1
25
65
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2557/45578/LBlamiresRG139996v1.2.pdf
d5dbe04b246faafba098d03b9297c5fe
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
Blamires, Robert Geoffrey
R G Blamires
Description
An account of the resource
99 items. The collection concerns Robert Geoffrey Blamires (b. 1921, 139996 Royal Air Force) and contains his log book, diary, correspondence, documents, charts and an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2645">Album</a>. He flew operations as a navigator with 103 Squadron. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Judith Coad and catalogued by Trevor Hardcastle.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Blamires, RG
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
Robert Blamires' South African Air Force observer’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LBlamiresRG139996v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
R G Blamires Observer’s and Air Gunner’s Flying Log Book covering the period from 25 November 1942 to 10 May 1946, detailing his flying training and operations flown as Navigator. He was stationed at South African AF Port Elizabeth (42 Air School), RAF Millom (2 OAFU), RAF Wymeswold (28 OTU), RAF Blyton (1662 HCU), RAF Hemswell (1 LFS), RAF Elsham Wolds (103 Squadron) and RAF Scampton and RAF Lindholme (57 Squadron). Aircraft flown in Anson, Wellington, Halifax, Lancaster and Lincoln. He flew on one night operation with 1662 HCU, and 17 night and 13 day operations with 103 Squadron, total 31. He also flew three Operation Manna and three Operation Dodge POW repatriation flights. Targets were Orleans, Duisburg, Dortmund, Aachen, Calais, St Martin-de-Varreville, Vire, Flers, Gelsenkirchen, Cahagnes, Le Havre, Belle Croix les Bruyeres, Trossy St Maximon, Paulliac, Blayes, Fontenay, Le Culot, mining Stettin, Rieme, Russelheim, mining Danzig, Chapelle-Notre-Dame, Stettin, Agenville, Eindhoven, Leeuwarden and Neuss.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Netherlands
Great Britain
Poland
South Africa
Belgium--Beauvechain
Belgium--Ghent Region
England--Cumbria
England--Leicestershire
England--Lincolnshire
England--Yorkshire
France--Auxi-le-Château
France--Caen Region
France--Calais
France--Creil
France--Flers-de-l'Orne
France--Le Havre
France--Orléans
France--Pauillac (Gironde)
France--Saint-Lô
Germany--Aachen
Germany--Dortmund
Germany--Duisburg
Germany--Gelsenkirchen
Germany--Neuss
Germany--Rüsselsheim
Netherlands--Eindhoven
Netherlands--Leeuwarden
Poland--Gdańsk
Poland--Szczecin
South Africa--Port Elizabeth
France--Vire (Calvados)
France--Saint-Martin-de-Varreville
France--Fontenay
Temporal Coverage
Temporal characteristics of the resource.
1944-03-24
1944-05-19
1944-05-21
1944-05-22
1944-05-24
1944-06-02
1944-06-05
1944-06-06
1944-06-09
1944-06-12
1944-07-11
1944-07-12
1944-08-01
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-15
1944-08-16
1944-08-18
1944-08-25
1944-08-26
1944-08-28
1944-08-29
1944-08-31
1944-09-03
1944-09-06
1944-09-10
1944-09-17
1944-09-20
1944-09-23
103 Squadron
1662 HCU
28 OTU
57 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lincoln
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Blyton
RAF Elsham Wolds
RAF Hemswell
RAF Lindholme
RAF Millom
RAF Scampton
RAF Wymeswold
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2645/44849/PBlamiresRG22020044.1.jpg
a54c06b634e6a926707bc4a2ae36e4ea
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
Blamires, Robert Geoffrey. Album
Description
An account of the resource
25 items. Album containing photographs of his service including training in South Africa, time in Italy, and operations with 103 Squadron.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Blamires, RG
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
Aircrew and Geoff with a crew that he flew with
Description
An account of the resource
On the LH page, two aircrew sitting in the entrance hatch of a Lancaster, in flying equipment. Captioned 'Two representatives of the Nav Union 103 Squadron. F/O Kev CURTIN on the left and F/Sgt later F/O Pat CURTIN.
Australian twin brothers and relations of the then Australian Prime Minister. Pat Curtin unfortunately went missing on PFORZHEIM March 1945 on his 32nd. trip. Two good lads."
On RH page, four photographs the first a group of aircrew stand underneath an aircraft, caption 'Waiting to fly in a Halifax '
Second one six aircrew, caption 'At Blyton Den - F/E, Frank M/UG, Self - Nav, Danny - skipper, Doug - B/A, Ted R/G'. Third one, six aircrew standing in front of wooden building, caption 'The full crew - Gordon (Wop) on right'. the fourth is of three aircrew standing in a lane, village in background, caption 'Doug Frank & Dennis out for a stroll'.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs
Identifier
An unambiguous reference to the resource within a given context
PBlamiresRG22020044
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
103 Squadron
aircrew
Halifax
Lancaster
RAF Blyton
RAF Elsham Wolds
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2645/44837/PBlamiresRG22020046.2.jpg
8641fe7366fba192f1a0d616d08864d0
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
Blamires, Robert Geoffrey. Album
Description
An account of the resource
25 items. Album containing photographs of his service including training in South Africa, time in Italy, and operations with 103 Squadron.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Blamires, RG
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
Aircrew and aircraft
Description
An account of the resource
Nine photographs, LH page first one is of Lancaster nose, someone leaning out of cockpit window, squadron letter U visible. <br />Second is of starboard engines of a Lancaster in flight, captioned 'Taken from Uncle in flight - over ten tenths cloud'. <br />Third is of a Lancaster parked on a dispersal, a number of people gathered around it, captioned 'Uncle just before an op. Bomb doors gaping open'. <br />Fourth is of a Halifax on it's belly, bicycle in the foreground, caption 'An enlargement of the Halifax prang opposite'. <br />RH page, first, three men standing in a country lane with a church in the background, caption Frank, Ted and Dan'. <br />Second two aircrew, upper torso in front of wooden door captioned 'Doug and self, the navigation team'. Third is the same photograph as the third on previous page aircrewman in flying suit, captioned 'Ted photographed outside a Halifax'. <br />Fourth and fifth are of the Halifax, captioned ' A well pranged Halifax at Blyton, see further back - 18/3/44 - Z Zulu PO Bunton at ? but we all got out OK'.
Temporal Coverage
Temporal characteristics of the resource.
1944-03-18
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Nine b/w photographs
Identifier
An unambiguous reference to the resource within a given context
PBlamiresRG22020046
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-03-18
aircrew
crash
Halifax
Lancaster
RAF Blyton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2556/43921/PLongNJ1910.2.jpg
32428365688d0f3050d1c41665918435
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2556/43921/PLongNJ1911.2.jpg
f39a665f4595f7cd5957e67f22c408eb
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
Long, Norman J
N J Long
Description
An account of the resource
12 items. The collection concerns Warrant Officer Norman J Long (1923 - 1994, 1581956 Royal Air Force) and contains his log book, correspondence, documents, and photographs. He flew operations as a bomb aimer with 460 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Kathryn Lawrence and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-16
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Long, NJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
N. J. Long
Crew of Lancaster, J-JIG
460 Squadron, R.A.A.F
Binbrook, Lincs
Nov. 1944
Norman Long, Doug Greenbank, Ken Fyvie, Mike Eaton, David Macdonald, Tom Cavanagh, Bob Malin
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
Norman Long and crew
Description
An account of the resource
Seven airmen standing at the rear of a Halifax. On the reverse each man is identified.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
Temporal Coverage
Temporal characteristics of the resource.
1944
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PLongNJ1910, PLongNJ1911
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Alan Brammer
Chris Cann
1662 HCU
aircrew
Halifax
Heavy Conversion Unit
RAF Binbrook
RAF Blyton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2556/43913/LLongNJ1581956v1.1.pdf
ab1594b89f075fd64a0498ce7baca2aa
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
Long, Norman J
N J Long
Description
An account of the resource
12 items. The collection concerns Warrant Officer Norman J Long (1923 - 1994, 1581956 Royal Air Force) and contains his log book, correspondence, documents, and photographs. He flew operations as a bomb aimer with 460 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Kathryn Lawrence and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-16
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Long, NJ
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
Norman Long's observer's and air gunner's flying log book
Identifier
An unambiguous reference to the resource within a given context
LLongNJ1581956v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Description
An account of the resource
Norman Long's log book as bomb aimer from 26 September 1943 until 21 June 1945. Trained at 48 and 42 Air Schools, 3 AFU, 30 OTU, 1662 HCU, 1 LFS before operational posting to 460 Squadron (RAAF). Served at RAF Hixon, RAF Blyton, RAF Hemswell, RAF Binbrook. Aircraft flown were Anson, Oxford, Wellington, Halifax, Lancaster. Carried out 15 night and 4 day operations with 460 Squadron as bomb aimer to Essen, Nuremberg, Hannover, Hanau-Frankfurt, Merseburg, Dresden, Chemnitz, Dortmund, Duisburg, Pforzheim, Mannheim, Cologne, Misburg-Hannover, Langendreer-Bochum, Kiel, Heligoland. Also carried out two Operation Manna, three Operation Exodus and one Cook’s Tour flights.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-12
1944-12-13
1945-01-02
1945-01-03
1945-01-05
1945-01-06
1945-01-07
1945-01-14
1945-01-15
1945-02-13
1945-02-14
1945-02-15
1945-02-20
1945-02-21
1945-02-22
1945-02-23
1945-02-24
1945-03-01
1945-03-02
1945-03-15
1945-03-16
1945-03-17
1945-03-18
1945-03-19
1945-03-21
1945-03-22
1945-03-24
1945-04-09
1945-04-10
1945-04-18
1945-04-28
1945-05-01
1945-05-03
1945-05-10
1945-05-11
1945-05-29
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England
England--Lincolnshire
England--Staffordshire
Germany
Germany--Ruhr (Region)
Germany--Bochum
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dresden
Germany--Duisburg
Germany--Essen
Germany--Hanau
Germany--Hannover
Germany--Helgoland
Germany--Kiel
Germany--Mannheim
Germany--Merseburg
Germany--Nuremberg
Germany--Pforzheim
Netherlands
Netherlands--Rotterdam
Belgium
Belgium--Brussels
Contributor
An entity responsible for making contributions to the resource
Nick Cornwell-Smith
1662 HCU
30 OTU
460 Squadron
aircrew
Anson
bomb aimer
bombing of Dresden (13 - 15 February 1945)
bombing of Helgoland (18 April 1945)
Cook’s tour
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
RAF Binbrook
RAF Blyton
RAF Hemswell
RAF Hixon
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1511/43399/LCarterT625517v1.1.pdf
16d5d3bd90577cfb1d37fb6185bbe736
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
Carter, Thomas
T Carter
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
2016-05-19
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
Carter, T
Description
An account of the resource
Five items. The collection concerns Sergeant Flight Sergeant Thomas Carter (652517 Royal Air Force) and contains pages from his log book, decorations and documents. He flew operations as a flight engineer with 100 Squadron and was killed 20/21 April 1943. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Norma Carter and catalogued by Barry Hunter. <br /><br />Additional information on Thomas Carter is available via the <a href="https://losses.internationalbcc.co.uk/loss/103797/">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
Thomas Carter’s Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book
Description
An account of the resource
Thomas Carter’s Flying Logbook as Flight Engineer from 23rd March to 20th April 1943 when he was shot down and killed on his first operation.
Completed training with 1662 Conversion Unit before being posted to 100 Squadron.
Served at RAF Blyton and RAF Grimsby.
Aircraft flown was the Lancaster.
His only operation was a night operation to Stettin. His pilot was Wing Commander J. G. Swain.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Poland
Poland--Szczecin
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
Text:
Text: Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCarterT625517v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Conforms To
An established standard to which the described resource conforms.
Pending review
Temporal Coverage
Temporal characteristics of the resource.
1943-04-20
1943-04-21
Contributor
An entity responsible for making contributions to the resource
Nick Cornwell-Smith
100 Squadron
1662 HCU
aircrew
flight engineer
Heavy Conversion Unit
Lancaster
missing in action
RAF Blyton
RAF Grimsby
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1855/42373/LNormanWC1592453v1.1.pdf
920242ee198fcb6f90573a2a2ff0a95f
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
Norman, W C
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Norman, WC
Description
An account of the resource
17 items. The collection concerns Sergeant William Christopher Norman (1592453 Royal Air Force) and contains his log book, documents and correspondence. He flew operations as an air gunner with 626 Squadron and was killed 5 October 1944. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Andrew King and catalogued by Trevor Hardcastle. <br /><br />Additional information on William Christopher Norman is available via the <a href="https://losses.internationalbcc.co.uk/loss/117379/">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
William Norman's observer's and air gunner's flying log book
Description
An account of the resource
William began his training at the No 12 AGS RAF Bishops Court in October 1943 flying in the Anson, he left there in December and by March 1944 he was at No 18 OTU, RAF Bramcote, flying in the Wellington, remaining there until April. In May he was briefly at No 1481 Bomber and Gunnery Flight, RAF Binbrook before moving to 1662 HCU, RAF Blyton initially flying in the Halifax but in late June he moved to No 1 LFS, RAF Hemswell flying in the Lancaster. In July 1944 he arrived at No 626 Squadron, RAF Wickenby, as a mid upper gunner on the Lancaster. He did his first operation to Caen on the 18 July. He continued on operations to Shcolven, Kiel, Courtrai, Stuttgart, Foret de Nieppe, Pauilliac, Fontenay le Marmion, Russelshiem, Stettin, St Riquier, Eindhoven, Le Havre, Frankfurt, and Rheine. He did not return from a mining operation to the Kattegat on the 4 October 1944. He had completed 18 operations. His pilot on operations was Flying Officer Green.
Creator
An entity primarily responsible for making the resource
Great Britain, RAF
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-10-31
1944-10-04
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Northern Ireland--Down (County)
England--Warwickshire
England--Lincolnshire
Germany--Gelsenkirchen
Germany--Ruhr (Region)
Belgium--Kortrijk
Germany
Belgium
Germany--Stuttgart
France
France--Bordeaux (Nouvelle-Aquitaine)
France--Caen Region
Germany--Rüsselsheim
Poland--Szczecin
France--Saint-Riquier
Netherlands--Eindhoven
Netherlands
France--Le Havre
Atlantic Ocean--North Sea
Germany--Frankfurt am Main
Germany--Rheine
France--Fontenay
France--Nieppe Forest
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. Log book and record book
Text
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LNormanWC1592453v1
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
Trevor Hardcastle
1662 HCU
18 OTU
626 Squadron
air gunner
Air Gunnery School
aircrew
Anson
Bombing and Gunnery School
bombing of the Normandy coastal batteries (5/6 June 1944)
Halifax
Heavy Conversion Unit
killed in action
Lancaster
Lancaster Finishing School
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Binbrook
RAF Bishops Court
RAF Blyton
RAF Bramcote
RAF Hemswell
RAF Wickenby
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1950/39396/SWhittakerH186316v20001.2.pdf
20668e9a2588d473e96013050d8c980d
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
Whittaker, Harry
H Whittaker
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
2017-09-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Whittacker, H
Description
An account of the resource
26 items. The collection concerns Sergeant Harry Whittaker (Royal Air Force) and contains his log book, documents and photographs. He flew operations as a bomb aimer with 158 and 635 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Simon Whittaker 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
Ken Calton’s navigator’s, air bomber’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
SWhittakerH186316v20001
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for Ken Calton, flight engineer, covering the period from 27 March 1943 to 4 October 1946. Detailing his flying training, operations flown, instructor duties and post war flying duties. He was stationed at 1662 Conversion Unit RAF Blyton, 12 Squadron RAF Wickenby, 156 squadron RAF Warboys, 7 Squadron and 242 Squadron RAF Oakington, 3 Lancaster Finishing School RAF Feltwell, 635 Squadron RAF Downham Market, 35 Squadron RAF Graveley, Lancastrian Conversion Unit RAF Full Sutton and 51 Squadron RAF Stradishall. Aircraft flown in were Lancaster, Lancastrian, Oxford, York, Anson, Mosquito, Botha, and Manchester. He flew a total of 45 operations, 3 night operations with 12 Squadron, 23 Night operations with 156 Squadron, 5 Night operations with 7 Squadron and 7 Daylight and 7 Night operations with 635 Squadron. His pilots on operations were Squadron Leader Young and Squadron Leader Ashworth and Flight Lieutenant Hitchcock. He also flew on 4 operation Exodus, 2 Operation Dodge and one operation Manna. He also completed 5 Cooks tours. Targets were Essen, Dortmund, Dusseldorf, Wuppertal, Munster, Bochum, Cologne, Montchanin, Krefeld, Mulheim, Turin, Hamburg, Milan, Peenemunde, Berlin, Mannheim, Munich, Montlucon, Hannover, Leipzig, Dresden, Dessau, Kassel, Zweibrucken, Nurnberg, Bremen, Bottrop, Osnabruck, Kiel, Potsdam, Berchtesgaden, The Hague, Rotterdam, Brussels, Lubeck, Juvincourt and Bari.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Temporal Coverage
Temporal characteristics of the resource.
1943-04-28
1943-04-29
1943-04-30
1943-05-01
1943-05-04
1943-05-05
1943-05-23
1943-05-24
1943-05-25
1943-05-26
1943-05-27
1943-05-28
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-13
1943-06-16
1943-06-17
1943-06-19
1943-06-20
1943-06-21
1943-06-22
1943-06-23
1943-06-24
1943-06-25
1943-07-08
1943-07-09
1943-07-12
1943-07-13
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-08-02
1943-08-03
1943-08-15
1943-08-16
1943-08-17
1943-08-18
1943-09-03
1943-09-04
1943-09-05
1943-09-06
1943-09-07
1943-09-15
1943-09-16
1943-09-22
1943-09-23
1943-09-24
1943-10-18
1943-10-20
1943-10-21
1945-02-13
1945-02-14
1945-03-07
1945-03-08
1945-03-09
1945-03-12
1945-03-13
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-03-21
1945-03-24
1945-03-26
1945-04-13
1945-04-14
1945-04-15
1945-04-22
1945-04-25
1945-04-30
1945-05-05
1945-05-07
1945-05-08
1945-05-10
1945-05-15
1945-05-23
1945-06-08
1945-06-12
1945-06-14
1945-06-25
1945-07-03
1945-07-09
1945-08-03
1945-08-05
1945-08-22
1945-08-24
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Italy
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Germany--Ruhr (Region)
Belgium--Brussels
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Suffolk
England--Yorkshire
France--Montchanin
France--Montluçon
Germany--Berchtesgaden
Germany--Berlin
Germany--Bochum
Germany--Bottrop
Germany--Bremen
Germany--Cologne
Germany--Dessau (Dessau)
Germany--Dortmund
Germany--Dresden
Germany--Düsseldorf
Germany--Essen
Germany--Hamburg
Germany--Hannover
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Leipzig
Germany--Lübeck
Germany--Mannheim
Germany--Mülheim an der Ruhr
Germany--Munich
Germany--Münster in Westfalen
Germany--Nuremberg
Germany--Osnabrück
Germany--Peenemünde
Germany--Potsdam
Germany--Wuppertal
Germany--Zweibrücken
Italy--Bari
Italy--Milan
Italy--Turin
Netherlands--Hague
Netherlands--Rotterdam
France--Juvincourt-et-Damary
Contributor
An entity responsible for making contributions to the resource
Mike Connock
115 Squadron
12 Squadron
156 Squadron
1662 HCU
242 Squadron
3 Group
35 Squadron
51 Squadron
635 Squadron
7 Squadron
Air Gunnery School
aircrew
bombing of Dresden (13 - 15 February 1945)
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Cook’s tour
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lancastrian
mine laying
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Pathfinders
RAF Blyton
RAF Downham Market
RAF Feltwell
RAF Full Sutton
RAF Graveley
RAF Oakington
RAF Pembrey
RAF Stradishall
RAF Warboys
RAF Wickenby
RAF Witchford
training
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/17/37100/PBellOH21010027.1.jpg
29072a3c59e40734cc90b12ccbd2542f
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
Bell, Oliver
O Bell
Description
An account of the resource
47 items. The collection concerns Flying Officer Oliver Herbert Bell (1915 - 1997) and consists of photographs and documents. He served as ground personnel at RAF Cranwell and was then posted to Aden and the Middle East with 12(B) and 8(B) Squadrons before the war. He later served at establishments in Canada and at RAF Blyton and married <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/208">Joyce Bell</a>.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by G Sadler and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Achive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Identifier
An unambiguous reference to the resource within a given context
Bell, O
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
16 Airmen
Description
An account of the resource
A group of 16 airmen arranged in three rows in front of an aircraft. Oliver Bell is in the middle with a sign with 'Blyton 1945' and a fist with electrical sparks. There is indecipherable writing under this.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PBellOH21010027
Temporal Coverage
Temporal characteristics of the resource.
1945
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
ground crew
ground personnel
RAF Blyton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1406/36694/LRosserLV745193v2.2.pdf
8eb2a783ab8e318b77eddf3a3c483a16
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
Rosser, Lewis Victor
L V Rosser
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Rosser, LV
Description
An account of the resource
154 items. The collection concerns Flight Lieutenant Lewis Victor Rosser (b. 1919, 745193 Royal Air Force) and contains his log books, a diary of his operations, notebooks, documents, correspondence and an album. He flew operations as a pilot with 35, 58, 51 and 115 Squadrons. <br /><br />The collection includes a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2133">Photograph album</a> with photographs of people and aircraft, artwork cards, newspaper cuttings and documents. <br /><br /><br />The collection has been donated to the IBCC Digital Archive by Ann Godard and Joy Shirley 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
L V Rosser’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book 2 for L V Rosser, covering the period from 22 July 1943 to 6 August 1945. Detailing his instructor duties, flying training and operations flown. He was stationed at RAF Edgehill (aka RAF Shenington), RAF Wing, RAF Little Horwood, RAF Gamston, RAF Bottesford, RAF Witchford, RAF Blyton and RAF Abingdon. Aircraft flown were Wellington, Martinet, Hurricane and Lancaster. He flew a total of 14 operations with 115 Squadron, 10 Daylight and 4 night. Targets were Gelsenkirchen, Saltzbergen, Dessau, Datteln, Dortmund, Heinrichshutt, Huls, Hamm, Munster, Hallendorf, Merseburg, Kiel, Bremen and Bad Oldesloe. He also flew 4 Operation Manna to Rotterdam and The Hague, plus 6 Operation Exodus to Juvincourt and Brussells and one Operation Dodge trip. His pilots on his first ‘second dickie’ operations were Flight Lieutenant Dowling and Flight Lieutenant Sherwood.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-12
1945-03-14
1945-03-17
1945-03-20
1945-03-21
1945-03-29
1945-04-04
1945-04-09
1945-04-22
1945-04-24
1945-04-30
1945-05-01
1945-05-03
1945-05-07
1945-05-09
1945-05-10
1945-05-12
1945-05-15
1945-05-16
1945-05-18
1945-06-05
1945-06-10
1945-06-25
1945-07-29
1945-08-04
1945-08-06
Spatial Coverage
Spatial characteristics of the resource.
France
Belgium
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Belgium--Brussels
England--Berkshire
England--Buckinghamshire
England--Cambridgeshire
England--Nottinghamshire
England--Oxfordshire
France--Aisne
Germany--Bad Oldesloe
Germany--Bremen
Germany--Dessau (Dessau)
Germany--Dortmund
Germany--Gelsenkirchen
Germany--Hamm (North Rhine-Westphalia)
Germany--Kiel
Germany--Merseburg
Germany--Münster in Westfalen
Germany--Recklinghausen (Kreis)
Germany--Salzbergen
Germany--Salzgitter Region
Netherlands--Hague
Netherlands--Hulst (Zeeland)
Netherlands--Rotterdam
Germany--Ruhr (Region)
France--Juvincourt-et-Damary
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LRosserLV745193v2
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Conforms To
An established standard to which the described resource conforms.
Pending temporal coverage. Allocated
Contributor
An entity responsible for making contributions to the resource
Mike Connock
10 OTU
115 Squadron
12 OTU
1668 HCU
19 OTU
26 OTU
35 Squadron
58 Squadron
77 Squadron
aircrew
bombing
Cook’s tour
Flying Training School
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Martinet
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
pilot
RAF Abingdon
RAF Blyton
RAF Bottesford
RAF Chipping Warden
RAF Gamston
RAF Little Horwood
RAF Shenington
RAF Shepherds Grove
RAF Wing
RAF Witchford
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1254/36032/MBakerWB1392752-161128-210001.1.jpg
902c54acc2edad42a24441b13a3b5447
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1254/36032/MBakerWB1392752-161128-210002.1.jpg
3580517b97bee2d0fd418b4437462b7a
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
Baker, William Benjamin
Biff Baker
W B Baker
Description
An account of the resource
45 items. The collection concerns William Benjamin "Biff" Baker DFC (Royal Air Force) and contains his log book, documents art work and and photographs. He flew operations as an air gunner with 115 and 626 Squadrons.
The collection has been donated to the IBCC Digital Archive by Pamela Baker and catalogued by Nigel Huckins and Peter Adams.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Baker, WB
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
In reply to your request for service details, I trust the following will suffice. They are, to my knowledge as near correct as I can muster, although one or two items may appear to be a little vague. However, take your pick.
(Q's)
(1) Joined sometime during 1942 at the ripe old age of 29/30 years.
(2 St. John's Wood, London. Brighton. Blackpool. Bridlington.
33 Dec. 1942. No. 7. A.G.S., Stormy Downs. Whitleys & Defiants.
& Gunnery Instructor – Kent Walton, now B.B.C., wrestling commentator.
4) Feb' 1943. No. 1483, Gunnery Flight. ? Wellingtons.
Feb' 1943. No. 1651 Conversion Unit. Waterbeach. Sterling.
March 1943. No. 115 Squadron. East Wretham. Lancaster.
Remainder of crew completed tour. Screened for Gunnery Instructors' course.
July. 1943. One more trip with new crew whose rear gunner went absent just before take-off. Should have had my bumps read. This crew went missing the following night.
August 1943. No. 28 O.T.U., Screened for Gunnery Instruction. Joined new crew looking for a gunner. Considered this much safer than instructing, after trying to persuade trainees not to try leaving the turret whilst on the beam -- whilst still airborne. Wellington.
Oct' 1943. No. 1481 Gunnery Flight. Binbrook. Wellington.
Oct' 1943. No. 1662 Conversion Flight. Blyton. Halifax.
Nov' 1943. No. 626 Squadron. Wickenby. Linc's. Lancaster.
Dec' 1943. Crashed at Wittering, following trip to Berlin. No casualties.
Jan' 1944. Crashed at Docking, after being shot up by fighters over the Big City.
Aircraft flown in:- Whitley, Defiant, Sterling, Halifax, Wellington, Lancaster & Oxford.
July 1944. No. 28 O.T.U., Wymeswold instructing.
On completion of flying duties posted to Nairn, Scotland for rehabilitation. Other stations graced with my attendance:- R.A.F. School of Administration, Hereford. Melksham Admin. Hendon Admin. Finally 100 P.D.C.
(5) 14 Op's on first tour. 20 Op's on second tour.
(6) Commissioned January, 1944.
(7) & (8) On night of Jan' 30 1944, involved in a rather one sided argument with a fighter over Berlin. Wireless Operator killed and four other crew members injured. Immediate awards, C.G.M., to Jack Meek, Navigator and two D.F.C's to other crew members. (see continuation sheet).
(9) Left Service about May., 1946.
[page break]
Continued:- (2)
Records of incident of January 30th 1944.
February 22nd. 1944. London Gazette.
January 30/31. 1944. Station narrative report.
February 5 1944. Squadron report. Combat report No. 17. Ref: 626S/S/5/6/Air.
January 30 1944. Operations Records Book.
January 1944. Recommendations for Honours and Awards. Immediate. OB.
[underlined] Operations [/underlined]
First Tour.
29/3/ 43. Berlin. Aborted. Aircraft U/S.
2/4/ 43. La Rochelle. Gardening.
3/4/ 43. Essen.
4/4/ 43. Keil.
8/4/ 43. Duisburg.
11/4/ 43. Frankfurt.
16/4/ 43. Pilson. Skoda Arms Works. Czechoslavakia.
13/5/ 43. Duisburg. 1X8,000olb. [sic]. cookie.
14/5 43. Bochum.
24/5 43. Dortmund.
25/5 43. Dusseldorf.
27/5 43. Essen.
29/5 43. Elberfeld-Wuppertal & Barman.
25/7 43. Essen.
Operations. Second Tour.
16/12/43. Berlin. Crashed landed at Kelstern.
23/12/43. Berlin.
24/1/44. Brunswick.
21/1/44. Madeburg. Landed West Raynham.
27/1/44. Berlin. Landed Wittering.
30/1/44. Berlin. Attacked by fighter. Crash landed Docking.
18/4/44. Rouen.
20/4/44. Cologne.
22/4/44. Dusseldorfe.
26/4/44. Essen. Coned over target area.
27/4/44. Friedrichshafen.
continued:-
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
Service history
Description
An account of the resource
Joined in 1942 and then details training and tour on 115 Squadron, gunnery course, tours as gunnery instructor. Further tour with 625 Squadron, crashed twice before another instructors tour. Mentions 14 ops on first tour and 20 on second. Comments on operation to Berlin when aircraft was attacked by fighter, wireless operator killed, four crew injured. Immediate award of Conspicuous Gallantry Medal to navigator Jack Meek and two Distinguished Flying Crosses to other crew members. Left service in 1946. Lists operations from March 1943 to 27 April 1944.
Temporal Coverage
Temporal characteristics of the resource.
1942
1942-12
1943
1943-02
1943-03
1943-07
1943-08
1943-10
1943-11
1943-12
1944
1944-01
1944-07
1946
1944-01-30
1943-03-29
1943-04-02
1943-04-03
1943-04-04
1943-04-08
1943-04-11
1943-04-16
1943-05-13
1943-05-14
1943-05-24
1943-05-25
1943-05-27
1943-05-29
1943-07-25
1943-12-16
1943-12-23
1944-01-14
1944-01-21
1944-01-22
1944-01-30
1944-04-20
1944-04-22
1944-04-26
1944-04-27
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Cambridgeshire
England--Norfolk
England--Lincolnshire
England--Leicestershire
Germany
Germany--Berlin
England--Hampshire
France
France--La Rochelle
Germany--Essen
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Duisburg
Germany--Frankfurt am Main
Czech Republic
Czech Republic--Plzeň
Germany--Bochum
Germany--Dortmund
Germany--Düsseldorf
Germany--Wuppertal
Germany--Braunschweig
Germany--Magdeburg
France--Rouen
Germany--Cologne
Germany--Friedrichshafen
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
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
Two page printed document
Identifier
An unambiguous reference to the resource within a given context
MBakerWB1392752-161128-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
115 Squadron
1651 HCU
1662 HCU
28 OTU
626 Squadron
air gunner
Air Gunnery School
aircrew
Conspicuous Gallantry Medal
crash
Defiant
Distinguished Flying Cross
Halifax
Heavy Conversion Unit
killed in action
Lancaster
mine laying
Operational Training Unit
Oxford
RAF Binbrook
RAF Blyton
RAF Bridlington
RAF East Wretham
RAF Stormy Down
RAF Waterbeach
RAF Wickenby
RAF Wittering
RAF Wymeswold
Stirling
training
Wellington
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1568/35501/LFreemanW1806695v1.1.pdf
b6299130f11ae1e15234a3edc3359332
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
Freeman, Bill
William Freeman
W Freeman
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
2016-12-07
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
Freeman, W
Description
An account of the resource
11 items. The collection concerns Bill Freeman (1806695 Royal Air Force) and contains his log book memoir and photographs. He flew operations as an air gunner with 550 and 300 Squadrons.
The collection has been donated to the IBCC Digital Archive by Monica Snowball 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
Bill Freeman's Log Book
Description
An account of the resource
W. Freeman’s RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book, from 1st August 1943 to 29th November 1944, detailing training, operations and instructional duties as an air gunner. He was stationed at RAF Stormy Down (No. 7 Air Gunnery School), RAF Hixon and RAF Seighford (30 OTU), RAF Binbrook (1481 (B) Gunnery Flight), RAF Blyton (1662 Conversion Unit), RAF Hemswell (No. 1 Lancaster Finishing School), RAF North Killingholme (550 Squadron), RAF Faldingworth (300 Squadron) and RAF Manby (No. 1 Empire Air Armament School). Aircraft in which flown: Anson, Wellington, Halifax and Lancaster. He completed a total of 31 operations (26 night, 5 day), on the following targets in France and Germany: Aachen, Acheres, Aulnoye, Caen, Caumont, Chateau L’Hortier, Cologne, Dieppe, Dortmund, Dusseldorf, Emieville, Essen, Flers, Foret de Nieppe, Foret du Croc, Karlsruhe, Le Havre, Mailly-le-camp, Maintenon, Orleans, Rennes, Revigny, Rheims, Rouen, Scholven, Siracourt and Vierzon. His pilot on operations was Pilot Officer Jones.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Staffordshire
France--Aulnoye-Aymeries
France--Caen
France--Caumont-L'Eventé
France--Dieppe
France--Dieppe (Arrondissement)
France--Flers-de-l'Orne
France--Le Havre
France--Mailly-le-Camp
France--Maintenon
France--Orléans
France--Rennes
France--Revigny-sur-Ornain
France--Rouen
France--Siracourt
France--Neufchâtel-en-Bray
France--Vierzon
France--Yvelines
Germany--Aachen
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Karlsruhe
Wales--Bridgend
France--Reims
Germany--Ruhr (Region)
France--Forêt du Croc
France--Nieppe Forest
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LFreemanW1806695v1
Temporal Coverage
Temporal characteristics of the resource.
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-10
1944-05-11
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-06
1944-06-09
1944-06-10
1944-06-11
1944-06-14
1944-06-15
1944-06-17
1944-06-18
1944-06-22
1944-06-23
1944-06-27
1944-06-28
1944-06-29
1944-06-30
1944-07-01
1944-07-04
1944-07-05
1944-07-06
1944-07-07
1944-07-12
1944-07-13
1944-07-18
1944-07-19
1944-07-30
1944-07-31
1944-08-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
1662 HCU
30 OTU
300 Squadron
550 Squadron
air gunner
Air Gunnery School
aircrew
Anson
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Binbrook
RAF Blyton
RAF Faldingworth
RAF Hemswell
RAF Hixon
RAF Manby
RAF North Killingholme
RAF Seighford
RAF Stormy Down
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1568/35500/BFreemanWFreemanWv1.1.pdf
3f3caa442d86d0abdb3348aa0c6b5c21
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
Freeman, Bill
William Freeman
W Freeman
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
2016-12-07
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
Freeman, W
Description
An account of the resource
11 items. The collection concerns Bill Freeman (1806695 Royal Air Force) and contains his log book memoir and photographs. He flew operations as an air gunner with 550 and 300 Squadrons.
