. Base Equipment Officers should keep a watchful eye on their use, and report to Group any major difficulties that might arise.
[Underlined] LAUNDRY ARRANGEMENTS FOR AIRMEN ON POSTING. [/underlined]
A considerable amount of unnecessary discomfort is being given to airmen who have been posted without their laundry. Equipment Officers are to make sure that an airman, when posted, has been issued with kit to replace items at the laundry. Bomber Command letter BC/3000/13/E.2 dated 18th August, 1944, deals with this type of issue in detail.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
education [Drawing]
November 15th was the date by which the Air Officer Commanding required Discussion Groups to be “in full swing”. Most stations have reorganised their teams of Group Leaders which had been allowed to become somewhat out of during the Summer. It is on these leaders that the success or failure of the schemes depends, since, properly led discussion groups are popular. So often does it happen, that an officer claims that meetings are regarded by the airmen and airwomen as a ‘bind’, - when really it is his own inadequate leadership that has made his group a failure.
Leaders must make some effort to find out what the scheme sets out to do, and the best way of achieving its aims. A great deal has been written about the object of the scheme, and if officers are still in doubt about how to set about running their group, they should contact their Education Officer and find out, rather than grope blindly into the work and only obtain average results. To new group leaders – your group will improve as they get to know you, and you learn by experience how to handle them, so don’t be discouraged if your first attempt is not as successful as you would have wished.
On December 16th, there is a Group One Day Course at the Usher Art Gallery in Lincoln on “National Insurance”. Speakers are men and women who have theoretical and practical knowledge of the scheme and should provide a great deal of useful information. Leaders, apart from those detailed, are invited to attend providing they give their names to their Education Officer.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] GENERAL. [/underlined]
During the month of November only an average number of sorties was carried out by the Group but the hours flown were quite extensive, as also was the work carried out by the maintenance staffs.
The outstanding achievement of the month was the manufacture and fitting of the necessary parts for the fitment of Loran, all aircraft being completed within three weeks.
[Underlined] OPERATIONAL FIALURES. [/underlined]
C.T.O’s are reminded that the signal reporting failures must be sent off the day following the operation, and when the signal stated that the defect is under investigation, this must be followed up by a further signal when the cause of failure is known. If C.T.O’s do the reporting correctly, much telephoning will be avoided.
The operational failures increased over the previous month and were 1.77%.
The ‘Big Hand’ goes to Nos.9, 50 and 617 Squadrons for having no operational failures due to engineering during November, this being their second trouble free month is succession.
[Underlined] GROUND EQUIPMENT. [/underlined]
An improvement is noticeable throughout the Group in the maintenance of Group Equipment, though in some instances the equipment is still far short of the desired standard.
[Underlined] INSTRUMENTS AND ELECTRICAL. [/underlined]
The introduction of the Gyro Gun Sight into general service has necessitated the training of Instrument Repairers in the maintenance of the sight. A short course was instituted at Fulbeck which was attended by representatives from all Bases who profited well from the experience gained by Fulbeck personnel during the past 3 – 4 months. Details of the test equipment necessary for efficient maintenance has been circulated to all Bases and Stations, and these test sets must be manufactured locally as they are not yet available from Service sources.
The high light of the month was the sinking of the Tirpitz, and this cannot be allowed to pass without a special word of praise to those Instrument Repairers of Bardney and Woodhall who have tirelessly maintained the Bombsights. They can fell that they played their part with the aircrews in achieving this success.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 LFS Aircraft Serviceability]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
[Underlined] FLIGHT ENGINEERS. [/underlined]
In the near future all Flight Engineers will be categorised on their ability in the air and on the ground. It is hoped that by this categorisation the standard of Flight Engineers will be improved.
The categorisation will be divided into two parts – Air and Ground. The first part, Air, will consist of the 5 Group Lancaster Drills, log keeping, a technical examination and an examination on airmanship.
The second part, Ground, will be a practical test on refuelling aircraft, Daily Inspection Airframe and Daily Inspection Engines. It is appreciated that many Flight Engineers have not had the opportunity to learn as much about their aircraft from the technical aspect as would be desired; to overcome this, instructions on Airframe and Engines will be given in each squadron. When Flight Engineers have completed the second part they will receive a Certificate of Proficiency.
Keen competition is anticipated and it should be the desire of every Flight Engineer to obtain at least an ‘A’ pass; no doubt many will get the maximum – an ‘A+’ pass.
Instructions have been issued by Headquarters, Bomber Command, with regard to the flap operation of a Lancaster. Now that a standard drill has been laid down, Flight Engineer Leaders must instruct all their Flight Engineers to use this drill on all occasions, at the same time advising them always to check the flap gauge when flaps are selected fully down; if there is a tendency for flaps to creep back, the flap control should be brought back to the neutral position, and then reselected to the fully down position. Under no circumstances should the flap control be taken to the “up” position on the final approach as this may cause the aircraft to sink.
[Boxed] [Underlined] INTER-BASE SQUASH COMPETITION. [/underlined]
A/Cdr. Pope, D.F.C., A.F.C., Base Commander. 56 Base, has very kindly offered a silver challenge cup to be contested for within the Group in an Inter-Base Squash Competition on the American system.
Details of this latest 5 Group “Racquet” have already been circulated around the Bases, and it is hoped that the battles will be well under way early in the New Year, to decide who is to wrest the Trophy from the clutches of 56 Base.
In the meantime decision of the Competition is in the lap of the Gods. But there is no doubt that, as the bridegroom said some years later “The Best Man always wins”. [/boxed]
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] photography
The failures this month for night photography increased to 13.18% as compared with 4.92% for the previous month. This is a serious increase and while it is fully appreciated that inclement weather, particularly the incessant rain, is bound to have caused a certain number of failures, it cannot be stated that the increase quoted above entirely resulted from this cause.
During Winter months it is imperative that maintenance is thorough, and that efforts are made to eliminate all causes of technical failures, particularly those which are known as “avoidable”. Every photographer must bear in mind, that cameras are carried on operations for one purpose only, that is, to being back film which has been exposed over the target, and which, when processed, will result in plottable ground detail photographs from which the success of the raid can be assessed. Photographic personnel whether engaged upon camera maintenance or processing can, if they will make the necessary effort, reduce the number of technical failures to a much smaller figure.
In vetting the photographic failure reports which pass through this Headquarters, it is noted that when aircraft have not operated for several days there is always an increase in the failure rate immediately after a Stand Down period; furthermore, there are still too many unexplained failures, and in many cases the report is so obscure that it is of little value, mainly because the photographic personnel have failed to assess the evidence of the film correctly. This results in misleading other specialist officers to whom the film is passed. It should be the effort of all concerned to produce a photographic result which will be useful to the Air Staff, and when failures occur, get down to the proper cause and report it accurately.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ANALYSIS OF PHOTOGRAPHY. [/underlined]
[Table of Photographic Failures by Squadron]
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined}
F/L C.D. KEIR, DFC DSO
[Underlined] 44 SQUADRON [/underlined]
A/F/O D.T. IBBOTSON DFC
F/SGT S.W. WALTERS CGM
[Underlined] 83 SQUADRON [/underlined]
S/L C.B. OWEN, DFC DSO
[Underlined] 617 SQUADRON [/underlined]
A/S/L G.E. FAWKE, DFC DSO
[Underlined] 627 SQUADRON [/underlined]
F/L P.F. MALLENDER DFC
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
A/F/L R. REEVE DFC
F/O M.E. ANDERTON DFC
P/O G.A. SANGSTER DFC
F/O H.F.S. MITCHELL DFC
SGT C.L.S. WILLIAMS DFM
P/O H.O. REDMOND DFC
F/O A. BOSWARD DFC
F/O H.C. CLARK DFC
P/O H.T. FORREST DFC
SGT T.W. POWELL DFM
SGT W.F. BELBEN DFM
[Underlined] 44 SQUADRON [/underlined]
P/O C.E. BINION DFC
P/O F.G. DAVEY DFC
F/SGT F.W. STROUD DFM
F/SGT A.O. KENNEDY DFM
[Underlined] 49 SQUADRON [/underlined]
F/L G.E. DICKSON DFC
F/O D. BRADY DFC
F/O W.F. EDWARDS DFC
[Underlined] 50 SQUADRON [/underlined]
P/O J.H.F. WHYTE DFC
F/O J.D. MOUAT DFC
P/O S.H.K. EYRE DFC
F/O A. SLYWCHUK DFC
P/O D.A.T. MILLIKIN DFC
P/O L.W. PETHICK DFC
F/SGT F.B. KNOTT DFM
F/O R.H.W. LAWRENCE DFC
F/SGT J.E. TAYLOR DFM
F/O A.N. FRANKLAND DFC
F/SGT K.H. SNEDDON DFM
F/O D. EGGLESTON DFC
F/O G.S. PYLE DFC
[Underlined] 57 SQUADRON [/underlined]
F/O J. CASTAGNOLA DFC
F/SGT G.P. GAUWELOOSE DFM
P/O E.C.W. ANDERSON DFC
S/L D.I. FAIRBURN DFC
[Underlined] 61 SQUADRON [/underlined]
F/L G.L.P. DUNSTONE, DFC BAR TO DFC
F/O R.K.W. GLOVER DFC
F/O B.M. ACOTT DFC
P/O F. NORTON DFC
P/O R.A.E. DEAR DFC
F/L W.E. JEAVONS DFC
P/O D. STREET DFC
P/O J.F. MILLS DFC
SGT G.R. GILBERT DFM
SGT D. BOOTHBY DFM
F/O R.B. WARD DFC
SGT P.T. HADDON DFM
[Underlined] 83 SQUADRON [/underlined]
F/L C.P. McDONALD, DFM, DFC BAR TO DFC
F/SGT S.R. LAMBERT DFM
F/O D.A. JENNINGS DFC
F/O A.K. IRWIN DFC
A/F/L D.W. WOOLLEY, DFM DFC
W/O A.C. MATTHEWS DFC
F/L A.R. GALBRAITH DFC
F/O W. FITCH DFC
A/F/L G. ROBINSON, DFM DFC
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] DECORATIONS. [/underlined]
[Underlined] 97 SQUADRON. [/underlined]
A/F/L F.P.L. BROOME DFC
F/SGT K. FORREST DFM
F/SGT H. WILSON DFM
A/F/L T. CAMPBELL DFC
F/O J. PEDEN DFC
W/O J.J.H. MAXWELL DFC
P/O W.R. DORAN DFC
P/O C.A.P. THOMPSON DFC
W/O E.H. HANSEN DFC
P/O A.P. BOULTBEE DFC
P/O A.J. TINDALL DFC
F/SGT S. OSBORNE DFM
P/O E.J. WATSON DFC
P/O W.A. REFFIN DFC
P/O W.D. KNOWLES DFC
P/O C.W. HOWE DFC
[Underlined] 106 SQUADRON [/underlined]
F/O A.A. HARRIS DFC
A/F/O P.C. BROWNE DFC
A/F/O A.R. KITTO DFC
A/F/O P.A. FYSON DFC
F/O P.R.J.M. MAVAUT DFC
A/F/O J.G. THOMPSON DFC
A/F/O H. ARCHER DFC
W/O R.E. CARMICHAEL DFC
[Underlined] 207 SQUADRON [/underlined]
F/L S.E. PATTINSON, DFC BAR TO DFC
F/O D.M. GRANT DFC
[Underlined] 463 SQUADRON [/underlined]
A/F/L B.A. BUCKHAM DFC
F/O A.B.L. TOTTENHAM DFC
F/O N.W. SAUNDERS DFC
[Underlined] 467 SQUADRON [/underlined]
A/S/L L.C. DEIGNAN DFC
P/O L.G. BURDEN DFC
F/O T.C. TAYLOR DFC
P/O H.R. GOODWIN DFC
P/O J.W. WAUGH DFC
F/O J.L. SAYERS DFC
F/O E.G. PARSONS DFC
[Underlined] 619 SQUADRON [/underlined]
F/O R.A. MARSHALL DFC BAR TO DFC
[Underlined] 627 SQUADRON [/underlined]
F/O M.D. BRIBBIN, DFM DFC
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
NOTES: In column (a) above, A indicates the number of pence saved per head of strength.
B indicates the percentage of personnel saving.
and C indicates the total amount saved through the Unit Savings Group.
In column (b) above, the sum indicated as saved by Syerston, also includes the savings by deduction from Pay Ledgers for Fulbeck and Balderton.
In column (c) only stations with Class ‘A’ Camp Post Offices are included.
[Underlined] GRAND TOTAL NATIONAL SAVINGS FOR NOVEMBER: £7,843, 17.10d.
[Page break]
[Drawing] volte face
For day after day, and for year upon year
Of this utterly futile inordinate war
We’ve fought the unspeakable Gremlin;
From aircraft and engines, wherever they were,
We’ve harried and hounded and chased them galore,
And prevent the brutes from assemblin’.
Our aim was unvaried and clearly defined,
No quarter or mercy was ever displayed;
No cavilling, fear, or dissemblin’.
Undeterred by defeat, in our ranks you would find
A resurgence of effort – the foemen were made
To cower in their shelters a-tremblin’.
Yet with ultimate victory looming in sight,
The powers that rule us have altered their stand
And ordered a truce with the Gremlin;
And the tribe’s C.in C. is respectably dight
As a uniformed “wingco”, an officer grand,
(Or something quite closely resemblin’).
ANON. (CIRCA 1944).
[Boxed] The cover for this month’s News has been designed by Sgt. Morley of this Headquarters. Suggested designs are still invited from all personnel within the Group. [/boxed]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
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[Page break]
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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V Group News, November 1944
5 Group News, November 1944
Description
An account of the resource
Five Group Newsletter, number 28, November 1944. Includes a foreword by the Air Officer Commanding, and articles on the end of the Tirpitz, gardening, operations, signals, navigation, this month's bouquetes, radar navigation, tactics, air bombing, incendiary attacks, war effort, training, gunnery, leave it to Smith, second thoughts for pilots, accidents, armament, the proof of the pudding, aircrew safety, flying control, equipment, education, engineering, photography, decorations, war savings, and volte face.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
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1944-11
Contributor
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Anne-Marie Watson
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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75 printed sheets
Language
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eng
Type
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Text
Photograph
Identifier
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MStephensonS1833673-160205-20 nov 44
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Norway
England--Lincolnshire
France--Boulogne-sur-Mer
France--Creil
France--Juvisy-sur-Orge
France--L'Isle-Adam
France--Mimoyecques
France--Saint-Omer (Pas-de-Calais)
France--Soligny-la-Trappe
France--Watten
Germany--Braunschweig
Germany--Dortmund-Ems Canal
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Hamburg
Germany--Homberg (Kassel)
Germany--Hörstel
Germany--Ladbergen
Germany--Mittelland Canal
Germany--Munich
Norway--Tromsø
Norway--Trondheim
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-10
1944-11
5 Group
617 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
H2S
Lancaster
Lancaster Finishing School
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
Operation Catechism (12 November 1944)
pilot
radar
rivalry
Tallboy
Tirpitz
training
wireless operator
-
Dublin Core
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Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
Text transcribed from audio recording or document
V GROUP NEWS V
9 Wadd.
10 Skell.
6 Bard.
JULY 1944 [deleted] SECRET [/deleted] [Stamp] NO.24
FOREWORD by A.O.C.
Within the past few months the German defence of occupied Europe by day has greatly weakened and in consequence new methods of attack have become feasible. Day fighters are unable to challenge our great superiority and night fighters have not so far been risked in daylight combat. Recently therefore an increasing proportion of attacks have been by day, and since these provide some novel problems, I would like aircrew to know the reasons behind our present tactics, and the developments which we hope to see.
Apart from enemy defences there is one difficulty which is at present inherent in daylight operations to a greater extent than in night operations, and that is smoke. By night markers can usually be seen through considerable clouds of smoke, but by day their brilliance is insufficient, and those crews who bomb towards the end of an attack will seldom be able to see the aiming point. It may therefore, be necessary to order crews to offset the bombsight, or overshoot from a clearly defined aiming point outside the target area. These are however palliatives and the solution for targets where cratering is required us the half-hour delay fuse which will enable the whole attack to be completed before the bombs start to explode. These fuses will shortly be available in quantity.
Another difficulty is cloud which by day is more prevalent than by night, especially the cumulus type which can so easily mar the bombing run by shrouding the target at a critical moment. For daylight attacks therefore, except where the sky is clear, I should expect a higher proportion of crews to have to bring their bombs back, because it is essential that they should not be released aimlessly over occupied territory. I hope all crews are now aware of the importance of this instruction and will never allow their natural wish to release their bombs to override their judgement on this point.
As regards the tactics to be adopted on daylight attacks there are, broadly speaking, two alternatives. The first is to adopt a close formation built up of Flights, Squadrons and Bases, with aircraft flying in tight Vics so as to provide supporting fire against fighters. The second method is to employ our normal night technique and to fly in an organised mass in which aircraft are evenly spaced in height and throughout the length of the stream.
The first alternative calls for considerable training and although it increases fire power such formations are difficult to manoeuvre and more vulnerable to flak. Heavy flak is more accurate by day than at night only to the extent that the operators of the various predictor instruments can pick out individual aircraft or formations, against which the fire of the batteries can be directed. If aircraft are flying in a close formation there is generally no difficulty in ranging instruments upon it and very accurate fire results. If however aircraft are flying in loose mass it is almost impossible to ensure that all the various “Predictor” teams will select the same aircraft and, in general, fire will be no more accurate than by night, that is to say, it will only be directed into the general mass of aircraft. This is an important point because it has been found by experience that large and tightly packed formations must fly at heights above 26,000’ to ensure reasonable immunity from flak, and such heights are beyond the present capabilities of the Lancaster.
The next point is protection against fighters. So far we have not come up against enemy fighter opposition when our own fighter escort has been present, but the danger is always present if the column loses cohesion, as was shown on the occasion of the attack against the Bois-de-Cassan, when the force became split up after flying through thunder cloud. Our fighters, numerous as they are, cannot protect a column or [sic] more than a certain length, and any aircraft which are outside the area of fighter cover must expect to be attacked. On the way to the target and on the return the column should be as short as possible, but should open out on approaching the target so as to enable crews to take a steady bombing run without having to worry unduly about other aircraft or falling bombs. This opening out will normally be achieved by providing a turn before and after the target so that Bases can spread out by making a wide turn and close in by cutting the corner, on the way through the target.
A daylight operation calls for a high measure of control and good flight discipline. Control will in future be by TR.1196 within the Squadron and Base formations and by V.H.F. to the Group as a whole when passing through the Target area. The “shepherd” in a Lightning or a Mosquito will continue to keep a watchful eye on any who may stray away from the protection of the mass and hand them over to the fighter escort.
Conditions in which daylight operations take place will change as the war develops, and crews must be prepared for evolution od the tactics employed. The tactics will, however, always aim at providing conditions in which every crew can attack the target with the utmost confidence and with all the accuracy of which the bombsight is capable.
July was a month of hard work but also a month of notable progress in the War. Over the past three years the weight of bombs dropped by this Group has gone up as follows:
May, June, July, 1942. – 2,780 toms
May, June, July, 1943. – 11,505 tons
May, June, July, 1944. – 31,107 tons.
This increased tonnage is a tribute to the steadily growing efficiency of all ranks throughout the Group and to the improvements which have been made in the reliability of aircraft and equipment. It is a magnificent effort to achieve such a tremendous aadvance [sic] in the striking power of the Group in so short a time, and the peak has not yet been reached, as August will certainly show.
During July, No. 51 Base raised their total figures once more and passed out 150 trained crews. No. 5 L.F.S. completed a second month is succession with no flying accidents and I again congratulate them on a fine achievement.
[Page break]
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
How much affiliation have you done? The facilities are now available in the Group and you should take every opportunity of crossing swords with the Hurricanes of 1690 B.D.T. Flight. A point about “rolling in the corkscrew”. Don’t “roll” on your ailerons alone. Use rudder firmly in conjunction with the ailerons and you will roll smoothly during a manoeuvre, Be precise in your air speeds and amount of bank. The Base Training pilots have picked up this point when giving you a final check over before going on operations. There is one good corkscrew and must be flown accurately. Your gunners should get the chance they deserve.
Instrument flying needs constant practice. You’ve got dark nights and long trips to come so don’t let your instrument flying get rusty because you are doing some “daylights”. The points to remember about instrument flying are:-
(i) Trim your aircraft carefully.
(ii) Trust your instruments.
(iii) Fly smoothly.
Take care in taxying when you are being marshalled by ground crew. Let the airman sit in the pilot’s seat in dispersal sometime and show him how limited is your field of vision when anyone is standing too close to the nose of the aircraft.
Don’t follow a “curve of approach” on your bombing run. Insist that your Navigator gives you the drift in degrees as the correct turning point for the run in to the target. If the target markers are not dead ahead when you first see them, correct immediately by means of an “S” turn so that the aircraft’s nose points at the markers along the predetermined track, then turn the aircraft port or starboard for the number of degrees of drift given by the Navigator. The aircraft should then be tracking towards the markers. The motto is “Bomb on the correct heading with the graticule intersection of the bombsight astride the aiming point”.
[Underlined] VETERANS [/underlined]
Your gunners are now to have categories. It is up to yourself to get A-plus category. Half the job depends on you. If your corkscrew is accurate and your gunners apply the right deflection, your Cine-Gyro film will be a good one and so will the category. Get all the practice you can with the Hurricanes of 1690 B.D.T. Flight.
Though priority for squadron practices belongs to Gunnery, you must keep your bombing category up as well. Some pilots are still doing flat turns. Avoid them like the plague. The Lancaster will [underlined] NOT [/underlined] flat turn but merely swings itself in the direction of the intended turn and then flies crab wise to its track in much the same direction as before. While the nose swinging the pilot has the illusion of turning for the following reasons:-
(i) The nose of the aircraft moves round the horizon.
(ii) The directional gyro revolves.
(iii) The turn indictor shows rates of turn
Have you given your Flight Engineers any experience in handling the controls? Flight Engineers are now officially recognised as the pilot’s mate in Lancasters, and as a result are getting some elementary training before joining the Group. This Headquarters has laid down that they must do regular Link Exercises, and, at the Captain’s discretion, be given 15 minutes at the controls during non-operational flights of more than an hour’s duration. There’s a drill issued by this Headquarters for changing seats in the air. Have you read it? It’s Drill No.10 of the 5 Groups Aircraft Drills.
There’s another drill which you may have overlooked now that the warmer nights are here. Drill No.12 – Oxygen and Anti-Frostbite Drill – which makes Captains responsible for inspecting air gunners in their crew once a week with the gunners fully dressed in operational flying kit. When did you last check your gunners?
GARDENING
Three Gardening operations were carried out this month by 5 Group; two in the Kattegat and one in a certain heavily defended and very restricted harbour. In the former area we were dependent upon cloud cover, which in the case of 55 Base’s effort let us down, but gave 44 Squadron its chance a few days later. The last operation was carried out by 57 and 630 Squadrons in the face of intense opposition. In all cases gardening was done on H 2 S and some good P.P.I. photographs were obtained. Two aircraft were missing.
The Command total this month was 708 vegetables, the majority of which were again directed against the U-boat bases. The interference which these pests have been able to cause to our invasion forces has been negligible and we have evidence that gardening has played a big part in producing this happy state of affairs.
Mr. Wood, of the Ministry of Economic Warfare, gave a most interesting lecture on the economic dislocation caused by our strategic gardening. He was able to give his lecture to 5 Group Air Staff, the Aircrew School and 44, 57, 630 and 207 Squadrons.
Vegetable stocks are now on the increase again and this probably presages some more planting before the Autumn harvest.
WAR EFFORT
[Table of War Effort showing Sorties with Star Awards by Squadron]
Squadrons are placed in the above table in order of “successful sorties per average aircraft on charge”. In view of their special duties Nos. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another squadron, the sortie is divided between the two Squadrons.
ERRATUM The one avoidable accident for 61 Squadron shown in the June issue occurred in May. The error is regretted, but it will not affect the next award of the Silver Lancaster Trophy which is based on the months July/September.
5 GROUP NEWS. NO.24. JULY, 1944.
[Page break]
[Underlined] SIGNALS (GENERAL) [/underlined]
The meaning of this heading may not be completely clear to Signals and Radar Officers. At a recent Command Conference recommendations were formulated regarding future establishments at Stations, Bases and Groups. It was considered that Officers who held the rank of S/Ldr. and above should be known as Signals (General) and should be qualified in both the Communications and Radar aspects of Signals. If this scheme is approved, only Officers thus qualified will be eligible for promotion to the higher ranks. Base Signals Officer are to afford Radar Officers every opportunity to absorb the communications side now. It is suggested that a good way of starting this is to bring Radar Officers on to the Duty Signals Officers Roster. At the same time Signals Officers must take more than a passive interest in Radar matters.
An experiment is being conducted within No. 53 Base to see how far it is possible to merge the duties of Wireless and Radar Mechanics. Miracles are not expected of this scheme, but it is felt that greater co-operation between the two trades will result in a saving of labour, test equipment and tools.
[Underlined] COMMUNICATIONS (OPERATIONS) [/underlined]
The success of the present type of controlled operation depends more and more on the efficiency of communications channels. Although all aircraft in the Group are now fitted with V.H.F., there must be no relaxation in the drive to perfect the W/T system of control since the latter must always be on standby in cases of VHF unserviceability or interference, or in cases where VHF cannot fulfil the requirement. The success achieved on our communications channels is due in no small measure to the hard work of the Wireless Mechanic. The C.S.O. would like to take this opportunity of congratulating all Signals Servicing personnel on having completed the third successive month with no failures due to faulty maintenance.
[Underlined] W/T FAILURES [/underlined]
Of the 2,856 sorties flown during the month of July, there were 36 W/T failure reports. The percentage shows a slight increase over the figure for June. The maintenance staffs have again come out on top with no servicing failures; as in previous months, equipment and component defects have been the cause of 75% of the total snags. There were three manipulation failures – one could have been avoided if the crew concerned had religiously tested their helmets prior to take off. Not a single aircraft throughout the month failed to take off on its mission as a result of signals equipment being at fault. There were, however, 3 early returns – one was due to the above mentioned manipulation fault.
From the equipment aspect the R1155 output valve (V8) again proved to be the most troublesome. Units must submit Defect Reports for these valves and so assist this Headquarters in hastening a remedy.
[Underlined] V.H.F. [/underlined]
All operational aircraft in the Group are now fitted with either TR.1143 or TR. 1143A The fitting programme proceeded particularly well and ended ahead of schedule. With the increased number of sorties and the consequent increase in work, the maintenance personnel have excelled themselves.
During the most recent operations, the interference that was being experienced on V.H.F. has decreased considerably, and there is every indication that this is due to the V.H.F. frequencies being used. R.A.E. Farnborough have evolved a series pulse transmission limiter, which, when fitted to the V.H.F. receiver, is claimed to supress all Radar pulse interferences. This modification is being tried at Coningsby, but since its introduction no interference has been apparent. A more detailed account of this device may be available for the next issue of the V Group News.
[Underlined] MANDREL [/underlined]
Mandrel has now been removed from all aircraft of the Group. This countermeasure is still being effectively operated by other means, and the equipment released from our aircraft is to be put to good use elsewhere. The Group Countermeasure Party is to remain in existence to assist with the maintenance of Carpet II in the Pathfinder Squadrons and, later on, will play a part in the installation and servicing of Boozer.
[Underlined] RADAR [/underlined]
Very extensive operations were carried out during July with the pace being stepped up considerably. Generally speaking Radar serviceability remained on the same footing as for June, although a few ups and downs were experienced on the various types of equipment.
[Underlined] GEE [/underlined]
The way was again shown by Gee with a percentage serviceability of 97.24 for a total of 2643 completed sorties. This was a slight decrease from the previous months [sic] record figure of 97.77. Although we had expected to see the serviceability increase instead of decrease, a period of approximately ten days in which we were unable to obtain replacements put a considerable strain on servicing. It is hoped that we shall not have to go through this again.
[Underlined] MONICA [/underlined]
By completing 478 out of a total of 501 sorties without any difficulty whatever, Monica V took over second position on the serviceability chart for July. This figure gives a percentage serviceability of 95.41, which is an increase of 1.52 per cent on June. The Squadrons who are using this equipment are to be congratulated for their progress in the standard of their servicing, and now let us look forward to August for a corresponding increase over July’s figures.
Monica IIIA fell to third position but we feel certain that despite the great difficulty in obtaining replacements, which are now almost non-existent, the 93.79 per cent serviceability obtained for 805 completed sorties, will be brought up during August and return this Tail Warning Device to its proper place.
By putting in a great number of late hours, and hard work, an excellent replacement has been developed during the past four weeks for Monica IIIA and Monica V. The two equipments which are in good supply, namely Monica I. Transmitters and Receivers and Fishpond indicators, have been combined to give us a further type of Visual Monica. The service trials and operational use of the first set have proved most satisfactory, and now by local production it is hoped to create a source of replacements for the present devices of which we are so sorely in need.
[Underlined] REPEATER INDICATOR [/underlined]
This secondary warning indicator, which we told you about in last months [sic] News has now reached the production stage and by the end of August we should see a large number of them in operational use. Production has had to be handled locally by the Base Workshops who are now turning out the boxes; when produced these will be delivered to No. 53 Base for final completion and testing.
[Underlined] H 2 S [/underlined]
This past month brought back several high level bombing operations, and with it a slight decrease in the percentage serviceability of H2S Mk. II. Of the 1298 sorties completed, 90.16 per cent were free of all difficulties. This is a drop of 1.6 per cent below June. Replacement of the high voltage condensers is now taking place on the production line but so far none have been received in the Group for retrospective fitting to units already held by Squadrons. Judging from the considerable number of cases of flashing, this remains one of the greatest sources of break-down. It is strongly emphasised that all causes of breakdown must be conscientiously reported in accordance with A.M.O. A. 869/43, as this is the only method by which these difficulties can be brought to light and dealt with effectively.
H 2 S Mk. III shows a slight improvement during July. A total of 6 difficulties was experienced out of 95 completed sorties, which gives a percentage serviceability of 93.69. Servicing conditions on 83 and 97 Squadrons are made rather more difficult because of the two types of H 2 S equipment and this calls for a high degree of organisation on the part of the Radar Branch. When the complete changeover to Mk. III has taken place conditions should ease quite considerably.
[Underlined] FISHPOND [/underlined]
The number of completed sorties with Fishpond carried out during the past month was 1260 of which 90.24 per cent gave very satisfactory results. The difficulties experienced were largely due, as was to be expected, to the unserviceability of H 2 S. With the higher degree of training now being carried out the benefit derived from this equipment has been increased to very large extent.
The intensity of operations will be still greater during the coming month, and this in turn will call for every effort on the part of Radar Sections. We have seen a very gratifying increase in the efficiency of all types of equipment during the past six months, and now we look forward to August to bring the efficiency even closer to the degree we all know possible.
(Continued on Page 4 Column 1)
5 GROUP NEWS. NO.24.. JULY, 1944. PAGE 3.
[Page break]
SIGNALS (CONTD:)
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
July brought no outstanding performance in aircrew signals but Operators did quite well in their reception of Controllers and Wind Broadcast messages, sometimes under difficult conditions due to static interference. This augers well for future operations, and with constant practice at the morse buzzer a higher standard can yet be reached.
A scheme will soon be in operation for the further classification of Wireless Operators in this Group, and tests will be set each operator to assess his eligibility for classification in the Grades laid down. The scheme will be an amplification of the tests laid down in 5 Group Signals Instruction No. 13.
[Underlined] CONTROLLERS WIRELESS OPERATORS [/underlined]
The standard of W/T operating by all Controller Wireless Operators during the past month was very good and 83 and 97 Squadrons are to be congratulated on their practice efforts which effected this improvement. Now the writer would like to see other Squadrons following their example and have their Wireless Operators carry out the tests laid down in 5 Group Signals Instruction No. 13. I know they can do it, so come along and have their names inscribed in the register of “Wireless Operator Controller”.
[Underlined] V.H.F. MANIPULATION [/underlined]
All aircraft in the Group are now fitted with TR.1143. How many Wireless Operators (Air) have been along to their W/T Maintenance Sections to find out how it works? What are the crystal frequencies? How many times is this frequency multiplied, and how? What are the power supplies? Where are the fuses? It is your duty to know all these answers and advise your Captain on its proper functioning.
[Underlined] W/T EXERCISE [/underlined]
The Group W/T Exercise has, like the Curate’s Egg, been good and bad in parts. Some very good exercises have taken place, particularly one exercise when sixty-two messages were transmitted and received correctly in one and a quarter hours operating, There is still the tendency of some Operators, however, to revert to the old idea of the “Survival of the Slickest”. Now this is definitely not good operating, and this tendency, once it is developed in an Operator, may lead to dire trouble both for himself and some other unfortunate Operator who happens to be in the air at the same time.
[Underlined] EARLY WARNING DEVICES [/underlined]
The majority of attacks were again reported over the target while the Wireless Operator was on W/T watch. The new instruction whereby the Wireless Operator does not log the Controllers instructions provided his Captain is satisfied with the serviceability of his V.H.F., should enable him to concentrate more on his E.W.D. in this vulnerable area.
[Underlined] CALLSIGNS [/underlined]
July saw the abolition of Squadron Callsigns within Bomber Command. This step, whatever prompted it, is desirable in that it is a simplification. Now the one R/T S.A.C.S. can be used at Base or elsewhere, on V.H.F. or H.F. on Darky or ‘L.F.C.’. the whole thing becomes a ‘Piece of Cake’. But one precaution must still be observed. On pre-operational flights to advanced bases, or during Squadron moves, an S.A.C.S. must be obtained from the station of destination. Should the terminus station not have an S.A.C.S. available then this Headquarters can supply, and this use of the appropriate callsign provides a simple little countermeasure designed to fox the enemy listening service.
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL SAVED £21,504 0 10
ARMAMENT
The attention of Armament Officers has been fully occupied in dealing with operational bomb loads and changes of loads. The excellent way in which Armament staffs have worked has enabled the Group bombing effort to be maintained at a very high level. Considerable attention has been paid to the care in handling and loading bombs, thus avoiding damage to tail units, but some tails have been damaged due to various causes. Most of these tail units are repairable, but this takes time which could well be employed on other work. It is hoped that during August the number of tail units damaged will be reduced considerably.
BOMB DUMPS have been, to a considerable extent, reorganised and improved. It is well known that all bomb dumps are grossly overloaded and it is only by the careful planning and maintenance of tidy conditions that a reasonable degree of safety can be guaranteed; by far the biggest factor is careful planning and unloading stores in the right place, thus avoiding double handling and general loss of efficiency due to unnecessary work.
CO-OPERATION WITH BOMBING LEADERS has led to many excellent results. One particular case is quoted where the Station Armament Officer prepares a pro-forma whenever he suspects that an armament failure is due to manipulation. A Senior Air Bomber is appointed by the Bombing Leader to visit the Station Armoury daily and collect any forms relating to the past 24 hours work. The Air Bomber then interviews the crews concerned investigating all the details of the failure, reports this to the Bombing Leader, and if a difference of opinion exists, the Bombing Leader contacts the Armament Officer with all the facts available and the matter is settled amicably. This liaison is making a very considerable decrease in the number of failures due to manipulation recorded in the Squadron concerned. “No copyright is claimed – please copy”.
BOMB TROLLEYS. Care and maintenance of these items will always pay in the long run, and grossly overloaded trolleys, apart from being an unsafe practice, will lead to rapid wear or failure of the trolley itself.
(Continued in column 2)
Continued from column 3
Trolley maintenance must, therefore, be kept up, and more particularly so during the present period when trolleys are being used so frequently. A modification will shortly be introduced to render the type “D” trolleys more useful in dealing with the transport of 1000 lb and 500 lb bombs. Detailed information will be circulated immediately.
FAILURES TABLE
[Table of Armament Failures by Squadron]
A =AMANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 4.
[Page break]
NAVIGATION
This month has seen a return to medium range targets, and Navigators have had opportunity to put to the test their skill and efficiency. Broadcast W/V’s have been used on 3 occasions with varying degrees of accuracy.
Track keeping and timing was good, with one or two exceptions. On almost every operation there are 2 or 3 aircraft between 10 and 30 miles off track. In the majority of instances this is attributable to u/s Compasses or instruments but there are several examples of bad navigation. Track keeping and timing are vital to the success of any operation and everything must therefore be done to achieve concentration. There were no early returns through Navigational failures this month. This is as it should be. Every effort is to be made by Station and Squadron Navigation Officers to see that no early returns are caused through Navigational errors, such as incorrect fixing and computations, or through u/s Compasses. The vast majority of Navigational early returns are attributable to alleged D.R. Compass failures. If the D.R. Compass is suspected carry out the correct drill for synchronisation and checking. If the fault is still not remedied then press on immediately using the P4 compass. Check true course with the Astro Compass regularly, using the quick method of sighting on Polaris. But DON’T, on any account, turn back with a u/s D.R. Compass.
BROADCAST WIND VELOCITIES
The use of broadcast w/v’s on the three Stuttgart raids proved very useful practice. As stated above, they brought to light many mistakes and deficiencies, the most important of which are as follows:-
(a) Insufficient w/v’s found and transmitted. Difficulty is sometimes experienced by the W/Op when transmitting the winds to Base. This is being remedied by the Signals Section. Navigators MUST now do their share and find w/v’s regularly.
(b) Winds are often found over too large an area. The ideal windfinding period is 15 to 20 minutes. Winds applying for a period of 40 minutes or more are almost useless.
(c) Wind messages incorrectly coded.
Very few of the Navigators who were the “windfinders” of last winter are still operating, and therefore, it was expected that “teething troubles” would be experienced It is the responsibility of Base, Station and Squadron Navigation Officers to eliminate these various mistakes and errors. Do all windfinders appreciate the importance of their task? It must be made quite clear to them that non-H2S crews rely entirely on the broadcast w/v’s when out of Gee range. Serious consequences may be the result of poor or indifferent windfinding. The accuracy of bombing is also directly affected by the found winds since the broadcast bombing winds are forecast from those transmitted by aircraft.
The standard and accuracy of winds found by the detailed crews has, so far, been very good. If we eliminate points (a), (b) and (c) above, we shall achieve accuracy. So go to it, all of you, and let us see that you can do!
[Underlined] NAVIGATIONAL TECHNIQUE [/underlined]
It is difficult to arrive at a perfect navigational technique, e.g. how often to obtain a w/v check, E.T.A. check, etc. Many methods have been adopted and others experimented with, but the perfect technique has not yet been found. One school of thought argues that a Navigator should “work his fingers to the bone” and obtain maximum w/v and E.T.A. checks. Another school argues that this is a waste of time and unnecessary. The ideal is surely in between, i.e. regular, but not too regular fixes, w/v and E.T.A. checks, and a maximum amount of time available for checking of all computations. Skellingthorpe are working on these lines as an experiment. Their procedure is as follows:- Obtain a w/v and E.T.A. check every 20 minutes and a check fix every 10 minutes. All Navigators can easily cope with this amount of work and, what is more important, they have plenty of time in which to check and re-check all computations. The charts turned in by the Skellingthorpe Navigators using this system are good. The charts are not cluttered with a multitude of fixes and wind arrows and their work is very accurate. All Squadrons and Stations are urged to experiment with this or any similar method, and note whether greater accuracy is achieved. Whatever method if adopted, it must allow the Navigator time in which to plot the wind vector accurately. It must also allow him sufficient time in which to re-check all his computations and calculations.
[Underlined] ANALYSIS OF FOUND WINDS [/underlined]
The O. R. S. Section at H.Q. 5 Group have analysed the target winds found by all Navigators on the following three raids:-
KIEL 23/34 July, 1944.
POMMEREVAL 24/25 June, 1944.
REVIGNY 18/19 July, 1944.
The intention was to find the consistency of Navigator’s found winds and to compare the mean found wind with the forecast w/v. The analysis showed that the winds found by Navigators were very consistent and gave a probable vector error of 7 m.p.h; with the exception of Revigny where it was just under 10 m.p.h. This is good, but there were several “wide” wind velocities; some were almost reciprocals, obviously caused by incorrect resetting of the A.P.I. or by inaccurate plotting. On the Revigny attack the w/v was light and variable and consequently a large spread was experienced, 2/3rds of the wind velocities were in the Westerly section and 1/3rd in the Easterly section.
If the wind speed is only say 8 m.p.h. then 15 minutes wind is represented by a vector 2 miles in length. Any slight inaccuracy in either the Gee or H2S fix will make a very considerable change in wind velocity. The greatest possible care must therefore be taken when obtaining a gee or H2S fix for finding a wind velocity, and more particularly when the wind speed is very light.
From the three attacks analysed the mean found wind differed from the Met., forecast w/v by the following amount:-
(i) KIEL Vector difference of 17 mph.
(ii) POMMEREVAL Vector difference of 8 mph.
(iii) REVIGNY Vector difference of 8 mph.
Base and Station Navigation Officers can themselves very easily analyse all winds found over a certain area by plotting them on a large scale plotting rose. It does not take more than 10 to 15 minutes to plot all the winds for one Station. The mean average w/v can then be seen at a glance and from this it is possible to pick out the “wides”. This should be repeated for 2 or 3 areas of the same operation. The inaccurate windfinders will stand out. It is then possible to trace the causes of these “wide” w/v’s. Was the inaccurate w/v obtained immediately after resetting the A. P. I. or vectoring? If so, there is the answer. Was it caused by inaccurate transferring of Gee fixes? Did the Navigator measure the w/v vector correctly or otherwise? All S.N.O.’s are to report their findings to Group as soon as possible.
[Underlined] UNION NEWS [/underlined]
F/Lt Anderson, D.F.C. No. 1654 C.U. to be Nav. Leader.
S/Ldr Schofield SNO. Fiskerton posted to P.F.F.
F/Lt Kelly, D.F.C. No. 617 Sqdn. to be Station Nav. Officer, Fiskerton.
F/Lt Edwards, D.F.C. No.44 Sqdn to be Navigation Officer.
F/Lt Lascelles, D.F.C. No. 1654 C.U. to be Nav. Officer 50 Sqdn.
S/Ldr Stevens, D.F.C. Navigation Officer 97 Squadron missing on operations.
S/Ldr Galienne, D.F.C. Navigation Officer 83 Sqdn. posted to No. 8 Group – tour expired.
S/Ldr Blair, D.S.O., D.F.C. No.83 Squadron to be Sqdn. Nav. Officer.
F/Lt Martin, D.F.C. No.630 Squadron to be Sqdn. Nav. Officer.
F/Lt De Friend, D.F.M. H.Q. No.5 Group to be Squadron Nav. Officer No.57 Squadron.
[Underlined] A.P.I. WINDFINDING ATTACHMENT [/underlined]
This is a new instrument, designed to enable navigators to find a very accurate w/v over a short period of time. The instrument gives a reading to the nearest hundredth of a nautical mile and is very simple to use. The w/v is found by the closed ground circuit method, i.e. pass over a datum point, complete an orbit of 3 – 5 minutes duration and again pass over the datum point at the same height and on the same heading.
Numerous tests have been carried out by R.A.E. Farnborough and the average vector error of 63 winds found, checked by smoke puff w/v’s, was 3 m.p.h! Nos. 9 and 467
(Continued on page 6, col. 2)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 5.
[Page break]
RADAR/NAV
[Underlined] GEE [/underlined]
Gee ranges during the month have been considerably better than of late, probably due to the introduction of the 27 units into Squadrons. However, it is still noted that some Squadrons are capable of obtaining Gee to far greater advantages than others. This is mainly due to the attention paid by these Squadrons to the importance of constant training in reading signals through jamming or grass. Squadrons not so successful may well keep this in mind.
Serious consideration is now being paid to the probability of bombing on Gee, particularly when weather conditions in Northern France prevent a visual attack. The success of such an attack depends upon each individual Navigator taking part. Every effort must be made by each Navigator to develop the technique required in this type of blind bombing and to familiarise himself with the setting up and manipulation of the Gee Indicator. No Navigator should be satisfied until at least 75% of the Gee practice bombing runs he makes are within a quarter of a mile of the Aiming Point. Don’t waste your opportunities, the Watch Office on your airfield is as good a target as any, and every return to base in daylight should be turned into a Gee practice bombing run. Station Navigation Officers are to watch this point.
This month has brought us news of yet another Gee chain – the Channel chain, intended to give more accurate facilities over the Pas de Calais and Paris areas. Locking tests are being carried out and its facilities will be available on the RF.27 Unit in a short time. Lattice Maps are now available, and Stations should see that they have sufficient quantity of stock before the chain is made available. These Lattice Maps are 500:000 topographical maps overprinted with lattice lines. It is appreciated that, although the maps are not ideal from a Bomber Command standpoint, the demands of A.E.F. and T.A.F. had to be met and a compromise reached. A word of warning – the C lattice lines on the Channel Chain Series Maps are coloured BLUE. This is due to the green colouring of the map which prevents Green lattice lines being overprinted.
[Underlined] H 2 S [/underlined]
With the longer range targets now being attacked, H 2 S is once again coming to the forefront. Although Gee continues to give abnormal ranges, it still remains for the H 2 S Navigators to provide the majority of broadcast winds. Stress is therefore to be made in all stages of training on the navigational use of H2S, and its importance in windfinding.
With the numerous short range targets that have been recently attacked, considerable slackening off in the use of H2S has been noted. This was particularly evident in the raid on STUTTGART on July 28/29th, when the average number of H2S fixes taken by each by each operator on two Squadrons in the Group amounted to four. It is apparent that H2S operators on these two Squadrons, quite content with going round on Gee on short range targets, thought the same method could be applied in the case of a long range target and just didn’t make use of H2S to the full extent. H2S is the best Navigational aid produced, and it is a sheer waste of man hours in servicing if operators are not using it to best advantage. In addition operators on H2S Squadrons must remember that the non H 2 S Squadrons are dependent on them for broadcast winds when out of Gee range. Drastic action may have to be taken against operators who continue to regard H2S as a mere plaything and don’t use it to advantage.
Whilst emphasis is to be placed on the Navigational use of H2S, blind bombing is not entirely to be disregarded. An H2S Blind Bombing Competition is being held monthly and all Squadrons have been asked to participate. By means of this competition, a keen spirit of rivalry should be developed amongst the Squadrons and Bases, and some idea of the Group average error in blind bombing obtained. 54 Base have been carrying out trials during the month on blind marking by Wanganui flares, the idea being to lay an initial line of Wanganui flares downwind across the target and assess it for line. If correct, the backers-up line up visually on the initial line and release blind for H2S for range only. These trials have proved that by this method the concentration of Wanganui flares across the target can be kept within a band 1/2 a mile wide. This is a great improvement on the methods used in the past.
467 Squadron are now being equipped with H 2 S and it will be interesting to note the capabilities of the Australian crews on this equipment. Although training progress is slow due to heavy operational commitments, the Squadron does not lack enthusiasm for the equipment, and it may be well for the other Squadrons to look to their laurels.
NAVIGATION TRAINING
The total hours flown on navigational exercises during July were probably higher than ever before. In one night’s flying 218 hours were clocked by 52 aircraft on cross countries (including bombing). Several Command Diversions have been carried out, which have proved excellent training, especially in the use of Gee as the routes have been near enough to the continent to encounter jamming. Unfortunately they do not provide good H 2 S or searchlight training.
Considerable difficulty has been experienced by some pupil Navigators when using the Swinderby 6 minute system. The system was designed to assist the pupil in achieving speed and accuracy of work. This has been achieved in the main, but unfortunately a few pupils have become thoroughly confused and have not used fixes, wind velocities obtained, etc., in an intelligent manner. The 6 minute system is now not being used by any Navigator until he reaches the final stage of his Conversion Unit training. This is an experiment and we are now waiting to see if an improvement in the general standard of Navigation results.
Almost all aircraft in the Base are now fitted with API’s. Very little trouble has been experienced with these instruments and navigators arriving at Squadrons should now be 100% conversant with the use of them. If they are not, let us know immediately and action will be taken.
The Base is now training 75% of the input on H2S. The air training has had to be reduced for each crew, but every H2S crew passing out should have sufficient training to enable them to fly with the equipment immediately they reach the Squadrons – so relieving the Squadron Radar-Navs. of the basic ground training.
The “drive” on accurate windfinding, particularly for practice bombing still continues. The average vector error attributed to wind finding is the same as last month’s figure, i.e. 8 miles per hour. Every effort is being made to reduce this figure and our target for next month is a mean vector error of 5 m.p.h.
[Underlined] NAVIGATION (Continued from page 5.) [/underlined]
Squadrons have also tested the accuracy and efficiency of the instrument. All the crews concerned obtained equally good results.
It is unfortunate that the instrument can only be used effectively by completing a ground circuit, it cannot therefore be used for obtaining normal Navigational winds. We shall, however, be able to find a very accurate bombing w/v in the target area. A quota of A.P.I. attachments have been demanded and will be fitted to as many aircraft as possible.
[Underlined] PRACTICE BOMBING WINDs [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is as shown in the adjoining table.
Average Errors: Squadrons – 7.5
Con. Units – 8.0
The Con. Unit figure is the same as last month’s, but the Squadrons average error has increased by 1/2 m.p.h. There is a very noticeable improvement in No. 57 Squadron, who have reduced last month’s error by 3 1/2 m.p.h.
[Table of Average Vector Error by Squadron and Conversion Unit]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 6
[Page break]
ENGINEERING
[Underlined] GENERAL [/underlined]
Again a large number of sorties has been carried out, and this has called for big efforts to maintain the normal high standard of serviceability. Enemy action damage forms quite the greatest cause of unserviceability, and C.T.O’s are to review carefully each aircraft which appears to be a CAT. AC. If it is at all possible the repair must be carried out by the unit, if normal maintenance commitments permit, as otherwise larger numbers of aircraft will be stacked up on the CAT. AC. repair list, the Contractors (C.R.O) will become overburdened and long delays will take place before the aircraft is back in service. The striking force will then be reduced accordingly, as replacements for the CAT. AC. awaiting repairs will not be available in sufficient numbers. Base Engineer Officers and Chief Technical Officers must watch this trend and take the action which will give the highest serviceability.
[Underlined] DEFECTS [/underlined]
Cancellations and Early Returns which were due to matters concerning the Engineering Branch reduced the Group effort by 1.29%. Whilst the majority of these were due to defects which will be covered by modification action in the course of time, at least five should not have occurred and could have been prevented by more efficient servicing. The responsibility for three rests with the electricians and two with the fitters. The total Group summary of defects will be passed to Stations separately. No.50 Squadron is the only Squadron which went right through the month without a single operational failure due to Engineering, and is given a “big hand”.
The failure of the pipe oil relief valve to dual drive should be entirely eliminated with the fitment of the rubber connections in accordance with Headquarters, Bomber Command modification Merlin/2.
[Underlined] MAINTENANCE EQUIPMENT [/underlined]
Many improvements are being effected in the design of ground equipment and ideas which have emanated from stations in this Group have been accepted for general application. For instance, the Wheel Transporter designed by R.A.F. Station, Fiskerton, has been accepted and in the near future should be issued to all stations. This device enables one man to transport a wheel fairly easily over short distances, and the transporter being also the carriage whereby the wheel is offered up into position on the aircraft, this gives a large saving in man power.
A Power Plant Transporter will be available in limited supply within the next few weeks and will enable two power plants to be moved at a time, the loading and unloading being comparatively simple and not requiring a crane. Adaptors will also be issued in due course to enable wheels or propellors to be moved on this same chassis. This item of equipment covers a long felt need in transporting the items mentioned, and was devised originally by 51 Base, Swinderby.
It is pleasing to see Bases taking the initiative in the manufacture of such items as Sand Blasting Machines so that an up to date sparking plug bay can be organised at each Base. Sufficient of the modern torque load tests are now available at each Base sparking plug bay, and when each is fully equipped with the items required to clean sparking plugs in an up to date manner, a great saving in personnel will be possible as the cleaning, gapping and testing of 1,000 plugs a day is a reasonable proposition with this modern equipment.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Stirling and Lancaster Aircraft Serviceability]
DECORATIONS
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/Sgt J.J. SHIPLEY D.F.M.
P/O W.R. HORNE D.F.C.
[Underlined] 49 SQUADRON [/underlined]
P/O C. LACEY D.F.C.
P/O W.R. GREEN D.F.C.
F/O G.P. LACE, D.F.M. D.F.C.
F/O R.L. BIENVENU D.F.C.
[Underlined] 61 SQUADRON [/underlined]
F/L A.W. DOUBLEDAY, D.F.C. D.S.O.
P/O D.E. WHITE D.F.C.
[Underlined] 97 SQUADRON [/underlined]
A/W/C J. SIMPSON D.S.O.
W/O R.M. CLARK D.F.C.
A/F/L G.F. BAKER, D.F.C. Bar to D.F.C.
F/O A.H. JONES D.F.C.
[Underlined] 463 SQUADRON [/underlined]
W/Cdr R. KINGSFORD-SMITH, D.F.C. D.S.O.
Sgt K. De H. HAMBLIN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O S. JOHNS D.F.C.
[Underlined] 617 SQUADRON [/underlined}
F/O N.R. ROSS, D.F.C. D.S.O.
F/O W.A. DUFFY D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O F.F. MOLINAS D.F.C.
Sgt T.F. FROGLEY D.F.M.
TRAINING
The intensity of operations in July was well-matched by the strenuous efforts of 51 Base to provide a maximum number of crews for Squadrons. The total of 150 crews trained and over 9,000 hours flown provided the highest figures in the history of the Base. [Underlined] The target for August is as many crews as Instructors, aircraft and weather can produce. [/underlined]
Gunnery was well to the fore. The training in Early Warning Devices was intensified and fighter affiliation was given a high priority. The Stirling Conversion Units returned a record figure of exactly 1,000 Gyro exercises during their affiliation. The categorisation of Gunners was introduced towards the end of the month and 51 Base in future will pass all gunners to Squadrons with a category which will be an invaluable guide to Base and Squadron Gunnery Leaders.
The categorisation of gunners follows closely on the bombing categorisation which has already proved its worth. Incidentally, 1660 Conversion Unit set a new record within the Base by returning an average error of less than 200 yards for all crews bombing in June. Proposals are in hand for the categorisation of the remaining members of the crew.
Instructors pressed on steadily with navigation and H2S training and 75% of all crews are now being trained to use H2S. The importance of accurate navigation is not being overlooked because crews commencing training now will be starting in Squadrons as the longer nights and the longer trips come along.
The standard of instructors is receiving special attention and the early formation of the Bomber Command Instructors School which 5 Group has campaigned for over a long period will give new Instructors a greater opportunity to get into their stride quickly and on the right lines. Until the school is in full operation, Flight Commanders can help new instructors tremendously by flying with them when they are giving dual, and passing on advice from their greater experience after the flight is over.
[Underlined] NEW CREWS IN SQUADRONS [/underlined]
The policy of giving new crews a short period of supervised training in Squadrons to “put on the final polish” before they operate has proved successful. During the month the Instructors attached to Bases completed the training of 134 new crews and carried out thirty-one 10 and 20 sortie checks.
The corkscrew received considerable attention in the Squadron training and 51 Base welcomed constructive criticism and suggestions to ensure uniformity on instruction. In the light of tests carried out by the instructors in the operational Bases, 51 Base is making a special point of checking the speed and angles of bank in the corkscrew and emphasising the importance of the bomber making good a mean track during fighter affiliation. One or two crews have been finishing up almost on a reciprocal after being engaged by a fighter.
[Underlined] NIGHT AFFILIATION WITH HURRICANES [/underlined]
To make night affiliation with Hurricanes easier the fighters of 1690 B.D.T. Flight which had been detached to Operational Bases were centralised as Scampton under S/Ldr. Munro, D.S.O., D.F.C., formerly of 617 Squadron. The fighter pilots put in some intensive night
(Continued on page 9, col. 2)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 7
[Page break]
A VISIT TO NORMANDY
There are few of us who can accept the speed of air travel as a commonplace thing. To be at one minute in Group Headquarters, studying the detailed maps of the aiming points in the late afternoon, and then to be having supper with the noise of the Normandy guns rumbling in the distance, gave one a feeling which, to say the least, was uncanny.
We picked up our Dakota at Northolt and crossed the French coast just East of the Cherbourg Peninsula. Flying along parallel to the coast it was evident that the task of unloading was still priority job No.1. Many landing strips were passed – I believe there are about 15 in all – looking very neat and tidy from the air. They are mostly single runway strips made from the rich brown earth which has been levelled and rolled, and provide a very good surface.
We landed on a strip North-West of Caen, and were transported to the Headquarters of the 2nd Army. The camp was quite small, being situated in a field, and relying on tents for its main accommodation. The Messes were semi-dugouts, but nevertheless quite comfortable. The dinner was excellent and was finished off by some very good Camembert cheese, made in Normandy.
The organisation of the staff of the Headquarters was very similar to a Bomber Group staff. The bulk of the planning was done by the Chief of Staff, who had to advise his various specialist officers, e.g. Plans, Intelligence, Artillery, Equipment, Engineering, C.S.O., etc. The nerve centre of Headquarters is the Operations Room, which consisted of four caravans in a square, the centre of which was covered over, thus forming a central room with four control rooms. Contact with forward troops and armour is maintained by R/T and W/T and all communications of progress or otherwise, terminate in this Operations Room, where a complete state of the advance is maintained.
We had a talk by the Intelligence and Operations Officers, who put us in the picture as to the disposition of our own and the enemy troops, and finally by the Chief of Staff, who detailed to us the plan of attack and what we were out to achieve. The main object of the bombardment, which was to take place early the next day, was to pulverise the positions South-East and East of Caen that our armour could move through with ease, and thus enable the bulk of our weight to cross the River Orne, and join the general advance Southwards. A great factor in the success of this operation was the absence of German Air Force activity. Through lack of space East of the Orne the bulk of our troops and armour had been drawn on the Western Banks with the vehicles right up to the actual Bridges, ready to move over as soon as the force on the Eastern side of the river had vacated their ground by moving South. Had the enemy reconnaissance spotted these columns, then no doubt the success of our attack would have been seriously impaired.
On the way to our tents we saw a lot of ant-aircraft activity in the form of tracer, star shells and heavy flak, and in addition there was a perpetual rumble of heavy guns operating on the front South-West of Caen.
We were called at 03.30 hours, and after breakfast set out in cars for a hill position to the North-West of the iron foundry at Colombelles, which was one of the 5 Group aiming points. The weather looked favourable, there were only very local patches of fog, and there was a clear sky. The journey was started in darkness, which was rather frightening as there was a vast amount of traffic on the roads, and only the very minimum of lighting was allowed. Dawn broke and the weather was still holding as we passed through village after village on route to our view point. The villages varied considerably, some having sustained only minor damage, whilst others had been virtually flattened. The stench in some of these ruins was appalling and was due to the dead animals and human beings buried in the ruins, and which we had not yet had time to extricate.
Eventually we drove into a wood, and parked the cars, and walked up through a village, past a ruined chateau, to our vantage point, where we could see the factory quite clearly. As we were arriving the artillery, which was some 1,000 yards behind us, started attending to the German anti-aircraft positions. To our unaccustomed ears the din was terrific, although an A.A. Officer, who was with us, said that was merely a softening up process and that the really heavy barrage would not start until H Hour, which was 07.45.
Our photographic Mosquito formed the vanguard of the mass of Heavies, which we could hear approaching. Then came a red T.I., from an invisible Mosquito, and shortly afterwards a yellow T.I., dropped by the P.F.F. Master Bomber, fell across the aiming point. The hum of Merlins had now developed into a roar, and the Lancasters came in an absolute horde. You could see the bombs leaving the aircraft and we saw the first four sticks fall straight across the factory. It was a grand sight to see the red flashes of light sweeping one after the other throughout the length of the aiming point, but unfortunately that was just about the last glimpse we had of any ground detail, for columns of smoke and dust arose and blocked out everything.
The newspapers have already described the bombardment and I cannot improve on their eloquence. The Heavies were in a continuous stream for some 20 minutes, and the noise, and particularly the feel of the blast, was out of all proportion to what one had anticipated. Then came the Mediums, Marauders and Bostons, dropping fragmentation and other non-cratering bombs over the central area, over which our troops and armour would advance, and then the American Heavies, in silver formations against a clear blue sky. Typhoon dive bombers were also in the fun; you could see them wheeling in the sunlight at about 8,000’ before they turned into their headlong dive and disappeared in the mushroom of smoke. So widespread was the dust and smoke that even where we were we all looked as if we had just come out of a flour mill.
At 07.45, which was the H Hour for the advance, the artillery opened up at full blast. We were directly between them and their objective, and there was a perpetual scream of shells going over our heads.
We watched the bombing for about three hours and then walked back to have a look at the chateau behind us. This had been a fine old residence, but had been severely damaged. It had been vacated at very short notice and contained some fine old furniture, in the way of old oak armchairs and long settles. However, all furniture, crockery, children’s toys, books and papers had been blasted about the rooms, which were sometimes two feet deep in debris. One odd thing which I saw just outside the chateau was a lock of human hair tied with a piece of pink ribbon. One wondered what story lay behind it.