The collection has been donated to the IBCC Digital Archive by Monica Snowball and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 1 [/underlined]
5TH APRIL 1943 SAW ME LEAVE TWICKENHAM to REPORT FOR SERVICE IN THE ROYAL AIR FORCE. MOST OF MY FRIENDS HAD ALREADY BEEN CALLED UP, SO IT WAS A RELIEF TO BE JOINING THEM AT LAST. EVEN SO IT WAS A WRENCH TO BE LEAVING HOME. I MADE MY WAY TO LORDS CRICKET GROUND NEAR REGENTS PARK IN LONDON, UPON REPORTING TOGETHER WITH MANY MORE, WE FILLED IN MASSES OF PAPER WORK & WERE KITTED OUT. FIRST A MASSIVE KIT BAG & EVERYTHING ELSE WAS JUST SHOVED IN. IT WEIGHED A TON. AFTER LUNCH WE WERE PARADED IN SOME SORT OF ORDER & MARCHED TO VICEROY COURT. A RECENTLY BUILT LUXURY BLOCK OF FLATS, WITHOUT ANY LUXURIES. THE FLOORS WERE PLAIN CONCRETE, THE ROOMS CONTAINED 1 BED AND 1 CUPBOARD PER BODY, OF WHICH THERE WERE ABOUT 1 DOZEN PER ROOM. WE WERE INSTRUCTED TO UNPACK OUR KIT, CHECK EVERYTHING FOR SIZE. ANYTHING NOT FITTING WAS TO BE EXCHANGED THE FOLLOWING DAY. PARADE THE FOLLOWING MORNING, IN UNIFORM WAS AT 8 AM, BREAKFAST WAS AT 7 AM BED HAD TO BE MADE UP IN ARMY FASHION, READY FOR OFFICER’S INSPECTION. A DRILL SERGEANT WAS ASSIGNED TO INSTRUCT US AND INFORM US ABOUT WHAT WAS TO BE EXPECTED, THERE WAS ABOUT 20 OF US IN OUR FLIGHT. OUR FIRST DAY WAS TO BE TAKEN UP WITH MEDICAL & INJECTIONS. SO OFF WE WERE MARCHED TO SOMEWHERE NEAR THE ZOO. WE WERE A RAGGED LOT, BUT HAVING DONE TRAINING & DRILL WITH THE HOME GUARD IT WAS EASY FOR ME TO FIT IN. THE MEDICALS & INJECTIONS & LUNCH TOOK ALL MORNING QUITE A FEW OF THE LADS WERE OVERCOME & LAID OUT ON BENCHES. THE SERGEANT WASN’T TOO PLEASED AT THIS, HE [missing words]
[page break]
[underlined] 2 [/underlined]
THAN THE OTHERS, COULD YOU FIND YOUR WAY BACK TO VICEROY COURT?” I SAID “YES SERGEANT” HE SAID “VERY WELL, MARCH THOSE THAT CAN WALK BACK, I WILL HAVE TO GET A WAGON TO TAKE THE OTHER SHOWER BACK”. STAY IN YOUR BILLET UNTIL I COME BACK” I TOLD THE OTHER LADS WHAT WAS GOING ON & THEY ACCEPTED THAT IT WAS BETTER THAN HANGING AROUND FOR A COUPLE OF HOURS. SO OFF WE WENT AND IN 15 MINUTES WERE BACK AT VICEROY COURT. THE LADS WERE GLAD TO LAY ON THEIR BEDS FOR THE REST OF THE AFTERNOON, I MANAGED TO SEE THE SERGEANT IN THE KITCHEN AND SCROUNGED TEA & BISCUITS, WHICH WENT DOWN WELL. THE DRILL SERGEANT WAS QUITE HAPPY ON HIS RETURN TO SEE ALL HIS FLIGHT WAS ACCOUNTED FOR & DISMISSED US UNTIL 8 AM PARADE THE FOLLOWING MORNING, BUT WE HAD TO REMAIN IN QUARTERS, NO TRIPS INTO TOWN. THE FOLLOWING MORNING WAS TAKEN UP WITH CLASSROOM WORK ON AIRFORCE PROCEDURE & WORKING. AFTERNOON FREE TO GET OVER THE EFFECTS OF THE INOCCULATIONS. THE FOLLOWING MORNING WAS TAKEN UP WITH DRILL & MARCHING, AFTER A WHILE THE SERGEANT PULLED ME OUT & TOLD ME TO TAKE OVER. HIS WORDS WERE “LETS SEE JUST WHAT YOU DO KNOW”. SO THE HOME GUARD TRAINING WAS COMING IN USEFUL & ALL WENT WELL. IT WENT SO WELL THAT FOR THE REST OF THE WEEK I WAS GIVEN THE JOB OF DRILLING THE OTHERS WHENEVER THE NEED AROSE. TO MY ASTONISHMENT THE LADS TOOK IT WELL – WE HAD NO TROUBLE. MAINLY BECAUSE AT THE END OF THE DRILL SESSION WE WERE ALWAYS FIRST IN THE QUEUE FOR MEALS. WE WERE POSTED to [missing words]
[page break]
[underlined] 3 [/underlined]
of THE WEEK. BEFOR [sic] WE LEFT, THE DRILL SERGEANT SAID “GOOD LUCK, YOU’VE HAD A GOOD REPORT ON YOUR RECORD, THIS WEEK HAS BEEN AN EASY ONE FOR ME.” BRIDLINGTON OUR BILLET WAS A HOUSE IN RICHMOND ROAD. THE COURSE WORK WAS AIRCRAFT RECOGNITION MORSE CODE SIGNALLING & GENERAL DRILLING ETC. THIS LASTED 6 WEEKS. THOSE THAT PASSED THE TEST WERE POSTED TO BRIDGENORTH IN SHROPSHIRE. HERE WE WERE INSTRUCTED IN THE WORKINGS OF THE FRAZER NASH TURRET & THE BROWNING 303 MACHINE GUN, AIRCRAFT RECOGNITION WAS AGAIN A MUST. ALL WAS CLASSROOM WORK WITH A MAJOR EXAM AT THE END OF A FUTHER [sic] 6 WEEKS, THEN OFF TO STORMY DOWNS IN SOUTH WALES. STORMY DOWNS WAS APTLY NAMED. THE DROME WAS ON THE HILLS CLOSE TO THE SEA & THE AIRCRAFT WERE AVRO ANSONS WITH A GUN TURRET MIDWAY ALONG THE FUSELAGE. THE PILOTS WERE THOSE BEING RESTED AFTER A TOUR OF OPPERATIONS. [sic] ALL OF US CADETS HAD NOT FLOWN BEFOR [sic] & THE PILOTS TOOK GREAT DELIGHT IN THROWING THE AIRCRAFT ABOUT TO SEE IF THEY COULD MAKE US AIRSICK. FORTUNATELY I STOOD UP TO IT PRETTY WELL, AND WHILST FEELING A BIT SQUEEZY AT TIMES, MANAGED TO KEEP THINGS UNDER CONTROL. HERE WE DID AIR TO AIR FIREING [sic] & PRACTICE CINE CAMERA GUNNERY, WITH OTHER AIRCRAFT ATTACKING. HAVING AT LAST GOT THE RUDIMENTS OF WHAT AIR GUNNERY WAS ABOUT, WE WERE EXAMINED & PASSED OUT AS AIR GUNNERS, GIVEN 3 STRIPES & THE RANK OF SERGEANT AND SENT ON 7 DAYS LEAVE. I [missing words]
[page break]
[underlined] 4 [/underlined]
AIR GUNNER, ALL IN A MATTER OF 5 MONTHS OF JOINING. THE LEAVE WENT QUICKLY & I HAD BEEN NOTIFIED THAT I WAS TO REPORT TO HIXON IN STAFFORDSHIRE, TO BE CREWED UP, & SO IT WAS AT THE END OF AUGUST ’43 THAT I WAS TO MEET THE CHAPS I WAS TO FLY WITH. IT WAS A QUEER MEETING. WE STOOD AROUND IN OUR VARIOUS GROUPS WIRELESS OPS, BOMB AIMERS, NAVIGATORS, & AIR GUNNERS THE PILOTS THEN APPROACHED EACH GROUP AND ASKED INDIVIDUALS IF THEY WOULD LIKE TO JOIN HIS CREW. BY THE TIME HE CAME TO THE GUNNERS HE HAD ALREADY GOT THE OTHERS TOGETHER. HIS OPENING LINE AS HE CAME UP TO ME WAS “CREWED UP YET GUNNER?” I LOOKED UP TO SEE A CHAP OF MY OWN AGE, FAIR HAIRED & WITH A BIG SMILE AND A TWINKLE IN HIS EYES, AND A SERGEANTS STRIPES ON HIS ARM. WHY I ASKED MYSELF WAS HE ONLY A SERGEANT. MOST PILOTS WERE OFFICER RANK. I REPLIED THAT I WASN’T CREWED UP, HIS NEXT WORDS WERE OFF PUTTING “HOW DO YOU FEEL ABOUT BECOMING A HERO & WINNING MEDALS” HE SAID. “NO THANKS” I REPLIED “THE ONLY MEDAL I WANT IS THE LONG SERVICE ONE” HE LAUGHED AND SAID “YOU’LL DO, COME AND MEET THE OTHERS” WITH THAT WE INTRODUCED OURSELVES. THE PILOT WAS RON JONES FROM BRIGHTON. HE HAD BEEN PUT BACK TO SERGEANT PILOT BECAUSE HE HAD UPSET too MANY “BIG WIGS” THE NAVIGATOR WAS ART CRICHE CANADIAN FARMER. THE BOMB AIMER ANOTHER CANADIAN DAVE BREMNER A YOUNG COLLEGE BOY FULL OF FUN THE WIRELESS OPERATOR WAS KEN SMITH, SHORT, TUBBY FROM DEWSBURY & A COMIC. SO [missing words]
[page break]
[underlined] 5 [/underlined]
GET THEMSELVES INTO A TEAM, FOR THE ESSENCE OF A BOMBER CREW WAS EACH TO HAVE THE CONFIDENCE OF THE OTHERS. HIXON WAS AN OPPERATIONAL [sic] TRAINING UNIT. FLYING WELLINGTON TWIN ENGINE BOMBERS, OR WIMPYS AS WE LOVINGLY CALLED THEM. WE FLEW AS A CREW MAINLY. PRACTISING TAKE OFFS & LANDINGS. HIGH & LOW LEVEL BOMBING CROSS COUNTRY NAVIGATIONAL TRIPS OF 4 TO 5 hours AND GUNNERY EXERCISES. I ALSO HAD TO GO ON A SPECIAL GUNNERY COURSE & RECOGNITION COURSE AT THIS TIME MY SHOOTING WAS NOT VERY BRILLIANT, BUT THANKFULLY IMPORVED BEFOR [sic] IT WAS NEEDED. GRADUALLY IN THE WEEKS AHEAD, WE BECAME RELIANT ON EACH OTHER, WE WORKED HARD TO BECOME A TEAM, UNTIL WE ALMOST KNEW WHAT THE OTHERS WERE THINKING. SOCIALLY WE HAD VERY LITTLE CONTACT WITH EACH OTHER, BUT ONCE A WEEK WE HAD A CREW MEAL IN A LOCAL PUB, THE 2 CANADIANS BEING OFFICERS, PAID FOR THE MEAL & THE SERGEANTS PAID FOR THE DRINKS. OUR OTHER CONTACT WAS ONLY DURING FLYING TRAINING, WHICH WE ALL TOOK SERIOUSLY AND IT PAID OFF LATER ON. MY SPARE TIME, MOSTLY EVENINGS WAS SPENT IN STAFFORD, DARTS SNOOKER & DRINKING IN THE LOCALS. I HAD MADE FRIENDS WITH ANOTHER GUNNER NAMED TONY. HE WAS ABOUT THE SAME AGE AS MYSELF. A BLONDE, BLUE EYED, HANDSOME FELLOW. AN ONLY CHILD OF DOTING PARENTS & VERY SHY. I DONT THINK HE HAD EVER HAD A DRINK BEFORE JOINING THE AIRFORCE. MANY TIMES I HAD TO TAKE HIM BACK TO CAMP WORSE FOR WEAR. DURING ONE OF OUR EVENINGS [missing words]
[page break]
[underlined] 6 [/underlined]
GIRL FRIEND, WE USED TO GET THE LORRY TO TAKE US IN TO STAFFORD, THE [sic] INTO THE PUB FOR DRINKING DANCING. HE WOULD GO OFF WITH HIS GIRL & I WOULD PLAY DARTS OR SNOOKER, UNTIL IT WAS TIME TO GO BACK TO CAMP. ALL OUR MATES WOULD PILE INTO THE LORRY, IN VARIOUS STATES OF INEBRIATION ESPECIALLY TONY, TOWARD THE END OF OCTOBER ’43 OUR CREW HAD BEEN ON A CROSS COUNTRY FLIGHT OF ABOUT 5 hours AND WERE READY TO LAND, WHEN WE SAW THAT THERE WAS A PLANE ON THE GROUND ON FIRE. WE WERE ALLOWED TO LAND & IN THE FLIGHT OFFICE WERE TOLD THAT THE CREW WAS TONY’S & THAT THEY MANAGED TO GET OUT, EXCEPT TONY IN THE REAR TURRET BEING TONY’S MATE I HAD THE TASK OF COLLECTING HIS PERSONAL BELONGINGS AND PRESENTING THEM TO HIS PARENTS WHEN THEY CAME TO CAMP. I VOWED THEN THAT I WOULD NOT GET INVOLVED IN ANY CLOSE FRIENDSHIP WHILST FLYING AGAIN & NEVER DID. THE EVENING AFTER THE ACCIDENT I WENT INTO STAFFORD, INTO THE PUB WHERE I KNEW HIS GIRL FRIEND WOULD BE. AS SOON AS SHE SAW ME ON MY OWN SHE KNEW THAT SOMETHING HAD HAPPENED. THERE WERE NO TEARS AS I TOLD HER. WE FINNISHED [sic] OUR DRINKS AND SHE JUST SAID “THANKS BILL” & OFF SHE WENT WITH HER CROWD. SHE HAD SEEN IT HAPPEN BEFOR [sic] & NO DOUBT WOULD SEE IT HAPPEN AGAIN, AS WE ALL DID. A WEEK LATER WE HAD OUR LAST FLIGHT AT THE OTU it was TO BE A TRIP OVER SOUTHERN FRANCE. WE WERE LOADED UP WITH [missing words]
[page break]
[underlined] 7 [/underlined]
DETAILING ALL THE NEWS OF THE PROGRESS OF THE WAR. ALSO WE HAD BUNDLES OF FOIL STRIPS WHICH WERE TO BE RELEASED AT A GIVEN TIME AT A GIVEN PLACE, THESE FOIL STRIPS REFLECTED THE SIGNALS OF GERMAN RADAR & GAVE THE APPEARANCE OF A HUGE FORMATION OF BOMBERS, IT ACTED AS A DECOY & DREW FIGHTER AIRCRAFT AWAY FROM THE TRUE BOMBER FORCE. WE ACCOMPLISHED THIS MISSION WITHOUT MISHAP & WERE THRILLED THAT AT LAST WE HAD BEEN PART OF A RAID. THEN IT WAS A 14 DAY LEAVE. IT WAS DURING THIS LEAVE THAT I CELEBRATED MY 21ST BIRTHDAY ALBEIT, A LITTLE EARLY, BUT AFTER FLYING IT SEEMED QUEER NOT TO HEAR THE ROAR OF AIRCRAFT ENGINES. ALSO THE FLYING ROUTINE WAS MISSING, SO WHILST IN [sic] WAS NICE TO BE HOME WITH THE FAMILY I WAS NOT SORRY TO BE GOING BACK. THERE WAS MORE TRAINING TO BE DONE & I HAD TO GO FOR A WEEKS GUNNERY COURSE TO BINBROOK. THIS WAS AN AUSTRALIAN BOMBER STATION, VERY OPPERATIONAL [sic] & THEIR LOSSES WERE HIGH. THE FIRST PERSON THAT I MET AT BINBROOK WAS A CHAP I HAD DONE MY INITIAL TRAINING WITH AT STORMY DOWNS. A WELSHMAN FROM TREDEGAR & AN EX POLICEMAN NAMED VICTOR JONES. VIC & I HAD BEEN PUT FORWARD FOR OFFICER SELECTION AS WE HAD TOPPED THE COURSE TABLES. THERE WAS ONE OFFICER PLACE PER COURSE. I WAS NOT OVERKEEN & THOUGHT THAT ONLY 5 MONTHS DID NOT JUSTIFY BEING MADE AN OFFICER. THE BENEFITS [sic] OF BEING AN [missing words]
[page break]
[underlined] 8 [/underlined]
WHEN SHOT DOWN YOU WOULD BE ENTITLED TO BETTER TREATMENT. VIC GOT THE OFFICERSHIP, MUCH TO MY RELIEF. AFTER THE DAY’S GUNNERY PRACTICE, I USED TO MEET UP WITH VIC, BORROW HIS SPARE UNIFORM & WE WOULD HAVE A DRINK OR TWO IN THE OFFICERS MESS, WHICH WAS VERY ENJOYABLE. AFTER A WEEK I LEFT BINBROOK THANKFULLY MY SHOOTING HAD IMPROVED & I WAS MORE CONFIDENT IN MY JOB. SADLY I HEARD A FEW MONTHS LATER THAT VIC HAD BEEN SHOT DOWN I REJOINED MY CREW AT BLYTON 1662 CONVESION [sic] UNIT. WE WERE TO FLY HALIFAXES. ONE OF THE MOST DANGEROUS AND CONTRARY AIRCRAFT AND SO EASY FOR INEXPERIENCED PILOTS TO CRASH. HOWEVER, RON, OUR PILOT MASTERED THE BRUTE & WE COMPLETED 10 DAYS THERE. DURING THIS TIME OUR CREW INCREASED BY 2. THE FLIGHT ENGINEER CALLED GEORGE, I NEVER DID KNOW HIS SURNAME. HE WAS A LONDONER & HAD WON HIMSELF THE GEORGE CROSS MEDAL FOR HIS PART IN THE BLITZ. OUR PILOT TOOK AN INSTANT DISLIKE TO HIM & ALWAYS FELT THAT GEORGE WAS ONLY WAITING TO WIN MORE MEDALS, WHICH WAS AGAINST OUR CREWS WAY OF THINKING. WE ALWAYS SAID THAT OUR JOB WAS TO REACH THE TARGET DROP THE BOMBS & GET HOME IN ONE PIECE. HOWEVER GEORGE WAS GOOD AT HIS JOB & WAS NEVER GIVEN THE CHANCE TO PLAY THE HERO. – MUCH TO HIS DISGUST - . THE OTHER MEMBER WAS THE MID-UPPER GUNNER JOHNNY JOHNSON, SHORT & [missing words]
[page break]
[underlined] 9 [/underlined]
HIMSELF TO HIMSELF & CAME FROM NORTHAMPTON OUR ORIGINAL 5 NEVER REALLY GOT USED TO BECOMING 7. BUT WE ALL DID OUR JOBS AND MADE A DECENT CREW. WE TRANSFERED [sic] (MUCH TO OUR RELIEF) to LANCASTERS AT HEMSWELL FOR A WEEK AT ELSHAM WOLDS AFTER A COUPLE OF FLIGHTS IT WAS FINALLY ONTO 550 SQUADRON AT NORTH KILLINGHOLME NEAR GRIMSBY, OUR FIRST TASTE OF OPPERATIONAL [sic] LIFE. IT WAS NOW MARCH 1944. KILLINGHOLME KILLINGHOLME [sic] HAD ONLY JUST OPENED UP IN JAN 44 & THE FACILITIES WERE VERY SPARTAN & WE HAD TO ROUGH IT FOR SOME TIME. SLEEPING ACCOMODATION [sic] WAS A NISSEN HUT, STRAW MATTRESSES ON IRON BEDS & TWO COKE STOVES FOR HEATING, BUT AS THE C/O SAID “YOU’LL BE PLENTY WARM ENOUGH, FLYING.” WE SETTLED IN WELL TO SQUADRON LIFE. WE STILL HAD TO TRAIN DURING THE DAY. WE WORKED WELL TOGETHER & DEVISED A SYSTEM SO THAT WE WERE AS EFFICIENT AS WE COULD BE. THEN ON THE 10TH APRIL 1944 OUR PILOTS NAME APPEARED ON THE FLIGHT LIST. THE ROUTINE THEN & IN FUTURE TO BE REPEATED OFTEN, WAS, 10 AM IN THE MORNING, CREW BUS TO THE AIRCRAFT WE WERE TO USE. Q-QUEENIE, EACH OF US CHECKED & RECHECKED HIS PART. THE ENGINES WERE RUN UP & THE PILOT CHECKED EACH ENGINE SEPERATELY. [sic] ANYTHING HE DIDN’T LIKE WAS ATTENDED TO & CHECKED AGAIN THE WIRELESS OP. CHECKED HIS EQUIPMENT. WE [missing words]
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[underlined] 10 [/underlined]
HAD TO CHECK MY GUNS WERE IN WORKING ORDER AMMUNITION RAN SMOOTHLY INTO THE GUN. THE AMMUNITION BELT WAS FOLDED INSIDE THE FUSELAGE & RAN IN TRACKS INTO THE TURRET. COULD NOT AFFORD A JAMMED BULLET, IF NEED AROSE, TO MESS THINGS UP. THE TURRET HAD TO WORK SMOOTHLY THE HYDRAULICS FREE FROM LEAKS & AIRLOCKS THE ELECTRIC HEATING FOR MY FLYING SUIT HAD TO BE WORKING, FROZEN FINGERS AT A CRUSIAL [sic] MOMENT to BE AVOIDED. THE INSIDE PERSPEX WAS CLEANED so THAT VISION WAS CLEAR. EVERYTHING CHECKED & RECHECKED, THEN & ONLY THEN THE PILOT WAS ADVISED THAT EVERYTHING WAS O.K – THE BOOK SIGNED. WE HAD A FIRST CLASS GROUND CREW & RARELY FOUND A FAULT, WHEN WE DID, IT WAS PUT RIGHT. BY FINDING OUT HOW MUCH PETROL WAS BEING PUT IN & THE WEIGHT AND TYPE OF BOMBS WE COULD WORK OUT THE DISTANCE AND TYPE OF TARGET of the opperation. [sic] ALL WAS TO BE REVEALED AT THE BRIEFING ABOUT 2 hours BEFOR [sic] TAKE OFF NO ONE WAS ALLOWED OUT OF CAMP UNTIL TAKE OFF. AT THE BRIEFING it WOULD BE DISCLOSED THE TARGET, THE COURSE to BE SET TIME OF TAKE OFF, TIME OVER TARGET & TIME BACK. WE WERE ISSUED WITH AN ESCAPE KIT IN CASE WE HAD TO BALE OUT & CHOCOLATE & CANNED DRINK FOR THE JOURNEY. ALL RELEVANT INFORMATION WAS GIVEN & DIJESTED. [sic] THE NAVIGATOR THEN HAD TO WORK OUT HIS FLIGHT PLAN. OUR NAVIGATOR WAS SLOW & METHODICAL. I NEVER KNEW HIM TO [missing words]
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[underlined] 11 [/underlined]
ON, TOO SOON OR TOO LATE MEANT THAT YOU WERE ON YOUR OWN & EASILY PICKED UP BY RADAR, SEARCHLIGHTS or FIGHTERS, SO THEN TO TAKE OFF. OUR TARGET ON THAT FIRST TRIP WAS MARSHALLING YARDS AT AULNOYE. TAKE OFF 23.35 time over TARGET 02.25 WE PILED INTO THE CREW BUS WITH 2 OTHER CREWS & WERE TAKEN OUT TO OUR AIRCRAFT THERE WAS A BIT OF LAUGHING & JOKING & AS EACH CREW LEFT, IT WAS “CHEERIO, SEE YOU AT BREAKFAST”. WHEN OUR AIRCRAFT WAS REACHED, WE ALIGHTED, SAID “CHEERIO” to the GROUND CREW & CLIMBED ABOARD, THE JOKES STOPPED & WE WERE EACH LEFT TO OUR OWN THOUGHTS “HOW WOULD WE COPE UNDER FIRE” WE SHOOK EACH OTHERS HAND, PATTED THE SIDE OF THE AIRCRAFT & MADE OUR WAY TO OUR POSTS. MINE WAS A LONG WALK TO THE REAR, STOWING MY PARACHUTE OUTSIDE THE TURRET I SWUNG MYSELF IN, PLUGGED IN MY ELECTIC [sic] HEATER, CHECKED IT & SWITCHED OFF, RUNNING THROUGH ALL THE CHECKS I REPORTED OVER THE INTERCOM THAT ALL WAS O.K. EACH MEMBER IN TURN REPORTED AND ALL WAS SET. AT THE APPROPRIATE TIME THE ENGINES WERE STARTED & CHOCKS AWAY WE WERE MOVING TO THE END OF THE RUNWAY. GIVING THE THUMBS UP SIGN FROM THE GROUND CREW SERGEANT. ONE PLANE AFTER THE OTHER WERE SIGNALLED OFF & SOON WE WERE AIRBOURNE [sic] & REACHING 20,000 FT [missing words]
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[underlined] 12 [/underlined]
LIKE A TRAINING EXERCISE. SOON IT WAS OVER THE FRENCH COAST & COURSE SET FOR TARGET TARGET [sic] REACHED SPOT ON TIME. FEW SEARCHLIGHTS AND A BIT OF “ACK-ACK” GUNFIRE. THE BOMB AIMER LINED UP HIS TARGET & GAVE THE PILOT DIRECTIONS. I FELT THE AIRCRAFT RISE AS HE REPORTED “BOMBS GONE SKIPPER” THE PILOT REPLIED “THANK YOU BOMB AIMER, LETS GO HOME” & AS WE PASSED OVER THE TARGET I COULD SEE A SERIES OF EXPLOSIONS, FIRES BURNING & SEARCHLIGHTS TRYING TO PICK US UP, VERY LITTLE “FLACK” SUGGESTING THAT THERE WERE A NUMBER OF NIGHT FIGHTERS ABOUT. I REPORTED THIS TO THE SKIPPER. HE SAID “KEEP YOUR EYES WELL PEELED GUNNERS. THE WORST IS BEHIND US.” WE HAD A QUIET JOURNEY BACK. LANDED. REPORTED IN & WENT TO BREAKFAST. ALL OUR CREWS WERE BACK SAFELY AFTER WHAT WAS A RELATIVELY EASY TRIP. BUT AS ONE OLD CREW SAID IT DOESNT HAPPEN OFTEN, COUNT YOUR BLESSINGS BREAKFAST WAS A GOOD FRY UP AND SUDDENLY I WAS TIRED & SURPRISED TO SEE IT GETTING LIGHTER IT WAS 6 AM THE TRIP HAD TAKEN 5 hours NO REPORTING UNTIL 12 NOON AND SO TO SLEEP. AS IT HAPPENED WE WERE NOT OPPERATIONAL [sic] AGAIN FOR OVER A WEEK, BUT THERE WAS NO SLACKING, WE STILL HAD TO PRACTICE AND WERE ALWAYS KEPT INFORMED OF DIFFERENT TECHNIQUES BEING USED. IF WE WEREN’T REQUIRED FOR FLYING WE COULD GO INTO GRIMSBY FOR CINEMA, PUBS & ENTERTAIN [missing words]
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[underlined] 13 [/underlined]
WHICH WAS USED BY THE RAF, AND NICKNAMED THE “MUCKY DUCK,” NOISEY & SMOKEY. IT WAS THERE THAT I FIRST MET UP WITH THE “YANKS”. WE GOT ON REASONABLY WELL ONCE WE WERE USED TO THEIR WAYS, BUT COULD NEVER UNDERSTAND WHY THE WHITES WOULD INSIST ON BLACKS BEING FORCED TO DRINK ELSE WHERE, AND ANY TROUBLE USUALLY AROSE BETWEEN THE TWO. BACK IN CAMP WE KEPT LOOKING AT THE OPPERATIONS [sic] BOARD AND AT LAST ON THE 18TH APRIL WE WERE DETAILED. OUR ROUTINE CHECKS OF THE AIRCRAFT WERE DONE AND ABOUT 8 pm WE HAD BRIEFING. THE TARGET WAS ROUEN. THE DOCKS & MARSHALLING YARDS. AGAIN EVERY THING WENT WELL. WE STAYED OUT OF TROUBLE, DID THE JOB AND CAME BACK TO BASE. TWO NIGHTS LATER WE WERE FLYING AGAIN, THIS TIME TO COLOGNE IN THE RHUR. THE HOT SPOT OF GERMANY. THE LARGE MUNITIONS FACTORIES OF KRUPPS & STEEL WORKS WERE ALL ALLONG [sic] THE RHUR. WELL DEFENDED. THIS TIME IT WAS NO JOY RIDE. WE SAW IT ALL. SEARCHLIGHTS “FLACK” AND THE AIRCRAFT TOSSED ABOUT BY NEAR SHELL BURSTS. NO DAMAGE TO WORRY ABOUT. WE SAW OTHER AIRCRAFT BEING ATTACKED BY NIGHT FIGHTERS & GO DOWN IN FLAMES. THE TARGET WAS ONE MASS OF FIRES & BOMB BURSTS. IT SEEMED ENDLESS. BUT EVENTUALLY WE WERE THROUGH, BOMBS DROPPED & TARGET BEHIND US. THE SKIPPER CHECKED EVERY ONE WAS O.K. APPOLOGISED [sic] FOR THE BUMPY RIDE & SAID “I’LL BUY YOU ALL A BEER WHEN WE GET BACK”[missing words]
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[underlined] 14 [/underlined]
A COUPLE OF SCARES FROM NIGHT FIGHTERS, BUT MANAGED TO EVADE THEM AND LOSE OURSELVES INTO THE DARK NIGHT SKY. THE C/O HAD BEEN RIGHT, IT HAD BEEN PRETTY WARM FLYING NO NEED FOR COKE FIRES. TWO NIGHTS LATER WE WERE IN THE RHUR AGAIN TO DUSSELDORF. MUCH THE SAME HAPPENED, BUT WE RETURNED O.K. NO DAMAGE. THEN KARLSRUHE A COUPLE OF NIGHTS LATER, WE HAD A BIT OF DAMAGE, BUT MADE IT HOME, BUT THAT WAS A LONG TRIP AND TOOK 6 1/2 hours. MOST OF IT TRYING TO KEEP OUT OF TROUBLE, WE HAD TO PICK UP ANOTHER AIRCRAFT FOR OUR NEXT FLIGHT TO ESSEN ON THE 26TH APRIL. BY NOW WE HAD EXPERIENCED IT ALL. EVERYTHING THAT COULD HAPPEN AND THOUGHT WE WERE BEING LUCKY TO GET AWAY WITH IT. WE HAD DEVELOPED A GOOD WORKING SYSTEM BETWEEN US GUNNERS WHICH KEPT US OUT OF THE WORST OF IT. THE REST OF THE CREW ALWAYS CAME AND SAID THANKS ON LANDING GEORGE WOULD HAVE PREFERED MORE ACTION. ON THE 27TH WE WERE BRIEFED FOR FRIEDRICHAFEN AFTER ABOUT 30 MINUTES ONE ENGINE BEGAN SIEZING UP AND HAD TO BE CUT, THE SKIPPER SAID WE WOULD HAVE TO GO BACK. GEORGE WANTED TO CARRY ON ON [sic] THREE ENGINES BUT RON WAS AGAINST IT & TO GEORGES DISGUST TURNED THE PLANE ROUND AND HEADED HOME. RON RADIOD [sic] BASE & WAS TOLD TO JETTISON THE BOMB LOAD OVER THE NORTH SEA. THIS WAS DONE AND WE [missing words]
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[underlined] 15 [/underlined]
ENGINE WAS PLAYING UP, SO IT WAS A RELIEF TO PUT FOOT ON LAND. ON THE 30TH APRIL WE WERE BRIEFED FOR A TRIP TO MAINTENON MARSHALLING YARDS IN FRANCE THIS TIME A NEW TECHNIQUE WAS TO BE USED. WE WERE INSTRUCTED TO ARRIVE AT THE TARGET AREA AT A GIVEN TIME. TARGET INDICATORS WERE BEING DROPPED (YELLOW FLARES) AND WE WERE TO CIRCLE UNTIL ORDERED TO OUR SPECIAL TARGET (GREEN FLARES) OTHER AIRCRAFT WERE GIVEN (BLUE FLARES OR RED FLARES TO BOMB ON. EVERYTHING WENT ACCORDING TO PLAN AND THIS WAS THE BEGINING [sic] ON THE PATHFINDER TECHNIQUE AND PROVED A GREAT SUCCESS FOR PINPOINT BOMBING. THE AIRCRAFT USED WERE THE MOSQUITO’S WITH A 2 MAN CREW THEY WERE FANTASTIC. THERE WAS, HOWEVER, TO BE A SERIOUS SET BACK A FEW DAYS LATER A PERIOD OF FULL MOON HAD JUST BEGUN, AND USUALLY THAT MEANT A STAND DOWN. WE WERE THEREFOR [sic] SUPRISED [sic] ON THE 3RD MAY TO SEE THE ROSTA UP FOR EVENING OPS. AND OUR CREW DETAILED. WE DID OUR USUAL CHECKS IN THE MORNING. EVERYTHING O.K AND THEN BRIEFING ABOUT 8 PM. WE WERE INFORMED THAT THE TARGET WAS MAILLY-LE-CAMP IN FRANCE JUST SOUTH OF PARIS. THIS WAS A GERMAN PANZER TANK TRAINING CAMP AND WITH THE IMPENDING INVASION WAS BETTER DESTROYED. THERE WAS TO BE TWO TARGETS. WITH OUR NEIGHBOUGHS, [sic] GROUP 5 TAKING THE FIRST. OUR GROUP [missing words]
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[underlined] 16 [/underlined]
TO DROP TARGET INDICATORS AND EACH GROUP TOLD WHEN TO ATTACK AND WHAT COLOUR FLARE TO BOMB ON. GROUP 5 ARRIVED AND CIRCLED ON YELLOW MARKERS UNTIL GIVEN THE ORDER TO BOMB. THIS THEY DID SUCCESSFULLY. GROUP I (OUR GROUP) ARRIVED, SOME A LITTLE EARLY AND WERE INSTRUCTED TO CIRCLE OVER THE YELLOW MARKERS UNTIL GIVEN THE ORDER TO BOMB. IN THE MEANWHILE GERMAN FIGHTERS HAD ARRIVED AND GIVEN BRIGHT MOONLIGHT AND LANCASTERS FLYING AROUND IN CIRCLES, HAD EASY PREY. THE PATHFINDERS ORDERED THE PLANES TO KEEP THEIR POSITION AND THE AIR WAS BLUE WITH PILOTS REMONSTRATING, IT WAS PANDEMONIUM. OUR PLANE WAS APPROACHING THE AREA AT THE CORRECT TIME AND THE PILOT DECIDED TO CIRCLE SOME WAY AWAY FROM THE ACTION UNTIL WE HAD THE ORDER TO BOMB ON THE RED FLARE. THIS WAS ACCOMPLISHED WITH DUE HASTE AND ACCURACY. ONCE THROUGH THE TARGET WE WERE CONTINUALLY HARRASSED BY GERMAN FIGHTERS. ONE IN PARTICULAR CAME FROM AFAR AND I COULD SEE HIS TRACER BULLETS GOING OVER THE TOP OF US. AS HE GOT WITHIN RANGE I OPENED FIRE AND HE PEELED OFF. I KNOW SOME OF MY SHOT HIT HIM. HE WHEELED ROUND AND CAME IN AGAIN, WELL OUT OF MY RANGE. BUT AGAIN HIS TRACERS WERE HIGH AND I SAT THERE FULLY EXPECTING TO GET THE FULL IMPACT. OUR PILOT WAS TWISTING AND TURNING [missing words]
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[underlined] 17 [/underlined]
SUDDENLY HIS FIRING CEASED AND ROUND HE WENT AGAIN. THIS TIME HE JUST SAT OUT OF RANGE, WAGGLED HIS WINGS AND FLEW OFF. – WHY? – EITHER HE HAD RUN OUT OF AMMUNITION, OR HIS GUNS HAD JAMMED, EITHER WAY, IT WAS A RELIEF AND I SAID A FEW WORDS OF THANKS TO OUR GARDIAN [sic] ANGEL WE HAD OTHER ENCOUNTERS AFTER THAT BUT ARRIVED BACK WITH ONLY A FEW GASHES. ALL OUR OTHER CREWS ARRIVED BACK TO BASE AS WELL, AND HAD FARED [sic] IN THE SAME MANNER. OUR GROUPS LOSSES WERE 28 AIRCRAFT AND GROUP 5 LOST 14. WE WERE LUCKY BUT NONE OF US WOULD EVER EXPERIENCE ANYTHING LIKE IT AGAIN – OR FORGET IT – THE PATHFINDERS NEVER AGAIN MADE SUCH A MESS OF THINGS AND WENT ON TO BECOME A GREAT SUCCESS. THERE WAS A STORY THAT WENT AROUND SOME TIME AFTER. THE SPECIAL DUTIES FLIGHT AT BINBROOK UNDER COMMAND OF SQUADRON LEADER BILL BREAKSPEAR HAD BEEN AGAINST THE RAID BECAUSE OF THE BRIGHT MOON AND CLEAR SKY AND HAD SAID SO TO HARRIS, BUT HAD BEEN OVER RULED. AT THEIR NEXT MEETING BREAKSPEAR STORMED OUT OF THE ROOM WITHOUT SALUTING, HARRIS CALLED HIM BACK AND SAID “DON’T YOU SALUTE AIR CHIEF MARSHALLS” BREAKSPEAR REPLIED “NOT STUPID ONES – SIR,” HARRIS WAS NOT NAMED THE BUTCHER FOR NOTHING AND APPEARED NOT TO CARE ABOUT LOSSES OF MEN. AFTER MAILLY WE HAD A REST FOR A [missing words]
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[underlined] 18 [/underlined]
WHICH BY NOW WAS BECOMING A WAY OF LIFE RENNES (FRANCE) DIEPPE (FRANCE) ORLEANS (FRANCE DORTMUND, AACHEN (GERMANY) TWICE ACHERES (FRANCE THIS WAS ON THE 6TH JUNE (D. DAY). WE TOOK OFF JUST AFTER MIDNIGHT AND RETURNED 5 1/2 hrs LATER TO BE TOLD THAT BRITISH & ALLIED TROOPS HAD MADE A SUCCESSFUL LANDING IN FRANCE. ALL OPERATIONS AFTER THAT WERE TO FULLY SUPPORT GROUND TROOPS FLEURS (FRANCE) ON THE 9TH ACHERES (FRANCE) 10TH THEN ON THE 13TH JUNE CAME THE SHOCK. WE WERE TO BE POSTED TO 300 (POLISH) SQUADRON TOGETHER WITH 5 OTHER EXPERIENCED CREWS IT SEEMED THAT 300 SQUADRON WERE LOSING A LOT OF AIRCRAFT AND WAS UNDER STRENGTH NO ONE WANTED TO LEAVE KILLINGHOLME WE HAD BUILT UP A GOOD REPUTATION LOSSES WERE LOW MISSIONS WERE ACCOMPLISHED AND WEIGHT OF BOMBS PER AIRCRAFT WERE THE HIGHEST IN THE GROUP. HOWEVER, ORDERS WERE ORDERS AND WITH MUCH MISGIVINGS WE WENT TO FALDINGWORTH NEAR LINCOLN. WE ARRIVED AND WERE SHOWN OUR QUARTERS, SAME NISSEN HUTS SAME TYPE OF BEDS NO OTHER COMFORTS THEN TAKEN TO THE MESS FOR A MEAL. TO PUT IT MILDLY POLISH FOOD HAD LITTLE ATTRACTION FOR US AND WE SETTLED FOR A GOOD FRY UP OF EGGS AND BACON. WE MANAGED TO INSIST ON AN ENGLISH MENUE. [sic] THE AIRCRAFT WE WERE SUPPOSED TO FLY WERE A DISGRACE AND FALLING TO PIECES [missing words]
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[underlined] 19 [/underlined]
to FLY THEM AND OUR C/O BACKED US UP. WITHIN 2 DAYS WE HAD NEW LANCASTERS DELIVERED AND ON THE 14TH DID OUR FIRST OPERATION FOR 300 SQUADRON TO LE HAVRE. THE STATE OF THE OTHER AIRCRAFT THE POLES WERE FLYING GAVE US A GOOD IDEA WHY THEIR LOSSES WERE SO HIGH. BUT WITH OUR SUPPORT THINGS WERE TO CHANGE AND NEW AIRCRAFT ARRIVED ALMOST DAILY. THE POLES WERE A FRIENDLY LOT. VERY QUICK TO BUY A DRINK FOR THEIR ENGLISH FRIENDS, WE HAD BEEN WARNED NOT TO DISCUSS POLITICS, AS PART OF POLAND HAD BEEN HANDED OVER TO RUSSIA IN A DEAL BETWEEN ROOSEVELT CHURCHILL & STALIN. WE SETTLED IN VERY UNEASILY TO OUR NEW SQUADRON. MORE THOROUGH CHECKS ON EVERY NUT AND BOLT. WE DID OPPERATIONS [sic] TO AULNOYE (FRANCE) RHEIMS (FRANCE) AT THIS TIME LONDON WAS BEGINING [sic] TO GET ROCKET ATTACKS AND WE WERE SENT OUT WITH PATHFINDERS MARKING TARGETS, TO THE ROCKET SITES, THESE WERE MAINLY IN WOODLANDS HIDDEN BY TREES AND HEAVILY CAMAFLAGED [sic] WE STARTED DAILIGHT [sic] BOMBING. SOMETHING NEW FOR US. WE WERE USED TO BEING ON OUR OWN, NOT FLYING IN FORMATION. WHICH WAS FOR US, DOWNRIGHT DANGEROUS & DISPENSED WITH RIGHT FROM THE START. THE “YANKS” HAD OUR ADMIRATION FOR THE WAY THEY FLEW IN FORMATION AND IT WAS LAUGHABLE WHEN, AS [missing words]
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[underlined] 20 [/underlined]
IN PRETTY PATTERNS AND OUR STRAGGLY LOT ALL OVER THE PLACE. IT WAS ABOUT THIS TIME I WAS PROMOTED TO FLIGHT SERGEANT THIS MEANT A LITTLE EXTRA CASH AND WAS MOST WELCOME, AS VERY OFTEN WE HAD TO VISIT A RESTAURANT IN LINCOLN TO GET A DECENT MEAL. I BECAME QUITE A REGULAR CUSTOMER AT MRS HOLDEN’S FOR HER DELICIOUS CHICKEN LUNCH, AFTER WHICH AN EVENING IN THE SARACENS HEAD. OR AS IT WAS AFFECTIONALLY KNOWN “THE SNAKE PIT”. BY NOW THE 2ND FRONT WAS GETTING ESTABLISHED AND WE WERE ATTACKING TARGETS SUCH AS AULNOYE (MARSHALLING YARDS) RHEIMS (TROOP PLACEMENTS) SIRACOURT (ROCKETS) VIERZON (TROOPS) ORLEANS ROCKET LAUNCHERS IN DAYLIGHT, ALMOST EVERY DAY AND NIGHT WE WERE OUT. SOMETIMES RUNNING INTO FIGHTER AIRCRAFT, SOMETIMES HEAVY GUNFIRE BUT WE STEERED CLEAR OF TROUBLE. THEN CAME CAEN ON THE NORMANDY FRONT. THE BRITISH TROOPS WERE BEING HELD UP IN THEIR ADVANCE AND THE INSTRUCTIONS FOR US, WERE TO BOMB A VERY HEAVILY DEFENDED TOWN AND PANZER DIVISION. THE PATHFINDERS WERE TO GO IN FIRST AND DROP THEIR FLARES AND GIVE US INSTRUCTIONS ON WHICH COLOUR TO BOMB WE TOOK OFF AT 8 PM AND STILL VERY LIGHT WE COULD SEE ALL OUR OTHER LANCASTERS MAKING THEIR WAY TO DIFFERENT TARGETS, THERE WOULD BE 20-30 PLANES ON 1 COLOUR FLARE [missing words]
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[underlined] 21 [/underlined]
WAS STILL LIGHT. OUR USUAL BOMBING HEIGHT WAS 20,000 FT FOR THIS ONE WE STARTED OFF AT 10,000 FT. BUT BECAUSE OF CLOUD HAD TO DECEND UNTIL WE COULD SEE OUR FLARE. BOMBING HAD TO BE SPOT ON BECAUSE OF THE NEARNESS OF BRITISH TROOPS ON THE GROUND. WE COULD SEE THE HOUSES, TROOPS, EVERYTHING – ESPECIALLY OTHER AIRCRAFT CONVERGING ON THE SAME TARGET SOME LOWER SOME HIGHER, THOSE THAT WERE HIGHER WERE OPENING THEIR BOMB BAYS RIGHT OVER HEAD OF US, AND AS I HEARD OUR BOMB AIMER SAY “BOMBS GONE” I COULD SEE ABOUT 3 OTHERS HIGHER, RELEASING THEIRS. I JUST SAT THERE AND PRAYED. THE BOMBS WERE FALLING ONE AFTER THE OTHER AND THANKFULLY MISSED THE TAIL, BY HOW MUCH I DONT KNOW BUT IT LOOKED PRETTY CLOSE. OUR LOSSES DURING THAT TRIP WERE PUT DOWN TO OUR OWN. WE WERE TO DO A COUPLE MORE TRIPS LIKE THAT. ON ONE WE EVEN GOT DOWN TO 1500 FT WHICH WAS VERY, VERY LOW. THEN ON THE 31ST JULY WE WERE TO DO OUR 30TH TRIP AND THE LAST ONE OF OUR FIRST TOUR. THEN ON TO 14 DAYS LEAVE. WE TRIED NOT TO THINK ABOUT IT UNTIL WE HAD OUT FOOT ON ENGLISH SOIL AGAIN, THIS TIME A ROCKET SITE. NO HASSEL. [sic] NO FLACK. NO FIGHTERS ONLY ON THE RETURN DID AN ENGINE PACK IN, AND WE HAD TO LAND AT A DIFFERENT BASE. WE WERE DEBRIEFED, AND WHEN THEY HEARD IT WAS OUR [missing words]
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[underlined] 22 [/underlined]
THE AIRCREWS CAME OUT. IT WAS ABOUT 3 AM IN THE MORNING. WE HAD A BIT OF A PARTY BUT WE WERE LOOKED UPON LIKE FREAKS THE QUESTIONS WE WERE ASKED, IT WAS ALL A BIT OVERPOWERING. NEXT MORNING WE WERE NOT ALLOWED TO FLY BACK TO BASE THEY SENT A CAR TO TRANSPORT US AND A FRESH CREW TO TAKE OUR PLANE. ON ARRIVAL BACK AT FALDINGWORTH WE WERE DROPPED OFF AT THE C/O’S OFFICE TAKEN IN HAD A SHOT OF WHISKEY WITH HIM, SHOOK HANDS AND TOLD THAT ON THE FOLLOWING DAY WE WERE TO START OUR LEAVE. GET EVERY THING PACKED. THAT EVENING WE MET UP AS A CREW FOR THE LAST TIME. HAD A DRINK OR TWO AND SAID OUR CHEERIO’S. THE FOLLOWING MORNING RON, OUR PILOT & I WENT TO LINCOLN STATION CHANGED TRAINS AT PETERBOROUGH AND HENCE TO LONDON. THERE HE WENT OFF TO BRIGHTON & I TO TWICKENHAM.