We then walked back to the village and had a look at the gun positions. The guns were literally everywhere, and the crews were heaving shells in, pulling the string, and heaving in the next one, as fast as they could go. At close range you felt the blast hit you in the eyes and then heard a sharp report.
We then drove down the coast and on the way passed guns firing away incessantly. One would drive along a road and find a dozen or so lined up against the hedge and shooting over your heads, and yet it is odd how human beings, and even animals can accustom themselves to this din. What children there were didn’t seem to mind the noise, and in one field with approximately a dozen guns in it, there were four horses grazing quite unconcerned.
At the coast we looked around a German coastal concrete blockhouse, which was underground for the most part, and was very well equipped with central heating, air conditioning and periscope.
We then drove along to Arramanches, where we saw a conversion from a seaside resort to a busy port. Two concrete moles, each approximately a mile in length, had been towed across, piece by piece, and sunk into position to form an outer protection to the port. Inside these moles was the main dock consisting of a large concrete and iron structure, some 500 yards long and 50 yards wide. This had massive superstructures, cranes and derricks, and was handling cargoes from the large vessels which lay alongside. This quay was situated about 1/2 mile from the shore and parallel to it, and was connected to each end by large pontoon slipways, over which was a constant stream of heavy traffic to and from the ships. The whole installation had been towed over from this country, piece by piece, and assembled.
We had a quick snack at the dockside and then went down to Bayeaux [sic], a fine town which had received no damage at all, and which our forces had taken on the evening of D Day. Food was plentiful here, the shops being well stocked with bread, cheese and farm butter.
We returned from Bayeaux [sic] to the Headquarters of the 2nd Army, where we arrived about 5 o’clock. Roads everywhere were full of troops and amour on the move. The roads were dusty and tanks threw up vast clouds of dust which temporarily reduced visibility to nil. On arrival at the Headquarters we went straight to the Operations Room and learned that as far as could be ascertained, the
(Continued on page 9, col. 3)
5 GROUP NEWS. NO.24. JULY, 1844. PAGE 8
[Page break]
ACCIDENTS
During July 37 aircraft were damaged to an extent which rendered them unserviceable for more than 48 hours. 11 were the result of accidents known to be avoidable. Some of the others are classified as obscure at the moment, as investigations are incomplete, but will be recategorized later in the month.
Of the avoidable accidents 4 occurred in Squadron aircraft and consisted of 3 CAT AC. and 1 CAT E. 6 were damaged in 51 Base – 2 CAT AC., 3 CAT E. and 1 CAT B., and 1 was a CAT AC. Hurricane of 1690 Flight.
Classifications are as follows:-
Taxying – 3
Overshoots landing – 2
Swings landing – 2
Swings taking off – 1
Other taking off errors – 1
Miscellaneous – 2
Excluding those accidents at present unclassified, there were two fewer “avoidables” in July than in June, and, what is more, the past two months have produced a far smaller of this type of accident than the average for March to May. Keep it up and we will reach the top of the Bomber Command ladder and remain there.
Here is a selection of the month’s avoidables:-
[Underlined] TAXYING. [/underlined] A Lancaster was taxying down a runway where another was stationary (compass swinging) in broad daylight. The pilot made the old mistake of assuming he could get past. He didn’t – until his wing smashed the nose of the other aircraft.
A Stirling was returning to dispersal. The pilot reports he was unable to throttle back his port outer engine. He ran off the track and hit an oil bowser.
[Underlined] OVERSHOOTING. [/underlined] At night a Mosquito overshot a 1400 yards runway in good visibility. It entered the overshoot area and as then taxied back through a wire fence. No taxying light was used. This speaks for itself.
A Stirling pupil on his first solo was caught out in bad weather and after trying various airfields finally found one where he attempted to land. He overshot mainly because of poor visibility.
A Stirling on 3 engines was deliberately swung when the pilot saw he was going to overshoot. Deliberate swinging is now forbidden, and all pilots are to take note. The aircraft must be kept straight. There is far less risk of serious damage when the overshoot area is used. A swing almost invariably results in broken undercarriage legs.
[Underlined] SWINGS. [/underlined] A Lancaster rudder pedal slipped when the pilot was levelling off for a landing. The result was a violent swing which broke the undercarriage. All Lancasters are now being modified to prevent rudder pedals slipping out of the ratchet at critical moments.
In bad visibility a Stirling on 3 engines made an approach to the wrong runway. At 200’ he realised his mistake and went round again with difficulty. The aircraft was diverted to another airfield where it approached at an angle to the runway. A heavy landing was made and the aircraft swung and crashed. Cloud base was down to 600’ – visibility 3 miles – accident still under investigation.
[Underlined] OTHERS. [/underlined] A Stirling had just taken off when violent juddering was experienced. The pilot throttled back and landed in the overshoot area – CAT E. – nothing has been found wrong technically. Instructors should warn pupils before going solo of the common causes of juddering on take off. This is the second accident of this nature in 6 weeks.
A Verey pistol was accidentally fired off in an aircraft. It did quite a bit of damage. The full facts are not yet known but it is evident someone was careless.
A Lancaster pilot jettisoned his bombs too low and sustained damage to his aircraft. He landed safely at base.
[Underlined] SILVER LANCASTER COMPETITION [/underlined]
July begins the second leg of the Silver Lancaster Competition. So far, the Units stand as follows (it must, however, be remembered that this list is subject to revision when the full facts of all accidents for July are known): 49, 50, 57, 106, 61, 619, 207, 467, 463, 97, 83 – all [underlined] NIL; [/underlined] 9, 44, 617, 627 – 1 avoidable accident each; 1660 – 5; 1661 – Nil; 1654 – 3; L.F.S. – Nil; 1690 Flt. – 1.
[Underlined] CATEGORISATION OF DAMAGE – FORMS 765(C) [/underlined]
The first of July saw the new aircraft damage category – A (R) - come into force. Many units have completely ignored the order which was an amendment to A.M.O. A. 1348/43. All Units are reminded that aircraft under this category are not counted against them in the Bomber Command accident ladder, so it is definitely to their advantage, and to the Group as a whole, that the Forms 765 (c) should be correctly made out. Aircraft affected are those which have had a replacement of a major component (e.g. engine, propellor, rudder), as a result of an accident, [underlined] in 48 hours. [/underlined]
[Underlined] TRAINING (Contd. From page 7, col.3) [/underlined]
training and logged over 30 hours night flying in a week, so that they are now ready to tackle any crew the Squadrons like to put up. Full details of the organisation and procedure have been issued and Squadrons are urged to take advantage of this first class facility. From now on the policy must be NIGHT AFFILIATION IS ON EVERY NIGHT.
Operational crews had little opportunity for further Squadron PRACTICES because of operations. Some useful work was done, however, in between sorties. Incidentally Flight Commanders should note that the term PRACTICE is to be used instead of TRAINING for non-operational exercises done by Operational crews. This Command ruling makes the distinction between operational crews who are fully trained and who are “practising” to improve their standards, and new crews under training who have still got something to learn.
EQUIPMENT
[Underlined] RETURN OF EQUIPMENT BY UNITS TO M.Us & R.E.Ds. [/underlined]
Complaints have been received from No. 40 Group that Units are not carrying out instructions in returning serviceable and repairable equipment to M.Us and R.E.Ds.
The attention of Equipment Officers is again drawn to A.M.O. A. 736/43 as amended by A.M.Os. A.1132/43 and A.210/44, also to Bomber Command Equipment Staff Instruction No. 35. These A.M.Os and Instructions give full details on the returning of serviceable and repairable equipment, and must be complied with.
The following points are specially important and every Equipment Officer must make certain that these are carried out:-
(a) Except for Quartz Crystals, [underlined] all [/underlined] Cat.C. equipment in Section 10 must be returned to No. 3 R.E.D.
(b) Items for which there are special transit cases, must be packed in these cases.
(c) Items in 1A and E should be returned to G.E.Ds.
(d) Cat. A. items are to be packed and vouched separately from other unit returns.
(e) Separate vouchers for each Vocab. Section.
(f) [Underlined] ALL [/underlined] equipment must be labelled.
(g) Cases addressed to particular sites should only contain equipment for those sites.
Every Equipment Officer should make certain that his staff knows and carried out all the instructions on the return of equipment, since equipment turning up at the wrong M.U. causes great delay to that M.U’s work.
[Underlined] PLATFORMS, AIRCRAFT INSPECTION [/underlined]
Attention is drawn to A.M.O. N. 714/44 dealing with the introduction of a new type of Inspection platform for Lancaster aircraft.
[Underlined] A VISIT TO NORMANDY [/underlined]
(Continued from page 8, column 3)
battle was going well. Our advances were better than originally hoped for, and the Army were extremely pleased with the bombing. Little resistance had been met in the area North-East and East of Caen, but considering the attention given by our aircraft and artillery this fact is not surprising.
Unfortunately we were not allowed to go and see results of the bombing even though our forces had moved through the positions, so we returned again to our landing strip, after making our farewells and thanks to the officers who had extended their hospitality to us, and looked after us so well. The Dakota awaited us and we took off again for Northolt, leaving behind us the battle area, which was still shrouded in dust and smoke.
The main thing which struck me throughout the visit was the atmosphere of efficiency which dominated everywhere. The running of the camp, traffic control, organisation of salvage and supply dumps, gave one the impression that everyone had a job to do, knew what that job was, and was wasting no time in getting on with it.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 9
[Page break]
AIR SEA RESCUE
During July three aircraft of the Group are known to have come down in the sea. “H” of 630 Squadron hit the sea when returning from operations at a low altitude, there were two survivors. A Mosquito of 627 Squadron ditched off Cherbourg – the full story of this is not yet available as the crew is still in Normandy. “C” of 207 Squadron crashed into the sea whilst jettisoning bombs.
There were several unusual aspects of the ditching of “H” of 630 Squadron which are the subject of a formal investigation. At the time of the impact the aircraft was flying at 200 – 210 m.p.h. and the crew were not at their usual stations because of an intercomm failure. The Navigator and Air Bomber were sitting up at the Navigator’s table and the Wireless Operator was forward without Mae West or parachute trying to rectify the intercomm failure.
Fortunately the sea was calm and the Pilot, Air Bomber, Wireless Operator and Navigator got out. The fuselage broke in half and the Rear Gunner, whose turret was on the beam, succeeded in leaving after he had gone under a few feet. The Rear Gunner did not contact the other survivors until an hour after impact.
On leaving the fuselage, the Navigator made the Wireless Operator get into the dinghy first; when the Navigator followed the dinghy sank below the surface. As the Wireless Operator had no Mae West the Navigator left him to get what support he could from the dinghy and rejoined the others holding on to the aircraft.
After approximately 30 minutes the fuselage sank, and the Navigator calling to the others to follow him, swam across to the dinghy which had drifted some distance away. The Pilot and Air Bomber never reached the dinghy and the Navigator set out to look for them but was forced to give up when overtaken by cramp. These two were not seen again.
By chance the Navigator found the “Makers” Pack and knowing it contained the signal pistol and cartridges he tried to open it. The Rear Gunner appeared making his way to support the Wireless Operator, who was in a bad way. After a two hour struggle, the Navigator succeeded in extracting the pistol and cartridges and 40 minutes after firing the first signal a Naval trawler picked up the Rear Gunner and Navigator, who had been 3 1/2 hours in the water. The Wireless Operator, in spite of the Rear Gunner’s efforts, had succumbed.
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Table of Safety Drill Competition Results by Base and Squadron]
[Underlined] Note: [/underlined]
In June a total of 390 aircrew were rescued from the sea against 240 (47.2%) in May. Unfortunately the precise number of unsuccessful incidents is not known and so the percentage of aircrew saved cannot be expressed. In addition 243 non-flying personnel were saved – 218 in the Channel area. Air Sea Rescue aircraft flew 1,176 sorties in the Channel Area alone!
RECENT GOOD SHOWS
Whilst on a daylight operation, an aircraft of 106 Squadron flown by F/Sgt. Netherwood was severely damaged by flak. He was forced to feather both port engines. The port wing and tyre were damaged and hydraulics rendered unserviceable, but in spite of this, F/Sgt. Netherwood carried out his bombing run successfully, completed his attack and, showing great skill, flew his damaged aircraft back to Base where he made an emergency landing without further damage to his aircraft or injury to his crew.
F/O McCracken of 49 Squadron was returning from a night operation when his aircraft was attacked by an enemy fighter. The trimming tabs. A.S.I., intercomm., R/T, hydraulics and D.R. Compass were rendered unserviceable. Fires were started in the two inner engines and in the bomb-bay and the Navigator and two Gunners were wounded. The fires were extinguished, and in spite of the damage to his aircraft, F/O. McCracken flew back to this country and carried out a successful landing at an emergency airfield.
An aircraft of 61 Squadron, piloted by F/O Aukland, collided with another Lancaster over the target. Both port engines and the port main plane were severely damaged. Showing fine airmanship P/O Aukland flew the aircraft back to this country where he made a successful emergency landing.
Another pilot in 61 Squadron P/O Hallett, carried out a successful landing in difficult conditions. He aircraft had been heavily engaged by enemy defences and the Rear Gunner was wounded, the port tyre punctures and hydraulics rendered unserviceable. In spite of this damage, P/O Hallett carried out a good landing without flaps or brake pressure.
AIRCREW VOLUNTEERS
(a) New Volunteers.
(b) Accepted by A.C.S.B.
(c) Posted for training.
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 10
[Page break]
AIR BOMBING
[Underlined] “A MISS IS AS GOOD AS A MILE” [/underlined]
There has been an increase in the number of attacks carried out against Flying Bomb sites, stores and rocket sites. To bombing crews, these targets present a difficult problem. They are extremely well camouflaged, small and heavily fortified and further, suffer negligibly from blast damage. In consequence, a stick of bombs that fails to make a direct hit is of no value. The “misses” on marshalling yard bottlenecks may do damage to railway tracks, wagon sheds and rolling stock. Misses on aerodrome hangars may crater runways, damage dispersed aircraft and spread chaos in the ‘communal site’. Misses against Flying Bomb installations, however, merely make holes which can be filled in.
It is, therefore, essential that all crews make the most accurate attacks within their power, and realise that a miss will have no value at all – there can be no ‘fluke’ damage.
Owing to repeated operations and poor weather, there is but limited opportunity for bombing practice at the bombing ranges, so every advantage must be taken of the exercises completed.
A detailed analysis must follow each practice to eliminate all faults both human and mechanical.
Air Bombers must examine their bombsights in accordance with 5 Group Aircraft Drills, (Drill No. 9, Appendix “C”) at every opportunity and further ensure that the operational procedure as detailed in Drill No.3 is carried out conscientiously.
If all this is done, it will naturally follow that the sticks of bombs aimed at these enemy installations will be more accurate.
They are not impregnable but they are impervious to near misses.
Direct hits are being obtained only by A+ or A crews. There are far too few of this category at the Group’s disposal. A determined effort must be made by every crew to strive for this category from the initial exercise attempted in 51 Base. Every crew that fails to obtain an “A” exercise at any practice must, in conjunction with the Bombing Leader, discover the reason why.
Remember! ONLY DIRECT HITS WILL CAUSE DAMAGE!!!
[Underlined] CREW CATEGORISATION [/UNDERLINED]
A+ Crews – 85 yds or less
A Crews – 140 yds or less
B Crews – 210 yds or less
C Crews – 280 yds or less
D Crews – Over 280 yds.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
Congratulations to F/Lt. MATHESON and crew 49 Squadron, on obtaining the first A+ category with the Mark XIV Bombsight!
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Squadron and Conversion Unit]
[Underlined] JULY’S OUTSTANDING CREW ERRORS [/underlined]
Apologies are due to 1661 Conversion Units, R.A.F. Station, WINTHORPE. In last month’s NEWS 2 excellent crew errors of 1661 Conversion Unit were credited to 1654 Conversion Unit. This was indeed unfortunate as the error of 53 yards obtained by F/Sgt McKechnie and crew was a Unit Record. Once again only Crew Errors below 80 yards can be recorded.
Squadron or Con. Unit Pilot Air Bomber Navigator Error at 20,000 feet (in yards)
44 F/O Cartwright F/O Beaton F/O Olson 69
F/O Freestone F/O Woollam Sgt Gage 68
49 F/O Russell Sgt Reid Sgt Millar 79
F/L Matheson F/O Mathews Sgt Launder 60, 59 & 75
106 F/L Taylor P/O Power F/S Watson 39
83 F/O Meggeson P/O Franklin F/O Wicker 47, 72 & 57
97 F/O Edwards F/O Barker F/L Burt 57 & 66
83 F/O Kelly Sgt Burleigh F/O Irwin 79
463 P/O Garden F/S Murrell W/O Turner 79
1654 F/S Wilson Sgt Stuart F/O Howarth 74 & 76
F/O Hughes Sgt Buxton Sgt Dunckerly 72
Sgt McGregor Sgt Bache Sgt Chadwick 62
1660 F/S Herbert F/O Cleary Sgt Maxwell 78
Sgt Hart Sgt Bell Sgt Green 53
F/O Joplin F/S Hibberd Sgt Fish 45
F/S Harper F/S Williams Sgt Cooper 71
1661 F/S Hayler Sgt Hearn P/O Winterburn 69
F/O Judge F/S Gore P/O Cook 71
Congratulations are extended to F/O MEGGESON and crew (83 Squadron) and F/Lt. MATHESON and crew (49 Squadron) for each obtaining 3 outstanding crew errors using the S.A.B.S. and Mark XIV Bombsight respectively.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 11
[Page break]
AIR BOMBING (CONT.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
Congratulations to 1660 C.U. Swinderby, the [underlined] FIRST [/underlined] Conversion Unit to achieve the average crew error for a month of less than 200 yards.
[Underlined] 627 Squadron [/underlined] report an outstanding dive-bombing exercise by F/Lt BARTLEY – releasing at 500 ft.- his average error was 5 1/2 yards.
[Underlined] 54 Base. [/underlined] W/Cdr. JEUDWINE, carrying out an initial exercise in a Lightning aircraft, dive bombing, averaged 9 1/2 yds. for 6 bombs.
[Underlined] 44 & 619 Squadrons (R.A.F. Stn. DUNHOLME) [/underlined] Station Armament Officer has sectioned one of each type of fuse in use and these are displayed in the Bombing Offices.
[Underlined] 1661 C.U. (F/LT PRICE). [/underlined] P/O HARROP and crew obtained direct hits on Flashlight Bullseye target at Bristol on night of 29/30th July.
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] WAINFLEET BOMBING RANGE. [/underlined] 4407 bombs aimed by 923 aircraft.
[Underlined] EPPERSTONE BOMBING RANGE. [/underlined] 1666 bombs aimed by 285 aircraft.
[Underlined] OWTHORPE BOMBING RANGE. [/underlined] 1535 bombs aimed by 287 aircraft.
[Underlined] BOMBING LEADERS CORNER [/underlined]
[Underlined] F/O CAMPBELL, D.F.C. [/underlined] (Aircrew School – R.A.F. Station Scampton) has moved to No. 9 Squadron as Bombing Leader, for his 2nd tour.
[Underlined] F/L NUGENT [/underlined] becomes Bombing Leader to 61 Squadron.
[Underlined] F/LT McDONALD, [/underlined] tour expired, has moved to H.Q. No. 6 Group.
[Underlined] F/LT BILLINGTON [/underlined] (207 Squadron) has moved to 54 Base.
[Underlined] P/O LINNETT [/underlined] becomes Bombing Leader to 207 Squadron.
[Underlined] F/LT ASTBURY [/underlined] (617 Squadron) is tour expired and has moved to H.Q.54 Base to supervise S.A.B.S. training.
F/O FOULKES (630 Squadron) has succeeded F/Lt Farara as Bombing Leader.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
[Underlined] F/O NUGENT [/underlined] was 5th on No. 85 Course with “B” Category.
[Underlined] F/O NAWELL [/underlined] (463 Sqdn.) and [underlined] F/O FOULKES [/underlined] (630 Squadron) were 2nd and 11th respectively on No. 86 Course with “B” Categories.
[Underlined] F/O McMASTER [/underlined] (1654 C.U.) was 12th with “B” Category on No. 87 Course.
[Underlined] THE BOMBING COMPETITION [/underlined]
Maximum entries were obtained in the Competition this month; the results are below. 52 Base are to be congratulated on obtaining the first 3 places in the Squadron Competition.
[Underlined] SQUADRON COMPETITION [/underlined]
1st 49 Squadron 61 yards
2nd 44 Squadron 65 yards
3rd 619 Squadron 66 yards
4th 9 Squadron 71 yards
5th 207 Squadron 72 yards
6th 97 Squadron 88 yards
7th 83 Squadron 90 yards
8th 630 Squadron 94 yards
9th 50 Squadron 99 yards
10th 463 Squadron 101 yards
11th 106 Squadron 103 yards
12th 57 Squadron 109 yards
13th 61 Squadron 119 yards
14th 467 Squadron 128 yards
[Underlined] CONVERSION UNIT COMPETITION [/underlined]
1st 1661 Con. Unit 56 yards
2nd 1660 Con. Unit 67 yards
3rd 1654 Con. Unit 76 yards
4th 5 L.F.S. 151 yards
Congratulations 1661 Con. Unit!!!!
[Underlined] BOMBING LADDER [/underlined]
617 and 627 Squadrons maintain a bombing “ladder”; top positions this month are as follows:-
[Underlined] 617 Squadron 627 Squadron [/underlined]
1st F/LT KEARNS & CREW F/LT BARTLEY
2nd F/O DUFFY & CREW F/LT DEVIGNE
3rd F/O KELL & CREW F/LT GRAY
[Underlined] BIGCHIEF COMPETITION [/underlined]
1st A/CDR. POPE (H.Q. No.52 Base) 114 yards
2nd G/CAPT. WEIR (R.A.F. Stn. Fiskerton) 116 yards
[Underlined] ?? BOMBING QUIZ ?? [/underlined]
1. What check must you make if bomb firing switch cannot be removed from stowage, with bomb doors open?
2. What is the difference between “George” pressure and Pescopump suction as applied to the Mk. XIV Bombsight?
3. What bombing errors would you expect is the suction was low at the Mark XIV Sighting Head?
4. What Mk. XIV settings are necessary for a “Wanganui” attack?
THE LORD CAMROSE
[Crest]
BOMBING TROPHY
A silver model of a 12,000 lb. bomb has been presented to the Group by Lord Camrose. The A.O.C. has decided to award this trophy to the Squadron with the most accurate High Level bombing results, calculated on the results obtained with the Mk. XIV Bombsight between the 1st January and 30th June, 1944.
No. 50 Squadron, R.A.F. Station, Skellingthorpe, have achieved the best average error over this period and the A.O.C. will present them with the trophy as soon as possible.
The bombing trophy will be held for a period of 3 months and the next award will be announced on the results obtained between 1st July and 30th September, 1944.
The final figures for the first 6 months of the year are as follows:-
[Table of Average Crew Error by Squadron]
That line [drawing]
will cost you
a donation
to the
PARCELS FUND
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 12.
[Page break]
PHOTOGRAPHY
Though failures for the month of July show no overall increase on the month of June, actually photographic failures increased almost 100%. On the whole this was caused by the tape join on composite colour film failing to pass round the guide roller on the ‘receive side’ of the magazine, and condensation of moisture which deposits itself inside the lens front component, on the rear lens surface, or under the glass register plate during certain conditions of temperature and humidity.
The former of these two failures should be relatively easy to overcome. A thorough testing of all film magazines under power using a composite film should reveal those which will cause film stoppage. A film magazine has been sectioned and it was found that the metal of the outside casing increases in thickness towards the closed end leaving insufficient clearance for the thickness of two films and the tape. The cure for this is to request the C.T.O. to arrange for the clearance to be increased by ‘routing’ out some of the metal.
Moisture condensation has been one of the most persistent causes of photographic failures during both night and day operations, unfortunately a cure has not yet been found for cameras installed in Lancaster aircraft. Trials are being carried out, however, and much can be done by efficient maintenance. Particular care must be taken to avoid the dampness in camera muffs when these are in use.
It is evident that many defective camera units are being exchanged without N.C.O.’s reporting the defect. There is no hope of any remedial action unless failures are reported in the proper manner. Form 1022 action may appear to be a useless waste of paper, but if used intelligently and completed with all the essential information, Air Ministry will take all appropriate action to rectify manufacturing and design defects. This is particularly important because the F.24 camera is now being replaced by the American version, the K.24.
It is again necessary to remind all photographers of the importance of producing photographic results with the utmost speed, without sacrificing photographic efficiency. Photographic N.C.O.’s are to re-examine their internal organisation with the object of producing better results in less time. Where section personnel are overstaffed, this must be regarded as a temporary state, personnel surpluses are bound to be absorbed at short notice, and no replacements will be available. The volume of photographic work being produced in photographic sections has increased enormously and no operational section should complain of lack of work or variety, but the peak has not yet been reached. Increased efforts on the part of all photographic personnel will be necessary as the photographic equipment used during operations increases.
ANALYSIS OF NIGHT PHOTOGRAPHY
[Table showing Photography Statistics - Night and Day, showing Attempts and Failures by Squadron]
LINK TRAINER
[Table of Link Trainer Sessions by Squadron]
For the second month is succession there was an increase in Link Trainer Times throughout the Group, but there is still room for improvement. Special attention is again drawn to the 5 Group Link Trainer Syllabus with emphasis on those exercises with the artificial horizon and directional Gyro blanked off. Pilots should also take advantage of the Corkscrew Exercise to polish up their corkscrew procedure for the present drive on gunnery.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 13
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GUNNERY
[Underlined] CATEGORISATION OF AIR GUNNERS [/underlined]
Instructions have now been issued to Squadrons and Units to categorise all Air Gunners immediately. Gunners arriving from O. T. U. ‘s are to be categorised at Aircrew Training School and will be re-categorised at Conversion Units before proceeding to a Squadron. Squadron Gunnery Leaders will, in the future, know the capabilities of new arrivals from their categories and will be able to concentrate immediately on training the backward gunners to a higher standard and improved category. Gunners holding the higher categories will be tested and reassessed after 10 and 20 sorties, but those with the lower categories will be required to have a test every two weeks until they have graduated to a higher category. Base Gunnery Leaders are responsible for the categorisation of Gunners in Squadrons within their respective Bases, and a big improvement in the standard of Gunnery throughout the Group is anticipated.
[Underlined] OPERATIONS – COMBATS [/underlined]
As was to be expected, the Hun reacted to our continuous raids in France and the Low Countries by bringing down his night fighter Squadrons from Germany. This has resulted in increased numbers of combats on those operations where he has been successful in intercepting the stream. The large number of 57 combats tool place on the night 28/29th July, when Stuttgart was attacked. Visibility was good above 10/10ths cloud and the Group claimed 13 destroyed and 1 damaged. Other good nights were 4/5th with 36 combats, 6 enemy aircraft being claimed destroyed and 3 damaged, and 18/19th when 4 enemy aircraft were claimed destroyed. A total of 27 enemy aircraft were claimed as destroyed during the month, which is over 10% of the combats. This is a big improvement on previous months and to keep it up, at the expense of Hun Night Fighter’s morale gunners must be 100% efficient in all departments and use their sights correctly during combats.
Successes have been achieved by those gunners who have used their equipment to the full and who are also alert and efficient in their search procedure. Particular mention should be made of F/O McIntosh and P/O Sutherland of 207 Squadron, who have followed up their achievement of last month of 3 enemy aircraft destroyed in one night, with a further 2 enemy aircraft claimed destroyed during July. With the Mark IIIN sight now installed in turrets, gunners must get used to watching tracer and target through the sight, and this can only be achieved by practice. Hose piping with tracer has very rarely, if ever, been successful and will never be effective. Casualties among the enemy night fighter personnel must affect their efficiency and morale, and if we can be sure that each combat will result in a destroyed or damaged Hun, this end will be attained. “The few” do it regularly each month, so it is up to the remainder to follow their excellent example.
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
61 Squadron – F/Lt Glover
50 Squadron – F/Lt Mills
5 L. F. S. – F/Lt Crawford
THIS MONTH’S BAG [Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn A/C letter Date Type of E/A.
97 “L” 4/5 July ME.41o [sic] (c)
61 “Y” 4/5 July JU. 88 (c)
617 “A” 4/5 July JU. 88 (c)
207 “F” 4/5 July ME.109 (c)
9 “L” 4/5 July ME.210 (c)
630 “T” 4/5 July DO.217 (c)
57 “E” 6/7 July ME.210 (c)
83 “D” 7/8 July S/E (c)
207 “M” 12/13 July ME.109 (c)
61 “N” 18/19 July U/I (c)
57 “B” 18/19 July ME.109 (c)
630 “N” 19 July U/I (c)
106 “Z” 20/21 July T/E
44 “Q” 24/25 July S/E
83 “L” 24/25 July JU. 88
50 “R” 25 July ME.109 (c)
207 “L” 26/27 July ME.410
9 “W” 28/29 July ME.110 (c)
49 “P” 28 July FW.190 (c)
49 “U” 28 July JU. 88 (c)
207 “M” 28/29 July JU. 88 (c)
207 “K” 28/29 July JU. 88 JU. 88 ME.109
619 “X” 28/29 July JU. 88
463 “H” 28/29 July ME.410
463 “D” 28/29 July ME.109
207 “U” 28/29 July JU. 88 1 Flying Bomb
[Underlined] PROBABLY DESTROYED [/underlined]
9 “N” 4/5 July ME.110 (c)
57 “R” 12/13 July JU. 88 (c)
44 “F” 14/15 July ME.109 (c)
57 “O” 18/19 July JU. 88 (c)
61 “N” 18/19 July JU. 88 (c)
[Underlined] DAMAGED [/underlined]
630 “V” 4/5 July JU. 88 (c)
630 “Y” 4/5 July JU. 88 (c)
630 “Q” 4/5 July JU. 88 (c)
9 “Z” 7/8 July JU. 88
467 “C” 7 July ME.210 (c)
463 “A” 25 July ME.109
207 “Z” 25/26 July ME.410 (c)
49 “F” 28 July JU. 88 (c)
106 “C” 28/29 July JU. 88 (c)
207 “X” 28/29 July JU. 88 (c)
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] SUMMARY OF COMBATS [/underlined]
No. of Combats 207
E/A Destroyed 28
E/A Probably Destroyed 5
E/A Damaged 10
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JULY.
[Table of Fighter Affiliation Exercises by Squadron]
FIGHTER AFFILIATION GRAND TOTAL = 1774
[Underlined] ODD JOTTINGS [/underlined]
Flash trainers are now installed at each Station and training is going ahead. Emphasis should be laid on the training for quickening of mental reaction rather than a further means of teaching aircraft recognition. Instructions for the use of the Flash Trainer have been issued by Bomber Command and these must be adhered to.
Skeet ranges have been erected now on the majority of Stations and training should commence immediately in liaison with the P.F.O.
A ‘back-type’ parachute is now on trial in the Group. Reports as to it’s [sic] suitability are awaited and will be made known in due course.
F/Lt. Jones, Sighting Adviser to Bomber Command, visited Swinderby and lectured on the “Pictorial Strip” Method of Assessing Cine-Gyro films. Instructions will be issued in the near future.
Squadron Gunnery Leaders should refer to A.M.O. N.978/43 and demand necessary number of Spectacles Mk.VIII Anti-glare for their Squadron gunners. These spectacles should be worn at times when glare conditions exist. The stores section and reference numbers are:-
22C/961 Medium A.
22C/962 Large A.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 14
[Page break]
OPERATIONS
[Underlined] ST. LEU D’ESSERENT 4/5TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Cheshire [/underlined]
The first operation of the month was an attack on the flying bomb storage depot at St. Leu D’Esserent, North East of Paris, on the West bank of the river Oise. 229 aircraft from the Group were detailed.
MARKING The target was identified by the Marker Force, but the markers fell mainly in a direction North East to South East of the aiming point.
RESULTS An accurate concentration of bombs fell round the markers, but photographic cover from P.R.U. showed that the M.P.I. of this concentration was some 400 yards slightly north east of the aiming point, and on the eastern side of the river. Heavy damage was done to the railway yards adjoining. No. 617 Squadron took part in the operation and were allocated a separate aiming point.
CONTROL Several “snags” occurred in the control of this operation:-
(i) The Master Bomber experienced trouble with his VHF set, and he was unable to pass instructions either to No. 617 Squadron or to the main force, W/T links or flare force.
(ii) the Deputy Controller, hearing no instructions from the Master Bomber, issued orders for the 617 Squadron attack, but failed to establish contact with the W/T link aircraft of the main force.
(iii) W/T link No. 1 was damaged by a fighter and had to return to Base. He passed the message “Returning to base” to W/T link II; this was sent in plain language and resulted in a few aircraft of the main force returning to base. The message he should have sent should merely have been “take over”; this could not have caused any mis-understanding. W/T Link II then took over control of the attack, and no further difficulties were experienced.
[Underlined] ST. LEU D’ESSERENT 7/8th JULY [/underlined]
[Underlined] Master Bomber W/Cdr. Porter [/underlined]
225 Aircraft from the Group were detailed to make a second attack on this target which was to be marked by Oboe aircraft of P.F.F. and by No. 54 Base.
MARKING The marking was opened by Oboe, the second marker falling on the marking point. The flare force then came in, dropping their flares accurately over the target area. In the light of these, the marking point was identified by a 54 Base marker, who dropped 2 red spot fires which were assessed by the marker leader as 100 yards South of the Aiming Point. Night photographs show them to have been 247° - 185 yards. The Marker Leader then called upon the remaining Mosquitos to back up and drop their markers 100 yards North of the red spot fires. The Master Bomber then called in the main force to bomb, and an accurate concentration of bombs was reported to have developed round the markers, which were further backed up by Red T.I.’s.
RESULTS P.R.U. photographs show that the Northern Central, and Southern tunnel entrances were severely hit, and that considerable damage was done to the railway supplying the site, and also to the main railway lines. At least one aircrew bombed before the time ordered for the main force to attack, and before the Master Bomber gave the order to attack. This endangered the Mosquito Aircraft and prevented full backing up being carried out. It cannot be too strongly emphasised that the success of a controlled attack upon small targets depends on rigid adherence by all crews to the Standing Instructions laid down, and to compliance with instructions issued by the Master Bomber or his deputy.
CONTROL W/T was very good. VHF R/T suffered interference, through a fault in the intercommunications system in the Master Bomber’s aircraft.
[Underlined] CULMONT/CHALINDREY 13/14TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Porter [/underlined]
157 aircraft were detailed to attack the railway junction and repair depot. The attack took place in conditions of no cloud and good visibility. There were two aiming point, Eastern and Western, and the attack on each was scheduled to open simultaneously. One marking point was chosen, bombing to be carried out by the vector method.
MARKING Flare illumination was punctual and accurate. Owing to a fault in the Master Bomber’s No.1 V.H.F. set, the deputy controller temporarily took over the direction of the attack. The latter gave orders for the attack on the Western aiming point to commence, and this went ahead according to plan. Some six minutes later, the Master Bomber had changed to his alternative V.H.F. set, and took charge of the attack on the Eastern aiming point. This was then completed without further breakdown of the communications.
RESULTS Windfinding was good on this operation, and the correct vector was passed for both the East and West aiming point. P.R.U. photographs reveal a very heavy concentration of craters all over the area od the locomotive sheds, and many locomotives were damaged. The lines are obliterated by craters in this area. The rail junctions east of the sheds is severed in many places. The construction of lines at the South end of the target and all other lines leading to the South West have been cut in many places.
CONTROL W/T control was excellent on both aiming points. VHF R/T very good, after the Master Bomber had changed to his stand-by set.
[Underlined] VILLENEUVE ST. GEORGES (RAILWAY YARDS) 14/15TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Jeudwine [/underlined]
118 aircraft from all Bases were detailed to attack the Railway marshalling Yards South of Paris, the marking to be carried out by Oboe aircraft of the P.F.F. and by 54 Base.
The weather was clear at first, but thin cloud drifted over during the attack, giving 5/10ths cover at about 7,000 feet at the time of the attack.
MARKING The Oboe markers were placed in the marshalling yards, one to the N.W. of the aiming point and two to the East. The first flares lit up the aiming point and Mosquitos dropped two red spot fires. Some bombs were dropped on the red spot fires but the Master Bomber considered that more marking was required, and ordered bombing to cease. More flares were called for, and by their aid Mosquito backers-up dropped two more red spot fires and a green T. I. The Master Bomber added one 1,000 lb red and one green T. I., and having assessed the marking as accurate gave the order to bomb the concentration of red and green markers. Towards the end of the attack, there was a slight spread towards the northern end of the marshalling yards.
CONTROL W/T communication on this raid was entirely satisfactory. A small percentage of aircraft complained of interference on V.H.F.
RESULTS P.R.U. cover shows that the main weight of the attack fell on the extreme Eastern edge of the sorting sidings, spreading across the fields to the East, but heavy damage was caused to tracks and rolling stock in these sidings, and the Eastern through lines Paris – Dijon were cut.
[Underlined] NEVERS (RAILWAY JUNCTION AND LOCOMOTIVE DEPOT) 15/16TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Porter [/underlined]
109 aircraft from all Bases were ordered to attack the railway junction and locomotive depot at Nevers. The flare and marker forces were provided by No. 54 Base.
MARKING Flares were dropped over the target area on time, and a 1,000 lb green T.I. was dropped in the correct position as a datum point. A hold up in the marking occurred in the early stages, as the marker leader inadvertently released his two red spot fires in the early part of his dive and they fell some 500 yards short, and North of the aiming point. These were subsequently cancelled by a yellow T.I. The aiming point was re-marked with two more red spot fires, which were assessed as having fallen along the axis of the railway lines. The main forces were ordered by the Master Bomber to bomb the red spot fires. Bombing developed, and the concentration, in the estimation of the Master Bomber, was some 150 yards West of the target. He therefore sent out a vector to bring the remaining bombs back to the aiming point.
CONTROL Control on both W/T and VHF R/T was satisfactory. Wind-finding was good, and the vector issued by the Master Bomber correct.
RESULTS P. R. U. photographs show a very heavy concentration of craters from the junction right through the marshalling yards to their southern extremity by the main station. This concentration is so intense at a centre about 450 yards south of the junction, that all lines and rolling stock have been obliterated. The road bridge over the yard has been damaged but
5 GROUP NEWS. NO.24. JULY, 1944 PAGE 15
[Page break]
OPERATIONS (CONTINUED)
not severed and the workshops to the East side of the yard have been severely damaged. On this occasion, the Group carried a load of 100% delayed action bombs. 25% of the bombs were fused L.D. 6 – 144 hours, and the remainder 1/2 hour or 1 hour delay. To enable the Master Bomber, and the crews themselves, to have some indication where the sticks were dropping, all aircraft carried one tail trace attachment in their load.
[Underlined] CAEN – DAY 18TH JULY [/underlined]
[Underlined] Master Bomber: P.F.F. and 54 Base (W/Cdr. Jeudwine) [/underlined]
203 aircraft from the Group were detailed to attack special targets in the Caen area, in direct support of our troops in Normandy. The attack was designed to eliminate certain enemy strong points and concentrations of armour, to enable tour troops to occupy the Suburbs of Caen and the East bank of the Orne and to make a break through into the open country South east of the town. Aircraft from other Bomber Command Groups also took part in this operation, and some 5,000 tons of bombs were dropped. Two areas were allotted to No. 5 Group.
MARKING Marking was carried out by Oboe aircraft of P.F.F. and the attack was controlled by a Master Bomber also supplied by the P.F.F. The markers were accurately placed, and the attack on both areas was carried out according to plan.
CONTROL The directions of the Master Bomber were clearly heard by all crews.
RESULTS Eye witnesses on the ground testify to the accuracy of the bombing, and no reports have been received of any bombs having been dropped in the sectors occupied by our own troops. All crews will know of General Montgomery’s acknowledgement of the success of this attack, which enabled the Allied Forces to attain their immediate objectives.
[Underlined] REVIGNY (MARSHALLING YARDS) 18/19TH JULY [/underlined]
[Underlined] Master Bomber: W/Cdr. Jeudwine [/underlined]
116 aircraft from the Group were detailed to attack the Marshalling Yards at Revigny, the marking to be carried out by No.54 Base.
MARKING One 1,000 lb Red T.I. was dropped by the marker leader, which was assessed as 50 yards 050° from the aiming point. Night photographs show this assessment to have been correct. The Master Bomber then gave the order for the Main Force to bomb the Red T.I. In the early stages of bombing a very large explosion occurred some 300 yards from the aiming point, followed by fires and smoke which obscured the Red T.I. The Master Bomber gave the order for the fires to be attacked, but during an orbit he once again saw the Red T.I. burning on the ground, countermanded his second order and issued further instructions to continue bombing the T.I. No further instructions were issued until the “Cease bombing” signal was given.
An examination of the bomb craters shown in P.R.U. photographs, gives the approximate mean point of impact of the bombs as 350 yards 100° from the aiming point. The wind velocity broadcast for the use of the main force was 120° 17 m.p.h., whereas an analysis of all winds found shows the average to have been 240° 05 m.p.h. Two facts are clear:-
(a) The marker stated to be on the railway attracted practically no bombs.
(b) The wind was very light and variable, but was not strong enough to displace the M.P.I. by some 350 yards.
A study of all the raid reports indicates that the majority of crews bombed on a red marker; in many cases this was reported to be faint. A few crews also mention the presence of a green T.I. none of which were in fact dropped, and some reported having bombed fires, on the Master Bomber’s instructions. The experienced crews of No. 627 Squadron reported a terrific explosion which was corroborated by most of the main force crews. In addition there are reports of aircraft seen burning in the vicinity of the red marker.
RESULTS P.R.U. photographs show a building about 200 yards South East of the aiming point, which not only received a hit or hits, but also appears to have blown up and to have been damaged by fire. It is highly probable that this attracted the attention, and was probably the aiming point of some bomb aimers. It seems fairly clear from the plot examined that the majority of crews did in fact bomb something which was about 200 yards South East of the aiming point and this would account for some of the vector error. Only a few sticks of bombs have actually straddled the railway lines themselves.
CONTROL W/T Control was excellent; VHF R/T satisfactory.
[Underlined] THIVERNY (FLYING BOMB STORAGE) EVENING 19TH JULY [/underlined]
[Master Bomber: S/Ldr Owen [/underlined]
The chalk cliffs and caves at Thiverny, North of Paris, known to be a site for the storage of flying bombs, were the target for 106 aircraft of the Group in the evening of July 19th. The main marking was to be carried out by Oboe aircraft of the P.F.F. backed up if necessary by markers of 54 Base.
MARKING The initial Oboe marking was late and a 54 Base marker dropped 4 red T.I’s. These, however, fell some 500 yards short and the Master Bomber gave orders for these to be attacked, with a 500 yards overshoot. Some Yellow Oboe T.I’s were then dropped and fell on the aiming point, and the Master Bomber immediately gave orders for these to be attacked. The bombing was somewhat scattered, and did not approach the standard achieved during our night attacks on tactical targets.
RESULTS P.R.U. cover, nevertheless, shows the target area liberally plastered with bomb craters, and considerable damage was also caused to the railway yards adjoining, and supplying the storage site. There is, however, no subsidence of earth into the caves, and the entrances are not blocked, though the main road to Creil is blocked by craters.
This was the second large-scale daylight attack within two days, but it involved a much deeper penetration into enemy occupied territory than the daylight attack on the Caen area.
The necessity for maintaining as compact a formation as possible was stressed at briefing, and this was in fact achieved on the route to the target. However, late marking caused aircraft to orbit, and thus split up the formation on the return route.
A general directive on tactics to be employed by a night bomber force when employed on daylight operations has been received from H.Q.B.C. and passed to Bases, but these may have to be modified in the light of experience.
Bases have been asked to submit comments, proposals and suggestions on daylight tactics to this Headquarters and any points which may call for immediate action will be dealt with during the Flight Planning for any particular operation.
CONTROL W/T control satisfactory. Master Bomber’s VHF was technically serviceable, but suffered from much interference. He gave instructions to change to the alternative channel but only part of the main force received the order.
[Underlined] COURTRAI (MARSHALLING YARDS) 20/21st JULY [/underlined]
[Underlined] Master Bomber: W/Cdr Porter [/underlined]
The marshalling yards at Courtrai were the target for 198 aircraft of the Group on the night of July 20/21st., and the attack took place in good weather, no cloud, slight haze but visibility generally good.
MARKING The marking was to be carried out by Oboe aircraft of P.F.F. and by markers of No. 54 Base.
The first Oboe was dropped accurately. Flares followed; these were close to the town of Courtrai, but nevertheless the target was identified and the aiming point marked with a green T.I. assessed at 100 yards 230° by the Marker Leader, and confirmed by the Master Bomber. Actual positions could not be plotted from night photographs. Mosquitos were ordered to back up, and further Green T.I’s. were dropped, and these covered the length of the Marshalling Yards. The Master Bomber then ordered bombing on the Green T.I.’s. A large explosion occurred shortly afterwards and smoke resulting from this tended to obscure the markers. The Master Bomber at this stage ordered bombing to cease, to enable backers-up to drop further markers; more Green T.I’s were accurately placed, and bombing was resumed, until the Master Bomber gave the “Cease bombing” signal.
CONTROL W/T control excellent. V.H.F. generally satisfactory, but about 15% of main force complained of excessively loud VHF signals which interfered with their intercommunication. Action has been taken to eliminate trouble from this source.
RESULTS P.R.U. cover shows that very severe damage was done to the marshalling yards on this attack. Locomotive and repair shops were partially destroyed, also much rolling stock and over at least half of the target areas, the configuration of the tracks has been obliterated.
[Underlined] KIEL – 23/24th JULY [/underlined]
Kiel was the target for 100 Lancasters of the Group while six aircraft were detailed to
(Continued on page 17, col. 1)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 16
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FLYING CONTROL
[Underlined] QUARTERLY COMPETITION. [/underlined]
Congratulations to Skellingthorpe who have been selected as being the most efficient station in the Group from the Flying Control aspect. During the quarter’s survey of flying control for this competition features of interest have been noted at several station. Below are examples of initiative shown.
[Underlined] Syerston. [/underlined]
An indicator panel which is electrically operated from the control panel has been installed. The insertion of the aircraft pin causes a light to show on the indicator panel in the aircraft’s position.
[Underlined] East Kirkby and Coningsby. [/underlined]
An illuminated indicator panel showing wind direction, runway in use, perimeter track and dispersals, has been installed in the Control Room.
[Underlined] Bardney. [/underlined]
A very thorough job has been made of the daylight letters at this station by building them in shallow concrete.
[Underlined] Spilsby. [/underlined]
Experiments are being carried out at this station with the Stud ‘B’ control transferred to the roof of the Watch Office. From this vantage point the control officer commands a view of the entire circuit and by marrying R/T and visual information of the position of aircraft on the circuit the control officer can assist in aircraft spacing.
General initiative has been shown on all stations and the effort put in by flying control staffs in internal decoration is to be commended. Inter-station visits can help considerably. So get to know your neighbour’s gadgets and if they are any use to you adapt them to your purpose.
[Underlined] QUICK LANDING. [/underlined]
The Group average is well under the 2 minute mark, though there is a slight increase on the average landing time for June. There are still some stations who are unable to maintain a constant high landing rate and who feel that because they are single squadron stations they cannot expect to attain the figures compatible with those of two squadron stations. Yet all these single squadron stations during the month do put up good figures on one or two nights. With good discipline the landing drill will give low landing times always, and the reason for these discrepancies can only be bad drill either in the air or on the ground.
Some station in the Group find a stop watch very helpful in obtaining even spacing in the circuit. A position (for example “flaps”) is selected and the intervals between aircraft are timed by means of the stop watch. The intervals should be approximately 1 minute, and should this spacing not be maintained then the flying control officer should instruct the aircraft either to delay or close up for the appropriate number of seconds.
One final word about the role of the flying control officer on Stud ‘B’ whose duty it is to assist the aircraft in their spacing around the circuit. Overshoots waste time, are unnecessary and must be reduced to the absolute minimum, and an active “Stud ‘B’ Officer” can do much to achieve this.
[Underlined] JULY LANDING TIMES [/underlined]
[Table of Landing times by Station]
[Page break]
[Blank page]
[Page break]
OPERATIONS (CONTINUED)
lay mines in Kiel Bay. This was a return to a long range strategic target which took the enemy by surprise. 10/10th strato. cu. cloud covered the target and rendered the searchlights ineffective.
MARKING Crews bombed either Wanganui sky Markers or Red and Green T.I’s which could be seen through the cloud. Marking was carried out by the P.F.F.
RESULTS Results of bombing were not observed but crews reported the glow of fires seen through the cloud, in the target area. Night photographs taken with the bombing show no ground detail, and complete P.R.U. cover has not been obtained hence no assessment of the success of the raid can yet be made.
[Underlined] STUTTGART AND DONGES (24/25th JULY) [/underlined]
[Underlined] Donges Master Bomber: W/Cdr Woodroffe. [/underlined]
Two strategic targets were allocated to this Group for the night of 24/25th July, first the town of Stuttgart, a centre of precision engineering, and second, oil installations and storage tanks at Donges, near St. Nazaire.
100 aircraft took part in the Stuttgart attack. The weather over the target was 9 – 10/10ths cloud, and crews bombed either on Wanganui sky markers or the glow of fires seen through the clouds, as ordered by the Master Bomber who was controlling the attack. Weather conditions made observations of bombing results impossible, and night photographs show no ground detail.
104 aircraft from all Bases were detailed for the attack on Donges, which took place in favourable weather conditions of no cloud but slight haze.
MARKING The target was marked by Oboe aircraft of P.F.F. and by marker aircraft of No. 54 Base. The Oboe markers went down on time, and were assessed as 200 yards from the Aiming Points. A 54 Base Mosquito dropped his Green T.I. in a position which was assessed as 200 yards 120° from the aiming point. Actual position from night photographs 150 yards 152°. The Master Bomber then ordered the remaining Mosquitos to back up the Green T.I. overshooting by 200 yards.
RESULTS Crews reported that a good concentration of bombs fell round the markers, and P.R.U. photographs show that a great deal of damage was done to installations and many oil tanks were totally destroyed. The oil jetty received two direct hits on the railway lines supplying the site.
CONTROL W/T Control was excellent, and VHF R/T best results so far obtained.
[Underlined] ST. CYR (EVENING 25th July) [/underlined]
The military depot and port at St. Cyr was the target for 97 Lancasters of No. 53 Base plus 106 Squadron, in daylight on July 25th. The attack took place below 10/10ths cloud at 12,000 feet in good visibility.
MARKING The target was accurately marked throughout the attack by Oboe markers of the P.F.F., although the majority of bomb aimers were able to identify their individual aiming points and bombed visually.
Full fighter cover was provided throughout the attack. Very few enemy fighters were seen but accurate heavy flak was met with in the target area and as many as 49 aircraft were hit, which represents 52.1% of the total force. One aircraft only is missing from this operation.
RESULTS Crews’ reports were most enthusiastic about the results of this raid, and P.R.U. photographs show that very considerable damage was done, and a heavy concentration of bomb craters covers the whole target area.
CONTROL W/T and VHF R/T both good.
[Underlined] STUTTGART – 25/26th JULY [/underlined]
Stuttgart was raided for the second night in succession, and on this occasion 84 Lancs of 52 and 55 Bases took part. The target was to be marked by the P.F.F., with whom 13 aircraft of No. 97 Squadron operated. Weather conditions over the target were reported as hazy and several layers of thin cloud between 16/22,000 feet.
MARKING The marking was a combination of sky markers and T.I’s, though the majority of crews bombed the ground markers which were seen through the cloud. The marking was reported as somewhat scattered, though in the later stages of the attack crews reported a large fire area, which could still be seen from 30 miles away on the homeward route.
RESULTS Insufficient ground detail appears on the night photographs to enable markers to be plotted, or the accuracy of the attack to be assessed, but crews generally are of the opinion that the attack was more successful than the previous one.
[Underlined] GIVORS – 26/27th JULY [/underlined]
[Underlined] Master Bombers: Northern A/P – W/Cdr Porter
Southern A/P – W/C Woodroffe [/underlined]
The marshalling yards at Givors, a few miles South of Lyons, were the target for 178 aircraft from the Group on this night.
There were two aiming points, the North and South, and the attack on each was under a separate Master Bomber. Marking to be carried out by No. 54 Base. Weather conditions both en route and over the target were most unfavourable, and much cumulus and cu.nimb. cloud, with rain and thunderstorms was encountered. The Mosquito markers experienced serious icing and difficulty with their equipment, and had to return to base.
MARKING The Master Bombers received the winds transmitted by selected windfinding crews according to plan. The Master Bomber (Northern aiming point) was unable to identify his target in the light of the flares dropped by the flare force, and dropped a Wanganui marker on a time and distance run from Lyons; he followed this up by dropping his own reserve flares, but was still unable to locate the target.
The Southern aiming point Master Bomber had succeeded in locating his target, and dropped two Green T.I’s which he assessed as accurately placed, so he ordered the main force to attack them. Actual positions of markers plotted from night photographs from the Southern Aiming Point :- (i) 1,350 yards 007°. (ii) 1,360 yards - 024°. (iii) 2000 yards - 034°. They were soon obscured, so the Master Bomber stopped the bombing while he dropped four more Green T.I’s and having assessed them ordered the main force to start bombing again on a heading of 345°, undershooting by 5 seconds. At this point the Northern Aiming Point Master Bomber, still unable to identify his target, ordered his force to bomb the Green T.I’s with similar instructions.
RESULTS P. R. U. photographs show that in spite of the most unfavourable weather conditions some damage was caused in both targets. Both round houses in the Marshalling Yards have been damaged, and there are about seventeen hits affecting the tracks between the yards and the railway junction.
CONTROL VHF R/T and W/T control were both very good, in spite of unusually heavy static interference.
[Underlined] STUTTGART – 28/29th JULY [/underlined]
Stuttgart was attacked for the third time within a week on the night of July 28/29th. 176 aircraft from the Group took part in this attack. Well broken cloud was met over the channel en route, and this increased to 9/10 strato cumulus, with tops about 8,000 feet over the target; visibility was good.
MARKING P.F.F. marking consisted of Green T.I’s and sky markers. The majority of crews bombed the Green T.I’s which could be clearly seen through the thin layer of cloud. Owing to cloud cover the accuracy of the markers and the success of the attack could not be assessed. Defences were reported to have been much stronger than on the two previous raids, but once again no trouble was experienced from searchlights. Many fires, the glow of which could be seen through the cloud, were left burning, and these could be seen 50 miles away on the return journey.
RESULTS P.R.U. cover now shows that about 300 acres in the centre of the city have been devastated in these three raids, and very considerable damage has also been caused in the Eastern part of the city.
[Underlined] CAHAGNES (NORMANDY) DAY 30th JULY [/underlined]
106 aircraft from the Group were assigned a special task in support of military operations in Normandy, the attack to take place at 08.00 hours.
Weather en route was 8 – 10/10th strato. cu. tops 4/5,000 feet, which broke to little or none over the channel, but re-formed a few miles North of the French Coast. At the target there was 9 – 10/10ths cloud, tops 5,000 feet and base 2,000 feet. These conditions rendered precision bombing impossible, and orders were given for the force to return to base.
[Underlined] JOIGNY LAROCHE, RILLY LA MONTAGNE DAY 31st JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
The Marshalling Yards at Joigny Laroche and the railway tunnel at Rilly La Montagne near Rheims, were the target for two striking
(Continued on page 18, col.1)
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 17
[Page break]
forces provided by the Group in daylight on 31st July.
Each force was sub-divided into two. One half of the Rilly force to attack the Northern entrance to the tunnel and the railway lines, and the other half the Southern entrance and lines. In the same way the Southern force were split up, half to attack the marshalling yards and half to attack the engine roundhouses.
RESULTS The weather at both targets was clear, with slight haze. At Rilly all crews identified both aiming points visually although a P.F.F. marker was dropped half way between the two tunnel entrances as a marking point. Attacks on both aiming points were reported to be accurate and P.R.U. photographs show damage at both ends of the tunnel, and hits on the railway lines.
At Joigny all crews identified the canal, river, and triangular bridge and railway junction and were able to pick out their respective aiming points. Here again, good bombing concentrations were reported, and substantial damage was caused. This is confirmed by P.R.U. photographs.
CONTROL W/T control on both targets was satisfactory, but VHF control on the Rilly attack was seriously interfered with at one stage by a main force aircraft whose V.H.F. set remained on “transmit”, owing to a technical defect; a great deal of unnecessary chatter was heard by all other main force aircraft, but fortunately the offender changed frequency before the target was reached. VHF control on Joigny Laroche was satisfactory. In order to prevent the control of an attack being jeopardised in future, by aircraft VHF sets being left on “transmit” either through carelessness or through some technical defect, orders have been given for the “transmit” crystals in all main force aircraft to be removed pending the introduction of a modification whereby the transmit crystal can be isolated.
[Underlined] SPECIAL ATTACKS MADE BY 617 SQUADRON MARQUISE MIMOYECQUES – DAY 6th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
This target, an installation believed to be connected with the enemy’s long range rocket projectile, was attacked in daylight by 17 aircraft of No. 617 Squadron in good weather conditions.
MARKING The Master Bomber marked the target with 2 Red Spot Fires, one of which was a direct hit on the aiming point, the second dropping immediately to the West. Fourteen aircraft attacked: two crews brought their bombs back, because they were unable to identify the aiming point, and one crew did not drop their bomb as the bombsight became unserviceable.
RESULTS P.R.U. photographs taken after the arrack, later in the day, show 11 craters within 250 yards of the aiming point, including one direct hit and two near misses.
CONTROL Control of this attack by VHF, and W/T was satisfactory.
(Continued on page 19, col. 3)
It is proposed in future to give some details in the V Group News about 5 Group precision bombing patterns. After each attack the P.R.U. cover is examined by O.R.S., 5 Group, who construct a crater plot, which in conjunction with the marker plot prepared from night photographs shows the success of the attack.
Bombs dropped can be divided into two classes:-
(a) those which are aimed at the markers or aiming point.
(b) those which are loose, i.e. ought never to have been dropped.
The purpose of the O.R.S. analysis is to determine:-
(i) The proportion of loose bombs.
(ii) The spread of the aimed bombs around the M. P. I., that is to discover the size of the 5 Group bombing pattern.
(iii) The distance of the Marker chosen as the point of aim from the target to be destroyed, and the distance of the mean point of impact of the bomb pattern from the marker.
The results of these three calculations determine the success of the attack, and permit the Air Staff to calculate the number of bombs which must in future be despatched to destroy a given target.
For the purpose of the V Group Monthly News the results of these three calculations for each attack will be shown as follows:-
(i) Percentage of loose bombs.
(ii) Estimate of the radius of the circle containing half the bombs.
(iii) The distance of the M.P.I. of the aimed bombs from the aiming point. That is made up of two components, the error with which the point of aim us indicated, and the systematic error of aiming by the bomb aimers.
It is not always possible to provide such a complete picture for each attack; because sometimes clouds spoil the P.R.U. cover or make the plotting of markers impossible. On some occasions it is not practicable even to separate with accuracy the 5 Group bomb craters on the P.R.U. cover, from those produced by previous attacks of other Groups or Commands. It is, therefore, proposed to issue each month a table giving the results of those attacks which have so far been analysed. The table appended gives some of the results for April, May, June and July respectively. It has been impossible to include all the results for each month in the present table; but as additional calculations are made fresh results will be issued in subsequent monthly summaries.
[Table of Bombing Pattern Results by Date]
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 18
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] CRICKET [/underlined]
[Underlined] Group Cricket Trophy. [/underlined] July saw the last of the trophy. Syerston and Woodhall, the two section winners, met at Coningsby on a gloriously sunny afternoon. Woodhall batted first and had the best of the wicket, which began to crumble a little later in the game. Warburton opened the Syerston attack and was turning the ball amazingly on so dry a wicket. He bowled throughout the Woodhall innings, and returned the splendid analysis of 7 for 26. Woodhall produced some lively batting, but lost one or two cheap wickets in the opening stages. Stanford hit a brisk 34, which gave them a much needed fillip, and the tail wagged with great vigour, Vaughan hitting a very timely 27 not out. The Woodhall innings produced the respectable total of 123. Warburton opened the Syerston innings, and with only a few runs on the board, Woodhall missed a golden opportunity of running him out. His partner pushed a ball to mid-off and called a single, not counting on the snappy pick-up and throw-in that Stanford produced. Warburton ran his hardest, but had the wicket keeper held the return he would have been yards out. After his escape Warburton batted right through the Syerston innings making 45 not out, a splendid contribution to his side’s total of 87. Tuxford got 4 Syerston wickets for 25 in the dour Woodhall attack. In the absence of the Base Commander, G/Capt. Philpott had the pleasure of presenting Woodhall, his own team, with the Trophy, a very handsome silver bowl. F/O Denning, Coningsby P.F.O., is to be congratulated on his arrangements for the game which had to be completed in rather less than an hour; he has just cause to be proud in seeing another Group Trophy brought home to roost alongside the Matz Cup.