JOB DONE, - NONE OF US MET UP AGAIN.
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TAILENDERS END TALES.
[circled 1] IT WAS DURING OCTOBER 43 THAN [sic] OUR PILOT CALLED A CREW MEETING. HIS OPENING WORDS WERE “WE HAVE BEEN TOGETHER LONG ENOUGH, I TAKE IT THAT WE ARE HAPPY WITH THE WAY WE OPPERATE [sic] TOGETHER”. WE ALL AGREED. HE CARRIED ON. “AS I SEE IT. I AM JUST THE DRIVER. ART (NAVIGATOR) GIVES ME THE COURSE. I FLY IT OVER THE TARGET. DAVE (BOMAIMER) [sic] GIVES ME DIRECTIONS. – I FLY IT -. KEN. [deleted] YOU [/deleted] I RELY ON YOU TO GIVE ME CORRECT MESSAGES THAT COME OVER THE RADIO. AND I ACT ON IT. BILL. – AS GUNNER, YOU ARE OUR EYES. ANY TIME YOU SEE WE ARE BEING ATTACKED, YOU GIVE ME DIRECTIONS FOR EVASIVE ACTION. – STRAIGHT AWAY. ALL OF YOU, TELL ME, I WILL FOLLOW YOUR ORDERS WITHOUT QUESTION OR HESITATION. – ANY QUESTIONS NOW.” DURING PRACTICE RON & I EVOLVED A SERIES OF MANOEVERS [sic] FOR EVASIVE ACTION. THAT THEY WORKED WAS ONLY DUE TO THE WAY THE LANCASTER WAS BUILT.
[circled 2] ONE NIGHT WHILST ON A TRAINING FLIGHT WE RAN INTO AN ELECTRICAL STORM. LIGHTENING FLASHED AND THE AIRCRAFT WAS TOSSED ABOUT BUT WHAT WAS MOST FRIGHTENING WAS THE WAY SPARKS WERE LEAPING FROM ONE METAL OBJECT TO ANOTHER. RUNNING THE LENGTH OF THE GUN BARRELL AND ALL ROUND THE TURRET I WAS GLAD WHEN WE WERE OUT OF IT.
[circled 3] ON SQUADRON THE GROUND CREW WERE FANTASTIC
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THE SERGEANT WAS THERE IN THE MORNINGS AND THERE WHEN WE TOOK OFF AT NIGHT. – AND THERE AGAIN ON OUR RETURN, WHEN HE SLEPT I DONT KNOW. BUT THEY WERE DEDICATED TO GIVING US THE BEST SERVICE.
[circled 4] OUR SQUADRON BASE AT KILLINGHOLME WAS CLOSE TO THE HUMBER RIVER. THE PORT OF HULL ONE SIDE AND GRIMSBY THE OTHER. VERY OFTEN BOTH PLACES WERE SUBJECTED TO HEAVY BOMBING BY THE GERMAN AIR FORCE. QUITE OFTEN THESE RAIDS CO-INCIDED WITH OUR TAKE OFF TIME, SO THAT BOTH AIRFORCES WERE IN THE AIR OVER GRIMSBY AT THE SAME TIME AND WE WERE OFTEN CAUGHT UP IN OUR OWN SEARCHLIGHTS. WITH THE NEXT GROUP OF SEARCHLIGHTS HOLDING A GERMAN BOMBER IN ITS BEAMS. WE HAD TO SIGNAL IN MORSE TO THE GROUND FOR THEM TO SWITCH OFF.
[circled 5] DURING THE TRIP ON AACHEN AT THE END OF MAY, ART, OUR NAVIGATOR ANNOUNCED THAT HE WAS ALWAYS SO BUSY PLOTTING THE NEXT COURSE AFTER THE TARGET, THAT HE HAD NEVER THE CHANCE TO SEE THE TARGET. THE NAVIGATORS CUBBY HOLE WAS ALL SHUT IN BECAUSE HE HAD TO HAVE LIGHT TO WORK BY. ON THIS TRIP HE DECLARED HE WOULD GIVE THE PILOT THE COURSE TO FOLLOW BEFORE HAND. SWITCH HIS LIGHTS OUT AND SEE WHAT WENT ON. THIS HE DID. IT HAPPENED THAT IT WAS A HECTIC NIGHT. AND THE FIREWORK DISPLAY WAS BRILLIANT. WE HEARD ART GASP. [missing words]
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I WOULDN’T HAVE COME.” I DONT THINK HE PEEKED OUT AGAIN.
[circled 6] 3RD MAY. THE PERIOD OF FULL MOON. WE TOOK OFF CLIMBED THROUGH BILLOWING WHITE CLOUD AT 10,000 FT INTO FULL MOONLIGHT. THE SIGHT WAS BREATHTAKING THE MOON SHONE ON THE CLOUDS LIKE DRIFTS OF SNOW. YOU COULD SEE FOR MILES, LANCASTERS ALL OVER THE SKY. OUR PILOT WAS SO CARRIED AWAY AT THE BEAUTY OF IT, HE FLEW THE AIRCRAFT LIKE A SLEIGH, SKIMMING THE TOPS OF THE CLOUDS AND WHOOPING LIKE A COWBOY. IT WAS INDEED A GRAND SIGHT. PITY IT WAS GOING TO BE SPOILT LATER THAT NIGHT.
[circled 7] AFTER WE HAD FINISHED OUR TOUR AND THE CREW HAD GONE OUR DIFFERENT WAYS, I WAS TO BE POSTED TO BRIDGENORTH AS INSTRUCTOR. IT WAS THERE THAT I WAS INFORMED THAT I WAS ELIGIBLE FOR 2 SERVICE MEDALS. THE 1939/45 STAR. AND THE AIRCREW EUROPE STAR AND CLASP. MY THOUGHTS IMMEDIATELY WENT TO GEORGE. HE MUST HAVE LAUGHED HIS SOCKS OFF.
Dublin Core
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Title
A name given to the resource
Bill Freeman's Service Career
Description
An account of the resource
A detailed account of Bill's time in the RAF, starting with drill at Lords, training at Bridlington and Bridgnorth then RAF Stormy Down. He passed the course and after seven days leave reported to Hixon for crewing up. He discusses training and his social life. He then transferred to Binbrook then Blyton, Hemswell, Elsham Wolds and N Killingholme.
He describes individual operations in detail. He and his crew were transferred to Faldingworth where the condition of their aircraft was poor. These were quickly replaced with new aircraft. His crew were successful and survived their 30 operations never to meet up again.
He concludes his memoir with seven tailender tales.
Creator
An entity primarily responsible for making the resource
Bill Freeman
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
25 handwritten sheets
Identifier
An unambiguous reference to the resource within a given context
BFreemanWFreemanWv1
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Brighton
England--Dewsbury
Canada
England--Stafford
Wales--Tredegar
England--Northampton
England--Grimsby
France--Rouen
Germany--Cologne
Germany--Essen
Germany--Düsseldorf
Germany--Karlsruhe
Denmark--Frederikshavn
France--Maintenon
France--Mailly-le-Camp
France--Rennes
France--Dieppe
France--Orléans
Germany--Dortmund
Germany--Aachen
France--Paris
England--Lincoln
France--Le Havre
Poland
France--Pas-de-Calais
France--Caen
France--Vierzon
France
Germany
Denmark
France--Reims
Germany--Ruhr (Region)
England--Northamptonshire
England--Yorkshire
England--Lincolnshire
England--Staffordshire
England--Sussex
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under 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
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1943-04-05
1944-03
1944-04-10
1 Group
1662 HCU
300 Squadron
5 Group
550 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
briefing
Churchill, Winston (1874-1965)
crewing up
entertainment
flight engineer
George Cross
ground crew
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
mess
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
pilot
RAF Binbrook
RAF Blyton
RAF Bridgnorth
RAF Bridlington
RAF Elsham Wolds
RAF Faldingworth
RAF Hemswell
RAF Hixon
RAF North Killingholme
RAF Stormy Down
Stalin, Joseph (1878-1953)
tactical support for Normandy troops
target indicator
training
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1874/34824/LCropperEW1655303v1.2.pdf
f88f6fb528ed66723be5e4de2ff41906
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1874/34824/LCropperEW1655303v2.2.pdf
d22e5a5b3765c935d430baf26790a835
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
Cropper, E W
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cropper, EW
Description
An account of the resource
Three items. The collection concerns Group Captain EW Cropper (Royal Air Force) and contains his log books and documents. He flew operations as a navigator with 57 Squadron.
The collection has been donated to the IBCC Digital Archive by [name] 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
EW Cropper's Log Books
Description
An account of the resource
Two flying log books for navigators, air bombers, air gunners and flight engineers for E.W. Cropper. Between them they cover the period 17 May 1943 to 6 October 1950. There is much overlap between them and an original log book was destroyed by fire.
<p>Log book One.<br /><br />E W Cropper’s RAF Observer’s and Air Gunner’s Flying Log Book from February 1944 to 6th October 1950, recording training, operations, instructional and staff duties as a navigator. Aircraft in which flown: Stirling, Lancaster III, Lancaster VII (FE), Halifax II and V, Wellington XIII, Oxford, Anson, Proctor, Mosquito B35, Lincoln 2B. Based at: RAF Jurby (No. 5 Air Observer School), RAF Wratting Common (1651 Conversion Unit), RAF Hemswell (1 Lancaster Finishing School), RAF Elsham Wolds (103 Squadron), RAF Blyton (1662 Heavy Conversion Unit), RAF Shawbury (Empire Central Navigation School/Empire Air Navigation School), RAF Lindholme (1656 Heavy Conversion Unit), RAF Oakington and RAF Mepal (7 Squadron), RAF High Wycombe and RAF Booker (Bomber Command Communications Flight), RAF Waddington (57 Squadron) and RAF Scampton (Bomber Command Instrument Rating and Examining Flight).</p>
Records a total of 29 completed operations (26 night, 3 day)) on the following targets in Belgium, France and Germany: Aulnoye, Caen, Calais, Dortmund, Duisburg, Essen, Flers, Friedrichshaven, Gelsenkirchen, Hasselt, Karlsruhe, Kiel Bay, Le Havre, Mailly-Le-Camp, Maintenon, Mardyck, Marquise-Mimoyecques, Orleans, Rennes (St Jacques airfield), Revigny, Saintes, Sanneville, Scholven, St Martins-de-Varreville, Sterkrade, Vire and Wimereux.<span><span> He also flew 3 Cook's Tour flights and two Operation Dodge flights. Post-war he served with 7 and 57 Squadrons. His pilot on operations was Pilot Officer Moore.<br /><br />Log Book Two.<br /><br /></span></span>
<p>E W Cropper’s RAF Flying Log Book for Navigators, Air Bombers, Air Gunners and Flight Engineers from 17 May 1943 to 16th April 1945, recording training, operations, instructional and staff duties as a navigator. Entitled “PERSONAL LOGBOOK”, includes detailed personal notes about training courses, first operational tour (“29 sorties”), instructor and staff navigator training. Aircraft in which flown: Tiger Moth, Stirling, Lancaster III, Halifax II and V, Wellington XIII, Oxford, Anson. Based at: RAF Shellingford (No. 3 Elementary Flying Training School), RAF Jurby (No. 5 Air Observer School), RAF Wratting Common (1651 Conversion Unit), RAF Hemswell (1 Lancaster Finishing School), RAF Elsham Wolds (103 Squadron), RAF Blyton (1662 Heavy Conversion Unit) and RAF Shawbury (Empire Air Navigation School).</p>
<p>Records a total of 29 completed operations (26 night, 3 day) on the following targets in Belgium, France and Germany: Aulnoye, Caen, Calais, Dortmund, Duisburg, Essen, Flers, Friedrichshaven, Gelsenkirchen, Hasselt, Karlsruhe, Kiel Bay, Le Havre, Mailly-Le-Camp, Maintenon, Mardyck, Marquise-Mimoyecques, Orleans, Rennes (St Jacques airfield), Revigny, Saintes, Sanneville, Scholven, St Martins-de-Varreville, Sterkrade, Vire and Wimereux. <span>His pilot on operations was Pilot Officer Moore.</span></p>
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
Two printed books with handwritten annotations
Identifier
An unambiguous reference to the resource within a given context
LCropperEW1655303v1, LCropperEW1655303v2
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--Kiel Bay
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Shropshire
England--Yorkshire
Belgium--Hasselt
France--Caen
France--Charente-Maritime
France--Flers-de-l'Orne
France--Le Havre
France--Mailly-le-Camp
France--Maintenon
France--Mimoyecques
France--Nord (Department)
France--Orléans
France--Pas-de-Calais
France--Rennes
France--Revigny-sur-Ornain
France--Vire (Calvados)
France--Wimereux
Germany--Dortmund
Germany--Duisburg
Germany--Essen
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Karlsruhe
Germany--Oberhausen (Düsseldorf)
Germany--Ruhr (Region)
France--Saint-Martin-de-Varreville
France--Manche
France--Calvados
Temporal Coverage
Temporal characteristics of the resource.
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-15
1944-05-16
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-06-02
1944-06-03
1944-06-04
1944-05-05
1944-06-06
1944-06-07
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-16
1944-06-17
1944-06-18
1944-06-19
1944-06-20
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-07-04
1944-07-05
1944-07-07
1944-07-12
1944-07-13
1944-07-17
1944-07-18
1944-07-19
1945-07-03
1945-07-13
1945-11-28
1945-11-30
1946-01-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
103 Squadron
1651 HCU
1656 HCU
1662 HCU
57 Squadron
7 Squadron
Air Observers School
aircrew
Anson
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Flying Training School
forced landing
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 3
Lincoln
mid-air collision
mine laying
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Oxford
Proctor
RAF Blyton
RAF Elsham Wolds
RAF Hemswell
RAF High Wycombe
RAF Jurby
RAF Lindholme
RAF Mepal
RAF Oakington
RAF Scampton
RAF Shawbury
RAF Upwood
RAF Waddington
RAF Wratting Common
Stirling
tactical support for Normandy troops
Tiger Moth
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1561/34782/SRAFIngham19410620v030001-Audio.1.mp3
ec8f5ae33c3398bd75adf9f2892c5498
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
RAF Ingham Heritage Group
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
RAF Ingham
Description
An account of the resource
25 items in six collections. The collection concerns RAF Ingham and contains interviews photographs and documents concerning:
Andrzej Jeziorski - Pilot 304 Squadron
Arthur Hydes - Boy in Ingham
Brian Llewellyn -ATC
Jan Black - Rear Gunner 300 Squadron
Lech Gierak - Armourer 303 Squadron
Marion Clarke - MT Driver RAF Ingham
Mieczyslaw Maryszczak - Armourer
Stanislaw Jozefiak - Air Ops 304 Squadron - Pilot on Spitfires
Wanda Szuwalska - Admin 300 Squadron Faldingworth
Zosia Kowalska - Cook RAF Ingham
The collection has been donated to the IBCC Digital Archive by the RAF Ingham Heritage Group and catalogued by Barry Hunter.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
Int: Mainly er, how you came to be involved really, with the airfield at RAF Ingham.
BL: I’ll tell you how I came to be involved then. [Clears throat] When I was in the ATC we had one official visit to Hemswell.
Int: Yes.
BL: And at that time 300 Squadron was at Hemswell, along with another Polish squadron, and an English squadron too, and we went to look and have a go at the Link Trainer. Now I thought this was good, it’s great, flying this Link Trainer, you know, I made a mess of it of course at first, it so I decided what I’d do was, I didn’t have the bike at the time, I didn’t, but it was on the road to Market Rasen, past [indecipherable] corner, up the Corringham road, [indecipherable] road along to Market Rasen. So I took the bus up there to get off at the pub on the corner and it’s only a few yards to the left was the entrance to RAF Hemswell, and course I got through the guard, it is war time and of course they were all people that had been conscripted and sort of lazy type things, you know, if you talked to them, nothing official or anything like that, so I just got through you see. I just walked through into there and I decided, to take me knife, fork, spoon and mug and so I went, I don’t know where I went to first, I can’t remember. I remember ending up in the Link Room place, the Link Trainer room and there was a sergeant there who was only too keen to let me have a go on it you see. And this became quite a regular thing, again, and of course I took my log book, I’d have it signed and there was a description of what I’d done and I suppose there’s some kind of a record, because I mean, it’s interesting because in those days everybody knew that we were being trained to follow on, that was the whole purpose of the Air Training Corps, so we would follow on as the blokes got killed we were the next ones to go and get killed! So again, so it was recorded there. That was that, although I did go to other RAF stations, in the same way actually. I remember going to Kirton in Lindsey too, in the same way, we weren’t allowed in at Blyton because that’s an operational training unit, well we were but there was no flying, and there was no flying at Hemswell for that matter - they were they were all on operations you see. And what happened after that was the business of sport afternoons which was Wednesday, yes Wednesdays, that’s right. Thursdays was activities and that’s ATC. Sports afternoon Wednesday, so there were a number of us, including Mick Burnside, there were four of us actually, who, yes right four, yeah, who um, objected to sport and we didn’t want to take part, we’d nothing to do with it. Cause I mean, the Idea of it, it’s like today it’s like the Olympics. I mean so what, if somebody wants to run round in circles and coming back to the same place they started from you’re not achieving very much are you really! So that was the idea see. Whatever happens in sport, nothing’s achieved at the end of it! [Indecipherable] Really. So we were not keen on sport. And quite unexpectedly, er, the headmaster said to us, he said look, if you’re not going to take part in sport he said, put on your ATC uniforms on and stand by the end of the drive, there. So right, so I did. Along came a little pick-up truck with a very tall, very tall, WAAF Corporal who was Polish, and she said come with us please, or come with me please. So I thought all right, don’t know where we’re going, so we piled in the back of this pick-up truck and we went to Ingham, and the, I’d never actually been into Ingham before. I’d gone along that road of course, even, in fact I even cycled as far as Lincoln along the top road, as we called it, it’s the top road to Lincoln, you could see Lincoln cathedral actually, if you looked along that road, you can see the Spire sticking up there.
Int: You can, yes.
BL: So, I can remember we went in there, we suddenly turned off to the left, it was a right hand turn, a very sharp right hand turn, left hand turn, sorry, then there was a tall hedge on that side, on the right hand side, then we turned, suddenly again, left, very short trip and then there we were, this was the entrance to RAF Ingham. It was quite a sort of low, oh not, it didn’t make much of an impression at all. [Rustling] There were some very low brick buildings along the right hand side and along the left. We couldn’t see how far they went up to the left but they stopped abruptly on the right hand side and went through the door and the whole place was crowded with people, there were so many, but loads of people there. It was a very active station, they were all, I mean compared to the RAF, there was no slouching about sort of skiving, they were all purposefully doing something. I remember one of the first impressions I got was of a tannoy system, which was an earphone inside a cone made from a cornflakes packet, and that was their tannoy! And by God it worked too [laugh], cause it was only a small place you see. And standing there, you know, wondering what was going on and out came, up came a Polish Warrant Officer, a man of very few words, he didn’t speak very much English at all, whereas the WAAFs spoke a lot better than the fellas, the fellas were a bit slow, but the WAAFs were much better. And he said, you know, you’re going to crew with us on test flights. I said really? I mean just, so yes he said, and he pointed out, said you with navigator – that’s me - because at that time in the May of that year they had dropped the second pilot, there was only one pilot, so the navigator was in effect the second pilot, and of course he was right by the, the pilot was here, the navigator was just on the other side, further back, with his own little cabin with a door and a curtain.
Int: What was the reason for dropping to one pilot?
BL: Because they couldn’t supply them!
Int: Right.
BL: There was, I mean this was the trouble you see! There were aircrew shortages all the time. Whereas you could try and train a gunner fairly easily, or a wireless operator fairly easily, you couldn’t train pilots very easily. And besides they were dropping out you see, because they weren’t up to the job - only a certain number got through. So they decided the navigator would have enough skill to bring the aircraft back in an emergency.
Int: Right.
BL: They could take over if the pilot was killed or in any way incapacitated. So in fact acting as second, not that I thought that I’d ever be doing anything and, but we had to do everything properly. The first thing we had to do was to learn to pack our parachutes, we had to pack our own parachutes. I can still remember this. It was a long room, with long tables; a big long room with long tables. On the left hand side they were all hanging up as it were to air, they hung them up in there and put them across the table and you had to go through certain motions and there was the, a little wire thing at the top that swung thing, as if pull the parachute out of the pack, so it was all, you know, well developed, was all perfectly good pure silk. We only used silk, course it came on the black market as women’s’ clothes as well you see, [laugh] get some parachute silk! But parachutes were expensive and you had to sign for them and this sort of stuff. Cutting a long story short, what happened in the end, we went out to look for this Wellington and first of all I thought crikey what a place this is. There were two hangars, I think they were two hangars with curved rooves, which were not to be used for any purpose cause all the aircraft were out in the open and people, lots of people, were working on them. This one aircraft, the one we were going to use, was drawn up, there was a bit of a tarmac in the front of the building, a sort of concrete area which it was parked on and we had to get inside and we was, the pilot sort of showed us how to, in an emergency, to brace ourselves against the main spar which ran, made quite a big step in the middle of the Wellington, you had a big step in the middle. That was the main spar where the wing came through and if you were going to crash land, you got behind this, braced yourself against it so you didn’t get thrown forward and out. Like in a car, it’s like a safety belt.
Int: Absolutely yeah.
BL: Kept you from being chucked out. So we had to do that, then we went to our places. Oh I’d been issued with a little wallet by the way, which contained a Douglas Protractor, they’re the sort of navigational instruments which I had used before by the way cause I’d done quite a bit of navigation from Kirton Lindsay, in an Oxford I’d done some navigating, not that I got anywhere with it, well later on even the Air Squadron I didn’t get anywhere with it; I mean my navigation was pretty poor really. Anyway, we were issued with this, these, and eventually I got back to my cabin, you see, and it was lovely. I could close the door and it was all by the lamp, cause you had to see things and you had the curtain to prevent you making light outside or putting light into the fuselage, which could be seen from outside, but you had to have the window to have a look outside you see, see where you were cause you did checks on the ground. In those days navigation was DF, direction finding which was a loop aerial, you know about how that worked? The egg thing on the top, you can see it, the late Wellingtons had them and the idea was that if the loop was lying along, the lateral line of the aircraft, it was nothing. But if you turned the loop it would progressively pick up the signal, from one side or another and you had two transmitters on the ground which sent out signals, and when you heard them loud, loud and clear on both [emphasis] sides, you turned until you got the loop aerial lined up on one side and then on the other side and then you’d got yourself a fix actually, because you knew then, that in between there, the neutral would give you your position. If you turned that between the two of those, the neutral between the two, it would give you your position, which you could then plot. But of course then you had to do this regularly because of drift and things like that, so you’d get cross wind which would send you miles off course, could be bad if you’d a cross wind. Anyway, I think the first time we went in there was no Gee in the aircraft, I don’t believe so, no there couldn’t have been, otherwise I would have noticed, it was later installed the Gee, anyway, I thought yeah, settle down quite well but the thing about the Wellington, what I liked about it was that it didn’t smell, I don’t know why, but it just didn’t smell! For example the Dominie, the de Haviland Dominie, which was a plywood and fabric-ed over was the most horrible smell of hydraulic oil, fuel and dope.
Int: Dope, yeah.
BL: And it’s really quite a sickening smell, isn’t it; most unpleasant smell. Wellington didn’t smell of anything and when we looked it first, we noticed it’d got lots of holes in the fuselage, great big gaps where they’d not bothered to repair it, although the wings were patched over quite well. And anyway take, well first of all we taxied out. We couldn’t go, I looked at the airfield by the way. There was an old farmhouse, slap in the middle, with big tall trees and, there’s no runways at all, just grass, and the grass was all furrowed and pitted and things like that. It was in a really damp condition because you see where we were, this was in fact the dip side of the escarpment, the limestone slab that, which constitutes the Lincolnshire Heights, it’s a big slab of limestone, the scarp slope’s quite steep. The other slope is not so steep but it is a slope, so you get water sort of collecting there in little hollows and it doesn’t go away because off London Heath there, you’ve got quite a bit of clay so it was a really, quite a soggy place really, and it got worse if it got damp, and it had been that first time cause the weather was actually, there was low cloud, it was in summer, and it was very warm, but again overcast, like it often is in Lincolnshire. I noticed when we went round, I went round the front, the nose turret, flies squashed against the Perspex where flies had been blown against the glazing in the turret. Anyway we got in, take off point, well we didn’t go along any kind of peri track or anything, we had to get to the furthest end of the, which at that time was the northern end, the northern end of the airfield and we had to get there in order to turn round to get our take off run, and the thing was, I can remember quite clearly, we didn’t go along the side, we headed straight for the point actually, without any intermediate runway or anything like that, so we really kept to the dry points and I can remember going over, what appeared to be, the remnants of turnips, because you could hear them – bump, bump, bump, you know you could hear it shaking as it went over the tops of these turnips been left in the soil! So we got to the end and actually it was airborne in a quite remarkably short time. I was quite surprised how short it took us to take, then of course we were up and look at the countryside and so on, and then we were in cloud, and it went very dark and all the cloud vapour was coming in through the little holes in the fuselage as it got misty inside as well. [Laugh] Then there were flashes, flashes, flashes, and then suddenly we were out of the cloud and above the top, and it was like [indecipherable] in another country, great big flat snowfield it looked like, with big pinnacles, right in the sky, intensely blue sky, it was really quite deep, deep blue sky, it was absolutely brilliant sunshine.
Int: That would only be a couple of thousand feet even, wouldn’t it.
BL: Yes. It’s amazing, you know. I thought I’ll have a look at this and see, get up to the astrodome and get a better view. So I decided to do a bit of navigating, so I didn’t have a sextant though. Went up the astrodome and the thing that I noticed about it was the way the aircraft was reacting to the airflow: the tailplane was flapping up and down all the time, and when the aircraft turned, even slightly, the fuselage twisted. [Laughter] Yes, it’s quite amazing really. And so it went, I mean we just stooged around a bit until everything was okay, and nothing happened, just landed and that was it. We were taken home, the place we came from, and the following week, I don’t know, we must have done it about five odd times I think, all together during that summer, about five times I reckon, yeah. In this time we were learning more and more about what was going on and the idea was that the, we were brought along there and I think it was mainly for our education because there could have been other people on the unit that could have crewed, but you know, we were chosen to crew it you see, on the air tests – it's to do with the weights you see, didn’t have the weights [indecipherable], course the bombing doesn’t affect the weight, the bomb goes across the centre of gravity so you don’t change the COG with the bomb load, it just get more heavy that’s all. It was the second time that we went on this that, it was quite surprise, when I looked out, and I saw the pilot, the pilot did this to me with his finger, just like this, see. By God he wants me for something, so I went up there and he says, and he stood up and of course the second pilot seat was still there, but folded back. He said er, sit down he says, and then he said to me, if nose go up: push forward. But I knew that anyway and there I was, and he got out and he went down the fuselage [laugh] with this Wellington bomber at the age of fourteen, Wellington bomber! [Laugh] I couldn’t reach the pedals, but I wouldn’t ‘t adjust it at all anyway, but I’d got experience on the Link Trainer in those days just six, in the Link Trainer it was just six instruments there, you didn’t have any extra at all, just six instruments, it was just pure flying. So I did the same with this. So I made sure the artificial horizon was properly lined up and that the aircraft was flying at correct airspeed, and I checked the air speed didn’t vary. I fiddled a bit, you could do that of course; it was flying correctly before, it was only a matter of restoring it to what it was. So I thought well I’ll do a little aileron turn, [laugh] see what happens, so I turned, moved the speculums round this way and the control was so amazingly light! I didn’t expect it to be so light, there was hardly any weight at all on them - I was used to flying the Link Trainer, [crash] it came round, oh I’ve broken the thread now, what was I saying?
Int: Aileron turn, shallow.
BL: Oh yes, it came round and then I thought I’d better bring it back to where we were so I did, brought it back, I don’t know how long he was away, but he was away down the fuselage for quite a long time. So I don’t know, I don’t think he was doing anything I think he wanted to get out the way see what happened to me, cause he could get back, we had enough height for him to get back and sort things out if anything went wrong. That’s about it really. The memories of the airfield itself and where things were, because we got the impression that it was like they were in Poland when they went down to the Tatras to escape the German bombing of the airfields in the north, you know the story of that. They went down the Tatras mountains and of course, like the Germans, they were trained to live off the ground, well, like the British were typical thing in the Army, you just plunder and rape and pillage. It’s always been the same, so you don’t ask people’s pleasure, you just take what you need, in times of war, and the Germans did the same. When I was a student in Tubingen the street, the Dockstrasse, was one platoon from the, the 78th Storm Division, was the local unit, and the officer, I never knew him, he lived at the bottom, then opposite was Ulrich, the corporal, who had, who kept chickens and my landlord was there were, but he was a flight sergeant, a colour sergeant in the platoon, and we had, you know, all the people in there round about were all ex-78 apart from one who was Luftwaffe, who was a [indecipherable] pilot who I got to know quite well and a very nice chap he was too! [Laughter] He bombed the fire station in Birmingham!
Int: Really!
BL: Yes, oh yes! He said you know, you know, talking about the bombing, he said to me one time, he said we didn’t care who won the war as long as it stopped. [Laughter] The Germans had quite a good time before the war, they were quite, not the kind of place you imagine it to be.
Int: No, no. So the Polish squadrons, in order to survive in Lincolnshire, lived off the land as well.
BL: Oh yes. This was the thing, they didn’t need their rations. See, now what you’d got there at the time, I remember going along there, along the Wolds road, because people weren’t allowed to have shotguns during the war, no arms for civilians at all, apart from farmers who could shoot, have a shotgun, but you couldn’t shoot for sport any more; that was gone. So the rabbits were breeding like mad, till they had to introduce myxomatosis to control the population, that’s what came about. But the whole place was black with rabbits and I mean black because a lot of them were black rabbits and they were all over the fields leading down to the bottom of the valley along the scarp slope, because it’s in, it’s just fields just running straight down, steep fields of course, and you’ve got loads of rabbits there. You’ve got, you’ve also got -
Int: There are lakes at Fillingham and woods in that area as well I imagine.
BL: Oh yes, well there were woods just on the far, I notice it’s still there, on the far side of the airfield, up against the woods itself, the buildings are still there; they were the sleeping quarters for the aircrew. Because they’d come home at night, er in the early morning, they’d go to bed and sleep through until they started off because they went on ops every night, not like the Brits who had a tour of ops.
Int: So the tests took place in the afternoon, ready for operations that night.
DL: That’s right, and the aircraft were repaired on unit, which could be easily done because you could repair this um, er, geodetic structure thing, well, they say it’s geodetic, actually it’s really, it’s tubular sections with flattened ends and you could repair by using pop rivets.
Int: Yes.
BL: So you could use pop rivets to do, repair that and of course the engines were perfectly straightforward because the Poles already knew the engines, they’d be used to these engines. Of course if you had anything bad you’d have to get spares from somewhere. But I mean the engineers weren’t far away, so you know, you’d get spares quite easily. I remember Blyton was always having spares delivered because they a lot of trouble with the Stirlings, you know, always folding their undercarriages on landing and things like that. Anyway they slept during the day and then they went on ops during the night and the people who were actually repairing the aircraft were prepared to work all night, a bit like John, a bit like your dad, he’d work all night: get the job done. It’s the same thing you see. They prepared their own food, they shot, also, the other thing was this, there were lots and lots of pheasants in Lincolnshire and they were breeding wild, they still are! I saw one once with Robin, one crossing the road! There’s still this, they’re still breeding wild, they’re breeding like mad and other game birds too, you’d get a certain amount of grouse and partridges too, in Lincolnshire – there were quite a lot of things actually. And then of course fresh water fish, they’d go for those too, cause the Poles liked things like carp, they have carp for Christmas for example, don’t they. Well there you are. So they could live off the land. As far as vegetables were concerned, well of course farmers didn’t mind them taking vegetables from their fields because I mean they were our allies, they were working like mad, the war and so forth.
Int: Do you remember any particular characters, were there?
BL: Yes, but I can’t. The thing is you see, it comes from so many different sources, and so much information. First of all living there, in Gainsborough, and the things that led up to it, then secondly the fact I was in the RAF not far away of course, at Manby, and I was in the Sergeants Mess and of course a lot of the NCOs there, not a lot but a good number of them, were actually Polish, who didn’t want to go home to Poland because they’d lost everything kind of thing. They’d married here, and English girls, and some of them got divorced too! Or some just didn’t want to go home, and they just stayed here, and they, the RAF was their home [emphasis], and they’d remustered. I mean the Gardening Sergeant was Polish for example, we had a lot of those. And the gardening was damn good too, you know, he was a good grower of vegetables, he was, really. And the gardening side, he had other people. We had a Red Indian too, from Wyoming, was an air gunner and he couldn’t read and write. He was an interesting character that was, told me some stories about you know, uncanny sort of knowledge, yet couldn’t read or write but by gosh he’d got an uncanny knowledge of other things. There’s, things I was told by people in the RAF, and then there were other things too, well, the fact that I was Armstrong Whitworth. So I mean, I didn’t meet any Poles there particularly, but of course I was concerned with aircraft all the time and I knew, I knew bit about aircraft engineering, [chuckle] and a great defender of the Whitley, and a great defender of course of the P11C which I’ve always been very, very keen on as an aircraft because it’s just right really.
Int: Did the squadron generally, were they fairly self contained on the airfield or did they spill out into the community much?
BL: No. Not so much out, going outside into the community, as far as I remember.
Int: No.
BL: We had a lot of them at Blyton. I can remember these silver things they had on their chests, which they had wings and then decorations they’d wear on their chests you see, like chains and things, with silver things dangling from them. So as well as wearing RAF wings they wear their Polish wings too. I can’t remember these people in pubs in Gainsborough at all. But I can remember the Italian prisoners of war, in the pubs and even the German prisoners of war in the pubs. They weren’t supposed to go and have any association with us, but the Italians were great guys. Oh yes, yes. The Germans were great farm workers too, of course the Italians too, they were both of them very good on farms. That’s what we did with our prisoners of war: they were kept on military bases and they went out to work in the countryside. We had one at Manby, prisoner of war compound was at the back of I Wing just by the side of the wall that separated the rest from the officers mess. Apart from having razor wire on the top there, and I don’t think there was razor wire round the front of it, no in fact there wasn’t, apart from that, and the fact they were guarded, of course, all the time, they were quite free. I’ve got their books from their library. I’ve got some of those now. Told you about those, didn’t I.
Int: Yes, yeah.
BL: What’ll we do with these sarge, they said, shall we chuck ‘em away? I said no, give ‘em to me, I’ll get rid of ‘em, and I brought them home. They were all Nazi books you see, which the British authorities thought anything in German will do for these people! So they gave them Nazi books to read. [laugh] The Germans used to think we were mad actually. Well we are of course, as we know, still are. We still are at this moment, crazy.
Int: Living in Gainsborough were you aware of the operations that went at night? Did you see the aircraft coming and going?
Bl: Yes, you bet! God, you’ve no idea! [Emphasis]
Int: And were there enemy aircraft as well?
Bl: Yes, yes, including the flying bombs. We heard the flying bombs going over every night, till the night one stopped, because they were so loud you know; it was like a two stroke motor bike.
Int: This was the V1.
BL: The V1. Eines. The propulse jet. It’s like a motor bike there, they were going over and they were actually being launched from the air over the North Sea, to target Manchester, of all places, but they were targeting Manchester. And you could hear these things going over and then one night, one stopped. Thought crikey, cause when you hear it stop that’s going down. So we waited it, for it to go off and it did of course in the end. I though god where’s that gone, and it happened to have landed on Lea Marshes, that was all right, then that was butt of the explosion altogether. But you got a lot of aircraft coming back that were on their last legs and crashing short of the airfield, particularly Halifaxes, making for Blyton, because the Halifax was a bit unstable actually at low speeds. It could swing quite easily that’s why they enlarged the fin, big rectangular fin actually, instead of, they changed, enlarged the fin area to give it better control but it was always a bit of a dicey aircraft to handle at low speeds. And what used to happen was you’d get one coming back, it seemed to be just over the house, and you could hear one engine, sputter, sputter, sputter, then you’d hear it later on, you’d hear often the big, enormous bang when it crashed. Very loud crash. We used to go out to them actually, and see if we could do anything, but the main guards on them actually came from the Army camp at Connington. Connington camp, it’s a REME camp up there.
Int: Yes, it’s the Army, I know exactly where you are, yeah.
BL: The REME camp, they used to do the guarding of the crashed aircraft rather than the Police or the Home Guard or anything. It was the only Army unit round about so they, available in the immediate area, so they did the guarding, but we could get there before they did. I mean one came down on Copeland’s field which was just over the Avenue. I think they have the Lincolnshire Fair sometimes is on there, at least it has been, hasn’t it, Copeland’s field.
Int: Not recently, I think it’s been built on, I think I know where you mean.
BL: Well you know the Avenue, don’t you?
Int: Yes.
BL: Well just on the other side of that.
Int: The uphill side.
BL: Yes. That’s right, that’s Copeland’s field and the little ponds with newts in them I remember, very clear water, but one came down there I remember, that was a Halifax heading for Blyton, didn’t make it; all the crew killed. We got there first and we saw them, saw the crew, you know, that was pretty awful really.
Int: Hmm. Tactically, what would enemy aircraft be doing in the area because there were no major civilian targets? Were they attacking the airfields?
BL: Yes, that and reconnaissance of course. That was the business with the Me410, that was the thing that, my part in the war effort. [Laugh] The only time I’ve been, come face to face with the enemy that was. Told you about that?
Int: Er, was this when you were cycling?
BL: It was. I got me bike, a bright yellow bike, and I was heading for, I know where I was heading? What was I heading for? Oh it was my favourite place I used to go swimming, that’s right: Donna Nook. That was before even I went to Manby, before I knew it was, you know, used as a bombing range, but used to swim from there because in those days it wasn’t muddy, it was sandy. It’s changed. It was sandy all the way out and the seals were still there, but further out, right now you see them on the horizon. I used to go swimming there cause the water was very nice and it was also a wonderful bay full of wildlife, you’d got natterjack toads, you’d got sand lizards and all kinds of funny plants there, it was a real, a real wildlife haven, Donna Nook.
Int: Yes, I think it still is.
BL: Probably still is, yeah. And that’s where I was going, that’s right. And of course the trick, the usual trick was I went to, ah yes of course, Market Rasen, Woody’s Top, youth hostel.
Int: Youth hostel. I know where you are, yeah.
BL: And then I’m straight down, the left of Louth, don’t go into Louth itself, I think North Thoresby is where I went through, I think, I don’t know, it’s somewhere there, and I could get there quite easily, then, after, I stayed at Woody’s Top that night. I was of course down there by in the morning which meant I could get back to Gainsborough in one hop. So I’d cycle back to Gainsborough direct from Donna Nook, and having got up got up, got out of Market Rasen, I came up to the top of the Wolds it was somewhere near Caswell Park, the racecourse, used to be there, it still is maybe.
Int: Yeah. It's probably kind of round near RAF Ludford, actually, not far from there.
BL: Yeah, well anyway, I came up there and I got to the top of the hill and it was um, a, there was no hedges and no fences, and there were just sheep up there. So having got to the top of the hill, I sort of had a bit of a rest, had a look, and then I saw an aircraft ahead of me like that and I thought a bit low innit, what is it? And it was going quite slowly, took it some time to come up. Then I saw it was quite unmistakeably an Me410 because it took, had a face like a frog, it sloped down to the front like that, it was just like a frog, frog face was coming towards me and very low, just following the road. Oh crikey. So as it came past me, I could see, I thought then what can I do? All I did, I left me bike and lay flat on the ground and I could, I watched this aircraft go past, and it was quite slowly again, I saw the Barbette guns moving about, which the ones at the side controlled by the pilot and it’s half inch machine guns and it’s moving about, like this, they were moving about. Thought crikey gonna test his guns and I knew that he carried more ammunition than our British fighters did, the Germans did, they carried more ammo than we did, so, but instead of that it just went straight on. [Dog barking] What I did then was, I got up and looked, there was a farmhouse just across the way there and I went up the farmhouse, there was a lady in there and I said look, I’m sorry but I’ve got to make an emergency phone call, just seen an enemy aircraft heading up the road. So I got through, I got through to Market Rasen Police Station and they were quite interested in this. And they said well okay, we’ll handle this, can you give your name, like they usually do, and my address, which I did. I said you know, this is not a hoax, or any way a mistake, I’m in the ATC I do a lot of aero like recognition.
Int: Recognition.
BL: So I mean I know that it’s right. So anyway, that was it really. [Cough] I got back to school, headmaster, Hopkins, said to me we’ve just had a phone call from RAF Croxall, on your information said to tell you that we scrambled two B51Ds and they got the enemy 410 over the North Sea.
Int: Really!
BL: So was saying good work he said to me, pass on the word. So he passed on the word see. [Laughter] Oh yes. See what he did was this, he was going to fly low, till he identified his target, then the German cameras that had such good lenses, we in fact nicked their cameras in the Spitfire later on, [cough] climb to a height where they could get a good area to use their cameras to take pictures of airfields and things like dispersals of aircraft, where they were, in case they were attacked and would know where they were, [coughing]. And then it was later on that year, I was an ARP messenger boy, I had to sleep at the bottom of Spital Hill, there’s a railway bridge and on the, if you go down there and you turn right, you see some little doors in the wall.
Int: Right.
BL: That was the ARP Post.
Int: Okay.
BL: My father used to go in there and we used to stay the night there in case we were called out, you know, or bombs started, stay there, and I had to go back. I got up very early in the morning because I had to go to school and that sort of stuff. So, I remember going up Spital Hill and hearing what I knew was cannon fire, because I’d heard it before, German cannon fire, because in those days you didn’t have of course the electric ignition of the charge like the Hunter had, on the Aden guns, it had a firing pin which had to go back and forth you see, you had the also the load which charged into the breech very like this, to-ing and fro-ing, which disappeared later, so therefore cannon fire, anything higher than a rifle, went slower, rifle calibre, machine gun was quite fast, but a cannon fire was boom, boom, boom, boom, boom, that sort of thing. That’s cannon fire! And I went up the hill and I could see, because if you go up the hill, Blyton is just actually beyond Thonock Park.
Int: Yes, it is, isn’t it, yeah.
BL: Just across, Thonock Park’s there, and it’s on a ridge, and I could see flashes going off and explosions. Thought crikey, you know, they’re being shot up and it was actually, that was what had happened: the German idea was it’s like if you want to destroy a wasp’s nest, you stay near the nest and destroy the wasp coming back.
Int: Yeah, yeah, yeah.
BL: So we’d been raiding Germany and we’d be coming back damaged. The thing to do was hang around, the base, and get the bombers as they came back. When the crews were tired, they’d be injured, aircraft damaged and careless because they were home. They weren’t bothered and they never thought about being attacked and there they were and believe it or not, of course it wasn’t in the news they gave you, never saw anything in the news about things like this, but local people said this: every single aircraft coming back was destroyed, there was not one escaped, everything went. I thought well I’ll go down to Blyton. The place was closed up completely: nobody there. Nothing. No crews, no aircraft, nothing; Blyton had gone completely. That was, yeah, towards the end of the war. Well actually it was, it was actually at that time an operational unit although it wasn’t supposed to be because it always had been operational, no it's Heavy Conversion Unit, that’s what it was actually. Starting off with Wellingtons then going immediately to Stirlings, and then soon after that to Halifaxes. Never Lancasters. No Lancasters there.
Int: No. 300 Squadron, that became of them?
BL: They carried on to the end of the war, then they disbanded of course. But they were the first Polish squadron to be formed and the last to go. And they soldiered on in Bomber Command till the end. The other two Polish squadrons associated with Lincolnshire both joined Coastal Command, where they did work with reconnaissance and [rustling] destroying U-boats; they carried torpedoes.
Int: So they were, what type of aircraft, fighter aircraft or, were there any Polish fighter aircraft squadrons?
BL: [Loudly] Yes! They were the first! Do you know about the Pole fighter squadrons! Why they had separate squadrons anyway?
Int: Well I imagine it’s having to do with having been invaded and losing all their aircraft.
BL; No it’s to do with friction between British pilots and Polish pilots.
Int: Ah, right.
BL: It’s the time of Battle of Britain of course cause I mean the Battle of Britain was fought shortly after started Poland’s being overrun in 1939, the end of September, end of ’39, about a year later. Well of course there weren’t so many Polish pilots managed to get back actually, getting back in bits and pieces, dribs and drabs all the way through that time. But the first, there was the Los, of course, was the Polish Bomber, that never got put into production properly, but there were really no effective Polish bomber squadrons at the beginning of the war: they were pretty well all fighter squadrons. So they came over, when they did come, as fighter pilots. So what better, we’ll just post them to our fighter squadrons that had been fighting the Battle of Britain. So they came, and that’s when the trouble started. First of all, they wouldn’t obey the rules. They chattered over the intercom all the time, and they called up their friends by name, [emphasis] which in the RAF is absolutely non-u; you never name yourself. You’re given a position: you’re Leader, you’re Red One, you’re Red Two, you’re Red Three, Yellow One, Two, Yellow Three. [Cough] Your flights in fact are coded, in colours. And what they do is this, you say, you know, they say Red One to Red Leader, bandits four o’clock high, something like that, they’d just say that you see. Then you’d stop talking because you’d given your message, you didn’t talk more than you had to, you kept RT silence. You switch your mic off at the end of the, didn’t actually switch, off, so that you weren’t tempted sort of add anything else. But the Poles kept their microphones on all the time and they’d chatter, chatter, chatter using their names! They were making jokes throughout the battle, exhorting each other: go one sort of thing, get this one you know. I mean it was just not on; I mean they were told off about this, you should not [emphasis] do this, you have to observe our British rules. Then they tended to be freelance as well. This of course is the time when, this was actually refers to a bomber squadron but this is a story which I’ve heard in different forms. The bombing of barge in the Merse in Holland where a bomber crew was going off to do some practice bombing at a bombing range; didn’t return. Thought what’s going on, then eventually it did come back, where’s it been? Well he said, a pity to waste the bombs, I’d better find something to drop it on, so went across to Holland, cause it’s not far away from Lincolnshire is Holland, and he found this German barge and he dropped his smoke bombs on the German barge and the Germans thought it was gas so they dived into the water. [Laugh] And Bunny’s reputed to have said is: “Every little helps”, which is Tesco’s motto! [Laughter] So I don’t know where this came from, I mean it’s a funny thing, but “Every little helps”. That’s what he’s supposed to have said. I’ve got it in print somewhere because it’s passed into RAF lore you know, as to who was this. There were stories about, for example, about the Polish pilots being called communists, and oh you got us into this mess anyway, you, you can fight for yourself, we wouldn’t have had to come to your rescue. That caused them to come to blows a few times. So it was decided then to separate the Poles from the RAF all together, so that, so they had their own command, and there was a Commander in Chief, but the chap was Sikorsky, was the Commander in Chief of all [emphasis] the Polish forces in the country and you had one who was in charge of the Air Force, I’ve forgotten his name, he was another Polish fellow, and they, the thing about Sikorsky was that he didn’t last. He, he died actually, shortly after he came to this country, because he discovered about the massacre of the Polish officers – you’ve heard about that?
Int: No.
BL: Oh, well this was done by the er, Russians I think yes it was, Russians, who decided to massacre the Polish officer elite, in one go. Which they did. Pretty well. They shot them all, you know, in, en masse and it broke his heart so much he just lost all heart you see, and he died actually. And er, it’s quite, you know, it’s very interesting about the way, it’s, the way these leaders feel about the Polish people. I mean like who is it, the pianist, who’s another one, wasn’t he, the one who, was he Prime Minister or President of Poland?
Int: I don’t know.
BL: Oh you do! “Dangerous Moonlight”, it’s made a film about him, Paderewski, Paderewski, he was a concert pianist, but was also either Prime Minister or President of Poland. The film about that is called “Dangerous Moonlight”, it’s by Anton Wahlbrook. If you see it any time, it’s the television it’s shown; that’s about the Polish Brigades. Lech Walesa is another one, he’s, the way that they sort of stubbornly resisted all attempts to make them communist. [Laugh] You see they weren’t communist no, although the world thought they were you see, yeah. Then as I said, the way the Poles could survive on their own and of course when they went down to the Tatrus Mountains it’s, I’ve seen a film of this. It’s interesting, you’ve got broad rivers, which are fast flowing too, cliffs, forests and little bits of grass there between, which are in between woodland – bit like Ingham! [Laugh] [Cough] No grass and of course then you could easily move on to another airfield if you want to, which they did, and they moved progressively south. But they lived by hunting in the forest. And of course there you’ve got things like deer, wild boar, got bears, [chuckle] yeah, some people eat bears even – the Red Indians did -and so you know, they were well able to look after themselves wherever they went. It was the same, just the same at Ingham!
Int: Right, are we.
BL: You’ve got to, really, interesting thing about this is, the fact is when you come I’ll find it for you, remember this, Hymn for all Slavs, national anthem, [singing] Bunnies All Furry, a Russian, Russian song [singing].
Int: That’s the Lincolnshire Poacher!
BL: It is! So what they say about the Poles in Lincolnshire. [Laughter] You’re home from home, aren’t you.
[Other]: You wouldn’t happen to know how to say one to five in Russian would you?
BL: What, one to five?
[Other]: Count one to five in Russian.
BL: I think I could but I can’t remember. [Laughter] Oh yes, I can, but I can’t remember actually.
[Other]: It’s Tim, Tim wants to know.
BL: Who wants it?
Int: Tim.
[Other]: Tim. Am I spoiling your thing?
Int: Right. I think that’s enough to be going on with really, there’s a lot to, have to try and remember as much as you can really, cause there are a lot of people who are interested in the war time history of that area.
BL: Well what I’d be interest is that, in a place like Connington we also had a very high Polish population, but had their own radio programme one time you know. “Poles Apart” it was called, half in English, half in Polish. And by the way, the Alma’s now gone; it’s going to be a manicure parlour, course the market killed that because cause there’s a Polish stall in the market you see. I just wonder is there anybody in Coventry has got connections with these people?
Int: Possibly, yeah.
BL: You see it’s not only the only people that can remember, I’ve also got the, people may be relatives of people who’ve been killed. I’ve got the names of all the Polish airmen who were killed. You know, it’s all there in the literature. I’ve got all the captains, the pilots, of the aircraft that’d been killed so the crew can be identified from that.
Int: Yeah, yeah.
BL: There is a Polish War Memorial with the names on it too which, it would be interesting if anybody in Coventry could throw any light on this as well.
Int: Hmm. Right well I’ll just.
Dublin Core
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Title
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Interview with Brian Llewellyn
Description
An account of the resource
Brian Llewellyn was a member of the Air Training Corps during the war and spent time with the RAF as well as the Polish Air Force. He talks about his time in Lincolnshire, including various stations he visited and his first flight. Brian had many different experiences in the area and speaks about some of these as well as the Poles and their history.
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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eng
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Sound
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00:56:56 audio recording
Identifier
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SRAFIngham19410620v030001-Audio
Spatial Coverage
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Great Britain
England--Lincolnshire
Conforms To
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Pending review
Pending revision of OH transcription
Pending OH summary
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.
Temporal Coverage
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1939
1940
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Royal Air Force
Royal Air Force. Bomber Command
Polskie Siły Powietrzne
Contributor
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Anne-Marie Watson
300 Squadron
bombing
ground personnel
Me 410
prisoner of war
RAF Blyton
RAF Hemswell
RAF Ingham
training
V-1
V-weapon
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1446/34759/LCreamerRA1818388v1.2.pdf
56f1d0ecca52259fbffa9b50acbf583a
Dublin Core
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Title
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Creamer, Robert Arthur
R A Creamer
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IBCC Digital Archive
Date
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2015-10-01
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Creamer, RA
Description
An account of the resource
Ten items. The collection concerns Robert Creamer (1818388 Royal Air Force) and contains his log book, memoir and photographs. He flew operations as an air gunner from RAF Grimsby.
The collection has been donated to the IBCC Digital Archive by Robert Creamer and catalogued by Barry Hunter.
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Title
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Robert Creamer's Royal Air Force Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book
Description
An account of the resource
R A Creamer’s Air Gunner’s Flying Log Book covering the period 6 May 1943 to 21 June 1946. Detailing his flying training and operations flown as air gunner. Hand written in pencil on cover ‘‘My adventures by Creamer R.A.”. He was stationed at RAF Stormy Down (7 AGS), RAF Finningley (18 OTU), RAF Blyton (1662 HCU), RAF Grimsby (100 Squadron), RAF Sandtoft (1667 HCU), RAF Bottesford (1668 HCU) and RAF Leconfield (Central Gunnery School). Aircraft flown in were Whitley, Defiant, Wellington, Lancaster, Halifax, Oxford, Martinet and Mosquito. He flew on 30 night operations with 100 Squadron. Targets were: Berlin, Bochum, Brunswick, Dusseldorf, Frankfurt, Hagen, Hanover, Kassel, Leipzig, Ludwigshaven, Magdeburg, Mannheim, Munich, Stettin and Stuttgart. Two presumably Cook's Tour flights were made referred to as 'Ruhr Express' and 'Ruhr bashing'.It also contains photographs of him and other airmen. His pilot on operations was Flight Lieutenant Major.
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Great Britain. Royal Air Force
Temporal Coverage
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1943-09-22
1943-09-23
1943-09-27
1943-09-29
1943-10-01
1943-10-02
1943-10-04
1943-10-07
1943-10-08
1943-10-20
1943-10-22
1943-11-03
1943-11-18
1943-11-22
1943-12-02
1943-12-03
1943-12-16
1943-12-20
1943-12-23
1944-01-05
1944-01-14
1944-01-20
1944-01-21
1944-01-24
1944-01-27
1944-01-28
1944-01-30
1944-02-15
1944-02-19
1944-02-20
Spatial Coverage
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Germany
Great Britain
England--Lincolnshire
England--Yorkshire
Germany--Berlin
Germany--Bochum
Germany--Braunschweig
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hannover
Germany--Kassel
Germany--Leipzig
Germany--Ludwigshafen am Rhein
Germany--Magdeburg
Germany--Mannheim
Germany--Munich
Poland--Szczecin
Germany--Stuttgart
Wales--Bridgend
Poland
Germany--Ruhr (Region)
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Log book and record book
Format
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One booklet
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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Terry Hancock
Identifier
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LCreamerRA1818388v1
100 Squadron
1662 HCU
1667 HCU
1668 HCU
18 OTU
air gunner
Air Gunnery School
aircrew
bombing
bombing of Kassel (22/23 October 1943)
Cook’s tour
Defiant
Halifax
Heavy Conversion Unit
Lancaster
Martinet
Mosquito
Operational Training Unit
Oxford
RAF Blyton
RAF Bottesford
RAF Finningley
RAF Grimsby
RAF Leconfield
RAF Sandtoft
RAF Stormy Down
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2097/34661/BBrindKJBrindKJv1.1.pdf
b8c765f6e18d169a6bc660eb824a7028
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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Brind, Kenneth John
Brind, K J
Description
An account of the resource
Two items. The collection concerns Kenneth John Brind (b. 1922 Royal Air Force) and contains his memoir and transcript of the ceremony awarding him the Légion d'Honneur. He flew operations as a navigator with 626 Squadron.
The collection has been donated to the IBCC Digital Archive by Angela Way and catalogued by Barry Hunter.
Date
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2018-04-30
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. 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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Brind, KJ
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Royal Air Force 626 Squadron crest]
A Year In The Life
By
K.J. Brind
[page break]
To My Beloved
MARY,
our children
and grandchildren
I wish to express my appreciation to
"The Wickenby Register"
and in particular to its president
Don Wells and archivist
Jim MacDonald who, as well as
flying on many of the operations
described here, researched and
provided me with much of the factual
information in this book.
i
[page break]
A Year In The Life
By Kenneth Brind
In the village of Aldbourne on October 17th 1922, Ken was born to William and Emily Brind, the oldest of their three sons. Educated at St. Michael's School and Marlborough Grammar School, he entered the Royal Air Force shortly after the outbreak of World War II.
Trained as an Air Navigator, he flew a tour of operations with 626 Squadron Bomber Command, was commissioned and continued to serve in the RAF after the war as a navigation instructor, fighter controller and administrative officer.
He transferred to the RCAF in 1955 and served in a similar capacity until his retirement from military service in 1968.
This book is a description of the events which took place between his 21st and 22nd birthdays.
iii
[page break]
[photographs]
Kenneth John Brind CD C de G
[photograph]
Able Two
iv
[page break]
Prelude To Action
I'm not quite sure where to begin this narrative, but I suppose the R.A.F. Hospital Rauceby, Lincs. would be as good a place as any. I was there because of a pilonoidal sinus which was operated on and refused to heal so I spent a fairly lengthy period from early October 1943 to January 1944 (including my 21st Birthday on October 17th) out of action. It was my wife, Mary, who insisted I get treatment so I suppose, in a way, I owe her my life.
I had trained as a navigator and, after graduation from #10 Observers Advanced Flying Unit, Dumfries Scotland, had spent much of 1943 with a crew captained by Sgt. Geoff Clark. Geoff and I had met at No. 18 Operational Training Unit, Finningley, in May 1943, and taking an instant liking to each other, decided to throw in our lot together and jointly invited other crew members, bomb aimer, wireless operator and air gunner, to join us. During the summer we learned to operate as a crew on Wellington aircraft and completed our first operational sortie, which was an O.T.U. training exercise, on July 25th to Alencon, France, dropping leaflets inviting the Germans to surrender! On August 4th we moved on to No. 1656 Conversion Unit at Lindholme, picked up a flight engineer and second air gunner and learned to operate the Avro Lancaster Bomber. During the conversion process we had one very unfortunate experience. We were at the end of the runway one very dark night in the middle of September when another Lancaster taxiing behind us collided with our rear turret. One engine of the following aircraft smashed into the turret with Graham Uttley inside. Both pilots switched off all engines immediately and we managed to extricate Graham, but he was dead before the ambulance arrived. Another rear gunner immediately joined us and by the end of September the crew of Sgt. Clark, Pilot; Sgt. Brind, Navigator; Sgt. Naylor, Bomb Aimer; Sgt. Parkinson, Flight Engineer; Sgt. Whitmarsh, Wireless Operator; Sgt. Sugden and Sgt. Walker, Air Gunners was considered competent and ready to join a squadron, and were duly posted to No. 625 Squadron, Kelstern.
With our training now completed it seemed a good time to get the very minor surgery required to fix my pilonoidal sinus so I reported to the hospital. What we didn't know was that my recovery would take much longer than expected and that Geoff and the boys would not be able to await my return. They were forced to commence operations without me and were shot down over Berlin two days before Christmas, on December 23rd, 1943. They were all killed. I never met my replacement as Navigator, but I have always had guilt feelings that I should have been with them. Had I been there things might have been different. One thing is certain, they were a group of dedicated, enthusiastic, well trained young men.
Following my discharge from hospital I went on sick leave and it was not until April 1944 that the doctors certified me ready to crew up again and return to the war. In the meantime Mary had become pregnant and gone to Aldbourne where she would be safe. She had been with me during my O.T.U. and Conversion Unit Training.
I met Flying Officer Hicks and his crew at No. 1662 Conversion Unit, Blyton on May 14th. So many Lancasters had been lost during the winter of 1943/44 that they had been withdrawn
1
[page break]
[photograph]
The Wellington Crew
No. 18 O.T.U. Finningley
July 1943
Sgt. G. Uttley Sgt. W.E. Whitmarsh
Sgt. K.J. Brind Sgt. G.E. Clark Sgt. R.A. Naylor
from the heavy conversion units and replaced by Halifaxes. So crews converted on to the Halifax, then to the Lancaster at No. 1 Lancaster Finishing School, Hemswell. I did 3 cross country exercises (1 day and 2 night) with my new crew on the Halifax followed by a short conversion at No.! L.F.S. on to the Lancaster (with which I was very familiar from my time spent with my former crew) and then to No.626 Squadron, Wickenby on June 5th, 1944.
I should mention some of the characteristics of the Lancaster which by now had become the preeminent bomber aircraft of the Royal Air Force. It had a wingspan of 102 feet with a
2
[page break]
[photograph]
The Lancaster Crew
No. 626 Sqdn. Wickenby
July 1944
F/S J. Saletto F/S K.J. Brind F/L.A.C. Hicks F/O C. Bursey F/O P.M. Graves
Sgt. A.B. Jones Sgt. S.G. King
length of 69 feet and maximum height of 20 feet 6 inches. Powered by four Rolls Royce Merlin engines each developing 1,460 horsepower it had a maximum speed of 240 knots at 15,000 feet fully loaded and a cruising speed of 175 knots. The range varied with the load carried being 2,200 nautical miles with a 7,000 lb load, and 1350 nautical miles with a 22,000 lb load. Maximum fuel capacity was 2,154 gallons. Maximum bomb load varied with modifications which were made but essentially the main force carried not more than 15,000 lbs. Service ceiling was 19,000 – 20,000 feet depending on load and maximum ceiling was 24,000 feet. Take off distance loaded was 1,550 yards and the rate of climb was 250 ft/minute. Landing distance was approximately 1,000 yards. Maximum take off weight was 72,000 lbs. The aircraft carried a
3
[page break]
defensive armament of 3 gun turrets, the front carrying 2 x .303 machine guns, the mid upper the same and the rear turret 4 x .303's. Later the mid upper and rear turret were equipped with 2 x .5's. The primary navigation system was "GEE" by which the navigator could calculate the position of his aircraft by observing the time taken to receive pulse signals from three different ground stations. By now the enemy was aware of frequencies, etc., and jammed the signals before one reached the European coast. The other radar navigation system was "H2S". Here the aircraft transmitted signals which were reflected back from the terrain over which it was flying by providing a map of coastlines, islands, rivers, etc. But because the aircraft was transmitting it became vulnerable to interception by enemy fighters or prediction by anti aircraft guns. So it had to be used with discretion. The crew required to man this aircraft was seven as I have already mentioned.
My new crew was quite different from my previous one. Here 3 of the 7 were officers and Arthur Hicks himself was ten years older than I. He had done most of his flying training in the U.S.A., at Pensacola, Florida, and wore a silver bracelet proclaiming his proficiency. The other officers in the crew were Peter Graves, a burly London policeman, the bomb aimer and Bill Bursey, strangely enough the rear gunner, both were Flying Officers. The other N.C.O.s were Jack Saletto, an Australian and sole survivor of a 460 squadron crew, the wireless operator, Stan King, a youngster from London, the flight engineer, and Bert Jones the mid upper gunner.
We were welcomed by the Squadron Commander, Wing Commander Rodney, in his office and advised of two things; one was that a crew had just completed a tour of operations (the first to do so for some time) and the second was that the invasion (Operation Overlord) was to take place tomorrow, so we had arrived at a good time. We were then allocated to "A" Flight with whom we would remain for the duration of our tour with the squadron. We settled into our quarters but this crew, being mixed, officers and N.C.O.s, did not all share the same accommodation. The officers went to their quarters and the N.C.O.s to theirs.
The next few days saw us getting acclimatized, going through the various administrative procedures to ensure we would be paid and fed and generally getting to know our way around.
On June 13th an aircraft was made available for us to demonstrate that we were ready to operate so we took it on a 5 1/2 hour night cross country. On our return we were debriefed and our logs and charts were analyzed and checked. We passed muster.
4
[page break]
Operation No. 1 Rheims
The invasion of Europe (Operation Overlord) had commenced on June 6th 1944 and the allied armies were struggling to establish a bridgehead in Normandy. The Germans were trying to reinforce their defences so railway marshalling yards became prime targets. So it was that our first operation was against the railway yards at Rheims, France. It was June 22nd.
Our route took us from Wickenby to Gravesend then south to cross the English coast near Hastings, across the channel to a point on the French coast just east of Dieppe then south east directly towards the target. After bombing we headed west to a point just west of Dieppe then north back across the channel to make a landfall near Brighton, thence to Reading and back to base.
The bombload was 9,000 lbs consisting of eighteen 500 lb high explosive bombs which Peter Graves dispatched without difficulty. The aiming point was marked with cascading yellow target indicators (TI's) at H-5 and H-4 (H being the Time on Target of the first wave of bombers) and backed up with green TIs. The initial markers were scattered and short of the target but the Master Bomber backed up with red spot fires.
The weather called for patchy clouds enroute increasing to 9/10's clouds with tops at 6,000 feet. As the main force was at 18 – 20,000 feet some crews could not see the reds so bombed the glow of the markers through the clouds. The weight of the attack fell on the sorting sidings cutting every line and destroying 61 rail cars.
Ground defences were not heavy but there was heavy flak (anti-aircraft fire) and searchlights in the Abbville area. We were coned in searchlights for several minutes which is always a hair-raising experience but Hicky put the nose down and we eventually dived clear and resumed our homeward course. We returned to base without further incident and landed at approximately 0240 having been airborne for four hours and forty minutes.
Of the 19 aircraft of 626 Squadron which had started out one developed an engine fire, aborted the mission and returned to base, and one (Sgt. Woolley and crew) was shot down and all on board were killed. Bomber Command always kept statistics and on this night our squadron loss was 5.26%. Statistically if we continued at this rate we would last for twenty missions and our tour called for 30. We ate our eggs and bacon and went to bed.