[Underlined] H.Q. 5 GROUP. [/underlined] The Group side managed four games during the month. On the 2nd against 93 M.U. they suffered a 158 – 25 reverse, being well and truly dampened by a rain storm that persisted throughout their innings. For the M.U. Kinder scored 44 and took 7 wickets. On the 18th, Group avenged their defeat by a 83 – 68 win over the M.U. Wigsley defeated the Group side at Morton Hall, scoring 110 for 6 against 31 for 10. F/L Pearcey, for Wigsley, scored 40 and took 5 Group wickets. The last of the month’s games was with Newark Town at Newark. Group fielded their strongest side and won by 152 – 75. Sprawson hit 41 and Todd 37, but the outstanding performance was by S/L Unwin who took 9 wickets for 36, eight of them clean bowled, a welcome return to his old form.
[Underlined] DUNHOLME LODGE [/underlined] played 6 games returning the following outstanding results:-
v Welton Home Guard at Dunholme Welton 27 – 10 Dunholme 99 – 10
v De Aston School at Dunholme De Aston 35 – 10 Dunholme 88 – 10
v No. 7 I.T.C. at Lincoln I.T.C. 135 – 10 Dunholme 163 – 6
v Wickenby at Dunholme Wickenby 32 – 10 Dunholme 108 – 9
v Hemswell at Hemswell Hemswell 165 – 5 Dunholme 85 – 9
v Waddington at Waddington Waddington 72 – 10 Dunholme 81 – 10
The best individual performance was by F/S. Wallin, who hit 85 not out, against Lincoln I.T.C.
The Station Cricket Knock-Out is in full swing, S. H. Q. Sgts. having reached the 2nd round, while 44 Squadron Air Crew Officers beat 44 Squadron Aircrew Sgts. by 2 runs to qualify for the 2nd round.
[Underlined] METHERINGHAM [/underlined] put up a strong fight against Woodhall in the semi-final of the Group Trophy, scoring 67 – 10 against Woodhall’s 73 – 6. At one period, Metheringham had high hopes of winning as Stanford (Woodhall’s Aussie Star) was run out for five, but the Woodhall batting proved too good in the long run.
Two inter-station games were played, Bardney being beaten by 98 – 3 to 44 – 10. The side failed at East Kirkby, scoring 39 against Kirkby’s 90 for 9.
Inter-Squadron and inter-section games produced six matches, in all a busy cricket month.
[Underlined] GENERAL [/underlined]
Any Squadron that ‘fancies its chance’ at Soft Ball is invited to ring Dunholme Lodge and make a date.
The approach of the Winter Sports season is already felt and, taking the ‘pessimistic’ view that even after Berlin some of us will still be in the Mob, negotiations are in progress to obtain official blessing for sufficient transport to run a Soccer League. As soon as a firm basis is reached, a meeting of all P.F.O.’s will be called and arrangements and fixture dates agreed. But irrespective of the establishment of a League, the Matz Soccer Cup, Wines Rugger Cup and 5 Group Hockey Trophy will be fought for, and the dates and arrangements for these Tourneys can best be served by a Group representative gathering.
OPERATIONS (CONTINUED)
[Underlined] WIZERNES – DAY – 17th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Tait. [/underlined]
17 Lancasters of No.617 Squadron, of which 16 took off, were detailed to attack the constructional works, believed to be connected with the enemy’s long range rocket projectiles. 1 Mustang and 1 Mosquito were to mark the aiming point.
MARKING The Red T.I’s of both the Mustang and Mosquito fell in the same place, approximately 100 yards N.E. of the concrete dome. The 12,000 lb bombs were dropped from heights varying between 16,600 and 18,600 feet.
RESULTS There were no direct hits on the dome, but P.R.U. photographs show two large craters in the quarry some 30 – 50 yards from the entrance which caused a minor landslide. Three bombs were seen to fall within 70 yards North West of the Aiming Point, and a further four within 50 yards to the South East. Later crews were unable to identify the Aiming Point visually, owing to haze and smoke from the earlier bombs, and aimed their bombs on its estimated position.
CONTROL W/T control on this operation was good, but considerable interference was experienced on VHF believed to be due to enemy jamming.
[Underlined] WIZERNES 20/21st JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Porter [/underlined]
15 Lancasters and 3 Mosquitos were detailed to attack the rocket site at Wizernes. The target was covered with 8 – 10/10ths low stratus, and the operation was abandoned.
[Underlined] WATTEN – DAY – 25th JULY [/underlined]
[Underlined] Master Bomber:- W/Cdr Woodroffe [/underlined]
Constructional works at Watten, believed to be connected with the enemy’s intended use of long range rocket projectiles, were the target for 16 Lancasters of No. 617 Squadron in daylight on July 25th. The target was to be marked by 1 Mosquito and 1 Mustang.
MARKING Weather in the target area was clear with excellent visibility, and in these conditions the Master Bomber considered that marking was unnecessary and the majority of aircraft bombed on the first run up.
RESULTS A detailed interpretation of the photographic cover of this raid has not yet been received, but three probable hits are shown within the complex. One has removed a portion of the concrete from the roof of the large building on the North side. The others are just North East of the main building and just North of the North East corner. The access facilities on the Eastern side appear to be completely destroyed.
CONTROL No communications difficulties were experienced, either on VHF R/T or W/T.
There are points arising from these attacks which merit special attention. These may be enumerated as follows:-
(a) Minor troubles with V.H.F. sets. These are inherent when aircraft are equipped with new apparatus, and crews are unfamiliar with its operation. Snags
(Continued in col. 2)
are being eliminated one by one, and it is hoped that during August they will be entirely eliminated. Several crews have been guilty of leaving their sets on transmit. Not only has this seriously interfered with the control of the operation, but it has also revealed much unnecessary crew chatter. The remedy for this has been to remove the “transmit” crystals from all main force aircraft.
(ii) [sic] Some crews have been guilty of bombing before H Hour, or before orders to commence have been received from the Master Bomber. Not only does this disobedience of orders display bad crew discipline, but, what is more serious, it endangers the marker aircraft flying at a lower level, and on occasion has prevented successful backing up by the marker force.
(iii) T.I. markers must be released from a height which will allow them to cascade; if they are dropped too low, they will break up when they hit the ground or ricochet for some considerable distance. The minimum should be 700 – 800 feet.
(iv) Bombing by the vector method. This has proved to be very successful, and our attacks carried out by this method at night have proved to be rather more accurate than the direct method.
5 GROUP NEWS. NO.24. JULY, 1944. PAGE 19
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TACTICS
[Underlined] NEW FIELDS [/underlined]
Four phases of our bomber offensive have been applied this month, as follows:-
(i) Heavy night attacks on Germany (three Command attacks on Stuttgart and one on Kiel).
(ii) Heavy short range day attacks (combined attack on Caen, 18th July).
(iii) Daylight precision attacks by the Group force.
(iv) Night precision attacks by the Group force.
Opportunities have therefore been provided for studying:-
(i) Enemy night fighter reaction to the resumption of heavy night raids on German cities.
(ii) Enemy day fighter reaction to large and small forces operating over and beyond the battle zone.
(iii) The virtues of day bombing (visually and on markers) compared with normal night precision attacks.
(iv) The best disposition of aircraft (opposed to strict formation flying) for heavy bomber attacks by day.
The night attacks on Germany brought into use a new and extensive countermeasure scheme, designed to outwit the skilful deployment of enemy night fighter defences in Germany. Details of this scheme must remain secret for the time being, but the careful routeing of Bullseyes has been one of the foremost elements of the plan and has frequently delayed the interception of our bombers. On the Kiel attack, the fighters were kept almost completely at bay, which resulted in an exceptionally low loss rate.
Stuttgart, after three heavy attacks, has suffered extensive damage, mainly from fire. It is interesting to note that the last attack (the most successful) depended largely on blind (Wanganui) marking. As a result of new Pathfinder equipment, we hope crews will not have to face tough German fighter opposition in the coming months without the reward of good marking and more successful blind attacks.
It is particularly important that all crews should revise their knowledge of enemy defences and concentrate on achieving perfectly executed combat manoeuvres. Crews who have completed their first sorties on lightly defended occupied targets, must learn the art of getting out of searchlight cones, and, most important, must be on the top line with gunnery, night vision and the technique of interpreting and applying the correct tactics to Monica and Fishpond. With a firm knowledge of what defences to expect and what to do if you are a victim of fighters, flak or searchlights, you can achieve bombing accurately on defended targets equal to that on some of the recent attacks in France.
The heavy attack at dawn on Caen gave us the first opportunity of studying the appearance of a close concentration of 1,000 aircraft. From observations on the trip, it was estimated that the collision and bomb damage risks were exceptionally high, but analysis shows that there were no collisions and only one aircraft in this Group was damaged by falling bombs, and yet all aircraft made a good bombing run and there were no loose sticks outside the target area. One fact was clearly confirmed, however – that any aircraft at night or in the daytime which manoeuvres unnecessarily in the stream is endangering not only its own crew but the rest of the force.
More daylight operations towards the end of the month and at the beginning of August have introduced new problems – the best disposition of aircraft to prevent too much congestion at the target and to provide an effective defence against fighters and flak. It must not be forgotten that a formidable fighter force is still available to the Hun, and although it has not been seen so far in daylight, our forces must be so disposed to be ready to meet heavy fighter opposition.
Daylight concentration requires even more accurate flying than at night. Leaders of each element must keep their speeds and heights accurately. They must appreciate that following aircraft cannot execute tight turns and sudden increases or decreases in speed. Similarly, all aircraft must keep behind the Leaders as briefed, to ensure that the correct distribution of aircraft is achieved at the target.
On the whole, these operations have shown that our heavy bomber force can now be adapted for night and day strategic and tactical bombing with a good measure of success. Even the weather has been beaten by the skilful efforts of the Master Bomber and determination of the crews. The attack at DONGES (Night 24/25th July) was accompanied by thick Cu.Nb. cloud en route which forced some of the Mosquito markers to turn back. In spite of low cloud, lightning, rain and poor visibility at the target, a successful attack was delivered and a large oil storage depot destroyed.
[Underlined] BRIEFING ORDERS [/underlined]
Many instances have been recorded recently of crews failing to follow the Flight Plan. One example is the report of a number of experienced crews who kept low on the return from Wesseling (21/22nd June) as ordered, who observed aircraft being attacked at heights up to 12,000 ft. A great many considerations go into planning these days, and this incident shows that people with their own ideas on how to get to the target and back come up against the very thing that the plan is designed to avoid.
A gross breach of flight discipline was recently reported, when the Group was ordered to keep below 5000 feet for the first leg out to sea. British Radar plotted some of our aircraft at 8-10,000 feet. This, of course, is just inviting the Hun fighters to come out to meet you, and even a few aircraft doing this sort of thing will nullify the effect of the whole countermeasure and spoofing plan.
[Underlined] COMBATS [/underlined]
An examination of this month’s combat reports shows again that you can be attacked and get away with it if you do the right thing. A crew of 9 Squadron was attacked and followed continuously for an hour by an A. I. fighter. The first indication was on Boozer, and the development of the attacks was recorded on Monica. The aircraft was corkscrewing practically the whole time. By keeping to the correct drill this crew outwitted a very persistent and probably experienced night fighter pilot.
A large number of combats are still first made known by the appearance of tracer. A good search and a constant vigil on Monica and Fishpond is the only answer to this at the moment. One of the main faults has been misuse of early warning devices. Several crews have obtained contacts at 2,000 yards and yet have taken no action until the fighter has been seen by gunners at ranges from 500 to 250 yards. The fighter has thus been able to close in with a steady aim and damage the aircraft by opening fire before a corkscrew was commenced, or at the moment of starting it. Early warning devices have been fitted to ensure early action (i.e. corkscrew at 750 yards and do not wait for a visual). People who do the right thing may still be fired at, but the fighter is put off and the tracer passes over the fuselage instead of through it.
At least two captains have reported that after persistent attacks from enemy fighters they dived their aircraft away from the fighter in a manner to indicate that their aircraft was out of control. The foundation for these ideas is completely discounted by the experience of fighter pilots. The enemy is rarely deceived, and nothing is more dangerous than to manoeuvre in this way. The fighter is only too pleased to find an opportunity of diving after the bomber, completing his work and claiming a confirmed victory. Flames coming from an engine prompted one of the pilots to dive away. Diving to put out a fire is fatal, as more heat is generated in the engine and the added draught will assist the flames to spread. In addition, an already weakened structure will possibly be strained to breaking point in the dive. Decisions are difficult to make in a tight corner, but tactical manoeuvres have been thought out purposely for the best defence, and continued practice in corkscrew and the correct patter will prevent panic in these awkward moments.
[Underlined] BLACK MAGIC [/underlined]
We know the Hun is clever but, believe it or not, the following extracts are from combat reports of experienced crews:-
“We were attacked by an enemy aircraft which had been shot down.”
“The enemy aircraft was seen to go into a [underlined] swallow [/underlined] dive.”
“The rear gunner continued firing after the rear turret had been feathered.”
5 GROUP NEWS. NO.24. JULY, 1944.
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V Group News, July 1944
5 Group News, July 1944
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Five Group Newsletter, number 24, July 1944. Includes a foreword by the Air Officer Commanding, and features about second thoughts for pilots, gardening, war effort, signals, armament, war savings, navigation, radar navigation, navigation training, engineering, training, decorations, a visit to Normandy, accidents, equipment, air sea rescue, recent good shows, aircrew volunteers, air bombing, the Lord Camrose bombing trophy, photography, link trainer, gunnery, operations, flying control, sports, and tactics,
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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IBCC Digital Archive
Date
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1944-07
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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22 printed sheets
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eng
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Text
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MStephensonS1833673-160205-28
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Royal Air Force
Royal Air Force. Bomber Command
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Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Belgium--Kortrijk
England--Lincolnshire
France--Caen
France--Chalindrey
France--Creil
France--Donges
France--Givors
France--Marne
France--Marquise
France--Migennes
France--Mimoyecques
France--Nevers
France--Paris
France--Saint-Cyr-sur-Mer
France--Saint-Omer (Pas-de-Calais)
France--Tours
France--Watten
Germany--Kiel
Germany--Stuttgart
Temporal Coverage
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1944-07
1944-07-04
1944-07-05
1944-07-06
1944-07-18
1944-07-30
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
pilot
radar
rivalry
searchlight
sport
tactical support for Normandy troops
training
V-2
V-3
V-weapon
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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V GROUP NEWS V
AUGUST 1944 * [deleted] SECRET [/deleted] * NO * 25
FOREWORD by A.O.C.
In August the Group set up several new records for operations and training, and Squadrons got more hours flying out of their aircraft than ever before. Top of the list is No. 61 Squadron with a total of 105 hours per aircraft on charge, and close behind are Nos. 50 and 44 Squadrons with 103 and 101 hours respectively. These are splendid figures which reflect great credit on the maintenance staffs. The total flying for the month was 34,000 hours with 3,600 operational sorties.
A high proportion of the attacks was directed against naval targets, more especially the six ships in Brest Harbour, including the battleship Clemenceau and the cruiser Gueydon, all of which were sunk, thus preventing the enemy from carrying out his intention of blocking the harbour.
Two highly successful mining attacks were also undertaken against the ship canals at Stettin and Konigsberg. At Stettin a dredged channel crosses a six mile wide lake between the coast and the docks, and it was decided that a complete hold up of enemy shipping could best be caused by laying a considerable number of mines in this Channel. The sides of the channel were marked at the two ends and in the middle by small towers intended for lights, and between these by a double row of buoys. For the attack the area was first lit with flares and in their light, three marker aircraft laid flame floats down two sides of the canal, using the buoys as their guide, so that the aircraft carrying the mines had a well marked line in which to put them. The marking was magnificently undertaken in the face of considerable searchlight and light flak opposition and the whole operation proved an outstanding success. The average height of laying was 300 feet. The operations against the Konigsberg canal a few nights later was on a smaller scale, but two aircraft succeeded in placing all their mines in the channel again from a very low height and in the light of flares. It was after these two attacks that all Swedish shipping was withdrawn from Baltic trade.
During the month valuable support was also given to the Army in the Falaise area, and many sorties were directed against the flying bomb sites. This commitment has now happily come to an end with the capture of the flying bomb country, but the following message from the Air Ministry to Bomber Command will show the considerable part which the Command played in reducing the scale of this menace.
“The continuous and heavy bombing of the experimental stations, production plants, launching sites, storage depots and installations, which has been carried out by your Command, not only imposed on the enemy a prolonged and unwelcome delay in the launching of his campaign, but effectively limited the scale of effort which he was able to make. This notable achievement has added one more to the long list of successful operations carried out by Bomber Command.”
The month ended with two attacks by the Group on Konigsberg, capital city of East Prussia. The first attack had all the elements necessary for a decisive success but the misunderstanding by a few crews of their briefed instructions, led to the attack, which was the most concentrated ever undertaken by the Group, being centred 2000 yards from the aiming point and doing relatively little damage. As a result a further attack had to be carried out in much less favourable weather. Happily this attack was successful and resulted in the almost complete destruction of the chief port supplying the German armies in East Prussia.
The success which has, in general, attended the attacks delivered by the Group over the past six months has been largely due to the system of low level marking by Mosquito aircraft which was first tried out by Wing Commander Cheshire with No. 617 Squadron. I am sure that all in the Group will join me in congratulating him on the award of the Victoria Cross in recognition of his great gallantry over 4 years of War and 100 operational sorties.
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] CRICKET [/underlined]
The end of the season weather proved most unkind, and most teams found their last month’s activities very limited. Scampton completed three games, beating Rustons and A.A. Command but losing to R.A.F. Cranwell. Dunholme lost to Ruston Bucyrus away, beat Hartsholme away, and the local Cadets at home. Metheringham managed to complete only one inter-station game, and then operations caused them to field a weak side and they were well beaten by R.C.A.F. Digby. Metheringham have now completed eleven games in the season, won five, lost five and drawn one. The outstanding teams of the season were Woodhall and Syerston, both of whom were blessed with “stars”. It was fitting for them to meet in the final of the Group Trophy, and although Syerston were unlucky in having lost S/Ldr MacKenzie, Woodhall put up a splendid effort to add the cricket Trophy to 54 Base collection.
[Underlined] SWIMMING [/underlined]
Coningsby Squadrons took advantage of the last day of summer, and held the Inter-Squadron Swimming Trophy in the Open Air Pool at Woodhall Spa in the 13th August. Events were held in Free Style, Breast and Back Stroke over the usual distances, together with plunging and diving. No.83 Squadron emerged as winners, with 26 points, the next best being Metheringham with 22.
[Underlined] BADMINTON [/underlined]
Several Stations find the Badminton Court in great demand. Dunholme have just concluded a Doubles Tournament in which Cpls Pigott and Hurst beat ACs King and Wright by 21 – 19, 18 – 21, 21 – 17. Scampton have a Badminton Club. Here is a big field for inter-station friendlies, and it is hoped Stations will not miss the opportunity of taking Badminton teams to play away matches during the coming winter. Inter-station games do much to improve the standard of play, by giving players an opportunity of comparing themselves with entirely new opposition. Mixed Doubles is a successful Badminton event, giving the W.A.A.F. another opportunity of a vigorous winter sport. A combined Badminton cum Darts cum Billiards Inter-station tourney cannot fail to be successful.
[Underlined] WINTER SPORTS [/underlined]
On September 4th a Conference of Group P.F.O’s met at this Headquarters to discuss the winter programme. The starting dates for the three knock-outs were agreed as follows:-
MATZ CUP (SOCCER) – Early November
WINES TROPHY (RUGGER) – Early December
MIXED HOCKEY – Mid October.
In the near future invitation letters for the above tournaments will be issued, and a busy season is anticipated. It is hoped that as many Stations as possible will support the Mixed Hockey Trophy; mixed hockey is an enjoyable sport and provides, together with Netball, an excellent opportunity for the W.A.A.F.
[Underlined] VARIETIES [/underlined]
Winthorpe sport an enthusiastic W.A.A.F. Soccer Eleven. Any other Station that can produce eleven Amazons is invited to roll up and meet the Winthorpians in battle.
[Underlined] TRAVELLING [/underlined]
It is hoped to obtain an early decision from Command on the 5 Group suggestion that the limit for which a station can provide sports transport be increased from 5 to 20 miles (single journey). This measure will give an immediate fillip to all inter-station sport and alleviate the task of P.F.O’s in endeavouring to get variety into the programmes.
ENGINEERING
Another record number of sorties has been carried out, which entailed in turn a record number of flying hours.
The flying hours for aircraft on charge in the Squadrons has exceeded anything which has yet been achieved, and is proof of what can be done by good technical organisation and co-operation and the will to keep aircraft serviceable on the part of Officers, N.C.O’s and men.
It has been rumoured that the establishment of tradesmen was based on the assumption that a Lancaster should produce 40 hours flying a month. The hours actually flown per Lancaster on charge has varied between 80 hours and 105 hours in Squadrons for August. This means of course that the Maintenance Personnel have worked twice as hard as the Establishment Committee calculated they would. Many problems present themselves as a result of this high pressure flying, but one point is predominant: the flying has been done, and at the month end serviceability was still 90% of the U.E. aircraft.
Quite a number of aircraft are still operating although their flying hours are in excess of 1,000. The condition and work required on the 3rd major should be watched, and full advantage must be taken of 43 Group facilities for those aircraft which will require too many man hours to overhaul locally.
The increased periodicity between inspections has been approved at 75 hours for Minor and 600 hours for Major Inspection for Lancaster aircraft. This amendment will be issued within the next few days by Bomber Command.
Of the 3,600 sorties detailed 1.66% were unsuccessful due to engineering faults. This constitutes a slight increase over the July total.
No Squadron was entirely free from unsuccessful sorties, and No.52 Base are to be congratulated on having the lowest percentage.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability by Training Unit]
WAR EFFORT
[Table of Aircraft Serviceability and Sorties, including Star Awards by Squadron]
Squadrons are placed in the above table in order of “Successful sorties per average aircraft on charge”. In view of their special duties Nos. 9, 49, 83, 97, 617, and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron the [missing] is divided between the two Squadrons.
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 2
[Page break]
GUNNERY
[Underlined] OPERATIONS [/underlined]
Compared with July, this month’s total of combats shows a big reduction. There have been a total of 70 combats for day and night operations; the claims being:-
7 destroyed
- probably destroyed, and
4 damaged.
During the daylight operation on Bois de Cassan on 6th August, 13 combats were reported, 2 enemy aircraft being claimed destroyed and 3 enemy aircraft damaged. In this operation the enemy fighters exploited the old tactics of attacking out of the sun, and all gunners should take note of this and ensure that in future daylight operations they are equipped with anti-glare glasses. In one instance a Lancaster was attacked from below and seriously damaged, two members of the crew being killed and another seriously wounded. The first intimation of the attack was when hits were registered on the Lancaster, the first burst from the enemy aircraft neutralising both rear turrets. Search must be carried out assiduously to cover all sections of the sky, above and below, by day as well as by night.
As a trial, tracer has been removed from the first 300 rounds in each belt, and gunners’ views are required after having used this sequence in combat, as to whether sighting is easier without the trace or vice versa. Gunners must appreciate that success, the destruction of the enemy fighter, will only be achieved by the correct application of the sight.
[Underlined] NIGHT AFFILIATION WITH HURRICANES [/underlined]
Night affiliation with Hurricanes of 1690 B.D.T. Flight has been available to Squadrons since the beginning of August. Full information and details have been sent out to Bases and Units under reference 293/Trg. dated 3rd August, 1944, and it is encouraging to note that some Squadrons have already availed themselves of these facilities. In view of the advent of longer hours of darkness which means operations of longer duration, it is most essential that gunners’ night vision and practical experience of night interception be brought to the highest standard of proficiency by constant practice. From results of recent exercises, the fighter has not been observed until a range of 150 – 200 yards. The remedies lie in the more skilful use of Early Warning Devices and better night vision.
[Underlined] ODD JOTTINGS [/underlined]
A 400 yards range will shortly be available to the Group and Dunham Cliff. Instructions will be issued shortly. It is hoped that another 400 yards range will be sited at Wainfleet which will be more accessible to those Stations in the Eastern half of the Group.
An Air Staff Instruction has been issued for Skeet Range Shooting. This is to be adhered to closely to obtain the maximum benefit from this form of training.
Details have now been issued regarding Night Vision Training Exercises in blacked-out gymnasiums. The maximum use should be made of this training which will combine fitness with night vision training.
THIS MONTH’S BAG
[Drawings]
[Underlined] DESTROYED [/underlined]
Sqdn A/C Letter Date Type of E/A
44 “A” 6.8.44. FW. 190
630 “L” 12/13.8.44. JU. 88
50 “L” 16/17.8.44. ME. 410
44 “F” 25/26.8.44. ME. 410
106 “B” 25/26.8.44. JU. 88
207 “K” 25/26.8.44. ME. 110
619 “G” 29/30.8.44. ME. 109
[Underlined] DAMAGED [/underlined]
Sqdn A/C Letter Date Type of E/A
57 “U” 6.8.44. ME. 109F
57 “B” 6.8.44. ME. 109F
57 “D” 6.8.44. ME. 107F
9 “B” 12.8.44. JU. 88
All the above claims have been confirmed by Headquarters, Bomber Command.
[Underlined] AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING AUGUST. [/underlined]
[Table of Training Exercises by Squadron and Conversion Units]
X 49 Squadron employed on special training.
GRAND TOTAL OF FIGHTER AFFILIATION EXERCISES FOR AUGUST:- 2136
[Underlined] No. 1690 B.D.T. FLIGHT [/underlined] Grand total 760 hours and 712 details.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 3
[Page break]
TRAINING
During August 51 Base produced 151 crews and topped the previous month’s record by one crew. This was achieved despite several days unseasonable weather. The Base is confident that it can improve on this total for September. No. 5 L.F.S. continued to take Lancaster Conversion in its stride and completed its third month with over 2,000 hours flying.
Final training in Squadrons was abreast of the time throughout, and the Base Training Pilots and Flight Engineers did a good job in getting the crews fit for operations without any hold up despite the increased number of crews passing through their hands. 10 and 20 sortie checks were also carried out. Gunnery categorisation is now forging ahead, and towards the end of the month categorisation of Navigators was introduced. This will be followed shortly by categorisation of pilots and Flight Engineers.
The detached elements of 1690 B.D.T. Flight, comprising Martinets and Spitfires, were withdrawn from 51 Base airfields and centralised with the Hurricanes at Syerston. This did not interfere with fighter affiliation training and 1690 B.D.T. Flight as a single Unit are now providing both day and night affiliation for the Group from one Station, and in addition are affiliating with No.49 Squadron for special training. The number of details flown and gunners exercised are dealt with elsewhere in the News.
The formation of 1668 Lancaster Conversion Unit and 1669 Halifax Conversion Unit also took place during the month, and 5 Group is responsible for the training up to the present.
No.1668 Conversion Unit is due to open on the 1st September, and 1669 later in the month.
EQUIPMENT
[Underlined] ECONOMY IN THE USE OF EQUIPMENT [/underlined]
The war has now entered its sixth year and although things are going better for us, Equipment Officers should still strive after perfection in economy of equipment. This is an old and well known subject, but owing to its importance, it cannot be rammed home often enough.
Only by frequent review of establishments can correct provisioning be maintained. If provisioning is good, then the Station will not want and Station Sections will cease to hoard.
Therefore, all Equipment Officers can, by good provisioning, plus foresight, and good liaison with the other Sections on the Station, make every item of equipment do its correct job and prevent waste.
[Underlined] A.M.O’s OF INTEREST [/underlined]
A.738/44 (Parts III, IV and V) Civilian Repair Organisation – Repair of R.A.F. Equipment.
A.759/44 Contract Washing, Procedure for. Articles of Service clothing and equipment in the U.K.
A.774/44 Introduction of new small F.600.
A.775/44 Preparation of Carriers’ Notes.
A.806/44 Removal of components from aircraft in Category AC.
N.828/44 Revision of Scale of Watch, Clock and Instrument repair tools.
N.846/44 Revised scale of issue of Testers Insulation resistance, types A, B, C and D.
N.873/44 Introduction of Lubricator sets for Type B Mechanical Sweeper.
PHOTOGRAPHY
Condensation has again been the cause of a number of failures, and it is now considered that the majority of instances are the result of conditions at Base rather than conditions at or en route to the target. Experiments are being conducted to determine whether it is practicable to remove the register glass in the camera. So far success has attended our efforts and results are being watched carefully. If this can be done, then one of the surfaces on which condensation can form will have been eliminated.
Composite film join failures are still occurring and it has been decided to use French chalk on the linen side of the tape in order to prevent this sticking to the register glass of the camera. Photographic N.C.O’s are to select the tape used for this purpose with great care, as the quality of different rolls varies considerably.
The titling of photographs often leaves much to be desired. Operational air photographs without adequate and readable titling are useless. N.C.O’s are therefore to watch this point carefully. The printing of films could be much improved in many cases. Whilst speed is essential in the production of results, do not let the result be marred by bad workmanship. A green, badly titled print is an offence to the photographer’s eye.
The use of Standard Day Panchromatic Film on Day Operations should make for better quality results with much finer grain, but will, however, necessitate more frequent magazine loading in the changes from Day to Night Operations. Very great care must be exercised in handling the film during these changes.
Standard Day Film is to be used whenever possible for day operations.
ANALYSIS OF PHOTOGRAPHY
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 4
[Page break]
GARDENING
Business has been brisk this month In all departments of the offensive, but the Gardeners have certainly had their share of the task, and excellent results have been achieved, in High and Low Planting. The Command Gardening, totalling 1587 vegetables has been divided as follows:-
(a) A constant stream of planters directed at the U-Boat Bases on the West Coast of France.
(b) Large scale operations in the Baltic area with the object of dislocating the enemy’s sea-borne supplies for the Russian Front, and of severing all trade with Scandinavia.
[Underlined] The U-Boat Offensive. [/underlined] 5 Group, represented by 44, 97, 619 and 57 Squadrons carried out 6 operations in these areas, laying accurately by H.2.S. with slight to moderate interference from Flak.
[Underlined] Results. [/underlined] At the time of going to press, it is believed that all West Coast bases have been closed to U-Boat traffic for some time. This is more than embarrassing to a frantic enemy endeavouring to check our advances. The U-boat command must now be at pains to form any systematic plan of control for their U-boats already on patrol in the Atlantic. Individual Commanders are certain to be confused, dissatisfied and hampered by the continuous stream of contradictory instructions issuing from their superiors, on the best methods and routes for their return. Offensive patrols – already minimised to a large extent – will now have to be reduced to even shorter periods through lack of fuel, food and water; in short, lack to the North Sea Bases they will have to go, and the days of the U-boats are numbered. In co-operation with out Gardening efforts in this sector, the most striking results have been achieved by the brilliant bombing of 617 and 9 Squadrons on the Pens and Berths in these Bases. Naval Patrols have also been most successful along this stretch of water, and the future reading in Weekly Intelligence Reports should contain some interesting home truths of our enemy’s state of mind.
[Underlined] The Baltic Offensive. [/underlined] Among the many and varied targets on hand during this past month, not the least were our long and hazardous trips far into the Baltic. The nature of these operations involved dangerous low flying through heavy and light flak, concentrations of searchlights, and surprise flak ships placed in the most awkward positions. On the 16/17th August, the first strike at Stettin took place, and a special Gardening operation was co-ordinated in the main attack. 23 Lancasters were detailed from 44, 106, 57 and 97 Squadrons to pounce on the Kaiser Fahrt Channel, 97 Squadron performing marking duties ad carrying two choice vegetables apiece.
Little was known of the garden to be attacked, the only guide being the Light houses positioned in pairs, every 3 1/2 miles along the channel 157 yards wide, by about 10 miles in length. Careful timing, concise intercommunication, and cool heads were the Orders of the Day. When the force arrived the Light houses were lit, and remained so for sufficient time to reveal the line of the channel. Down went 97 Squadron to mark at mast head height with lines of flame floats. The Controller was first to mark, and laid most accurately, which was quickly confirmed by his Deputy flying between the Lighthouses at the time. The Gardeners were then called in to lay at 200 feet, meanwhile the main bomber force went for the town of Stettin, and other Groups were planting furiously to seaward. Two Gardeners were unfortunately shot down in the area – including the controller after performing an excellent task – two more were forced to jettison through flak damage, three were forced to jettison and return early with engine trouble, and two were unhappily non-starters. Out of 81 vegetables carried, 61 were successfully planted. It is estimated that a very high percentage of these now lie gracefully in the narrow waterway, including two discreetly dropped 3 1/2 miles inside the canal itself by Z/106 Squadron – a very fine piece of work. It can therefore, be said that this enterprising evolution was carried out with highly commendable skill and determination on the part of all crews in the face of intense opposition, and their combined team-work has added a further page in the history, already outstanding, of the Group’s Gardening efforts.
On the 26/27th, a similar operation took place, but this time in the Konigsberg area. Extensive planting took place to seaward in the approaches to important Baltic harbours, in which 44, 106 and 630 Squadrons took part, while four selected crews from 44, 57, 106 and 207 Squadrons made for the Konigsberg inland canal.
Illumination was provided by the main force as they retired from their target area, enabling the Gardeners clearly to identify their target. Unfortunately two aircraft were seen to be hit by flak and did not return, but R/106 and E/207 pressed home their attack with great zeal, and skilfully planted 10 of the best in the waterway. A fine example of courage and airmanship.
The main force returned to this target again on 29/30th and this time opportunity was seized to back up the previous lays in the outer gardens. 10 Lancasters representing 44, 49, 106 and 630 Squadrons completed a 100% planting of forty Mark IV vegetables with little opposition using H 2 S from high altitude. Very good records have already been received from P.P.I. photographs.
[Underlined] All is not well in the Baltic [/underlined] – The Swedish Home Service stated on the 22nd August that the State War Insurance Board had decided to stop granting war risk insurance to German Baltic Harbours for the time being, on account of the prevailing conditions.
The following tribute to the efficiency of British mining operations was paid by Rear Admiral Gadow, the Naval correspondent of the Deutsche Alhgemeine Zeitung. He wrote that the mining of the shipping routes of the North Sea had reached such a pitch of intensity that it was putting the heaviest strain on the German minesweeping flotillas.
[Underlined] General Summary [/underlined]
Sorties – 65
Successful – 53
% Successful – 81 1/2
Aircraft Missing – 4
Nights operated – 8
Mileage Flown – 96,312
Total Planted successfully – [underlined] 260 [/underlined]
[Underlined] NAVAL SUPPORT [/underlined]
In close connection with the general plan of denying the U-Boat Bases to the enemy is also the all important object of preventing the enemy from totally destroying or blocking these bases before they can be used by the Allies. With such enormous forces having to be maintained in Europe it is essential that we should have every available harbour working at full pressure for the off loading of stores and equipment from suitable big ship berths, rail and roadway centres. The enemy has been quick to realise this point, and has taken every step to bring about total destruction where he can, by the use of expert demolition squads, and the subsidiary use of Block ships in harbours.
Immediate steps were necessary, and taken, in the case of Brest, by allocating Block ship targets to 5 Group Squadrons. Great care and attention to detail wrought havoc to the enemy’s intentions, as one by one, the ships at anchor in the harbour were singled out for devastating attack, and successfully sent to the bottom by pin point bombing. The 11,000 ton tanker capable of completely filling the main entrance was the first to ‘settle’ safely in her berth, quickly followed by the aged French Cruiser “Gueydon”, a Sperbrecher berthed alongside the quay, and the half completed battleship “Clemenceau”. This stripped the saboteurs of any immediate facilities, but as they had previously disclosed their intentions by sinking one tanker and two small coasters near the entrance, the job was completed by satisfactorily destroying one large Merchant Ship and a large Sperbrecher undergoing repairs in the dry docks.
Such accuracy in bombing ships, for the sorties carried out, has seldom been reached before; the Squadrons involved are to be congratulated on their work, and helping hand given to the Royal Navy, which will greatly assist the common task of feeding our armies in the future.
WAR SAVINGS
(a) Approximate savings in pence per head.
(b) Approximate percentage of personnel saving.
(c) Total savings for the month.
[Table of War Savings by Station]
TOTAL SAVED [underlined] £6,625.15.5. [/underlined]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 5
[Page break]
SECOND THOUGHTS FOR PILOTS
Longer nights and longer sorties make accurate flying more important than ever. Here are three occasions when accurate flying is essential if you are to keep “ON TRACK AND ON TIME”.
(i) On the short leg out of the target. An incorrect airspeed can make you overshoot and put you several miles off track.
(ii) During the banking search. If poorly flown, or done more to one side than another, you will also wander off track.
(iii) During the corkscrew. If carelessly executed you might get on a reciprocal. It’s been done before.
[Underlined] FLYING INTO CLOUD [/underlined]
It takes all pilots 5 to 10 seconds to “settle down” on instruments after changing over from visual flying. Always go over the instruments well BEFORE entering cloud, and avoid adding that unsettled feeling to other difficulties that you may encounter. Check pitot head “ON”, Suction on both pesco pumps, all instruments O.K., and note outside air temperatures.
[Underlined] NOTES ON PURE FLYING [/underlined]
(i) Look round before starting a turn.
(ii) In turns, correct slip or skid with rudder and keep the nose in the correct position on the horizon with the elevators, not rudder.
(iii) Aileron drag produces yaw, and it is most notable when a large amount of aileron is applied. The solution is in the rudder. Use it.
[Underlined] USE OF BOMB DOOR SELECTOR LEVER [/underlined]
If the bomb door selector lever is half-up or half-down, you will get a runaway film on the camera. So make sure the lever comes right down when selecting bomb doors OPEN. Avoid selecting bomb doors open until on the bombing run, as each time they are selected open an exposure is turned over in the camera. If you have to test the bomb doors ensure that the bombsight is switched off first.
[Underlined] FIRE IN THE AIR – DON’T DIVE [/underlined]
Diving an aircraft in an attempt to put out a fire is forbidden. It invariably leads to disaster because:-
(i) The increased air flow in a dive feeds and spreads the fire.
(ii) The risk of structural failure, if the airframe is weakened by fire, is increased.
(iii) Baling out is difficult, and in a violent dive almost impossible.
[Underlined] CREW AIRMANSHIP [/underlined]
Most new captains have at least 2 – 300 hours flying experience. The crews may not have more than 100 hours. Take practical steps to ensure your crew’s airmanship is as good as your own. Remember the old adage “A chain is as strong as its weakest link”.
(Continued at foot of col. 2)
[Underlined] OVERSHOOTING [/underlined]
The length of landing run depends on many variables, including airspeed at touchdown, strength of wind, all up weight, amount of flap used and strength of brakes. The bar of white lights 800 yds from the upwind end of the runway, therefore, can only be used as a measure of distance and not as a safety limit before landing.
[Underlined] Motto for the Month:- [/underlined]
“IF IN DOUBT – GO ROUND AGAIN”
HONOURS & AWARDS [Drawing]
The following IMMEDIATE awards were approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
S/Ldr F.W. THOMPSON, D.F.C. D.S.O.
[Underlined] 50 SQUADRON [/underlined]
F/Lt B.H. BOTHA, D.F.C. D.S.O.
[Underlined] 57 SQUADRON [/underlined]
P/O W.H. GOLDING D.F.C.
W/Cdr H.Y. HUMPHREYS D.F.C.
[Underlined] 83 SQUADRON [/underlined]
S/Ldr L.C. DEANE, D.F.C. D.S.O.
A/W/C G.F. GEORGESON, D.F.C. D.S.O.
W/Cdr J.R. JEUDWINE, O.B.E., D.F.C. D.S.O.
A/W/C J. WOODROFFE. D.F.C.
P/O R.R. ORMISTON D.F.C.
F/O N.O. JOHNSON D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O R.L. ETHERIDGE D.F.C.
F/S D. BRYDEN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
Sgt R.O. NORFOLK D.F.M.
[Underlined} 617 SQUADRON [/underlined]
A/F/L B.W. CLAYTON, D.F.C. C.G.M. D.S.O.
A/S/L D.J. SHANNON, D.S.O. D.F.C. &BAR BAR TO D.S.O.
W/Cdr J.B. TAIT, D.S.O., & BAR, D.F.C. 2ND BAR TO D.S.O.
[Underlined] 630 SQUADRON [/underlined]
A/W/C W.A. DEAS, D.F.C. & BAR D.S.O.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
W/O H.F. ROBINSON D.F.C.
F/Sgt J. MICHAEL D.F.M.
F/Sgt C.R. BOLT D.F.M.
P/O A.W.M. BIRCHENOUGH D.F.C.
F/Sgt BOWER D.F.M.
Sgt H.O. SMITH D.F.M.
F/Sgt W.E. MILLER D.F.M.
F/Sgt. C.E. BOWYER D.F.M.
P/O F.S. COLMAN D.F.C.
[Underlined] 44 SQUADRON [/underlined]
F/O O.J. REYLAND D.F.C.
Sgt J.B. COWAN D.F.M.
P/O J. WOULD D.F.C.
Sgt K. WOOLARD D.F.M.
[Underlined] 44 SQUADRON (CONTD) [/underlined]
P/O R.L. DAVISON D.F.C.
Sgt R. WOODWARDS D.F.M.
F/Sgt D.M. MURRAY D.F.M.
P/O V.G. WILLIAMS D.F.C.
Sgt E.C. WREN D.F.M.
Sgt H.L. ROBERTS D.F.M.
Sgt J.H. DAVIDSON D.F.M.
F/Sgt K.F. LETTS D.F.M.
Sgt J. MICHIE D.F.M.
Sgt W.H.R. CHAMPION D.F.M.
[Underlined] 49 SQUADRON [/underlined]
P/O J.J. LETT D.F.C.
P/O J.C. MC.KAY D.F.C.
Sgt G.J.W. PARKINSON D.F.M.
P/O J.A. JONES D.F.C.
F/O J.H. SIMPSON D.F.C.
P/O R.H. EWENS D.F.C.
F/O K.S. STOKOE D.F.C.
F/Sgt J.R. PEAKER D.F.M.
F/O L.P. MAPP D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O L. CREED D.F.C.
F/Sgt S. BROWN D.F.M.
F/Lt F.W. CHADWICK D.F.C.
F/Lt A. HAWORTH D.F.C.
P/O J. WATT D.F.C.
F/O W.F. SWINYARD D.F.C.
F/Sgt F.E. BURTON D.F.M.
F/O A.H. CRAWFORD D.F.C.
Sgt D. GROSCOP D.F.M.
P/O D.S. RICHARDSON D.F.C.
F/O H.A. HUGHES D.F.C.
F/O A.R. VERRIER D.F.C.
F/Sgt L.C. HOGBEN D.F.M.
Sgt C.A. HORN D.F.M.
[Underlined] 61 SQUADRON [/underlined]
F/Sgt K. VOWE D.F.M.
W/O J. GRAHAM D.F.C.
P/O A.E. STONE D.F.C.
Sgt S. BILLINGTON D.F.M.
P/O R.A. GRIFFIN D.F.C.
F/O S.A. JENNINGS D.F.C.
P/O C.W.J. FRANKLIN D.F.C.
F/O J.C. HODGKINS D.F.C.
Sgt W. DACRE D.F.M.
F/Sgt O.H. MILLAR D.F.M.
A/F/O J.E. GIBBERD D.F.C.
[Underlined] 83 SQUADRON [/underlined]
F/O R.A.C. HELLIER, D.F.C. Bar to D.F.C.
W/O C.W. GRAY, D.F.M. D.F.C.
P/O M.A. ROONEY D.F.C.
P/O C.E. HAYNES D.F.C.
P/O C.E. ERICKSON D.F.C.
P/O F.A. MARDEN D.F.C.
P/O C.W. EARNSHAW D.F.C.
F/O R.E.H. FOOTE D.F.C.
F/O W.E. SIDDLE D.F.C.
P/O N.J. CORNELL D.F.C.
F/O C. BRUDETT D.F.C.
F/O R.E. FOSTER D.F.C.
W/O J.C. PARKER D.F.C.
W/O A.C. STRICKLAND D.F.C.
W/O E. PLUNKETT D.F.C.
F/O H.A. DICKINSON D.F.C.
F/O C.J. PURSEY D.F.C.
F/Sgt C. CASSIE D.F.M.
F/Sgt D.A. LAWES D.F.M.
F/Sgt M.J. BLOWER D.F.M.
Sgt F. WILDMAN D.F.M.
Sgt A.N. JONES D.F.M.
F/Sgt F. JOHNSON [sic]
P/O C.J. DUGGIN D.F.C.
(Contd. On Page 17 Col 2)
5 GROUP NEWS, NO.25. AUGUST, 1944. PAGE 6
[Page break]
SIGNALS
[Underlined] SIGNALS TRAINING [/underlined]
The month of August saw the start of controlled daylight formation flying, and again the Wireless Operator (Air) came in for a fair share of the work. The Master Bomber and Base Leader’s Wireless Operator had the task of transmitting instructions to the force, and reception of their transmission was very good.
From the W/T point of view, the control of operations during August was very good. The standard of operating by Controller’s Wireless Operators was good throughout, and the work of these operators is appreciated. It was unfortunate that, on the night on which both Link 1 and Link 2 failed to reach the target area, the primary W/T frequency was heavily jammed. We are now all well aware of the tremendous effect of “Jostle” – it really does amount to complete wipe out over a large band.
The initiative shown by the Link 3 Wireless Operator in taking over control, assessing the impracticability of the primary frequency for W/T control, issuing instructions to change to the alternative, and using this channel for W/T control, was very commendable. Also, in this respect, our congratulations go to the 97 Squadron Wireless Operator who, although not detailed as a deputy link, assumed the duties of one, and acknowledged all instructions sent by the Link3. A very good show by both Wireless Operators (Air).
[Underlined] CONTROLLERS’ OPERATORS [/underlined]
No. 54 Base again led the field in the number of Wireless Operators who carried out successful tests as laid down in No. 5 Group Signals Instruction No.13. No.55 Base have now taken up the challenge, and very soon we hope to see a healthy competition between all Bases in carrying out these tests.
[Underlined] GROUP W/T EXERCISE [/underlined]
Daylight operations during the month interfered a little with the Group W/T Exercise though some Squadrons made a good attempt to carry out every exercise. This is, perhaps, the best W/T Operating practice afforded to Wireless Operators while on the Squadrons, and every effort must be made to ensure that every Wireless Operator does take part. Some good exercises were carried out, but we still have a few offenders who will not listen out before transmitting; some still send VE before callsigns, and the proper use of QVU is not made. Signals Leaders please note.
[Underlined] EARLY WARNING DEVICES [/underlined]
The use of Early Warning Devices during the month was curtailed quite a bit by daylight operations, but, when required on night operations, they again proved their worth, judging by the number of contacts reported. Now that Squadron Signals Leaders are being given a three days course at the Bomber Command Tactics School, some very valuable information on the tactical use of Early Warning Devices and Radio Countermeasures should be gained, and passed on to the Squadrons, thus showing W/Op (Air) the value of his efforts.
[Underlined] GOOD SHOWS [/underlined]
An outstanding example and inspiration to all Wireless Operators (Air) was given by F/Lt Bean, Station Signals Officer, Coningsby, on the night of 16/17th August. The Controller detailed for the operation that night was without a complete crew, and F/Lt Bean, who had been primarily responsible for the high standard of W/T operating carried out by the Controllers’ Wireless Operators on 54 Base, and who had himself passed the test laid down in 5 Group S.I. No. 13, was detailed to carry out the duties of Controller’s Wireless Operator (Air).
Whilst over the target, the aircraft was hit and set on fire. F/Lt Bean, who was already transmitting his Captain’s instructions for the attack, sent out in plain language to the force the message “Hit and on fire”. Immediately after this transmission, he transmitted further instructions to the force to carry on the attack.
F/Lt Bean set a very fine example of coolness and devotion to duty, and it is hoped that he and all members of his crew were able to make a safe landing.
Further good shows were the commendable efforts of the two 97 Squadron Wireless Operators already mentioned, and a Wireless Operator of 44 Squadron, who, while sending an immediate sighting report of a dinghy, switched his I.F.F. to distress while over the dinghy, informed the M/F section of his action, and when leaving the area again informed the M/F Section of time of switching off. This action enabled a good fix to be taken on his aircraft. It is to be noted that an aircraft crew were rescued in this area the following day.
[Underlined] SIGNALS FAILURES [/underlined]
The percentage of Signals failures against the 3,600 sorties flown in August was 1.722. This is an increase of 0.32 per cent over the figure for July. There were no failures which prevented aircraft from taking off on account of Signals defects. Two early returns were attributed to Signals “equipment failures”. The remainder of the failures reported had no adverse effect on any of the operations.
Over 80% of the total defects were due to component failures, the others being under the category “Miscellaneous”. There were no “manipulation” or “servicing” failures. The result of five of the Signals defect investigations was “No Fault Found”. This is a most unsatisfactory type of report and every effort must be made to get at the roots of such reported defects.
[Underlined] V.H.F. [/underlined]
During the past month, replacement TR.1143 equipment has been in very short supply. It appears that the production of this equipment is decreasing whilst the requirements of A.D.G.B. are steadily increasing. As a result is has been decided to withdraw TR.1143’s and TR.1143A’s from all 5 Group aircraft, and refit the Group with the American version of this equipment, which is known as SCR.522. The problem presenting itself with this changeover is that a complete change of frequencies is also taking place. This means that a normal, steady re-equipping of, say, six aircraft per Squadron each day cannot be done, because all aircraft must be on the same V.H.F. frequencies, and TR.1143 crystals for the new frequencies are not available.
Full quotas of SCR.522 equipment have already been received by 53 and 54 Bases, and now 52 Base have received 75% of their quota. As the equipment arrives at the Squadrons, it is being set up to the new frequencies, modified and bench tested. This will ensure that, when sufficient equipment has been received to fit all Squadrons, a 100 per cent changeover throughout the Group can be effected upon receipt of the executive from this Headquarters.
[Underlined] RADAR [/underlined]
During August the disposition of Radar personnel underwent several changes. Radar Officers have been deleted from Squadron strength and placed on Stations as Station Radar Officers. A Radar Officer has also been allocated to R. & I. at Base Stations. Where two Squadrons are based on a Station, the Station Radar Officer controls the Radar servicing of both. The Radar mechanics are divided between the Daily Servicing Section and the R. & I. Section, and thus a division is made in the two maintenance aspects. This should improve the organisation very considerably. The decision to use Wireless Operators (Ground) to assist in Radar Servicing is now being implemented, and the advantage to be derived from this new arrangement will be self-evident.
[Underlined] LORAN [/underlined]
Although the policy on the use of Loran has not yet been decided upon, the intervening period between now and its installation should be utilised to train the greatest number of Radar Mechanics possible on its maintenance. The six mechanics who attended the course at Headquarter, Bomber Command, were selected as evenly as possible from Bases, and now they, with the aid of those who have had previous experience with the equipment in America, will instruct personnel within their respective Bases. Sets of equipment have been distributed to all Bases for instructional purposes. All relevant technical literature available in the form of the Bomber Command Radar Servicing Manual, Section XIII and C.D. O.526-A, has been issued.
[Underlined] REPEATER INDICATORS [/underlined]
Numerous unexpected delays have occurred in the production of these indicators, due to the great difficulty in procuring certain components. In some cases diversion orders had to be placed, and consequently temporary bottlenecks developed. Metal screens for the C.R.T. are extremely difficult to obtain, and in an effort to complete a sufficient number of indicators to equip the two Squadrons at Skellingthorpe, all redundant screens have been collected from Stations within the Group. It is hoped that by the time this summary comes off the press, this fitting will have been accomplished as well as that of the remaining Monica IIIA and V Squadrons. We take this opportunity of commending those concerned in 53 Base for their very fine work in constructing these units.
[Underlined] GEE [/underlined]
The serviceability of Gee maintained its usual high standard, during the past month, although we did not succeed in boosting it much above July’s figure (.02% to be exact). When it is remembered that at times less Gee sets were held than aircraft, all sue credit should be given to the maintenance personnel for keeping the serviceability at this high level. There were a total of 3207 sorties completed, and out pf these 88 difficulties arose, giving an overall percentage of 97.26. The difficulty in the supply position appears to be due to the shortage of crystals, and so,
(Continued on page 8, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 7
[Page break]
SIGNALS (CONT.)
bearing this in mind, all crystals should be returned to Group Headquarters for repair and re-issue immediately they become unserviceable.
[Underlined] H 2 S MARK II AND MARK III [/underlined]
Despite the new switching procedure used on two operations during August, the serviceability of H 2 S Mark II was slightly improved. For an increase in sorties of approximately 30% (1635 sorties), 90.52% were completely serviceable. Headquarters, Bomber Command, are analysing the effect of delayed switching of the modulator at high altitudes, and will, if found necessary, take adequate steps to counteract any adverse effect it may have. It would appear, judging from the last operation on which this procedure was used, that provided this switching is done at altitudes of 2000 – 4000 feet, there would be no decrease in serviceability.
Unfortunately Mark III serviceability dropped below July’s figure by 4.73%. Of the 172 sorties completed, 19 developed defects. The percentage free from defects was therefore 88.96. Two of the faults were due to enemy action, and amongst the remaining 17 there were no outstanding component failures. Nos. 83 and 97 Squadrons are almost completely fitted to Mark III now, and all replacements are of this same type. Several stabilised scanners have been received but at this stage it is difficult to assess their value and efficiency.
[Underlined] FISHPOND [/underlined]
Last month saw a slight improvement over July in the serviceability of Fishpond. 1424 sorties were completed, and of these 90.52% gave very satisfactory results. The minimum range of this device is one of the major problems and is one which requires continual attention. Where any evidence exists that the minimum range is abnormally high, immediate steps must be taken to bring it down to the shortest range possible by replacing the defective units.
[Underlined] MONICA [/underlined]
Monica IIIA resumed its normal position in serviceability during August. There were 36 defects out of 941 sorties completed, giving a percentage of 96.18 serviceable, or an increase of 2.36% over July. The end of the Monica IIIA supply has now been reached, but our first issue of Monica IIIC is being made from Headquarters Bomber Command early in September, to Waddington. Future replacements will be Mark IIIC, and should be in good supply at a very early date.
Monica V, by relinquishing second place, which it held in July, did not by any means experience a decrease in serviceability. Rather, an increase was obtained, and out of 649 sorties completed, 96.0% functioned in the most efficient manner. This fact adds further evidence that, regardless of the odds which may exist, no problem is insurmountable when the proper thought and energy is applied.
ARMAMENT
[Underlined] BOMBING [/underlined]
Headquarters, Bomber Command Armament Bulletin, Issue No. 6, dated September 1st, covers many of the points which would otherwise have been raised in this News.
Special attention is drawn to the responsibilities of Armament Officers in connection with bomb aiming problems. There are two courses now running. The first is the Mark XIV Bombsight Course, at present conducted in No. 4 Group. F/Lt Rogers, the Armament Officer from Winthorpe attended the first course. It is hoped that the Group will have further vacancies on subsequent courses, and it will be possible in time to give all Armament Officers the benefit of such a course. The second course is the Mark XIV Bombsight Analysis Course now being run at Bruntingthorpe. The first few vacancies on the technical courses are being allocated to Base Electrical Officers, and subsequent vacancies will be allocated to Armament Officers.
[Underlined] CIRCULATION OF INFORMATION [/underlined]
Do you circulate your copies of the Armament Bulletin to other Sections who may be interested in the various items? This is particularly applicable to Issue No.6.
[Underlined] DE-BELTING AMMUNITION [/underlined]
It looks as though we have at last found a solution to that vexing problem of de-belting and cleaning ammunition. The machines referred to on Page 29 of the Armament Bulletin are now improved and working at R.A.F. Station, Swinderby, where the Base Armament Officer will be pleased to demonstrate this equipment. Owing to the pressure of operations it is difficult to lay down a time for a visit, but Base Armament Officers should contact S/Ldr Rowed, and make arrangements to see and copy this equipment.
[Underlined] BOMB CARRIERS [/underlined]
Credit is due to R.A.F. Station, Bardney, for producing a prototype Triple Adaptor for the Lancaster centre Stations, to take 3 x 500 lb H.E. bombs.
[Underlined] ARMAMENT QUIZ [/underlined]
Do you know what the letter “G” on a bomb trolley means? If not refer to A.M.O. N.1236/43.
[Underlined] GUNS AND GUNNERY [/underlined]
With the approach of winter, gunnery problems will become more acute. In your keenness to obtain gun serviceability, do not forget that gun aiming problems as well as bomb aiming problems are Armament problems.
[Underlined] CO-OPERATION [/underlined]
Co-operation should extend beyond one’s own Unit, and when stores are required urgently for operational use by other Stations, any delay in delivery means inconvenience to other Units. If this Headquarters asks you to send stores immediately by road, make certain that any delay in sending them is reduced to a minimum, and if such a delay is unavoidable, let us know – in other words keep us in the picture.
[Underlined] WAR EFFORT [/underlined]
August has been a busy month, and all previous records have been easily surpassed by the totals of 3,600 sorties and 14,952 tons of bombs dropped.
Credit is due to all Armament personnel in having the goods ready for delivery to the place where it hurts the Hun most.
[Underlined] BOMB DUMPS [/underlined]
In order to keep up the tonnage of bombs dropped on the Hun, Bomb Dump organisation must be still further improved, and every yard of storage space used to the best advantage.
ARMAMENT FAILURES TABLE
[Table of Armament Failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 8
[Page break]
NAVIGATION
Fifteen months ago our chief concern was whether the Navigational standard was sufficiently high to ensure that all aircraft would reach the target. With the increase in the number of aids available, this problem has solved itself, and our main worries these days are the finer points of navigation, i.e. rigid adherence to track and timing, and the finding, and the finding of accurate winds for bombing. The standard achieved in track keeping during the last two or three months does not leave much to be desired. We must now concentrate on the two remaining difficulties, i.e. Timing and bombing wind velocities.
If we are to achieve the concentration in timing necessitated by current tactics then all aircraft must arrive at each turning point en route and at the target within ± 1 minute. It is very hard to do this, but on the other hand it must be done. Constant checking of ground speeds and revision of E.T.A’s plus a change of air speed where necessary is the only way that really accurate timing can be achieved. Every Navigator must check and re-check his E.T.A’s as often as possible and must revise the air speed as soon as it becomes evident that revision is essential.
The finding of an accurate bombing wind in the target area is equally important. Here again this is only possible if those Navigators detailed as windfinders realise their responsibility, and work to the utmost limits of accuracy, e.g. do all the plotting necessary to find the target area wind on a large scale chart, plot air positions and fixes by use of dividers and finally check all computations and plotting again and again.
Station Navigation Officers are to concentrate on these two points during the next two months and are to make sure that all Navigators realise the necessity for accurate time keeping, and the finding of accurate wind velocities in the target area.
[Underlined] BROADCAST WIND VELOCITIES [/underlined]
The broadcast wind velocity procedure has been used on five occasions this month. In each instance the results have been very good. It is good to note that the majority of Navigators are transmitting every wind they find. This is of course essential if the Met. Staff are to note any sudden change in the wind velocity.
It would be wise to recall the Berlin raid of March this year, when the winds experienced were 50 miles an hour stronger than forecast. This change took place very suddenly and a vast majority of Navigators suspected their instruments and refused to believe the wind velocity could have increased by such a large amount. The result was that almost all of them “watered down” their wind velocities before transmitting. The Met. Staff, having no other data to work on, had to assume that the ”watered down” wind velocities were correct. At this time not many Squadrons in the Group were equipped with H 2 S, and also aircraft were flying over a continuous sheet of cloud. Consequently the majority of aircraft had to fly on D.R. using broadcast wind velocities for a period of 4 hours. At least 50% of the aircraft were 70 miles south on the return journey, and eventually passed over the Northern fringe of the Ruhr defences, without of course, realising where they were. The results were not as disastrous as they may well have been.
This must not happen again. Once again we repeat “[sic] If you obtain a wind velocity differing from the previous found wind velocities, then provided you are confident about the fix obtained and have checked the A.P.I. you must transmit that found wind velocity. If it is wrong it will be very apparent to the Met. Staff and no harm will be done. If, however, it is right and you do not transmit it, then a great deal of harm may well be done. Read this paragraph over again very carefully and digest it well.
Now to come back to a more cheery and less threatening note. The results obtained this last month have, as was said earlier, been very good. There are still, however, one or two points which are not entirely satisfactory. The chief one is coding and transmission of wind messages. A number of instances occur where the message is coded incorrectly and sometimes this is not very apparent to the receiver of the message. Also Wireless Operators make mistakes in transmission. In each instance the message is of no use. It is very annoying to think that you have worked so hard finding an accurate wind velocity, and then nullified its value by a small slip like wrong coding or transmission. Another point is that wind finders tend to slacken off on the return journey. It is realised that fatigue is partly responsible for this, but nevertheless the wind still blows and will still play tricks on you. So [underlined] DON’T [/underlined] slacken on the return journey no matter how great the temptation.
The best wind finders on each operation were as follows:-
1. BRUNSWICK (12/13.8) – F/O REID (106 Sqdn)
2. STETTIN (16/17.8) – F/O BAILEY (630 Sqdn)
3. DARMSTADT (25/26.8) – F/S KNIGHT ( 44 Sqdn)
4. KONIGSBERG (26/27.8) – F/O YOUDALE (619 Sqdn)
5. KONIGSBERG (29/30.8) – F/O McCAMM (630 Sqdn)
Good work – keep it up!