5
[page break]
Operation No. 2 Les Hayons
In the summer of 1944 the Germans had developed their "ultimate weapons" the V1 and V2 and were using them indiscriminately against London and Southern England. The V1 was a winged bomb with a jet propelled engine which flew until it ran out of fuel then crashed and exploded. The V2 was a rocket propelled bomb which left the ground on a high trajectory, crossed the channel and came almost straight down on to it's target. There was some defence against the V1 in that it could be shot down by ground fire or by a fighter aircraft. There was no defence against the V2. The launching sites for both were in the Pas de Calais area of Northern France and in the low countries so the obvious way to eliminate the problem was to destroy the launching sites and storage sheds on the ground. A job for Bomber Command.
Our first attack against a launching site followed two days after our trip to Rheims, on June 24th, and the target chosen for 626 Squadron was Les Hayons in the Pas de Calais. These operations were not considered difficult as they were fairly short with not too much time over enemy territory. Our squadron's contribution of 17 aircraft included the squadron commander.
We took off at 1535 hours with a bomb load of 9,000 lbs (18 x 500 lb bombs) and climbed enroute to our bombing height of 18,000 feet. There were scattered patches of cloud between 3 and 8,000 feet, but the target area was clear with good visibility.
Our route took us again to Gravesend (but this time in daylight), to Hastings where we crossed enroute outbound, then straight to the target crossing the French coast near Calais. Calais was heavily defended and we came under a heavy and accurate flak attack on our approach to the target area, but fortunately we did not see any enemy aircraft. The aiming point was marked by red TIs but they were not dropped until after several of us had already bombed the target. Visibility was good and we were able to identify the launch ramps and storage buildings visually and attack them. We came under attack again as we crossed the French coast on our way home. We returned via Reading and arrived at Wickenby having been airborne 3 hours and 40 minutes. Two of our squadron aircraft sustained damage from the flak attack but no one was injured.
6
[page break]
Operation No. 3 Ligescourt
The next day we were at it again. This time our target was the flying bomb site at Ligescourt just a few miles from Les Hayons which we visited yesterday. But now we were going in the early morning rather than late afternoon. Twice in less than 24 hours.
Take off commenced at 0722 hours and our aircraft, A2 (Able Two) was airborne at 0730. The 626 squadron force was again 17 aircraft each carrying 18 x 500 lb bombs. The weather again was cloudy over England clearing over the channel with no cloud and excellent visibility in the target area.
The target marking of cascading red and yellow TIs was carried out by Mosquito aircraft. The red TIs were 2 minutes late and were slightly north east of the target but visibility was so good that the bomb aimers were able to visually identify and attack the target.
For some reason we did not come under the accurate flak attack which we experienced yesterday. Except for a few bursts at Berck sur Mer we were trouble free. A lone German fighter was sighted over the channel and was promptly shot down by spitfires of No. 11 Group who were providing fighter cover for us. The squadron sustained no losses and there were no reports of damage to our aircraft.
We again returned via Reading and at 1045 hours landed at Wickenby. At this period of the war everyone avoided flying over London so as not to impede those defending the city against flying bombs, so we were routed east or west of London depending on the location of the target.
7
[page break]
Operation No. 4 Sirracourt
It was now June 29th and operations scheduled for the 27th and 28th had been cancelled because of poor weather. There was now a slight improvement with a forecast of fair to cloudy with light showers. At 1000 hours we were advised that the daylight operation planned for yesterday was to be put on at once. Lots of rushing around getting everything ready, bombs, fuel, briefing, etc. The target was another flying bomb launching site, this time at Sirracourt, a few miles south of Les Hayons and Ligescourt.
For this operation we were joined by aircraft of 12 squadron which shared Wickenby with us. The force consisted of 29 Lancasters, 15 from 626 and 14 from 12 squadron. We were part of a concentrated attack on flying bomb launching sites by 286 Lancasters and 19 Mosquitoes of Bomber Command.
Our bomb load for this operation was a mixture of 1,000 lb and 500 lb high explosive for a total of 13,000 lbs per aircraft. Fuel load was 1,450 gallons. We always knew from the fuel and bomb loads, even before being given the target at briefing, whether we were going on a short or long trip. The maximum fuel load for a Lancaster was 2,154 gallons. We knew if full fuel load was called for the trip would be long and the bomb load smaller to remain within the maximum takeoff weight of 72,000 lbs. Conversely on shorter trips we carried less fuel and more bombs.
Getting 29 Lancasters off one runway takes a little time but we had got it to a fine art. Number one started rolling and when he was halfway down the runway number two started. By the time number one became airborne number two was halfway along and number three started so there were always 3 aircraft on or just leaving the runway. It was very efficient so long as there were no problems.
The first aircraft took off at 1151 and we were airborne at 1210 hours. Our route to the target was again via Gravesend and Dungeness and the weather was good to within a few miles of the target, then the cloud thickened to about 7/10s with tops at about 14,000 feet which meant that Peter Graves could not visually identify the target so we reduced height to bomb at 12,500 ft. We were above the clouds but came under intense and accurate heavy flak from the French coast to the target. We were again escorted by 11 Group Spitfires and saw no enemy fighters.
The target marking was by red TIs cascading from 4,000 feet on to the Master Bomber's yellow TIs cascading from 3,000 feet. Unfortunately, the Master Bomber was shot down while dropping his yellow TIs. This resulted in scattered bombing particularly in the early stages of the attack. Because of the weather it was difficult to assess the results of the attack but at 1402 hours a large explosion was reported with smoke rising to 4,000 feet.
We again returned via Reading and arrived back at Wickenby at 1540 hours. Four of Wickenby's aircraft were hit by flak, two from each squadron and one from 12 Squadron (P/O Underwood) was lost. It was on fire and abandoned in the air and crashed at Troisvaux. The pilot, navigator and rear gunner were killed while the wireless operator, bomb aimer, flight engineer and mid upper gunner were all taken prisoner of war. The Wickenby loss rate was 3.45%.
8
[page break]
Operation No. 5 Vierzon
Vierzon is a town some 120 miles south of Paris. It was a major rail and transportation centre for German troops and supplied on their way to the front some 160 miles to the north west. It was our "target for tonight" on June 30th and 31 Lancasters from Wickenby were detailed for the mission. Twelve Squadron supplied 13 and 626 Squadron 18.
Take off commenced at 2151 hours and our aircraft became airborne at 2155 with a bomb load of 13,000 lbs, mixed 1,000 and 500 lb high explosive and 1,450 gallons of fuel. We climbed towards Reading, the assembly point, and reached our operational altitude earlier than normal as we were briefed for 8 - 10,000 feet instead of our usual 18 - 20,000 feet. We were aware that disruption of rail traffic was vital to stop German troops and supplies reaching the beachhead in Normandy. We were also aware that inaccurate bombing would kill innocent French civilians. Targets were, therefore, brilliantly lit with chandelier flares and to ensure accuracy we flew at less than half our normal bombing height. From Reading we headed to a point midway across the channel then crossed the French coast between Dieppe and Le Havre and headed south towards the target.
On arrival in the target area we found the aiming point illuminated with flares and marked with impact yellow TIs backed up by red spot fires. The TIs fell to the north east of the yards but the reds were accurate and the bombing was concentrated on them. The Master Bomber instructed the main force to bomb between two sets of TIs. At 0119 hours a broadcast was heard on the radio telephone (RT), not the Master Bomber's voice but using his call sign, instructing the main force to cease bombing and go home. No code word for "stop bombing" was used so the broadcast was ignored. Shortly after a Canadian voice interjected over the RT telling the German, in the most ungentlemanly fashion, what to do.
In spite of everything the bombing appeared to be extremely accurate and results showed that all through lines were cut, much of the rolling stock and two thirds of the locomotive depot was destroyed. Regretfully residential and business property to the east of the target was severely damaged.
There was some light flak in the target area and because of our reduced altitude, it was exploding at our height but the one searchlight was shot out by the first marker. The fighters were initially confused as to our location but after we had been over enemy territory for 54 minutes they were ordered to Orleans and, having identified our target, they attacked with considerable ferocity. They made contact by moonlight and held the bomber stream for 80 miles on the return route when most of our losses occurred.
This was the deepest penetration my crew had made so far and in spite of all the activity going on around us we were able to fly home unscathed and arrived back at Wickenby at 0325 hours having been airborne for 5 1/2 hours.
Of Wickenby's aircraft on this night one from 626 Squadron aborted the mission with an electrical failure and one from 12 Squadron was damaged by light flak. Four combats with fighter were reported, 3 by 12 Squadron aircraft and one from 626. Of the 30 Wickenby aircraft
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to reach the target 4 were lost, two from each squadron. 12 Squadron lost P/O Honor and P/O Pollard, and both crews were killed. 626 lost P/O Pocock who was killed together with his whole crew on their very first operation, and P/O Orr who was killed together with his flight engineer and both gunners while his navigator, bomb aimer and wireless operator managed to bail out. The navigator and bomb aimer were both wounded and taken prisoner but the wireless operator evaded capture.
Bomber Command loss rate for this operation was 11.86% while that for Wickenby was 12.9%. We had paid the price for operating a lower level than normal. 626 Squadron had lost 2 aircraft out of 18, a loss rate of 11.1%, the highest we had experienced since starting our tour. It was now 9 days since we started operational flying and we had already flown on 5 operations. And so we reached the end of June 1944.
On July 1st the weather was cloudy but becoming fair with showers – 23 Lancasters were detailed for a night attack which was cancelled. "Salute the Soldier Week" was held from July 1st to 8th with a target of £2000. Whether the target was reached is not known. A discipline notice on the bulletin board read "Airmen with cycles in their charge fitted with "rat trap" pedals are to ensure that all sharp points liable to damage footwear are filed off".
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Operation No. 6 Domleger
On July 2nd the weather was cloudy becoming fair with showers later. Twenty five Lancasters from Wickenby were detailed against a flying bomb site at Domleger. We were part of a force of 286 Lancasters and Mosquitoes attacking 2 flying bomb sites. 626 Squadron provided 14 aircraft. Domleger was in the vicinity of the other flying bomb sites we had already attacked. Our bomb load was 13,000 lbs mixed 500 and 1,000 lbs high explosive.
We were the first aircraft to takeoff and were airborne at 1215 hours and climbed to our normal bombing height of 18,000 feet enroute to Gravesend. The weather as we progressed was 8 - 10/10s cloud with tops between 7 and 10,000 feet.
As we approached the target area the Master Bomber instructed all crews to bomb on DF (Direction Finding) radar or radio then 3 minutes before H hour these instructions were cancelled and we were instructed to bomb the TIs. In the meantime we reduced height to 14,000 feet, the cloud layer broke, and a large hole enabled us to bomb visually at 1415 hours. As with all visual bombing the concentration was good with smoke rising to 5,000 feet.
There was a minimal amount of light flak in the target area but considerable heavy flak in the Abbville area on the homeward route. No enemy fighters were seen, fighter cover again being provided by 11 Group.
Our losses were nil and only one of our aircraft was hit by flak with no casualties. We returned to Wickenby 3 1/2 hours after we left.
On July 4th twenty-two Lancasters from Wickenby were detailed as part of a force of 151 plus 6 markers against the railway yards at Les Aubrais near Orleans. 626 Squadron's effort was 11 aircraft.
Take off commenced at 2147 with our aircraft becoming airborne at 2200 hours. All went well until we were over France and, as we thought, heading in the direction of the target. But at H hour when the target should have been in view, or at least the TIs should have appeared ahead of us, there was nothing to be seen. We were flying over an unbroken layer of cloud and were certainly not where we were supposed to be. As the navigator it was my responsibility to know where we were at all times. Something had gone wrong and I was not certain what it was. We could not go on to the target, we didn't even know where it was, so Hicky made the only decision possible. We would head for home. It is a rather scary position to be in – flying around over enemy territory with 9,000 lbs of bombs on board – knowing you are somewhere between your base and your target, but not knowing how to get to either and with navigational equipment which is unserviceable. Under such conditions you revert to basics. I stuck my head into the astrodome and located Polaris – the North Star, and directed Hicky to fly north, using the star to steer by. We knew that by flying north we would cross the French coast and eventually the English channel but at this point did not know where or when. Once we had settled on course I was able to assess what had happened.
The Distant Reading (DR) compass had become destabilized and was slowly rotating so that we had not been steady on any course but going round in a huge circle. We were alone and
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at the mercy of any defences we might encounter. In the meantime, Hicky, Peter Graves and Stan King were all looking ahead searching for any sign of the French coast. Bert Jones and Bill Bursey in the gunners turrets were searching the black skies for anything approaching us while Jack Saletto and I were working feverishly for any bearings or any radar fix which would help us locate our position. Then it happened! Heavy flak appeared before us and about the same time the H2S told me we were approaching Le Havre, one of the most heavily defended ports on the coast. We had no choice but to fly through the defences which we proceeded to do weaving gently to try and prevent the anti aircraft prediction radar getting a "lock on" to us, and we were lucky enough to get through unscathed and headed out over the channel.
We still had our 9,000 lbs of high explosive just beneath where we were sitting and the prospect of landing with it still on board, in the dark, was not a pleasant one so, discretion being the better part of valour, it was decided to jettison our bomb load over the channel. We were back within GEE range by now so I selected a spot well away from the shipping lanes which were very busy between southern England and the Normandy beachhead and Peter dropped them safe, i.e. not fused, into the English Channel.
We returned home without further incident after almost 6 hours and had to report that we had aborted the mission. The log showed the reason as "DR compass unserviceable". So for us this counted for naught and our number was still 6 completed operations.
For the rest of the squadron the night had been successful. The assessment of the attack was that all through rail lines were cut and a large quantity of rolling stock destroyed or damaged.
626 Squadron reported one aircraft damaged and one combat with a JU88. 12 Squadron lost one aircraft with the pilot (F/S Turner), bomb aimer and flight engineer taken prisoner and the other four crew members killed.
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Operation No. 7 Dijon
On July 5th the weather was fair to cloudy with moderate visibility. I had our instrument technicians working on the DR compass and had the master unit replaced and swung. Hopefully it will be O.K. for tonight we go to Dijon.
Twenty two Lancasters from Wickenby, 12 from 12 and 10 from 626 Squadron were part of a force of 154 detailed against the marshalling yards at Dijon, a city some 160 miles south east of Paris and about 60 miles from the Swiss border. Because of the distance involved the fuel load and bomb loads were adjusted and we carried 9,500 lbs (8 x 1,000 lb and 3 x 500 lb).
We took off at 2000 hrs in daylight and were gradually wrapped in darkness as we headed towards France. Our route took us south west from Wickenby to Bridport crossing the English coast just west of Weymouth. We then headed south to a point near the Channel Islands before turning south east towards France. We had deliberately kept clear of the European battlefield and now crossed the coast at a point some 35 miles north of Rennes and moved in a series of zig zags towards the target area. A tactic used by Bomber Command was to try not to indicate to the enemy until the last minute where the actual target was, so we finally headed to a point north west of Dijon then made a sudden turn south east for a relatively short bombing run over the marshalling yards before turning west and heading for home.
The weather over England was 10/10 cloud with tops to 7,000 feet so we soon climbed through it and were in the clear above. The cloud layer dispersed by mid channel and visibility was perfect from then on. Perfect visibility is a two edged sword though, not only can you see where you are going and who is with you, but you can also be seen by the enemy fighters and anit aircraft defences. Visibility was so good that the Swiss Alps were clearly visible from a distance of one hundred miles or so. It was worth the trip just to see Mont Blanc at 15,780 feet glistening in the moonlight.
There was a good deal of light flak in the target area which considerably troubled the Master Bomber. Initial yellow TIs were dropped by using radar and were found to be one mile north west of the target. The Deputy Master Bomber arrived in the target area ahead of the Master Bomber and dropped one red and one yellow TI within 50 yards of the aiming point. Bombing was accurate though some crews bombed the early markers. Photographic reconnaissance assessed that all the through rail lines were cut and the locomotive round house and workshops destroyed.
There was some night fighter activity over the target and as far as Tours on the way home. Four of 626 Squadron crews reported combat with night fighters and one of our aircraft was damaged.
We returned home on a reciprocal route and arrived back at Wickenby at 0440 hours after a flight of 8 hours 40 minutes and the furthest penetration yet into Fortress Europe. There were no losses.
Until now our operations were against flying bomb sites to reduce these attacks on Southern England, and railway marshalling yards and communication centres in France to try
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[map]
[underlined] DIJON [underlined].
[underlined] 5/6 JULY 1944 [underlined].
[page break]
to prevent German reinforcements from reaching the battle area. Now we were going to use bomber aircraft as heavy artillery in direct support of the forces on the ground. The Allied armies had established a beachhead in Normandy but were experiencing difficulty in breaking out and advancing. Particularly troubling was Caen where German resistance was especially stubborn.
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Operation No. 8 Caen
On July 7th a Bomber Command force of 283 Lancasters, 164 Halifaxes and 20 Mosquitoes were detailed against troops and armour at Caen. Wickenby's contribution was 30 Lancasters, 13 from 12 Squadron and 17 from 626. The weather was cloudy with intermittent rain in the morning, fair later. The operation was scheduled for evening.
The bomb load was 13,000 lbs, mixed 1,000 and 500 lbs high explosive. Takeoff commenced at 1910 hours and we became airborne at 1930. The enroute weather was 7 – 8/10's cloud with a base at 5,000 feet and tops at 12,000 feet until nearing the French coast then clearing to small amounts of broken cloud only.
Target marking with red and yellow TIs was on time and accurate which made the work of the bomb aimer that much easier. However, there was intense heavy and light flak in the target area. After all we were attacking an army on the ground who were well trained and well equipped and who were going to defend themselves. As we flew through the target area there was smoke, exploding shells, exploding bombs and aircraft everywhere. A very confusing scene.
However, the bombs straddled the markers and it was apparent that a raid of outstanding success was achieved. Photo reconnaissance showed the bulk of the bombing fell within a radius of 450 yards with very few isolated sticks of bombs.
A message from 2nd Army Headquarters read "The heavy bombing that took place this evening was a wonderfully impressive show. The 2nd Army would like appreciation and thanks passed to all crews".
One of 626 Squadron's aircraft aborted with an unserviceable port inner engine. Three of 12 Squadron and 3 of 626 Squadron aircraft were damaged. Among them was ours. We were hit by flak in the mid upper turret and the front windscreen over the target but fortunately none of us was injured though Bert Jones obviously had a close call.
626 Squadron lost one aircraft (P/O Oram) which was hit in the target area and subsequently became uncontrollable. The crew abandoned over the channel and 5 of them were rescued from the sea and returned to fly again. Unfortunately, both air gunners were killed. The squadron loss rate was 5.9%.
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Operation No. 9 Tours
Thirty-four Lancasters from Wickenby were detailed against Tours on July 12th as part of a force of 378 Lancasters and 7 Mosquitoes attacking railway targets. This was a continuation of the attacks against marshalling yards and communication centres in France in support of Operation Overlord. Dijon, Orleans, Vierzon and Rheims were previous targets. 626 Squadron's contribution was 18 aircraft. As with previous attacks of this type the bomb load consisted of 1,000 and 500 lb high explosive. On this occasion it was again 13,000 lbs with 2,000 gallons of fuel.
Again, we headed southwest from Wickenby to Bridport and crossed the English coast near Weymouth then south east to the French coast and the target. After the attack we returned to Bridport via the Channel Islands then back to Wickenby.
The weather was clear enroute except for some broken patches of medium cloud. There was some thin cloud between 4 – 6,000 feet north of the target area but it cleared before we arrived and all that remained in the target area was some haze.
The first TIs undershot the aiming point by 500 yards, but the Master Bomber was able to direct the main force to overshoot the markers. As the target was clear the marshalling yards were visible and bombing was concentrated on the target though smoke rising to 9,000 feet eventually obscured it.
Photo reconnaissance confirmed the target to be completely covered in craters with all railway tracks cut, the bridge collapsed and embankment roads obliterated. The storage sidings and railcars were so covered with close packed craters an estimation of railcars destroyed could not be made.
Some light flak and sporadic heavy flak was experienced and fighters were active on the homeward journey. A diversionary raid to the low countries drew many night fighters from the main raid.
One of our aircraft sustained flak damage while in the target area and one of 12 Squadron reported an engagement with a JU88. There were no losses.
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Operation No. 10 Caen
On July 18th an early morning raid in direct support of the British Second Army against troops and armour east of Caen was ordered. This was the second occasion we were used as heavy artillery prior to a ground attack against enemy troops. The allied armies at this stage of Overlord were experiencing very stubborn resistance all along the front and even though we had helped by bombing Caen on July 7th resistance east of Caen was still very strong, and a major attack was required.
Bomber Command's force was 667 Lancasters, 260 Halifaxes and 15 Mosquitoes – over 900 aircraft in all. 38 of the Lancasters were from Wickenby with 626 Squadron providing 20. The bomb load was again 13,000 lbs with 11 x 1,000 lbs and 4 x 500 lbs.
Whereas our raid on July 7th was in the evening, on this occasion takeoff commenced at 0300 hours so that we were over the target at first light. The enroute weather consisted of low cloud over England with thick haze at the English coast. It cleared as we crossed the channel and the target area was clear with excellent visibility.
The marking was by low bursting red TIs from H-5 to H-1 then by yellow TIs bursting at 4,000 feet leaving a trail of white smoke. Markers were accurate and punctual except for one which the Master Bomber identified as being 100 yds south. Accurate marking and bombing was essential as we were attacking the enemy a short distance ahead of our own troops, a fact we were all well aware of. Bombing commenced one minute early and excellent concentration was achieved. The aiming point was soon obscured by dust and smoke but the TIs were still visible.
Flak was negligible in the target area but accurate predicted heavy flak was encountered as we left. No enemy fighters were seen as cover was again provided by No. 11 Group.
Three of 12 Squadron and 3 of 626 Squadron aircraft were hit by flak, including ours, but fortunately no one was injured. One of 626 Squadron found a live 1,000 lb bomb rolling on the closed bomb bay doors after leaving the target area. I had failed to release with the rest of the bomb load but was safely jettisoned over the channel.
We arrived back at Wickenby at about 0700 to debrief, breakfast and bed.
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Operation No. 11 Courtrai
Courtrai was a rail centre and marshalling yard some 50 mile west of Brussels, the Belgian capital, through which supplies, reinforcements and equipment passed on their way from Germany to the front. It was our first target not in France and received the attention of 302 Lancasters and 15 Mosquitoes on the night of July 20th. 35 Lancasters from Wickenby were detailed as part of this force and 626 Squadron's contribution was 18.
The bomb load was again 13,000 lbs with the usual mixture of 1,000 and 500 lbs high explosives. Our route took us south east to Orfordness, across the North Sea to the Belgian coast west of Ostend then to the target.
We took off at 2330 and climbed in darkness towards the coast. We passed through a 10/10th layer of cloud over England which cleared as we crossed the North Sea. As we approached the Belgian coast we were startled to see a streak of light from the ground rush vertically past us at tremendous velocity and disappear above us. It was a rocket propelled V2 on it's way to London. One launching site down there somewhere which needed to be dealt with, or perhaps it had been and was already repaired. We were aware, of course, that the German war machine, with it's huge quantity of slave labour, worked to repair everything which we damaged as soon as possible.
In the target area there was no cloud but some haze with fair visibility. As we were climbing out Hicky was having some trouble with the Constant Speed Unit (CSU) on the port outer engine which he and Stan King were unable to stabilize but we carried on with them nursing the problem as this was not a very long trip.
As we approached the target Mosquitoes marked the aiming point with red TI's at H-8. Other pathfinders dropped flares and red and green TIs. The marking was on time and accurate and resulted in bombing being well concentrated on the target. Peter Graves released our bombs at 0156 hours. Photo reconnaissance reported that reception, forwarding and sorting sidings were utterly destroyed. A large water tank was hurled from the centre of the track to property outside the yard. The main loco sheds, passenger station, and a bridge carrying 5 tracks across a road were all virtually destroyed.
Flak defences were light but fighters were extremely active in the light of our marker flares (we could be seen from above silhouetted against them) and near Ostend and over the sea on our way home. The result was predictable, 5 of 626 and 2 of 12 Squadron crews reported combat but the only damage to returning aircraft came from a 626 and 12 Squadron aircraft which collided in circuit over the aerodrome on return. Both landed safely but the incident emphasised the importance of proper height and distance separation in the landing pattern particularly when returning a large number of aircraft in a short space of time. After returning from any operation everyone is stressed and tired and anxious to land as soon as possible.
However, we did suffer major casualties. One of 626 Squadron (F/O Wilson) and one of 12 Squadron (P/O Hagarty) were lost and both crews were killed, and another of 626 Squadron (F/O Bowen) was shot down over the target. The rear gunner was killed but all others either evaded or were taken prisoner.
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[map]
[underlined]COURTRAI. [/underlined].
[underlined] 20/21 JULY 1944 [/underlined].
[page break]
The Wickenby loss rate was 8.57% while Bomber Command's was 2.84%. 626 Squadron lost 2 of 18 – 11.1%. Hicky nursed A2 back home and we landed at Wickenby after being airborne 3 hours 15 minutes.
I should mention here that we have now completed 11 operations, 6 by day and 5 by night (and aborted one) and have been hit by flak only twice and so far never attacked by an enemy aircraft. The navigation section at Wickenby had a sign on the wall which read, "KEEP ON TRACK, KEEP ON TIME, KEEP ON LIVING". A Bomber Command operation was always a concentration in time and space with literally scores of aircraft crossing a target every minute. If you could stay on track and on time you were assured of being somewhere in the centre of a huge gaggle of aircraft. It was generally the stragglers or those who wandered off course who were attacked by fighters. My crew maintained that my ability as a navigator kept us close to the middle of the pack and minimized the risk, but I like to think that it was a crew effort. Everything that went on outside the aircraft around us even if it seemed inconsequential was reported and if necessary acted upon.
Weather on the 21st and 22nd of July was cloudy with drizzle and moderate visibility. On the 21st 28 Lancasters from Wickenby were detailed against Dortmund but the operation was cancelled and on the 22nd 36 were detailed for a daylight operation which was also cancelled. On the 21st we took advantage of the cancellation to carry out some fighter affiliation exercises to keep the gunners sharp. They had not yet had to fire their guns in self defence. On July 23rd the weather was cloudy but visibility was good and our target was announced as Kiel naval base.
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Operation No. 12 Kiel
A force of 519 Lancasters, 100 Halifaxes, and 10 Mosquitoes were detailed against Kiel and Wickenby's contribution was 33 with 15 of these from 626 Squadron. This was our first attack against a target in Germany and our first purely strategic attack, so we were both excited and apprehensive. Kiel was a port city on the Baltic Sea with shipyards, a naval base and manufacturing facilities known to be well defended.
We took off at 2100 hours on July 23rd and climbed through a layer of cloud with tops about 5,000 feet into the clear with good visibility. We carried 9,000 lb of bombs (18 x 500 lbs). Our route took us to Mablethorpe then across the North Sea to a point west of the North Frisian Islands then east into Germany proper and on to a southerly heading for the bomb run. This route gave me a good opportunity to use the H2S equipment to fix our position accurately before entering enemy territory. H2S was the radar equipment which transmitted a signal from the aircraft to the ground and the returns showed features such as islands, coastlines, etc. So we were on track and on time as we crossed the German coast and headed for Kiel and our target at 21,000 ft.
The target marking was by sticks of flares which were dropped at H-6 followed by Path Finder Force (PFF) marking the aiming point with mixed red and green TIs. The marking was punctual, reasonably accurate but scattered in the early stages. As we were above cloud and the markers were only visible by glowing through the clouds Peter bombed what he could see, as did all the other bomb aimers.
So we were unable to access the accuracy of the bombing until later when photo recce showed that severe damage was caused to the north east portion of the shipyards, buildings and hangars of the airfield and seaplane base were partially destroyed and considerable damage was caused to a large barracks and other buildings in the marine depot. As we left the target area we could see the glow of the fires reflecting on the clouds for a hundred miles.
We experienced heavy flak and some light flak in the target area, some of which appeared to come from ships in the harbour. There were a few searchlights. There was some fighter activity over the target and on the homeward route for distance of about 100 miles.
Two of 12 Squadron's aircraft reported combat and one of 626 Squadron engaged an ME 110 on two occasions some two minutes apart at 16,000 feet.
No damage was reported and no casualties. I have no report on Bomber Command losses for this operation but Wickenby and 626 Squadron had none.
I should mention that F/O Hicks was promoted to F/Lt and I was promoted to F/Sgt during July. These were the only promotions my crew received during our tour.
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[map]
[underlined] KIEL [/underlined].
[underlined] 23/24 JULY 1944 [underlined].
[page break]
Operation No. 13 Stuttgart
On July 25th the weather was fair becoming cloudy with intermittent rain when Bomber Command decided to send a force of 412 Lancasters and 138 Halifaxes against Stuttgart, a large manufacturing city in southern Germany. 25 of the Lancasters were from Wickenby with 626 Squadron providing 12 of them.
The bomb load was fairly typical for operations against major German targets being 1 x 2,000 lb high explosive bomb and 12 incendiary clusters. For a mission to southern Germany full fuel tanks of 2,154 gallons were required.
Takeoff commenced at 2058 and seven minutes later we roared down the runway and off for our longest trip so far to a German target. The route took us a long way south before turning east towards the target area. We went to Reading then south across the channel and turned east after we were well south of Paris. We then went almost to the Swiss border before turning north east towards the major centres in that general area in the hope of confusing the defences. Our target could have been any one of half a dozen cities, including Frankfurt, Russelheim, Mannheim, Karlsruhe or Stuttgart. We made our final turn on to the bomb run between Karlsruhe and Stuttgart. The weather enroute was cloudy and in the target area there was 10/10th thin cloud with a base about 16,000. At 20,000 feet we were above this layer.
Sticks of flares and red TIs were dropped at H-6, P.F.F. then marked the aiming point with mixed red and green TIs. Release point flares of green and yellow stars were also dropped. The result of all this was that the bombing was scattered as several separate groups of markers each attracted concentrated bombing. Many fires were observed taking hold well and the glow from these was visible for 150 miles on the homeward route. This was the first occasion we had carried incendiary bombs which were designed to create damage by fire as opposed to damage by high explosive.
In spite of our efforts to conceal our route and target the enemy guessed we were going to Stuttgart some 30 minutes before H hour and elements of 14 night fighter Gruppen were deployed against us. Numerous combats were reported but flak was light to moderate over the target itself.
Our route home was also circuitous and was, in general, a reciprocal of our outbound flight. We came back via Reading and let down to arrive over Wickenby and land again after 8 hours 35 minutes of flying time.
Two of 626 aircraft failed to reach the target for quite different reasons. On one the navigator was sick so they returned early and the second was attacked before reaching the target, the bomb doors were damaged and would not open so they were forced to return with their bomb load still on board. They landed safely despite a flat tire[sic] caused by the enemy action. Two other 626 aircraft were damaged by flak as was one of 12 Squadron. Combat with night fighters was reported by 2 of 12 Squadron and 3 of 626 Squadron. There were no losses.
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Operation No. 14 Stuttgart
We returned from our long haul against Stuttgart in the early morning of July 26th, had a day off on the 27th and were detailed for the same target again on the 28th. Whilst we appreciated the necessity to follow up raids on some targets for a variety of strategic reasons those of us who were called upon to make the trip were not too enthusiastic. You may get away with bearding the lion in his den once but not twice in 3 days so we expected strenuous opposition.
The 22 Lancasters from Wickenby were part of a Bomber Command force of 494 Lancasters and 2 Mosquitoes. 626 Squadron's contribution was 10 aircraft.
Our route out and back was very similar to three nights ago with Reading the assembly point. Wickenby takeoff commenced at 2115 hours and again we were amongst the first to go taking off at 2120 hours. The weather had changed somewhat since the 25th. Now we encountered strata cumulus on the outward route with 10/10th low cloud with some slight breaks in the target area.
The target was marked with long sticks of flares and red TIs were dropped at H-6. P.F.F. then marked the aiming point with green and red TIs. Release point flares with green and yellow stars were also dropped so for the main force the marking for both the Stuttgart raids was very similar. Bombing was well concentrated on the markers but because they were scattered so was the bombing. Three groups of fires and 3 large explosions were seen. Photo recce later reported that many parts of the old city were devastated, the main railway station being damaged. It became apparent to myself and my crew that the further we had to travel to reach a target the more scattered the bombing became, and the less likely we were to achieve good concentration. Thus the importance of keeping on track and keeping on time became imperative.
There was moderate flak in the target area but there was intense fighter activity from south west of Paris all the way to and over the target but things were pretty quiet on the way home.
Two of 626 Squadron aircraft were damaged, both by fighter attack. One of 12 Squadron and 3 of 626 reported combats, and two of 12 Squadron (F/O Downing and F/O White, and one of 626 Squadron (F/Sgt Ryan) were shot down. Everyone in all 3 aircraft were killed except F/Sgt Ryan's navigator who became a prisoner. It was F/O Downing's 28th operation – two short of completing his tour. The loss rate for Bomber Command was 7.86%, for Wickenby 13.64%, and for 626 Squadron 10%.
German records for this night show that F/Sgt Ryan's aircraft was engaged in an air battle with a night fighter flown by Martin Becker which had taken off from Nurenburg. Becker's report shows that the Lancaster 626/Y2 was destroyed with serious burning to the starboard wing. "Parts fell off" reads the radio operator's log book. Only the navigator was saved by parachute. All other crew members were interred in a joint grave at Vachinger and in 1948 re-interred in a special cemetery for allied airmen at Durnbach near Munich. 626/Y2 was one of 4 British aircraft destroyed by Martin Becker that night. He was credited with destroying 58 aircraft during the war.
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We flew unmolested back to Wickenby, landed at 0515 hours, debriefed, had some sleep and went home for a few days leave. We did not know until we returned from leave that we had sustained a good sized hole in the starboard tailplane. It was repaired while we were away.
We had now completed almost half of our operational tour without any major problem and while we were unscathed through 14 operations between June 22nd and July 28th, our squadron, 626, had lost 7 aircraft as had 12 Squadron. So it averaged out to one Lancaster lost on each operation we had flown. In terms of crews the record shows that 77 crew members were killed and 12 taken prisoner. I must emphasize that this was the casualty figure for the operations on which I personally flew. There were others taking place when my crew was on stand down and I do not have the figures for these.
I mentioned earlier that I had taken Mary to Aldbourne while I was flying with the squadron. Just about all of the crew members who had wives and families preferred them to be away from the base. Fighting a war from a base in Britain and getting back to that base after each foray against the enemy was a radical departure from the accepted norm but it was the official opinion of the Air Force and the opinion of the combatants that they preferred their loved ones to be somewhere away where they would not be in day to day contact with what was going on. Can you imagine saying to your wife "Oh by the way dear I shall be late tonight I have to go and bomb Germany". The lady's nerves would be shattered after a week or two of this. When I was at O.T.U. Mary had given me a rag doll which looked rather like a gremlin (those of us who have seen gremlins know what they look like). This one was long and skinny with a green jacket and pants and a pointed cap. It was a good luck charm which I carried with me on every operation suspended over my navigation table. It never let me down.
So it was good to head for Aldbourne to see Mary and my family for a few days. Mary was by now about 6 1/2 months pregnant with Keith, our first child, and was in the longing way for sharp tasting fruit. She had already stripped the gooseberries from my mother's bushes and was waiting for apples to ripen a bit. She told me that she and my mother listened to the radio every morning to hear what Bomber Command had been up to the night before and to hear what losses we had sustained, then they waited hoping there would not be a telegram. If they hadn't heard by noon they figured I was still safe. This is certainly not the way to go through a pregnancy and thank goodness it was the only one she had to undergo in this way. My leave was over and I returned to Wickenby on August 6th but not until after a tearful farewell. Mary and my mother did not know if they would ever see me again so it was a poignant departure. I arrived back to typical summer weather for Britain, cloudy with intermittent light rain or showers and occasional sunny periods.
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Operation No. 15 Air-sur-Lys
On August 8th the weather was fair in the morning and afternoon with a build up of thunderstorms in the evening. I have not yet mentioned the American 8th Air Force who by now had been in Britain for some time and were operating by daylight only. Their tactics were different to ours – where we tried to sneak in under cover of darkness and escape without detection, they flew in huge formations and tried to fight their way in and out. Their bomber aircraft, B17s and B24s primarily, were much more heavily armed than we were but carried a significantly smaller bomb load. During this period of the war we were able to dovetail our operations with theirs with considerable success. They would visit a target by day, and we would repeat the effort by night. On this occasion we were to attack oil storage facilities at Air-sur-Lys in the morning but deferred to the 8th Air Force as they wished to attack the same target. So we were somewhat surprised when we were told that the U.S.A.F. had bombed the wrong target and we were going anyway.
Bomber Command detailed a force of 170 Lancasters and 10 Mosquitoes to attack two oil storage targets. Wickenby supplied 25 aircraft, 13 from 12 Squadron and 12 from 626.
I mentioned the forecast was for thunderstorms in the evening and as takeoff commenced at 2150 large thunderstorms lay across our intended track east of Lincoln. We climbed through the cumulo nimbus clouds but conditions were very difficult and numerous course alterations were necessary to avoid the worst of the weather. Once clear of the storm we were able to head for Orfordness, the assembly point. We were carrying our usual bomb load for this type of operation, 13,000 lbs of 1,000 and 500 lbs high explosive. After leaving Orfordness weather improved and by the time we reached the target there was no cloud and visibility was moderate to good.
Mosquitoes marked the aiming point at H-4 with red TIs. Other pathfinders backed up with green TIs. The reds were scattered but the greens were accurate so crews bombed the greens which resulted in accurate bombing. A large orange explosion at 2334 was followed by a dense column of black smoke indicating a direct hit on an oil storage tank. The glow of fires was visible for 75 miles. Photo recce showed many bombs in the target area; all the building[s] had their roofs stripped and there were hits on the canal wharf and rail tracks.
There was some flak and some fighter opposition was experienced. The fighters appeared to be using searchlights as assembly points but the tactic was not very successful.
We got back to Wickenby after a relatively short flight of 2 hours 55 minutes. One of 12 Squadron's aircraft was hit by flak and sustained some damage but no casualties. Another of 12 Squadron reported an engagement with a "Fishpond" radar indicator in which the rear gunner fired a burst but no enemy was seen.
We suffered our worst problems from the weather. Three aircraft, 2 from 12 and 1 from 626, aborted the operation. One was unable to get out of the Cu Nim and another dropped 12,000 feet in a Cu Nim. Not only are there violent currents and downdraughts in these clouds but also severe icing under certain conditions. The third aircraft to abort had it's starboard outer Constant
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Speed Unit (CSU) unserviceable so returned to base. Interestingly enough we had the same problem on our operation No. 11 to Courtrai, but elected to press on.
There were no losses on this night and we have now reached the halfway mark of our tour of operations. I wonder if the second half will be any more difficult than the first. Our gunners still have not fired their guns in anger. Let's keep our fingers crossed.
On August 9th the weather was not good and we were stood down for the day.
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Operation No. 16 Ferme du Forestal
On August 10th 15 of Wickenby's Lancasters were detailed, as part of a Bomber Command force of 60 Lancasters and 20 Mosquitoes, against flying bomb sites. Our target was Ferme du Forestal in the Pas de Calais area of Northern France.
This was a morning operation with takeoff commencing at 1045 hours. The enroute weather was cloudy, breaking up over the English Channel but thickening again from the French coast. Over the target was a 10/10th layer with a base about 2,000 feet. We carried our normal 13,000 lbs of bombs.
The Mosquitoes marked the aiming point with red TIs cascading from 5,000 feet and leaving smoke trails but because of the cloud in the target area we descended from our bombing height of 10,000 to try and get below the cloud layer and bomb visually. Our aircraft was successful in identifying the target and Peter bombed the launching ramp which he could see clearly.
We were then supposed to climb back to 10,000 feet for the return journey but chose to continue down to treetop level and return "on the deck". As we flew across fields and houses at rooftop level we could clearly see the local inhabitants waving a friendly greeting though I expect some of them were startled to hear a heavy bomber roar overhead. A short distance from the coast we passed near a military rifle range and as we flew past first Peter from the front turret, then successively Bert Jones and Bill Bursey all fired a few rounds in the general direction of the targets. This was much more fun than stooging back at 10,000 feet. As we approached the coast we were fired upon by the local defenders but they didn't expect to see the enemy approach them from the rear so by the time they had us in their sights we were safely out to sea. We climbed back to 10,000 feet over the channel and returned home, after a flight of 3 hours 35 minutes, as briefed.
One of 626 Squadron aircraft aborted the mission as he could not find the target, and one was hit by flak and damaged, but no one was hurt. Bomber Command did not sustain any losses.
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Operation No. 17 Falaise
On August 12th 626 Squadron participated in two attacks against widely divergent targets, one in support of the invasion forces in northern France and the other against a strategic target, Brunswick, Germany, some 120 miles west of Berlin.
I guess we were lucky on this occasion as we were selected with two other crews for the shorter mission to Falaise. We were part of a force of 91 Lancasters, 36 Halifaxes, 12 Stirlings and 5 Mosquitoes detailed for this target.
We took off at 2336 hours and climbed towards Reading on a clear summer night with no cloud. From Reading we headed to Selsey Bill on the English south coast (a place I used to visit as a child on Sunday school outings from Aldbourne) thence across the channel to the target. As we approached the French coast the cloud thickened until over the target it was 10/10th with tops about 8 – 10,000 feet.
The target marking was by flares and red TIs backed up by green TIs. They were plentiful and accurate and in spite of the cloud layer we were able to bomb accurately laying our 13,000 lbs of HE across the target. The bombing was well concentrated and extensive damage was done. The German army used Falaise as a hardened position from which they were determined not to fall back, so the allies were left with no alternative but to attack it. There was some flak, both heavy and light, and some fighter activity in the target area, but the Bomber Command loss rate was nil. We returned back to Wickenby via Reading and landed safely after a trip of just over 3 hours.
In the meantime 22 Lancasters, 11 each from 12 Squadron, and 626 Squadron, were detailed as part of a force of 242 Lancasters and 137 Halifaxes against Brunswick. They commenced their takeoff at 2116 hours so we were able to watch them go before we departed ourselves.
They experienced clear weather until 50 miles from the target when it clouded over to 10/10th in the target area. They carried a bomb load of 1 x 2,000 lbs and 12 clusters of incendiaries, the typical bomb load for strategic targets.
There was no marking carried out on this target so crews bombed using their H2S equipment. H2S shows a differentiation between land and water, but it was much more difficult to differentiate between land and built up areas so bombing was not concentrated and not very effective though scattered damage was seen with hits on the power station and gas works.
Both light and heavy flak were experienced and there was considerable fighter activity particularly from the target back to the North Sea. One 626 aircraft reported several combats but no damage.
One 12 Squadron aircraft (F/O Hancox) was shot down and all on board, except the wireless operator and mid upper gunner were killed, and one 626 Squadron (F/O Bennett) was attacked by a fighter and set on fire. The crew bailed out and 4 were taken prisoner. The wireless operator, mid upper gunner and rear gunner were all killed.
Wickenby's loss rate was 9.09% while that of Bomber Command was 7.12%.
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Operation No. 18 Falaise
By August 14th the allied armies had managed to push forward on both sides of Falaise and had effectively trapped a very large force of the enemy in a pocket extending from Falaise to Posigny. To save allied lives on the ground we were asked to bomb them into surrender.
So 16 Lancasters from Wickenby were part of a force of 411 Lancasters, 352 Halifaxes, and 42 Mosquitoes detailed against this target, which would be our last operation in direct support of the invasion armies. 626 Squadron's contribution was 10 aircraft.
We took off at 1207 carrying a bomb load of 13,000 lbs high explosive and climbed towards Reading, our assembly point, then south to the coast and across the channel. We did not climb to our normal height but levelled out at 7,000 feet as we were briefed to choose our own bombing height depending on weather in the target area. We flew above a cloud layer until we reached the English coast then the cloud thinned as we crossed the channel and the target area was clear. With some 800 aircraft all heading in the same direction it seemed the sky was full, a huge gaggle stretching from the French coast all the way back to the English coast. Fighter aircraft from 11 Group provided cover and could be seen above us.
As we approached the target, and wishing to bomb as accurately as possible, we reduced height to 3,000 feet. We knew that our own troops were within 2,000 years of the aiming point which was marked with green TIs, but which quickly became obscured by smoke. There was considerable fire from the ground as the enemy fought back. Peter released the bombs and we turned away to clear the target area for those behind and as we did so the aircraft received a sudden violent pounding. We had been hit but at this point did not know with what or by whom. Then Bill Bursey's voice from the rear turret, "Skipper I've been hit, and I'm bleeding". The aircraft was still flying so we knew it had not sustained fatal damage. Peter Graves, having dropped his bombs was now free to assist Bill and went to the back of the aircraft. As he made his way he reported flak damage all the way to the rear turret. By now Bert Jones had left the mid upper turret to assist and between them they got Bill out of his turret and forward to the rest bed where they lay him down and administered morphine from the first aid kit carried on all aircraft. Peter then applied field dressings to Bill's wounds and made him as comfortable as possible. The important thing now was to get Bill to a hospital as soon as possible so Hicky and I discussed our options. We elected to go for Boscombe Down which we knew could handle a Lancaster and was close to a major hospital in Salisbury (I knew the area well as Mary and I had been stationed at Old Sarum, next door, some 3 years before).
I calculated a course for Boscombe Down and we were on our way. Over the channel Hicky wanted to check that the aircraft would not do any unusual manoeuvres when placed in the landing configuration so we climbed above a suitable patch of cloud and he and Stan King carried out a practice approach on the cloud including reducing power and speed, lowering the undercarriage, applying full flap and stalling on to the cloud patch as though landing on it. Satisfied that all systems were O.K. we continued to Boscombe Down.
We called Boscombe on the emergency frequency and were given permission to land our
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wounded rear gunner. We were met by an ambulance, doctor and medical team. Bill was removed from the rest bed and transferred by ambulance to the American General Hospital, Salisbury.
We had the aircraft checked by the engineering and technical people at Boscombe to make sure we could take it off again, took a look at all the shrapnel [sic] holes, climbed aboard and headed back to Wickenby, arriving in time for supper.
We were the only Wickenby aircraft to sustain damage but 12 Squadron had one aircraft abort the mission. It was forced to abandon over the target when the electrical supply to the bomb release mechanism failed. He brought his bombs back.
Photo recce assessed that every street in Falaise was blocked by craters or rubble and whole sections of the town were completely devastated. The German troops surrendered shortly after their bombardment.
We later discovered that Bill Bursey had received a gunshot wound to the right leg and a shrapnel wound to the right thigh with a fractured femur. The Americans came round the hospital next day and offered him a "Purple Heart" for shedding blood against the enemy. Bill declined with thanks. He did not return to the squadron and never flew with us again. The next day we were joined by Sgt. Stott, his replacement, who was also a sole survivor from another crew. So now out of the seven crew members, 3 of us were sole survivors, Saletto, Stott and I.
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Operation No. 19 Stettin
On the night of August 16th 461 Lancasters of Bomber Command were detailed against Stettin. Wickenby's contribution was 24 aircraft shared equally between the two squadrons. Stettin was a major city on the Baltic and some 120 miles north east of Berlin. It is now part of Poland. It was a long, long way from Wickenby and entailed a crossing of the North Sea from Mablethorpe to a point near the Danish coast at 5600N 0800E then due east across Denmark to Longitude 1045E, then south east across the Kattegat, the Danish island passing west of Copenhagen, and the Baltic Sea to the target. Much of the time we expected to be under enemy attack as Denmark had been occupied by German troops for some time.
We took off at 2041 hours carrying 1 x 2,000 lb and 12 incendiary clusters, rendezvoused at Mablethorpe and headed across the North Sea climbing as high as we could get with a full fuel and bomb load. The weather enroute was clear across the North Sea and Denmark building up to 10/10th cloud with tops at 17,000 feet over Germany but cleared just short of the target which was free of cloud. Our outward trip was long but relatively uneventful. On these long North Sea crossings I always attempted to get as many accurate GEE fixes as possible prior to losing it to the enemy jamming. It was very important to get an appreciation of the wind, to compare it to that forecast and to calculate a correction to be applied to courses and speeds once we were out of range of GEE. So I always attempted to get a fix and calculate the wind every 6 minutes. This gave me a good understanding of what was happening with regard to the weather, which always stood us in good stead when I had to navigate on DR (Dead Reckoning) as we became further away from England. There was light to moderate flak at isolated points on route and some fighter activity. Because there were good coastline responses on the H2S I was able to navigate without difficulty to the target.
Flares and green TIs were dropped at H-6 and P.F.F. marked the aiming point with mixed red and green salvoes backed by red TIs. There were so many markers and decoys operated by the enemy that Peter had difficulty identifying which one he should bomb. In the confusion of aircraft, flak, tracer fire and target markers we overshot and rather than bomb the wrong target went round again. With everyone keeping a sharp eye out for other aircraft in our vicinity Hicky closed the bomb doors and made a gentle turn to the left and eventually a complete 360 degree turn and we came over the target a second time. This time Peter selected the proper target marker and the bombs were duly released. We were all glad to leave the target area. Going across the target and being shot at once is dangerous enough but twice? Phew!! We left the area with relief and headed north west to cross Denmark then south west across the North Sea back home. There was some flak and isolated fighter activity on the way home but Wickenby did not sustain any losses. However, 2 of 12 Squadron reported combat where the gunners fired but were not fired upon and 3 aircraft, 2 from 12, and 1 from 626 were hit by flak. There were no casualties. Bomber Command losses were 5 aircraft – 1.08%.
The attack was considered successful with fires in the centre and south east of the city though considerable bombing was attracted by the decoys or wrong marking. Photo recce
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showed severe damage to shipbuilders Oderwerke A.G., sugar refinery and naval fitting out yard. Also a large area of devastation in the town centre.
This operation took us 8 1/2 hours from takeoff to landing back at Wickenby and the crew becomes very tired particularly on a long stooge home across the sea. Once clear of the Danish coast we are reasonably safe from enemy attack so Hicky put the aircraft on auto pilot and everyone relaxes. I am sure there were periods when I was the only one awake and the only reason for this was that it was my job to get us back home.
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Operation No. 20 Russeheim [sic]
On August 25th a force of 412 Lancasters were ordered against the Opel Works at Russelheim [sic]. Among them were 18 aircraft from each of Wickenby's two squadrons: a maximum effort. On July 25th and 28th we had paid visits to Stuttgart which together with Russelheim, Frankfurt, Mannheim and Karlsruhe form a heavily defended portion of southern Germany. Our trip to Stuttgrat [sic] on July 28th had not been a happy one for Wickenby aircraft so we approached Russelheim with some trepidation.
We carried a full fuel load of 2,154 gallons and a bomb load of 1 x 4,000 lb (Cookie) and 12 clusters of 4lb incendiaries. Our route was quite similar to that used previously for this area. Reading was the assembly point then south across the channel to a point S.W. of Paris, then east north east in a series of zig zags to the target. The weather was good all the way and the target area was clear with slight haze. Takeoff commenced at 1957 hours.
The target was well marked following sticks of flares dropped at H-7. The aiming point was then marked with mixed red and green TIs and backed up by red TIs.
The bombing was well concentrated and the fires could be seen for 150 miles. Photo recce showed severe damage to the plant with all the major units hit, including assembly shops, research labs, drop forge, machine shop and aircraft engine shop.
The target area was, as expected, well defended with intense heavy flak and very active fighters which made contact with the bomber stream in the target area and well into the return journey.
One of 12 Squadron aborted the mission with a sick navigator. Seven of 12 Squadron's aircraft reported combat with night fighters and one was so badly damaged that it crash landed on return and was written off. The only casualty in this aircraft was the navigator who suffered superficial wounds. One other 12 Squadron aircraft was hit by flak. One 626 Squadron aircraft suffered damage caused, it was believed, by an unusual incident. Shortly after bombing the aircraft was thrown out of control by a nearby explosion. All four engines cut but the pilot and engineer managed to get them restarted and flew home safely. It is believed the explosion was another aircraft blowing up. It is interesting that while 7 of 12 Squadron reported combat none of 626 did. However, 626 did lose two aircraft. F/O Harris who, together with 3 members of his crew were taken prisoner, the other 3 were killed and F/O Whetton who was killed together with all of his crew except the bomb aimer who was taken prisoner.
The Bomber Command loss rate for this operation was 3.64%, that for Wickenby 5.56%, while that for 626 Squadron, 11.1%.
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[map]
[underlined] RUSSELHEIM. [/underlined]
[underlined] 25/26 AUGUST 1944. [/underlined]
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Operation No. 21 Stettin
We had visited Stettin on August 16th and had been briefed several times between the 16th and 29th but weather had forced cancellations. So here we are on August 29th poised to go once again. The crews involved were concerned that our intentions may already have been communicated to the enemy and the element of surprise lost. So we expected a difficult time.
The total force consisted of 402 Lancasters and one Mosquito. For Wickenby the contribution was 31 aircraft. For 626 Squadron it was again a maximum effort of 18 aircraft. We were of course carrying a maximum fuel load of 2,154 gallons and our bomb load on this occasion was a total of 8,440 lbs - 1 x 4,000 lb H.E., 660 x 4 lb incendiaries and 60 x 30 lb incendiaries. If you add in 7 men, thousands of rounds of ammunition and the various other stores we carried such as bundles of "window" we were very close to our maximum takeoff weight of 72,000 lbs. Window was the code name for specially designed metal strips which, when dropped from an aircraft, gave a similar radar response to the aircraft itself. We dropped them by the thousands when in an area of high enemy defensive activity to confuse the defenses.
We were among the first to takeoff and on this occasion were followed down the runway by F/O "Lofty" Lofthouse whose crew shared our Nissen hut. As we left the ground and climbed away Lofty was moving along the runway when his feet slipped on the rudder pedal and he "ground looped" the aircraft. A ground loop is a rotation in the horizontal plane and inevitably tears off the undercarriage as it did on this occasion, the story was that Lofty required wooden blocks attached to the rudder pedals to reach them properly and his feet had slipped while pumping the pedals to keep the aircraft straight under full power. Sgt. Stott from his observation point in our rear turret looked right down on this incident and yelled to warn us all. In the few seconds it took for the rest of us to have a look every door and hatch on Lofty's aircraft had opened and seven bodies were running in every direction. Fortunately for everyone his bombs did not explode. Had they done so not only would his crew have been killed but we would have been blown out of the sky as we were very close. A fully laden aircraft now lay in the centre of the runway so it could no longer be used. We were O.K. as we were already airborne but there was a delay on the ground while the whole matter was sorted out, the runway changed and the departure of the rest of the force reorganized. I have spoken recently with Ernie Peressini, the bomb aimer in Lofty's crew, who now lives in Victoria, and he remembers the incident vividly even after 50 years.
We rendezvoused at Mablethorpe and set course north east across the North Sea but remained below a layer of cloud with tops at 5,000 feet to stay below the enemy's radar warning system. We were routed further north than on our last visit to Stettin passing over northern Denmark before heading south east towards the target. We were so far north that to get to the target we had to fly over Sweden which was a neutral country. This was deliberate and we were briefed to head for Sweden if we were unable to get home for any reason. Better to land in a neutral country than to be taken prisoner of war. We stayed low across the sea until approaching the Danish coast then climbed to our operational altitude and remained there until near the target. Below us were layers of thin cloud with tops at 17,000 feet.
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The target marking was punctual and accurate. At H-7 the target was illuminated by long sticks of flares followed by red and green TIs on the aiming point.
We experienced some light flak over Denmark but the serious problem on this night was fighters. The main force was plotted over the Danish coast and interceptions commenced immediately and continued to the target with a few on the return from the target. There was heavy flak in the target area, some bursts being so large they could only have come from high calibre naval guns. Searchlights were also very active. As we were approaching above the clouds in moonlight it was not difficult to see or be seen. As we neared the target the Master Bomber called us down below the cloud layer which was between about 12 and 14,000 feet. We let down and bombed at 12,000 feet.
The results of the bombing were good because we could see the markers as visibility was clear below the cloud layer. As well as high explosive we were all carrying large quantities of incendiaries and very soon fierce fires were burning with smoke almost to our bombing altitude. P.R.U. reported that buildings in Stettiner Oderwerke Shipbuilding A.G. were gutted, Labelsdorf Bahnhof Gasworks destroyed, telegraph office and five factories severely damaged. Three merchant vessels were sunk in the port.
We turned north west after bombing to head back to northern Denmark before returning across the North Sea. The fighter activity decreased as we left the target largely because a well timed force of Mosquitoes attacked Berlin and this drew them away from us. Letting down in the target area involves risks which are not normally there when all aircraft fly over at their predetermined altitude. In this case we were below someone else who did not reduce as low as we and released his bombs while above us. The consequence was that we were hit in the port wing by an incendiary bomb dropped from above. Fortunately for us it smashed right through the wing without damaging vital controls or control surfaces and did not set us on fire. We were very fortunate.
Two of Wickenby's aircraft aborted this operation. I have already mentioned F/O Lofthouse. The second abort was a 12 Squadron aircraft which started out but the wireless operator lost his nerve after setting course so the crew returned. Incidents of nerve failure on the part of crew members were not very frequent, fortunately, but I am sure there were times when we all felt like this poor wireless operator. I think what prevented more of it was the fact that everyone felt an overwhelming loyalty to their crew and would not do anything to let the crew down. On the rare occasion when it did happen the victim left the squadron immediately and was posted to a unit on the Isle of Sheppey in the Thames estuary, east of London for disposal. The R.A.F. used the term L.M.F., Lack of Moral Fibre, to describe these unfortunate souls and their hasty removal from the squadron was to ensure that their inability to cope did not spread. After all, we were all living on the edge wondering each time whether we would return.
Four of 626 Squadron crews reported combat with night fighters, two on the outward trip, one over the target and one on the return. Five of our aircraft sustained damage, including ours, being holed in the port wing, but others were more severe and one had to land at Dunholme Lodge being unable to get back to Wickenby.
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One of 12 Squadron (F/O Spurrs) was shot down over the target. Everyone who managed to bail out was taken prisoner but the two gunners were killed. One of 626 Squadron (F/O Hawkes) was attacked over the Kattegat on the way towards the target and he was able to maintain control only long enough to allow the crew to bail out, but they were close enough to Sweden that they all landed there and were interned. They were carrying a second pilot along for experience so there were 8 instead of the usual 7 aboard. The advice to head for Sweden if possible was sound.
F/O Hawkes later reported "On September 1st we were taken to Falun and kept for 2 days in an interment [sic] camp. On September 3rd we were billeted in the Solliden Pensionat Hotel, where we stayed until October 24th. On that day we were taken to Stockholm and stayed at the Continental Hotel until October 27th when we were sent by air to the U.K." On August 31st, 2 days after they were shot down, the squadron received the news that they were safe.
We left the target area and headed north west passing over Malmo, Sweden which, being neutral, was well lit. We climbed across the Baltic to 20,000 feet as we still had to cross Denmark which was defended. We were glad we did as the squadron aircraft which was attacked by a night fighter in this area was flying at only 14,000 feet.
We successfully negotiated our crossing of Denmark and proceeded out to sea before commencing a gradual let down towards the English coast. At 10,000 feet we took off our oxygen masks and breathed normally for the first time for several hours. Hicky, as was his wont, lit his pipe and the rest of us in the cabin enjoyed a cigarette. We came back into GEE range so I was able to fix our position accurately and get us safely home. We landed at Wickenby without further incident having been airborne 9 hours 35 minutes which turned out to be the longest of our 30 operations. Wickenby loss rate was 6.45% while that of Bomber Command was 5.71%. 626 Squadron's loss rate was 5.55%, one out of the 18 which were detailed to go, or 5.88% one out of the 17 which actually went, but in this particular incident the crew, having landed safely in Sweden, were all returned to the squadron.
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[map]
[underlined] STETTIN. [/underlined]
[underlined] 29/30 AUGUST 1944. [/underlined]
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Operation No. 22 St. Requier
We had not arrived back from Stettin until the early morning of August 30th (about 0630) so by the time we had debriefed, had a meal and got to bed the sun was high in the sky. We did not fly again that day but on the following day August 31st we carried out another attack against a V2 rocket store at St. Requier.
Twenty Lancasters from Wickenby were detailed as part of a Bomber Command force of 418 Lancasters, 147 Halifaxes and 36 Mosquitoes raiding 9 rocket storage sites. There were 10 from each squadron. St. Requier was the most southerly of the Pas de Calais targets.
We took off at 1325 hours carrying 15,000 lbs of H.E. (13 x 1,000 and 4 x 500 lb) and climbed towards Reading our assembly point, climbing through a cloud layer with tops at 17,000 feet. We encountered severe icing as we passed through the clouds. Ice builds up on leading edges of aerofoils and on the propellers. Leading edges were always de-iced if we knew we would be experiencing icing, to try and prevent build up reaching dangerous proportions. It was always reassuring to know that it was not building up on the propellers when you could hear the chunks of ice hitting the side of the fuselage as it flew off. Disconcerting at first, but reassuring as one got used to it. We cleared the tops and flew towards the target at 18,000 feet. The cloud formation changed to broken as we crossed the channel and approached the target.
The aiming point was marked by red TIs which were backed up with green and yellow throughout the attack. The marking was scattered consequently the bombing was not concentrated and some bombs fell between the target and the village. There was only light flak near Abbeville and little was experienced in the target area so there was really no excuse for not pressing home the attack.
Two of Wickenby's aircraft aborted this operation both under rather unusual circumstances. One of 12 Squadron was instructed to abandon by the Master Bomber and one of 626 found the target covered by cloud. I would think that both probably arrived late.
In spite of there not being a heavy concentration of flak what there was was predicted with great accuracy and no less than 5 of Wickenby's aircraft were hit by it, some with serious results. Two of 12 Squadron were hit, one so severely that he crash landed at Woodbridge. The pilot and second pilot received shrapnel wounds to the right leg, the bomb aimer had a shattered left foot and wounds to the right foot and the flight engineer had shrapnel wounds to the right ankle and left wrist. All of these crew members were at the front of the aircraft so the exploding flak was very close to the front. In crash landing at Woodbridge they went to an airfield which was specially equipped to handle such emergencies. The R.A.F. had equipped several airfields very close to the east coast for such eventualities - Manston, Woodbridge and Manby amongst them. They were equipped with long, wide runways, foam, special lighting to disperse fog, heavy equipment to move crashed aircraft quickly out of the way and of course, emergency medical facilities.
Three of 626 Squadron were also hit by flak. One had no casualties but one was damaged so that he was forced to feather both inboard engines and jettison his bombs. He made an
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emergency landing at Manston. The third (F/O Oram) suffered perspex wounds to the face and his flight engineer shrapnel wounds to the left leg. This is the same F/O Oram who on July 6th was hit and, with his crew, had to abandon his aircraft over the channel with the loss of his gunners.
We flew unmolested back to Wickenby and landed safely after a trip of 3 1/4 hours. The Bomber Command loss rate was 1%. All of Wickenby's aircraft got back to England but not to Wickenby so officially we had losses.
And so passed the month of August 1944. We had flown 8 operations since returning from leave and been briefed for several others which were cancelled for one reason or another. Of the 8, five were by night, 3 of which were long flights into Germany (2 to Stettin). We had sustained damaged to our aircraft on two occasions and had lost rear gunner Bill Bursey to injury.
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Operation No. 23 Le Havre
The allied armies had advanced south and spread outward from their initial bridgehead and it was now time to head eastward along the coastal areas and towards Paris. A deep water port was needed and the obvious one was Le Havre so on September 6th a force of 311 Lancasters, 30 Mosquitoes and 3 Stirlings was detailed against the German fortifications at Le Havre. This was the same Le Havre that had opened up on us when we were all alone on July 4th. Wickenby's contribution was 21 Lancasters of which 626 provided 11.
The weather was mainly cloudy with showers and thunder all day so it was decided to go in the evening but even then there was no improvement.
Takeoff commenced at 1656 hours and we followed a route pretty well due south taking us east of London to the target area. Our bomb load was 15,000 lbs H.E. We experienced 10/10th cloud all the way to the target and in the target area the base was at 7,000 feet with heavy rain.
The target marking commenced with green TIs at H-5 backed up with red TIs bursting at 4,000 feet and cascading leaving white smoke trails. Though we were above cloud these TIs burned with such intensity they could be seen and we had the added advantage of H2S. I was able to pinpoint the target and confirm for Peter that he was running up on the correct aiming point. There was some heavy flak in the target area but it was not severe. The bombing was accurate, a large explosion at 1927 hours was followed by flames and black smoke – probably a fuel storage.
One of 626 Squadron aborted on instructions from the Master Bomber.
Bomber Command sustained no losses on this operation and Wickenby aircraft all returned without damage. We landed back at Wickenby after a flight of 3 1/2 hours.
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Operation No. 24 Le Havre
On September 10th we were called upon to make a repeat visit to Le Havre to attack strong points which had survived the attack of September 6th. Bomber Command dispatched a force of 521 Lancasters, 426 Halifaxes and 45 Mosquitoes of which 33 Lancasters were from Wickenby. 626's contribution was 17 aircraft of a total force of nearly 1,000 attacking various targets.
Takeoff commenced at 1643 hours and we climbed on a southerly heading through broken cumulus cloud with tops about 10,000 feet. Above the cloud the sky was clear all the way to the target area with good visibility. We again carried 15,000 lb of H.E. The marking was similar to our attack of September 6th with green TIs and H-5 followed by red TIs bursting at 4,000 feet leaving trails of white smoke. However, on this occasion as the visibility was good the bomb aimers were able to see the aiming point and the bombing was concentrated in this area. Near misses were reported on 6 gun batteries, close enough to incapacitate them, and damage to business property.
There was no opposition and no losses or casualties were sustained. We arrived back at Wickenby after just under 4 hours of flying time. The army captured Le Havre shortly after.
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Operation No. 25 Frankfurt
I mentioned earlier there were a number of German cities in the southern part of the state which were considered good strategic targets. On September 12th we were detailed for another attack on Stuttgart which was changed at 1345 hours to Frankfurt. Wickenby's contribution to a force of 378 Lancasters and 9 Mosquitoes was 34 Lancasters, of which 626 Squadron supplied 15. We must have had an influx of new crews because no less than 7 of the 15 carried second pilots along for experience before going with their own crews. Our second pilot was F/O Hollowell.
The bomb load for this operation was 1 x 4,000 lb., 14 x 4 clusters and 120 x 4 lb incendiaries. The fuel load was 1,900 gallons, not quite full tanks. We took off at 1808 hrs.
Our route was fairly typical for an operation to this area. We headed for Reading, then south to cross the coast at Beachy Head. We then proceeded [sic] to 48°N 05°E passing north of Paris then north east towards the target. After bombing we turned west, crossed the French coast near Calais and home via Orfordness.
The weather en route was clear all the way and the target was also clear with some slight haze. Because we would be flying over friendly territory for much of the outward leg we were allowed to fly at low level and climb to our bombing height prior to reaching the target area. On the leg north of Paris another aircraft flying close to us flicked his navigation light on and off a couple of times. Bert Jones reported this from his mid upper turret and while we were considering the significance Stan King said "My God, we've got our nav lights on". They were promptly switched off. Our thanks went out to our unknown benefactor. It's not advisable to assist the enemy by lighting up your location.
When we reached the target we found that the Pathfinder Force had dropped long sticks of flares at H-7. The aiming point was then marked with mixed salvoes of red and green TIs and kept marked with red TIs. Crews were able to identify the target by the light of the flares. Most target markers were just south of the marshalling yards.
The bombing was concentrated though tended to spread a little to the west. Smoke rose to some 5,000 feet and the fires were visible for 100 miles. Photo recce showed that large areas of the city were severely damaged. The main railway station was half destroyed with damage to workshops and engine sheds. Twelve factories, the gas works and power station were also damaged.
Some light flak and moderate heavy flak was experienced up to about 18,000 feet but we managed to get above it. Numerous searchlights were coning, believed to be cooperating with night fighters which were active inward, over the target and outward.
One of 626 Squadron was coned over Mannheim, extensively damaged by heavy flak and landed at Woodbridge at the emergency airfield there. Two of 12 Squadron were attacked and damaged by night fighters. The mid upper gunner of one received gunshot wounds to both legs.
One of 626 Squadron (F/O Thorpe) was attacked by a night fighter and destroyed. Thorpe, his wireless operator and mid upper gunner were taken prisoner, all other crew members
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including the second pilot, who was along for experience, were killed. It was his first and only operation. His crew were returned to the Lancaster Finishing School to crew with another pilot.
We arrived back at Wickenby after flying for 7 hours 55 minutes. F/O Hollowell thanked us for the experience and went on to complete a tour with his own crew.
The Bomber Command loss rate was 4.39%, that of Wickenby 2.94% and 626 Squadron 6.66%
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FRANKFURT 12-9-44
626 SQUADRON
A/C
(a) Captain - 2nd PIL. (b) Nav. - W/Op (c) B/A - F/E (d) MuG - R/G
JB661 C2
(a) F/O G.A. Price - P/O R. McAinsh (b) Sgt. F.B. Beaton - Sgt. B. Walley (c) F/S T.H. Lightfoot - Sgt. S.A. Frew (d) Sgt. V.A. Lane - Sgt. J. Lee
LM113F2
(a) F/O T.H. Ford (b) F/S J.M. Jackson - W/O H.A.S. Tween (c) F/S J.C. Payne - Sgt. R.A. Wood (d) Sgt. J.C. Moore - Sgt. P.L. Potter
PD295 B2
(a) F/O G. Lofthouse (b) P/O R.C. McMillan - F/S A.V. Bettney (c) W/O E. Peressini - Sgt. K.W.T. Adams (d) F/S R.W. Smith - F/S F.C. Child
LM141 D2
(a) F/O D.S. Nelson (b) F/O T.R. Murray - P/O R.J. Lacey (c) F/O V.H. Halstead - Sgt. O. Old (d) Sgt. A.M. Walker - Sgt. C.C. Merriman
PB412 Z2
(a) F/O W.J. Cook (b) F/S H. Sulz - Sgt. L.A. Rolfe (c) F/S K.C. McCormick - Sgt. D.W. Garside (d) Sgt. A.H. Jones - F/S E. Smith
PA990 R2
(a) F/O G.A. Green - F/O R.J. Tierney (b) F/S W.A. Stephens - F/S W.A. Dickson (c) F/O K.E.F. Taylor - Sgt. O.F. Farley (d) Sgt. W. Norman - F/S G.C. Newton
ND163 T2
(a) F/O R.A. Collens - P/O L.A. Titmuss (b) F/Lt. J.H. Leuty - Sgt. K.T. Rainbird (c) F/S W.E. Birch - Sgt. H.S. Merry (d) Sgt. E.W. Roberts - Sgt. H. Davy
PB411 Y2
(a) F/O H. Winder - Sgt. R.C. Yule (b) P/O J.J. McDevitt - Sgt. A.W. Reid (c) F/S M. Parker - Sgt. H.S.G. Rich (d) Sgt. R.A. Albone - P/O W.G. Green
LL959 A2
(a) F/Lt. A.C. Hicks - F/O R.A. Hollowell (b) F/S K.J. Brind - F/S J. Saletto (c) F/O P.M. Graves - Sgt. S.G. King (d) Sgt. A.B. Jones - Sgt. D. Stott
PD287 U2
(a) F/O J.Y.N. Walbank - F/O R.M.Smith (b) F/S L.A. Sparrow - F/S J.M. Dewar (c) F/S R.N. Purves - Sgt. E. Shepherd (d) F/S G. Derrington - F/S J.C. Harris
LM137 G2
(a) F/O D.R.B. Thorpe - F/O G.T. Bolderstn (b) F/S A.C.L. Cox - Sgt. J. Peart (c) F/S S.E. Dunnett - Sgt. F.C. Foster (d) F/S R.H. Cross - F/S L.F. Beattie
NF907 K2
(a) F/O E. Fitzsimmons (b) F/S G.E. Dunsford - Sgt. C. Summers (c) F/S J.V. Gray - Sgt. D.W. Richards (d) Sgt. D. De Silva - F/O G.A. Pearce
LM689 N2
(a) F/O R.G. Harvey (b) Sgt. S.J. Partridge - Sgt. J.L. Nuttall (c) F/O R. Kelly - Sgt. R. Heys (d) Sgt. J.K. Hogan - Sgt. G.T. McMasters
PD 286 02
(a) F/O J.C. Campbell (b) F/O R. Cluston - F/S R.C. Champagne (c) F/S W.F. Palmer - Sgt. J. Akhurst (d) Sgt. J.G. Reynolds - Sgt. A.D. Winser
LL961 S2
(a) F/O E.W. Parker (b) Sgt. E. Arrowsmith - F/S J.D. McPherson (c) Sgt. J. Tordoff - Sgt. R.H. Westrop (d) Sgt. W.J. Standen - Sgt. G. Hopkins
AIR 27-2146 PUBLIC RECORDS OFFICE
With the weather fair to fine, 378 Lancasters carried out the last major attack on Frankfurt of the war.
12 Squadron dispatched 19 aircraft and all returned safely. 626 Squadron detailed 16 aircraft but F/O Jones failed to take off. On return, F/O Collens landed at Woodbridge with flak damage. LM137 UM-G2, F/O Thorpe failed to return.
F/O D.R.B. Thorpe. PIL.
F/O G.T. Balderstone RCAF 2nd PIL. Killed.
P/O A.C.L. Cox NAV. Killed.
Sgt. J. Paert. [sic] W/T
F/Sgt. S.E. Dunnett B/A. Killed.
Sgt. F.C. Foster F/E. Killed.
F/Sgt. R.H. Cross. MuG
F/Sgt. L.F. Beattie R/G. Killed.
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Operation No. 26 Rheine-Hopsten
The allied armies had by now broken out from their original bridgehead and pushed north west through Belgium into Holland, and a strategy was conceived for a massive airborne landing using gliders and paratroops in the Arnhem area to create a bridgehead across the Rhine River and ultimately link up with the forward moving army. On September 16th our job was to neutralize German held airfields in the area to minimize the opposition to our landings the next day. Different squadrons and different bases were allocated to specific targets. This was a pinpoint precision attack rather than area bombing.