[Underlined] GENERAL HINTS IN NAVIGATIONAL PROCEDURE [/underlined]
(i) Don’t “flap” – ever!
(ii) Always work to a system, but see that the system is good. The cycle of operations, i.e. fix, air position, alter course if necessary, wind velocity, ground speed check, new E.T.A., should not be repeated oftener than once every 10 minutes nor less than once every 20 minutes.
(iii) Check every calculation at least once. If you are a slow worker, then to ensure you have sufficient time to check all your calculations, use a 15 or 20 minutes system.
(iv) When orbiting or dog legging, before setting course, keep the pilot informed of the number of minutes in hand, e.g. “5 minutes to go” – “3 minutes to go”, etc.
(v) Remember that an aircraft requires time to alter course. The heavier the load, the longer the time required. Make allowances for this, and so avoid overshooting any of the turning points, and subsequent displacement off track.
[Underlined] LOG AND CHART WORK [/underlined]
Four months ago we began a drive on more work on the chart and less in the log. The initial trials were a success, and the method was adopted throughout the Group. It was decided, however, not to force it on to the more experienced Navigators who had been used to keeping a very full log.
The reason for reducing the log work was to have more time available for the checking and re-checking of all calculations, and to enable Navigators to obtain that extra fix or ground speed check which is so often vital. A few Navigators can do all this and still keep a full log. If they wish to waste their time by recording unnecessary details, then providing their Navigation suffers in no way, there is no objection. It has been noted, however, that a few Navigators are keeping a detailed log at the expense of accurate Navigation, and constant checking. This must stop immediately. Station and Squadron Navigation Officers are to watch carefully for this, and must ensure that no Navigator is wasting valuable time writing a detailed log at the expense of accurate navigation.
[Underlined] A.P.I. ATTACHMENT FOR WINDFINDING [/underlined]
It was stated in last month’s News that 5 A. P. I. attachments were installed in aircraft in this Group and trials were to be carried out. The trials have now been completed, and the results achieved have come well up to expectations. More than 20 windfinding exercises were completed, and the winds found were compared with the Balloon Sonde Winds issued by the Met. Office. In every single instance the difference between the two sets of w/v’s was negligible. Practice bombing was completed after 10 of these exercises, and the average vector error obtained was 3 1/4 m.p.h.
The attachments have also been used on operations with equally good results. It is not possible to state the vector error obtained on these sorties, but the winds found by all A. P. I. attachment windfinders were very consistent.
One or two instances of completely “phoney” winds found by the attachments have occurred, however. Investigation has proved that in each case the error was attributable to incorrect tracking over the datum point on the second run up. A displacement of the datum point from the graticule of 500 yards, or a tracking error of 15 °, would give a wind error of 6 miles per hour. Errors of such proportions cannot obviously be tolerated, otherwise the attachment loses all its value.
It is obvious, therefore, that very great care is to be taken on the second run over the target to ensure that the aircraft approaches on the correct heading and the datum point is on the graticule. Such accuracy as is required can only be obtained by constant crew practice, and in view of the fact that these attachments will shortly be distributed to all Squadrons, crews are urged to practice constantly until they can achieve the required accuracy on each run up to the datum point. Windfinding is the responsibility of the Navigators, therefore, it is up to you Navigators to ensure that your pilot and Bomb Aimer practice constantly.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is as shown below:-
Average error of Squadrons – 6.5
Average error of Con. Units – 6.6
(Continues on page 10, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 9
[Page break]
NAVIGATION (CONTINUED)
These figures show an improvement for the Squadrons of 1 m.p.h. and for the Conversion Units of 1.4 m.p.h. This is very good. We must now endeavour to reach the ideal overall average of 5 m.p.h.
[Table of Average Vector Errors ranked by Squadron and Conversion Units]
It will be noted that 9 and 50 Squadrons are holding two of the first three places for the third month is succession. Also 207 Squadron have jumped from 16th place last month to first place this month. A very creditable performance on the part of these three Squadrons.
[Underlined] UNION NEWS [/underlined]
S/Ldr Creeth Base Nav. Officer, Swinderby to be Squadron Nav. Officer 83 Squadron.
F/Lt Patchett 49 Squadron Nav. Officer to be Base Navigation Officer, Swinderby.
F/Lt Catty, DFC. No. 54 Base to be Squadron Nav. Officer, No.49 Sqdn.
S/Ldr. Mason, DFC. Base Navigation Officer, Coningsby, to be Flight Commander, 97 Squadron.
F/Lt Warwick, DFC. Radar/Nav. Officer, No.1661 Conversion Unit, to be Base Navigation Officer, Coningsby.
F/O Bennet, DFM. No.617 Squadron, to be Sqdn. Navigation Officer.
RADAR/NAV
H2S Operators were presented with numerous opportunities of using H2S to full advantage this month in view of the long range targets that were attacked. It is gratifying to note that after the slackening off in the use of H2S which was noticed last month, operators have at last realised they were neglecting excellent opportunities for obtaining valuable experience of the set under operational conditions. That H2S has been used to advantage has been shown in the number and accuracy of winds received back from windfinding aircraft particularly on this Group’s attacks on Konigsberg. Opportunity was taken to examine some of the Navigators’ and Air Bombers’ charts on these attacks, and they indicated that excellent use had been made of H2S pinpoints en route, and in addition, track keeping, timing and concentration were extremely good. It is therefore up to Navigators, Air Bombers and H2S Instructors to see that this standard is maintained on all future operations.
With the winter months coming along, and the possible increase in the number of stand-downs due to bad weather, more and more time will be available for practice on the H2S synthetic trainers. It is realised that certain inaccuracies inherent in the trainer mechanism, make exact D.R. navigation difficult, but providing the potentiometers on the control panel are matched daily, and the trainer is run for 20 – 30 minutes before each exercise, wind vectors can be found to an accuracy of ± 10° and ± 8 m.p.h.
Standardised routes have been issued as navigational exercises for the Zuider Zee, Hamburg – Bremen and Frankfurt – Saarbrucken trainer maps, and Operators should endeavour to carry them out at frequent intervals, as if they were real flights. Fixes should be made as frequently as possible, and winds found every 15 – 20 minutes. H2S Instructors should check each exercise for accuracy of winds found, ground speed checks, adherence to planned track, E.T.A’s and reliability of fixes. Whilst it is appreciated that both the Navigators’ and set operators’ reactions to H2S may be entirely different in the air, these exercises may help to iron out a lot of difficulties, and assist in forming an accurate assessment of the capabilities of the navigational team.
A system of categorisation of H2S crews has been issued for Nos.83 and 97 Squadrons. This system depends on complete analysis of all operational and training flights, and is being done to ensure the best set operators are matched with the best equipment. It will also ensure that the best navigational teams are chosen as blind markers.
If this system is successful at 54 Base it may be possible to extend it to other H2S Squadrons and assist in ensuring that only the best crews are chosen for the two marker Squadrons.
This month we had the first opportunity of attacking a target entirely blind on H2S equipment. Unfortunately, due to numerous factors, the attack developed over a large area, but many lessons were learnt by this experience and should serve to make another such attack successful. Whilst it may not be possible to carry out this type of attack again, crews are reminded that they must take every opportunity to practice blind bombing, both on the trainer and in the air. Why not make it a habit to carry out at least one practice blind bombing run on H2S every N.F.T? Even if photographs cannot be taken you are at least developing the technique.
H2S mining has been carried out on numerous occasions during the month, and from P.P.I. photographs it is evident that the vegetables were laid in the correct gardens. A considerable collection of excellent photographs of different H2S Coastal landmarks has now been built up, and it has been suggested to Command that slides be issued of these landmarks for use at briefing. Incidentally if your garden is situated at a position which is covered by your H2S trainer maps, why not carry out your H2S briefing in the trainer room with an actual demonstration incorporating the method to be used? Crews will obtain ideal indications of the picture they can expect, and the difficulties they may experience. If you haven’t the map coverage try making your own training maps of the garden areas likely to be visited.
P.P.I. photography still continues to give a few headaches, both to Navigation and Photographic Sections. However, an improvement has been noted during the latter half of the month, and Squadrons are to be congratulated on the quality of the mining photographs taken. 97 Squadron obtained an excellent photograph of the French Coast near CAEN, the details of which have been confirmed by Command.
When using P.P.I. Cameras, a good photograph depends upon the complete absence of light except that from the cathode ray tube. Watch your cabin lights and the blackouts, and above all see that you give the correct exposure for the type of camera you are carrying.
PPI Photographic Interrogation Reports are being loosely filled in. If you want to be plotted in the position you actually were at the time the photograph was taken, please see you enter correct details on this form. You are probably saving yourself from an investigation at a later date.
By examination of P.P.I. photographs, several manipulation errors have come to light, particularly:
(i) Operators are still having too large a 10 mile zero in the centre of the P.P.I. on the 10/10 scan. By manipulation of the 10 mile zero control this hole should be more of the size of a sixpence, not a half crown.
(ii) Operators are not paying sufficient attention to the correct tuning of the set. They are content with the initial tuning, completely ignoring any retuning at half-hourly intervals, and before carrying out blind bombing runs.
(iii) Too much or too little gain is being employed, and consequently the responses are completely swamped by ground returns or the responses appear too faintly to be recognised or photographed.
(iv) The Contrast control is not being used to advantage. Whilst it is not the usual policy to allow untrained operators to use the contrast control, experienced operators may obtain considerable benefit by slight manipulation of the contract control, particularly when land/water definition is essential.
GEE
During the month, navigators have taken full advantage of the extended ranges now being experienced on Gee with a resultant improvement in navigation.
(Contd. At foot of Col.1)
(Contd. From Col.3)
Excellent use is being made of the frequencies on the RF27 Unit, and many operators report that fading signals are the only restrictions on range.
The new Channel Chain has come into operation this month, and so far the only indications of its range have been obtained on one operation when the average was 0530E at 4900N. No jamming was experienced.
Gee Operators are warned that the practice of calling charts be Series Numbers has been abolished. Sheets which have been re-printed are identified by the name of the chain only. A block has now been inserted to the right of the top margin for operators to insert the number of identification blinks for each chain.
A reshuffle of Gee frequencies is likely in the near future, and Gee operators should take every precaution of checking studs and frequencies before every flight in case sudden change has been made.
Once again it is necessary to warn Navigators that XF frequencies not allocated for their particular targets are not to be used by them. Fixes taken from such transmissions are likely to be in error up to 15 miles. Always ensure that when an XF transmission is given to you that it is for [underlined] your [/underlined] target.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 10
[Page break]
AIR BOMBING
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
In spite of very heavy operational commitments during August, twelve Squadrons qualified for the competition.
52 Base are to be congratulated on winning the competition for the fourth successive month (in June the Conversion Units were included and 619 Squadron were second to 1654 Conversion Unit).
49 Squadron have won the competition for the second successive month, and 44 and 619 Squadrons tie for second place. Next month all THREE Squadrons are fighting for 1st place. Any other opposition will be welcomed.
52 Base has also provided the three entries for the “Big Chief” Competition. Group Captain Weir improved his previous month’s result and won the competition.
Next month all crews must guard against larger errors, because we are now measuring all bombs from T.2. and [underlined] not [/underlined] from the C.M.P.I. If you are careless the errors will inevitably be larger. Air Bombers must take care to set on the bombsight the wind the Navigator gives him, and the Navigator must plot his A.P.I. wind correctly to avoid getting a reciprocal wind.
Are all Bombing Leaders aware that for competition purposes, only 5 bombs need be counted, but all 6 must be included in the weekly return?
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
1st – 49 Squadron – 71 yards
2nd – 619 Squadron – 78 yards
44 Squadron – 78 yards
4th – 9 Squadron - 84 yards
5th – 97 Squadron - 88 yards
6th – 83 Squadron – 90 yards
7th – 630 Squadron – 91 yards
8th – 106 Squadron – 104 yards
9th – 57 Squadron – 105 yards
10th – 207 Squadron – 106 yards
11th – 50 Squadron – 116 yards
12th – 61 Squadron – 117 yards
13th – 463 Squadron, completed only 5 exercises with 121 yards error
14th – 467 Squadron, completed only 2 exercises with 89 yards error
[Underlined] “BIG CHIEF” COMPETITION [/underlined]
1st G/Capt. Weir (Fiskerton) – 69 yards
2nd W/Cdr. Millward (619 Squadron) – 76 yards
3rd G/Capt. Jeudwine (Dunholme Lodge) – 125 yards
[Underlined] CONVERSION UNIT COMPETITION [/underlined]
1st – 1661 C.U. – 60 yards
2nd – 1654 C.U. – 66 yards
1660 C.U. – 66 yards
3rd – 5 L.F.S. – 92 yards
Congratulations to 1661 Conversion Unit on winning the competition for the second successive month.
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Squadron and Conversion Unit]
AUGUST’S OUTSTANDING CREW ERRORS
Once again, owing to the number of crew errors below 100 yards, only those below 80 yards can be recorded.
Sqdn. or Con. Unit Pilot Air Bomber Navigator Error at 20,000 (in yards)
617 F/L Iveson Sgt Chance F/O Harrison 75 and 79
F/L Orum P/O Cole P/O Brand 79
S/L Cockshott P/O Booth F/S Gosling 80
F/O Joplin F/S Hebbard Sgt Fish 74 and 49
F/O Hamilton F/O Atkinson P/O Jackson 71
97 F/L Parker W/O Carvell F/S Fripp 46-48-54
61 F/O Gibberd P/O Roberts F/S Michael 70
1660 C.U. F/S Atkinson F/O Coyne Sgt Kingston 73
F/S Eakins Sgt Wente Sgt Moulds 80
F/S Croscombe Sgt Devine F/O Reeves 66
1661 C.U. F/S Barratt Sgt Berry Sgt Towle 35
F/O Dow F/O Muddle F/O Orrell 55
F/O Findlay Sgt Hemmingway F/S Larkin 76 and 67
F/O Symes Sgt Bayliss F/O Smith 70
W/O Harrison Sgt Barnett Sgt Smart 69
1654 C.U. W/O Ross Sgt Finch W/O Hayes 66 and 76
F/O Jory F/O Pooley Sgt Craig 61
5 L.F.S. P/O Arndell F/O Porter ? 60
F/S Wiley Sgt Evans Sgt Verry 72
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 11
[Page break]
AIR BOMBING (CONT.)
[Diagram] Fig. 1
[Diagram] Fig. 2
This article is addressed to ALL pilots, veterans and freshmen. At the top of this page will be found a plot of 15 bombs dropped by two pilots acting as Air Bombers. For reference purposes we will call the pilot who flew the aircraft for the first 9 bombs – No. 1 Pilot, and No. 2 Pilot flew the aircraft when 9 – 16 were dropped.
Now all fifteen bombs were dropped from the same aircraft, using the same bombsight, and wind velocity which was from 230°. The time taken to drop the bombs was seventy minutes. In other words, the aircraft did not land between the two exercises, not were any settings on the bombsight altered.
If we study the two groups of bombs for a few minutes, we see that there are two very definite groups. No. 1 Pilot (as Air Bomber) has obtained a much smaller group than has No.2 Pilot. [Underlined] WHY? [/underlined] – Can [underlined] YOU, [/underlined] as a pilot give an explanation? Don’t read any further for the moment; have another look at the plot (Fig.1). Now look at the bombs plotted on the same heading (Fig.2).
From these plots we see that there is a tendency for the Air Bomber to overshoot, but also present is a large pilot error. In short, the pilot who flew the aircraft for bombs 9 – 16 was steadier and flew more accurately, more relaxed if you prefer it. This was because No.2 pilot is an experienced Lancaster pilot, whereas No.1 Pilot has not yet mastered “The flying for bombing technique”.
Can [underlined] YOU [/underlined] as a pilot, see just how important you are in the bombing team? Grudgingly as Air Bombers, we have to admit that [underlined] you [/underlined] are definitely responsible for about 75% of the success of a successful exercise or operational sortie.
Remember that “flying for bombing” is an art, and only constant practice will ensure you becoming a good bombing pilot.
Remember, also that, as a pilot, flying for bombing with the Mark XIV, your worst crimes are flat turning, skidding, side-slipping and crabbing. The bombsight is fully stabilised. That means that if you bomb in a turn, you [underlined] must [/underlined] apply bank and rudder. In other words, do a PROPER TURN.
If you fly your aircraft in the correct manner on every run-up, you can be sure that [underlined] you, [/underlined] as the pilot, are contributing a great amount to cutting out errors in line.
In short, if you, as a pilot, fly your aircraft correctly, and your Air Bomber aims correctly, you automatically look after “line”. Your stick length looks after “range”.
There is another error present in [underlined] both [/underlined] exercises, and the main clue to finding it is in the above article. Bombing Leaders, Bombing Analysis Officers and Air Bombers – DO YOU KNOW WHAT THAT ERROR IS??? The answer is in another column!!!
RESULTS OF COURSES
F/O Baker (207) was 10th on No.89 Course with “B” Category.
F/O Arkieson (630) was 6th on No. 89 Course with “B” Category.
F/O Wilkie (1661) was 6th on No. 90 Course with “B” Category.
F/O Thomas (617) was 7th on No.90 Course with “B” Category.
F/O Points (61) failed to qualify as a Bombing Leader, obtaining a “C” Category.
Congratulations to F/O Soaper (5 L.F.S.) and P/O Alley (1654 C.U.) on obtaining 1st and 2nd places respectively on No.37 A.B.I. Course.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 12
[Page break]
AIR BOMBING (CONT.)
[Underlined] CREW CATEGORISATION [/underlined]
[Table of Crew Categorisation by Base]
A+ = 85 yards or less. A = 140 yards or less
B = 210 yards or less. C = 280 yards or less
D = Over 280 yards.
Congratulations to 50 Squadron on obtaining the 2 A+ categories!
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] F/L Campbell, D.F.C. (9 Sqdn) [/underlined] reports that No. 9 Squadron is now fully equipped with Mk. XIVA bombsights, and intend to win the Competition in September. At present they are having “teething” troubles.
[Underlined] F/O Clegg (619 Sqdn) [/underlined] is commencing a photographic album, 18” x 18”, in which is to be inserted the best photograph on any operation obtained by any one crew. Alongside the photograph is written such “gen” as bearing and distance from A.P., bearing and distance of markers from A.P. and marking technique etc.
Apologies are due to A/Cdre Sharpe, 54 Base, who carried out a dive bombing exercise in a Lightning during last month, averaging 9 yards for 6 bombs. This information was inadvertently missed last month.
[Underlined] “GEN” FROM THE RANGES [/underlined]
[Underlined] Wainfleet [/underlined] plotted 4123 bombs dropped by 841 aircraft.
[Underlined] Epperstone [/underlined] plotted 1397 bombs dropped by 242 aircraft.
[Underlined] Owthorpe [/underlined] plotted 1901 bombs dropped by 317 aircraft.
BOMBING LEADERS’ CORNER
S/Ldr Brewer leaves 1660 C.U. to take up duties as Bombing Leader at 83 Squadron.
F/Lt McRobbie takes over 1660 Base Bombing Leader duties.
F/O Kennedy (ex 100 Group) has joined No.49 Squadron’s Bombing Section.
F/Lt McCarthy (467 Squadron) tour expired, has moved to 1654 C.U.
F/Lt Woods has succeeded F/Lt Astbury as Bombing Leader to No.617 Squadron.
[Underlined] BOMBING “LADDER” [/underlined]
617 and 627 Squadrons maintain a Bombing “Ladder”. Top positions this month are as follows:-
617 Squadron 627 Squadron
1st F/O JOPLIN & CREW F/LT BARTLEY & CREW
2nd F/LT ORAN & CREW F/O WHITEHEAD & CREW
3rd F/LT IVESON & CREW W/CDR CURRY & CREW
[Underlined] ?? BOMBING QUIZ ?? [/underlined]
1. Your Computor [sic] Box Compass over-reads by 30 ° on all headings. What type of error would result?
2. A certain type of P.F.F. technique uses sticks of flares. Is it Musical Paramatta, Paramatta, Newhaven or Wanganui?
3. If you land away with your bombs fused with ?? you must inform the Armament Officer immediately. What fuses would be used to necessitate this procedure?
4. Some Squadrons have panels modified so that they have a 32 way distributor and [underlined] two [/underlined] pre-selector boxes. Your first pre-selector box reads:-
[Underlined] PRESELECTOR [/underlined] 1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16.
[Underlined] STATIONS [/underlined] 7,8,9,2,11,12.
You wish to drop 2 separate sticks of 3 flares; what selector switches would you use for each stick?
[Underlined] WARNING: [/underlined] This is not as easy as it first appears. It is vitally important that crews who have to carry out more than one bombing run, know the answer. SEE THAT YOU DO!!
[Underlined] WERE YOU RIGHT??? [/underlined]
The other error present in the two exercises plotted on the opposite page is a “Linear” error common to both exercises. This was caused by a sluggish D.R. compass.
LINK TRAINER
[Table of Link Trainer Exercises by Conversion Unit and Base/Squadron]
There was a slight increase in Pilot’s Link Times for the month but Flight Engineers dropped a little and the overall total was 20 hours less than July. Nos. 9 and 617 Squadrons were engaged on other special practices throughout the month and only Flight Engineers of 617 did any Link. It’s a point to note, however, that the Link flies well on a rainy day – there were several during August.
AIR SEA RESCUE
Two ditchings occurred in the Group during August. Both crews were saved. Neither ditching was “copy book”, nor were the drills up to the required standard, but in each instance, good use was made of the time available.
[Underlined] “G” of 1654 Conversion Unit. 14th August. [/underlined]
This aircraft was engaged on Air to Sea firing on the afternoon of the 14th, when the pilot found he was unable to maintain height at t low altitude because two engines gave trouble on account of fuel shortage.
There was no time to send out distress messages, but the pilot, seeing a trawler, ditched nearby. The ditching was very well carried out and no-one was hurt, though the Flight Engineer and the two Gunners had not reached their ditching stations and therefore were not braced for the impact.
No crew member inflated his Mae West before the impact and no emergency equipment was taken out of the aircraft. The crew was not aware of the existence of a locking pin in the Dinghy Manual Release and as a result of this and the failure of the immersion switch, the dinghy had to be forced out of its stowage.
The crew were picked up by the trawler within 20 minutes and after being transferred to an H.S.L. were taken to Grimsby.
[Underlined] “J” of 97 Squadron. 15th August. [/underlined]
This aircraft was returning from a daylight operation with the two port engines u/s due to enemy action. The Port inner engine failed to feather and its windmilling action together with other damage caused the aircraft to lose height until it ditched just off the Dutch coast.
W/T distress messages were sent out and the aircraft was in V.H.F. contact with the rest of the formation. It was also escorted by the Controller in a Mosquito.
The aircraft ditched successfully and no-one was hurt though the Wireless Operator stayed too long at his set and on impact was caught in the bulkhead doorway. Again in this ditching no crew member inflated his Mae West until after impact, and no emergency equipment was taken out of the aircraft.
Within two hours of ditching A.S.R. aircraft were on the scene and a Lindholme dinghy as well as an airborne lifeboat was dropped. The crew got the airborne lifeboat under way but because of the proximity of the coast, an H.S.L. was sent out an picked up the crew before they had gone very far.
[Underlined] POINTS TO WATCH [/underlined]
(i) Inflate your Mae Wests before impact.
(ii) Get to your ditching stations smartly on the Captain’s order.
(iii) Know where your emergency equipment is and take it with you.
[Underlined] NOTE: [/underlined] Due to the fact that no emergency equipment was got out of the aircraft and that the crews concerned did not inflate their Mae Wests until after impact (some members were stunned in each case) both these ditchings might have had sadder endings had not weather and light conditions been so favourable.
For the sake of your own lives don’t be half-hearted about your Safety Drills.
PRACTICE IN SAFETY DRILLS IS MORE EFFICIENT AND LESS EXPENSIVE THAN LIFE INSURANCE.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 13
[Page break]
OPERATIONS
August started with three abortive attacks on Siracourt, La Beteque and Mont Candon. Unfortunately all three areas were cloud covered and aircraft brought their bombs home.
[Underlined] BOIS DE CASSAN – DAY, 2ND AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN 100 Lancasters were to attack this target visually using Oboe Markers as a guide on their bombing run. The majority of crews bombed visually and only a few reported seeing the Oboe markers.
RESULTS Partial P.R.U. cover obtained shows that the Northern half of the target was obliterated.
[Underlined] TROSSY ST. MAXIMIN – DAY, 2ND AUGUST. [/underlined]
Master Bomber :- W/C. Simpson
PLAN The target was marked by P.F.F. Oboe Mosquitoes. The 94 Lancasters and 2 Mosquitoes attacked in conditions of 3-7/10ths patchy cloud.
RESULTS P.R.U. and strike photographs reveal fresh damage in the target area, a large rectangular building partially wrecked, and a number of craters to the South and South East of the target area.
[Underlined] TROSSY ST. MAXIMIN – DAY, 3RD AUGUST. [/underlined]
Master Bomber:- W/C. Porter (Lanc.)
PLAN The aiming point was marked by Oboe Mosquitoes and crews were to bomb visually using these as a guide.
RESULTS 1 Group attacked this target 15 minutes before 5 Group, and consequently the aiming point was difficult to identify, owing to thick smoke in the target area. P.R.U. cover showed the area to have been well plastered, and certainly one and possibly three of the tunnel entrances were blocked.
[Underlined] ST. LEU – DAY, 5TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The aiming point was to be marked by both Oboe and 54 Base Mosquitoes and 189 Lancasters were detailed to bomb visually using the markers as a guide.
RESULTS 6/10th cloud at the target made bombing difficult. The majority of crews made runs from land marks in the target area, and consequently bombing was scattered. P.R.U. cover shows further subsidence round the Southern entrance to the caves, and road and rail communications leading to the entrance were blocked.
[Underlined] BOIS DE CASSAN – DAY, 6TH AUGUST [/underlined]
PLAN This Flying Bomb Storage target was to be marked by Oboe Mosquitoes and 101 aircraft were to attack the aiming point visually.
RESULTS This attack was unsuccessful due to the force running into heavy Cu.b. cloud on track about 20 miles from the target. The force became disorganised, and many aircraft returned to Base because they heard an order from the Master Bomber over R/T to do so. Considerable interference was present and the Master Bomber is missing so that it is impossible to check this order. 39 aircraft carried on and bombed the target which was clear. Fighter escort found their task extremely difficult with the result that more than 12 of our aircraft were attacked by enemy fighters in the target area. Two enemy aircraft were claimed destroyed and three damaged, while the fighter escort without loss, destroyed two and damaged two.
P.R.U. cover showed that what bombing took place was good and the storage units and buildings immediately South of the aiming point were hit.
[Underlined] SECQUEVILLE BATTLE AREA – 7/8TH AUGUST. [/underlined]
PLAN This target was planned to assist land forces. In all, five aiming points were marked by Oboe Mosquitoes. The first phase of the bombing went according to plan, but after five minutes the Master Bomber ordered crews back to Base as smoke was making bombing impossible.
RESULTS The attack, though generally concentrated around the aiming point spread to the North/North East for a distance of approximately 1500 yards.
[Underlined] CHATTELERAULT – 9/10TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe (W.A/P) W/C. Simpson (E.A/P)
PLAN On this attack two aiming points were allotted and a common marking point was selected. One force was to use an over-shoot and the second force a vector. Marking to be carried out by 54 Base.
RESULTS Marking was difficult and was delayed due to hazy conditions. The marking point however, was eventually marked with reasonable accuracy and both Master Bombers ordered their forces to attack as planned. After five minutes bombing the markers became obscured by smoke and further T.I’s were dropped; these undershot by some 20 yards, and fresh bombing instructions were given to each force, who completed their bombing.
P.R.U. cover shows storage areas around both aiming points to be heavily cratered. The effect of blast and fire is seen over a considerable area. This attack shows that although a minimum quantity of marking is necessary for a good concentration, initial marking should be adequate to ensure that it will stand the smoke caused by subsequent bombing.
[Underlined] BORDEAUX – 10/11TH AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN The aiming point was marked direct by Green T.I’s. Again there was some trouble from smoke and further backing up was ordered. Owing to crew manipulation error, incorrect switches were selected and the markers fell in a long stick, approximately 1,00 yards wither side of the aiming point. Bombing however, continued on the concentration of markers.
RESULTS P.R.U. photographs show the Eastern bank of the river to be heavily cratered and severe damage caused to an oil and petrol storage park and also to corn silos and warehouses. This is an occasion when bad drill on the part of a member of a crew can cause scatter to what might have been an extremely concentrated attack.
[Underlined] BORDEAUX – DAY, 11TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The Master Bomber dropped yellow T.I. cascading on the aiming point. This was to serve as a guide for crews in the run-up. A visual vector point was selected and a vector wind broadcast by the Master Bomber.
RESULTS The attack went according to plan and a good concentration was reported, although P.R.U. cover showed little damage to the submarine pens.
[Underlined] GIVORS – 11/12TH AUGUST [/underlined]
Master Bomber:- (Northern Aiming Point) W/Cdr Simpson (Southern Aiming Point) S/Ldr Owen
PLAN Two aiming points were detailed for this target.
(i) Marshalling Yard to the South (Red Aiming Point).
(ii) Junction to the South (Green Aiming Point).
On the Northern aiming point vector bombing was employed and on the Southern direct bombing of the aiming point.
RESULTS On the Northern Aiming Point some uncertainty existed about the accuracy of marking. The force was instructed to stand off for five minutes and instructions were passed to backers up. Backing up was not accurate and a large concentration of markers resulted. Master Bombers ordered the crews to bomb the M.P.I. of the markers, which formed a triangle with sides about 500 yards, with zero wind. The correct wind vector, however, should have been 214/13 m.p.h. on the Southern Aiming Point, but bombing was completed before the Deputy Master Bomber realised his error. The direct marking went according to plan and accurate bombing followed. P.R.U. cover shows that the attack was fairly successful and that damage was inflicted around both aiming points.
[Underlined] BRUNSWICK – 12/13TH AUGUST. [/underlined]
PLAN This attack was of an experimental nature to determine the accuracy of blind bombing on H2S.
RESULTS P.R.U. cover shows some fresh incidents in the town but these are mostly scattered. There is one small concentration in the Northern part of the city.
[Underlined] RUSSELSHEIM – 12/13TH AUGUST [/underlined]
PLAN Approximately 200 aircraft of this and other Groups were to attack the Opel Works at Russelsheim. A Master Bomber was provided by P.F.F. and the aiming point marked by controlled Paramatta.
RESULTS The markers were rather scattered and although results were difficult to assess it would appear that bombing was not
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 14
[Page break]
OPERATIONS (CONTINUED)
particularly concentrated. P.R.U. cover shows that new damage was caused to the South West area of the target although fires spread to woods some three miles away and to residential property to the South East.
[Underlined] FALAISE – 12/13TH AUGUST [/underlined]
PLAN 25 aircraft from this Group were called for at short notice, together with 85 aircraft of other Groups to attack land positions in support of our land forces. Musical marking was carried out by P.F.F.
RESULTS P.R.U. shows very heavy cratering around the aiming point, with very few loose sticks.
[Underlined] BORDEAUX – 13TH AUGUST [/underlined]
PLAN 20 aircraft of 53 Base were detailed to attack oil storage. There was no marking and all crews identified the aiming point and bombed visually.
RESULTS Although several sticks were reported to have straddled the aiming point and strike photographs show bomb bursts in close proximity, P.R.U. cover showed only minor damage to the aiming point.
[Underlined] QUESNEY – 14TH AUGUST [/underlined]
PLAN This was a large scale attack in which Bomber Command gave support to our land forces. Aiming points were marked by Oboe Mosquitoes and as our troops were only approximately 2000 tards from the aiming point, accurate bombing was essential.
RESULTS Crews bombed either markers or the upwind edge of the area of smoke. Apart from one stick which appeared to fall about 600 yards North of the markers, bombing was concentrated. P.R.U. photographs taken show that the area was saturated and severe destruction inflicted.
[Underlined] BREST – EVENING, 14TH AUGUST [/underlined]
Shipping in Brest Harbour was the target for 130 aircraft of this Group. Targets were assigned as follows:-
No.52 Base – a hulk
No.53 Base - a tanker
Nos. 54 and 55 Bases – a cruiser
PLAN All crews were to bomb visually, no markers being dropped. The Master Bomber was to precede the force to the target and broadcast the direction and lie of the ships.
RESULTS Weather at the target was clear and all Bases claimed a proportion of hits on their aiming points. P.R.U. photographs taken on the 15th August at almost half tide showed that:-
(i) The hulk was still afloat.
(ii) The tanker was awash.
(iii) The cruiser had disappeared.
Photographs taken the following day show an object in the former position of the cruiser, which may be its wreck.
GILZE RIJEN AND DEELEN AIRFIELDS – 15TH AUGUST
These airfields were allotted to this Group with approximately 100 aircraft on each.
PLAN 54 Base Mosquitoes were to drop cascading yellow T.I’s on each aiming point and these were to be used as a guide to visual bombing. The aircraft were to fly in company, led by 54 Base.
RESULTS All crews were able to identify and bomb the target visually and heavy damage was inflicted on both targets.
[Underlined] STETTIN – 16/17TH AUGUST. [/underlined]
PLAN Approximately 450 Bomber Command aircraft were to attack Stettin with full P.F.F. Marking. The marking in the early stages was reported as accurate but as the attack progressed, the marking became more scattered. The Master Bomber controlled the operation as the situation demanded although bombing spread back on track and to some woods to the North West of the target.
RESULTS From P.R.U. photographs taken, devastation could be seen through a gap in the cloud, but the extent of this has not as yet been ascertained.
[Underlined] BORDEAUX – 18TH AUGUST [/underlined]
PLAN 25 Lancasters were to attack oil storage – all bombing to be carried out visually.
RESULTS The weather was clear but hazy. The attack was scattered due to accurate heavy flak, making a steady bombing run almost impossible.
[Underlined] L’ISLE D’ADAM – 18TH AUGUST. [/underlined]
PLAN 160 aircraft were despatched to attack a supply depot in the forest of the L’Isle D’Adam. Oboe Mosquitoes were to mark a point three miles from the target to assist crews on their run-up. Two aiming points were allotted which were marked by 54 Base Mosquitos dropping smoke bombs.
RESULTS All crews were able to bomb visually and P. R. U. photographs show the target area to be heavily cratered.
[Underlined] LA PALLICE – 19TH AUGUST [/underlined]
PLAN 51 aircraft of 53 Base were to attack oil storage installations. All bombing to be carried out visually.
RESULTS Cloud made target observation difficult and the attack was somewhat scattered, although some bursts were observed near the oil storage depot.
[Underlined] DARMSTADT – 24/25TH AUGUST [/underlined]
Master Bomber:- S/L. Owen
PLAN This town was to be attacked by the Group in strength. A point in the centre of the town was to be marked and each Base to use a separate false vector so that bombing would be well distributed over the town centre, around the aiming point.
RESULTS Weather conditions were perfect, and flares, although doubtful at the time, were proved by photographs to have been dropped accurately. Difficulty was experienced by the visual markers in identifying the aiming point. This was eventually recognised but before the Mosquitos could manoeuvre into position and carry out marking, the last of the flares had died out. The Master Bomber had to return early due to failure of VHF and Deputy 1 and Deputy 2 were shot down before reaching the target area. The main force therefore arrived at the target without a Master Bomber. In the absence of any marking and control, W/T Link 3 took charge and ordered the force to bomb on instruments.
P.R.U. photographs show some incidents scattered throughout the built up area. Although there was no control at the target, and the main reason for failure of the attack was due to no marking being down; the weather was favourable and the flares were accurate, and this case proves that it is impossible to spend too much time on careful study of target photographs. The visual marker, has only at the best a fleeting glance of the aiming point and he must arrive at the target with a complete and real picture in his mind of the aiming point and land marks in relation thereto.
[Underlined] KONIGSBERG – 26/27TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroofe
Konigsberg was singled out for attention by 5 Group, 174 aircraft from all Bases being detailed. Weather at the target was clear, visibility good.
PLAN The normal 5 Group technique of illumination was employed, the aiming point to be marked visually and backed up if accurate. Crews were to bomb T.I’s direct.
RESULTS Illumination was punctual, three markers identifying the target simultaneously, and dropping their markers together. The first was 350 yards North West of the aiming Point, the second 1200 yards to the North East. The Master Bomber dropped his own markers about 500 yards East of the aiming
[Underlined] O.R.S. ANALYSIS OF RAIDS [/underlined]
(a) Percentage of loose bombs.
(b) Radius of 50% circle (i.e. half the bombs dropped fell more than this distance from the centre of concentration).
(c) Distance of M. P. I. from Aiming Point.
[Table of Analysis of Raids]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 15
[Page break]
OPERATIONS (CONTINUED)
point and midway between the two previous markers. He then ordered the backers up to back these up, but the first backer up disobeyed these instructions and backed up those which had fallen 1,200 yards to the North East, which he believed to be accurate. The Master Bomber was not aware of this misplacement of the concentration and once the bombing started he found assessment difficult due to glare. As a result the concentration of bombing fell to the North East of the aiming point. This failure proves two points, firstly that the technique of one aircraft marking and this marking being assessed is the only way to achieve success. The fact that three markers dropped their load together was the primary cause for the great spread in bombing. Secondly, had the backer up obeyed the Master Bomber’s instructions implicitly, then the attack would have been misplaced by some 500 yards instead of 1500yards. There must be one Controller only at the target, and his orders must be obeyed rigidly.
[Underlined] KONIGSBERG – 29/30TH AUGUST [/underlined]
Master Bomber:- W/C Woodroffe.
Another heavy attack was despatched against this target the following night, and it was hoped on this raid to make up for the failure of the previous raid. 8-10/10ths strato cu, base 11,000 feet was encountered at the target.
PLAN The marking force was allowed 12 minutes to illuminate and mark the target. On this attack a marking point was chosen, and was to be marked visually with Red and Green T.I’s. Each Base was allotted a separate heading of attack and release of bombs was delayed for varying time intervals, in order to get a good distribution of bombs around the aiming point.
RESULTS The attack went according to plan and P.R.U. photographs show that almost the entire built up area of the city has been devastated, except for two small areas. This area of devastation, almost entirely by fire, stretches nearly 3,000 yards from East to West, and 2,000 yards from North to South. This area is confined to the main built up area of the city and does not extend West of the railway bridge across the river.
[Underlined] ROLLENCOURT, AUCHY LES HESDINS, BERGENEUSE – 31ST AUGUST [/underlined]
Three forces of aircraft were despatched from the Group to attack the above three flying bomb targets.
PLAN In each case 54 Base Mosquitos were to drop smoke markers as a guide for visual bombing. Weather was uncertain and aircraft were instructed to orbit if the targets were temporarily obscured by cloud.
RESULTS Some orbiting was necessary, but all three attacks were carried out according to plan. Bombing on each target was fairly concentrated and P.R.U. cover gives evidence of very extensive damage.
The most successful attack of these three was on Rollencourt.
SPECIAL OPERATIONS
[Underlined] ETAPLES – 4TH AND 5TH AUGUST [/underlined]
617 and 9 Squadrons attacked the railway bridge at Etaples in daylight on August 4th. The weather over the target was clear although some patches of cloud were encountered on the run-up.
RESULTS Photographic cover shows that four direct hits were scored on the double track bridge, whilst the single track bridge also sustained damage.
This bridge was attacked by 9 Squadron on the following day, but although conditions were good the attack was generally disappointing. Due to a miscalculation on the part of the formation leader the actual bombing heading carried out was almost parallel to the bridge itself, and consequently 75% of the sticks burst to the West of the bridge. Although there are two possible fresh hits on the Southern end of the target, the attack must be considered a failure due to the wrong heading of approach.
[Underlined] BREST – 5TH AUGUST [/underlined]
On the 5th August 617 Squadron attacked the submarine pens at Brest with 12,000 lb. bombs. Aiming was visual and weather at the target was good.
RESULTS P.R.U. cover confirms at least five direct hits on the pens, of which three were definite penetrations.
[Underlined] LORIENT – 6TH AND 7TH AUGUST [/underlined]
On this attack 617 Squadron were supported by No. 106 Squadron and had submarine pens for their target in daylight. The 617 Squadron leader was to drop two red T.I’s as areas markers to assist visual bombing.
RESULTS It is believed that at least two direct hits were scored on the submarine pens with a number of near misses. P.R.U. photographs show four hits on the wet pens and further damage caused by 12,000 pounders between the wet and the dry pens.
617 and 9 Squadrons were detailed to attack this target the following day, but weather prevented visual bombing and bombs were brought back to base.
[Underlined] LA PALLICE – 9TH AUGUST [/underlined]
In this attack 617 Squadron were allotted the submarine pens whilst 9 Squadron were given adjacent oil installations. A 9 Squadron aircraft was to precede the main force by 20 minutes to find a bombing wind by means of the API attachment. All bombing was to be carried out visually.
RESULTS [Underlined] 617 Squadron. [/underlined] 12 x 12,000 lb. bombs were dropped and P.R.U. cover confirms that a direct hit or hits on the S.E. corner of the pens caused a collapse of the roof over an area of 240 feet x 120 feet. There were also three further direct hits with possible penetration.
[Underlined] 9 Squadron [/underlined] reported the attack to have been fairly successful although many under-shoots and over-shoots were reported. The storage tanks are not therefore thought to have received the full weight of the attack.
[Underlined] LA PALLICE – 11TH AUGUST [/underlined]
The submarine pens were again the target for 617 Squadron who were carrying 2,000 lb. A.P. bombs. Bombing was to be carried out visually from beneath 16 and 18,000 feet.
RESULTS The bombing was accurate although smoke tended to become troublesome towards the end of the attack. P.R.U. cover shows at least four hits although none of these appear to have penetrated the roofs of the pens.
[Underlined] BREST – 12TH, 13TH AND 14TH AUGUST [/underlined]
Continuing the attacks against submarine pens, 617 Squadron visited Brest in a daylight attack in which 8 x 12,000 lb bombs were to be aimed visually at the aiming point.
RESULTS Weather at the target was clear and only one bomb reported to be wide of the target. P.R.U. cover shows that two bombs penetrated the roof, one in the centre making an opening of almost 50 feet across, whilst a third has taken off part of a corner of the roof at the Western side. There are two other possible hits which have not penetrated the roof.
[Underlined] 13TH AUGUST [/underlined]
On the following day 9 Squadron supported 617 Squadron in a second attack on the pens and shipping in the harbour. 5 x 12,000 lb. bombs were carried, the remaining loads being made up of 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover reveals one direct hit which may have penetrated the pens, with two other very near misses close to the Northern wall.
9 Squadron were allotted a tanker in the harbour whilst aircraft of 617 Squadron were to attack the cruiser. P.R.U. cover showed that the cruiser was still intact, but that the tanker was awash at the stern and was resting on the bottom.
[Underlined] 14TH AUGUST [/underlined]
The cruiser was the target for 617 Squadron whilst 14 Lancaster of 9 Squadron were to attack a hulk which had been towed into the harbour. Weather was clear at the target. Bombing was not as good as had been experienced in previous attacks and P.R.U. cover showed that both vessels were still intact and undamaged after the attack.
[Underlined] LA PALLICE, 16TH AND 18TH AUGUST [/underlined]
617 and 9 Squadrons were detailed to attack the submarine pens but 9/10ths cloud was encountered at the target and the attack was abortive. On the 18th August, however, the Squadrons paid a second visit in good weather conditions. 6 x 12,000 lb. bombs were carried, the remaining aircraft carrying 2,000 lb. and 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover shows at least one hit and possibly two on the roof of the pens by the 12,000 lb. bombs, but no bombs
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 16.
[Page break]
OPERATIONS (CONTINUED)
appear to have penetrated.
[Underlined] IJMUIDEN – 24 TH AUGUST [/underlined]
Enemy E and R Boat pens were the target for 617 and 9 Squadrons in a daylight attack when 12,000 lb. bombs and 1,000 lb. bombs were carried. The attack was carried out in clear weather.
RESULTS All crews were able to identify the aiming point and bombing appeared concentrated. P.R.U. cover shows one hit in the Western half of the pen which has penetrated into the pen and blown out a large portion of the rear.
[Underlined] BREST – 27TH AUGUST [/underlined]
A hulk and Sperrbrecher were detailed for 617 and 9 Squadrons respectively for a daylight attack. Weather at the target was clear with slight haze. All crews to bomb visually.
RESULTS Hits were claimed by both squadrons on their aiming points, and these are confirmed by P.R.U. cover, which was taken on the same day. This revealed that the hulk has disappeared and that there are signs of mud displacement around the position of this vessel. The Sperrbrecher is still afloat with much debris on the decks.
Wishful Thinking
I saw a Service switchboard,
A most amazing sight,
It filled me with deep wonderment,
And thrilled me with delight.
For dainty creatures fingered
Their cords with grace and charm,
And [underlined] rarely [/underlined] gave wrong numbers,
And [underlined] never [/underlined] lost their calm.
They all had silvery voices,
Melodious and untarnished,
And each had lovely finger-nails,
Not one of which was varnished.
Their speed was quite phenomenal,
Their tact a perfect joy;
Their supervisor sat at ease,
With nothing to annoy.
They never cut subscribers off,
They always saw calls through,
And never, never argued
With their clients as others do.
Their calm serene detachment,
No traffic could abate.
They scarcely ever faltered
Or were known to hesitate.
A vision so astounding
Pure phantasy did seem.
The shock it gave awoke me
And dispersed my precious dream.
Anon. (Circa 1944)
HONOURS & AWARDS (CONTINUED)
NON IMMEDIATE AWARDS (Continued)
[Underlined] 97 SQUADRON [/underlined]
F/Lt E.F. CAWDERRY, D.F.C. Bar to D.F.C.
P/O J.K. BELL D.F.C.
F/O W.H. BENTON D.F.C.
P/O J.P. DOWN, D.F.M. D.F.C.
F/O R.M. NELSON, D.F.C. Bar to D.F.C.
F/Lt C.B. OWEN D.F.C.
F/O W.G. WISHART, D.F.C. Bar to D.F.C.
F/Sgt SMITH D.F.C.
A/F/O B.J. LINDSAY D.F.C.
F/O P.J. CRANE D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/O A. ROMANO D.F.C.
F/O J.R. GLAZEBROOK D.F.C.
F/O W.G. SEYMOUR D.F.C.
F/Sgt J.V. BEVAN D.F.M.
F/Sgt A.M. McKIE D.F.M.
F/Sgt G. HOYLAND D.F.M.
F/Sgt R.A. SNOWDEN D.F.M.
Sgt J.S. WILLIAMS D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/O G.G. FURNISS D.F.C.
F/O G.R. ANDREWS D.F.C.
P/O F. COLLIS D.F.C.
P/O F.J.A. REDMAN D.F.C.
P/O V.J. GLANN D.F.C.
P/O A.G.R. UDSON D.F.C.
F/Sgt E.J. DAWISON D.F.M.
F/Sgt C. ALLSOP D.F.M.
F/Sgt R. EDWARDS D.F.M.
F/Sgt R.S.J. CAPON D.F.M.
F/Sgt G.J. SCUFFINS D.F.M.
F/Sgt F.W. LOGAN D.F.M.
Sgt C. GIDMAN D.F.M.
Sgt A.H. ALLISON D.F.M.
Sgt W.H.A. YOUNGS D.F.M.
Sgt H.G. HALL D.F.M.
[Underlined] 463 SQUADRON [/underlined]
F/Sgt D.A. BROOM D.F.M.
P/O A.R.S. BOWMAN D.F.C.
F/Sgt M.C.J. BARBER D.F.M.
F/O F.L. MERRILL D.F.C.
P/O J.F. FREEMAN D.F.C.
W/O K.F. FLUTE D.F.C.
Sgt E.F. MARTIN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O H.W. COULSON D.F.C.
P/O W. MACKAY D.F.C.
P/O W.L. GIBBS D.F.C.
P/O G.B. QUARTERMAINE D.F.C.
P/O J.W. McMANUS D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O P. BUTLAN D.F.C.
P/O L.J. WARNER D.F.C.
P/O J.C. DOUGHTERY D.F.C.
F/O F.C. SECKER D.F.C.
P/O F.L. CHIPPERFIELD D.F.C.
P/O R.W. OLSON D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/O J.A. SAINT-SMITH, D.F.M. D.F.C.
F/O G.B. HEATH, D.F.M. D.F.C.
[Underlined] 630 SQUADRON [/underlined]
P/O N.W. HILL D.F.C.
P/O H.C. RODGERS D.F.C.
F/O F.D. SPENCER D.F.C.
F/Sgt A.W. JEFFREY D.F.M.
F/Sgt G.A. DAVIES D.F.M.
FLYING CONTROL
Successful trials at Dunholme Lodge of an addition to the present landing scheme have resulted in its introduction throughout the Group. The addition has been effected by bringing back the call-up point to the funnel and renaming the existing call-up point “CHECK” where the pilot does actually check his Stud ‘B’. This has entailed an amendment to the Plus 1/2 and Plus 1 position which are now defined as QDM of runway plus 90 degrees. The additional position gained by moving the call-up point has minimised stacking and given the pilots further time in which to adjust their positions. The major gain made by the move is, however, that at all airfields the call-up point is very definitely marked by the first lead-in light.
Experiments are being conducted at Waddington with “American High Lights”, located in the centre of the airfield to define the various positions on the circuit. These lights give a beam of 15°and are of the type now being installed at Winthorpe for runway lighting in conditions of poor visibility.
Following the success of Spilsby’s experiment of utilising the second Duty F.C.O. to “shepherd” the aircraft on the circuit, the practice is to be made general throughout Group. “Shepherding” has resulted in regular spacing with consequent greater safety margin and improved landing times. In effect, the F.C.O. “talks down” the aircraft. For weather protection, Spilsby have given the F.C.O. a m/u turret on the roof. Their lay-out and the method of control used are worth seeing and will well repay a visit.
Landing times can still be much improved. Aircraft are still arriving at irregular intervals. S.F.C.O’s must continue to impress on crews at briefing the essential point of a regular flow of aircraft on return. Spasmodic “bunching” and unnecessary delay break down the whole principle upon which the landing scheme is based. Crew drill can give the same regular flow to one squadron airfields as to two squadron airfields, and crew drill is solely dependent on discipline of the highest order.
One final point about overshoots. The airfield controller has a large responsibility in that final instructions to overshoot if necessary will emanate from him. Although the airfield controller will always err on the safe side, there are still far too many instances of aircraft being instructed to overshoot, when in actual fact they could land with safety. This is proved time again by the fact that the overshooting aircraft rarely overhauls the aircraft on the runway until is clearing the runway.
It is also realised that the airfield controller finds difficult to access the range of approaching aircraft solely by means of
(Contd. In Col.1)
(Contd. From Col.3)
navigation lights. To assist them therefore simple range finders will be provided.
S.F.C.O’s should point out to airfield controllers that an overshoot is not without a certain amount of risk, and that whenever possible aircraft should be allowed to land, and not just be given instructions to overshoot in order to be on the safe side.
[Underlined] AUGUST LANDING TIMES [/underlined]
[Table of Landing Times by Station]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 17
Dublin Core
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Title
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V Group News, August 1944
5 Group News, August 1944
Description
An account of the resource
Five Group Newsletter, number 25, August 1944. Includes a foreword by the Air Officer Commanding, and features about sports, engineering , war effort, gunnery, training, equipment, photography, gardening, war savings, second thoughts for pilots, honours and awards, signals, armament, navigation, radar navigation, air bombing, air sea rescue, link trainer, operations, special operations, flying control, wishful thinking, tactics, accidents, and the Stirling.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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IBCC Digital Archive
Date
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1944-08
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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18 printed sheets
Language
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eng
Type
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Text
Identifier
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MStephensonS1833673-160205-29
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Lincolnshire
France--Brest
France--Creil
France--Etaples
France--Falaise
France--Hesdin
France--La Pallice
France--L'Isle-Adam
France--Lorient
France--Pas-de-Calais
France--Siracourt
Germany--Braunschweig
Germany--Darmstadt
Germany--Königsberg in Bayern
Germany--Rüsselsheim
Netherlands--Arnhem
Netherlands--IJmuiden
Netherlands--Tilburg
Poland--Szczecin
France--Bordeaux (Nouvelle-Aquitaine)
Poland
Temporal Coverage
Temporal characteristics of the resource.
1944-08
1944-08-03
1944-08-07
1944-08-08
1944-08-14
1944-08-15
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
pilot
radar
rivalry
sport
Stirling
tactical support for Normandy troops
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/106/1011/BBriggsDWNealeWv1.1.pdf
517c696d7b7ef0bf110c35395391be88
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
Briggs, Donald
Donald W Briggs
D W Briggs
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
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2017-03-27
Identifier
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Briggs, DW
Description
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21 items. The collection consists of one oral history interview with flight engineer Donald Ward Briggs (1924 - 2018), his logbook, memoirs and 16 wartime and post war photographs. He completed 62 operations with 156 Squadron Pathfinders flying from RAF Upwood. Post war, Donald Briggs retrained as a pilot flying Meteors and Canberras. He eventually joined the V-Force on Valiants and was the co-pilot for the third British hydrogen bomb test at Malden Island in 1957.
The collection has been donated to the IBCC Digital Archive by Donald Briggs and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Transcribed document
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Transcription
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[underlined]Tribute to a Pathfinder Captain [/underlined]
Squadron Leader William G. Neale DSO DFC Croix de Guerre
1912-2001
It was April 1944, and I had just completed the Flight Engineer training course at R.A.F. St Athan S. Wales. Shortly after arriving at R.A.F. Lindholme near Doncaster to commence training on the Halifax bomber, about twenty or so of us new Flt Engineers attended a “crewing up parade”. The crews were lined up in sixes awaiting the additional member to make a full crew of seven. The pilot in each crew broke away and approached our group. I was asked for by name and stepped forward to meet Flying Officer Bill Neal. He know from my training records that I had some limited flying experience through accompanying pilots on air tests following engine changes etc. Bill explained that his crew had all completed one tour of ops and they had been selected to go to a Pathfinder Squadron directly after four engine bomber conversion. He explained what it all meant and what the duties of a Pathfinder crew would be. Bill asked me if I would like to join his crew and I accepted without hesitation. And so it was that fate decided that I should sit alongside this outstanding pilot for the next twelve months!! All the crew were commissioned officers but Bill promised that he would do his utmost [?] to get me commissioned after completing a tour of ops. That evening I received my “initiation” into the crew at one of the local “watering holes”!! I was not allowed to buy any beer!!
As our training on Halifaxes proceeded I quickly realized my extremely good fortune in becoming part of this very experienced bomber crew. In fact on our first night navigation exercise, an engine suffered a burst coolant header tank, quickly overheated and had to be to[sic] shut down and the propeller feathered. Bill calmly and skilfully carried out his first night landing on three engines! Of course he must have done numerous single engine landings as a flying instructor on Wellingtons.
[underlined]William G. Neal (Bill to all the crew) First impressions [/underlined]
I was approaching my twentieth birthday and Bill was almost twelve years my senior. His mature friendly nature and jovial personality transmitted a feeling of well being in all who came into contact with him. I personally regarded Bill as my mentor and felt that he was the one who would get us safely through the war.
His leadership qualities were of the highest calibre, namely: great courage, example, coolness under fire, tenacity, professionalism, and the ability to maintain high morale in his crew. Above all, Bill was a superb pilot!! We were all encouraged to stay fit and healthy and our skipper set a good example by playing squash regularly!
[underlined] Operations and Training [/underlined]
[page break]
Having completed training on the Halifax, the next stage was our introduction to the magnificent Lancaster. This was accomplished at the Lancaster Finishing School RAF Hemswell nr. Lincoln. It was only a short familiarisation course, both day and night flying, and Bill was immediately “at home” with this superb aircraft! So now we were all set to join The Pathfinder Force and proceeded to the PFF Navigation Training Unit at RAF Warboys nr. St. Ives Cambs. (only five miles from RAF Upwood). It was a very short course lasting only four days. We flew a training sortie each day consisting of navigation and practice bombing. During this course I was taught how to use the bombsight, how to give corrections to our pilot, and after practice in a synthetic trainer, dropped smoke/flash bombs on a nearby bombing range. The reason for the flight engineer having to become the visual bomb aimer in a Pathfinder crew, was due to the normal bomb aimer or observer being fully pre-occupied on his radar (H2s). He would probably have to mark the target indicators (Ti’s) if the “Master Bomber” called for them.
On the 25th May 1944 we arrived at Royal Air Force Upwood to join No. 156 (PFF) Squadron.
[underlined] Our First Crew on PFF [/underlined]
[underlined] Flying Officer W.G. (Bill) Neal [/underlined]PILOT and CAPTAIN (one tour of ops on Wellingtons and recent flying instructor at RAF Harwell, Oxon)
Sergeant D.W. (Don) Briggs FLIGHT ENGINEER (ex NCO aero engine fitter)
Pilot Officer Alan Lewis NAVIGATOR (one previous tour of ops)
Flying Officer George Hodges 2nd NAVIGATOR and H2S RADAR OPERATOR (one previous tour of ops on Wellingtons)
Flying Officer John Carrad WIRELESS OPERATOR (one previous tour of ops on Wellingtons)
Flying Officer “Jock” McViele [?] MID UPPER GUNNER (one previous tour of ops)
Flying Officer “Paddy” Kirk REAR GUNNER (one previous tour of ops)
The settling in period for the crew before commencing operations, was about two weeks of intensive training flights. These involved mostly radar navigation, practice bombing, fighter evasion which gave Bill some “corkscrewing” practice (we had a Spitfire making simulated fighter attacks from astern). Needless to say the gunners had their guns safe!! They were able to get live firing practice later on a sleeve being towed by special aircraft – even I had a go after being shown how to operate the guns in the front turret!!
During our training on the Halifax at Lindholme, Bill had very kindly given me an introductory flying lesson (I had never handled an aircraft in flight before!) After taking my place in the pilot’s seat, he showed me how to maintain the correct nose altitude for level flight and how to use the roll control to level the wings also make gentle turns. Once we were established on the Squadron we had a training commitment in navigation and bombing to fulfil. This was necessary in order to “hone” our skills and maintain the very high standards demanded of PATHFINDER crews. During most of these flights Bill and I would change places and under his close supervision, I would take control of the big Lancaster – what a fantastic feeling! By
[page break]
giving me plenty of handling practice, Bill, being a very responsible captain was ensuring that someone was capable of flying the aircraft in emergency. Thus I can take pride in saying that my first flying lessons were given by the excellent Bill Neal!! It’s worth noting that no Lancaster on the squadron was equipped with dual controls, which is why it was necessary for the pilot to vacate his seat to allow me to fly the aircraft.
We were now declared “fully operational” and on 11th July 1944 Bill called us together and said “we’re on the Battle Order for tonight chaps”! We lost no time in getting our flying kit on, then carry out a thorough check of our aircraft that we would be flying on the raid and by a short air test. The aircraft would then be prepared for the operational sortie by our ground crew (they were a dedicated band of men and took great pride in their own Lancaster). The fuel load was usually maximum. Then last of all would come the bomb load on special trolleys quite often towed by a W.A.A.F. The bombing up team would then winch the bombs/flares/Target Indicators into the bomb bay.
After a few hours rest in the afternoon it was time to attend a mass briefing. The target for our Op No. 1 was to be the marshalling yard at TOURS in Southern France. With all the flight planning completed we sat down to a good pre flight meal then made our way to the locker room. The air gunners had to wear plenty of warm clothing, as the outside air temperature at twenty thousand feet could be -10oC[?] and very little heat from the aircraft system reached the turrets. Both gunners were issued with electrically heated thermal suits and gauntlets. The rest of the crew wore thick rollneck pullovers under the battledress jacket and of course everyone wore fleece lined suede flying boots. Each crew member had his own parachute harness and chest[?] type parachutes were issued separately. We then boarded coaches and were dropped off at our own aircraft. The ground crew were already at the aircraft and the Form 700 (servicing record) was presented to Bill for signature. After the obligatory external inspection including an inspection of the bomb load and removal of safety pins, each crew member took up his position in the aircraft. It was my job to start all the engines when our skipper gave the order, and we had a precise time to start taxying. To see twenty or so Lancasters in a stream round the perimeter track was a thrilling sight!! There was always a crowd of station personnel by the side of the runway to see us off (lots of W.A.A.F.’s!!) It was vital that each bomber took off precisely on its allocated time. When it was our turn, Bill entered the runway lining up the heavily loaded Lancaster as close to the end as he could. At the end of the navigator’s countdown, Bill used to say “OK chaps as the earwig said – EARWIGO”!! as he advanced the throttles to full power accelerating down the runway for a perfect take off. Ask my ex Lancaster crew member and he will tell you what a wonderful sound those four Merlins made at full power!! I suspect the “earwig” saying was not only routine but superstition also, but it was part of every operational take off for our crew.
Once we had set course and were climbing to operational height the “butterflies” disappeared as we all had plenty to do. The flight engineer’s log had to be completed every half hour, recording all engine gauge readings and that fuel usage was according to plan. It was vital not to show any light in the cockpit. Bill’s flight instruments were dimly lit by u/v lights directed on to the luminous dials, and I had to use a torch with a very small hole in the blacked out glass when filling in my log.