Wickenby's target was the airfield at Rheine-Hopsten, other squadrons were given other targets. Thirty one Lancasters, 19 from 12 Squadron, and 12 from 626 were detailed for this attack.
Because of the nature of the target, buildings, runways, etc. we carried 10,000 lbs of H.E., in the form of 20 x 500 lb bombs. This was a night attack and we took off at 2200 hours climbing to Mablethorpe, then across the North Sea to a point on the Dutch coast just north of The Hague and so to the target.
The weather en route was good with small amounts of cloud and the target area was clear with slight ground haze. The target marking was carried out by "Oboe" equipped Mosquitoes. Oboe was a modification of the GEE navigation system used for precision bombing and marking. As the allied armies moved across Europe they overran some of the Jamming stations so we were able to use our navigation aids further east. On this night I was able to get accurate GEE fixes all the way to the target. So as we approached the target and I advised the crew we were there the target markers appeared before us. They consisted of red TIs. We had already opened the bomb doors and Peter had fused the bombs so release was a simple matter.
We experienced a small amount of light flak in the target area and night fighters were active but we did not engage in any night fighter activity. The night was very dark so visual assessment of the attack was not possible but photo recce showed that the airfield sustained considerable damage. At least 75 craters were created including 45 on the main runway and 3 on the secondary with 13 on the taxi way. The airfield was out of commission for 48 hours which was the object of our exercise.
The glider troops landed at Arnhem the next day but their effort (and ours) was for nought as they were never able to link up with the main army, became over extended, and were either captured or killed. A costly mistake, it was made into a very successful film, called "A Bridge Too Far" after the war.
Two of 12 Squadron reported combat with night fighters but no damage and no casualties were sustained by Wickenby aircraft on this night. Nor indeed did Bomber Command lose any aircraft. We arrived back at Wickenby and landed after a flight of almost 4 hours. F/O Hollowell completed his first operation with his own crew on this night.
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We were now into our last 5 operations. The conventional wisdom among Bomber Command crews was that if you weren't shot down during your first 5 missions, when you were inexperienced, you would be during your last 5 when you became over confident. We hoped our last few would be against lightly defended targets. Some hope, as it turned out.
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Operation No. 27 Calais
The allied armies had now fanned out across Europe but had bypassed a number of strong points along the French and Belgian coasts where the opposition was very stiff. One such strong point was Calais and the area surrounding the city which was our target on September 20th. This was an operation which had previously been planned for the 21st but was brought forward to the 20th. The Bomber Command force consisted of 437 Lancasters, 169 Halifaxes and 40 Mosquitoes. Wickenby's contribution was 39 Lancasters of which 626 Squadron provided 20. We assembled at a point east of London and headed straight for the target in the afternoon, but conditions were very cloudy with poor visibility which improved a little as we crossed the channel. In the target area there were thin layers of stratus with tops about 4,000 feet.
We carried 15,000 lbs of 1,000 and 500 lb H.E. Target marking was by green TIs from H-5 and H-3 then red TIs bursting at 2,000 feet leaving a trail of white smoke. The Master Bomber called us down to 3,000 feet and we bombed from there against the TIs which were accurately placed on the aiming point. Our own troops were only some 2.000 yards away so accurate bombing was mandatory, and as there was no real opposition not too difficult.
One interesting aspect of this operation was revealed by photo recce - a gun casement which received several direct hits only suffered shallow depressions in it's roof. Reinforced concrete several feet thick required much more than 1,000 lb bombs to do any real damage.
There was no damage to any of Wickenby's aircraft but we did have great difficulty getting back on the ground when we arrived home, as the weather had deteriorated significantly while we were away. We landed at 1750 hours after almost 4 hours flying. Comber Command loss rate was 0.15% - one aircraft.
It was now some seven weeks since we had leave and the rule of thumb was every six weeks or so, so off we went for a few days vacation. Aldbourne looked about the same as it always did but Mary had increased her measurements somewhat. She was now about 3 weeks away from her due date and was pretty uncomfortable. Stan King was getting engaged on this leave and had invited us to attend the party at his parents home on the outskirts of London. My mother did not want us to go as she was worried Mary might give birth on the train or in a London taxi or somewhere. However, being young and impetuous we decided to take the chance, so off we went to London. We were to stay at the King home by invitation of Stan's parents but when the party was in full swing the air raid sirens went off and we all trooped to the air raid shelter in the basement of their home, and there we stayed. It was ironic that in spite of the raids the R.A.F. and U.S.A.F. had carried out against the V1 and V2 launching sites the Germans were still able, as late as September 1944, to submit London to harassing air raids.
As a result of their efforts we never did get to bed and the next day took the train back to Hungerford and the bus to Aldbourne.
The few days went all too quickly but now we only had 3 more operations to complete and I felt very confident of success.
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Operation No. 28 Westkapelle
At the beginning of October there was some uncertainty about who should be going where. For example – on October 1st 40 aircraft were to standby for a tactical target in Northern France. At 1415 the squadrons were stood down. Then at 1730 they were again placed on standby for an attack on Bergen, which was cancelled at 1845 hours. On October 2nd at 1100 hours the squadrons were stood down and at 1645 18 aircraft were ordered to standby for an operation against Westkapelle tomorrow. And so it was that on October 3rd we became part of a force of 252 Lancasters and 7 Mosquitoes detailed against tactical targets in north west Europe. The 18 Wickenby aircraft were equally divided between the squadrons.
As I have already mentioned the allied armies moved out from their bridgehead but bypassed the coastal ports and cities and "mopped up" later when they had been softened by the air forces. They now needed a major supply port in Belgium and Antwerp had been captured but it's approaches were still under German guns. The island of Walcheren dominates the sea approach and was well defended. So the idea was to breach the sea wall at Westkapelle, at the western tip of the island, and allow flood waters to overrun the German positions.
A "Dambuster" type raid but with ordinary high explosive bombs. We carried 12,500 lbs consisting of one 4,000 lb, 8 x 1,000 lb and one 500 lb H.E. We took off at noon, headed to Aldeburgh, near Ipswich, then straight across the North Sea to the target. There was a cloud layer right from base to target but the base was at 5,000 feet so we stayed below where visibility was good.
The target marking was by green TIs at H-5 backed up by red TIs. The pathfinders were punctual, their initial marking undershot slightly but it didn't matter as we could see the target clearly as we approached. There were some small puffy clouds below the main layer so to make absolutely certain we went as low as was safe. We dropped our bombs from 1,500 feet which is, in fact, below the safety height for a 4,000 pounder and we felt the compression hit the aircraft as it exploded. We climbed away from the target and as we turned for home could see we had made a hole in the sea wall and water was already pouring through.
The photo recce report stated that the original breach was enlarged to approximately 130 yards due to the corrosive action of water passing through. A vast area was inundated, with sea water at least 2 miles inland and to the boundaries of Middleburg and Flushing.
There was some flak activity in the target area, mostly from Flushing, but Wickenby aircraft did not experience any damage or casualties.
The squadron commander, who participated in this operation had an unusual experience when he came under what may have been a mock attack by two fighter aircraft believed to be Mustangs. His rear gunner fired a short burst which appeared to be sufficient to drive them off as they were not seen again.
We landed back at Wickenby after a flight of 2 hours 50 minutes.
Bomber Command did not lose any of it's aircraft in today's efforts.
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Operation No. 29 Saarbrucken
While the British and Canadian armies pushed north east through Belgium and Holland, the American Third Army was heading east into Germany and were now some 20 miles from Saarbrucken and the other industrial towns which we had previously attacked in this area. Our attack on Saarbrucken on October 5th was at the request of the advancing Americans.
Thirty-nine Lancasters from Wickenby were part of a force of 531 Lancasters and 20 Mosquitoes detailed against Saarbrucken. 626 Squadron supplied 19. This was, of course, a night operation and takeoff commenced at 1817 hours.
Our route took us to Gravesend, Beachy Head, south to the French coast then east to the target. We climbed through a layer of 10/10th cloud which persisted to about 6°E then gradually cleared so that the target had merely some thin broken cloud and ground haze. Our bomb load was one H.E., a 4,000 lb "Cookie" and 7,000 lb of incendiaries for a total of 11,000 lbs.
The target marking consisted of long strings of flares over the target at H-7 followed by salvoes of red and green TIs.
For some reason there were no searchlights in the target area. There was however a moderate, heavy flak barrage with explosions above 15,000 feet. There were also some enemy fighters active in the target area.
Because visibility was good we were able to see that the markers were accurate and good concentrated bombing ensued. Several large explosions were observed and smoke rose to 12,000 feet. The glow of the fires could be seen for 100 miles on the return journey. At 2036 hours the Master Bomber gave the code word to abandon the mission adding that allied troops were getting near the target. Our aircraft had not been furnished with the code word, consequently most crews bombed the target. Photo reconnaissance showed that the steel works of Vereinigte Huttenwerke had every large building damaged. The Luttgens Wagon Factory, the Maschinenbau A.G. and the Portland Cement Werke were severely damaged. The infantry Barracks, the Dragoon Barracks and the Artillery Barracks were all gutted.
On leaving the target area we headed north west and crossed the French coast near Calais. We returned to Wickenby only to find the airfield fogged in and were unable to land. This presented a major problem as most of the airfields in the Lincolnshire area were similarly fogged in and it was from this area that many of the 531 Lancasters originated. However, the operations people on the ground were able to find diversionary airfield which were open and everyone got down safely. We landed at Methwold in East Anglia and spent the night there returning to Wickenby the next day.
One of 626 Squadron aborted this mission. He got airborne but his starboard inner engine cut out over base so he had no alternative but to land again.
Two of Wickenby's aircraft sustained flak damage, one from each squadron and one from 626 had two encounters with fighters but did not sustain any damage. Wickenby did not lose any aircraft on this occasion but Bomber Command lost 3 for a loss rate of 0.54%.
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Operation No. 30 Emmerich
There are certain days, certain events which are imprinted indelibly on the mind. The declaration of war, the day you marry, the birth of your children, days of great joy or great expectations or great terror. Such a day was October 7th, 1944. The weather was fairly typical for early October in Lincolnshire – cloudy with occasional rain.
The airborne landings at Arnhem had failed and there were heavy concentrations of enemy troops in the area of Arnhem, Nijmegen, Emmerich and along the Rheine river. Wickenby's target was to be Emmerich and this was the first daylight attack on Germany from Wickenby.
Forty-two Lancasters were detailed as part of a Bomber command force of 340 Lancasters and 10 Mosquitoes. Each squadron provided 21 aircraft – a maximum effort. We carried one 4,000 lb H.E. and 2520 x 4 lb incendiaries in clusters for a total of 14,080 lbs. We climbed to rendezvous at Cromer, on the Norfolk coast then cross the North Sea to The Hague and so to the target.
We had climber through a 10/10ths layer of cloud and at our bombing height of 10-12,000 feet we were in bright sunshine above it. Three hundred and forty Lancasters in a huge gaggle all headed in the same direction, sun glinting on perspex cabins and turrets. As we approached the Dutch coast the cloud cleared and all that remained was a slight ground haze.
I had given Hicky the final course to the target and as we approached I was standing between he and Stan King and slightly behind so I could see ahead, all round and behind us. We were nicely in the middle of the stream. Peter Graves was prone in the bomb aimers position in the nose watching the target coming down the drift wires of his bomb site. The flak was intense (we later learned the Germans had turned their 88mm anti tank weapons skyward and the shells were exploding at our altitude) and we were on a straight and level bombing run. Peter's voice over the intercom "Steady, Steady, Bomb Doors Open". Hicky, "Bomb Doors Open". Ahead I can see the intensity of the exploding flak – an aircraft is hit and catches fire. As it loses height I see one – two – three parachutes drifting down but no more. Then another is hit, this time a part of the wing is blown off and the aircraft spirals down – again parachutes but not seven. I think – my God, we're next. After all this time – after dark cold nights in the skies over major German cities – after warm sunny afternoons against V1 launching ramps in France – after 29 operations we are going to get written off. "Left, Left – Steady". I look behind just in time to see a Lancaster right behind us take a direct hit and spin out of control. "Steady, Steady – Bombs gone – Bomb Doors Closed".
The aircraft leaps as the 14,080 lbs of bombs drop away – then – thud – we are hit. "Bomb Doors Closed". We climb and turn away from the target and check for damage. No one is hurt and everything seems to be O.K. so we head for home. We have survived – we've come through – a cheer goes up from the crew, all the pent up emotion is released.
The reports state that there was moderate to intense predicted heavy flak from 11-13,000 feet on the run up, through the target and for a few miles after leaving the target area. No enemy aircraft were seen. Fighter cover was provided by 11 Group.
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Mosquitoes marked the aiming point with green TIs at H – 5 and maintained the marking with red TIs. The marking was accurate and the Master Bomber instructed the main force to bomb the red TIs. Bombing was accurate and many fires were started with smoke drifting up to 12,000 feet.
Allied troops who were only 8 miles south west must have had a good view of the afternoons activities.
The flight home, though routine, was full of joy as we knew we would not be called upon to do this kind of thing again. We landed at Wickenby after 4 hours 15 minutes of flying.
Wickenby did not lose any aircraft on this operation, but 3 of 12 Squadron and 4 of 626 sustained varying amounts of flak damage. Our aircraft, A2, had the "port undercarriage holed by heavy flak in the target area".
After briefing I sent Mary a telegram to let her know I had completed my tour of operations then we took our ground crew out to the local pub to celebrate our joint success. These were the men who kept A2 serviceable for us and who repaired her when we brought her back damaged. A rip roaring good time was had by all.
[telegram]Brind Cherry Tree
Aldbourne [indecipherable word]
Tour completed love darling
Ken[/telegram]
The next day the 8th was Sunday so we could not proceed with our clearance until the 9th (Mary's 22nd Birthday) which we did with all despatch and headed for home and leave on 10th. Just as a matter of interest the weather on the 8th, 9th and 10th was cloudy with rain and drizzle and no operations were scheduled for either day.
I arrived at Aldbourne on October 10th and of course by now Mary is due to have her baby.
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On the morning of October 12th she started in labour, we were driven to Savernake Hospital by a lady of the W.V.S. (Women's Volunteer Service) and at 6 pm Keith John arrived. All in all a masterpiece of timing.
The crew went their several ways after we had finished our tour. The normal practice was to become an instructor at an O.T.U. or H.C.U. I went briefly to Wigtown, Scotland, accepted a commission, and managed to get a posting to Cardington, Bedford where I became O.C. Headquarters Unit and where Karol was born. Gillian, Janet and Rod were to come along later. Jack Saletto was commissioned and returned to his native Australia. Peter Graves, the policeman, transferred to the Provost Branch and went to Germany after the war was over as a member of the control commission. The others were demobbed at the end of the war. Hicky went home to pursue his career as a civil engineer. I heard later he had died in the 1960s of a heart attack. Stan King went home, married his sweetheart, had a family, worked in the printing industry and died on December 1st, 1982.
Bert Jones went home to Yorkshire where he married and had a family. He became an Assistant Executive Engineer with the post office and died in retirement on December 16th, 1989.
Casualties sustained by 626 Squadron and 12 Squadron from the operations in which our crew participated:- 626 lost 10 Lancasters with 43 crew members killed, 12 taken P.O.W. and 8 Interned (albeit briefly) in Sweden. 12 Squadron lost 11 Lancasters with 58 crew members killed and 19 taken P.O.W. And, of course, there were a number of occasions when aircraft arrived home with wounded crew on board, the one most vividly remembered was the injury to Bill Bursey on August 14th. Our aircraft was damaged by flak on 5 occasions and by one of our own once (the incendiary through the wing on August 29th) but we never came under attack by enemy fighters and our gunners never did have to fire their guns in our defence. At the conclusion of our operational tour F/L Hicks was awarded the D.F.C. and later I received the Belgian Croix de Guerre with Palme.
I had spent my 21st Birthday in hospital, I had lost my first crew, I had crewed up again and completed a tour of operations, I had gone home afterwards and taken Mary to hospital where she had given birth to Keith on October 12th and on October 17th I celebrated my 22nd Birthday. All in all an eventful year.
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ROYAUME DE BELGIQUE
[crest]
[italics] Le Ministredela Défense Nationale
a l'honneur de faire savoir [/italics] au
Flight Sergeant: Kenneth - John [underlined] B R I N D [//underlined],
que, par Arrêté de S.A.R.,le Prince Régent, du 16.1.1947,No 3424,
LA CROIX DE GUEERE 1940 AVEC PALME,
lui a été décernée,
"Pour le courage et la bravoure dont il a fait preuve dans les glorieuses batailles qui ont amené la libération de la Belgique."
[signature]
56
[page break]
The Wickenby Squadrons
Twelve Squadron moved from Binbrook to Wickenby on September 25th, 1942. It was and still is a permanent R.A.F. squadron with battle honours dating from World War I to the Gulf War.
Their first WWII operation from Wickenby was on September 26th 1942 when 6 Wellingtons laid mines in the Baltic Sea. One aircraft was lost.
The Wellingtons were replaced by Lancasters in November 1942. On November 7th, 1943 No. 626 Squadron was formed from "C" Flight of 12 Squadron. Their first operation was on November 10th. The last operation of 12 and 626 Squadrons from Wickenby was against Berchtesgaden on April 25th 1945.
Both squadrons played a prominent role in Bomber Command offensive, and suffered their proportion of the heavy losses, with 763 members of 12 Squadron and 317 members of 626 Squadron losing their lives on operations from Wickenby, a total of 1,080 Killed in Action.
57
[page break]
Bomber Command Statistics
Air Crew Casualties
Of the 125,000 who trained and served in Bomber Command there were 73,841 Air Crew Casualties:
47,268 Killed in Action
[underlined] 8,232 [/underlined] Killed in Accidents
55,500 Total Killed (44.4% of total)
9,938 Shot down and taken P.O.W.
[underlined] 8,403 [/underlined] Wounded
18,341 (14.6% of total)
[underlined] 73,841 [/underlined] Casualties (59% of total)
58
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
A year in the Life
Description
An account of the resource
Ken Brind's autobiography detailing his tour of operations.
Creator
An entity primarily responsible for making the resource
KJ Brind
Spatial Coverage
Spatial characteristics of the resource.
France--Alençon
Great Britain
England--Aldeburgh
Germany--Berlin
United States
Florida--Pensacola
France--Reims
England--Gravesend (Kent)
England--Hastings
France--Dieppe
England--Brighton
England--Reading
France--Domléger-Longvillers
France--Pas-de-Calais
France--Calais
France--Berck-sur-Mer
England--London
England--Dungeness
France--Vierzon
France--Le Havre
France--Orléans
France--Dijon
England--Bridport
England--Weymouth (Dorset)
France--Rennes
Great Britain Miscellaneous Island Dependencies--Channel Islands
Europe--Mont Blanc
France--Tours
France--Normandy
France--Caen
Belgium--Kortrijk
Belgium--Brussels
Belgium--Ostend
Germany--Dortmund
Germany--Kiel
England--Mablethorpe
Germany--Stuttgart
Germany--Frankfurt am Main
Germany--Rüsselsheim
Germany--Mannheim
Germany--Karlsruhe
Germany--Nuremberg
Germany--Munich
England--Selsey (West Sussex)
France--Falaise
England--Old Sarum (Extinct city)
Poland--Szczecin
Atlantic Ocean--Kattegat (Baltic Sea)
Denmark--Copenhagen
Sweden
Sweden--Malmö
Sweden--Falun
England--Beachy Head
Germany--Rheine
Netherlands--Arnhem
Netherlands--Hague
Netherlands--Vlissingen
Norway--Bergen
Belgium--Antwerp
Netherlands--Walcheren
Germany--Saarbrücken
Germany--Emmerich
Netherlands--Nijmegen
England--Cromer
Germany--Berchtesgaden
England--Marlborough
Florida
Poland
France
Germany
Denmark
Belgium
Netherlands
Norway
Europe--Frisian Islands
England--Berkshire
England--Dorset
England--Kent
England--Lincolnshire
England--Norfolk
England--Suffolk
England--Sussex
England--Wiltshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
62 printed sheets
Identifier
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BBrindKJBrindKJv1
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
12 Squadron
1656 HCU
18 OTU
460 Squadron
625 Squadron
626 Squadron
Advanced Flying Unit
air gunner
aircrew
anti-aircraft fire
B-17
B-24
bomb aimer
bombing
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
entertainment
evading
FIDO
Gee
H2S
Halifax
Heavy Conversion Unit
incendiary device
Ju 88
killed in action
lack of moral fibre
Lancaster
Lancaster Finishing School
Me 110
mine laying
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
P-51
Pathfinders
Photographic Reconnaissance Unit
pilot
prisoner of war
RAF Binbrook
RAF Blyton
RAF Boscombe Down
RAF Cardington
RAF Dumfries
RAF Dunholme Lodge
RAF Finningley
RAF Hemswell
RAF hospital Rauceby
RAF Kelstern
RAF Lindholme
RAF Manby
RAF Manston
RAF Methwold
RAF Wickenby
RAF Wigtown
RAF Woodbridge
searchlight
Spitfire
tactical support for Normandy troops
target indicator
training
V-1
V-2
V-weapon
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/642/34648/LSnowballMG1595147v1.2.pdf
682dc0d523dcfcf9ccdf0fd02f0c7ccc
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
Snowball, Maurice
M Snowball
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Snowball, M
Description
An account of the resource
14 items. An oral history interview with Sergeant Maurice Snowball (1922 - 2020, 1595147 Royal Air Force) his log book, documents, notebooks and photographs. He flew operations as a flight engineer with 550 Squadron.
The collection has been donated to the IBCC Digital Archive by Maurice Snowball and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-26
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Maurice Snowball was born in Sunderland, England in 1922, after apprenticing at a brewery in Sunderland, whilst also playing football as an amateur and having spent time in the local Home Guard, Maurice chose to join the RAF as a volunteer. After passing his medical and joining full time in December 1944, he underwent training at RAF Bridlington. Technical training was undertaken at Locking and then at RAF St. Athan as a Flight Engineer. Starting out in Halifax Mk. II & V he then switched to the Lancaster Mk.I & III. Once training was over, he had a short tour at 12 Squadron at RAF Wickenby, Lincolnshire and was sent, to 550 Squadron, based at North Killingholme, Lincolnshire. Here he undertook four bombing operations as well as taking part in Operation Manna, the dropping of food parcels in the Netherlands, After the end of hostilities he also took part in operation Post Mortem, the testing of German Radar systems and operation Dodge, the repatriation of British troops from Italy. He was demobilised December 1947.
https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/34648 Log Book
https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/8912 Interview
Andrew St. Denis
Maurice was born and brought up in Sunderland, when he left school he was apprenticed to a small company manufacturing equipment for the brewery industry and had become a keen amateur footballer. Although in a reserved occupation he volunteered for aircrew and eventually did his basic training at Bridlington in January 1944. He continued his training at RAF Locking and RAF St Athan and arrived at No 1662 Heavy Conversion Unit (HCU) at RAF Blyton to fly the Halifax in September 1944. Part way through the course the HCU became a Lancaster Finishing School (LFS) and the crew converted to the Lancaster. With his crew he was posted to No 12 Squadron at RAF Wickenby. He did one flight with them there and then he returned to the LFS and by January 1945 he had re-crewed and in late March the crew were posted to No 550 Squadron at RAF North Killingholme. He did four bombing operations and one Operation Manna flight before the war in Europe ended. He continued to fly with the squadron doing the usual Post War flying, operations Post Mortem, Dodge and Cooks Tours until late March 1946. He retrained as a Mechanical Transport (MT) driver and was for a time posted to the Middle East specifically RAF El Adam.
Having been demobilised Maurice returned to Sunderland and resumed his career with the brewery equipment manufacturer. He relocated several times within the UK and at one time was the mechanical foreman maintaining the Tornado at RAF North Luffenham. He remained a keen amateur footballer never making the elevation to professional player.
He maintained his links with his No 550 Squadron crew members and Operation Manna, visiting Holland in 1985 and he also met a Dutch woman who was eight years old in 1945.
Trevor Hardcastle
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
Maurice Snowball's Royal Air Force Flying Log Book for Navigator’s, Air Bomber’s, Air Gunner’s and Flight Engineers
Description
An account of the resource
M G Snowball’s Flight Engineer’s Flying Log Book covering the period 13 September 1944 to 19 October 1945. Detailing his flying training and operations flown as Flight Engineer. He was stationed at RAF St Athan (4 School of Technical Training), RAF Blyton (1662 HCU), RAF Wickenby (12 Squadron) and RAF North Killingholme (550 Squadron). Aircraft flown in were Halifax and Lancaster. He flew two night and three day operations with 550 Squadron. Targets were Bremen, Heligoland, Plauen and Potsdam. He also flew one Operation Manna operation, a Cook's Tour flight and several Operation Dodge flights. His pilot on operations was Pilot Officer Jeans.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1945-04-10
1945-04-14
1945-04-18
1945-04-22
1945-04-30
1945-04-11
1945-04-15
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Netherlands
England--Lincolnshire
England--Nottinghamshire
Germany--Bremen
Germany--Helgoland
Germany--Plauen
Germany--Potsdam
Netherlands--Hague
Wales--Vale of Glamorgan
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is property of the Matt Phillips who has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Identifier
An unambiguous reference to the resource within a given context
LSnowballMG1595147v1
12 Squadron
1662 HCU
550 Squadron
aircrew
bombing
bombing of Helgoland (18 April 1945)
Cook’s tour
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF Blyton
RAF North Killingholme
RAF St Athan
RAF Wickenby
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/345/34358/LWarmingtonI150280v10002.2.pdf
49989e368e54a7ee09cd9eaf34192f86
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
Warmington, Ivon
I Warmington
Description
An account of the resource
Four items. One oral history interview with Ivon Warmington (b. 1922, 150280 Royal Air Force) and his flying log books.
The collection was catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-29
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
Warmington, I
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
Ivon Warmington’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book two, for W I Warmington, covering the period from 15 November 1943 to 31 March 1945. Detailing his flying training, Operations flown and instructor duties. He was stationed at RAF Hixon, RAF Blyton, RAF Hemswell, RAF Kirmington, RAF Peplow, RAF Lulsgate Bottom, RAF Gamston and RAF Upper Heyford. Aircraft flown were, Wellington, Halifax, Lancaster, Oxford. He completed a total of 30 operations with 166 Squadron. Part of the log book is missing listing operation 20 to 27. Targets listed were, Maintenon, Mailley, Rennes, Aachen, Calais, Wimeraux, Crisbicq, Acheres, Versailles, Le Havre, Sterkrade, Aulnoye, Mimoyecques, Saintes, Flers, Chateaux Bernapre, Oisemeont and Normandy. The log book also contains several aircraft pictures and a photo of pilots from the Operational Training Unit. His first or second pilots on operations were Pilot Officer Myers and Flight Sergeant Miller. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
1944
1945
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-06
1944-07
1944-08
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-30
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Shropshire
England--Somerset
England--Staffordshire
France--Flers-de-l'Orne
France--Le Havre
France--Mailly-le-Camp
France--Maintenon
France--Manche
France--Nord (Department)
France--Normandy
France--Oise
France--Oisemont (Canton)
France--Pas-de-Calais
France--Rennes
France--Saintes
France--Versailles
France--Wimereux
France--Yvelines
Germany--Aachen
Germany--Oberhausen (Düsseldorf)
Germany--Ruhr (Region)
France--Bermesnil
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LWarmingtonI150280v10002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
128 Squadron
16 OTU
166 Squadron
1662 HCU
30 OTU
83 OTU
Advanced Flying Unit
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Flying Training School
Halifax
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Me 410
Normandy campaign (6 June – 21 August 1944)
nose art
Operational Training Unit
Oxford
pilot
RAF Blyton
RAF Gamston
RAF Hemswell
RAF Hixon
RAF Kirmington
RAF Paignton
RAF Peplow
RAF Upper Heyford
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34126/LStimpsonMC155249v1.1.pdf
783b1394502ed4dbd7c1ab0923478974
Dublin Core
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Title
A name given to the resource
Stimpson, Maurice Cecil
Description
An account of the resource
124 items. The collection concerns Flight Lieutenant Maurice Cecil Stimpson DFC (1921 - 1944, 155249 Royal Air Force) and contains his log books, photographs, documents, and pennants. He flew operations as a pilot with 156 Squadron and was killed 15 February 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Tony France and catalogued by Barry Hunter. <br /><br />Additional information on Maurice Cecil Stimpson is available via the <a href="https://losses.internationalbcc.co.uk/loss/226992/">IBCC Loses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-09-22
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Stimpson,
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
Maurice Cecil Stimpson’s pilot’s flying log book. One
Identifier
An unambiguous reference to the resource within a given context
LStimpsonMC155249v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Pilot’s flying log book for Maurice Cecil Stimpson, covering the period from 19 December 1941 to 30 July 1943. Detailing his flying training and operation flown. He was stationed at RAF Perth, USAAC Alabany, USAAC Moody Field, RAF Little Rissington, RAF Seighford, RAF Windrush, RAF Chipping Warden, RAF Blyton, RAF Hixon, RAF Lindholme and RAF Warboys. Aircraft flown in were Tiger Moth, Stearman PT17, Vultee BT13a, Beechcraft BT10, Curtiss AT9, Oxford, Wellington, Halifax and Lancaster. He flew one operation with 30 Operational Training Unit and 2 operations with 156 squadron. Targets were Brest and Hamburg. His pilots for his first 'second dickie' operations were Sergeant Overton and Pilot Officer Sullivan.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943-06-03
1943-06-04
1943-07-24
1943-07-25
1943-07-27
1943-07-28
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--Bay of Biscay
England--Cambridgeshire
England--Gloucestershire
England--Lincolnshire
England--Northamptonshire
England--Staffordshire
England--Yorkshire
France--Brest
Georgia--Albany
Georgia--Valdosta Metropolitan Area
Germany--Hamburg
Scotland--Perthshire
Georgia
United States
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Contributor
An entity responsible for making contributions to the resource
Mike Connock
156 Squadron
1662 HCU
30 OTU
Advanced Flying Unit
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Flying Training School
Halifax
Heavy Conversion Unit
killed in action
Lancaster
missing in action
Operational Training Unit
Oxford
pilot
RAF Blyton
RAF Chipping Warden
RAF Hixon
RAF Lindholme
RAF Little Rissington
RAF Seighford
RAF Warboys
RAF Windrush
Stearman
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2067/34118/BFranceAMStimpsonMCv1.2.pdf
f0ed0aa35f635faae6cf52796ddc629a
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
Stimpson, Maurice Cecil
Description
An account of the resource
124 items. The collection concerns Flight Lieutenant Maurice Cecil Stimpson DFC (1921 - 1944, 155249 Royal Air Force) and contains his log books, photographs, documents, and pennants. He flew operations as a pilot with 156 Squadron and was killed 15 February 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Tony France and catalogued by Barry Hunter. <br /><br />Additional information on Maurice Cecil Stimpson is available via the <a href="https://losses.internationalbcc.co.uk/loss/226992/">IBCC Loses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-09-22
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Stimpson,
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] This is the time line for the life of Flt Lt Maurice Cecil Stimpson
(08-09-1921 / 15-02-1944) Service Number 155249 Log book No. 68466. [/underlined]
08-09-1929 [sic] Born in Harrow Middlesex
Parents Harry Stimpson and Nellie Louisa Stimpson (nee Titbbit.
Living at Parkfield Lodge, Headstone Lane, Hertfordshire.
Attended Headstone Lane School now known as Nower Hill School Pinner.
There is now a Wooden Monument to Maurice. (Not sure yet when this was created and who paid for it.) It was rededicated by the RAF on Friday the 9th of November 1984.
Attended by Maurice Sister also Nellie Louisa France (Nee Stimpson born 09-03-1915 and passing 24-04-1986 and her surviving son Tony France born 10-03-1948.
There is no date for Maurice starting or finishing at Headstone Lane School yet.
Mr. Nagle current liaison with Nower Hill has been asked if he can provide this information.
01-09-41 joined RAF almost twenty.
01-09-41 / 04-10-41 LONDON A.C.R.C. (Number 1 Aircrew Receiving Centre, that was a receiving centre for new RAF recruits, in Lords Cricket Ground in London between 1941 and 1944.)
04-10-41 / 16-12-41 SCARBOROUGH 10 I.T.W. (The six week training programme at the ITW was designed to improve discipline, physical fitness and mental alertness and provide a sound basic knowledge of the Royal Air force.)
17-12-41 / 07-01-42 PERTH E.F.T.S. (With the outbreak of war the RFS became No 16 Elementary Flying Training School (EFTS) and the head of Air Schools was re-commissioned as an RAF Officer. ... If they were considered suitable they were posted to begin their training at an RAF Elementary Flying Training School to fly light aircraft.)
Diary comment Flying duel Tiger Moth D.H. 82 7hrs 55minutes
14-01-42 / 01-02-42 MANCHESTER P.D.C. (The Professional Development Center (PDC) provides resources and tools needed to become self-motivated, competent, highly skilled leaders and followers)
01-02-42 / 13-02-42 Chateau Therry [sic] Ship from Greenock to New Brunswick.
Chateau Thierry (AP-31) was built in 1921 and served with the Army until transferred to the Navy on 15 July 1941. 1941 – The ship was transferred to the Navy on 15 July and was commissioned on 6 August.
13-02-42 / 23-02-42 Moncton CANADA 31 P.D.C.
25-02-42 / 29-03-42 Turner Field U.S.A. (Construction of the base and airfield, named Air Corps Advanced Flying School, Albany by the United States Army Corps of Engineers began on 25 March 1941.
Diary Comment Flying P.T.17
29-03-42 / 02-06-42 PRIMARY DARR AREO TECH U.S.A. The 29th Flying Training Wing is an inactive United States Air Force unit. It was last assigned to the Western Flying
[page break]
Training Command, and was disbanded on 16 June 1946 at Napier Field, Alabama. The wing controlled World War II Phase One primary flying training units of the Army Air Forces Training Command. Headquarters at Moody Field, Georgia for most of its operational service, it controlled contract civilian-operated pilot schools primarily in the Southeastern United States.
02-06-42 / 05-08-42 BASIC MACON GA U.S.A On August 17, 1941, the first class of British Royal Air Force cadets arrived at Cochran Field. Until June 1942, Cochran was used exclusively for British training. Liaison was maintained between the RAF and the Army Air Force through a Royal Air Force Administrative Officer. British cadets differed significantly from American cadets. Firstly, British physical requirements were much lower than for American cadets. The British were either from 17 to 21 years of age or over 27 years old. Many of the older cadets, married with children, worried about their families back home. The giving of tactical training and attendant discipline, along American lines and pursuant to traditional American policy, concerned and irritated the British cadets. They believed that if they had to be trained in the U.S.A., they should be subject to British discipline and be taught British tactics – the Americans should handle flight training only. In addition, unlike American cadets who grew up operating a farm tractor or automobile, the most complicated device operated by the average British cadet was a bicycle. Some training bases reportedly taught British cadets how to operate a motorcycle before attempting any flight training. The last British cadets completed training in the U.S.A. in March 1943.
05-08-42 /09-10-42 ADVANCED VALDOSTA GA U.S.A These facilities were home to nine school squadrons and three base squadrons that supported a maximum capacity of about 4,100 personnel. The initial group of 140 military personnel arrived at Moody on November 25, 1941. Although the $11.5 million construction of Moody Field would not be officially completed until June 1942, the first class of 50 U.S.A. Army Air Corps Aviation Cadets arrived Feb. 19, 1942. By the spring of 1942 the personnel at Moody numbered 3,000 enlisted, 350 officers, 450 flying cadets, and 20 nurses.
09-10-42 GRADUATED
12-10-42 / 27-10-42 MONCTON CANADA P.D.C
27-10-42 / 06-10-42 Possibly travelled home on the Chateau Therry Ship from New Brunswick to Greenock. The ship name has been deleted form[sic] the personal diary.
Boarded the ship on the 27th set sail at 10.00 hours on the 30th anchored on the 4th of November in thick fog delayed disembarkation left ship on the 5th at 15.00. Marvellous reception by the people. Train journey home arrived at 04.00 having started travelling at 09.00 the day before.
05-11-42 / 15-12-42 P.R.C. HARROGATE
15-12-42 / 27-12-42 6.P.A.F.U. LITTLE RISSINGTON
27-12-42 / 18-02-43 6.P.A.F.U WINDRUSH
[page break]
18-02-43 / 01/03/43 1517 B.A.T.CHIPPINGWARDEN
01.03.43 / 30-03-43. 6. P.A.F.U. WINDRUSH
30-03-43 /17-06-43 30. O.T.U. HIXON / 30. O.T.U. SEIGHFORD
07-06-43 MADE PILOT OFFICER BACKDATED FROM 11-09-43.
22-06-43 / 09-07-43 1662 CON. UNIT LINDHOLME
09-07-43 / 17-07-43 1662 CON. UNIT BLYTON
[underlined] 23-07-43 156 SQUADRON OPERATIONAL [/underlined]
24-07-43 HAMBERG, Lancaster ED990
CREW Leonard Overton. Bomb aimer, Clements Navigator, John Arcari wireless, Thomas Cable Flight Eng, D. Davies second Nav, Fredrick Sunderland Air Gun, Alfred Barnett Air Gun, Maurice Stimpson 2nd Pilot.