[page break]
Both navigators worked under black out curtains. We had a very strict microphone discipline in a bomber crew. If a mic. Was left ON after saying something there was a hissing noise caused by oxygen flowing into the mask[?]. It was essential to keep the intercom quiet in case the gunners reported a night fighter and called “corkscrew (port or starboard) GO”. Our skipper Bill was a strong chap and could certainly throw a Lancaster around!! On my very first op with the crew I had my “baptism” in the form of two fighter attacks. Paddy our rear gunner saw the fighter before he could get in close and during the violent corkscrewing the four brownings in the rear turret made a noisy “clatter”. This was exciting stuff for the new crew member!!! In both attacks the fighter’s shots went wide and he broke away.
On this sortie and several more night ops to follow we were part of the “illuminating force”. This meant that we were one of the first to arrive at the target and would drop a stick of very bright parachute flares to enable the Master Bomber to visually identify the aiming point. He would be either a Lancaster or a Mosquito at a low altitude and would then drop cascading target indicators (mixed reds and greens). Further pathfinder aircraft were required to “back up” the marking by dropping more TI’s. Later in our tour we took on this role. Although anti aircraft fire (flak) on our first series of French targets was not intense, German targets were very heavily defended. Our first German target was Hamburg (op no. 13!!) and as we prepared for our bombing run the barrage of flak looked terrifying. Just as I was having doubts whether we could get through it, Bill said “don’t worry it always looks worse than it really is and the puffs of flak you see are the ones that can’t do any harm”. I felt slightly better!! The flak guns were radar predicted and the Germans had developed accurate height finding equipment. To make their job more difficult we used to fly a “weaving” course initially until the actual bombing run when the aircraft had to be held steady apart from small left and right corrections from bomb aimer to pilot. This is when we were most vulnerable to predicted flak and being "coned" by searchlights. Even after bomb release we still had to maintain heading until over the target and the photograph taken. This was a great relief to all the crew as it meant that Bill would usually dive for a few hundred feet then climb again and so on, until well clear of the target area. Our route away from the target was always planted to keep us clear of heavily defended areas, however, the threat from night fighters was ever present. Some ME110 fighters were fitted with upward firing canon. The pilot would fly formation below the bomber (in a blind spot to the gunners) and fire upwards with devastating results. In our Lancasters at the bomb aimer’s position there was a rearward facing perspex scoop through which we used to drop bundles of “window” (each containing millions of thin strips of silver foil to fog the enemy radar screens). I used to spend as much time as possible with my head down looking through this perspex in case a fighter was underneath.
One of the most sickening and demoralising sights was to witness a bomber aircraft being shot down. The bomber would be spinning down in a mass of flames and when it impacted (possibly with a full bomb load) there would be a massive explosion and fireball. Our navigator would make a note of the time and position, then we tried to put it out of our minds. Throughout our operational tours this experience was to be repeated many many times. We felt great sadness at the loss of our comrades, but thankful that we were spared.
It was a relief to be back over friendly territory on the way home and once we were
[page break]
crossing the North Sea the gunners could relax slightly. The aerodrome lights of Upwood were a most welcome sight and the controller had his work cut out fitting all the returning Lancasters into the circuit. Bill invariably brought our machine in for a well judged landing, tired though he must have been! Our ground crew were there on the dispersal to greet us climbing out of our trusty Lancaster and were always keen to know which target we had bombed. WAAFs with mugs of hot coffee laced with rum and the Padre having a chat as he handed out American cigarettes!! Then followed a debriefing by the intelligence officer and other specialists. Many times I remember walking back to the Mess for breakfast as dawn was breaking!
Some ops were very long flights (see record of operations following) and one might well ask “how did you stay awake and fully alert the whole time”? Well we had the option of taking “wakey wakey” pills as we used to call them. They were actually Benzodrine tablets (a stimulant) and most of us took them.
The remainder of our operation followed the general pattern previously described, however, we flew many daylight ops particularly in support of our ground forces on the Normandy Battle Front. We also attacked flying bomb sites in the Pas de Calais area using a special method. Six Lancasters flew close formation on a Mosquito equipped with “Oboe” (an extremely accurate blind bombing device). At the same split second the bomb left the Mosquito every Lancaster released its full load of bombs. Thus the V1(buzz bomb) site was totally obliterated possibly saving the lives of many Londoners. Ops 2, 3 and 4 were carried out on successive nights but were all fairly short trips to targets in France. On 14th October 1944 we flew a daylight raid on Duisburg in the morning, and with hardly any rest, attacked the same target that night! The target was an armaments factory in the Rhur and was heavily defended.
After completing my first tour (40 ops) having already had my commissioning interviews, sure enough exactly as Bill had promised, my commission came through. I was now able to join Bill and the rest of the crew in the Officers Mess.
At this Bill had completed[underlined] two tours [/underlined] of ops and decided to keep going as did Johnie Carrod, George Hodges, and of course myself (I wanted to complete two tours also). However, Alan Lewis (nav), Paddy Kirk and Jock McVitie (the two gunners) decided to “call it a day”. Thus our crew became:-
Flight Lieutenant (later Sqn. Ldr.) Bill Neal DFC Captain
Pilot Officer Don Briggs Flight Engineer
Flight Lieutenant George Hodges DFC H2S Radar Operator
Sergeant …..? Archer RCAF Navigator
Flight Lieutenant John Carrod DFC Wireless Operator
Flight Sergeant (later Warrant Officer) …..? Patterson (Mid Upper Gunner)
Flight Sergeant Eric Chamberlain Rear Gunner
And so we pressed on! From then on every op except one was a German target. We flew some very long trips (two of them were over [underlined] (eight hours)[underlined] Our longest flight was to Stettin
[page break]
On the Baltic coast – almost to Russia – eight and a half hours! That was stretching a Lancaster endurance to its limits I seem to remember.
We bombed Chemnitz and Dessau in Eastern Germany and of course on 13th Feb.1945, we were sent to Dresden. The firestorm was an awesome sight.
On the 24th March 1945 I flew my last operational sortie with Bill – it was a daylight raid on a Rhur target!
No words can do justice to the piloting skill, leadership, and fearless tenacity, coupled with the ability to maintain high morale, of our Captain, Comrade in Battle, and good friend, William G. Neal – Bill to all of us in his Lancaster bomber crew.
It was an honour to be part of his team, and I shall be eternally thankful that he got me through the most dangerous era of my life. Sadly, Bill Neal died on the 22nd November 2001. I shall miss him enormously.
[underlined] RECORD OF OPERATIONS [/underlined]
OPS 1 11th June 1944 Lanc III “J” (NE120) TOURS (M/Yards) 5hrs 55min.
OPS 2 15th June “ Lanc III “B” LENS 2hrs 20min.
OPS 3 16th June “ Lanc III “A” RENESCURE 2hrs 05min.
OPS 4 17th June “ Lanc III “H” MONTDIDIER 3hrs 30min.
OPS 5 24th June “ Lanc III “K” MIDDEL STRAETE 2hrs 15min.
OPS 6 27th June “ Lanc III “J” OISEMONT 2hrs 30 min.
OPS 7 2nd July “ Lanc III “J” OISEMONT 2hrs 50min.
OPS 8 7th July “ Lanc III “J” VAIRES (M/Yards nr PARIS) 4hrs 25min.
OPS 9 10th July “ Lanc III “J” NUCOURT 3hrs 00
OPS 10 12th July “ Lanc III “J” TOURS 5hrs 05min.
OPS 11 14th July “ Lanc III “J” PHILIBERT 3hrs 05
OPS 12 18th July “ Lanc III “J” CAGNY (Battle Front)
Wg.Cdr.Bingham-Hall Sqn. 2hrs. 50
OPS 13 28th July “ Lanc III “F” HAMBURG 4hrs 55
OPS 14 30th July “ Lanc III “K” BATTLE FRONT (Low level) 3hrd 05
OPS 15 3rd Aug. “ Lanc III “J” BOIS De CASSAN 3HRS 35
OPS 16 5th Aug. “ Lanc III “F” FORET De NIEPPE 2hrs 05
OPS 17 7th Aug. “ Lanc III “J” BATTLE FRONT A/P 5 2hrs 45
OPS 18 9th Aug. “ Lanc III “F” FORT D’ENGLOS 2hrs 20
OPS 19 12th Aug. “ Lanc III “D” RUSSELSHEIM (nr FRANKFURT) 4hrs 20
OPS 20 15th Aug. “ Lanc III “J” EINDHOVEN Airfield (Holland) 2 hrs 55
OPS 21 16th Aug. “ Lanc III “H” KIEL 5hrs 25
OPS 22 18th Aug. “ Lanc III “E” CONNANTRE (M/Yards) 5hrs 20
OPS 23 25th Aug. “ Lanc III “J” RUSSELSHEIM 7hrs 20
OPS 24 29th Aug. “ Lanc III “J” STETTIN (Our longest flight) 8hrs 30
OPS 25 31st Aug. “ Lanc III “D” LUMBRES 2hrs 35
OPS 26 15th Sept. “ Lanc III “J” KIEL 5hrs 05
[page break]
OPS 27 16th Sept. “ Lanc III “J” MOERDUK Bridges (Holland) 2hrs 55
OPS 28 20th Sept. “ Lanc III “J” CALAIS Area A/P 6B 2hrs 10
OPS 29 23rd Sept. “ Lanc III “J” NEUSS (DUSSELDORF) 3hrs 30
OPS 30 25th Sept. “ Lanc III ”A” CALAIS Area A/P IC 2hr 55
OPS 31 26th Sept. “ Lanc III ”A” CAP GRIS NEZ (CALAIS) 2hrs 30
OPS 32 27th Sept. “ Lanc III “A” CALAIS A/P 11 1hr 50
(Our shortest Operational Sortie!)
OPS 33 5th Oct. “ Lanc III “K” SAARBRUCKEN 5hrs 00
OPS 34 7th Oct. “ Lanc III “J” KLEVE (Flak damage to port wing) 3hrs 20
OPS 35 14th Oct. “ Lanc III “J” DUISBURG (RHUR) 3hrs 30
OPS 36 14th Oct. “ Lanc III “A” DUISBURG 4hrs 10
(Twice in one day!!!)
OPS 37 18th Nov. “ Lanc III “J” MUNSTER (Plt. Off. Don!!) 3hrs 50
OPS 38 28th Nov. “ Lanc III “J” ESSEN (RHUR) 4hrs 30
OPS 39 30th Nov. “ Lanc III “B” DUISBURG (RHUR) 4hrs 25
OPS 40 5th Dec. “ Lanc III “J” SOEST M/Yards (End of my
First tour of ops!) 5hrs 40
OPS 41 6th Dec. “ Lanc III “J” OSNABRUCK 5hrs 15
OPS 42 29th Dec. “ Lanc III “J” COBLENZ 4hrs 15
OPS 43 2nd January 1945 Lanc III “J” NURNBURG 7hrs 40
OPS 44 4th Jan. “ Lanc III “J” ROYAN (Nr. Bordeaux) 5hrs 05
OPS 45 5th Jan. “ Lanc III “J” HANOVER 4hrs
OPS 46 14th Jan. “ Lanc III “J” LEUNA (Morsburg) Oil Plant
(Diverted Tangmere – fog at Upwood) 8hrs 05
OPS 47 16th Jan. “ Lanc III “J” ZEITZ (Oil Plant Nr. Leipzig) 6hrs 30
OPS 48 28th Jan. “ Lanc III “0” STUTTGART
(Flew with Flt. Lt. Williams) 6hrs 00
OPS 49 7th Feb. “ Lanc III “J” GOCH (Bombed from 4500ft) 4hrs 40
OPS 50 8th Feb. “ Lanc III “B” POLLITZ (STETTIN) 8hrs 05
OPS 51 13th Feb. “ Lanc III “J” [underlined] DRESDEN [/underlined] 7hrs 45
OPS 52 1st March “ Lanc III “J” MANNHIEM 5hrs 05
OPS 53 5th March “ Lanc III “J” CHEMNITZ 7hrs 40
OPS 54 7th March “ Lanc III “J” DESSAU 7hrs 50
OPS 55 8th March “ Lanc III “J” HAMBURG 5hrs 15
OPS 56 12th March “ Lanc III “J” DORTMUND 4hrs 25
OPS 57 15TH March “ Lanc III “J” MISBURG Oil Refinery 6hrs 20
(Nr. Hanover)
OPS 58 16th March “ Lanc III “J” NURNBURG (3 fighter attacks) 6hrs 50
OPS 59 19th March “ Lanc III “J” HANAU Nr. Frankfurt 5hrs 45
OPS 60 20th March “ Lanc III “H” HEMMINGSTADT (Nr. Heide
30 miles South of Danish border) 4hrs 35
OPS 61 22nd March “ Lanc III “J” HILDESHIEM (Nr. Hanover) 4hrs 25
OPS 62 24TH March “ Lanc III “J” HARPENERWEG (RHUR) 4hrs 25
[page break]
[underlined] NOTES [/underlined]
Operations printed in RED were flown at night. Those printed in GREEN were daylight operations.
[underlined] Forty one [/underlined] operations were flown in Lancaster “J - Johnnie” (that would be “Juliet” in present day international phonetic alphabet).
The most concentrated months were August 1944 (eleven sorties), and March 1945 (eleven sorties)
Author: Flight Lieutenant Donald Ward Briggs, DFC RAF (Retd.)
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Tribute to a Pathfinder captain
Description
An account of the resource
Tribute to Squadron Leader William G Neal Distinguished Service Order, Distinguished Flying Cross, Croix de Guerre, 1912-2001. Describes how Don Briggs met and was crewed with Bill Neal’s crew who having completed one tour had been selected for a second on Pathfinders. Describes training as well as Bill Neal’s piloting and leadership qualities. Notes that Bill Neal gave Don Briggs the opportunity to learn to fly. Describes first operation on 156 Squadron Pathfinders to Tours in France in great detail including being engaged by night fighters. Describes various Pathfinder techniques and attacking V-1 bomb sites formation on Oboe-equipped Mosquito. Describes operations over Germany with reference to ant-aircraft fire and night fighters. Explains that some of the crew including Neal and Briggs volunteered for a further tour completing a total of 62 operations. Ends with a list of all 62 operations.
Creator
An entity primarily responsible for making the resource
Donald Briggs
Format
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Eight typewritten pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
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
Identifier
An unambiguous reference to the resource within a given context
BBriggsDWNealeWv1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
France--Tours
Germany
France
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-06
1944-07
1944-07-18
1944-07-30
1944-08
1944-08-07
1944-08-08
1944-08-15
1945
Contributor
An entity responsible for making contributions to the resource
Sue Smith
David Bloomfield
156 Squadron
aerial photograph
aircrew
anti-aircraft fire
bombing of Dresden (13 - 15 February 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
bombing up
crewing up
debriefing
Distinguished Flying Cross
Distinguished Service Order
fear
flight engineer
ground personnel
H2S
Halifax
Lancaster
Lancaster Finishing School
Master Bomber
Me 110
military service conditions
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Pathfinders
perimeter track
pilot
promotion
RAF Hemswell
RAF Lindholme
RAF Upwood
RAF Warboys
searchlight
superstition
tactical support for Normandy troops
target indicator
target photograph
training
V-1
V-weapon
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38295/BLanningWPalmerRAMv1.1.pdf
40daddfc2b5ff193ead9c644c8456a05
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
To Cologne - Gremberg by Oboe - tribute to Squadron Leader Robert A.M.Palmer VC, DFC & Bar
Description
An account of the resource
The story of an attack by Pathfinders of 35,105,109 and 582 Squadrons 23 December 1944. Tribute to Robert pPalmer and thirty comrades who died with him. Contains history of Battle of the Bulge. Description of Oboe system. List of aircraft and crews with some results and reports. Detailed hour by hour account of operation with recollections by some crews. Personal memories by Gordon Musgrave. Les Millett, Gordon Baker, Alan Bourne, Roy Shirley (F Freddie's last mission by Alan Roade). Russ Yeulett (Robert Palmer's rear gunner - the only crew member to survive). Continues with extracts from the German records and the RAF Historical branch. Next section headed Walt Reif and Crew. Arndt Walther Reif, Kenneth Harry Austin. Peter Uzelman, George Owen, Jack McClennan, Robert Pierce, John Paterson. Lists nine operations against French targets with 101 Squadron and then list 20 operations with 582 Squadron reported missing from last to Cologne. Telegram and letters sent to members of Walt Reif's crew and letter to Mrs Owen from Jack McClennan relating story of last operation. Next section - immediate interpretation report No K3465 - Cologne Gremberg. Assessment of damage. Quotes from newspapers, extracts from London Gazette citation for award of Victoria Cross to Robert Palmer. The American air offensive 23 December 1955 - list aircraft and losses. Lists losses for 23 December 1944. Includes friendly fire casualties and German fighter losses. Notes on German interceptions and tactics. Routes and timings. Headquarters Pathfinder Force 8 Group Bomber Command operational record book extract on attack on Cologne Gremberg. 105 and 109 Squadron operation record book extracts. Squadron Leader Robert A.M. Palmer VC, DFC and Bar list and numbers of operations on 75, 149 and 109 Squadron and 20 OTU. Biography of Robert Antony Maurice Palmer. Reflections. Photographs and map. Photographs of airmen, aircrew, aircraft, parties, Robert Palmer, 109 Squadron A Flight and other aircrew.
Creator
An entity primarily responsible for making the resource
Bill Lanning
Temporal Coverage
Temporal characteristics of the resource.
1944-12-23
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Cologne
Great Britain
England--Huntingdonshire
England--Kent
Germany--Osnabrück
Germany--Homberg (Kassel)
France
France--Morbecque
France--Le Havre
France--Calais
Atlantic Ocean--English Channel
Germany--Duisburg
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Text. Memoir
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Sixty-five page printed document with photographs
Identifier
An unambiguous reference to the resource within a given context
BLanningWPalmerRAMv1
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
109 Squadron
20 OTU
582 Squadron
air gunner
aircrew
B-17
B-24
B-26
bale out
bomb aimer
bombing
C-47
crash
Dulag Luft
flight engineer
Fw 190
killed in action
Lancaster
Me 109
missing in action
Mosquito
navigator
Oboe
Operational Training Unit
P-47
P-51
Pathfinders
pilot
prisoner of war
RAF Graveley
RAF Little Staughton
RAF Manston
shot down
training
Victoria Cross
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1912/36008/MHayhurstJM2073102-170725-40.1.pdf
572e88bde62d1a7743ce1dbd82fc492b
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
Hayhurst, Jose Margaret
J M Hayhurst
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-25
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
Hayhurst, JM
Description
An account of the resource
108 items. The collection concerns Sergeant Jose Margaret Hayhurst (2073102 Royal Air Force) and contains decorations, uniform, documents and photographs. She served as a radar operator in the Women's Auxiliary Air Force.
The collection has been donated to the IBCC Digital Archive by Andrew Whitehouse and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE STORY OF RADAR
[Logo]
METROPOLITAN-VICKERS ELECTRICAL CO. LTD
TRAFFORD PARK . MANCHESTER 17 . ENGLAND
[page break]
The Story of Radar
2
THE STORY OF RADAR
Signal honour has been done to the British wireless industry. Many industries have received well-earned tributes for their contributions to the war effort, but to no other has been accorded by official Government spokesmen such unstinted praise, couched in such detailed terms, as that given to the radio industry – collectively and as individual firms – for its production of radar equipment. By now everyone knows the decisive part played in the war by that equipment, first in defence and then in offence, but it should be stressed that radar, though radio-like, is a brand-new thing, involving brand-new problems at every stage of design and production. That these problems were successfully solved reflects the highest credit on all the teams that played a part in its evolution. The work of all teams was so closely intermingled that, as Sir Stafford Cripps said at a recent Radio Industry Council celebration, it is impossible, even if we wished, to separate the various contributions. All were partners in a new enterprise, and it shows rare qualities of flexibility of mind in the industrial teams that they were able to adapt themselves to such novel conditions.
It must not be thought that the industrial contribution was restricted to production – mere "nuts and bolts stuff." On the contrary, much fundamental development work was done by industry, and in many cases, only a brief specification or elementary circuit diagram formed the basis of a "development contract", which passed through the successive stages of laboratory investigation, manufacture of development and pre-production models, and finally became a production contract for very large numbers of units.
The official story begins in the era of appeasement; it was actually early in 1937 that radar secrets were first entrusted to the industry, and contracts placed. The transmitters for the CH (Chain, Home) stations were made the responsibility of Metropolitan-Vickers and the receivers were made by Cossor.
Those two firms thereby became forerunners of the many which were to work for Victory during war; but it is a matter of interest that they, together with Pye, met the heaviest proportion of wartime demands for R.A.F. ground radar stations of all kinds.
These included not only the various sets in the radiolocation chain but the ground stations associated with "Gee" (the radar navigation system), "Oboe" (the ground-controlled bombing system), and "Gee-H" (another blind-bombing system).
It might also be mentioned here that the earliest experimental models of the airborne radar transmitters were manufactured by Metropolitan-Vickers in 1938.
Many new materials and processes were introduced to the electronics and radio field by the specialised conditions imposed by radar. Pre-eminent amongst these is the plastics material Polythene introduced by Imperial Chemical Industries and used almost universally as an insulating medium for ultra high frequency cables. Special moulding techniques had to be evolved for the manufacture of such components as plugs and sockets, aerial insulators, matching units, etc., and several thousand mouldings were produced by Metrovick both at Trafford Park and in one of their dispersal factories.
When radar production first passed into the hands of industry, the chain was of vital importance, and the two contracting firms (Metrovick and Cossors) had to provide separate buildings for assembly and testing in complete secrecy. Two men alone were initiated into the whole story: Dr. J.M. Dodds, of Metrovick, and L.H. Bedford, of Cossors. Their colleagues were told only about the transmitter or the receiver; never both.
The CH was the first [italics] operational [/italics] radar system and led by logical steps which were determined by the war situation to the host of devices which are now available. In July, 1937, twenty stations were authorised to cover the east and south coasts of Great Britain. More were being set up at the beginning of the war and with the fall of France CH coverage was extended round the south-west and west coast. The design of these stations was a peacetime design, and was very dependent on existing techniques. The wave length used was 10 to 13 metres and pulses of about 10 to 15 micro-seconds duration were radiated at a recurrence rate of 25 pulses per second. The nominal pulse power was initially 200 kW, but later developments brough it up to about 800 kW. As the transmitter was "marking" only for 250 micro-seconds in each second, the mean power was only one-fifth kW when the pulse power had reached
[page break]
The Story of Radar
3
800 kW. This very small mark/space ratio is characteristic of radar transmitters and explains the very high pulse powers which have been obtained.
Provision of additions to this system and of the coastal defence radar for detecting enemy aircraft sowing magnetic mines were early problems of the war.
A Cambridge professor undertook a hurricane programme for the introduction along the coast of equipment which existed only in a single laboratory model. Metrovick were asked to develop the transmitter, which became known as the CHL, capable of delivering a pulse power of over 100 kW to the aerial system at 1 1/2 metres wavelength. The system operated over a range exceeding 100 miles.
With these developments the radar defences, which were to win the Battle of Britain, were given their final link.
From the Navy's point of view, meanwhile, the outbreak of war had not only given added impetus to the development of new devices but enormously increased the demand for standard sets for communication, and DF, in order that requisitioned vessels could be equipped.
The Admiralty Signal Establishment was rapidly and enormously expanded, partly by drawing technical talent from the very firms which were later to make so great a contribution; but no expansion could be adequate to permit adherence to the old "slow but sure" routine, and production had to be arranged before laboratory work was finished.
A certain type of set was made for fitting in ships with a type of aerial which produced a narrow beam. To cope with the rolling of the ship, this aerial had to be "stabilised", making it what was at first regarded as a fantastic mechanical contraption. It was, however, successfully put into production by Metropolitan-Vickers, Ferranti, and W.A. Bentley, of Leicester.
The application of a cathode-ray tube to portray in plan the positions of all surface ships relative to each other and to the observer as if on a map of known scale was adapted for naval use by the Gramophone Company, and produced by them, Metropolitan-Vickers and Allen West.
An improved type of this display system has recently been developed for the Admiralty by Metrovick.
It will be appreciated that naval gunnery introduces the special circumstances in which both combatants are always moving freely in two dimensions, and in the case of air targets, in three dimensions. Targets, too, are relatively small, and it is no use putting the shells close to them; they must be hits. This calls for extreme accuracy and first-class workmanship in instruments.
The earlier equipments measured range only, albeit more accurately than the range-finder, yet much below the standard science knew could be achieved. Greatly improved devices measuring range, accurate to a few yards, were made from 1941 onwards by the Marconi Company and Metropolitan-Vickers.
On land, the night blitzes were finally mastered by radar; the problem for the R.A.F. was the ground control in the dark by GCI (Ground Controlled Interception) radar stations of fighters which themselves would carry AI (Air Interception) radar to finish the chase. The Army demanded means for the accurate sighting of AA guns and searchlights by GL (gun-laying) and SLC (Searchlight Control). GCI was a development from CHL (Chain Home, Low-flying), and the first prototype was shown to the industry during the crucial autumn of 1940. Within two months the first experimental model was ready.
This model was inspected, and at least one of the three firms concerned had its first production model installed at an R.A.F. station within three weeks. It was on the air within another six hours.
In the months during which these stations came into use the night fighters, with the Army's radar-aided searchlights and guns of AA Command co-operating, took steadily increasing toll of the enemy night bombers. In May the Germans lost 144 night bombers, of which our fighters shot down 102. Then they abandoned the raids and turned to the war on Russia.
The radar transmitter used in this system was developed and manufactured by Metrovick.
The ground radar transmitter which directed the Army's defence over our coasts and cities was developed from the earliest days by Metropolitan-Vickers, who received a development and construction contract for the first gun-laying equipment at the beginning of February, 1939, and the first prototype was produced in August, still before the war, with more than 400 completed by November.
On the next "mark", Metropolitan-Vickers – who were bombed on Christmas Eve but immediately continued in a dispersal factory – were engaged.
[page break
The Story of Radar
4
An indication of the size and complexity of the transmitting equipment is given by the fact that it weighed over a ton, incorporated no fewer than 60 valves, and many highly accurate gears, wormwheels, cams and so on. By May the first prototype model was being field-tested and early in June was undergoing official trials, the first equipment coming off the line in November, 1940.
Parallel with all the defence developments was the first of the airborne radar sets for the offensive, the ASV (air-to-surface vessel) equipment carried by aircraft to search for shipping. This was followed by an improved version in a series used for finding surfaced U-boats at night. ASV was also adapted for use with the Navy in small ships for the detection of surface shipping and aircraft.
The Aerial System associated with ASV presented many problems in that it had to "scan" the complete horizon continuously, its weight had to be reduced to a minimum for aircraft use, and it had to be capable of handling the very high pulse power obtained from the centimetric radar. The development of this system was carried out by Metrovick.
Then, owing to the desperate struggle at sea, "H2S" sets – which show coastal and other geographical outlines on the cathode-ray tubes in map form – were modified and diverted from their use by Bomber Command into coastal aircraft. This decision was taken in November, 1942, the actual production taking place in the following January and February.
With all these radar developments by no means the limit for industry had been reached. The great series of navigation and bombing aids which were to make possible the shattering of Germany's industry was on the way.
"Gee" enabled bombers to take off, assemble in saturation strength, and navigate constantly until their return, as well as making possible accurate navigation over home territory and sea in all conditions of visibility.
It has been revealed already that from February 1942 onwards more than 2,300 acres of Germany were destroyed in a year, mainly by the use of "Gee" navigation, compared with a total of 400 acres until that system started. By the end of 1943 no fewer than 11,000 airborne "Gee" sets of an improved type – now almost universally used by Transport, Coastal, Bomber and other R.A.F. Commands as well as in naval craft – had been delivered by three big firms which were now working on it in the United Kingdom. The final achievement was a rate of production which enabled Britain to give 2,000 sets a month to her United States allies.
During 1943 the first Mark of "Gee-H", blind-bombing aid akin to "Gee", was developed and 200 sets delivered in three summer months.
When the battle of the Ruhr started in full blast in 1943 the "Oboe" ground-guided bombing system was introduced, principally for the pathfinders to drop their flares. "Oboe" was produced by Metropolitan-Vickers, Pye, and Standard Telephone and Cables, and developed under TRE direction as a mobile unit in 1944.
Finally, as the world now knows, the bomber was freed from any dependence on ground radar stations. "H2S" had arrived and with it the first direct picture of the unseen earth's surface at night or in cloud.
Work on H2S went on, and within a year of the approach to industry these sets were being turned out.
The eight "boxes" which made up the original installation were developed and crash-produced by several firms who completed the development task hand in glove with TRE between March and December, 1942, and turned out a first order for 50 installations at the same time. By the end of April, 1944, shortly before the invasion of Europe, the total was 3,700. By the end of the European war seven out of every eight Bomber Command aircraft had H2S.
The Metrovick contribution to this project was in the development and production of many thousands of modulators which constituted one of the eight "boxes" mentioned above.
Large numbers of motor alternator sets for supplying power to radar equipment were made for the Air Ministry by Metropolitan-Vickers in their Trafford Park Works, while engine-driven alternators for aircraft were manufactured in their Sheffield factory. Control panels for these and for the Admiralty were also developed by the same firm.
This story of the magnificent achievements of the radio industry, which all the time kept pace on ordinary wireless needs, can of necessity cover only a fraction of the radar devices which have been put into use. Not only are many of them still undivulged, but there are as many others whose uses for height-finding and other purposes cannot be detailed because of their very variety.
S.P. 7901/1 FORM 3276 20,000 10/45.
Printed by Jesse Broad & Co. Ltd., Stretford Road, Manchester, England.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Story of Radar
Description
An account of the resource
A history of the discovery and development of radar.
Creator
An entity primarily responsible for making the resource
Metropolitan-Vickers Electrical Co Ltd
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 Navy
British Army
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
Four printed sheets
Identifier
An unambiguous reference to the resource within a given context
MHayhurstJM2073102-170725-40
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
anti-aircraft fire
bombing
Gee
H2S
mine laying
Oboe
Pathfinders
radar
searchlight
target indicator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36497/MLovattP1821369-190903-62-01.1.pdf
e9891efa9d1c16d6be963b2ca020c36f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36497/MLovattP1821369-190903-62-02.1.1.pdf
bdbdeeb28a2c1b19b1ed1f87649c704c
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Radio War Waged by the RAF Against Germany 1940-1945
Description
An account of the resource
A thesis written by Peter in 2002, for his Phd.
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Date
A point or period of time associated with an event in the lifecycle of the resource
2002-07
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--London
Atlantic Ocean--English Channel
England--Norfolk
England--Norfolk
France--Dieppe
France--Cherbourg
England--Norwich
England--Swanage
England--Malvern
Germany--Berlin
England--Cornwall (County)
Canada
Newfoundland and Labrador
England--Devizes
France--Paris
England--Chatham (Kent)
Austria
Poland
England--Cheadle (Staffordshire)
England--Daventry
England--Orford Ness
England--Aldeburgh
England--Bawdsey (Air base)
Scotland--Dundee
Scotland--Perth
England--Christchurch (Dorset)
Russia (Federation)
Scotland--Firth of Forth
Germany--Baden-Baden
Germany--Krefeld
Germany--Borkum
Denmark
Norway
Germany--Bredstedt
France--Brest
Netherlands
Germany--Husum (Schleswig-Holstein)
Norway--Klepp
Germany--Stollberg (Landkreis)
Netherlands--Den Helder
Netherlands--Bergen op Zoom
France--Seine-Maritime
France--Cape La Hague
France--Manche
France--Morlaix
Germany--Lörrach
Italy--Noto
England--Tunbridge Wells
England--Harpenden
England--Somerset
England--Henfield (West Sussex)
England--Petersfield
France--Dieppe
England--Portsmouth
Scotland--Orkney
England--Rochester (Kent)
England--Essex
France--Le Havre
England--Hagley (Bromsgrove)
England--Gloucestershire
England--Bridport
England--Coventry
England--Bristol
France--Cassel
France--Poix-du-Nord
England--Radlett (Hertfordshire)
England--Henfield (West Sussex)
England--Cheadle (Staffordshire)
France--Bayeux
England--Kingsdown (Kent)
England--Harleston (Norfolk)
France--Barfleur
France--Cape La Hague
France--Le Mont-Saint-Michel
France--Cancale
France--Penmarc'h
France--Groix
France--Saint-Nazaire Region
France--Saint-Malo
England--Seaton (Devon)
England--Salisbury
Wales--Swansea
England--Droitwich
France--Brittany
England--Manchester
England--Chatham (Kent)
France--Chartres
France--Vannes
Poland--Lubin (Województwo Dolnośląskie)
Egypt
Libya
England--Lydd
England--Helston
England--Chivenor
England--Marske-by-the-Sea
England--Nottingham
England--Birmingham
Slovakia
Czech Republic
Italy
France
England--Milton Keynes
Germany--Ruhr (Region)
England--Devon
England--Dorset
England--Hampshire
England--Herefordshire
England--Kent
England--Northamptonshire
England--Staffordshire
England--Suffolk
England--Sussex
England--Wiltshire
England--Worcestershire
England--Yorkshire
England--Lancashire
England--Nottinghamshire
England--Warwickshire
Germany--Kleve (North Rhine-Westphalia)
France--Ouessant Island
Great Britain Miscellaneous Island Dependencies--Jersey
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Wehrmacht. Luftwaffe
Type
The nature or genre of the resource
Text
Text. Personal research
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
Language
A language of the resource
eng
Format
The file format, physical medium, or dimensions of the resource
80 printed sheets
Identifier
An unambiguous reference to the resource within a given context
MLovattP1821369-190903-62-01
100 Group
101 Squadron
109 Squadron
214 Squadron
218 Squadron
Anson
B-17
B-24
Blenheim
bombing
Churchill, Winston (1874-1965)
Do 217
Gee
Gneisenau
Goering, Hermann (1893-1946)
ground personnel
H2S
Harris, Arthur Travers (1892-1984)
He 111
Hitler, Adolf (1889-1945)
Hudson
Ju 52
Ju 88
Morse-keyed wireless telegraphy
Oboe
P-51
Pathfinders
Photographic Reconnaissance Unit
radar
RAF Biggin Hill
RAF Boscombe Down
RAF Defford
RAF Martlesham Heath
RAF Oulton
RAF St Athan
RAF Waddington
RAF Wyton
Scharnhorst
V-1
V-2
V-weapon
Wellington
Whitley
Window
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-01.1.pdf
fb8bdc0a3359bad330631a99725ecf91
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-02.1.2.pdf
518e2b514f18dba39e9302770bce90ba
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Offensive Phase
Volume Two of Two
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Spatial Coverage
Spatial characteristics of the resource.
Norway--Trondheim
France--Brest
Russia (Federation)
England--Hartland
England--Beer Head
Europe--Elbe River
England--Dover
England--Folkestone
England--London
France--Bruneval
France--Pas-de-Calais
Germany--Lübeck
Germany--Rostock
England--Norwich
England--Cheadle (Staffordshire)
England--Salcombe
England--Sidmouth
France--Cherbourg
France--Boulogne-sur-Mer
France--Dunkerque
France--Cassel
England--Salisbury
Russia (Federation)--Kola Peninsula
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Germany--Berlin
Poland--Szczecin
France--Desvres
France--Arcachon
France--Nantes
France--Chartres
France--Reims
England--Swanage
England--Malvern
England--Plymouth
France--Lorient
England--Lincoln
Scotland--Edinburgh
England--Hull
England--London
England--Bristol
France--Montdidier (Hauts-de-France)
England--Guildford
France--Poix-du-Nord
Germany--Mannheim
Czech Republic--Pilsen Basin
England--Harpenden
France--Morlaix
Spain--Lugo
Spain--Seville
England--Radlett (Hertfordshire)
Germany--Cologne
France--Boulogne-Billancourt
Germany--Rostock
Germany--Essen
Germany--Schleswig-Holstein
Belgium--Liège
Germany--Bremen
England--High Wycombe
Germany--Osnabrück
Germany--Hamburg
Germany--Wilhelmshaven
England--Sizewell
Germany--Peenemünde
Germany--Stuttgart
Germany--Munich
Germany--Kassel
England--Crowborough
England--Huddersfield
Netherlands--Den Helder
England--Mundesley
Germany--Schweinfurt
Europe--Baltic Sea Region
Atlantic Ocean--Bay of Biscay
Germany--Braunschweig
Germany--Bremen
Germany--Wolfenbüttel
Germany--Magdeburg
France--Limoges
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Stuttgart
Germany--Munich
Germany--Schweinfurt
Germany--Augsburg
France--Yvelines
Germany--Nuremberg
Germany--Kiel
Poland--Poznań
France--Dieppe
Turkey--Gallipoli
Egypt--Alamayn
Egypt--Cairo
Morocco
Algeria
Italy--Sicily
England--Ventnor
England--Beachy Head
France--Abbeville
France--Somme
France--Seine River
England--Southampton
England--Portsmouth
Scotland--Firth of Forth
Iceland
England--Brighton
France--Normandy
France--Cherbourg
England--Littlehampton
England--Portland Harbour
France--Amiens
Netherlands--Arnhem
France--Normandy
Germany--Gelsenkirchen
France--Le Havre
France--Arromanches-les-Bains
France--Bayeux
Belgium--Wenduine
France--Beauvais
England--Ditchling
England--Henfield (West Sussex)
England--Canterbury
England--Crowborough
England--Dover
England--Chiswick
Netherlands--Hague
Sweden
Belgium--Antwerp
Germany--Aachen
Germany--Trier
Germany--Siegfried Line
Netherlands--New Maas River
Netherlands--Waal River
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Darmstadt
Germany--Duisburg
Germany--Braunschweig
Netherlands--Walcheren
Germany--Bremen
Germany--Düsseldorf
Germany--Bochum
Germany--Cologne
Europe--Ardennes
Belgium--Bastogne
Germany--Leuna
Germany--Essen
Germany--Ludwigshafen am Rhein
Germany--Duisburg
Germany--Ulm
Rhine River Valley
Germany--Mittelland Canal
Germany--Nuremberg
Germany--Dortmund
Germany--Castrop-Rauxel
Germany--Hannover
Belgium--Houffalize
Germany--Neuss
Germany--Grevenbroich
Germany--Dülmen
Germany--Dresden
Germany--Leipzig
Germany--Magdeburg
Germany--Bonn
Germany--Kamen
Germany--Dortmund-Ems Canal
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Hannover
Germany--Kiel
England--Coventry
Italy
Poland
France
Great Britain
Egypt
North Africa
Germany
Belgium
Czech Republic
Netherlands
Norway
Russia (Federation)
Spain
Turkey
Europe--Frisian Islands
England--Milton Keynes
Germany--Ruhr (Region)
England--Devon
England--Dorset
England--Gloucestershire
England--Hampshire
England--Herefordshire
England--Kent
England--Middlesex
England--Norfolk
England--Staffordshire
England--Suffolk
England--Surrey
England--Sussex
England--Wiltshire
England--Worcestershire
England--Yorkshire
England--Lincolnshire
England--Warwickshire
Russia (Federation)--Poli︠a︡rnyĭ (Murmanskai︠a︡ oblastʹ)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Coastal Command
Royal Navy
United States Army Air Force
Wehrmacht. Luftwaffe
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
178 printed pages
Description
An account of the resource
A continuation of Peter's thesis on electronic warfare during the war.
Language
A language of the resource
eng
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
MLovattP1821369-190903-74-01
1 Group
100 Group
101 Squadron
109 Squadron
141 Squadron
169 Squadron
171 Squadron
192 Squadron
199 Squadron
214 Squadron
218 Squadron
223 Squadron
239 Squadron
3 Group
4 Group
462 Squadron
5 Group
617 Squadron
8 Group
aircrew
B-17
B-24
Beaufighter
Bennett, Donald Clifford Tyndall (1910-1986)
Chamberlain, Neville (1869-1940)
crash
Defiant
Do 217
Fw 190
Gee
Gneisenau
Goering, Hermann (1893-1946)
H2S
Halifax
Halifax Mk 3
Hampden
Harris, Arthur Travers (1892-1984)
He 111
Hitler, Adolf (1889-1945)
Hudson
Ju 88
Lancaster
Me 110
Me 410
mine laying
Morse-keyed wireless telegraphy
Mosquito
navigator
Oboe
Operational Training Unit
P-51
Pathfinders
radar
RAF Defford
RAF Downham Market
RAF Farnborough
RAF Foulsham
RAF Little Snoring
RAF North Creake
RAF Northolt
RAF Oulton
RAF Prestwick
RAF Sculthorpe
RAF St Athan
RAF Swannington
RAF Tempsford
RAF Upper Heyford
RAF Uxbridge
RAF West Raynham
RAF Wittering
Scharnhorst
Stalin, Joseph (1878-1953)
Stirling
Tirpitz
training
Typhoon
V-1
V-2
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36304/PSparkesW17010015.2.jpg
80beea4166df3a0599afe30ecc60b8fc
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Sparkes, Ned
William Sparkes
W Sparkes
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Nuremburg raid and target token
Aiming point certificate
Description
An account of the resource
Left - copy of book page 82 (Headed: the Nurenburg raid) with details of American operations, 617 Squadron operation to Lyons as well as attack on Brunswick and railway junction at Vaires. Noted one Halifax missing from a Canadian Squadron on latter operation.
Right - target token (le Mans). Consist of artwork of Wellington and Halifax, target photograph and name of crew: P/O Pitt, F/O Page, F/S Meddings, Sgt McIntyre, F/S Heron, Sgt Sparkes, P/O Badgery. Signed by AOC 6 Group.
Below - explanatory note on target tokens - given by AOC 6 Group with a bottle of whiskey to all crews who obtained a photograph of aiming point.
Temporal Coverage
Temporal characteristics of the resource.
1944-03-13
1944-03-14
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Nuremberg
Germany--Braunschweig
France
France--Vaires-sur-Marne
France--Le Mans
France--Lyon
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
United States Army Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Artwork
Format
The file format, physical medium, or dimensions of the resource
One printed document and one printed certificate with accompanying typewritten note all mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010015
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
4 Group
6 Group
617 Squadron
B-17
bombing
Halifax
Mosquito
Oboe
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30730/BJonesTJJonesPWv1.2.pdf
765081f4ed49b9ebdbc981de32e5f147
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE LUCKY CREW
[photograph]
T.J. Jones DFC & P.W. Jones
1
[page break]
Introduction
I, like many children born in the mid-fifties, grew up surrounded by reminders of World War Two. There were the L-shaped trenches, in a field, near my home, which had housed searchlights and anti-aircraft guns. There were also trees and telegraph poles with their fading white collars.
So it was that I would ask that question all little boys asked their Father in those days, “what did you do in the war, Dad”?
My Father would reply, modestly, that he had been a flight engineer on bombers. That was all he ever said no details, no bravado, no hint of heroism, or the horrors he had endured.
In time I learned that he had been awarded the Distinguished Flying Cross, but never discovered why.
That is how it was until his sad death on 28th January 2004.
My Mother and I were sorting out some of his papers, kept in an old wartime suitcase, when we came upon a small green notebook. This notebook was to unlock Dad’s story. For there were the memories he never told.
It would appear that he had put pen to paper in the 1990’s, some fifty years after the war. Reading that book, so shortly after his death, made me very sad. It also made me immensely proud of the modest Father I had known and loved for almost fifty years.
And what of the DFC, there was no mention of it. Did his natural modesty prevent him from recording why he was awarded it, or were the memories too painful?
The following pages tell his story.
Peter W Jones
[italics] When we first arrived the command “Attention” was followed by a noise like load of house-bricks falling of a lorry and a cry from the drill corporal
‘You dozy lot, wake up now. Bags of swank.’ At the passing-out parade six weeks later the same command produced a noise like a rifle shot. As we marched away along the promenade, rifles in line, heels crashing in unison, arms swinging shoulders high, we had what the corporal had wanted to see, Bags of swank!
I remember R.A.F. Cosford and the flight mechanics course. how young and eager we were, picking up the service slang and clichés. On arrival we were assigned to wooden huts with eight double-tier bunks down each side, a plain wooden table with two benches, andf a small stove in te middle of the hut.
The first week of every new entry was spent on fatigues. Peeling four feet high piles of vegetables. After every meal the floors and tables of the vast dining halls had to be cleaned and polished.
Guard duties, fetching carrying, pushing, scrubbing. We were at everyones beck and call, but it was fair, every new intake did it.
Wednesday afternoons were spent on field exercises. Prowling through muddy fields and woods, everything that involved mud and muck. Camouflage, grenade throwing, bayonet practice.
[page break]
Anti-gas procedure, groups of us standing in the gas chamber and being ordered to remove our respirators to prove that the room really was full of gas. Dashing out into the fresh air, coughing and spluttering, eyes streaming.
Wednesday nights were domestic nights and everyone was confined to barracks. Everything in the hut had to be cleaned and polished. Fire buckets and extinguishers, every inch of floor space to be polished and sparkling. Table and benches to be scrubbed. The last man coming out backwards the following morning polishing out the last foot prints ready for the flight commander’s inspection.i remember the precision of kit inspection. Each bed laid out with equipment, each piece in it’s correct place and every bed identical to the next.
The months of learning and cramming. Class-rooms and hangars, engines and airframes. Aero-dynamics, physics, mechanics. Hydraulics and pneumatics, fuel systems, carburation, airscrews, ignition systems and instruments. The form too. Maintenance manuals and periodicity talks. A seemingly endless number of subjects, all to be absorbed and remembered.
I remember the parades and the marching to and fro. The sound of a youthful tenor voice in one of the huts singing ‘Always.’ The bugle call at reveille and a P.T sergeant stamping down [italics]
“The Lucky Crew”
2
[page break]
[photograph]
The crew, left to right:
Fred Phillips RAAF, Dave Goodwin RNZAF, Stan Williamson RAAF
Clive Thurston RNZAF, Ron Wynne RAF, Joe Naylor RAF
Thomas Jones RAF, Steve Harper RAF.
This photograph was taken in September 1944 shortly after the crew completed their tour of 64 operations and left 7 Squadron. The aircraft they are standing in front of is Lancaster PA964 MG-K. This was last on the night of 6th October 1944 during a bombing raid on Scholven-Buer. The eight man crew, that night, were captured and held in Stalag Luft 7 at Bankau, from where they escaped in April 1945.
PA964 had survived 244 hours of operationsal flying, much of it in the hands of “The Lucky Crew”.
3
[page break]
FORWARD
Thomas Jones’s memoir gives a vivid description of life in a bomber squadron Pathfinder Fo9rce. The account of his experience as a Flight Engineer on operations in Stirling’s and Lancaster’s depicts the stresses, strains and comradeship of a bomber crew and the extent of a flight engineers tasks.
Very few crews survived as many as 64 bomber operations which Thomas Jones and crew achieved (my own contribution was 60 sorties) so his memoirs form an important contribution to the history of Bomber Command operations and it’s crews.
Wing Commander Philip Patrick MBE DFC
[622 Sqd. Crest] [7 Sqd. Crest]
Squadron crests reproduced by permission of the Secretary of State for Defence.
4
[page break]
I remember a happy childhood, firstly in central Birmingham then the southern district of Hall Green. I didn’t dislike school. My early teens were spent under the threat of war, which was declared when I was eighteen.
The blackout became a way of life for six long years. The nights spent in the air-raid shelter, my mother asking me to come away from the entrance where I was watching the havoc, into the deeper safety of that cold damp cell.
I recall the scream of falling bombs and the shudder of the earth on impact. The noise of the anti-aircraft guns firing a short distance away, like great iron doors slamming, and the hissing rush of the shells fading away as they sped up to the heavens and the German bombers. I remember my sister weeping quietly when it all got too much for her. The metallic tinkle of shell splinters as they rained down on roofs and road surfaces. The reflection of a hundred fires on the cloud as my city burned.
I was both fascinated and appalled at the effects of the nights bombing. On my way to work, at the BSA, in the early morning light I was stepping over the rubble of houses that had been hit by bombs during the night. Of one house a solitary wall left standing and on the bedroom mantelpiece a clock still showing the correct time. A house with no roof and a six-inch wide crack from eves to foundations, and not a window cracked. There was a double decker bus on Coventry Road, Small Heath, standing vertically on its bonnet.
I volunteered for aircrew duties in the RAF, the excitement and the boredom, the laughter and the comradeship the like of which is rarely experienced in civilian life. The songs and tunes of the period, each one associated with a particular time, a certain place or face.
Most of us who survived in one piece had an easy war compared to many others. No wounds, disfigurement or physical pain. No years of imprisonment torture disease, starvation and despair. That is why there is little pain for me to sit quietly, fifty years on, in that little room of memories going back down paths which divide and branch like blood vessels.
I was sent to RAF Cardington in September ’42, with its huge hangers where the great airships were built in the 1920s, for aircrew selection. I can easily recall the aircrew medical where everything was tested, examined, poked and prodded. There followed days of written, oral and aptitude tests. I remember the first time I entered the dining hall, the volume of the WAAF corporal’s voice reducing the occupants to silence, and the embarrassment on realising that the order to “put that bloody cigarette out” was directed at me. After four days home again to await my call-up papers, which I received a few weeks later.
And so in October to RAF Padgate with hours spent waiting in different rooms during induction. Being issued with my identity discs and service number, to be memorised and will be remembered for the rest of my life. Ask the service number of any ex-service man who enlisted all those years ago and he will recite it without the slightest hint of hesitation.
I remember the outstretched arms laden with clothing and equipment in the kitting out stores. The WAAF’s singing “Jealousy” in the station cinema as the little white ball bounced along the words on the screen. I recall the train journey to the Initial Training Wing (ITW) at Redcar on October 17th ‘42, and especially Mrs.Thatcher of 4 Richmond Road. Ken Battersby, Chas’ Curl and myself were billeted with her for six weeks and she looked after us like a mother hen. She made sure we were correctly dressed each morning when we went out on parade. She treated us as though we were her own sons.
The wind was icy on the sea front as we learned foot and rifle drill, fumbling with numbed fingers at the rifle bolt and rear sight. We did route marches and assault courses
5
[page break]
in full battle order, reaching the finish gasping for breath, with a supposedly wounded man across our shoulders.
I learned on the rifle range that a 303 when fired from the shoulder didn’t produce the crack as when heard from a distance. It produced a heavy numbing thud inside the head. The following day it would only take the sudden rustle of a newspaper to set the ears ringing again.
When we first arrived the command “attention” was followed by a noise like a load of house bricks falling off a lorry and a cry from the drill corporal “you dozy lot, wake up now, bags of swank”. At the passing out parade, six weeks later the same command produced a noise like a rifle shot. As we marched away along the promenade, rifles in line, heals crashing in unison, arms swinging shoulder high, we had what the corporal had wanted to see, “bags of swank”.
It was then to RAF Cosford in early December and the flight mechanics course. How young and eager we were, picking up the service slang and clichés. On arrival we were assigned to wooden huts with eight double tier bunks down each side, a plain wooden table with benches, and a small stove in the middle of the floor.
The first week of every entry was spent on fatigues. Peeling four-foot high piles of vegetables. After every meal the floors and tables of the vast dining halls had to be cleaned and polished. Guard duties, fetching and carrying, polishing and scrubbing. We were at everyone’s beck and call, but it was fair, every new intake did it.
Wednesday afternoons were spent on field exercises. Crawling through muddy fields and woods, everything involved mud and muck. Camouflage, grenade throwing, bayonet practice. Anti-gas procedure, groups of us standing in the gas chamber, and being given the order to remove our respirators to prove that the room really was full of gas, dashing out into the fresh air, coughing and spluttering, eyes streaming.
Wednesday nights were domestic nights and everyone was confined to barracks. Everything in the hut had to be cleaned and polished. Fire buckets and extinguishers, every inch of the floor space to be polished and sparkling, table and benches to be scrubbed. The last man coming out backwards the following morning polishing out the last footprints ready for the flight commander’s inspection. I remember the precision of kit inspection. Each bed laid out with equipment, each piece in its correct place and every bed identical to the next.
There were months of learning and cramming. Classrooms and hangers, engines and airframes. Aerodynamics, physics, mechanics. Hydraulics and pneumatics, fuel systems and carburation, airscrews, ignition systems and instruments. Maintenance manuals and countless other books. A seemingly endless number of subjects, all to be absorbed and remembered.
There were also the parades and the marching to and fro. The bugle calls at reveille and the PT sergeant stamping down the wooden floor of the hut banging each bunk with a pick-axe handle, shouting at the top of his voice “parade in fifteen minutes, last man out is on a week’s jankers”. And there was the dreaded Trade Test Board at the end of it all, and the feeling of great achievement on making the grade.
The next step on the ladder was to RAF St.Athan in April ’43 and the flight engineers course. Was it to be Stirling’s, Lancaster’s or Halifax’s? Oh youth and innocence, it was all great fun with little thought of the future.
We were billeted in the same type of wooden huts as at Cosford and did the same fatigues during the first week. Most of us had been together since ITW, a lot of us only eighteen, not many over twenty. The Scots lads, Tommy McMeachan, John Mullens, Jimmy
6
[page break]
Cruicshank and John Gartland all killed. Taffy Lightfoot and Roy Eames died over Bremen. Bill Curry shot down and killed whilst still training. There was also Albert Stocker, Arnold Hearne and Jack Walker. How many blurred faces on the edge of memory survived?
I was selected to train on the Short Stirling, the biggest of the four engine bombers of the time, eighty-seven feet long and twenty-eight feet high with the tail up. It had a fourteen tank fuel system with inter-wing and inter-engine balance cocks. Hercules XVI sleeve-valve engines with two speed superchargers and epicyclical reduction gears. The SU carburettors were the size of a car engine. The Stirling was renowned for being the electrician’s nightmare with its miles of electric wiring
There wasn’t a single subject or component part of the Stirling that we weren’t lectured on. After the intensive Trade Test Board examination I remember the brevets and chevrons being sewn on our tunics, the regulation button stick length from the shoulder seam. The young faces didn’t seem to match the rank and many of them wouldn’t survive to wear the flight sergeants crown.
[photograph]
Tom Jones, aged 22
RAF St. Athan, August 1943
And so, in July 1943, to 1657 Heavy Conversion Unit (HCU) at RAF Stradishall to be crewed up and to fly the aircraft we had been trained on. We were billeted in empty married quarters and reasonably comfortable but we soon discovered that they were directly in line with the main runway. All night long crews were practising circuits and landings and every few minutes an aircraft would roar overhead at fifty feet.
There is still another three weeks classroom work to do but now our instructors are not civilian technicians but veritable gods in our eyes, men who had completed a tour of thirty operations. There was no bravado about them but their eyes and faces showed a wealth of experience from which we were to benefit. When they lectured us we hung on their every word.
We were encouraged to visit the flight offices in our spare time, to get in as many flying hours as we could before being crewed up. I remember my first flight as a passenger. The pilot was a Canadian, flight sergeant Moore, who was still undergoing training. I’d always had the impression that an aircraft, once off the ground, flew straight
7
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and level. How wrong I was! We reached the dispersal and this great black monster and I climbed aboard with the crew, I had a few misgivings. Would I be airsick, would the height affect me? Some people couldn’t climb a ladder, and I had never been higher than the inside of a bedroom window.
We taxied to the runway, hesitated and then began the mad dash toward the other end. The aircraft’s thirty tons lifted off the runway and promptly began to sway from side to side and up and down, the wings actually flapped! The engines were nodding as if in mutual agreement on some topic of conversation. Looking down the fuselage toward the rear turret I could see the whole structure was twisting back and forth. I looked out of the window, a patchwork of fields, tiny houses and on our port quarter the airfield with its three intersecting runways. The height didn’t bother me at all but the continuous movement did. After ten minutes I quietly disgraced myself by being airsick. I, subsequently, flew over 300 hours before my stomach finally settled down.
Later, on the squadron, it became the practice for the ground crew to provide me with an empty tin every time we flew, daring me to make a mess in their spotless aircraft. This saved me from bankruptcy as squadron lore dictated that anyone sick on the floor of an aircraft had to pay the groundcrew to clean it up.
I was talking with a group of engineers in the mess, when an Australian flight sergeant pilot approached asking for me. He introduced himself as Fred Phillips and said that I was to be his engineer. A former insurance clerk from East St. Kilda, Melbourne and twenty years old. He was destined to be awarded the DFC before he reached twenty-one and awarded Bar for his DFC before his twenty second birthday. He introduced me to the rest of the crew. Dave Goodwin navigator, and Clive “thirsty” Thurston bomb-aimer, both New Zealanders. The gunners were Ron Wynne from Hyde Cheshire and Joe Naylor, known as John by everyone, from the village of Wymondham near Melton Mowbray. The wireless operator was another Australian, Stan Williamson from Punchbowl, Sydney.
Our first flight as a crew, on August 29th 1943, was a familiarisation, getting the feel of the aircraft. There were circuits and landings, during daylight and the same at night, over and over again until the different drills and check became automatic. We did three and two engined procedures, cross country flights and bombing practice. We flew 34 hours together, at RAF Stradishall, and were granted “fit for operations”. In my log book was entered my certificate, qualified to fly as flight engineer in Short Stirling’s Mk I and III.
On September 2nd ’43 we were posted to 622 squadron, at RAF Mildenhall. On arrival we spotted our first operational aircraft. It was parked in front of the flying control tower after landing from an operation the previous night. As we approach we could see it was punctured with jagged holes and the rear turret was a mass of battered twisted metal. Dried blood everywhere, a glove, a tuft of hair and a piece of jawbone with teeth still attached lay on the turret floor.
That night in the mess we asked how long it took to complete a tour of thirty operations. No one had ever known a crew that had finished a tour. I realised that we had reached the point where we were expected to pay, in kind, the cost of our training.
When we made up our beds that night no thought was given to who the previous occupant had been. We quickly learned that close friendships were not formed with other crews. A passing joke or a civil word sufficed. New faces appeared, sometimes for a few days, or a week or two, to disappear and be replaced by others. Their passing marked by a visit from the committee of adjustment to clear out their lockers and return personal property to next of kin. Their names rarely mentioned again. Morale gained nothing from speculation. Had it been quick as with a direct hit with flak, or a scrambling dash to get out
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of a blazing aircraft? A human torch falling to earth with mouth wide, in a silent scream of pain and horror? Forget it quickly! Do not dwell.
I remember there was always laughter and high spirits in the mess, we learned to laugh about flak and fighters, searchlights and crashes. If a pilot bragged about his good landings no one disagreed with him. Inevitably the day came when he misjudged it and bounced down the runway like a kangaroo. His life was made a misery for the next week. Every time he entered the mess all the pilots present deferred to him and wished they possessed his skill. Stories of silly mishaps did the rounds.
An aircraft on its take-off run had reached 85 knots when the pilot cleared his throat. The engineer, thinking he had asked for wheels up selected same and they finished up on their belly astride the railway lines two hundred yards beyond the runways end. This escapade earned an unofficial commendation on the mess notice board.
Flying whilst suffering with a head cold was discouraged as it led to sinus and inner ear problems. One lad had to report sick with a heavy cold and immediately a rumour was circulating that he knew the squadron was about to attack Berlin or Essen and was reporting sick to get out of it. This sort of thing happened all the time, but it was never vindictive, the victim enjoying the joke as much as anyone.
On an operational squadron the learning still went on, each of us learning something of the others jobs and duties. Ditching and parachute drills were carried out regularly when we weren’t flying, timing ourselves to see how many seconds it took us to get out. Bombing practice; cross country exercises in atrocious weather when visibility was less than the length of the runway. Flying in rain, snow and icing conditions.
There was also fighter affiliation, to practice the corkscrew. With the guns the bombers only defence against fighters, it was essential that we practice this manoeuvre with the help of Fighter Command. I recall the Spitfire’s curving arc of attack and the rear gunners call to “corkscrew port, go”. The horizon almost vertical, then swiftly up and to starboard over the cockpit canopy. Everyone hanging on tightly to the front edge of their seats, so as not to hit the roof. The feeling of weightlessness as the aircraft plunged away in a steep diving turn, the earth in front of the windscreen rotating clockwise as we lost height, the call “roll her, roll her”. The pilot pulling back on the stick to put us into a steep climbing turns to starboard. Again the mad dance of earth and sky, the gravitational forces pressing the body down and draining blood from the head; the cheeks and the mouth falling open. The relief as the fighter breaks off the attack, the earth and sky sliding back into place as we level off and assume course, and await the next attack.
It was during fighter affiliation that we discovered how manoeuvrable the giant Stirling was in flight. It was more agile than some aircraft a quarter of its size. However, it was a beast when manoeuvring on the ground.
Our first operation had been to lay sea-mines in the Katigat, a solo aircraft operation with a naval officer on board to trigger the mines. The next night Hannover, having to divert to RAF Tangmere on return due to flak damage to number 7 fuel tank. Two nights later mine laying in the Skaggerak; then Hannover again, Kassel, Ludwigshafen and Berlin. On these first op.’s we came back only three times on all four engines.
My station, when flying in Stirling’s, was at the front main spar of the wings where it passed through the fuselage, and I consequently saw little of what went on outside. The view from the astrodome was limited so when things were running smoothly I would go forward to the cockpit for ten minutes or so to have a look out.
I shall never forget the cloudscapes, climbing through thousands of feet of dark grey nothingness to emerge into a vivid blue sky with a floor of dazzling white stretching to the
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horizon in all directions. Flying along great canyons between the cliffs of cumulus. There was also nimbus, the cloud most respected by all airmen, with its anvil shaped head towering to altitudes we could never hope to reach. Flying through nimbus had us hanging on grimly as the aircraft is flung around by the air currents, us fearing that the wings would be torn off. There were continuous lightening flashes. The propeller arcs alive like Catherine wheels, and lightening cracking back and forth along the wireless aerials and guns. The tremendous energy generate4d within nimbus clouds is unnerving when experienced for the first time.
the sunsets were always beautiful with the changing colours of the clouds. From the brilliance of polished brass, to rose, pink, bronze, purple, and finally to black. All within a short time, but always warm. Dawns were different, they were cold. During the long boring flight home the first greying in the east would silhouette the swaying tail of the aircraft. The horizon slivers of grey-green light.even the first rays of the sun were always cold.
622 Squadron converted to Lancaster’s in November 1943. While the pilots and engineers were lectured by the engineer leader, two pilots were seconded to a Lancaster squadron for a few hours flying instruction then returned to instruct us. Flying in Lancaster’s meant that my station was next to the pilot. Five hours of training flights and we were away again. my logbook made up, qualified to fly as flight engineer in Lancaster Mk’s I and III.
Our bombing sorties took us to Berlin again, Schweinfurt, and twice to Stuttgart. By now we were one of the most experienced crews on the squadron and were selected to train for the elite Pathfinder Force.
We were sent to the Navigation Training Unit at RAF Warboys in March ’44. The bomb-aimer did a course on H2S equipment while I attended lectures on the bomb-site and bomb aiming. During our free evenings the navigator, Dave Goodwin, taught me how to use the bubble sextant and we spent several clear nights picking out the constellations and their stars. Dheneb, Altair, Betelgeux, Alderbaran, Arcturus, and a dozen more. From then on I had to take the sextant shots from the astrodome. We also attended lectures on pyrotechnics and target marking techniques. After nine hours of flying and six practice bombs on the range we were posted to 7 Squadron at RAF Oakington, near Cambridge, on April 2nd.
On arrival we discovered that the squadron C/Owing Commander Rampling had just been killed during a night raid. He was replaced by Wing Commander Guy Lockhart, aged just 27. He was killed four weeks later and replaced by Reggie Cox.
As a Pathfinder crew we were expected to complete two tours of thirty op.’s each with no rest period. Main force procedure was one tour of thirty op’s, six months rest as an instructor, then recall for another tour.
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[photograph]
The pilot would inform us “we are on the order of battle” and the butterflies in the stomach would begin to flutter their wings. They were always there, at the beginning because we didn’t know what to expect, and on subsequent op.’s because we did know. In those days it was a sign of weakness to admit fear but you could tell it was there. Normally quiet lads would chatter incessantly while the extrovert would withdraw inside himself. Others developed little quirks that they never had until their names were on the order of battle.
We would go out to the aircraft to carry out our inspections etc. then to the mess for lunch, but a ban on drinks at the bar. The aircraft would be take [sic] up for a night flying test to iron out any last minute snags. If it was a late briefing a couple of hours in bed, spreading a white towel over the blanket at the foot of the bed to indicate you require waking.
We would be woken with a torch shining on the face, a hand shaking the shoulder, and a voice saying “it’s time to get up”. Sitting on the edge of the bed, head sagging, desperately trying to wake up fully; while someone fumbles about in the dark, cursing, seeking the light switch. Little is said as we walk to the ablutions to wash and visit the toilets. A call of nature during a flak barrage could cause extreme embarrassment.
The pre-flight meal is usually something recommended by the aviation medicine people. A fried greasy dish, which is always disastrous for someone like me with an already queasy stomach, or baked beans which create gas and excruciating stomach pains as the atmospheric pressure falls as we climb to our cruising altitude.
I remember the pre-flight briefings and the walk past the armed guard at the door. The long room filled with trestle tables and benches, each one occupied by a crew. At the end a low stage and almost the entire wall covered by a huge map of Europe, for security reasons behind drawn curtains. A thick swathe of tobacco smoke hangs in the air. Everyone stands as the C/O arrives and the ritual begins.
The curtains covering the wall map are withdrawn and the target announced. A low murmur of voices rises from the assembled crews. Red tapes pinned to the map mark the route from base to the target and back, doglegged to squeeze between the ominous red patches which denote heavily defended areas, avoiding all but one, the target.
The intelligence officer is the first to take the stage with the latest information on the target, factories and products, railway yards etc. The state of the defences and positions of the night fighter stations along the route.
The navigation officer holds the stage for the longest period of time, going over the route. Times of take-off and set course, time and position of course changes rendezvous
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with the aircraft of other groups. “H” hour and the type of markers used, Parramatta, Newhaven or Wanganui. Codes, colours etc. and the inevitable time check. Each leader, in turn, taking the stage to divulge information relative to his section. Bomb aimers, gunners, engineers and wireless.
The Met. man with his charts, cloud information and prospects in the target area. Barometric pressures, temperatures, icing conditions and weather at base on return. The latter always bringing a burst of sardonic laughter from the crews but it was usually taken in good part, even on occasions eliciting a wry smile from the met. man himself.
The whole proceedings coming to a close with a few words from the C/O on the importance of a successful attack.
At a table at the other end of the room the adjutant is accepting the pocket contents of the crews. Wallets, loose change, last letters, even used bus and cinema tickets. All are placed in separate drawstring linen bags and tagged with the owners name rank and number, to be reclaimed on return. It never occurred to me to write a last letter. Was I that confident or thoughtless? On reflection, it must have been the latter.
The walk to the locker room is quiet and leisurely, different to the atmosphere in side. A noisy confusion of men and equipment, loud jocular remarks and laughter sounding a little forced. “Can I have your fried breakfast if you don’t come back?” “Yes, but what makes you think that you are coming back?” It all sounds so cruel and heartless now, but no one ever took exception to this type of banter.
While the gunners get into their heavy outer flying clothes, the rest of us don Mae West and parachute harness, pick up flying helmet, parachute pack and gloves. A WAAF driver would come to the door and shout “crew transport”.
All the WAAF’s I ever met were very efficient and went out of their way to be helpful and pleasant. Most of them could, with a smile, deflate the ego of a too adventurous lad, much to the delight of all present.
Several waiting crews clamber aboard with much scuffling of flying boots, and we begin the journey round the perimeter track to the dispersal points. There is a marked decrease in laughter and conversation now. The coach arrives at the first dispersal, “G-George” calls the driver, and a crew disembark under the nose of their aircraft. With a few mutters of good luck they slouch away. We drive on to “A-Able” and then us “O-Oboe”. We climb out of the coach, and with a wave from the WAAF driver, it draws away. This is when the butterflies in the stomach are at their worst. I pick up my gear and walk with the crew to the tail of the aircraft.
There is no ground crew to be seen. At any other time they would be laughing and joking with us, but not now. They will remain in their rough dispersal hut until we climb aboard before they emerge to prime the engines when we start up. No rules of security will be breached by them asking the name of the target, although they will have a good idea from the fuel and bomb load. They have seen it all with so many crews before we joined the squadron.
Aerodromes, in pictures and films, are mostly depicted as idyllic places. And so they are in Summer, the heat rising in shimmering waves over vast flat areas of grass and wild flowers and everything alive with birdsong. They rarely show the same scene in late autumn or winter, when the grass surrounding the dispersal has been churned up by vehicles into a sea of mud; which in the January frost is turned into ankle breaking ruts. These are the conditions ground crew work in, no protection against driving rain snow and bitter winds; the engine fitters and mechanics working fifteen or twenty feet above the ground on swaying gantries. They grumble and curse but all aircrew have great confidence
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in their skill and dedication. They take great pride in maintaining the cleanest and most efficient aircraft on the squadron, and woe betide anyone that bends it. The aircraft belongs to them, the aircrew only borrow it.
While the rest of the crew stood talking I would start my pre-flight checks. Tail unit control surfaces and tail wheel. Up the port side checking fuselage and wing surfaces, all engine cowlings in place and secure, pitot head cover removed. Examine undercarriage struts and also extensions for oil leaks. Trolley acc’. plugged in, tyres for damage and creep. Check bomb load and target indicators. Down the starboard side to the main door, static vent plugs removed. Inside now. How many times have I felt my way up and down the fuselage with eyes tightly closed so that I could locate every component in the dark? I had to be able to find every fire axe, extinguisher, field dressing and the morphia, portable oxygen bottle, intercom, and oxygen connections. As well as being able to put my hand on every hydraulic, pneumatic and electrical component, know what it did, how it worked, and what in-flight repairs I could carry out. I would also check fuel contents and oxygen supply. These careful checks were meticulously carried out prior to every flight. It was the drill and the ground crew accepted that it did not reflect on their efficiency.
I rejoin the crew outside. There is nothing to do now but wait, and still forty minutes to go before we climb aboard. We smoke one cigarette after another. Everyone wants to be off and to get the job done. We all want to be able to do something, anything, but wait. The airfield is strangely silent, save for the feint whining of a three-ton truck on the perimeter track over a mile away. A rook can be heard crowing in a distant copse.
A car turns into the dispersal and pulls up under the wing. The Wing Commander alights and has a word with the pilot. Satisfied that all is well he wishes us good luck and drives on to the next dispersal. At intervals other cars arrive with the section leaders, each checking that there are no snags. Then the Padre and Medical Officer arrive. The M/O offers us caffeine and airsickness capsules. And all the time the butterflies in the stomach keep up their constant flutter.
Ten minutes to go and time for the rear gunner to get into his turret. With so much bulky clothing he needs help to get in, so one of us pushes him in on his back feet first. We stand outside his turret talking to him through the clear-vision panel.
A few stutters then a steady roar follow the distant whine of a starter motor as an aircraft begins to start up. The pilot checks his watch and says, “time to go”. We say “see you later” to the rear gunner and make our way to the main door, throw in our gear, and climb the ladder in turn, the last man aboard stowing the ladder and securing the door.
There follows the uphill walk to the cockpit, leaning forward against the angle of the floor. Then the overpowering petrol fumes as we climb over the main spar in the centre section. On reaching our seats the pilot and I continue our checks. Flying controls free and working full range, undercarriage warning lights showing green. Brake pressure ok. Propeller pitch, fully fine. Number two fuel tanks on. Radiator flaps to override, superchargers in moderate gear.
The ground crew has appeared, two men climbing precariously up the undercarriage struts into the nacelles where the Ki-gas pumps are situated. With the pilot operating the ignition switches and starter buttons, and myself the slow running idle cut-off switches and throttle levers we start the engines in sequence from port outer to starboard outer. Trolley acc’ plug disconnected and jettisoned, ground flight switch to flight. A short period with engines at 1200 revs to allow them to warm up, then run up each in turn to full power, checking rpm, boost pressure setting and magneto levels. I select bomb-doors closed, a last look around the cockpit instruments and “ok, chocks away”.
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On receiving the hand signal a man on each side of the aircraft runs forward to drag away the heavy wooden chocks at the end of their ropes. With a hiss of released brakes and a burst of power from the engines we are guided out of the dispersal to join the squadron, the ground crew turning their backs to the gale of dust and flying debris.
A squadron of Lancaster’s taxing out to take off is an impressive sight. Each aircraft weighing twenty-eight tons they move round the perimeter track, nose to tail, like great ducks. With up to a hundred Merlin engines roaring and breaks [sic] hissing and squealing they taxi past at up to 30mph. The noise laden air vibrates against the face and the ground trembles.
A small farm cottage on the edge of the airfield is occupied by a young married couple who always stand at their garden gate with a child in their arms as we go by. All the crews return the little girl’s wave, the gunners raising and lowering their guns. Over fifty years later I can still see that little face, surrounded by light curls, laughing, in spite of the noise and clamour.
As we pass the flying control tower, with the silent watching figures on the surrounding balcony, we glimpse the duty controller whose voice we hear over the radio.
I apply twenty-five degrees of flap, then, close the jettison valves and all balance cocks. Elevator trim two degrees nose heavy.
We join the queue at the end of the runway, moving up like cars in a traffic jam as aircraft take off. A burst of power to the engines, now and then, to prevent the plugs oiling up on the rich fuel mixture. A close watch on the temperature, as the engines quickly overheat at idle revs.
The butterflies in the stomach are beginning to subside now there is something to occupy the mind.
The aircraft in front of us is well down the runway as we turn onto the threshold, line up and come to a stop. The green Aldis signal light, at the chequered caravan, dazzles as the final checks are completed. Fuel boost pumps on. Barometric pressure set on the altimeter. Engine temperature and pressure ok. Radiator flaps to automatic. Compasses set to runway bearing. Cockpit windows closed.
The pilot settles himself comfortably in his seat and says, “right, all set” and opens the throttles to 2,000 revs. The cockpit becomes a vibrating Bedlam of noise, the aircraft straining against the brakes. From the corner of my eye I glimpse the fluttering white hankies of the off duty WAAFs who always assemble to wave each aircraft off.
With a sharp hiss the brakes are off, and we begin to roll forward. Steadily the pilot advances the throttles, jiggling them to keep the nose straight. The nose dips as the tail comes up, revealing the runway lights tapering almost to a point 2,000 yards ahead. “They are yours,” says the pilot, who now has rudder control, and I take over the throttle levers. Smoothly up through the gate and on to full power, 3,000 revs and 12lbs. boost. The noise of the four Merlin’s at full power is deafening and normal speech is impossible, even shouting through cupped hands directly into an ear is useless. The rumble of the wheels, felt rather than heard, is added to the world of noise. Halfway down the runway, and the gap between the two end runway lights grows at an alarming rate. 80 knots, then 90. The wheel rumble fades slightly as the wings begin to flex on the increasing cushion of air, the tyres skipping in long hops. 105 knots. The pilot crouches forward in concentration, eases the stick back and with a final bounce we are airborne. The runway lights flash by thirty feet below and we are clear of the boundary hedge. I lift the undercarriage selection levers and as the wheels start to retract two reds replace the two green lights on the indicator. With a slight clunck [sic] the wheels are up and the two reds wink out.
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Speed builds quickly as the pilot holds the nose down. At 165 knots he asks for climbing power and I adjust pitch and throttle levers to give 2,600 revs plus 6lbs boost as we climb away into the growing dusk. At 5,000 feet I lift flaps, the pilot correcting trim as the nose drops.
After the exhilaration of take-off the necessary chatter, over the intercom, dies away and everyone settles down to their individual routines.
I start to fill in my log, a time consuming process with the engine and aircraft details to record. With a full fuel load of 2,154 gallons, an engineer’s calculations must be accurate to within ten gallons; checked against remaining fuel on return to base. Gauges are only used to check for leaks.
After setting course on time over base we cross the coast at Cromer on the shoulder of Norfolk, still climbing. The gunners test their guns into the sea and after a short stuttering burst the smell of cordite wafts into the fuselage.
At ten thousand feet I turn on the oxygen supply. There is a chill in the air now as the temperature continues to fall. At near freezing on the ground it will be about minus twenty-five degrees at 18,000 feet.
Boost pressure and the rate of climb begin to fall off and I reach out to select full supercharge. There is a distinct clunck from all four engines as the higher gear is engaged and with the renewed surge of power we continue to climb.
“We’ll be crossing the enemy coast in three minutes” reports the navigator, and ten miles ahead there’s the reception committee. When we reach that position the pretty red twinkles in the sky will be flashes and explosions, near misses heard above the constant roar of the engines. The blast buffeting the aircraft and sending shell splinters through the thin skin of wings and fuselage.
We begin to weave and stars trace a figure of eight above the cockpit canopy. It’s like being on a big dipper and will continue until we cross the coast on our way home. The coastal flak is left behind and on reaching optimal height I reset revs and boost to cruising power, each engine reducing its fuel consumption to about forty-three gallons an hour.
Apart from the stars and the green glow of the instruments the night is black. The pilot, sat inches from my left shoulder is just a dark shadow. Our eyes straining to see the elusive faint blur that will indicate the presence of another aircraft. If it can be seen it is too close for safety and will have to be watched continuously to avoid collision. We’ll move away if it is ahead of us, many gunners open fire at anything creeping up astern of them, friend or foe.
Suspended three and a half miles above the earth it is possible to fly to Berlin and back without seeing another aircraft or feeling their slipstreams, although there could be several hundred in the stream. Another time the sky would be full of them.
To starboard and ahead a line of fighter flares light up the sky with a misty yellow glow, like someone running along a corridor switching lights on as they go. Immediately the guns are trained to port, the dark side, from where the attack will come. We drone forever along the wall of light, silhouetted, waiting for the hail of tracer. As we pass the last flare darkness closes in again, but the fighters are still with us.
Far ahead a green flare bursts and hangs in the sky, red stars dripping from it at six[1]second intervals. Placed by leading pathfinders the flare marks an accurate turning point for the main force. Ten minutes on the final leg from this point will bring them to the target area. The navigator confirms its accuracy as we round it.
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I check the engine instruments and fuel status. Nothing can be seen ahead, everything is black, and the navigator starts the countdown to “H” hour.
The bomb aimer turns his bombsight on, ensures the bombs are fused, and checks the selector and distribution boards. He feeds the necessary information into the bombsights ‘magic box’ and checks the responses to various settings. Dead on time the Blind Illuminators release their flares, row on row, as if each one is placed on the squares on a chessboard. A great floating carpet of light exposes the ground far below.
Still no defences to be seen, but they will be there loaded and aimed. Lying low and not giving anything away until they know we are certain of our position.
The Primary Markers will be making their run-in now, their bomb aimers searching for the aiming point. The target indicator bursts, releasing its contents which form a giant Christmas tree of the most brilliant red as they fall. A second pass as the Master Bomber closely circles the indicator to assess its accuracy. Finally over the RT comes his verdict “hello tonnage, the reds are ok, bomb the reds”. The complete marking process has taken about three minutes from the first illuminator flare being dropped to permission to bomb. Almost immediately the leading main force aircraft are over and sticks of high explosive and incendiary bombs are falling across the target.
By now the defences have opened fire and the sky directly ahead has become a wall of bursting shells and weaving searchlights.
We enter the flak barrage and the familiar sound of shell splinters ripping through the fuselage can be heard.
Two hundred feet below us an aircraft, with a wing on fire, lazily turns over and goes into a spin. Its crew will be fighting for their lives against the centrifugal force pinning them in their seats. No parachutes appear. We look away as they hurtle to earth and a sure end. Who were they, did we know them. Will we be next?
The target is now a bubbling carpet of fires and bursting bombs. From below light flak is coming up in a trelliswork of slow graceful curves; string upon string of balls of coloured light, deceptively beautiful until they reach you and flash by like the most deadly lightening.
Above and ahead an aircraft is caught in the intersection of three blinding searchlight beams, twisting, turning and diving as it’s clobbered by its own personal barrage.
The flak gets more intense as we get nearer the aiming point. The bomb aimer crouches over the bombsight to assess the rate at which we are approaching the target. Start the run too early and we are vulnerable in straight level flight for longer than necessary.
As the bomb doors are opened the aircraft stops weaving and begins to shudder as the slipstream enters the bomb bay and batters at the doors. The aiming point appears half way down the long arm of the graticule and the primary red indicator is burning itself out and beginning to fade. The bomb aimer can be heard over the intercom guiding the pilot onto the target; “left, left steady, right, steady, steady”. The aiming point creeps agonisingly along the graticule to the cross section. “Now”, his thumb presses down hard on the release button, “bombs gone”. Each bomb is felt as it leaves the aircraft, and there is an upward surge as the 4,000lb ‘cookie’ goes along with the green target indicator. The bomb aimer will look through the clear vision panel in the front bomb bay bulkhead to check that all our bombs have gone. The bomb doors close as he climbs back to the cockpit.
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We begin to weave again. Some seconds later the voice of the Master Bomber comes over the RT, “bomb the greens”. The knowledge that we have paved the way for hundreds of tons of bombs is pushed to the back of our minds.
After the confines of concentration on the bomb run I become aware again of what is happening around us. The world is a mad man’s worst nightmare of colour, noise and explosions. The photoflashes dropped with each bomb load create a continuous flicker like summer lightening. Undersides of aircraft reflect the red glow of the firestorm more the three miles below. We seem to hang motionless under a ghostly grey dome of light. Light enough to see the bombs in gaping bomb bays, and see them tumble past from higher aircraft. Bursting shells surrounds us, bursting too rapidly to count. The only sign of progress across the target area is the lazy slipping backward of thinning balls of smoke as the flak ceaselessly hammers at us. After what seems an eternity, but in reality about eight minutes, the flak begins to abate and darkness closes in again as the target slowly falls astern.
The pilot calls up each crewmember in turn checking for casualties. I connect a portable oxygen bottle and walk the length of the fuselage checking for damage; Ron the mid-upper gunner complains that the light from my dimmed torch is reflecting on the Perspex of his turret and attracting night fighters. I reply that if there is a hole in the floor I want to see it before I drop through. On the next op’ he’ll make the same complaint and I will give the same reply, it has become a ritual performed every time we leave the target area.
Regaining my seat I reset engine power to lower our airspeed to 155 knots. This will increase the flying time of our homeward journey but will economise on fuel at our reduced weight.
I soon begin to feel hungry but know if I eat the sickly-sweet Fry’s Chocolate Cream bar I’ll bring it up again in minutes. The small tins of orange or tomato juice are frozen solid; it’s probably just as well with the constant weaving. I will resort to sucking one of the barley sugar sweets I keep in my pocket to get some saliva back into my dry mouth and throat. What would I do for a cigarette?
A burst of tracer stitches its way across the darkness a short distance away on the starboard beam. Seconds later a twinkling star, level with our wingtip, gets bigger and longer like a comet. Some one’s luck has just run out. The small comet becomes a wild blaze and begins to curve downwards, followed by a plume of red as it hits the ground.
Our eyes feel tired and gritty as we peer into the night, the journey endless. There follows hour after hour with no sensation of speed or progress, broken up by taking regular sextant shots from the astrodome for the navigator, and doing constant calculations of fuel consumption to relieve the monotony. In the back of all our minds is the thought that an unseen fighter may have our blip on his radar screen and is creeping up on us from behind and below.
“The coast is coming up,” says the navigator “we can start letting down now”. I reduce the engine power and the altimeter starts to unwind. There is a faint horizon to the east but we will be safely over the sea when day breaks. Below 10,000 feet I turn off the oxygen supply and unclip my mask, which has been chafing for hours. We weave through the coastal flak belt and a measure of safety is reached, skimming at fifty feet above the grey heaving mass of the North Sea.
A line of cliffs appear on the horizon and with a nod the pilot eases the stick back and we clear the cliff top with feet to spare.
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Almost dead ahead, in the early morning light, a solitary figure follows a horse and harrow. Hearing our approach he moves to the horses head to take the bridle, the horse stamping its forelegs and flinging its head high. As we hammer past at little more than hedge height the figure raises an arm. Is it a friendly wave or a clenched fist on behalf of the terrified horse? We will never know, nor will we know how many times he has done that this morning as hundreds of aircraft follow the same track home.
The horizon tilts as we turn onto the final course for base, gain a little height, and the spire of All Saints church, Longstanton, begins to come into view. We join the circuit at 1,200 feet and request permission to land. From the control tower the friendly voice of the duty controller is clear, “hello, O-oboe, you are clear to pancake, runway 040, wind 026, 7 knots”.
On the up wind leg. Pitch fully fine, 25° of flap, fuel boost pumps on, brake pressure ok. We reduce speed and altitude as we turn to port on the cross wind leg. Downwind now, and an airspeed of 135 knots. Wheels down and the two red lights appear on the indicator panel, to be replaced by two greens as the undercarriage locks down. As we enter the funnel at 800 feet, the runway stretching out ahead and below; my stomach registering the rate of descent. At 500 feet the pilot applies full flap and I begin to call out the airspeed and altitude. We cross the boundary hedge at 10 feet and 110 knots. The pilot checks back on the stick to round out as I pull the throttle levers right back to the stops. With a scream and two puffs of smoke from the tyres we are down and rumbling along the runway, the engines popping and muttering quietly until I return them to idle speed as we clear the runway.
We taxi to the dispersal point and the waiting ground crew guides us into position, and with the chocks in place the pilot and I go through the shut- down procedure. As the last propeller comes to a jerky stop a deathly silence descends. We push our flying helmets back off our heads and sit for a few seconds listening to the faint whine of the instrument gyros slowing down. There is a feeling of great weariness, of being totally drained.
The rest of the crew is already out of the aircraft; we join them and light a cigarette, the first drag harsh to the dry throat. Our legs and inner ears trying to adapt to the firm ground again. One of the ground crew, at my shoulder, enquires about damage. He seems to be speaking from twenty feet away, his voice weak and distant after the roar of the last seven hours.
Transport arrives, and after leaving our gear at the locker room we carry on for interrogation. Just inside the room is a smiling WAAF dispensing strong sweet tea, from a large urn; and beside her the padre with a large box of cigarettes and a bottle of rum with which to top up our mugs. While waiting for a table to be vacated I take the opportunity to complete my log by calculating the air and track miles per gallon of fuel. I arrive at the figure 0.9mpg. We occupy a table as a crew leaves and the intelligence officer reaches for a fresh report sheet. We go through the trip from take-off to landing. He needs to record our timing, bombing accuracy and concentration. Enemy defences and fighter opposition. Times and positions of aircraft we witnessed go down. When we can tell him no more we leave and walk slowly to the mess for a meal.
I remember the fresh smell of damp earth and mown grass and the chill breeze on my face after the hours of wearing a stuffy oxygen mask.
In the mess the cheery WAAF’s behind the serving hatch ask us if we had a good trip, we would reply “yes thanks, piece of cake”. If you came back it was always a piece of cake.
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Breakfast was two slices of Spam, a fried egg and lots of dry bread. I always had to force my breakfast down. All I wanted to do was sleep, but I knew that once in bed I wouldn’t be able to for some time. I would lay there unwinding, listening to everyone else restlessly tossing and turning. When sleep did come it wasn’t a gentle drifting away but a sudden cutting off of thoughts and feelings, like a door slamming shut.
Later that same morning, at the Flight Office, we would learn that we were on that night’s order of battle and the butterflies in the stomach would begin their fluttering all over again.
And so it went on Dortmund, Rennes, Aachen, Berlin, Lille, Duisburg, Amien, Hamburg, Kiel, Stuttgart, Emden and many, many more.
[photograph]
I have a vivid memory of our last operation, on September 10th 1944. We had returned from an attack on German positions at Le Havre at 7am, and were on the order of battle to go again that afternoon. Just before take-off we were informed that this was to be our final op’ and we were being stood down.
On our return we approached base in a long shallow dive to beat up the airfield. At 200 knots we thundered along the runway at zero feet to pull up hard at the far end, the g forces pulling down the flesh of our cheeks and the lower lids from our eyes. This manoeuvre was strictly forbidden; but surely everyone must have felt on return from their last op’ the same jubilation and relief as the tension fell away. We had been a crew for a year, had flown 450 hours together and completed 64 operations without a rest period. We had done it, beaten the odds, and joined an exclusive club.
After landing, and a mild rebuke from the tower who must have understood, the grins on the faces of the ground crew were as broad as our own. Our backs were pounded until they were sore; few crews survived that many missions together.
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We celebrated that night with the ground crew at The Hoops Inn at Longstanton. The night was at our expense as a token of our appreciation. It was well worth the two days of hangover.
We had flown Op’s all Summer. I seem to remember many crews adopting a diet of beer, cherries and strawberries, the latter cadged from the land-girl’s at Chiver’s orchards at Histon. This was also the time of the great beer shortage, the only time in the history of England when crews were drinking it faster than it could be brewed. When not flying of course.
These were the days and times of such as Jonnie Denis, James Frazer-Barron, Alan Craig, Brian Frow, Tubby Baker, Ted Pearmaine, Eddie Edwards, Robbie Roberts, Brian Foster, Gerry South, Flash McCullough and so on. Remarkable days and remarkable men, I wonder what became of them.
Great times we had together. We were like brothers sharing our last cigarette or sixpence. Off duty rank meant nothing and we were all on first name terms, but we all knew where to draw the line between respect and over familiarity. Life was one big round of merriment, pranks and youthful high spirits; but once aboard the aircraft we were as sober as judges. Drills and checks were carried out to the letter and nothing ever left to chance. At no time was there idle chatter over the intercom, not even when we were flying for pleasure.
[photograph]
High spirits
Op’s were never discussed at any time during the twelve months we flew together. After an op’ we came out of the interrogation room and that mission was never talked about again, ever. What was there to say? They were all the same, the noise, the fighters, and the flak; and always the cold.
As I sit here, fifty years on, I can remember events clearly but can’t put the name of the target to them; and yet others spring to mind straight away.
Normally the navigator sees nothing outside the aircraft from take-off to landing. On our first German target the pilot called him forward to see what a target looked like. He stood in the cockpit for a few seconds then raised his eyes to the sky in front of us. His only words were “bloody hell”! And my reaction? I distinctly remember thinking, ridiculously; “they are trying to kill us”.
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On one Berlin trip we were forced down by ice from 19,000 feet to 8,000 feet. We had to throw out all the ammunition and any non-essential items to try and lighten the aircraft. Waiting for the order to abandon aircraft, I remember clearly saying quietly “don’t cry Mom when you get the telegram”. Luckily we ran out of the icing area at 8,500 feet and managed to get back to base so late that they had given up on us. I don’t know what I would have said to the crew if my microphone had been switched on at that particular time. I think that was the closest we ever got to meeting our maker.
I think we had been to Berlin when we had to land at the first airfield we came to on the way back. The three engines still running had cut out through lack of fuel ten feet above the runway coming in to West Malling. The aircraft landed very heavily, the undercarriage gave way and we slid along the runway causing serious damage. With our bumps and bruises, we had to return to Mildenhall by train via London. We got some very odd looks in London and on the train as the only clothes we had was our flying gear.
I later discovered that this 746 aircraft Op’ was the last in which Stirlings (which we were flying) were used over Germany.
Leaving Karlsruhe we were attacked by night fighters and during the twisting and turning of evasive action the navigator lost our precise position. After flying on a rough course for some time he found out where we were when we flew alone over Strasbourg and into a heavy barrage of accurate predicted flak. The next morning we went out to the aircraft, and starting at the tail, counted eighty-seven holes between the rear and the mid[1]upper turret before we decided to stop counting. The rest of the aircraft and wings were equally peppered with jagged holes. We had used up a little more luck from our reserve.
I recall one occasion returning from a daylight op’ with a full bomb load and bouncing badly on landing. “Round again” shouted the pilot and I opened the throttles to full power. We roared across the grass at an angle to the runway directly toward the Longstanton church. The pilot coaxed every inch of height from the aircraft as the church loomed closer every second and flashed beneath us with inches to spare. Looking down I saw the villagers scattering. A child standing in the lane staring up at us screaming with fright at our sudden appearance and deafening noise. A woman wearing an apron, running to scoop up the child in her bare arms and racing to safety. Farm animals stampeding in the nearby fields. It all registered on the mind in the second or two we were over the village. After landing the rear gunner said, jokingly, that if we had warned him he could have leaned out of his turret and removed the steeples weather vane as a souvenir.
We once endured the long weary drag of nine hours to Stettin, in Poland. The navigator recording, over the target, an air temperature of minus forty-nine degrees. The inside of our aircraft feeling little warmer. That night must have been the coldest of my life.
We were half heartedly shot at over Sweden. As Sweden was a neutral country it had no need for the blackout suffered by Europe and so I saw for the first time an illuminated city from the air. It looked like a giant dew covered spiders web.
We were coned by searchlights several times and came back with the scars to prove it, the shell splinter holes and the night fighters trade marks.
On a raid to Stuttgart the main door lock broke and the door opened over Germany. It was eventually closed and secured with parachute cord. On return to base we discovered that a couple of incendiaries had failed to release over the target, but as soon as the bomb doors were opened they fell out and immediately burst into flames directly under the aircraft. Our mad scramble to get out of the aircraft was slowed somewhat by the knots in the cord securing the door. The ground crew were quick to push the aircraft away from the fire.
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Another engineer once told me that we were known as the lucky crew, usually last back and rarely on more than three engines. As a marker crew we occasionally had to fly over a target a second time to re-mark it. Fred Phillips was the Deputy Master Bomber on about fifteen sorties, and Master Bomber on three. This meant we had to stay over the target for up to twenty minutes as he directed the raid giving instructions to markers and main force over the radio, this could be picked up by the Nazi direction finding equipment which could then set the night fighters onto us. This was always a very risky time. It helped to be lucky and we seemed to have had more than our fare [sic] share.
A few days after our last op’ we were posted to RAF Backla on the shores of the Moray Firth, from where we were posted our separate ways. We wished each other luck, shook hands and parted, never to meet again.
[photograph]
“The Lucky Crew” RAF Oakington September 1944
Never to meet again.
In late November ’44 I was posted to RAF Nutts Corner, near Belfast. 1332 Heavy Conversion Unit, Transport Command was stationed there and I took a course on York C1 aircraft. Back to the classroom again. After passing the ground school exams I was told that I was to join the permanent staff back on Stirling’s. It appeared that a Stirling had taken off on an exercise and completely vanished with its crew. My operational experience on Stirling’s made me the obvious choice as a replacement engineer. My hopes of travelling the world vanished at the stroke of a pen; I simply had to do as I was ordered.
My new duties were to fly as engineer with a pilot instructor and student pilot who was converting from other types of aircraft, many of them flying boats that didn’t have an undercarriage. A lot of the student pilots were foreign. They were all very enthusiastic and
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eager to convert to Stirling’s, their occasional over enthusiasm and language difficulties made for an interesting time. It was disconcerting to be on the final approach with wheels up and red flares going up like a firework display from the caravan on the threshold. On touching the pilots arm and pointing to the undercarriage selector lever he would grin happily and give a thumbs-up sign, quite prepared to continue his approach and execute the perfect belly landing. The only course of action was for me to open the throttles wide and force an overshoot, then try and impress on him the error of his ways.
My nights and weekends were spent in Belfast with “Tommy” Thompson, “Mac” MacDonald and Roy Baker visiting the Four Hundred Club and the Grand Central Hotel.
Mr and Mrs Cree of Cliftonville Circus invited me to spend Christmas ’44 with them; I was treated like a member of their family. A wonderful thing to do for a lad so far from home at Christmas.
I remember watching an incident involving my pal Roy Baker. A Stirling was coming in to land when a tyre burst, the undercarriage collapsed as the aircraft went into a ground loop at over 100 knots. When it came to a halt all the crew emerged from various escape hatches except Roy, the engineer. He was still inside diligently carrying out his emergency drill, turning fuel cocks off, electric’s off, closing engine cooling grills etc. He finally emerged with a self-satisfied look on his face, then realised that both wings had been torn off, complete with engines and fuel tanks, and were at least quarter of a mile away. He was cheered when he later entered the mess.
Nothing ever eclipsed the beauty of Northern Ireland from the air, with it’s patchwork of fields of brown and straw yellow and the most brilliant green, it looked truly beautiful.
A few weeks later the unit moved to RAF Riccall, just south of York. The ageing Stirling’s were taken out of service and replaced with, American built, Consolidated Liberators. These were the last aircraft I flew in as engineer. I was taken off flying duties and made Adjutant of the Flight Engineers Ground School. Of my service in the Royal Air Force this was the job I had least enthusiasm for, sitting behind a deck [sic].
[photograph]
Tom & Ivy Jones 1946
Whilst at Riccall I met Ivy Ridsdale, a Yorkshire lass, at Christie’s Dance Hall in Selby. We would be married in February ’46
In November the unit moved to RAF Dishforth, which meant a seventy mile round trip on a bicycle to visit Ivy at her home in Hambleton, near Selby.
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After an interview at Group Headquarters in York I received my final posting to RAF Bramcote. On arrival I was made Station Armaments Officer. Another desk job.
Eventually I was sent to RAF Uxbridge. After a brief medical and signing a few papers I stood holding a cardboard box containing a suit and hat. My four years service with the RAF Volunteer Reserve was at an end. I have never regretted it. I learned a lot and did things I would never have had the opportunity to do in civilian life. Overall, I enjoyed it thoroughly. I have not met again or heard from any of the crew I flew with on Op.’s, perhaps none of them survived the rest of the war. I would love to know if they did, but to meet them again? I think not. I didn’t fly with a group of men in the autumn of their years; they must remain young as I remember them then. Besides, time and people change, we might not even like each other now.
At briefings the aiming point had always been designated as factories, oil installations, docks, railway yards and the like. Residential areas near the targets were never mentioned, but they were there; and the thousands of people who lived in them. The fact that we were personally responsible for the deaths of thousands of innocent civilians has lived with us all our lives.
Some unfortunates, through no fault of their own, reached the point where they could no longer carry on. Irrespective of how many Op.’s they had completed they were deemed lacking in moral fibre. I never knew or heard of any member of aircrew that had anything but sympathy to them.
I remember some of the lads who had a tough time. The empty sleeves, and trouser legs of the amputees. There were lads with no faces. Noses and ears no more than shrivelled buttons, and heavy newly grafted eyelids. Their mouths little more than a slit in a face rebuilt with shining tightly stretched skin grafts. Some had hands shrivelled and clawed like eagle’s talons. They sought no sympathy or favours but carried on doing a job they could manage. When they went drinking with us their laughter was as hearty as ever, their spirit unbroken and no sign of bitterness.
I have tried to put to the back of my mind the countless times I saw aircraft shot down and the lives of their young crew snuffed out in agonising seconds. But try as I might the images remain as graphic as if it only happened last year.
As a crew we were detailed to attend the burials of crew that had got back to base, only to crash on landing. A cruel fate, so near yet so far. After the service in the village cemetery, we saluted each open grave in turn. I cannot count the number of times we did this.
What made us do it time after time? Was it patriotism? Was it the pride in volunteering being greater than the butterflies in the stomach? Was it the fear of letting down the crew, or of the life long stigma of lacking in moral fibre? Perhaps it was one or all of these. Who knows? And what do I have to show for it? My discharge papers and identity discs, my flying log book, a few medal ribbons and a thousand memories.
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[photograph]
Letter from George VI
[photograph]
Tom and Ivy Jones 2002 and Distinguished Flying Cross
[photograph]
Thomas John Jones DFC
April 19th 1921 – January 28th 2004
Epilogue
My sweet short life is over, my eyes no longer see,
No country walks, or Christmas trees, no pretty girls for me,
I’ve got the chop, I’ve had it, my nightly op’s are done.
But in a hundred years I’ll still be twenty-one.
R. W. Gilbert
One of Dad’s favourite poems.
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Decorations
24/12/43 PHILLIPS, Frederick Augustus, PO (Aus409939) RAAF 622sqn This officer has taken part in several sorties and has displayed a high degree of skill and determination. One night in Nov 1943, he piloted an aircraft detailed to attack Ludwigshafen. Whilst over the target area his aircraft was hit by shrapnel. The petrol tanks were damaged and the petrol supply could not be regulated. Nevertheless, PO Phillips by skilfully using the engines, flew the aircraft back to this country. Some nights later, whilst over Berlin, one engine of his aircraft became u/s. On return flight considerable hight [sic] was lost and ammunition was jettisoned in an effort to lighten the aircraft.. In the face of heavy odds, PO Phillips succeeded in reaching base. This officer has displayed great keenness and devotion to duty.
Awarded DFC.
14/11/44 PHILLIPS, Frederick Augustus. Flt Lt (Aus409939) RAAF 7sqn Flight Lieutenant Phillips has a splendid record of operations. At all times he has set a fine example of leadership, coolness and unfailing devotion to duty which has been a source of inspiration to the squadron.
This officer has consistently displayed fine flying spirit and cheerful determination in the face of the most adverse circumstances.
Awarder Bar to the DFC Lon Gaz 14/11/44
14/11/44 NAYLOR, Joseph William 1817796 Flight Sergeant, No 7 sqn Air Gunner.
FS Naylor has completed 53 operational sorties, including 44 with the Pathfinder Force of which 34 have been as marker. This NCO is a rear gunner in a marker crew which has carried out extremely successful day and night sorties with this squadron and has proved himself to be an exceptionally good aircrew member. Throughout his career, he has shown courage and tenacity of a high order and in the face of danger has displayed outstanding fearlessness.
Awarded DFM Lon Gaz 14/11/44
Flt. Lt. GOODWIN, David Graham, Lon Gaz 14/11/44 awarded DFC
F.O JONES, Thomas John, Lon Gaz 12/12/44 awarded DFC
F.O. THURSTON, Harry Clive Edgar, Lon Gaz 14/11/44 awarded DFC
F.O. WILLIAMSON Stanley, Lon Gaz 14/11/44 awarded DFC
P.O. WYNNE, Ronald, Lon Gaz 12/12/44 awarded DFC
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I can’t actually put a time or place on my earliest recollection of my father; I do have a lot of pleasant early memories. Cycle rides with me sitting on a seat on Dad’s crossbar. Trips on steam trains to see my Nan in Birmingham, which would include a visit to Dudley zoo. Days out in York with a look in Precious’s toy shop, which usually resulted in a new car or truck to add to my ever growing collection.
I recall that Dad was always at work. When I was small he worked as an engineer at Rostron’s Paper Mill in Selby. There he regularly worked six and a half days a week, cycling to work in all weathers.
He always had time for me though, and would spend hours with me reading the likes of Treasure Island, Gulliver’s Travels, Moby Dick and Black Beauty. He would also make me things, like my railway layout with its tunnels and buildings.
When I went to school, he would help me with my homework. I can still remember all about the Kenyan coffee trade, thanks to him. He also sent [sic] hours, in vain, trying to teach me to draw, sadly his artistic genes where ]sic] not passed down to me.
He had endless patience, and would never ever cut corners on any job or project he tackled. Maybe that was thanks to his RAF training.
He was a very skilled engineer and model maker, producing scale working models of stationary steam engines and balsa wood models of aircraft. His last project was of a Hawker Hurricane, with a three foot wingspan, which he gave to the boy who lived next door.
[photograph]
Fully working twin cylinder stationary steam engine made by Dad in the 1970s
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When he retired he turned his hand to art producing many beautifully detailed sketches and water colours.
[drawing]
Lioness, sketched by Dad in May 1979
One of his other passions, after he retired, was taking long walks with his dog accompanied by his three friends. My Mother used to refer to them as “Last of the Summer Wine” after the TV program of the same name.
Dad was a very generous man. My mother told me an amusing story of Dad buying her two bunches of flowers, but only giving her one bunch. It transpired that he had gone into the local chemists, where the girl behind the counter had commented how pretty the flowers were. So Dad being Dad, gave her one of the bunches.
Dad’s health started to decline when he was in his late seventies, which curtailed his walks, but he remained active at home, spending hours in his shed.
Sadly he died on the very snowy night of January 28th 2004 from lung cancer.
There are so many things I wish I had said to him when he was alive, and now so many questions I would like to ask.
And what of the other crew members?
I managed to get a copy of Fred Phillips’ service record from the RAAF in Canberra. It revealed that he returned to Australia after the war and was de[1]mobbed in March 1946. He moved to Centennial Park, Sydney and joined Qantas Empire Airways as a first officer. I learned from Keith Perry, who had been a friend of Freddy’s in the 40’s that he became the senior training captain
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with Qantas in the 60’s. Then out of the blue I received an e-mail from Eric Petersen, a pilot with Qantas. He was a friend of Fred Phillips and had been showing him around the internet search engine Google. Somehow they came upon my late father’s entry on www.worldwar2exraf.co.uk. I had put him on the website shortly after his death, along with the rest of the crew, in the hope that someone might remember them and contact me via a link.
It was incredible to find Fred Phillips was alive and well. Sadly his wife, Hazel, had recently died. He lives in North Richmond New South Wales, and has two daughters and numerous grandchildren.
Fred was able to tell me that, sadly, “Thirsty” Thurston and Dave Goodwin had both died some time ago in their native New Zealand. After the war Dave Goodwin vowed never to fly again. Fred was still in touch with Frank Shaw, who had been the O/C electrics, instruments and bomb loading at Oakington. Frank can be seen second from the left on the cover picture.
Stan Williamson remains elusive. I have contacted the Australian Pathfinders Association, but no information about him has yet surfaced. I also have a friend, Air Commodore “Blue” Connolly RAAF, searching for him in Australia.
An article, about the crew, in the Melton Times newspaper produced a number of telephone calls. One was from “John” Naylor’s wife, and another from his 92 year old sister. On seeing one of the pictures of the crew his sister commented that she “never knew her brother smoked”. Sadly “John” had died two years previously.
He had returned to Wymondham after the war and became a conductor with Barton’s Bus Company in Melton Mowbray. He eventually married his sweetheart Constance and moved to Ab Kettleby where he eventually became a tree surgeon. His business thrives today, safe in the hands of his son.
I tried a similar article in the Manchester Evening News, in an effort to get any information on Ron Wynne. The day after the story ran I got an e-mail from a Barry Wynne, saying that his father Ron Wynne was alive and well and living near Stockport, Cheshire. Barry also said that his Father would like to speak to me.
That weekend I rang Ron Wynne, it was quite an emotional moment for both of us. Ron took a few seconds to compose himself, then started telling me what he had done after the war. There were also bits of information about Steve Harper too.
Unfortunately, I think Mr. Wynne has had second thoughts about meeting or writing to me. This I can understand, it must have been quite a shock to hear from the son of someone he had last seen sixty years ago, and I may have stirred long dormant sad memories.
So what of Steve Harper? He had joined “The Lucky Crew” in April or May ’44 after an incident which had killed most of his previous crew. It would appear his aircraft had been shot down by a German fighter as it made its approach to RAF Oakington. Steve became the crew’s specialist map reader and took over as Bomb Aimer. “Thirsty” became their radar operator and second navigator.
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Sadly Steve was seriously wounded in the chest by shrapnel on his second operation after leaving “The Lucky Crew”. He survived but I cannot find out any more about him.
These eight men were not the bravest of the brave, but they were the personification of bomber crews in their day. They did their job, and did it very well. They were 100% professional, and must have been a shining example to junior crews.
Finding Dad’s memoir has made me start looking at his generation in a slightly different light. I have always respected these people, but now I look at men and women of his age and wonder what they did all those years ago, what did they have to endure, and what memories are securely locked away.
I attended the 7 Squadron Association reunion in April 2005, in an attempt to find out more about the squadron in ‘43/’44 and about the crews. I met some wonderful people there, but sadly the number of veterans attending is dwindling fast.
I also attended the Association memorial service at Longstanton Village Hall in November 2005. I had never been to Longstanton before and as I drove down the narrow country road which links the village with the A14 I got my first glimpse of the steeple of All Saints church. A shiver ran down my spine when I realized that I was looking at the steeple that Dad’s aircraft narrowly missed in 1944.
After the very moving memorial service, in the village hall, I braved the cold driving rain to have a look inside All Saints church. Sadly the church is closed due to a major structural problem with the ceiling, which will cost tens of thousands of pounds to repair.
All Saints church is the “spiritual home” of 7 Squadron. Many graves of crew who perished can be found in the peaceful leafy churchyard, and inside is the magnificent squadron memorial window and squadron standard.
The dreadful weather, that day, prevented me from exploring the village further. But I shall return and walk in my late father’s footsteps around the village. Sadly a pint in The Hoops, where the crew celebrated in 1944, is out of the question as it closed in the 1970’s.
In his memoir, Dad remembered clearly a young blonde girl who would wave to the crews as they taxied before taking off on raids from RAF Oakington. With the help of people in Longstanton I managed to find out a little about the girl. Her name was Marion (she would have been 6 or 7 at the time) and lived in a farm cottage close to the perimeter track of RAF Oakington, with her parents Hubert and Clara Dogget and her brother Donald. Sadly Marion had died in 1998.
In September 2014 I made another breakthrough in my research into the crew. I had posted the photograph of them messing around in the first floor window on The International Bomber Command Centre Facebook page. The photograph was spotted by a chap in Australia who posted the following comment, “OMG that’s my grand dad!”. It was from “Thirsty” Thurston’s grandson Greg. Over a number of e-mails he told me that after the war Clive Thurston returned to New Zealand and became a station master. He married his sweetheart
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Colleen and they went on to have seven children. By the time of his death in 1984 they had twenty two grandchildren, and 30 great grandchildren. Dave Goodwin also returned to New Zealand and became an electrical retailer. He also vowed never to fly again. It appears that Dave stuck to his word and traveled [sic] by sea on his frequent visits to Australia..
I was deeply saddened to learn that Fred Philip had died in Sydney on October 4th 2016.
My search continues.
People like “The Lucky Crew” must never be forgotten, it’s because of them that we can enjoy our freedom. We must also remember the ultimate price paid by 55,573 members of Bomber Command during WWII.
If it were not for these crews the war would have dragged on longer, and who can guess at the outcome.
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[photograph]
All Saints Church,
Longstanton, Cambridgeshire.
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[photograph]
7 Squadron memorial window,
All Saints Church,
Longstanton, Cambridgeshire
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The lucky crew
Description
An account of the resource
Memoir including photographs of the crew and aircraft. Thomas Jones was a flight engineer on Stirling and Lancaster and completed 64 operations on two tours. Describes early life, joining the RAF, selection and training., crewing up and first posting to 622 Squadron flying Stirling at RAF Mildenhall in September 1943. Gives account of activities and operations on first tour. Squadron converted to Lancaster and he was then posted to 7 Squadron at RAF Oakington. On completion of second tour went to 1332 Heavy Conversion Unit Transport Command near Belfast, Norther Ireland. Lists crew with decorations which is followed by account by his son Peter Jones.
Creator
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T J and P W Jones
Format
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Thirty-three page printed document
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
Identifier
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BJonesTJJonesPWv1
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Royal Australian Air Force
Royal New Zealand Air Force
Conforms To
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Pending review
Spatial Coverage
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Great Britain
England--Cambridgeshire
England--Suffolk
England--Lancashire
England--Bedfordshire
Wales--Vale of Glamorgan
England--Shropshire
England--Suffolk
Atlantic Ocean--Skagerrak
Germany
Germany--Kassel
Germany--Berlin
Germany--Ludwigshafen am Rhein
Germany--Schweinfurt
England--Huntingdonshire
Germany--Dortmund
France
France--Rennes
Germany--Aachen
France--Lille
Germany--Duisburg
France--Amiens
Germany--Hamburg
Germany--Kiel
Germany--Stuttgart
Germany--Emden (Lower Saxony)
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
France--Le Havre
Germany--Hannover
Germany--Ruhr (Region)
Temporal Coverage
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1942-09
1942-09-17
1943-04
1943-07
1943-08-29
1943-11
1944-09-10
1944-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Steve Baldwin
1657 HCU
622 Squadron
7 Squadron
air gunner
aircrew
bomb aimer
bombing
crewing up
Distinguished Flying Cross
flight engineer
ground personnel
Heavy Conversion Unit
Lancaster
military living conditions
mine laying
navigator
Oboe
Pathfinders
pilot
RAF Cardington
RAF Cosford
RAF Mildenhall
RAF Oakington
RAF Padgate
RAF St Athan
RAF Stradishall
RAF Warboys
searchlight
Spitfire
Stirling
training
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/694/22465/MBarrettR1863228-170515-09.2.pdf
5c2f4f2a508deba42d92d8dcc3b5e2df
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Barrett, Raymond
R Barrett
Description
An account of the resource
30 items. An oral history interview with Leading Aircraftsman Raymond Barrett (1924 -2017, 1863228 Royal Air Force) a memoir, diary, documents and photographs. He served as an engine mechanic in North Africa, Italy and India.
The collection has been donated to the IBCC Digital Archive by Raymond Barrett and catalogued by Trevor Hardcastle.
Publisher
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IBCC Digital Archive
Date
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2017-05-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Barrett, R
Transcribed document
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Transcription
Text transcribed from audio recording or document
ROYAL AIR FORCE JOURNAL
Final Number
[Page Break]
Contents
Page
A MESSAGE FROM THE CHIEF OF THE AIR STAFF – 145
EDITORIAL – 146
THIS MONTH’S JOURNAL – 146
NEWS FROM AIR MINISTRY – 147
SLIPSTREAM – 151
THE “JOURNAL” CLOSES DOWN By Squadron Leader David Langdon – 152
OFFICERS’ NEW PAY CODE AT A GLANCE – 154
I WAS AN EVADER – 155
“SLIPSTREAM” A Royal Air Force Anthology – 159
WANT A JOB? By L.A.C. R. Williams – 160
SO LONG, JOE! By Squadron Leader R.B. Raymond – 162
RELEASE PROBE – 7 – 164
W.A.A.F SPORTS NEWS – 167
THE GOLDEN EAGLE By Flight Lieutenant Kenneth Ames D.F.C. and Bar – 168
A WAAF IN SOVIET RUSSIA By Section Officer J.E. Thomas – 171
PRIZE WINNERS – 173
REPORT FROM GERMANY By Flight Lieutenant Kenneth Lewis – 174
NAAFI NEWS – 176
OUR MESS By Flight Sergeant L.J. Evans – 177
THE HALIFAX – 179
TRADE LIST FOR REMUSTERING - page iii cover
The cover design and the drawings on pages 151, 160, 162, 163 and 176 are by Squadron Leader David Langdon. The drawing on pages 156 and 158 are by LAC H. Seabright and that on page 177 by LAC L. Abrahams. The photographs on pages 168, 170 and 179 are Air Ministry official photographs.
Although the [Italics]Royal Air Force Journal [/Italics] closes down with the present number, contributions should still be submitted to The Editor, P.9, Air Ministry Adastral House, Kingsway, for publication in a new R.A.F magazine. Articles, and stories of from 1500-2000 words, and cartoons and drawings, all with a Service angle, are welcomed. The Prize Competition will be continued each month as usual.
NOT TO BE PUBLISHED
The information given in the [Italics] Royal Air Force Journal [/Italics] is not to be communicated, either directly or indirectly, to the Press or to any person not holding an official position in His Majesty’s Service.
The circulation of the [Italics] Journal [/Italics] is limited. Please do not put this copy in your pocket, but leave it for the use of other readers.
[Page Break]
[crest]
ROYAL AIR FORCE JOURNAL
MAY, 1946 VOLUME 4 NUMBER 5
A Message from the Chief of the Air Staff
As a regular reader of the [Italics] Royal Air Force Journal [/Italics] since its inception in September, 1939, as the [Italics] Air Ministry Weekly Bulletin, [/italics], I am sorry to have to write this note for its closing number.
The [Italics] Journal [/Italics] has always be regarded as the Service’s own magazine, and the bulk of its contents were contributed by all ranks from all parts of the world. It was this communal effort that helped to give the [Italics] Journal [/Italics] its character and enhanced its reading value. It has done a good job.
It is planned to replace the [Italics] Journal [/Italics] with another R.A.F. magazine to be run on similar lines. I hope the Service will give the same support to this new magazine as they gave to the [Italics] Journal [/Italics], so that it may prove a worthy successor.
[Signature]
[Italics] Marshal of the Royal Air Force, Chief of the Air Staff [Italics]
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Editorial
Last Words
THIS final Editorial serves the dual purpose of taking leave of readers of the [Italics] Journal [/Italics] and inviting them to become readers of the new Service publication which will take the place of the [Italics] Journal [/Italics]. The reason for the closing down of the [Italics] Journal [/Italics] are not secret. It was primarily a war-time effort and those who were responsible for its style and character have left, or are in process of leaving the Service on release. Rather than carry on with an imitation of the original it has been thought advisable to change the name and format of the magazine, and adapt it more to suit the needs of the post-war Service.
Elsewhere in this issue we go into the farewell business pretty thoroughly, even to the extent of including a potted history of the [Italics] Journal [/Italics] from its infancy up to this final issue. We have sub-titled this ‘powerful piece’ “Editorial Swansong” so that little should be added to it here, apart from reiterating thanks to our many contributors, past and present, who helped to keep the [Italics] Journal [/Italics] going by supplying a steady stream of contributions.
The aim of the new magazine will be the same as that of the [Italics] Journal [/Italics]. It will continue to be run by the Service for the Service and will remain the Service’s own magazine, giving news and information about what is happening in the Service and letting you know what the other man is doing. Hence the responsibility for its success will be enlarge measure continue to remain a collective one. Certain features which ran regularly in the [Italics] Journal [/Italics] will be carried over to the new magazine as having proved their interest value. But articles, stories, cartoons, serious drawings and photographs, or with a Service angle, will be more than ever in demand from contributors, especially as so many of our regular contributors and artists are being released from the Service.
Suggestions of a constructive sort will also be welcome, as the launching of a new magazine is an opportune time to incorporate new ideas.
The success of the new magazine will depend on the continuance of the excellent reader-contributor relationship which was fostered during the lifetime of the [Italics] Royal Air Force Journal [/Italics] and help to maintain its standard to the end.
This Month's Journal
OUR EDITORIAL and NEWS FROM AIR MINISTRY features, familiar to readers over a period of several years, will be carried over into the new Service magazine. [symbol] THE “JOURNAL “CLOSES DOWN is an article by the retiring Editor. Its title, and its sub-title “Editorial Swansong” aptly describe its content. [Symbol] SLIPSTREAM appears in this issue for the last time and is written all in one piece for that reason. It is hoped to replace SLIPSTEAM with a page of humour which will be contributed by readers. Short paragraphs describing humorous incidents in Service life and Service jokes which are neither corny nor risqué are welcomed. So, too, are comic drawings with a R.A.F angle. [Symbol] I WAS AN EVADER is a thrilling story of an R.A.F officer who evaded capture by the Germans after baling out over the Ruhr. Air Vice-Marshal Sir B.E. Embry, Chairman of the R.A.F. Escaping Society, introduces it with a forward [symbol] LAC R. Williams gives an account in WANT A JOB? of how to go about getting a job as a teacher, even if you have had little previous preparation for this sort of career. [symbol] In SO LONG JOE! a previous Editor of the [Italics] Journal [/Italics], Squadron Leader R.B. Raymond, writes a farewell tribute to our strip cartoon character. Joe has tried to entertain readers each month for the past three years in the very limited confine of a four-by-two space at the foot of a page. There is no Joe strip cartoon this month for, but
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ROYAL AIR FORCE JOURNAL
he will be found rather prolifically elsewhere, on our cover, for example, and on pages 160, 162, 163 and 176 [Symbol] Our PARLIMENTARYT COMMENTARTY is another regular feature which will be carried over to the new magazine with the aim of keeping readers informed of questions and answers in Parliament on Service matters. [Symbol] In THE GOLDEN EAGLE Flight Lieutenant Kenneth Ames D.F.C and Bar, describes the work of the Pathfinder Force in war and the Pathfinders’ Club in peace. [symbol] An interesting account of Russian servicewomen is given in A WAAF IN SOVIET RUSSIA by Section Officer J.E Thomas, who was selected as a WAAF delegate on the British Youth Delegation which recently toured the Soviet. [symbol] Flight Sergeant L.J. Evans writes nostalgically from Civvy Street of OUR MESS and leaves one wandering whether there is still a lot of truth in the saying that absence makes the heart grow fonder – of places as well as persons. [Symbol] This month our roving reporter Flight Lieutenant Kenneth Lewis went back to Germany after an absence of six months and records his impressions in REPORT FROM GERMANY. [symbol] Our British Aircraft series features the famous HALIFAX. This series, too, will be continued in the new magazine.
NEWS FROM AIR MINISTRY
Redundant Aircrew
THE position of redundant air crew who wish to undertake further service as tradesmen in the R.A.F. is clarified in A.M.O. A.240/46. This states the aircrew with a basic trade who were N.C.O.s or L.A.C.s before their service as aircrew will assume in their trade the temporary rank or classification they would have attained under normal promotion procedure, while those who were A.C.2s or A.C.1s will be trade-tested immediately on remastering to their trade. If they reach L.A.C. standard, the date of reaching that classification will be taken as the date on which they entered aircrew training, and their temporary rank or classification will be determined accordingly.
Those who do not reach L.A.C. standard will be given every facility to do so within six months, and if successful will be granted a similar antedate of seniority and the appropriate rank.
Aircrew who have no basic trade will, after trade training be given the opportunity to reach L.A.C standard within six months, or within six months of acceptance for enlistment under A.M.O. A.605/44 whichever is later; and will also be granted a similar antedate of seniority and the appropriate rank.
The Order also states that these airmen are eligible for the grant of substantive rank in their ground trade as specified in Newpayforms 4 and 5, and that they will retain the special conditions of service at present enjoyed by redundant aircrew, so long as they fulfil the terms on which they are granted and so long as these conditions remain in operation.
Release Medicals: A Warning
CASES have come to light of personal withholding from Medical Officers details of their medical history when the time comes for them to attend for their release medical examination.
This may be due to an understandable desire to avoid possible delay in being released, or an unwillingness to be told that they are suffering from some complaint, and should and are in need of treatment.
Should you fall ill while on release leave, and have to be admitted to hospital, your leave cannot be extended because of this.
It is therefore in your own interest to disclose to the examining M.O. details regarding your health, and to receive any treatment which may be necessary at the earliest opportunity.
It should not be taken for granted that a medical examination will automatically disclose a malady; M.O.s rely to a great extent upon what you are able to tell them in their assessment of the condition of your health.
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The R.A.F Escaping Society
THE R.A.F, Escaping Society (mentioned in the foreward to the story “I Was An Evader” on page 155) is in process of formation at the present time.
The aim of the Society is to foster the many friendships formed between successful escapers and evaders from former German-occupied territories, and the gallant people of those countries, who, often grave personal risk, helped them to return to this country.
The idea for such as Society was first proposed by the former Chief of the Air Staff, Marshall of the R.A.F Lord Portal of Hungerford, G.B.E., O.M., D.S.O., M.C., who is President of the Society. The Chairman is Air Vice-Marshal Sir Basil E. Embry, K.B.E., C.B., D.S.O., D.F.C., A.F.C., himself a successful escaper.
Membership is open to all members and ex-members of the R.A.F., Dominions Air Forces and Allied Air Forces who served within their framework of the R.A.F. but for the time being it is limited to those who got away from Western Europe. Later on it is hoped to extend membership to include those who returned from Denmark, Norway, and Italy.
Although all known escapers and evaders from Western Europe have been circularized by the Society, there may be some who have not received a communication. All those who are interested in membership should write to the Secretary, R.A.F.E.S., c/o D.P.S., Air Ministry, Room 475, Adastral House, Kingsway, London, W.C.2.
The amount of the annual subscription is left to the discretion of each individual, but the equivalent to one day's pay is suggested on a basis.
A R.A.F Memorial Album
A FEW months ago the [italics] Journal [/italics] received a letter from France, from a young French girl, an admirer of the R.A.F. She explained how all during the German occupation and afterwards she had gathered cuttings about the R.A.F. from the newspapers, listened to stories of the exploits of our Squadrons on the B.B.C., and set it all down in an album.
We were able to complete the album for this French girl by sending her photographs of her special heroes: F/O “Cobber” Kain, G/Capt. Bader, W/Cdr. Guy Gibson, W/Cdr. “Paddy” Finucane, and others.
A few days ago the album arrived for us to look at. The paper is not of fine quality, for there was none in France during the occupation; what is set down in the album is written by hand and because it was begun in 1939 the ink is beginning to fade.
The great thing is that this record of R.A.F. fighter exploits, bomber operations, and evasions after parachute landings in France, will not fade with the ink. In the mind of this French girl, it will remain. Many millions of people in Europe hold in high esteem the work of the R.A.F. If we wanted any further proof of it, this album gives it.
R.A.F. Unit Garden Competition
THE R.A.F. Unit Annual Garden Competition is being repeated this year with a special sense of urgency. The Unit making the best effort to be self-sufficient in vegetable produce throughout the year will be awarded the annual trophy.
Air Ministry horticultural experts will make a selection of the best gardens, and the final judging will be carried out during the first three weeks of August by officials of the Ministry of Agriculture.
Technical efficiency, food production plans and the amount of effort made by Station personnel are some of the factors which points will be awarded in this Competition. Further details about it may be found in A.M.O. N.220/46.
Storage of Mess Trophies
RESPONSIBILLITY for storage and safe custody of mess plate, trophies, picture, etc., belonging to messes, institutes, squadrons and other units, which may close down or be transferred overseas has been transferred from No. 220 Maintenance Unit to No. 14 Maintenance Unit, states A.M.O. A.102/46.
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WAAF for Fire Force
W.A.A.F. personnel whose release groups have appeared in an advanced promulgation are invited to apply for vacancies which exist in the administrative and operational branches of the National Fire Service.
Administrative vacancies are for uniformed or civilian personnel as shorthand typists, accountants, bookkeepers, storekeepers and clerks. A limited number of senior appointments will be open to women qualified to take charge of administrative sections.
In the operational branch uniformed personnel are required as switchboard operators, wireless operators and telephonists.
Uniform for those required to wear it (it need be worn only when on duty) is issued free. Applicants are offered employment for a year, with the prospect of an extension of service.
Rates of pay vary from a minimum of 62s 6d per week for firewomen to £450 p.a. in the officer class. (Further details in A.M.O. A.245/46).
University Exhibitions
THE Grocers’ Company is re-establishing the award of its Exhibition for the Universities at Oxford and Cambridge, and extends an invitation to all Service Personnel who intend resuming their University studies upon their release to apply for the Grants offered.
The Exhibitions are for £100 per annum and are to aid those with inadequate private means who are considered suitable for University education.
Candidates who hold Exhibitions or scholarships from the State, Local Educational Authorities or other City Companies are not eligible for the Grocers’ Company’s Grants.
Full details of the scheme are and application forms are obtained from the Clerk to the Grocers’ Company, Grocers’ Hall, Princes Street, London, E.C.2.
Aircraft Apprentices’ Exam.
THE qualifying examination for the September, 1946, entry of aircraft apprentices will be held at local centres in the U.K. and Northern Ireland on June 25th, 1946. Sons of personnel who are serving, or who have served in the R.A.F. (including the R.A.F.O.) and the W.A.A.F. are permitted to sit for the examination as “Service” candidates and will be required to reach qualifying standard only.
Personnel still serving who wish to enter their sons for the qualifying examination should apply for a Service candidature through their C.O.s. In addition a nomination is required. The scheme is explained fully in Air Ministry pamphlet 15, and A.M.O. N.265/46 provides information relating to this particular entry.
Books and Articles by Serving Personnel
WRITERS of books, articles, broadcast scripts, essays and lectures on the [italics] Service [/italics] topics should note that in future these must be submitted for approval, to an Air Ministry Branch known as S.D.5, before being offered for publication. The Branch previously responsible for giving approval for matter intended for publication was P.R.4, and personnel will avoid considerable delay by making a careful note of this change.
It should also be noted that only material dealing with Service matters need be submitted for official approval. MSS, should [italics]not [/italics] be submitted direct by the author, but through the “usual channels” – i.e through your C.O. They must be submitted in duplicate.
The postal address of S.D.5 is Air Ministry, 29, Queen Anne’s Gate, London, S.W.1.
Navigation Refresher Course
A REFRESHER course has been instituted at the Empire Air Navigation School for those offices entitled to the specialist symbol “N” who may not have been employed on navigation duties for several years and are now unfamiliar with modern technique and equipment. In future any officer not employed on navigation duties for five years or more who does not take this refresher course will forfeit his right to the symbol “N.”
Application for the course should be made direct to Air Ministry (D.D.T. Nav.)
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Travel to Eire
PERSONNEL proceeding on leave to Eire are warned in A.M.O. A.246/46 that permission to embark will be refused if they arrive in Holyhead wearing uniform. It should also be noted that there is only one sailing daily (Sundays excepted) from Holyhead, and all travellers to Eire should arrange their departure from units to enable them to connect with the Irish mail train which leaves Euston at 08.15 hours.
There is no sleeping accommodation available at Holyhead for those who arrive too late to catch the boat, which sails at 15.30 hours.
Hostels and Clubs in London
THE Sussex Square Club and Hotel, 8 Sussex Square, London, W.2 has been opened for male other ranks. There is sleeping accommodation for 500, and the cost of bed, bath and breakfast is 1s. 9d.
The Y.M.C.A has opened a new hostel for women officers at David Mews, Portman Mansions, London, W.1. The charge for bed and breakfast is 6s.
The following hostels have been closed: Marylebone Service Club, 191, Marylebone Road, London, W.1; The Gordon Services Club, 126, Vauxhall Bridge Road, London, S.W.1; Victoria League Club, Hopkinson House, 88, Vauxhall Bridge Road, London, S.W.1, and the Victoria League Dominion Officers Club, 4 & 5, Bramham Gardens, London, S.W.5.
Civil Aviation Vacancies
THERE are vacancies in Civil Aviation ford D/F Radio Operators (male) and women Teleprinter Operators who are about to be released.
Applicants from the R.A.F. should have had experience in D/F and maintenance work, and preferably possess the Postmaster-General’s Marine or Civil Aviation Radio Operator’s certificate. They should not be over 40, and must be willing to serve at any civil airport in the United Kingdom.
Qualified Women Teleprinter Operators are wanted at Northolt, Heathrow, Prestwick, and other civil airports, but unqualified applicants will also be considered. Any members of the W.A.A.F. about to be released and who are interested in this type of work are recommended to read A.M.O. A.204/46 which gives details of pay etc.
Applications for both these jobs should be made in writing to the Ministry of Civil Aviation (Establishments Division), 10, Fleet Street, London, E.C.4.
85 Squadron Club
A CLUB has been formed with the object of keeping alive the spirit of 85 squadron and renewing friendships made during the war.
Membership is open to all officers who have served or have had close association with the Squadron, and to N.C.O. air crew.
It is intended to compile a register for circulation and to hold frequent reunions and an annual dinner.
Applicants for membership should include dates of service with the Squadron, names of applicant’s pilots or navigator, and permanent address. They should be sent to the Secretary, H.M. Bradshaw-Jones, Esq., 33, Bedford Street, London, W.C.2.
11 Group Re-union
ARRANGEMENTS are being made to form an association of all offices who have served on the Headquarters Staff of Number 11 (Fighter) Group. It is intended to hold a dinner at an early date, and all offices interested should communicate with F/Lt. P. Houston, 113, George Borrow Road, Norwich.
254 Squadron Re-union
IT is proposed to hold a re-union dinner for former members of No. 254 Squadron, and all who wish to attend should communicate with Flight Lieutenant A.C. Beevor, 24, Crows Road, Epping, Essex.
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FINAL EDITION
SLIPSTREAM
[Italics]Call us Mister, Sister [/Italics]
THIS is our forty-second and last [Italics] Slipstream. [/Italics] We say “we” and we say “our,” but in reality the use of the plural was and is an editorial affection. Hence any blame attaching to the so-called humorous paragraphs printed for three-and-a-half years on this page attaches to the present writer, and not to a group of writers.
We first brought the idea of [Italics] Slipstream [/Italics] with the then Editor in November, 1942. We gave it a big build-up. We blue-printed it as a [Italics] pot -pourri [/Italics] of comment and opinion on Service life and manners, with a thin but bright thread of humour running through it, like a glistening seam in a coalmine. Mixing our metaphors, we also said it was to be a collection of random thoughts and ideas blown on the wind, from which mental picture we derived to the name [Italics] Slipstream [/Italics].
The then Editor hummed and hawed and eventually said okay but how are you going to fill a page, and not only one page but one page every month. We said we thought somehow we could, and we felt a cold clammy clutch at our hearts as we said so, because even then we had a vague idea what such a commitment would entail.
We were country-bumpkins in those days. Newly-arrived from octane-scented atmosphere of Station life and full of inspiration, we got out our first [Italics] Slipstream [/Italics] in the next to no time. Ideas crowded in one upon the other, and we had only to close one eye to relive the Station life we had just abandoned for the cloistered precincts of Air Ministry. As the months flew by we found we had to pack our grips occasionally and go out into the blue to see what was cooking, and breathe again the free air of the airfield and the mess.
From the beginning we made it a practice never to solicit ideas from readers and this decision, made in the first flesh of confidence, we occasionally regretted afterwards, because our readers took the hint and never bothered to send in any ideas. Soon the ninety-nine per cent, inspiration and the one per cent, perspiration changed in values and we found ourselves more perspiring than inspired. But we plodded gamely on, encouraged by the other people here on the staff saying they wondered how we did it month after month. We ourselves wondered about this probably more than anyone else, heaving a sigh of relief when we sent one month’s [Italics] Slipstream [/Italics] off to the printers and wondering how on earth we were going to write the next.
Well now we've had all that, and we're not sure – unpredictable and perverse creatures that we are – we're not sure whether we're happy or not. The burden that we feel lifted from our minds has been replaced with a dead weight of regret for the passing of [Italics] Slipstream [/Italics] and of the mental exercise which sharpened our wits. But one thing we are sure about – we’re going to grab our blue-grey felt hat and spend our fifty-six days in a deserted seaside village, lying on the beach and tossing pebbles aimlessly into the sea. D.L.
[Cartoon]
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EDITORIAL SWANSONG
The “Journal Closes Down”
By SQUADRON LEADER DAVID LANGDON
THIS is the last issue of the [Italics] Royal Air Force Journal [/Italics] in its present form. Judging by the many letters we have received from readers during the five-and-a-half years of publication in its various formats, we gather that the [Italics] Journal [/Italics] was a good thing. From there it is but a short step to saying that all good things come to an end some time, and in the case of the [Italics] Journal [/Italics] that time is now.
It may be said that the growth of a magazine from its modest beginnings is often of little more than mild interest to those we have had no closer association with it than as readers. But I feel that the history of the [Italics] Journal [/Italics] is worth recording in this final issue, even if only for the reason that if we do not record it, no one else will. Also, this final issue provides an opportunity of revealing the personalities and the purpose behind what is being for so long the incognito organization which has been responsible for the publication of the [Italics] Journal [/Italics].
The Old “Bulletin”
The [Italics] Journal [/Italics] traces its origin from an [Italics] Air Ministry Weekly Bulletin [/Italics] which was produced for the Director of Intelligence at Air Ministry by Squadron Leader Hector Bolitho, the biographer and novelist. The [Italics] Bulletin [/Italics] printed its first number in September, 1939. It was an unpretentious affair of a few mimeographed sheets, and its purpose was to provide information about the Service and the war generally which was not available to the Service reader in the daily press.
The [Italics] Bulletin [/Italics] was a one-man job, and it came out every week for fifteen months. At the end of this period it was felt that in spite of its limitations it warranted a better type of publication, especially as the information it disseminated was useful and well-presented. So the pocket-sized, blue covered, letterpress [Italics] Royal Air Force Weekly Bulletin [/Italics] made its appearance, and the responsibility for its publication was transferred from the Director of Intelligence to the Director of Personal Services.
Only about 3,500 copies would distributed throughout the Service, but in spite of this small circulation the [Italics] Bulletin [/Italics] slowly built up a sum of good will among contributors for which we were grateful in later years. The Editor managed to secure contributions, without fee, from a number of officers and airmen, and these were judged to be of such excellent standard that in November, 1941, the Editor, was again encouraged to extend the scope of his publication still further.
The Old “Journal”
A new format double the size of the [Italics] Bulletin [/Italics] was designed, more photographs and line blocks were introduced, and the title change to the [Italics] Royal Air Force Journal [/Italics]. It had a plain, grey cover and the title-lettering was specially hand-designed, this design remaining unaltered until this final issue. The [Italics] Journal [/Italics] went to press every fortnight instead of weekly, and the number of copies was increased to 7,000.
Although this number was inadequate as the Service was expanding rapidly week by week, more copies did filter into Stations, and contributions flowed in steadily to the editor. It was not long before a number of professional writers began to send articles to the [italics] Journal [/italics] without asking a fee. Such writers as George Bernard Shaw, H. E. Bates, J.B. Priestly, Terrence Rattigan, Frank Tilsley, John Pudney, Nigel Tangye, and “James Hadley Chase” (S/Ldr. R.B Raymond who was to become Assistant Editor and subsequently Editor), all at one time or other were willing contributors. But the bulk of the material published came from hitherto unknown writers, Service men and women, some writing for publication for the first time, and it was with the regular support of these contributors that the [Italics] Journal [/Italics] managed to keep up its standard.
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The New “Journal”
It became obvious as issue after issue of the [Italics] Journal [/Italics] appeared that it was fast becoming an important medium for putting over Service news and information in an interesting way. As well as recording the work of all trades and branches and thus keeping the tradesman informed of what other man was doing, it constituted an important link between Air Ministry and Commands, Groups and Units.
The stage was set to aim at a still wider circulation, but before this could be done it was thought advisable to sound Service opinion in order to see how far the [Italics] Journal [/Italics] could be still further improved and popularized. A survey was therefore made in 1942, and besides confirming the obvious recommendation that the printing figure of the [Italics] Journal [/Italics] should be increased, there was a general demand for it to be presented in a much lighter form. The feeling was that it should look and read more like a popular magazine then the rather erudite [Italics] Journal [/Italics] of that day.
It was obvious that the [Italics] Journal [/Italics] would have to change its make-up. The existing Editor having performed his tour of duty and taken up other duties in the Service, the Assistant Editor, Squadron Leader R.B. Raymond, became Editor. The good will handed over to the new Editor with editorial chair made an excellent basis on which to build a more popular magazine. It was at this time that I was invited to join the staff as Assistant Editor, having been an occasional contributor of drawings and articles since the old [Italics] Bulletin [/Italics] days.
With the aid of a more generous grant from the Treasury, we set about redesigning the [Italics] Journal [/Italics] to bring it into line with the best of the commercial magazines, and to be the first in the field with a popular magazine written by the Service for the Service.
The circulation of the [Italics] Journal [/Italics] rose in time to 50,000. This was not, however, a world-wide circulation. India had its own “Journal of the Air Forces” to which we sent the bulk of our contents for local reproduction. The Middle East “Air Force News” also carried many of the [Italics] Journal’s [/Italics] features articles, and we instituted a weekly news and feature service for this paper and for other Service papers which were being published successfully in such places as the Bahamas, the Azores, Germany and Italy.
The People behind it
Our establishment, apart from two civilians, Miss D. Berry and Miss P. Bannister, was limited to an Editor and an Assistant Editor, and the third member joined us in April,1945. He was Flight Lieutenant George Simpson, ex-editor of “Air Force News,” and he became the London “end” of overseas R.A.F. newspapers. In October,1945, Squadron Leader Raymond left the Service on release and I took over editorship. Simpson became Assistant Editor in my place, and our third recruit was Flight Lieutenant Kenneth Lewis, a one time occasional contributor, who became our staff reporter.
Producing the [Italics] Royal Air Force Journal [/Italics] has been every respect a happy and unique venture in Service journalism; unique because we were never part of the Public Relations organization (although we are indebted for the photographs and specialized articles with which the P.R. people supplied us), but operated under the Air Member for Personnel, through his Director General and the Director of Personal Services, who was really our Editor-in-Chief. To these Officers we looked for advice and guidance and they were always ready with both. Here, too, we must mention our gratitude to Group Captain F.D. Terdrey, O.B.E. Although he had no official connection with our work, he took on voluntary the task of correcting our proofs each month, and his good advice and encouragement were never lacking.
The success of the [Italics] Journal [/Italics] also depended on the humdrum but essential office work which was efficiently performed by our two civilian employees, and on the printers and blockmakers who made such a good job of our production. But without the support of our contributors who ranged from Marshal of the Royal Air Force to AC2 and ACW2, and who provided the bulk of the contents of the [Italics] Journal [/Italics] we could never have turned out more than a very meagre magazine. I hope
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that when I leave the chair and the Service next month, our readers and contributors will continue to give the same unstinting support to whatever new publication takes the place of the [Italics] Royal Air Force Journal [/Italics].
[boxed] Officers’ New Pay Code at a Glance
Daily Pay
Pilot Officer: 16/- (G.D.). 13/- (other branches).
Flying Officer: 18/- (G.D.). 15/- (other branches). After 2 years: 20/- (G.D.), 17/- (other branches). After 3 years: 19/- (tech., equip., sec.).
Flight Lieutenant: 23/-. After 2 years: 25/-, After 4 years: 27/-. After 6 years: 29/-.
Squadron Leader: 35/-. After 2 years: 37/-. After 4 years: 39/- After 6 years: 41/-
Wing Commander: 47/6. After 2 years: 50/-. After 4 years: 52/6. After 6 years: 65/-. After 8 years: 57/6.
Group Captain: 65/-. After 2 years: 68/-. After 4 years: 71/-. After 6 years: 74/-.
Air Commodore: 77/-.
Air Vice-Marshal: 110/-.
Air Marshal: 135/-.
Air Chief Marshal: 160/-.
Marshal of the Royal Air Force: 180/-.
Marriage Allowances
Squadron Leader and below – 12/6 a day.
Wing Commander and Group Captain – 15/- a day.
Air Commodore – 17/6 a day.
Air Vice-Marshal and above – 20/- a day.
“War Excess,” Officers and Airmen
“War Excess” is the name given to the difference in pay between the old rate of pay and war service increments and the new rate now coming into force.
Under the original arrangements “War Excess” was to have been withdrawn by half-yearly instalments from January 1st, 1947. Now it is announced that “War Excess” will continue indefinitely as an addition to the new rate of pay for officers and airmen until it is overtaken by increases of pay on promotion or remustering, etc. If, however, an officer or airmen reverts from his temporary or acting rank to a lower substantive rank, he will still get the “War Excess” due to him in the higher rank he held.
For example, if a Group 1 Flight Sergeant of six years’ service now gets pay of 12/6 a day, badge pay of 3d. a day, and war service increment of 3/- a day, making 15/9 in all, under the new code he gets 14/6 a day plus 6d. a day badge pay, making 15/- a day. To balance up the two rates his “War Excess” is therefore 9d. a day. Suppose he reverts back to Sergeant, his new rate of pay will be 12/- and badge pay of 6d. plus the 9d a day “War Excess” of his old rank, making 13/3 a day in all. If he is again promoted to FLt./ Sgt., the “War Excess” 9d. a day would go. If, however, instead of reverting to Sergeant, he retains his Flight Sergeant’s rank he will keep the “War Excess” until it is offset by increase of pay on promotion, etc. [/boxed]
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Forwarded by Air Vice-Marshal Sir B.E. Embry,
K.B.E., C.B., D.S.O., D.F.C., A.F.C.,
Chairman of the R.A.F Escaping Society
[italics] The following is a grand story written by an evader who remains anonymous. It shows what can be done with a little bluff, determination and common-sense. It also reveals the truly courageous and patriotic part played by the underground movements of Europe in assisting members of the Royal Air Force and United States Air Forces to make their way to freedom. The evader in this story demonstrated fine powers of endurance and an unwavering sense of duty in fighting his way through in spite of many difficulties and hardships, but I think he would be the first to admit that but the help he received from the many brave civilians, his task would have been doubly difficult, if not impossible.
I am happy to think that the R.A.F. Escaping Society will be a means of helping to renew and cement many of these friendships made during the war. [/italics]
I Was an Evader
I WAS a member of the crew of a Halifax which was bombed at target in the Ruhr. We had set course for Base, but one engine was on fire and another had cut and could not be restarted. A few minutes later I heard “Bale out!” shouted over the intercom. I made my way to the forward escape hatch and baled out at about 3,000 feet.
I landed in a small field, and although I was somewhat dazed, I hid my parachute, Mae West and flying boots in a haystack. I put a pair of R.A.F. issues shoes which I had grabbed just before I baled out. I then set off for a corner of the field, but my movements started some dogs barking, and I decided to wait until dawn. I went into a small copse, where I went to sleep.
I awoke shortly after daybreak and ate some of the food tablets which I had with me. I then started to walk southwest through the copse, eating loganberries as I went. It began to rain heavily and I sheltered in a deserted hut, where I stayed for the remainder of the day. At dusk I assumed walking, having filled my water-bottle from puddles I found in cart tracks. I walked through a village until I came to a fork in the road, where there was a signpost with the name Asbach on it. I realized now that I was in Germany and followed the road running south-west.
I passed two small villages and then reached a wood, where I hid and slept until daybreak. When I awoke I cut off the shoulder straps of my battledress blouse. I wore my blue sweater over my uniform. I had already acquired an old cap from a scarecrow.
I then left my hiding place and crossed a main road, continuing through some woods to the other side. Eventually I came to a signpost with the word [Italics] Koblenz [/Italics] written on it. I was able to form some idea of my position and I took shelter for the night in a barley stook. At dawn the following morning I resumed walking along the road and I found some raspberries and birds’ eggs, which I ate.
I made my way to the top of a hill, from where I saw a large river, which I knew to be the Rhine. I think I was somewhere between Honnef and Neuwied.
Later in the day a German soldier asked me for a light. I am under the impression that you asked me in English, but I cannot be certain of this. I replied “Nein, Nein,” and continued walking. Much to my relief he took no further notice of me. As soon as he was out of sight I lay in the bed of nettles, where I remained until dark.
I then resumed walking along the footpath and passed through several small towns during the night. There were no incidents, and when it grew light I hid in some bushes. Later that morning I went into a field and stole some potatoes. As it was misty I lit
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a fire and cooked them. When I had eaten this meal I decided that it would be better policy to walk by day and rest by night, as I was getting little sleep while hiding during the day.
Evasive Tactics
Next morning I reached the outskirts of Neuwied. I lay down for a while in a small park and was seen by two policemen, who ignored me.
After I had rested, I walked through Neuwied and eventually arrived at a bridge over the river which was being used by pedestrians. A German officer went up the steps and I followed him. When he got to the top of the steps he turned right. I was about to follow him when I noticed that he was approaching a sentry. I immediately turned left and found myself in a small park on the same side of the river. After resting there for a short time I decided to risk attempting to walk past the sentry, as I observed that civilians were doing so.
Beside the sentry there was a small booth, where pedestrians crossing the bridge had to pay a toll. I passed the booth and the sentry without stopped and crossed the bridge. When I saw that I was approaching another sentry on the bridge I crossed to the other side of the footway and passed him. I noticed that if anyone loitered on the bridge this sentry moved them on. At the other end of the bridge I had to pass a third sentry, but he took no more notice of me than the others had done.
Now that I had crossed the river, I turned right to get on to the main road which led to Miesenheim. A party of civilian cyclists, armed with rifles, passed me going in the same direction. Two of them turned round and stared at me, but did not stop. That night I slept in a hollow near a stream.
On the following day, I saw a bicycle leaning against a tree. After ensuring that I was unobserved, I made off with it. I cycled south-west, keeping to the main roads, and hoping that I would eventually reach France.
I continued in this fashion until the evening of the following day, when I
[picture]
[Italics] “I had to pass another sentry . . .”[/Italics]
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reached the outskirts of Prum. I was feeling very weak by this time, but was able to steal milk from some milk cans lying by the roadside. I cycled through Prum and on reaching the south-western outskirts, hid my bicycle under a hedge and sheltered in the loft of a cowshed. That night I drank half of the tin of orange juice which I had with me when I baled out.
On the following morning I finished the orange juice and set off once more. I ate anything in the way of fruit I could find by the wayside. After cycling for about 17 kilometres the road forked. I took the road to the north because I realized that I was too weak to reach France, and Belgium was nearer. I think I reached Lunebach and then turned in the direction of St. Vith.
A short while later I rode straight through the Siegfried Line with dug-outs and then a line of anti-tank traps strung across the countryside. The area was completely deserted and I was never challenged.
I cycled through St. Vith, and then went on to Malmedy, swinging left for Trois Ponts. As I was riding along I saw a notice by the side of the road the word [Italics] Wehrmacht [/Italics] on it. I realized that this meant that the road was for the use of the German Army only. I doubled back and managed to strike a road running parallel to the one I had just left.
At the Frontier
Before I reached Stavelot I came to a barrier slung across the road near a hamlet. An armed guard and a police dog were at the barrier. I knew if I got off my bicycle I would be challenged, so I mounted the pavement a road straight on. A short distance along the road I came to another barrier and I adopted the same procedure with equal success. Presumably this was the German-Belgium frontier.
I arrived at Stavelot that afternoon. By this time I felt very weak and was starving. I decided to approach some likely person and ask for assistance. I went through the town until I came to some isolated houses on the outskirts. I saw an old man at one of the cottages, and seizing an opportunity when there was no one about, I went round to the back door to speak to him. I asked if he were a Belgian and he said he was. I then declared myself to him, showing him my identity disk and my flying badge. He kept me outside the cottage for a while, but when the road was clear he whisked me inside, where I met his wife.
At first they were very suspicious, but they gave me some food. Presently the man left the house and returned with a younger man who questioned me very closely in French, which I did not understand very well. Later that evening the young man's wife arrived and they took me to their own home, where I was fed and provided with a bed.
On the following day a woman who spoke perfect English came to see me. She questioned me closely, asking me my Squadron number, Station, route, etc. I refused to answer some of these questions, but she seemed to be satisfied and took from me one of my photographs. Later that day I was supplied with an identity card and civilian clothes.
Next day I was taken to the railway station by two men and given a ticket to Spa. The two men accompanied me about half way when they were relieved by another man. On arrival at Spa I followed this man to a house, where I was given more civilian clothing. I remained there for three days.
On the third day the man of the house took me to a flat in Brussels, where I met several members of his organization. They took me to a house where they had a large amount of wireless equipment.
Two days later my former guide came for me and escorted me to an apartment, where he introduced me to a man and woman. They then took me to Liege, where I remained for nearly three weeks. During this period the Gestapo arrested a member of the organisation, and this was the reason for the delay in getting me away.
Eventually a woman arrived at the house and took me to meet the man who had escorted me to Liege. He in turn took me to the headquarters of an organization, where I met two members of the U.S.A.A.C., also evaders.
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[picture]
[Italics] “She questioned me closely” [/Italics]
Subsequently a woman guide took one of the Americans and myself to Hux, where we stayed at a house for seven weeks, after which a man escorted us back to Brussels, where we were handed over to yet another man who took us to Ghent, where we spent the night.
Into France
The next day we travelled to a frontier town, probably Mouscron, where we walked through the barrier over the frontier into France without being questioned. We then went on to Tourcoing, where we were taken to a house. We stayed there for about a week, and were supplied with new identity cards. By this time, I was in high spirits and felt that I would be back in “Blighty” before long.
An attractive-looking girl then came to the house and escorted us to Paris. On arrival she took us to her own home and then to meet a man. The American and I were then taken to different houses.
[symbol] On the following day the girl arrived and escorted the American and myself to Quimper. There we joined a party of thirty evaders.
It was planned that we should be evacuated by boat, but this miscarried. This news depressed us, and there was a lot of binding. We were taken back to Paris about five days later and we got into training for our proposed crossing of the Pyrenees, we were very enthusiastic about this.
During the next four weeks I changed my address several times. At times I was impatient and suffered from a feeling of frustration, but I consoled myself with the fact that I was still a free man, and efforts were being made to get me away.
But eventually I joined a party of Americans, and, accompanied by two guides, we set off for Toulouse by train. Here we changed trains and went on to Pau, where we stayed for two nights. We then travelled by bus to a small town at the foot of the Pyrenees. We covered the next stage of our journey, a distance of about 25 kilometres, by taxi, then walked to a farm where we stayed overnight. We now felt that at last we were on our way.
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The following day we were joined by our guides for the mountain journey, and we walked for some distance to a farm, where we joined forces with a party of refugees.
Across the Pyrenees
We set off and crossed the French-Spanish frontier several hours later. The guides then left us after giving us directions to the nearest village. We reached the main Uztarroz-Isaba road, where we were picked up by the Spanish police. Our delight at being in a neutral country and beyond the possibility of capture by the Germans can be imagined.
We were taken to the police station at Uztarroz, where we were searched. Our knives were taken from us. We gave our Service numbers, name and stated the Services to which we belonged, but offered no further information and were not pressed.
I was then taken to various towns in Spain and eventually reached Gibraltar exactly eight months after I had baled out over Germany. I arrived back in England a few days later.
I feel that I must pay tribute to the many gallant Belgian and French men and women who risked their lives, and those of their families, in order to enable me and so many others to return to England to continue the fight against oppression and tyranny. No words of mine are adequate to describe their indomitable courage, resourcefulness and kindness. Many of these brave people of the Occupied Countries died, or were cast into foul concentration camps, because they had been detected helping Allied airmen to evade capture after they had baled out.
[boxed] “Slipstream”
A Royal Airforce Anthology
The best articles and stories which have appeared in the [Italics] Royal Air Force Journal [/Italics] during the past four years are being complied in a book form, and entitled [Italics] Slipstream. [/Italics]
The publishers are Eyre and Spottiswoode, who hope to bring the book out as an autumn, 1946, publication, the price to be about 10s. 6d. The book will comprise 260 paged and 9 art plates. Proceeds from the sale of the book will go to the Royal Air Force Benevolent Fund.
As the edition will be a limited one, it is essential to place an order with your bookseller immediately to avoid disappointment.
As a memento of Service life or as a gift to a friend or relative in the Service, [Italics] Slipstream [/Italics] will be much appreciated.
The work of the following contributors appears in the book:-
[italics] W/Cdr E.W. Anderson, O.B.E., D.F.C.
F/Lt. J. Auld.
S/Ldr. S.F. Barnes.
S/Ldr. H.E. Bates.
Corpl. James Bayes.
LAC. F.W. Beasty.
S/Ldr. H.E. Blyth.
S/Ldr. Hector Bolitho.
Air Chief Marshal Sir R. Brooke-Popham, G.C.V.O., K.C.B., C.M.G., D.S.O., A.F.C.
W/Cdr. B.A. Burbridge, D.S.O., D.F.C. and bar.
S/Ldr. G.A. Butler, D.S.O., D.F.C.
F/O. R.F. Clayton D.F.C.
LAC. Sidney Colin.
S/Ldr. F.A. Currey.
Walt Disney.
W/O. A.J. Dixon.
Corpl. E.H. Dodimead.
F/O. A.F. Hailey.
LAC. Leslie Halward.
Corpl. J. Hay.
P/O. Guy Hopkins.
LACW. A.M. Howarth.
W/Cdr. Leslie Kark.
S/Ldr. Lord Kinross.
S/Ldr. David Langdon.
S/Ldr. John Macadam.
F/Lt. P.R. Manning.
S/Ldr. F. Ogilvy.
AC1. Eric H. Partridge.
F/O. B. Perkins.
S/Ldr. John Pudney.
S/Ldr R.B. Raymond.
F/O. E. Roberts.
Sgt. H.W.O. Roy.
F/Lt. A.F. Taylor, D.F.C.
Sgt. G. Thomson.
S/Ldr. Frank Tilsley.
Corpl. R. Urwin.
Sgt. N.A. Varley.
LACW. P. Whitlock.
F/Lt. A.A. Williams.
F/Sgt. Ian Williams.
Corpl. C.R. Woodward. [/italics][/boxed]
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Want a Job?
[cartoon]
By L.A.C. R. WILLIAMS
THERE must be many a man in the Service who is awaiting his release with some trepidation on account of uncertainty about his future in the labour market. Possibly he was very young when he came into the R.A.F. and he has no trade now at an age when he needs a man’s wages. Or, like myself, he many have spent his last few years before donning a uniform on a war job in a shadow factory – a shadow factory which, with the coming of peace, has now closed. With the best will in the world, reinstatement regulations cannot help in such cases.
I thought the matter over carefully, had a chat with the Education Officer, and decided to be a school teacher. Now, before you say, “Not for me,” and turn to the next article let me hasten to add that I have no qualifications whatsoever. I left school – an elementary school – at fourteen without a certificate of any kind. The school discharged me from its portals without even so much as an introduction to the subjects of algebra and geometry.
The only thing in my favour was my age, which was well within the limits! The age limits are 21 years minimum, and 35 maximum.
I sent an application to the Ministry of Education at 14, Lennox Gardens, S.W.1, for consideration as a potential trainee under the Emergency Scheme for Recruitment and Training of Teachers. The Ministry sent me a form of application to complete. Rather a lot of detail was required, such as nationality; place and date of birth; schools attended; whether any subjects studied since leaving school; occupation since leaving school. There is no need to fear the last question. I have had twelve jobs in fifteen years ranging from newspaper boy to aero-engine machining, but that did not debar me.
After the form had been sent away I had to wait rather a long time for the next development. So long, in fact, was the delay that I abandoned all hope, thinking I had been considered ineligible because of my lack of education.
However, in due course a long buff envelope marked O.H.M.S arrived, informing me that I was required to present myself on September 18th at a school in Birmingham for the purpose of an interview in respect of my application. An additional slip of paper furnished thorough and lucid directions as to how to reach the school. Even the price of a ‘bus ticket from Birmingham G.W.R station was not omitted!
At that time I was on a fitters’ course at Cosford, and a day off under such conditions is, of course, a serious business, but my Wing C.O. authorized it without the slightest hesitation – which is in line with the R.A.F.’s policy of backing up airmen who make efforts to enhance their post-Service prospects.
The printed directions to took me to the address without a hitch. A lady receptionist ticked my name off a long list, and took me into a classroom. There were between fifteen and twenty other people in this room. They were all prospective teachers. All except four were girls, and all accept me were civilians.
I confess I was nervous as I waited my turn to be interviewed; so much depended on the outcome of the interview. Success meant lifelong security; security for me, for my wife, and for my kiddies. It meant clean clothes and clean hands, and it was not snobbishness that may made them so desirable. For years my job was such that my hands needed scrubbing before I could sit down to eat, and a complete change of clothing was
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imperative if I wished to go out in the evening.
My turn came and I was ushered into an adjoining room to face four men and a woman. Their attitude was one of friendly interest. They were at pains to dispel my nervousness, and I soon felt completely at ease.
Most of the questions were on various aspects of education. For instance:-
What effect do you think the raising of the school-leaving age will have on the children; on the school; on industry?
What are your views on co-education?
My answers to these and other questions were received without the slightest hint as to whether my views were acceptable or otherwise. However, I gained the impression (for no reason that I could describe) that I was getting a favourable reception, and I left the room well pleased with myself.
Next followed the essay. Again there was no need to fear that lack of knowledge would constitute an obstacle. The subject set – “Describe a recent experience” – ensured that everyone would have something to write about.
Back at Cosford I spent eleven weeks of anxious waiting. A magazine paragraph quoting the Ministry of Education stated that out of 24,000 applicants only 4,000 had been accepted. Of course, it is likely that many of the 24,000 had not yet been interviewed, but the statement did little to restore my confidence.
However, the notifications duly arrived. I had been accepted! Now I am simply waiting for my demobilization, then I shall go to a college for twelve months of intensive training. After that I shall be a teacher, though on two years’ probation. At the end of that time I shall be a fully certified teacher.
During my training I and my family will receive an adequate allowance. As soon as I begin teaching I qualify for rates of pay as laid down by the Burnham scale, which provides that the teacher shall receive a commencing salary of £300 per annum raising by annual increments of £15 to £525 per annum. These rates of pay are a [Italics] minimum. [/Italics] They can be supplemented, by special qualifications of a technical nature. A degree, too, has a hard cash value and I, for one, have every intention of studying for one as soon as I have established myself as a teacher. Then there is the possibility of becoming a headmaster; that, of course, carries correspondingly higher rates of pay.
Let us assume that you have decided to have a crack at it and in response to your application you have been summoned for an interview. Let me give you a few tips on how to conduct yourself.
1. – Direct to your talk to whoever is sitting in the centre of the group opposite you. He will be the Chairman. Apart from its being respectful to do so, the Chairman generally has more to say than anybody else about final decisions and selections.
2. – Be candid and frank in your talk. Replied to the questions promptly and concisely. At the same time do not through nervousness rush your replies if there is any risk of your getting them muddled. Much better to take your time, if the subject-matter is at all complicated. To do so is only reasonable. Seize any chance to expand the reply a little. Bring forward tactfully some particulars about yourself which the appointing people may be glad to have. Don't prattle, but remember that they are actually anxious for you to talk about yourself to help them in making up their minds about you. Needless to say the expanding of your reply must be carefully done – to avoid leaving any impression of boasting or undue forwardness.
3. – The selection board is probably interviewing several applicants and can spare only a short time for each. Hence, it is essential that you should appear (whatever your real feelings may be!) completely calm, and unembarrassed, and confident, but not over-confident. If your attitude is calm, your speech clear and controlled, your talk lucid and relevant, they will decide that whatever may be said about your other qualifications – or lack of them – you are at least not a person easily flustered, and that is a most necessity attribute in a potential teacher.
And there you are. If you have no job to return to, and you fancy a clean, secure, and interesting if exacting job, see your Education Officer. 70,000 teachers are wanted – go in and win!
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[Image] So Long, Joe! [Image]
By SQUADRON LEADER R.B. RAYMOND
[Image]
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IN this last issue of the [Italics] Royal Air Force Journal, [/Italics] Joe, the moon-faced bespectacled little erk who has appeared in the [Italics] Journal [/Italics] for over three years makes his final bow. He accompanies his artist creator, David Langdon, to the Release Centre and thence to Civvy Street.
During the time Joe has occupied the small space on the bottom of a page in the [Italics] Journal [/Italics], he has made a host of friends. Not only was he popular with members of the Services, but also with their wives and children. Many officers and men, strictly against regulations, took Joe into their homes.
Joe represents the typical “little man” in blue, doomed to a lowly rank (he never got beyond A.C.1), eager to get on with the job, living in awe of Officers and N.C.O.’s, but in spite of all, imbued with a full measure of [italics] esprit de corps [/italics]. Joe was one of the Fitters who, with all the other tradesmen, worked night and day to keep the fighters in the air when we were in our “darkest hour.” One feels that Joe will remember the magnificent reputation that the R.A.F. made for itself during those hectic days, and will be jealous of it for as long as he lives.
Joe did his best to help win the war. He realised that in relatively minor position of an erk, he couldn't do anything as spectacular as a pilot or his C.O., or that legendary figure who appeared from time to time from Group or Command with the broad ring and a row of gongs that reminded Joe of liquorice all-sorts. But he did what he could. First, he did the job he had come into the Service to do. He serviced aircraft. But that, to Joe, wasn't enough. He wanted to help in other ways. He realised that a little thing like turning off electric lights in an empty room was, in its way, a contribution to the war effort. So he turned off lights, and sometimes in his zeal he overlooked the fact that a visiting Air Chief Marshal was using the room at the time. Joe bought War Saving Certificates, he dug for Victory, he used the telephone less and he stopped careless talk; things that did not earn gongs or a mention in dispatches, but which were all very essential to winning the war.
During the last war, Bruce Bairnsfather created “Old Bill,” a loveable grumbler, typifying the foot-slogger of the British Army in Flanders. In this war, the United States Army had its Sad Sack and its Artie Greengroin; the British Army had its “Two Types”; and the R.A.F. – Joe and P/O Percy Prune.
These characters were all, with the exception of Joe, “bad types”. The creators of the “Two Types,” Prune, Sad Sack and Greengroin approached their task along the line of least resistance. To get their interest and laughs they poked fun at discipline and showed how not to win a war by picturing their characters in the acts of virtually sabotaging the war effort, and then enjoining their readers by implication not to follow their bad example. This was, to say the least, a negative form of teaching. But Joe showed his readers how to contribute towards winning a war by doing the right thing, and he succeeded in obtaining his laughs in spite of always being “Mr. Right.”
How is it then that Joe did not degenerate into first-class binder or, if you like – a prig? Look at him and you have half the answer. He is a little fellow. He is likeable at first sight. He stands very much on his own. He gets picked on by the bigger chap, and things don't go smoothly for him in spite of the fact that he tries always to do the right thing. Off-duty, Joe was as human as they come. Witness him showing off on his bicycle before a pretty WAAF and ending up in hospital. But, when on duty, Joe meant business.
The other reason why Joe is popular is because he makes you laugh. To be able to put over a point loaded to the teeth with propaganda, to make the reader laugh and yet remember the point, is a very difficult task – try it yourself sometime if you don’t believe it, and then keep it up for thirty-six months.
And now Joe is going back to Civvy Street. The Service will miss him. He has done a good job. Like his creator he has served his time. Let’s wish him luck.
So long, Joe!
[Italics] The illustrations accompanying the above article have been extracted from “Joe” strip cartoons already published in the “Journal.” ‘Joe’ fans may care to turn them into a memory test and see whether they can recall the full sequence of which these drawing form part. [/Italics]
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PARLIMENTARY COMMENTARY
Release Probe – 7
[Italics] Below is given a selection of replies by Ministers in Parliament on release and other Service questions, extracted from the Parliamentary Debates (Hansard). Personnel have already been informed of many of the points dealt with, through “Demobforms” and “Newpayforms” issued by the Air Ministry.
One-Man Businesses
Mr. VANE asked the Secretary of State for War whether he is aware of the hardship caused to owners of one-man businesses whose release from the Forces under Class C is now being refused solely because their businesses had to be closed down when they volunteered or were called up; and what steps he proposes to take to ensure these men are not treated less generously than men whose position was exactly similar at the beginning of the war but who were able to find someone nominally to keep their businesses in existence for them and so improve their claim to be released now. [/Italics]
MR. LAWSON: Compassionate cases, of whatever sort, are dealt with on their individual merits. Owners of one-man businesses which were closed down on their entry into the army are not altogether excluded from consideration. An extremely limited number of cases where the opportunity of re-opening is unlikely to recur if the business is not re-opened immediately can be considered. Any further relaxation of the rules would either be at the expense of other types of compassionate cases or would be liable to interfere with releases under Class A.
[Italics] (March 5th, 1946) [/Italics]
[Italics] Signals Officers
SIR E. GRAHAM-LITTLE asked the Under Secretary of State for Air why the release of R.A.F. officers in the sub-branch, Signals, Radar, is delayed relatively to other branches of that service; and whether, in view of the fact that the need for many forms of Radar no longer exists, that officers of this sub-branch are being employed on other non-specialist duties, that many such officers have technical qualifications of use to industry; and that as the rate of release of airmen in allied trades is above the general level, he will expedite the release of these officers. [/Italics]
MR. STRACHEY: The main reason for delay in release of these R.A.F officers is the deficiency caused by the withdrawal of many officers who were members of the Royal Canadian Air Force. The duties of radar officers have not decreased as fast as those of other signals officers owing to the demands made by the air trooping and occupation programme, particularly in relation to the handling of aircraft safety equipment. I am not aware that radar officers are being employed on non-specialist duties but, if the hon. Member has any specific case in mind and will send me particulars, I shall be glad to look into it. The requirements of radar officers are different from those of airmen in allied trades and there are proportionally more officers than airmen in the earlier age and service groups. It is not, therefore, possible to keep the release of officers in step with that of airmen. I appreciate the need to speed up the release of radar officers and we are doing all we can to this end by training and retraining, but it takes over six months to train to the required standard.
[Italics] (March 6th, 1946) [/Italics]
[Italics] Agricultural Workers
MR. PAGET asked the Under Secretary of State for Air what steps have been taken to notify members of the R.A.F. that agricultural workers with a year or more service are entitled to Class B release; and whether commanding officers have been notified that disciplinary action will be taken if this release is delayed. [/Italics]
MR STRACHY: Members of the Royal Air Force who are shown by their records to have been agricultural workers at the time of their enlistment and who have served for at least one year in the R.A.F. are being offered release under the block scheme in Class B. We have instructed commanding officers to accelerate the process of
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Class B release and I am satisfied that officers appreciate the importance of their responsibility in this matter. We have also notified the Service as a whole, through one of our Demob forms, that any man who considers that he has been overlooked for Class B release can make representations to his commanding officer; the fact are then reported to the Record Office and, if confirmed, the man is offered Class B release.
[Italics] (March 19th, 1946) [/Italics]
[Italics] Science Students [/Italics]
MR. SOLLEY [Italics] asked the Minister of Labour what are his plans for retraining scientific personnel whose normal studies were interrupted, or who have been drafted onto work which they would not normally have undertaken and are now in overcrowded professions. [/Italics]
MR ISAACS: Science students of First Class or Second Class Honours standard selected by their Universities as research students or third year students, and other science students selected by their Universities as of high promise or who were called up before the end of their normal deferment and before they had had an opportunity of taking the Honours Degree, are eligible for release from the Forces in Class B if they are in release groups 1 – 49 or from industry, if they have performed work of national importance for not less than three years. Financial assistance is available to such students if they come within the scope of the Further Education and Training Scheme.
[Italics] (March 19th. 1946 [/Italics]
[Italics] Individual Specialists [/Italics]
MR. DE LA BERE [Italics] asked the Minister of Labour whether, in the view of the delay in effecting repairs to railway locomotives, motor vehicles and boots and shoes, special consideration will be given to those categories for release from the Forces in those cases where it can be established that the men serving are skilled and experienced in these trades. [italics]
MR NESS EDWARDS: It is open to an employer in any of the trades mentioned to apply through the appropriate Government Department for the release of a particular man in Class B if he can properly be regarded as an individual specialist whose services are essential for urgent work of national importance.
[Italics] (March 21st. 1946) [/Italics]
[Italics] Equipment Officers [/Italics]
MAJOR N. MACPHERSON [Italics/] asked the Under Secretary of State for Air whether he is now in a position to state whether the rate of release of R.A.F. equipment officers will have caught up with the average rate of release by June; and, if not, how many groups behind it will be on 30th June, 1946, and at what rate the release will be proceeding. [/Italics]
MR. STRACHEY: In our advance promulgation for May and June, equipment assistants will be brought up to the general level of release of airmen, but I regret that equipment officers will then be 10 groups behind. The equipment officers have specially heavy responsibilities at present, and we depend largely on their experience for the proper disposal of large quantities of valuable equipment. Moreover, a very high proportion of our equipment officers are in groups 20 – 29. This means that for the period from February to May we shall have offered release to over a third of the officers who were in this branch on February 1st. We are doing all we can to raise their rate of release by training suitable G.D. officers, and I hope that better progress will be made when they reach the groups from 30 onwards.
[Italics] (March 27th. 1946) [/Italics]
[Italics] Other Topics [/italics]
[italics] Release Clothing [/Italics]
MRS. GANLEY [Italics] asked the Secretary of State for War what is the length of time demobilized men will have to wait for mackintosh or overcoat; and whether supplies can be speeded up in order to allow of outer garments being issued at the same time as suits etc. [/Italics]
MR LAWSON: When a man cannot be fitted with his correct size from stock, it is at present from four to eight weeks before he receives it by post. Every effort has been made to increase production: the position is improving, and I hope that the present difficulties will be overcome by the end of April
[Italics] (March 6th. 1946) [/Italics]
MR. CALLAGHAN [Italics] asked the Under Secretary of State for Air why the system of permitting airmen to purchase their [/italics]
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[italics] greatcoats on demobilisation has been discontinued. [/italics]
MR STRACHEY: At no time have airmen on demobilization been allowed to purchase a greatcoat. The issue of civilian clothing includes a raincoat, and, of a suitable raincoat is not available at the time, an airman is allowed to borrow a greatcoat. His account is debited 38s. which is cancelled on return of the greatcoat.
[Italics] (March 19th, 1946) [/Italics]
[Italics] Pensions and Grants [/Italics]
SIR W. DARLING [Italics] asked the Minister of Pensions if he is prepared to consider reviewing the regulations so that in the event if any member of the fighting Forces being invalided, disabled or dying on service, the illness, disability or death shall be deemed to be attributable to Military Service unless the contrary is proved. [/Italics]
MR. WILFRED PALING: The war pensions instruments already provide that, in determining entitlement in such cases, certain presumptions shall be made in a claimant’s favour, and that the benefit of any reasonable doubt shall be given to him. I am, however, unable to recommend any departure from the long established principle that, where disablement or death was unconnected with war service, an award of pension cannot be made.
[Italics] (March 21st, 1946) [/Italics]
[Italics] Overseas Tour (India) [/Italics]
MR. NAYLOR [Italics] asked the Under Secretary of State for Air if he has any further statement to make concerning the complaints still being received from men in the R.A.F. contingents in India, especially referring to the reduction in the maximum period of the tour; the recalling of men who have spent the major period of their service in England after serving only a short time in India, while others who have served several years abroad are being retained; and the anomaly of the repatriation of time-expired men being given the lowest priority. [/Italics]
MR STRACHEY: In my statement on the Air Estimates on 12th March, I said that from 1st April the overseas tour of duty for single men in the Royal Air Force would be reduced from three years and six months to three years, thus bringing their overseas tour into line with that at present laid down for married men. As I also explained then, it will take until 1st October to complete this reduction, which we are carrying out at a time when we already have a heavy programme of release and repatriation. After then we hope to go farther.
Since the beginning of the release programme, I realize that it has sometimes been necessary, in order to avoid delays in the release of men due for demobilization, to send other airmen overseas who have had only a limited further period to serve before themselves becoming due for release. This has been done solely with the aim of ensuring that release should not vary between members of the R.A.F. serving in this country and those overseas. It is for this reason, too, that those who are overseas and are due for release, have priority in transport, together with those who are posted home on compassionate grounds. Fortunately, this priority has not generally affected the repatriation of tour-expired airmen, very few of whom have been delayed in their return for duty to this country.
[Italics] (March 22nd, 1946) [/Italics]
[Italics] Reserve Command [/Italics]
Reserve Command of the Royal Air Force will be re-established in the immediate future. Its primary function will be to maintain and train adequate reserves of flying and ground personnel. To that end it will recruit to the Royal Air Force Volunteer Reserve; foster the creation and development of the Auxiliary Air Force; assume responsibility for the Air Training Corps, and, in co-operation with the University authorities, re-create the University Air Squadrons. Group H.Q. of Reserve Command will be set up; they will coincide geographically with Army Commands.
These Group Headquarters will, in turn, set up Town Centres and will provide training facilities, Public announcements will then be made inviting officers and men released from the Royal Air Force to join the Volunteer
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Reserve or the Auxiliary Units. The Territorial Army and Air Force Association will be the main recruiting agency.
The twenty Auxiliary Squadrons which existed before the war will be re-created on their old territorial basis. Commanding officers are now being appointed. Most of these units will be day and night fighter squadrons and, when fully trained, they will form part of the First Line Air Defences of this country. But several light bomber Auxiliary Squadrons will also be formed, probably in such spheres as Operational Control and Radar work.
Discussions have been opened with the University authorities to determine at which Universities it will be possible to maintain University Air Squadrons.
For the present we propose to maintain the A.T.C. at a strength of 75,000.
From a corps of this size we should be able to accept all cadets of a satisfactory standard into the air forces; but it must be realised that not all can become aircrew . . . .We attach the utmost importance to these non-regular forces and it may well be that in the future, it will be desirable, and possible, to develop then to a much greater degree than before the war, Such development will take time, however, and I must warn the House that we shall not immediately be in a position to give intending recruits to the non-regular forces the same facilities as those that existed before the war. But the main thing is to get a firm basis, and we confidently appeal to all those who have the interests of the R.A.F. at heart to help us, in one way or another, in this rebuilding of our non-regular force.
[Italics] March 27th, 1946) [/italics]
[boxed] W.A.A.F. SPORTS NEWS
List of Summer Representation Games
Wednesday, 17 April, 1946. – WAAF v. ATS. Badminton.
Wednesday, 1 May, 1946. – WAAF v. ATS Squash Rackets (team of five players).
Saturday, 15 June, 1946. – WRNS organising Inter-Service Tennis Tournament.
Monday, 17 June, 1946. – ATS v. WAAF. Golf.
Saturday, 29 June, 1946. – ATS v. WAAF. Inter-Command Sports Meeting. (See below).
Saturday, 29 June, 1946. ATS v. WAAF – Netball Match (First Sevens).
Saturday, 20 July, 1946. – ATS v. WAAF. Cricket (all day).
Saturday, 27 July, 1946. – Inter Service Swimming Gala (See below).
Saturday, 7 September, 1946. – WRNS v. WAAF. Tennis.
Saturday, 28 September, 1946. – ATS v. WRNS. Tennis.
Sports Meeting
The WAAF and ATS Inter-Command Sports Meeting will include the following events. It will be run on an Inter-Command basis with the finalists from the ATS competing in the final heat against finalists from the WAAF in each event:-
100 yards flat, 220 yards flat, high jump, long jump, hurdles, skipping race, obstacle race, potato race, flower-pot race, horse and driver race, relay race.
Swimming Gala
The Inter-Services Swimming Gala will include the following events:-
Relay race – free style; Medley relay race – breast, back, side and crawl; style swimming – breast, crawl, back crawl and English back stroke; stunts; diving – low, middle and high boards, free style; plunge; one length race – crawl, back and breast; obstacle race. [/boxed]
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[Image]
The Golden Eagle
[symbol]
[Italic]The background picture is an actual photograph of a 4,000 lb. incendiary bursting below an attacking aircraft. [/Italic]
[symbol]
By FLIGHT LIEUTENANT KENNETH AMES, D.F.C. and Bar
FROM the heart of Mayfair to the peaceful fields of East Anglia is a fairly long cry; from the heart of Mayfair to the ruined cities of the erstwhile Third Reich is even further. But for the crews of Bomber Command’s Pathfinder Force it was all a question of time.
At the end of Mount Street, just before you turn into Berkley Square, is the inconspicuous entrance to the friendly club rooms of the Pathfinder Association. Here it is that the air crews who earned their golden eagle badges (golden albatross, for those who insist on literal accuracy) lighting the way for Bomber Command’s offensive, now drop in and meet old friends to talk over some of the breath-taking experiences which they had together on their squadrons.
Most emphatic of the numerous objectives of this Association, which is open to all former members of No. 8 Group, is “to foster and encourage the spirit of comradeship which existed in the Pathfinder Force” . . . a spirit which grew from the example set by Air Vice-Marshall D. Bennett when he founded the formidable striking force during the lean months of 1942.
Here one must add that the name of P.F.F. and of its chief will go down in history as for ever inseparable. One of the most versatile figures in aviation, he was called upon to organize the new spearhead for Bomber Command and, at the age of 33 became the youngest Air Vice-Marshal in the Service. Previous to this he had had a long and varied career; flying for the R.A.F., The R.A.A.F. and for Imperial Airways. As an airline pilot, Captain Bennet was the first man to fly a pay-load across the Atlantic; he wrote a standard text-book on air navigation and in 1940 inaugurated the Atlantic Ferry Service to bring aircraft to Britain. Later he rejoined the R.A.F., became commander of a bomber squadron, and was shot down and escaped via Sweden.
Back in England, Air Vice-Marshal Bennett established his Pathfinder H.Q. in the peaceful market town of Huntingdon. There, in August of 1943, he gathered a nucleus of specially trained crews around him and set about the job.
The Fire Raisers
In the spring of that year matters had been going badly for this country and Bomber Command was perhaps the most effective offensive weapon we possessed; but for the bombers there was the difficulty of unfavourable European weather. Thick cloud over the target area often made bomb-aiming difficult and valuable loads fell wide.
The problem was to find an instrument which would tell the navigator where he was on the darkest of nights and direct the weight of bombs on to the objective.
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The first step in the solution of that problem came with the advent of “Gee.” The first Gee-controlled operation was carried out against Essen in March, 1942. A number of trained crews, known then as “fir-raisers” or “illuminators” led the main force against the Krupp works. Guided by the blaze of target-marking incendiaries, a huge force of heavies went in to attack. The results were disappointing. True, there was some improvement, but still only a minute proportion of the total weight was falling within the target area.
So the initial “fire-raisers” became the core around which this new Pathfinder Force was developed. The early history of this force was not, as some have claimed, “immediately and unmistakably successful,“ but as raid followed raid, the skill of the crews increased and more and more bombs found their mark.
Yet, even then, neither Bennett nor the “boffins” who gave us “Gee” were satisfied. Within a matter of weeks, a new type of target indicator has been perfected which cascaded in brilliant colours from a height of 3,000 feet. These markers were visible even through thin cloud and were readily distinguishable amongst the raging fires which consumed one city after another. Then a rapid succession, came of the development of “Oboe” and H2S” which, together with the red, yellow and green T.I.s and the skymarker flares, remained the principal weapons of P.F.F. throughout the war.
“Oboe”-controlled Mosquito aircraft were assigned to the marking of targets in France, Belgium and the Ruhr, whilst Lancasters equipped with “H2S” carried the war from one end of Nazi-controlled Europe to the other, checking every village, town, river and lake on their radar screens as they thundered through the night to pinpoint their objectives.
Virtually, their first outstanding victory came on a return visit to the Number One Hunting Ground – Krupps armament works – in March, 1943. This was the first occasion on which bombing has any appreciable effect on the production of the greatest of Germany’s arsenals.
The “Master Bomber” technique, which was to become an integral part of P.F.F. tactics, was first tried out by Wing Commander Daniels over Frankfurt as early as 1942, but paid its first big dividend in the historic Peenemunde raid of August, 1943.
The Peenemunde Raid
A photographic interpreter studying coverage of the Peenemunde research station first observed a small object resembling an aircraft on a long launching ramp. Word was quickly sent out and a strong force of bombers mustered to attack the station in moonlight. Orbiting the target at low level, Pathfinders’ Masters Bomber assessed the T.I. markers and passed corrections over the R/T. Then the bombs went down to obliterate Germany’s flying bomb research centre and afford a valuable delay in the attacks on London. Now, twelve months after the conclusion of the war, this operation stands out as one of the most epoch-making blows dealt out by Bomber Command in the whole five and a half years of war.
As the winter nights of 1943 lengthened and the weather became worse the Pathfinders continued, with ever-increasing efficiency, to lead huge forces of Halifaxes and Lancasters out over the North Sea and into the heart of Berlin’s defences. Night after night the target was the same; night after night the tactics were the same. The “Wanganui” skymarkers went down over Germany and load after load of destruction followed through a solid banket of cloud.
In March, 1944 – with Invasion in the offing – yet another phase of operations began. The new Mosquito Night Striking Force was left to deal the final blows at Berlin; the heavies were switched to small rail targets in France and Belgium. This necessitated a further modification in technique, for, with a friendly population sleeping only a few hundred yards from their targets, the bomber crews had to make 100 per cent. certain of putting their H.E. loads right on the objective, or else bring them back. The Master Bomber came into full prominence. Operating on
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cloudless nights, hundreds of four-engine bombers flew to attack railway junctions, troop concentrations and gun-sites, directed by the Master aircraft. The targets were small and often cleverly concealed, but the Master Bomber seldom failed to locate them.
Before the Invasion
The crescendo came when more than sixteen hundred bombers battered the coastal defences, rail-communications, ammunition dumps and transport parks in one colossal pre-invasion offensive. That night every bomb-aimer held the same objective in his bomb-sight – the Red Target indicators laid by the marker crews of P.F.F. Cruising home over the Cherbourg Peninsula in the grey light of dawn, every crew saw the huge armada sailing to the Normandy beaches; and they guessed that their work was almost done.
Only a few months after this, a suggestion was put forward to form an association or club to continue in peacetime the spirit and comradeship which has carried the Force forward
[photograph]
[Italics] A Lancaster Master-Bomber on a night raid dropping a photo-flash [/italics]
from one success to another during its great operation career. The vote was unanimous in favour of such a scheme.
New, in a world at peace, operations are but a faint memory for the men who foregather in their Mount Street headquarters.
Numbers of them are by now wearing civilian suits and are back at their city desks; it is an incredible changeover from the life they were living a year ago. Others come in for a drink and a chat wearing the smart blue uniform of airline pilots, for the Force is strongly represented by its crews in civilian aviation.
The majority, however, still in light blue, are scattered throughout the Service, on many and varied duties.
Whatever time of day you choose to step down into the club, there will always be at least a handful of people standing around, talking, signing the visitors book, or sunk deep in the lounge chairs. Although the association has only been established six months the membership already exceeds the twenty-five hundred mark, including a large number of non-flying personnel.
Squadron Leader Edward Brant, the Secretary, has an aptitude for remembering names and understanding other people’s problems, but even he is occasionally a little pushed by the constant stream of callers.
Pathfinders Employment Agency
Principal headache for the Squadron Leader is the career-finding agency which was inaugurated as one of the primary aids for rehabilitation of members. It claims to be one of the most unique employment bureaux in existence.
“If you know what you want – we’ll have a first-class attempt at finding it for you“ seems to be the motto of this agency. Anything from aircraft-designing to veterinary surgery, from cinema art-directing to bridge-building, their files cover almost every conceivable type of occupation for demobilized air crew. Already scores of men have been placed by the Association and the organization is working overtime at the gargantuan task of trying to fit its members into the best niches.
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A W.A.A.F. in Soviet Russia
By SECTION OFFICER J.E. THOMAS
[photograph]
I WONDER how many W.A.A.F. know that they were represented on the British Youth Delegation, recently returned to this country after two months’ stay in the Soviet Union. I was the lucky one who was chosen as the W.A.A.F. representative, so I should like to tell you something about our travels.
There were seventeen of us, led by Mr John Platts-Mills, M.P., and with our Russian hosts we covered about 8,000 miles of the country, mostly by air. Using Moscow as our base, we went as far north as the beautiful city of Leningrad, with the buildings painted yellow, red and green against a background of glistening snow. We went to the Ukraine, over which the Germans advanced so triumphantly in the early part of the war on the eastern front. We saw Stalingrad, or what remains of it, where that advance was turned, and we had the wonderful experience of flying over the Caucasus Mountains and down the coast of the Black Sea, to the little health resort of Sochi. Here, for the first and only time, we could go without our boots and greatcoats, as we wandered among the palm trees and lemon groves, or scrambled down the cliffs to the sea in the early morning to watch the porpoises and gulls.
In Search of Youth
Everywhere we went we were entertained royally, in the true Russian tradition of hospitality, by young people.
In each place we visited we learnt to expect a banquet on our arrival, another one on leaving, and at least one visit to the local ballet or opera during our stay. This was inevitable, and incidentally much appreciated, as was also the time devoted to sight-seeing. But we had gone with a purpose, and it was, in general, to examine the position of youth in the Soviet Union. Therefore, everywhere we went, we were taken as a delegation to kindergartens and children's hospitals, to schools and pioneer houses, where the children spend much of their leisure time. Wherever possible we visited the University or Technical Institute. We talked to young people on the farms and in the factories, and we attended services in the churches. This was of interest to us all, but most of us had our own special interests as well, and we did have some opportunity to follow it up.
I set out with the idea of talking to the girls in uniform wherever I met them, so that I could get some picture of the part that they had played during the war, and of their activities now. But the odd thing was that, for a long time, I could not find a single uniform among the women I met.
During our week’s stay in Leningrad we heard a good deal about the siege, about the constant shelling and the
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fearful hunger and cold. We were told that about 2,500 of the university students had volunteered to join in the fighting, and that the remainder had turned out to build the street blockades, and we understood that every able-bodied man and woman had played their part in the defence of the city. But the Leningraders seem to have put all that behind them. Their repair work has been so rapid that we could find few scars in the main part of the city. This great cultural and scientific centre has resumed its peace-time aspect. I do not think I saw one woman in uniform.
And about ten days later I discovered the reason. I was in Kiev, the capital of the Ukraine, when at last a Red Army girl crossed my path. At least she was wearing uniform, but I soon discovered that she had been demobilized some months before. She had taken down her Lieutenant's epaulettes but otherwise her uniform, including her buttons, was unchanged. I asked her about demobilization, and she told me that as soon as it started, all the women were free to return to their interrupted training, to resume their pre-war occupation or to help with the gigantic task of reconstruction. Already they are back in the Universities or technical schools, where they have resumed their pre-war studies. They are back in the factories and on the farms, which they left when their country was threatened, or they have volunteered to work in the damaged areas on clearance and rebuilding. In fact the majority of the service women are back in civilian life. There were a few who wished to remain in the services, but I met only three. One was a woman doctor, a Lieutenant-Colonel, who was in charge of an Army medical school and clinic, and there were two interpreters of oriental languages, to whom I talked in the theatre one night. To my amazement they both spoke a little English, and one of them said to me: “I expect to be in the service till my death.” But she did not say it gloomily! These last were however the exception rather than the rule. There was no question of not being able to get a job on release. There was plenty of work to be done to get the economy of the country running again, and the ex-service women were doing their share.
No Auxiliary Services
The next thing that I tried to find out from this girl in Kiev was how the women's services were organised. From her and from other people I gathered there was nothing really comparable to our women's auxiliary services. The Russian women volunteered to work in almost every branch of the three fighting forces, and they did so on an equal footing with the men. They came under the same administration they had the same punishments (including if necessary the death sentence). They received the same pay and they trained with them. For instance, this particular girl had been on anti-aircraft guns. She had started off with three months’ preliminary training behind the lines in a detachment with which she later served as a fully-fledged private at the front. Then she was put up for a commission, so she went to Leningrad, and there she studied for a year at the same training centre as the men. This study included general education, as well as military training.
Direct commissions were given to those with previous training such as doctors and nurses. In Sochi, the sanatorium town, I came across a girl who had had three years’ training as a nurse before the war. When the war started she became at once a Lieutenant in the Army. She served at the front, nursing and driving ambulances, and was herself wounded. After demobilization she decided to become a doctor, so she came down to Sochi, though her home was in Moscow nearly 900 miles away, to study at the famous Stalin Institute. It was at a dance at this Institute that I met her. Unfortunately, I got hold of one of her male interpreters to translate for us, and every time the music started he took her off to dance. I did not make that mistake again!
In Sochi we visited a hospital dealing almost entirely with surgical cases arising out of the war, and we also saw the Red Army rest home, which is open to both men and women. It is a great white modern building, with big windows overlooking the Black Sea. It is
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surrounded by attractive gardens, full of the inevitable palm trees, many of which were covered by little wooden shelters in case any snow falls. A steep funicular railway runs right down to the shore, and I must say I almost envied any service people who had to come and rest in that beautiful place, so near to the mountains.
Girls who Fought
As I have told you, our next visit after Sochi was Stalingrad. There the devastation is quite beyond imagination. Even after seeing Berlin, it came as a great shock to drive for miles through a sea of bricks, not one of which is standing upon another. How the defenders survived in their two tiny salients on the bank of the Volga until the encircling army broke the German attack is an epic that is well remembered. But I must tell you the story of Nina, just one of the defenders of that heroic city, whom I met on my last night there. She was training as a medical student when the war broke out, so she joined up as a nurse and was active on many parts of the front. When Stalingrad was threatened she felt that, as she knew her way about so well, she could be of use in the defence. So she volunteered as a sniper and joined the infantry as a junior Sergeant. She was awarded the Order of the Red Star for bravery in the fighting, and soon afterwards she had to be invalided out as she lost her right hand. When I met her she was studying for her entrance exam, to the University, where she hoped to take up law.
Everywhere we went in the later stages of our journey I talked to girls who had been fighting in the front lines, or with the guerilla forces, or who had worked behind the enemy lines as members of the Secret Service. There were women, I was told, who sailed in the ships of the Red Navy, and were not barred from any post except that of captain of the vessel. And there were women pilots who flew alongside the men on operational flights. One of their well-known figures was a woman Lt.-Col. Bershanski, who commanded an air regiment comprising several squadrons.
One evening, towards the end of our stay, with visited a Red Air Force club in Moscow. It was a beautiful building, given over entirely to the use of members of the service, both men and women, and to their families. They have a theatre there where different Moscow companies present plays nearly every night, there is an extensive technology and recreational library, and there are many study circles, run for those who wish to further their education. This club is one of many open to service people in Moscow and elsewhere. We stayed to see part of the play that was being given in the theatre that evening. And once again as I looked round at the audience I noted the lack of women in uniform. But this time I understood, and I could picture some of those who must have thronged this club during the war, each during her appointed job for the reconstruction of her country. One of the most vivid impressions that I have brought home with me is of the spirit and purposefulness of these people. They know to what end they are working and they spare neither themselves not others in the achievement of that end.
[boxed] PRIZE WINNERS
Officers (R.A.F.)
1st Prize: FLIGHT LIEUTENANT KENNETH AMES, D.F.C. and Bar for [Italics] The Golden Eagle (Page 168) [/Italics]
2nd Prize: SQUADRON LEADER R.B. RAYMOND for [Italics] So Long Joe! [/Italics] (page 162)
WAAF (officers and Airwomen)
1st Prize: SECTION OFFICER J.E. THOMAS for [Italics] A W.A.A.F. in Soviet Russia [/Italics] (Page 171)
2nd Prize: No award.
Airmen
1st Prize: LAC R. WILLIAMS for [italics] Want a job? [/Italics] (Page 160)
2nd Prize: FLIGHT SERGEANT L.J. EVANS for [Italics] Our Mess [/Italics] (page 177)
Drawings
1st Prize: LAC H. SEABRIGHT for [Italics] The Evader [/Italics] (Paged 156 and 158)
2nd Prize: LAC L. ABRAHAMS for [Italics] Sergeants’ Mess [/italics] (Page 177) [/boxed]
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Report from Germany
By FLIGHT LIEUTENANT KENNETH LEWIS
SIX months ago I was in Germany. Last month I returned to the same place – to B.A.F.O. H.Q., to the Groups, the Wings and the Squadrons; and to see the final work of the Disarmament Units.
I found that things had changed a great deal since my last visit. Demobilization has meant the return home of many of the old crews; men who came all the way up from Normandy with 2nd T.A.F. had handed in their war service dress. New men and women had taken over, and this new company were doing the old and the new jobs in the towns, villages and airfields of the Reich.
I found it unusual to meet an old associate; and when I did I found that he too was expecting his Release Group to come up any day.
Six months ago W.A.A.F in Germany were as scarce as bananas in England; also like bananas they were arriving in small lots, being carefully guarded and in great demand.
To-day the W.A.A.F. have increased tremendously in numbers, are as popular as ever, and walk out alone, nonchalantly, in German streets. There are W.A.A.F clubs, W.A.A.F. cooks, W.A.A.F. on Signals, W.A.A.F. on M.T., W.A.A.F. in Welfare, in E.V.T., in everything. W.A.A.F. at Groups, at B.A.F.O. – in fact almost everywhere.
Since VE-Day
The men and the equipment which are passing from the German scene can look back upon a tremendous achievement during the months since VE-Day.
The efforts of 2nd T.A.F. which preceded victory were so intense and concentrated that it seemed hardly possible to expect anything like equivalent effort immediately following the end of the war.
There was the natural tendency to relax; all Units found themselves on the move into the new quarters in Germany; and everyone began to think of demob and home and the putting off of uniform. On top of this there was the collection of arms from German civilians to be done and the necessity of keeping a watch for Sabotage. B.A.F.O. was busy.
A great job has been done. Disarmament of the G.A.F. has been almost completed. The R.A.F. has rooted itself in Germany.
And the men and machines, drivers and Jeeps, pilots and aircraft which never stopped hitting the Germens in the sky and on the roads and railways all the way up through Europe and across the Rhine, these men, this equipment and have finished their job.
One group alone has disposed of hundreds of thousands of tons of Luftwaffe equipment since last autumn. Thousands of aircraft have been salvaged from German airfields. Some have been sent to England for use with our airlines and others have been handed over to our Allies. Radar stations have been pulled down; every town, village, factory and garage has been searched for equipment. Underground works and fortifications have been examined and hundreds of secret documents scrutinized. Every experimental and research station in the British zone of Germany has had expert eyes trained on it to pull out secrets and get information.
And then the results have been sent to Farnborough for further investigation, for trial and experiment.
The Big Bang
On top of all of this there have been months of destruction of materials which the Germans meant to send to England. In all over 100,000 tons of Luftwaffe explosives were found in the British zone. The biggest bang of all time – disregarding the Atom Bomb – took place early this year in the heart of the German countryside when 800 tons of bombs were destroyed.
The boys called it “Goering's funeral salvo.”
B.A.F.O. has not only destroyed the material might of the Luftwaffe; it has also dissolved its manpower. Hundreds of thousands of men have been demobilized. I met an ex-Luftwaffe pilot
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driving a Control Commission taxi in Berlin and a waiter in the W.A.A.F. mess at Buckeburg who was the equivalent of an L.A.C. in the Luftwaffe a few weeks ago. Great numbers of these Germans have been put to work on the land; some have gone to the coalmines; some are in factories or busy clearing away the rubble of German towns.
Settling In
While the Luftwaffe has been in process of dissolution, the R.A.F. has been settling into permanent establishments in Germany.
In Berlin and Hamburg, Buckeburg and Celle and on airfields and outpost stations, the R.A.F. has taken root: theatres and cinemas, shops and clubs have been established. In Buckeburg, “Pam's Tea Shop” serves 1,500 cakes a day and it is the exclusive right of the W.A.A.F. who run it to invite whom they will to afternoon refreshments.
[photograph]
[Italics] An S.P. on horseback. An unusual sight, seen in Celle. [/Italics]
In Celle, the only town anywhere where R.A.F. Police ride through the streets on white horses, there are German beer shops turned into typical English “Pubs.” There is a gift shop, a book shop where they sell £2,000 worth of books every month, and a photographic studio which has recently had a rush of people wanting a last snap of the old blue.
At Gatow airfield, just outside Berlin, the R.A.F. has opened up lakeside clubs; there English and American music, played by German orchestras, flows across the moon-lit waters of the Wann Zee. So also at Hamburg where the vast expanse of the Alster water-front echoes with airman’s songs, and where the British Forces Network finds new stars of radio from the ranks of the R.A.F.
Yes, B.A.F.O. has settled into the Reich for a long stay, living in German houses or ex-Luftwaffe barracks, where a measure of comfort has replaced the grim austerity of tent life. Preparations are being made to bring across from U.K. wives and families of officers and airmen.
The once-jackbooted Germans serve the humble airmen who defeated their arrogance. There are German tailors at R.A.F. stations, German hairdressers, German drivers, German waiters – Germans to hew the coal and draw the water.
The Germans have a wholesome respect for the British “Luftwaffe,” as they call us.
Recreation and Work
Week-ends are free from duty for most of the R.A.F. and W.A.A.F. Then there are riding clubs, gliding clubs, yachting clubs, theatres packed to hear concerts of classical music on Sunday afternoons, photographic tours, soccer matches, and the E.V.T. University for those who wish to study. There are also English church bells ringing out across German fields on Sunday mornings.
Some of the R.A.F. Units are away from all these amenities. They are the outposts. The Radar stations near county villages make their own amusement except when the weekly cinema show comes along or the occasional concert party. Life in these places is
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lonely, often uncomfortable and seldom exciting. These men guide our aircraft, which now fly over Germany unmolested, to safe bases. They are doing a job of war severity in peace. A great job.
Some fighters or fighter bombers, bombers or transport aircraft of the R.A.F. are still out somewhere over the Reich when weather permits. Then, these outpost men are busy.
Some of the aircraft carry passengers, some freight, some take mail and some pursue the gigantic task of making a photographic survey of every square inch of German territory. The Radar Units help them on their way.
So Germany has been disarmed in the air; but perhaps the job which lies ahead is the most important of all.
To-day and to-morrow for many to-morrows yet the R.A.F. must keep watch over Germany.
Demobilization will deplete the Armies on the ground. Air vigilance alone will be able effectively to arrest any attempt at insurrection, any outbreak of sabotage, any effort at uprising. The future work of B.A.F.O. is to police the Reich in the sky.
The efficiency of the old crews, on the ground and in the air, and the power of the old planning, brought the enemy low and took away his sword.
The newcomers will win their spurs by ensuring that Germany does not temper a new sword and draw it forth. It is a mighty commitment and the R.A.F. in Germany realize what is involved.
[boxed] [NAAFI Crest] NAFFI NEWS; [italics] COMING SHORTLY: [/italics]
[Italics] A booklet that answers your queries about NAAFI [/Italics]
“An Enquiring Airman Wants to Know”
[Italics] Who runs NAAFI?” . . . “What happens to the profits?” . . . “How are NAAFI prices fixed?” . . . “Why not cut out rebate and reduce the prices?” . . . All these and many more questions frequently asked by R.A.F. personnel are answered in this booklet, which will be distributed free. [/Italics]
WITH the vast expansion of the Royal Air Force during the war, and the changes in personnel since the cessation of hostilities, many thousands of men are now serving who appear to know little of the constitution and the practice of NAAFI. Under the pressure of active service, the wartime airman had scant opportunity to acquaint himself with the principles on which the canteens on air stations at home and overseas were operated. Not unnaturally, he was disposed to ask many pertinent questions and to feel suspicious if a satisfactory answer was not forthcoming.
This pamphlet is being produced in an endeavour to supply him with the information which he has a right to know. The questions are based on actual enquiries which have reached NAAFI Headquarters, passed on from airmen, from canteen committees or from officials of NAAFI who have received them in the course of their duties.
[cartoon]
An enquiring Airman wants to know . .
[Italics] Owing to paper restrictions only a limited number of pamphlets will be available for each R.A.F. Station and all airmen and airwomen are urged to look out for a copy and study its contents. NAAFI is your business, and you should know how it works. [/italics] [boxed]
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[Image]
Our Mess
[Italics] By FLIGHT SERGEANT L.J. Evans. [/Italics]
THERE are messes and messes. Some are good, some are bad, some are indifferent. Description of them all would run the gamut of adjectives. These are messes which are quiet, cosy and intimate; some are large and noisy; some are gaunt, cheerless and draughty; others garish with a spurious modernity.
There are messes which the most expressive derogatory epithets would fail adequately to portray, and a few which are near-perfect.
Ours is a friendly mess. Small, but not too small. Comfortable, but not enervatingly [sic] so. There are twenty or so sergeants, flight sergeants, and warrant officers, among them a sprinkling of airwomen. It is the best mess I have been in, after the wanderings of five and a half years. And now, on the eve of my re-entry to civil life to resume a half-forgotten profession, its characteristics have set me pondering on the qualities that make it so.
Let us first take the amenities. We have two fairly large dining tables, set squarely in the centre of the room, which is just the convenient size for two dozen people. There are dining chairs to suit; and half a dozen armchairs and a settee. There are cards, papers and periodicals, a radiogram and records, a piano and a dartboard. Along one end is a sideboard to hold crockery and food.
The flames of a cheery blaze lick the brick walls of the fireplace and the wistful strains of [Italics] Finlandia [/Italics] float across the room from the radio. Over the fireplace is a notice board, and alongside it a smaller blackboard on which is chalked the menu for every meal. So when you enter the room you can tell immediately what there is to eat, and without ado, tell the waitress what you want and how much.
Such are the external manifestations of comfort. But then these things do not necessarily make a good mess, any more than fine clothes make the man, though they contribute substantially. What makes it a good mess more than anything is the friendly spirit you find in it. Arriving, a newcomer, you are soon made to feel “at home” and within a week or even less you are one of the family. I have been in messes where you are almost as much a stranger after three months as when you arrived. I have been in others where members congregate in cliques and admission is as difficult as if it were a secret society. You are regarded, if not with suspicion then with a faint distaste. Not so our mess. Perhaps the first morning, knowing no one, you will take your cup and saucer, pour out coffee or tea, tell the waitress you'd like some porridge, take a seat and begin your meal – all without a word. All the while others chat sociably, discuss the
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morning’s news or last night’s frivolities. The next day perhaps you will say “Good morning” to your neighbour. A day or two later you know the Christian names of some of the members. Within a week you are saying brightly “Good morning, Bill” or “Good morning, Sally” and your initial shyness, if you had any, has dissolved in the general atmosphere of cordiality and good will. For the speed of your entry into the circle will, of course, depend upon your temperament. There is the person who will feel at home in next to no time and adapt himself immediately to any environment; there are others who take a little time to break the ice. But in our mess the most reserved and detached individual will soon be a “live” member of the mess; sometimes, indeed, almost against his will.
In such a mess personalities become clearer and more distinct; and after a while you begin to realize that you live among a fascinating microcosm of society. Each person becomes more of an individual and less a member of the Service. Superficial veneers, some posed, some acquired, some purposely created, are drawn aside, revealing character and personality. Human relationships take on added interest and there is a gentle excitement in the revelation of minds and the interchange of anecdotes and views.
Here is Robin the worker, the man who is invariably the last in for dinner and tea because he has been working at his desk; Robin for ever cheery and charitable, who will always do you a good turn for purely altruistic motives, who will chuckle at his own and others’ jokes, and whose favourite phrase is “You’ve had your time, chum . . .” Everyone is Robin’s chum and he is everybody’s chum – a man who will pay for the first round in a crowd and disappear quietly back to his desk. Such men, you feel, make the world a pleasanter place to live in.
Then there is Wally, the expert at the [italics] double entendre, [/italics] fresh-faced and bright-eyed, of whom elderly and correct churchgoing ladies might say “What a nice boy” and those who know him will chuckle inwardly.
You have “Liz” and “Sally” who will take any amount of leg pulling – and give it – and the next moment will enjoin silence in the room while a Beethoven symphony is played on the air. Liz is our schoolmistress, looks after the library and will organize gramophone recitals for the music lovers.
There is “Sandy,” immaculate and smiling, presiding without fuss over our meetings, and like “Taff” his fellow countryman, an inveterate follower of rugby. And after tea you will see him immersed in a crossword puzzle, probably with “Taff” before the latter, target of many quips, bustles off to the White City, or for a solitary walk.
There is, too, the inevitable “Doc” to fix our appointments at sick quarters or the dental centre: Doc, who is Wally’s rival at the [italics] risqué [/italics] remark, and captain of darts. The football stalwarts are here as well – Harold, tall and muscular, unintentional breaker of feminine hearts and keeper of sports gear – and Les, non-smoking but not teetotal boss of the much maligned G.D.’s, who will never fail to stand by for a duty for you.
Peter will cheer us with satisfactory reports of the mess accounts, and play bridge, cricket and squash with equal facility.
“Gibby” will take apart a wireless set and put it together again as easily as turning a switch.
Our Mess has them all – the graduate, the student, the wit, the philanderer, the semi-mysoginist, the reserved and the outspoken, the bridge fiends and the outdoor enthusiasts. Few want to leave the mess to go to another Station. If they do they often wish they could return, and indeed some do come back, for a party or a visit.
And so, I suppose, although the comforts and amenities are there, subdued and unobtrusive, it is the people in it more than material things, that make our mess a good mess. Now civilian life, with its unpredictable vicissitudes, beckons. Soon I shall be leaving this company of interesting people. I shall remember them and “Our Mess” with pleasure and affection.
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[Italics] BRITISH AIRCRAFT :7 [/italics]
The Halifax
[Italics] The seventh of a series of articles on British aircraft written specially for the “Royal Air Force Journal” by the Society of British Aircraft Constructor, Ltd. [/italics]
[photograph]
THE name of Handley Page, Ltd., has been synonymous with the big bomber for more than 30 years. The association dates back to 1914 when the founder of the company (now Sir Frederick Handley Page) began to display an interest in the large aircraft which, with the outbreak of war, grew into a conviction that the big bomber was the true medium for bringing Air Power to bear on the enemy.
Few people at the time shared his conviction, and none his enthusiasm, but he was able to catch the ear of Mr. Winston Churchill, then First Lord of the Admiralty, and to secure from him a contract for a twin-engined bomber larger than any previously contemplated by either the military or the naval authorities of this or any other country. Throughout 1915, day and night, work on the new bomber – named the 0/100 – went forward without pause, and in December of that year the first off the line made its maiden flight.
The 0/100 was followed by an improved version; the 0/400, but even this did not give full expression to Handley Page’s conception of the big bomber. Towards the close of the war he produced the four-engined V/1500 which was expressly designed for bombing of Berlin and other cities deep in the heart of Germany. The V/1500 had a wingspan of 126 ft., a length of 62 ft., and stood 23 ft. high. In flight it was aa majestic as it was impressive and little skill in aircraft recognition was needed to identify it. It made a class of its own. Berlin escaped its blows; the Armistice was signed before the long hours of darkness, which were essential for such an operation, came round again.
Twenty-one years later other Handley Page bombers, with increased vigour and power, began again the work of destruction from which the 0/400s had been withdrawn in 1918. The first of the second generation of H.P. bombers to see active service was the [italics] Hampden; [/italics] the second, the [italics] Halifax [/italics].
When the [italics] Halifax [/italics] first went into service, it could carry a heavier bomb load on the longer ranges than any other bomber then in service. Its basic design had been started in January, 1937, when a layout was begun for a new medium bomber to replace the [italics] Hampden [/italics]. This aircraft was to have been powered with two of the new Rolls-Royce [italics] Vulture [/italics] motors, then in course of development.
In August, 1937, the Air Ministry decided that a likely shortage of [italics] Vultures [/italics] might delay the new bomber and it was accordingly modified to take four [italics] Merlin [/italics] motors. The new bomber was given a bigger span and a longer fuselage, but was otherwise unchanged.
Design work occupied the best part of a year, and the first prototype, L.7244, flew on October 2, 1939, only 22 months after the first of the revised drawings were made. It had four 1,145 h.p. Rolls-Royce [italics] Merlin X [/italics] motors, a loaded weight to 55,000 lbs., and a top speed of about 280 m.p.h
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From the first, the aircraft was right, and no major modification were needed. Production had begun before the two prototypes were finished, and the first production machine flew on October 11, 1940. Deliveries to Bomber Command started on November 15, 1940, and the first [italics] Halifax [/italics] operational flight was made on March 11, 1941, against Le Harve and Kiel.
Between that date and the end of the war, there was built up around the [italics] Halifax [/italics] a series of operational and engineering triumphs which rank high in the history of the Royal Air Force and the British aircraft industry. In all, no fewer than 26 different “Marks” were built and put into service. Some of the changes which distinguished one version from another were slight, but in accordance with Service custom they merited and received a bestowal of a special Mark number. There were 13 distinct types of [italics] Halifax [/italics] bomber, four distinct types of [italics] Halifax [/italics] Transports, three distinct types of [italics] Halifax [/italics] Glider Tugs and Paratroopers, and six different types for Coastal Command and the Meteorological Service.
The 20 principal [italics] Halifaxes [/italics] were the Mk.B.I (Series I,II and III), Mk.B.II (Series I, I Special and IA), Mk.B.III, Mk. B.IV, Mk. B.V (Series I, I Special and IA), Mk B.VI, Mk.B.VII bombers; Mk.C.III. C.VI, C.VII and C.VIII transports; and the Mk. A.III, Mk. A.VII. Mk. A.IX glider tugs and paratroopers. Mark B.I and B.II had Rolls-Royce [italics] Merlin [/italics] engines, the rest had Bristol [italics] Hercules [/italics].
On December 31st, 1945, no fewer than 6,059 [italics] Halifaxes [/italics] of all categories had been built. This feat of production was shared by five different producing centres; (1) Handley Page Ltd., of Cricklewood; (2) English Electric Co., of Preston; (3) London Aircraft Production Group, (which was formed jointly by the London Transport Passenger Board, Chrysler Motors, Ltd., Duple Bodies & Motors, Ltd., Express Motors & Body Works, Ltd., and Park Royal Coachworks, Ltd.); (4) Rootes Securities, Ltd., Speke; and (5) Fairey Aviation Co., Ltd., Stockport. The [italics] Halifaxes [/italics] built up to June, 1944, represented 40 per cent. of all heavy bomber of production in this country.
At peak production, the Halifax Group turned out one complete aircraft every working hour. This involved the making, fitting and inspection of 254,000 parts an hour, (excluding rivets); the inspection and fitting of 2,000 embodiment loan parts and hour, the cutting, forming and fitting of two to three acres of light alloy sheet per hour; the production of three miles of rolled or drawn sections of sheet metal per hour; the cutting, drilling and fitting of five miles of light alloy special extruded sections, the closing of from 600,000 to 700,000 rivets per hour, the fitting of three to four miles of electric cable per hour; and the fitting of one mile of pipes per hour.
The main different forms which the [italics] Halifax [/italics] took is a guide to its versatility. It bore a heavy part of the mighty offensive waged by Bomber Command against industrial Germany; it lent its powerful aid to the Allied cause in the Mediterranean theatre, and was the first British four-engined bomber to operate regularly from bases outside the United Kingdom. It towed the heaviest gliders in the Allied airborne operations, and took over supply running to the resistance movements in Greece, Albania, Yugoslavia and Romania.
As a bomber, the [italics] Halifax [/italics] could survive heavy punishment from flak and fighter shells; control surfaces and engines, wing and tail units would often reveal astonishing damage when examined after a raid. It could be pulled out of steep dives, and subjected to the most violent evasive manoeuvres. It was not an easy prey for night fighters, and in one month [italics] Halifax [/italics] squadrons shot down 45 enemy fighters and damaged many more.
One of the earliest operations in which [italics] Halifaxes [/italics] took part was an attack on the German warship [Italics] Scharnhorst, [/italics] at La Pallice, on July 24, 1941. One of the last was the paralysing offensive against enemy shipping in the Kattegat and Skaggerak which immediately preceded the end of the war in Europe. One Halifax III (“Friday the Thirteenth”) made 128 operational missions in the course of which members of its crew won a V.C., a D.S.O., a D.F.C., and a D.F.M.
180
8014 N545 36,500 4/46 S.C.P. 1/344
[Page Break]
[boxed] TRADE LIST FOR REMUSTERING
BELOW is a list of trades open for remustering, direct, or with training where necessary. The list is up-to-date on going to press (April 1st, 1946), but trade requirements are constantly fluctuating. Record Office memoranda will give the latest position, and will also give details as to eligibility, etc.
PART 1. – AIRMEN
Aircraft Finisher – Group II
Armourer – Group II
Blacksmith and Welder – Group I
Carpenter II – Group II
Chiropodist – Group M
Clerk E.A. – Group IV
Clerk P.A. – Group IV
Clerk G.D. – Group IV
Clerk G.D. Postal – Group IV
Clerk Provisioning – Group IV
Clerk S.D. – Group IV
Cook (a) - Group III
Coppersmith and S.M.W. – Group I
Dental Clerk Orderly – Group M
Dental Mechanic – Group M
Dispenser – Group M
Driver M.T. – Group V
Electrician II (a) – Group II
Equipment Assistant – Group IV
Fire Fighter – Group V
Fabric Worker (a) – Group III
Fitter Marine – Group I
Flight Mechanic A – Group II
Flight Mechanic E – Group II
Flying Control Assistant – Group V
Grinder – Group II
Gunner (a) – Group V
Instrument Repairer II – Group II
Interpreter – Group IV
Laboratory Assistant – Group M
Masseur – Group M
Miller – Group II
Motor Boat Crew – Group III
Musician (a) – Group V
Nursing Orderly (a) – Group M
Optician Orderly – Group M
Photographer (a) – Group II
P.T.I. (a) – Group V
Radiographer – Group M
Radar W/Mechanic – Group I
Radar Operator (b) – Group II
R/T Operator – Group IV
R.A.F. Police (a) – Group V
Safety Equipment Assistant (a) – Group III
Sanitary Assistant – Group M
Telephonist – Group III
Teleprinter Operator – Group IV
Turner – Group II
Vulcaniser (a) – Group V
Wireless Operator – Group II
NOTES: - (a) Open to airmen volunteering for regular engagements.
(b) On completion of training Radar Operators are placed in Group IV, and after 6 months’ satisfactory service are place in Group II.
PART 11. – AIRWOMEN
Administrative – Group IV
Chiropodist – Group M
Clerk G.D. – Group IV
Clerk G.D. (Postal) – Group IV
Clerk E.A. – Group IV
Clerk P.A. – Group IV
Clerk P.S. – Group IV
Clerk Provisioning – Group IV
Cook – Group III
Dispenser – Group M
Equipment Assistant – Group IV
Hairdresser – Group III
Laboratory Assistant – Group M
Masseuse – Group M
Mess Steward – Group V
Nursing Orderly – Group M
Orderly – Group V
Radiographer – Group M
Telephonist – Group III
Teleprinter Operator – Group IV
W.A.A.F. Police – Group V
Waitress – Group V
W.P.T.I. – Group V [/boxed]
[Page Break]
[Image]
Cover printed by Fosh & Cross Ltd., London.
Dublin Core
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Title
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Royal Air Force Journal
Description
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Volume 4, number 5, May 1946, the final edition. The Journal contains information from the Air Ministry, stories from around the world and humour.
Creator
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Great Britain. Air Ministry
Format
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Printed magazine
Language
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eng
Type
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Text
Artwork
Photograph
Identifier
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MBarrettR1863228-170515-09
Coverage
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Royal Air Force
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Claire Monk
Bennett, Donald Clifford Tyndall (1910-1986)
Bombing of Peenemünde (17/18 August 1943)
demobilisation
evading
Gee
ground personnel
H2S
Halifax
Master Bomber
mess
Oboe
Pathfinders
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1400/27091/BWagnerHWWagnerHWv10001.1.jpg
85822213415fbbf7896f5339f05b9994
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Title
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Jones, Hugh Brenton
H B Jones
Publisher
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IBCC Digital Archive
Date
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2016-01-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Jones, HB
Description
An account of the resource
17 items. The collection concerns Flight Sergeant Hugh Brenton Jones (1925 - 1944, 1866363 Royal Air Force) and contains documents and photographs. He flew operations as an air gunner with 51 Squadron and was killed 18 December 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Rea Camus and catalogued by Barry Hunter. <br /><br />Additional information on Hugh Brenton Jones is available via the <a href="https://losses.internationalbcc.co.uk/loss/214965/">IBCC Losses Database.</a>
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Title
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Pilot to Navigator - Where are we?
The Personal Account of a Wartime Navigator
Description
An account of the resource
Henry, volunteered for the RAF and learned to fly Tiger Moths at Brough. He then was transferred to South Africa on a troopship. His flying training came to an end after a poor solo flight. He was retrained as a navigator. On completion of his training he returned to the UK. After an inactive posting to Whitley Bay he was sent to West Freugh for further training. Next was an operational training unit at Abingdon, where he crewed up.
Training continued on Whitleys before a transfer to Acaster Malbis for yet more training, followed by the heavy conversion unit at Marston Moor, on Halifaxes.
His first operational posting was 51 Squadron at Snaith. He covers each operation in detail. Interspersed with the details are explanations of electronic systems and tactics used.
During one operation he was shot down and parachuted behind the German lines. Eventually he was taken prisoner, interrogated then transferred to Stalag Luft 7. As the Russians got nearer they were forced to walk west. Later they were transferred by train to Stalag IIIA.
The account then jumps to reunions in the 1980s, then returns to the last few days at the camp as the war ends.
He reached home on 15th May.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Creator
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Henry Wagner
Format
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73 page book
Language
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eng
Type
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Text
Text. Memoir
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
Wehrmacht. Luftwaffe
Royal Navy
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Henley-on-Thames
England--Reading
England--London
England--Brighton
England--Hull
England--Manchester
England--Blackpool
England--Liverpool
South Africa--Durban
South Africa--East London
Yemen (Republic)--Aden
Egypt--Suez Canal
Egypt--Port Said
Libya--Tobruk
Italy--Sicily
Algeria--Algiers
England--Harrogate
England--Whitley Bay
England--Newquay
England--Falmouth
England--York
Northern Ireland--Belfast
Great Britain Miscellaneous Island Dependencies--Isle of Man
Germany--Jülich
Germany--Essen
England--Beachy Head
Germany--Neuss
Germany--Duisburg
Germany--Hamburg
England--Derby
Germany--Soest
England--Nottingham
Germany--Hildesheim
Belgium--Brussels
Germany--Frankfurt am Main
Germany--Münster in Westfalen
Alps
Germany--Düsseldorf
Germany--Hagen (Arnsberg)
Germany--Düren (Cologne)
Germany--Osnabrück
Germany--Giessen (Hesse)
Libya--Banghāzī
Yemen (Republic)
Italy
Algeria
Libya
Egypt
North Africa
Germany
Belgium
South Africa
Great Britain
Germany--Ruhr (Region)
England--Berkshire
England--Cornwall (County)
England--Derbyshire
England--Northumberland
England--Oxfordshire
England--Sussex
England--Lancashire
England--Nottinghamshire
England--Yorkshire
Germany--Schönebeck (Schönebeck)
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
BWagnerHWWagnerHWv1
100 Group
4 Group
425 Squadron
51 Squadron
77 Squadron
Advanced Flying Unit
aerial photograph
air gunner
Air Observers School
aircrew
Anson
anti-aircraft fire
B-17
bale out
bomb aimer
C-47
Caterpillar Club
crewing up
Distinguished Flying Cross
Distinguished Service Order
entertainment
evading
flight engineer
Flying Training School
Gee
ground personnel
H2S
Halifax
Halifax Mk 3
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Lancaster Finishing School
Me 109
Me 110
military service conditions
missing in action
Mosquito
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
prisoner of war
RAF Abingdon
RAF Acaster Malbis
RAF Bottesford
RAF Cosford
RAF Full Sutton
RAF Manston
RAF Marston Moor
RAF Melbourne
RAF Snaith
RAF St Eval
RAF Stanton Harcourt
RAF Tholthorpe
RAF West Freugh
RAF Wing
Red Cross
Resistance
shot down
sport
Stalag 3A
Stalag Luft 7
Stirling
Sunderland
target indicator
the long march
Tiger Moth
training
V-1
V-weapon
Wellington
Whitley
Window
wireless operator / air gunner
Women’s Auxiliary Air Force
-
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Title
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Evans, Derek Carrington
D C Evans
Publisher
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IBCC Digital Archive
Identifier
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Evans, DC
Description
An account of the resource
Eight items. An oral history interview with Warrant Officer Derek Carrington Evans (1924 - 2017, 2207080 Royal Air Force) and his log book. He flew operations as a wireless operator / air gunner with 625 Squadron. Also contains photographs of model Lancaster and people.
The collection has been donated to the IBCC Digital Archive by Derek Carrington Evans and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Title
A name given to the resource
Pilot - face to face
Description
An account of the resource
Introduces Michael G Hanson an RAF reservist and tells of time sailing before stating training. Covers elementary and advanced training before joining 233 Squadron at RAF Leuchars on Hudson. Relates life on the station, in local area and on maritime operations. Continues with accounts of convoy escort from Northern Ireland and life at RAF Aldergrove including meeting member of women's auxiliary air force. Relates attacks on Scharnhorst and Gneisenau and other Atlantic operations from RAF St Eval. After completing his tour he became a navigator instructor. He was posted to bomber command in June 1944 and trained on Wellington and Halifax and then on to Lancaster at RAF Hemswell. Describes first operation over France while still training. Eventually goes to 625 Squadron at RAF Kelstern. Gives detailed account of operations including Essen, Cologne, Düsseldorf, Bochum (attached by fighter), Gelsenkirchen, Wanne-Eickel, Dortmund, Harburg, Duren, Bonn, St Vith, Rheydt, Sholven/Buer (oil refinery). Interspersed with accounts of life on camp. Continues with description of other operations, pathfinding, H2S, use of Mosquito. Gives account of operation to Dresden and other operations towards end of the war. Concludes with mention of Operation Manna and award of Distinguished Flying Cross and life after the end of the war. All the way through he writes of activities, events, friends, colleagues and girl friends.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Creator
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Peter Russell
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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496 page printed book with cover
Language
A language of the resource
eng
Type
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Text
Text. Memoir
Identifier
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MEvansDC2207080-160825-02
Coverage
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Royal Air Force
Royal Air Force. Coastal Command
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Warwickshire
England--Lincolnshire
Scotland--Fife
Scotland--St. Andrews
Northern Ireland
Northern Ireland--Antrim (County)
France
France--Brest
Atlantic Ocean--Bay of Biscay
England--Sussex
England--Eastbourne (East Sussex)
England--Shropshire
England--Bridgnorth
Northern Ireland--Down (County)
England--Wiltshire
England--Nottinghamshire
France--Angers
Germany
Germany--Essen
Germany--Cologne
Germany--Düsseldorf
Germany--Bochum
Germany--Gelsenkirchen
Germany--Wanne-Eickel
Germany--Dortmund
Germany--Harburg (Landkreis)
Germany--Düren (Cologne)
Germany--Bonn
Belgium
Belgium--Saint-Vith
Germany--Rheydt
Germany--Leipzig
Germany--Ludwigshafen am Rhein
Germany--Bottrop
Germany--Goch
Germany--Kleve (North Rhine-Westphalia)
Poland
Germany--Dresden
Germany--Mannheim
Germany--Hanau
Germany--Witten
Germany--Helgoland
Germany--Berchtesgaden
England--Cornwall (County)
England--Yorkshire
Poland--Police (Województwo Zachodniopomorskie)
Great Britain
Great Britain
Germany--Ruhr (Region)
England--Swindon (Wiltshire)
Temporal Coverage
Temporal characteristics of the resource.
1939
1944-06-06
1944-10-23
1944-10-28
1944-11-02
1944-11-04
1944-11-06
1944-11-09
1944-11-16
1944-11-11
1944-11-12
1944-11-18
1944-11-19
1944-11-21
1944-11-22
1944-12-25
1944-12-26
1944-12-27
1945-01-16
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-07
1945-02-08
1945-02-13
1945-03-01
1945-03-12
1945-03-18
1945-04-18
1945-05-25
Conforms To
An established standard to which the described resource conforms.
Pending review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
625 Squadron
aircrew
bombing of Dresden (13 - 15 February 1945)
crewing up
Distinguished Flying Cross
Gneisenau
ground personnel
H2S
Halifax
Hudson
Lancaster
love and romance
Mosquito
navigator
Oboe
Operation Manna (29 Apr – 8 May 1945)
Oxford
Pathfinders
pilot
RAF Ansty
RAF Blyton
RAF Cranwell
RAF Finningley
RAF Hemswell
RAF Kelstern
RAF Leuchars
RAF Sandtoft
RAF Scampton
RAF Silloth
RAF St Eval
RAF Watchfield
RAF Worksop
Scharnhorst
Tiger Moth
training
Wellington
Women’s Auxiliary Air Force
-
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96fce692965c789b70c41b567e4bed62
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1088/19915/MRamseyNGC19191216-170217-010002.2.jpg
f9d0ecabf754e2a6eb6fb5d9143a9329
Dublin Core
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Title
A name given to the resource
Ramsey, Neil
Neil Gordon Creswell Ramsey
N G C Ramsey
Description
An account of the resource
Five items. An oral history interview with Flight Lieutenant Neil Ramsey DFC (b. 1919, Royal Air Force), two cartoons and two memoirs. He flew operations with 105 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Neil and Susan Ramsey 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
2016-07-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Ramsey, NGC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] PLEASE RETURN TO:- [/inserted]
N.G.C. RAMSEY, D.F.C., [underlined] People I remember at Defford. [/underlined]
[inserted] ENC. 4. [/inserted]
Firstly the party at the Rose and Crown, Severn Stoke, March 8th I944: I too have a copy of the cartoon by Budd – He was a N.C.O. aircrew member who did numerous cartoons of members of “A” Flight, including Peter and myself. I was depicted a a [sic] “shooting man” in plus-fours with F/Lt sripes [sic] on the shoulder. He always signed himself Budd and I can’t remebre [sic] his name unless it was Burton (see under) Fortunately I got those attending to sign the back of the photoed [sic] cartoon and can give the names as follows: S/Ldr. Ronnie Smith D.F.C., L. Hopkins, W. Scullard, J.R. Crawford, Duncan Chisholm, - M. Darcy, Ron Leavers, J. Millar, Fred Carmichael, - Burton and N.G.C. Ramsey.
Talking of shooting and Tony (not Jimmy) Meade, he and I were shotting companions and on one occasion went shooting rabbits on Bredon with the F/Sgt i/c “A” Flight groundcrew – his name escapes me although I can still picture him, he lived out on a farm on Bredon, hence the shooting there.
Boffins: Boffin Bruce who never wore socks, a real eccentric. Mr Fry who had been in some sort of explosion and was disfigured. There was also a young Scot. I think working on Monica who could not ride a bike. Our geat [sic] delight was to put him on one and give him a push, he immediately fell off.
Ronnie Smith did take a Lanc under the railway bridge over the Severn, I remember the mid-upper was Dunc. Chisholm who arrived back somewhat shocked. It was after a lunchtime session at the pub on the main road we used to cross on our way from Upton on Severn to Dafford. [sic] Dunc. Chisholm once took over the drums at a dance in Tewkesbury – he was superb – and told us he had once played with Fats Waller. He was as you say Canadian. By the way the session at the pub was brought about by a complete clampdown (fog) and a Met. report giving no hope of a clearance. We arrived back at camp to find a complete clearance and a Lanc. to fly. Give Ronnie his due he took it himself rather than drop someone else in.
There was an Oboe re-union at the R.A.F. Club in I983 it was attended by Dr. F. E. Jones and John Hooper who organised it. There is to be another one on 22nd March, I993 again organised by John E.N. Hooper, 8, Meadow Close, Hinchley Wood, Esher, KT10 0AY. I see Dr Jones is not listed as attending so I presume he has died meantime. Others attending from HQ/AM/TRE are listed as E.L.T. Barton, AVM Sid Bufton, Sir Clifford Cornford, Sir Edward Fennesay, O.G. Williams and of course John Hooper. These name [sic] may be of interest to some of you.
I will now list others I remeber [sic] or have knowledge of:
[underlined] Gp. Capt. J.A. Macdonald. [/underlined] I last met him when I was Senior Ops. Controller at (1950) Transport Command H.Q. I had to see in Royal Flights and he was then Commandant of London Airport. An amusing episode occurred at “A” Flight offices when, one day, Wg. Cdr. Johnny Claydon was working under my car fitting big-end bearings. Groupie arrived and shouted come out from under that car, imagine his surprise to find not an erk (a heinous offence) but the Cg. Cdr. Flying. All he said was “Oh it’s you Johnny”.
Lt. Cdr. Millward last heard of a senior executive of BEA in the early fifties.
Wg. Cdr. Jackson, a boffin in uniform, maybe a liason [sic] officer. He had an office close to “A” flight and was reputed to be the owner of The News of the World and a friend of Churchill.
Wg. Cdr Johnny Claydon, was the son of a garage proprietor at Deal, hence the episode above, given his expertise.
Flt. Lt. Brian Smithers usec [sic] to play Chopin’s No. 1 Piano concerto at the same time as the recording by Rubinstein. I last met him in a night club in Athens. The band were on strike and Brian, then a Captain with BOAC (I945) was still playing the same piece. I recognised it from the bar, went over to the pianist and it was Brian.
Moore: There were two Moores, the first must have left soon after I got to Defford since my wife and I took over his quarters in Upton. Was it “Dinty”?
[page break]
Lawrence Moore.
He was a very keen bridge player.
S/Ldr. Vernon Motion, a real smoothie in the Offensive Section. Reputed to be a stockbroker, lived out in Tewkesbury.
F/O Jimmy Duff – Second i/c Armoury drove a smart SS 100
F/Lt Jack Etchells – believed related to one of the chiefs at Dunlop – drove a I939 drophead coupe M.G. Jack was by way of being a friend of mine and I would like to hear what became of him. We made up a foursome of car owners, Johnny Claydon, 2 1/2 litre SS, Ronnie Smith, Drophead Coupe Humber, Jack M.G. and myself Daimler Light I5.
One of the Navs. was named Tait, with connections to my home town, Boston. I think he has a DGM (escaper?) or maybe Army co-op, on second thoughts.
The Signals officer whose name eludes me drove a Singer Le Mans Coupe.
Sdn. Ldr. Randall was, I think more specialised.
I recently met:
Ted (Tony) Barton who was definitely there when we were, he was I gather, a M.T. fitter. He now owns a fleet of coaches in Sleaford, Lincs. I did not know him at Defford; but we compared notes at a recent birthday party.
Vic. Haley M.N. (escaper) and Taffy Bidder [brackets] Were both killed in a Mosquito, nightflying [sic] at the PFF Conversion Flight at Warboys. They were going on to OBOE on either 105 or 108. I went through Warboys just afterwrds [sic] on my way to 105 Sqn. [/brackets]
Canadians –
F/O Ed. Higgins, married a WAAF officer in Tewkesbury Abbey and last heard of they were living in Toronto. Ed used to go home with me to Boston and on visiting new friends he recognised a picture of Boston “Stump”. The other couple had emigrated and they wrote back to their parents. Ed, in fact, knew the girl’s father whom he had met with me at the local farmer’s club.
Bourassa (not, I Think, Bourgasser) was a French Canadian.
Flying Officer Johnny Turnbull married Flight Off. Joan Turnbull.
Another WAAF Officer (from Tunbridge Wells area) was Pam Turnbull, she was the Cypher Officer and I remember that she, Johnny Clayden and I visited the cinema on the eve of “D” Day. They knew it was on, I discovered afterwards.
I do remember the other names in the letters received from Peter; but unfortunately my log book is missing so I have to rely on my failing memory.
I must add a word about Griff. He was reuted [sic] to have been a Trawler Skipper before the war and his SSC. In any event he was a very keen and remarkable sailor. After the war all Commands had a prize yacht, liberated from the German Baltic fleet. I did my first trip with Griff when I was a T.C. H.Q. and he taught me to sail. In I952 I navigated “Sea Lion” in the Cowes-Dinard R.A.R.C. race and we won “A” Div. of Class 1 (The big boys). The following year I was posted to Abingdon a few days before the race. I reported to H.Q. to see the Group Captain (Griff, of course). The Adjt. said the Gp. Capt. never sees new arrivals; but I persuaded him to tell Griff. He rushed out of the office and said “what the hell are you doing here, Neil, you should be preparing for the I953 race” I said I thought it not a good idea to start on a new Squadron by disapearing [sic] and he said “Character building sports take precedence over flying any day. However I persuaded him that my new Squadron Commander might have different views. A really great chap Griff.
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
People I remember at Defford
Description
An account of the resource
An article written by Neil Ramsey referring to a cartoon drawn by 'Budd'. He details the social life and personalities on the base including Ronnie Smith who flew a Lancaster under a Severn railway bridge. Reference is made of an Oboe reunion in 1983. He lists a few of the attendees.
Creator
An entity primarily responsible for making the resource
Neil Ramsey
Publisher
An entity responsible for making the resource available
Neil Ramsey
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MRamseyNGC19191216-170217-010001,
MRamseyNGC19191216-170217-010002
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--Severn Bridge (Railroad bridge)
Greece--Athens
England--Boston
Canada
Ontario--Toronto
Ontario
Greece
England--Lincolnshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944-03-08
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
aircrew
arts and crafts
Churchill, Winston (1874-1965)
Distinguished Flying Cross
entertainment
ground personnel
Lancaster
Mosquito
Oboe
Pathfinders
radar
RAF Abingdon
RAF Defford
RAF Warboys
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38291/SPalmerRAM115772v10034.2.jpg
693e9ee7d6c1562bbaa0ea7c7efe071b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Dublin Core
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Title
A name given to the resource
Palmer V.C pathfinder fact sheet
Description
An account of the resource
Includes biographic details, service history and account of last operation for which he was awarded the Victoria Cross. Completed 111 operations on three squadrons, took part in Cologne 1000 bomber operation. Awarded Distinguished Flying Cross twice. Detailed account of last operation and mention of losses. Includes drawing of Lancaster, Mosquito, Victoria Cross and 75, 149, 109 squadron badges.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-23
1939-08-22
1940-09-07
1945-03-23
1941-02
1944-09-10
1944-12-08
1944-01
1944-08
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Cologne
Germany--Pforzheim
Great Britain
England--Cambridgeshire
England--Kent
England--Gillingham (Kent)
England--Suffolk
England--Norfolk
Scotland--Moray
Germany--Essen
France
France--Le Havre
Atlantic Ocean--English Channel
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10034
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
105 Squadron
109 Squadron
149 Squadron
35 Squadron
582 Squadron
75 Squadron
8 Group
aircrew
bombing
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
killed in action
Lancaster
Master Bomber
mid-air collision
Mosquito
Oboe
Pathfinders
pilot
RAF Feltwell
RAF Little Staughton
RAF Lossiemouth
RAF Mildenhall
shot down
Victoria Cross
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36301/PSparkesW17010011.1.jpg
0ed162dc8acb6eb2dad2f758b7f396a2
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Sparkes, Ned
William Sparkes
W Sparkes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operations
Description
An account of the resource
Top - extract from Ned Sparkes log book for 5 January 1944 to 15 February 1944 showing two operations to Berlin.
Below - two documents giving accounts of these two operations with types of aircraft used, losses, enemy fighter operations, weather, marking, equipment, casualties and results. Also mentions diversions and minor operations.
Temporal Coverage
Temporal characteristics of the resource.
1944-01-05
1944-01-18
1944-01-20
1944-02-05
1944-02-07
1944-02-08
1944-02-16
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Format
The file format, physical medium, or dimensions of the resource
Extract from log book and two printed documents all mounted on an album page
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010011
Conforms To
An established standard to which the described resource conforms.
Pending review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
431 Squadron
aircrew
bombing
flight engineer
H2S
Halifax
Halifax Mk 5
Lancaster
Mosquito
Oboe
Pathfinders
RAF Croft
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36305/PSparkesW17010016.2.jpg
1946900bd51dfc02faf50866d9e2cdfa
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Sparkes, Ned
William Sparkes
W Sparkes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operations
Description
An account of the resource
Top - extract from Ned Sparkes's log book from 22 April 1944 to 11 May 1944 with operations to Düsseldorf, Karlsruhe, Essen, Somain. St Ghislane and St-Valery and Boulogne.
Underneath - six short documents with accounts of these six operations detailing number and types of aircraft used, results, civilian casualties, other details and losses.
Temporal Coverage
Temporal characteristics of the resource.
1944-04-22
1944-04-24
1944-04-26
1944-04-30
1944-05-01
1944-05-03
1944-05-07
1944-05-09
1944-05-10
1944-05-11
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Belgium--Saint-Ghislain
Germany
Germany--Düsseldorf
Germany--Karlsruhe
Germany--Essen
France
France--Saint-Valéry-sur-Somme
France--Somain
Atlantic Ocean--English Channel
France--Boulogne-sur-Mer
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One extract from log book and six printed document mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010016
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
6 Group
8 Group
aircrew
bombing
flight engineer
Halifax
Halifax Mk 3
Lancaster
Master Bomber
Mosquito
Oboe
Pathfinders
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36312/PSparkesW17010023.2.jpg
180803886b09fdcab1075ead52b0c2af
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Sparkes, Ned
William Sparkes
W Sparkes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operations
Description
An account of the resource
Top left - extract from Ned Sparkes's log book between 3 August 1944 and 25 August 1944 with operations to Foret de Nieppe, St Leu-d'Esserent and Brest.
Right - document titled "The Reckoning". Giving details of bomber commands sorties, aircraft and aircrew losses, and asking whether sacrifice was worth results.
Bottom left - three short documents giving some account of operations on flying bomb site (2) and Brest. Gives number and type of aircraft used, target, results and losses.
Bottom left - photograph of a crashed Wellington wheels up in a field. Captioned 'A Wimpey completes the course at 85 OTU Bruntingthorpe 1944'.
Bottom right - document entitles "Aircrew casualties" listing bomber command casualties during the war up to 31 May 1947.
Temporal Coverage
Temporal characteristics of the resource.
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-25
Spatial Coverage
Spatial characteristics of the resource.
France
France--Morbecque
France--Creil
France--Brest
Atlantic Ocean--English Channel
Great Britain
England--Leicestershire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Format
The file format, physical medium, or dimensions of the resource
One log book extract, five printed documents and a b/w photograph all mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010023
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
4 Group
6 Group
8 Group
85 OTU
aircrew
bombing
Bombing of Trossy St Maximin (3 August 1944)
crash
flight engineer
Halifax
Halifax Mk 3
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
P-38
prisoner of war
RAF Bruntingthorpe
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38279/SPalmerRAM115772v10022.1.jpg
62079126426cd6de01fb73d588a62176
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Only "radar" V.C.
Description
An account of the resource
Gives account of Robert Palmer leading formation while being fitted with secret "Oboe radar equipment which required him to fly straight and level for 10 minutes while also being engaged by enemy fighters and anti-aircraft fire.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-09-01
Temporal Coverage
Temporal characteristics of the resource.
1945-09-01
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Gravesend (Kent)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting on an album page
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10022
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
109 Squadron
anti-aircraft fire
bombing
Oboe
shot down
Victoria Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/27927/MWareingR86325-161005-240001.2.jpg
26609f30631eaa2bfb4fc104f5dce317
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/27927/MWareingR86325-161005-240002.2.jpg
be566dd098e171422a526e81b1ce84bd
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wareing, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Notes on Bomber Command
Description
An account of the resource
Mentions formation of Pathfinder force. Gee, pulse phasing radar, new compasses. Continues with short note of H2S, OBOE. Lists locations and RAF stations.
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MWareingR86325-161005-24
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
England--Cheshire
England--Yorkshire
England--Oxfordshire
England--Rutland
England--Grimsby
England--Chester
Scotland--Perth
Temporal Coverage
Temporal characteristics of the resource.
1941-02-23
1941-09
1941-09-16
1943-08-02
1944-04-01
1941-08-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
106 Squadron
582 Squadron
Bennett, Donald Clifford Tyndall (1910-1986)
Gee
H2S
Oboe
Pathfinders
radar
RAF Coningsby
RAF Cottesmore
RAF Finningley
RAF Little Staughton
RAF Upper Heyford
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38282/SPalmerRAM115772v10025.2.jpg
57e69b5a8581e0c959d4052edf0f68d8
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Newspaper cuttings - secret out on only radar V.C and followed father won V.C.
Description
An account of the resource
Top - now reveals that the operation for which Robert Palmer was posthumously awarded the Victoria Cross involved his use of highly secret "Oboe" which meant he had to fly straight and level while being engaged by enemy fighters and anti-aircraft fire.
Bottom - mentions that Robert Palmers father flew in the first world war and it was no surprise he joined the RAF. Mentions award of DFCs and Victoria Cross with brief description of action leading to award.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-08-27
1945-03-24
Temporal Coverage
Temporal characteristics of the resource.
1944-12
1945-08-27
1945-03-24
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
Germany
Germany--Cologne
England--Gravesend (Kent)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
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Two newspaper cuttings on an album page
Conforms To
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Pending text-based transcription
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10025
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
109 Squadron
aircrew
anti-aircraft fire
bombing
Distinguished Flying Cross
killed in action
Lancaster
Oboe
Pathfinders
pilot
shot down
Victoria Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1901/35363/MRobertsEJH[See -DoB]-170712-030050.jpg
d7a86c4ca89a4fa5def74434ef81321e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1901/35363/MRobertsEJH[See -DoB]-170712-030051.jpg
91c7649a65fa711bd2820e0e4df138bf
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
Roberts, E J H
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-12
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
Roberts, EJH
Description
An account of the resource
50 items. The collection concerns E J H Roberts DFC (408451 Royal Air Force) and contains maps, documents, news clippings and photographs. He flew operations as a bomb aimer with 61 Squadron.
The collection has been donated to the IBCC Digital Archive by Carole Grant and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Navigator's Warning List
Description
An account of the resource
A check list for the navigator. The notes also indicate the bomb distribution in the bomb bay, the total weight of the bomb load, the all up weight of the aircraft, height of the bombing, forecast winds and heading and target indicator colours. Aircraft code 'B'. On the reverse are calculations. Target is Argentan.
Creator
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EJH Roberts
Spatial Coverage
Spatial characteristics of the resource.
France
France--Argentan
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Format
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One typewritten sheet with handwritten annotations
Identifier
An unambiguous reference to the resource within a given context
MRobertsEJH[See#-DoB]-170712-030050, MRobertsEJH[See#-DoB]-170712-030051
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
aircrew
bomb aimer
bombing
navigator
Oboe
target indicator