27-07-43 HAMBERG, Lancaster ED990
CREW Leonard Overton. Bomb aimer, Clements Navigator, John Arcari wireless, Thomas Cable Flight Eng, D Davies second Nav, Fredrick Sunderland Air Gun, Alfred Barnett Air Gun, Maurice Stimpson 2nd Pilot. (This entree was not on the 156 squadron list but is recorded in red in the log book)
02-08-43 HAMBERG Lancaster W4950
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Returned Icing
17-08-43 PEENEMUNDE Lancaster JA697
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
22-08-43 LEVERKAUSEN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-08-43 BERLIN Lancaster JA921
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson, Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Returned early.
27-08-43 NUMBERG Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment Landed Tangmere shortage of Petrol.
[page break]
31-08-43 BERLIN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
03-09-43 BERLIN Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
05-09-43 MANNHEIM LANCASTER EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment combat with E/A 109.
06-09-43 MUNICH Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton. Comment 1st Marker.
16-09-43 MODANE Lancaster EE173
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-09-43 BOCHUM Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Harry Toon, Up Gunner Bill Smith, R Gunner Roy Dutton.
04-10-43 FRANKFURT Lancaster JA975
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
07-10-43 STUTTGART Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
8-10-43 BREMEN Lancaster JA912 CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson
Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-10-43 PATH FINDERS BADGE
[page break]
29-10-43 FLIGHT LIEUTENANT BACK DATED FROM 01-11-43
22-10-43 Frankfurt Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
10-11-43 MODANE Lancaster JB113
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[underlined] 29-10-43 Pilot Officer M.C. Stimpson (155249) AWARD OF PATHFINDERS BADGE [/underlined]
17-11-43 MANNHEIM Lancaster JA912
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
22-11-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-11-43 BERLIN Lancaster JA674
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
26-11-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, Harold Robinson Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner A N J Hinds, R Gunner Roy Dutton.
02-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, W Coyne Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
03-12-43 LEIPZIG Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, W Coyne Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
16-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
20-12-43 MANNHEIM Lancaster JB223
[page break]
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
23-12-43 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
29-12-43 BERLIN Lancaster JA925
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
01-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
02-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
05-01-44 BERLIN Lancaster JB228
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
27-01-44 BERLIN Lancaster JB226
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, R Hill Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
28-01-44 AWARDED THE D.F.C.
28-01-44 BERLIN Lancaster ND453
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
30-01-44 BERLIN Lancaster ND504
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[page break]
10-02-44 PRESENTED TO THE KING AND QUEEN AT WARBOYS. Recorded in personal diary and the occasion is detailed on page 94 in the book The Pathfinders (picture of the King and Queen)
10-02-44 Gentleman's evening Pinner with the Colne Valley Electrical Company. Presentation of a cheque and mug for being awarded the D.F.C. Also picture of the evening and paper report. (Maurice's employer before joining up.) Recorded in personal diary.
14-02-44 Went to picture with Hunts, Joe, Johny and I went to see Crash Dive by Tyrone Power. Quite good. (Last diary entry)
15-02-44 Last letter he wrote home was to Marion (Not sure who this lady was but many letters were sent to Marion)
15-02-44 BERLIN Lancaster ND504
CREW Pilot Maurice Stimpson, Bomb aimer Johny Jackson, Navigator, John Wright Wireless Walter Catchpole, Flight Eng Joe Gurton, Up Gunner Bill Smith, R Gunner Roy Dutton.
[underlined] COMMENT: FAILED TO RETURN [/underlined]
[underlined] Personal details of some of the crew. [/underlined]
Bill Smith – 24 Fore Street Seaton Devon.
Roy Dutton – 136 Arabella Street Cardiff.
Joe Gurton – 44 Mountgrove Road Highbury, London.
Walter Catchpole – 294 Beccles Road Lowestoft (Possibly Oulton Broad after Beccles Road)
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
A Biography of Maurice Stimpson
Description
An account of the resource
A biography of Maurice covering his birth in 1921 to his death in February 1944.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Harrow
England--London
England--Scarborough
Scotland--Perth
England--Manchester
Canada
New Brunswick--Moncton
United States
Georgia--Albany
Georgia--Valdosta
Georgia--Macon
England--Harrogate
Germany--Hamburg
Germany--Peenemünde
Germany--Leverkusen
Germany--Berlin
Germany--Nuremberg
Germany--Mannheim
Germany--Munich
France--Modane
Germany--Bochum
Germany--Frankfurt am Main
Germany--Stuttgart
Germany--Bremen
Germany--Leipzig
France
Georgia
New Brunswick
Germany
Germany--Ruhr (Region)
England--Lancashire
England--Yorkshire
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.
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. Personal research
Identifier
An unambiguous reference to the resource within a given context
BFranceAMStimpsonMCv1
Format
The file format, physical medium, or dimensions of the resource
Seven typewritten sheets
Contributor
An entity responsible for making contributions to the resource
Sue Smith
156 Squadron
1662 HCU
30 OTU
Advanced Flying Unit
aircrew
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Distinguished Flying Cross
Flying Training School
Heavy Conversion Unit
Initial Training Wing
killed in action
Lancaster
Operational Training Unit
Pathfinders
pilot
RAF Blyton
RAF Chipping Warden
RAF Hixon
RAF Lindholme
RAF Little Rissington
RAF Seighford
RAF Warboys
RAF Windrush
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1839/33649/LDennisGC2204350v1.1.pdf
2d271c1a443edc0327e51da037e0169e
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
Dennis, George Charles
G C Dennis
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
2017-04-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dennis, GC
Description
An account of the resource
31 items. The collection concerns Sergeant George Charles Dennis (2204350 Royal Air Force) and contains his log book documents and photographs. He flew operations as an air gunner with 550 squadron and was killed 6 December 1944.<br /><br />The collection has been donated to the IBCC Digital Archive by Lesley McMullin and catalogued by Barry Hunter.<br /><br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW198580359 BCX0"><span class="NormalTextRun SCXW198580359 BCX0">Additional information on<span> George Dennis</span></span><span class="NormalTextRun SCXW198580359 BCX0"><span> </span>is available via the</span></span><span class="EOP SCXW198580359 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> <a href="https://losses.internationalbcc.co.uk/loss/106084/">IBCC Losses Database.</a></span>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Dennis's flying log book for navigators, air bombers, air gunners, flight engineers
Identifier
An unambiguous reference to the resource within a given context
LDennisGC2204350v1
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for G C Dennis, covering the period from 11 February 1944 to 6 December 1944 when he failed to return from operations. He was stationed at RAF Pembrey, RAF Peplow, RAF Ingham, RAF Blyton, RAF Hemswell, and RAF North Killingholme. Aircraft flown in were Anson, Wellington, Halifax, and Lancaster. He flew a total of 10 operations with 550 Squadron. Targets were Dusseldorf, Bochum, Gelsenkirchen, Wanne Eickel, Aschaffenburg, Freiburg, Dortmund, and Merseburg. His pilots on operations were Flight Lieutenant Shaw and Flight Lieutenant Morris.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-11-02
1944-11-03
1944-11-04
1944-11-05
1944-11-06
1944-11-09
1944-11-11
1944-11-12
1944-11-18
1944-11-19
1944-11-21
1944-11-22
1944-11-27
1944-11-28
1944-11-29
1944-12-03
1944-12-06
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Lincolnshire
England--Shropshire
Germany--Aschaffenburg
Germany--Bochum
Germany--Dortmund
Germany--Düsseldorf
Germany--Gelsenkirchen
Germany--Merseburg
Germany--Wanne-Eickel
Wales--Carmarthenshire
Germany--Ruhr (Region)
Germany--Freiburg im Breisgau
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1662 HCU
550 Squadron
83 OTU
air gunner
Air Gunnery School
aircrew
Anson
bombing
Halifax
Heavy Conversion Unit
killed in action
Lancaster
Lancaster Finishing School
Operational Training Unit
RAF Blyton
RAF Hemswell
RAF Ingham
RAF North Killingholme
RAF Pembrey
RAF Peplow
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1791/32506/LWierT500238v1.1.pdf
a4e87163f2955332acf448cb22d4dbe4
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
Wier, Tadeusz
T Wier
Tadeusz Wierzbowski
T Wierzbowski
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wier, T
Description
An account of the resource
24 items. The collection concerns Tadeusz Wier (b.1920) and contains his log books, memoirs, photographs and documents. He flew operations as a pilot with 300 Squadron.
The collection has been donated to the IBCC Digital Archive by Michael Wier-Wierzbowski and catalogued by Nigel Huckins.
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Tadeusz Wierzbowski grew up on a farm near Zgierz, Poland. He learned to fly at the training school at Deblin and escaped from the Nazi and Russian invasions in 1939. He travelled through Romania to the Black Sea, and was in France when the Nazis invaded. He eventually arrived in Liverpool on the Andura Star in June 1940.
He flew as an instructor, training others to fly for three years, before he was posted into combat with 300 Squadron. He flew 25 operations as a Lancaster pilot from RAF Faldingworth including bombing Hitler’s Eagle’s nest at Berchtesgaden.
Tadeusz was a test pilot after the war and shortened his name to Wier to make it easier for air traffic control officers. Over his career, he flew over 40 different aircraft types from Polish RWD 8 trainers to Vampire jets.
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
Tadeusz Wier flying log book. One
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWierT500238v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Pilots flying log book for T Wier, covering the period from 12 May 1941 to 5 October 1955. Detailing his flying training, Instructor duties, operations flown and post war flying with Number 4 Ferry Pool and Number 48, 9, 27 Maintenance Units. He was stationed at RAF Newton, RAF Montrose, RAF Farnborough, RAF Hucknall, RAF Finningley, RAF Blyton, RAF Hemswell, RAF Cardington, RAF Hawarden, RAF Bassingbourn, RAF Hullavington and RAF Shawbury. Aircraft flown in were Magister, Master, Hurricane, Henley, Tiger Moth, Lysander, Oxford, Tutor, Anson, Wellington, Halifax, Lancaster, Harvard, Vampire, Prentice, Auster, Lincoln, Dominie, Martinet, Hastings, Valetta, York, Meteor, Devon, Tempest, Mosquito, Beaufighter, Chipmunk, Spitfire, Hornet, Shackleton, Dakota, Canberra, Varsity, Venom and Balliol. He flew a total of 25 operations with 300 squadron including Operations Manna, Exodus and Dodge. Targets were Wiesbaden, Cleve, Dresden, Pforzheim, Gelsenkirchen, Nuremberg, Hanau, Bochum, Bremen, Hannover, Paderborn, Kiel, Plauen, Berchtesgaden, Gouda and Rotterdam.<br /><br />This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Bedfordshire
England--Cambridgeshire
England--Nottinghamshire
England--Shropshire
England--Yorkshire
Germany--Berchtesgaden
Germany--Bochum
Germany--Bremen
Germany--Dresden
Germany--Gelsenkirchen
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Nuremberg
Germany--Paderborn
Germany--Pforzheim
Germany--Wiesbaden
Netherlands--Gouda
Wales--Flintshire
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-13
1945-02-14
1945-02-23
1945-02-24
1945-03-13
1945-03-14
1945-03-16
1945-03-17
1945-03-19
1945-03-20
1945-03-22
1945-03-23
1945-03-25
1945-03-27
1945-04-09
1945-04-10
1945-04-25
1945-05-02
1945-05-07
1945-05-25
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1662 HCU
18 OTU
300 Squadron
Advanced Flying Unit
aircrew
Anson
Beaufighter
bombing of Dresden (13 - 15 February 1945)
C-47
Dominie
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Harvard
Heavy Conversion Unit
Hurricane
Lancaster
Lincoln
Lysander
Magister
Martinet
Meteor
Mosquito
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
pilot
RAF Bassingbourn
RAF Blyton
RAF Cardington
RAF Farnborough
RAF Finningley
RAF Hawarden
RAF Hemswell
RAF Hucknall
RAF Hullavington
RAF Newton
RAF Shawbury
Shackleton
Spitfire
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/555/32351/LPennyJA1345892v1.1.pdf
e2c7c76df86f1a75c3fa94e8dfa90ce5
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
Penny, Jim
James Alfred Penny
J A Penny
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Penny, J
Description
An account of the resource
Three items. Two oral history interviews with Flight Lieutenant Jim Penny (b. 1922, 1345892 Royal Air Force) and his log book.
He joined the RAF in 1940 and flew operations as a pilot with 97 Squadron from RAF Bourn. Targets included Nuremberg, München Gladbach, Berlin, Montlucon Dunlop rubber factory in France, and the Modane Tower Tunnel. His aircraft was shot down over Berlin 24 November 1943 and he became a prisoner of war. He was liberated on 3 May 1945 and retired from the RAF on 19 July 1971.
The collection was catalogued by Barry Hunter.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-16
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Jim joined the RAF in July 1940 on his 18th birthday. His ‘Flight’ was sent to the US to train under the ‘Arnold scheme’. He went to a variety of bases to learn to fly (detained in 1st interview), flying the PT17 Stearman biplane, BT-13A, AT-6A Harvard, Vultee-13, and then the Armstrong Siddeley, before returning on the Queen Elizabeth as a newly commissioned pilot with the rank of Sergeant.
On returning to the UK, he was posted to RAF Shawbury (Shropshire) Advance Flying Unit. Jim’s next posting was to RAF Tilstock Heath where he ‘crewed up’. Complete with crew he arrived at RAF Sleap (an auxiliary station for RAF Tilstock Heath). On being asking if they would be willing to join the Pathfinder Force all agreed to accept the offer – PFF was elite after all. After HCU training at RAF Blyton je stated, ‘The Lancaster was the finest plane I’ve ever flown’. On 26th July 1943 Jim was promoted to Flight Sergeant.
He remembered the RAF casualties and how their work affected their mental state, particularly the Squadron Casualties. However, the awareness that they were regularly striking at the heart to Nazi Germany left the with an enduring pride in being a ‘Armada’.
Jim and his crew transferred to RAF Upwood – Pathfinder Navigation Training Unit then to RAF Bourne 97.
Jim flew to bomb Nuremberg, München Gladbach, Berlin itself many times, Montlucon Dunlop rubber factory in France, and the Modane Tower Tunnel in France. He was involved in 2 flights that were ‘Boomerang flights’. One of the October operations was to be part of the decoy flight that was to draw fighters away from Kessel onto themselves, and bomb Frankfurt.
In November 1943 they were judged to be a competent part of the PFF and were tasked to be a back-up marker crew – the ones with the GREEN flares.
They flew to Dusseldorf, Manheim and Berlin. On 24 November 1943 they were hit by flak, managed to survive, became a POW until he was liberated on 3rd May 1945.
On 6th October 1945 he reported to No 34 Maintenance Unit at RAF Montford Bridge. A year later he had refresher course at Moreton-in-the-Marsh, as a Warrant Officer.
In 1948 Jim joined the City of Lincoln, Lincoln Squadron Bomber Command at RAF Waddington. He left Waddington to join the RAF Central Flying School as a flying instructor which he found very rewarding when he sent a pupil solo. Jim tried for a permanent commission while posted to RAF Ternhill but failed because he was tone deaf. Jim was offered a branch commission at the age of 37.
He left RAF as Flight Lieutenant on 19th July 71. He had no regrets about serving in the RAF and was a part of the Shrewsbury RAFA and the Shropshire Aircrew.
Claire CampbellClaire Campbell
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
James A Penny’s pilots flying log book
Creator
An entity primarily responsible for making the resource
Jim Penny
Identifier
An unambiguous reference to the resource within a given context
LPennyJA1345892v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Mike Connock
Format
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One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
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.
Canada
Germany
Great Britain
Italy
United States
England--Cambridgeshire
England--Lincolnshire
England--Shropshire
France--Modane
France--Montluçon
Georgia--Americus
Germany--Berlin
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Leverkusen
Germany--Ludwigshafen am Rhein
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Stuttgart
Italy--Milan
Saskatchewan--North Battleford
France
Georgia
Saskatchewan
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943-08-14
1943-08-15
1943-08-22
1943-08-23
1943-08-24
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-15
1943-09-16
1943-09-17
1943-10-02
1943-10-03
1943-10-04
1943-10-05
1943-10-07
1943-10-08
1943-10-09
1943-10-18
1943-10-19
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-17
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-24
Description
An account of the resource
Pilots flying log book for James A Penny, covering the period from 10 November 1941 to 23 November 1943 when he was shot down over Berlin. He was stationed at AAC Souther Field, RCAF North Battleford, RAF Shawbury, RAF Sleap, RAF Blyton, RAF Upwood and RAF Bourn. Aircraft flown in were Lancaster, Oxford, Whitley, Halifax, Harvard, Vultee and Stearman. He flew a total of 20 operations with 97 Squadron. Targets were Milan, Leverkusen, Berlin, Nuremberg, Mönchengladbach, Montlucon, Modane, Munich, Frankfurt, Stuttgart, Hannover, Dusseldorf and Ludwigshafen. His first or second pilots on operations were Pilot Officer Fairlie and Squadron Leader Sauvage.
1662 HCU
81 OTU
97 Squadron
Advanced Flying Unit
aircrew
arts and crafts
bale out
bombing
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Operational Training Unit
Oxford
pilot
RAF Blyton
RAF Bourn
RAF Shawbury
RAF Sleap
RAF Upwood
shot down
Stearman
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1063/32267/B[Author]ParkerEv1.pdf
0e0d169b9f1fca9213bafb9d9117e82c
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
Parker, Eric
E Parker
Description
An account of the resource
Three items. An oral history interview with Warrant Officer Eric Parker (b. 1924, 1522919 Royal Air Force), a photograph and a biography. He flew operations as a navigator with 12 and 166 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Eric Parker 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
2016-05-05
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
Parker, E
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]DECEMBER 2014[/underlined]
[underlined]"ERIC'S STORY"[/underlined]
Eric Parker was born on the 12th of January 1924, in the district of West Derby, Liverpool.
The youngest of three brothers he went St Mary's village school. He had an adventurous
childhood, since his father Thomas a farm labourer readily gave him access to the open
country life on the farm where he worked. The farm was situated in Knowsley and was
called Bathers Farm which is now a built up area.
As a boy Eric enjoyed many happy hours on the farm, especially during hay making and
harvesting time. This closeness with nature meant as he grew up he really enjoyed the
outdoors. He became a boy scout when he was twelve years of age and his love of the
outdoors meant many years of happy camping and scouting in general.
He left school at fourteen years of age and went into immediate employment as a lift
attendant working in the seven stories National Bank in Fenwick Street, Liverpool for the
magnificent sum of fourteen shillings per week (70 pence in today's money). This was a very
good wage at the time for a fourteen year old boy, the average then being about ten to
eleven shillings per week. However being a boy with higher ambitions he voluntarily left his
job as lift attendant and became aa apprentice electrician for a wage of seven shillings and
sixpence per week (an appreciable drop in earnings).
This job however didn't last too long, as his love of nature and the outdoors still lingered
and he soon left this employment to become a student gardener with Liverpool Parks and
Gardens. This meant each year he would be employed at a different park, nursery or farm
belonging to the corporation all this whilst studying to become a professional gardener. His
first year was at Newsham Park, Liverpool in the greenhouse and nursery site.
A year later he was at Harbreck Farm, Aintree. This farm produced vegetables for the
hospitals and homes in the corporation's bounds. By this time by attending various technical
college courses he obtained his junior Royal Horticultural Societies Certificate in Botany and
Practical Gardening.
[page break]
The year was now June 1941 and we were at war with Germany, at the age of seventeen
and a half years he joined the RAF as air crew and awaited call up which came in January
1942 on his eighteenth birthday.
After the usual enlistment procedures in London and Brighton, he found himself at the
Initial Training Wing in Paignton, Devon. Here with, many others he learned the mysteries of
things like navigation, meteorology, electronics etc. as well as physical exercise and drill.
Such a course was very exacting and all grew up from callous youths to seriously competent
young men, so that by 1943 he was part of a large body of airmen ready to be shipped to
Canada as possible pilots having successfully been graded by flying in Tiger Moths at RAF
Sywell in the midlands.
The troop ship Empress of Scotland safely took him and many others to Halifax, Nova Scotia
despite the great U Boat threat of the time. Soon he was on a troop train which took him to
Moose Jaw, Satchewan and from there to a nearby RCAF airfield named Caron. Here he
settled in to a twenty four week pilot's course, flying Fairchild Cornell Trainers. As a pilot he
had a very short career and was soon grounded as unsuitable (The Chief Flying Instructor
remarked "Parker as a pilot you would be more use to the enemy") and posted to a holding
unit at Brandon in Manitoba, awaiting a thirty two week course as a navigator/bomb aimer
(The longest aircrew course at that time).
Finally he was posted to number six Bombing and Gunnery School at Mountain View,
Ontario, learning all about bombs, bomb sights and machine guns and bomb aiming. Twelve
weeks later after flying on Ansons and Blenheim Aircraft he passed this part of the course
and was posted to the number nine air observer school at St Johns, Quebec, which was
quite close to the provincial capital Quebec City and also near to Montreal, where his uncle
John lived having emigrated to Canada after World War 1.
With his friend Bill Readhead, they were able to spend weekends at his apartment as he was
now a nationalised Canadian and held a Managerial post in the celebrated Mount Royal
Hotel. Consequently the pair was in regular attendance as his guests at the exclusive
Normandy Roof Club on a Saturday night (All on the house).
[page break]
By February 1944 Eric qualified as a Sergeant Navigator and received his flying brevet. He
sailed for home just before Easter 1944, again on the Empress of Scotland (With very little U
Boat threat this, time).
Back in UK (He holidayed in a commandeered hotel in Harrogate for a couple of weeks)
After a few short postings for familiarisation with UK wartime flying conditions and
restrictions he was posted to RAF Husbands Bosworth, Northampton on operational training
unit, flying on Wellington Bombers for a twelve week course. Here he along with a mass of
various aircrew trades, signallers, gunners, pilots etc. were all assembled en'masse in a big
Hangar and told by the Wing Commander Flying to crew themselves up. He left the hangar
saying he would be back later.
As they all mingled together Eric was approached by a tall gangly New Zealand pilot who
introduced himself as Alec Wickes who asked him if he would consider joining his crew as
navigator, Eric agreed and soon together they assembled a crew, namely Alec Wickes Flight
Sergeant Pilot, Eric Parker as Sergeant Navigator, Trevor Connolly (NZ) Sergeant Wireless
Operator, Bob Whyte (NZ) Sergeant Bomb Aimer, Arthur Saunders Sergeant Mid Upper
Gunner, Doug Horton Sergeant Rear Gunner and finally Bill McCabe Sergeant Engineer.
Later that morning the Wing Commander returned and those who were still uncrewed (Very
Few) were told by him without any argument, this was his final decision and he crewed
them up. His last act of that morning was to line them all up in two ranks and say "Look at
that man next to you" (This they all did) "Gentlemen you have thirty operations ahead of you
and I tell you now, one of you will not be coming back from your tour, good luck to you all
and if anyone here wishes to opt out take a step forward now." No one stepped forward.
So they finished their crew flying and they all went on to the heavy conversation unit at
Blyton near Gainsborough to start flying on the famous Lancaster on a course that was to
last for six weeks.
Eric enjoyed his time at Blyton and he with his new crew soon bonded together becoming
almost like brothers, doing everything together on and off duty. They were billeted in a
Nissan hut along with another crew and they learned to become a reliable crew who
depended totally on each other for their survival.
[page break]
Finally they finished their course on Lancaster's and in December 1944 just before Christmas
they were posted to One Group B Flight Twelve Squadron Bomber Command at RAF
Wickenby as a brand new crew.
Wickenby is situated twelve miles south east of Lincoln and Lincoln Cathedral was a
wonderful land mark for any returning aircraft. Twelve Squadron itself was a very old World
War One squadron whose motto is "Foxes lead the field." This and a Foxes head are
emblazoned on its crest; it is still in service today.
Life on the squadron was fairly easy going apart from when you were on "Ops" and Eric and
crew soon fell into the swing of things. A normal day would normally entail going across to
the "flights" (A group of Nissan huts on the other side of the airfield). This was quite a long
walk, like everyone else Eric signed out a bicycle for himself and most of the crew followed
suit later. At "flights" they had a crew room, where crew sat, drank tea and gossiped.
By this time "Wickes's" crew had been allocated a brand new Lancaster with Squadron
Markings PH-Y painted on its fuselage and soon they took it on its first air test. The air test
proved perfect and they were all delighted at having a brand new machine for their tour. At
this time during lunch in the Sergeants Mess everyone gathered around the notice board to
read the battle order for that particular night. Wickes's crew were on it and they read out
the petrol load required for the operation; it was full tanks (21 .54 gallons). They knew it
was to be a very long trip, but where to? That would come later at briefing.
Eric's first operation was in fact Chemnitz in Far Eastern Germany a few miles from Dresden
which had been fire bombed the day before. A thousand bombers took part, it was very
long and exhausting, but the crew came back elated at their success in getting back home
safely.
This posting to Wickenby now presented Eric with a big problem; he was due to get married
on the 6th of January 1945 to his dearly beloved fiance Aimee having become engaged to her
prior to leaving for Canada a year earlier.
[page break]
Eric had first met his wife to be at a dance in St Andrews Church Hall, Clubmoor, Liverpool,
one Saturday night. He always remembers this time fondly. He had arrived there with his
friend Lenny Hughes and was waiting along with many other young men for a ladies choice
dance to begin. He didn't hold much hope of being chosen, but a lovely young sixteen year
old girl came confidently across the floor and asked him if he would like to dance. For Eric it
was love at first sight and they became engaged six months later.
Luckily the CO realised Eric's Marriage problem and granted Eric and all the crew a five day
emergency leave and so all the crew attended his wedding.
The wedding took place at St Andrews Church, Clubmoor, Liverpool on the 6th of January
1945. After the wedding ceremony Aimee and Eric went to Blackpool for a three day
honeymoon.
The crew remained on leave in Liverpool until Eric and Aimee returned from Blackpool, they
as a crew left Liverpool from Lime Street station on the fifth day of their leave back to their
Squadron at Wickenby.
[page break]
Life went on as usual and soon the crew had a dozen operations under their belts and went
on to seven days leave in the month of February. Eric went home to Liverpool and the other
members of the crew went elsewhere.
On return it was with utter dismay, they found that their aircraft PH-V had been shot down
and the crew listed as missing in action. This was a new crew who had borrowed PH-V for
their first and only operation. The crew were really dismayed at losing PH-V, but were then
given PH-N, this was the oldest kite on the twelve Squadron, but it was a "lucky machine"
that had ninety seven operations to its credit, so they didn't mind too much.
So life continued much as before, a series of events, such as air test, practical bombing,
take-off and landing sessions, air gunnery with Spitfires as enemy and of course night
bombing operations over Germany.
[page break]
During nights off the station emptied out into Lincoln or more usually to the local pub.
These were very lively evenings were everyone got a little drunk and sang their heads off.
The station also put on dances with WAFF'S and invited ladies from local villages in
attendance. While to camp cinema showed numerous films of the time.
Eric noticed as their tour progressed that like many other crews they started to get a little
"twitchy" as they completed more and more operations. To date Wickes's crew had been
lucky for they had survived three night fighter attacks by using a favourite tactic called "cork
screwing" The fighter attacks always came from above the port or starboard wing of the
bomber. For example if it was the starboard side under attack the air gunner concerned
would shout "Fighter Fighter starboard beam, prepare to corkscrew, starboard now" On this
command the pilot would partially throttle back the four engines and but the aircraft into a
steep diving turn to starboard, this meant that by turning into the attacking aircraft it would
have to steepen its turn also to keep on the target. By the time the Lancaster had lost about
one thousand feet the pilot would pull it up and go in a steep turn to port and climb up a
thousand feet, thus completing the first cycle of a corkscrew. Which would be repeated until
the fighter broke off his attack. By the time he got his aircraft back on track the Lancaster
had managed to escape out of sight, unlike today the attack planes had no way of re
locating their foe. The aircraft suffered little damage from these attacks except during an
attack by an ME 109 the tail fin being partially shot away.
Navigational tactics during an operation could also endanger the aircraft and many aircraft
collided and blew up when navigators took an action which was called "Dog Legging". This
happens when the navigator realised he would be too early over the target and would have
to take time losing action which couldn't be actioned simply be reducing airspeed (Usually
navigators had plus or minus three minutes tolerance over the target). Dog legging meant
altering course off the briefed track by sixty degrees for three minutes to starboard or port,
this meant that the bomber would be cutting directly across the main bomber stream all
virtually unseen at night. Usually the dog leg aimed to lose three minutes of time, so after
three minutes the navigator turned the opposite way through one hundred and twenty
degrees for a further three minutes, and then the navigator turned the bomber back on
track to the target. This would effectively put him back on time by three minutes. He would
repeat this action again if he still found it necessary to lose more time. It was an extremely
dangerous tactic to undertake as there was a huge risk of collision.
[page break]
They also successfully survived flying through anti- aircraft flack box barrages, apart from
loud explosions from nearby exploding shells and the clatter of shrapnel on the fuselage;
they suffered little damage from the running of the gauntlet.
Soon Wickes's crew became the senior crew on the Squadron with twenty three operations
to their credit and so with a final operation to Heligoland the war came to a close, although
an armistice had yet to be agreed upon.
By this time PH-N had completed one hundred operations and was awarded by the
Squadron members with a DFC and they all celebrated that night in the mess.
Things were in a bad state in Europe. The Dutch particularly were all starving, so the
Germans agreed on "a safe passage" for a massive air drop on Holland. This was carried out
by our bomber command and the USA Eighth Air Force which flew B17 Fortress bombers.
This huge Operation was given the code name "MANNA" by the British and "CHOWHOUND"
by the Americans and so Eric continued on Ops, but this time instead of bombs Wickes's
crew dropped food, and didn't they come down low, zooming across the flat, flooded
landscape of Holland at zero feet, with hundreds of Dutch civilians waving to them as they
passed over their villages.
Eric's crew did four food drop operations, so he completed the Air War with twenty seven
operations, three short of his tour of thirty. It had been a successful war for Wickes's crew
but the icing on the cake was yet to come, when a few weeks later whilst on end of war
leave Eric discovered he had been awarded the DFM (Distinguished Flying Medal) while Alec
Wickes (Now and officer) had been awarded the DFC (Distinguished Flying Cross) and so
they all disbanded and took de mob leave.
Eric for his part was very unsettled for in January 1945 he had become a married man and
now had a wife to consider. He now realised that he enjoyed service life and loved flying and
after a long talk with Aimee they decided to continue RAF life together/ come what may. He
signed on for a further eight years. later he extended this to twelve years. Finally as time
passed by for the full twenty two years which entitled him to a full retirement pension at
the age of forty? This also meant that he could live out with Aimee and she would receive a
[page break]
living out allowance along with her marriage allowance. As a married couple they were
financially comfortable compared to many young couples settled in Civvy Street at the time.
Eric had left Wickenby and the crew had dispersed while he in turn was at a holding unit on
'an old airfield called Snaith in Yorkshire. Aimee then was living with her sister Lillian while
continuing with her post wartime job as a machinist at Lybro Clothiers; they only met at
weekends and on leave. This was rather an unsatisfactory arrangement for them both but
they accepted it and the short term separation until he got his life on a more permanent
station.
Unfortunately this was not to be as he was posted in May 1946 to RAF Dishforth in Yorkshire
on a heavy conversion unit on York Transport Aircraft. This would ultimately mean that
shortly he would be posted on to a Transport Command Squadron and would be spending
lots of his time out of the country on route flying to the middle and far-east, at least once a
month. Aimee was not happy about this, but accepted the enforced separation
philosophically.
There was one good piece of news that came out of this new posting. Seemingly his old war
time skipper Alec Wickes had not left the service and returned to New Zealand, but had
signed on with the RAF. He to had been posted to Dishforth and had asked for his old
navigator to join him there on the next available course. This request was granted so they
met up once again and flew together for nearly three more years.
It is worth mentioning at this point that aircrew on obtaining their wings were promoted to
the rank of Sergeant. Some were commissioned as officers. After one year Sergeants were
promoted to Flight Sergeant and a year after that they became Warrant Officers. By Easter
1946 Eric had become a Warrant Officer. These ranks were not permanent however and
only acting by definition as he explains later in this account.
Soon, Eric with his old pilot Alec Wickes (Now a Flight lieutenant) completed their course on
the York Transport, this plane is a development of a Lancaster Bomber, but with a large
under slung roomy fuselage designed to carry both cargo and passengers or both.
[page break]
and an air quartermaster and so joined 246 Squadron, Transport Command.
They had only been on the Squadron two days when Alec approached Eric and said "get
your maps and charts together we are going on a ten day round trip to India tomorrow".
This entailed a five days each way flight which was achieved by slipping crews in Egypt (This
means one crew rested in Egypt and the other went on and Eric's crew followed with
another plane the next day). The route was UK to Castel Benito, Tripoli, from there to
Heliopolis in Cairo, then to Shaibah, Iraq, to Karachi, India and then on to Palam near Dell. It
was all daytime flying, they night stopped at Tripoli and slipped crews at Heliopolls for one
day. They night stopped at Karachi and after Palam they returned to UK on a reverse flight
order. These were gruelling flights and they all came back greatly fatigued (Today known as
jet lag).
Such flights had their compensations and such was the case here in the form of smuggling.
This was quite easy in those early days of peace. The British public had been deprived of
luxury goods for many years and now had money to spend. There were no customs officers
on any of the airfields and strangely, at many places along the routes luxury items like
watches, jewellery, nylons, perfumes and ladies shoes were readily available and cheap.
One of the most popular items smuggled in by the crews was large Chinese embossed Indian
carpets from KarachL They cost about thirty pounds in Karachi and sold for around one
[page break]
hundred and fifty pounds in the UK. Smuggling became so well known in Cambridge (a later
transport station) that at nights in the Criterion Hotel Bar transport crews would be
approached by young ladies with a torn out copy of an advert from some American
Magazines, this would be pocketed by the would be smuggler along with an outline of the
ladies foot and this pattern would be faithfully copied by a back street shoemaker in Karachi
for five pounds and later sold in UK to the lady for fifteen pounds. This also applied to all the
other short supply goods mentioned. This smuggling continued a" the time Eric was on
Transport Command to late 1948. Finally ended when a Customs Airfield was established at
RAF Lyneham and all future route Yorks had to call there for customs clearance. From then on
all the crew's duty free allowance was restricted to a bottle of whisky and two hundred
cigarettes, a" other imports were taxed and so ended smuggling - more or less.
Eric and Alec were only at Holmsley South for about four months then they were posted to
242 Squadron at Oakington, ten miles from Cambridge. At Oakington they had a new role
flying Yorks with both passengers and freight and their route had now been extended to
include Singapore and RAF Changi. Flying basically the same route as before, but now
including either Dum Dum near Calcutta or Negombo in Ceylon. The choice of which route
depended on the position and activity of the monsoon rains at the time.
Most ofthe time on the UCS route so called, was uneventful, except for one incident
halfway across the Indian Ocean on enroute from Changi to Negombo. Eric - as navigators
do, was taking a merpass of the sun with his sextant, when his astrodome blew off and away
went the dome and the sextant. He was rather shaken as were the rest of the cabin crew,
but soon they all settled down to a rather noisy and windy flight. luckily there was no rain
and at Negombo the ground crew sealed the opening temporarily and so they were able to
continue for home next day.
Eric and Alec carried on flying Yorks on 242 Squadron until the end of 1947. The Alec was
posted to the Empire Air Training School at Shawbury and Eric to 148 Squadron at Upwood
near Peterborough and back on Lancaster’s at Bomber Command again.
It was whilst on this Squadron that he received the news on 14th January 1948 that his wife
Aimee had given birth to a baby girl, later to be christened as Sandra. (So named after the
homing search light beacons present on Bomber Command during the war).
[page break]
This period in their married lives meant that for once they could be together even though
accommodation was hard to come by. However they struck lucky and Eric was able to hire
an eighteen foot caravan situated about half a mile from the RAF Station gates.
[page break]
They were very happy there, but by February 1948 Eric was on the move once more, being
posted to RAF Wyton, (is Squadron Bomber Command) twelve miles away from Upwood
towards Huntingdon. Eric would commute by bicycle.
luckily they had just started building new married quarters at Wyton and after a few
months they moved from the caravan into brand new married quarters on the camp at
Wyton itself.
These were very settled times for them both and baby Sandra. Eric was now flying Lincoln’s.
This was really a stretched version of the Lancaster, but updated in several ways, yet still
obsolete, now that Canberra's and V bombers would soon be coming into service.
Never the less life was now settled and enjoyable for Eric and Aimee, but for how long?
Unfortunately it was not for long at all, by April 1950 he was posted to RAF Marham, near
Kings lynn, Norfolk and so they had to vacate their quarters and move on once again.
luckily this station was also embarked on a big building scheme, but quarters would not
become available for about eighteen months. luck was again on their side and they
managed to rent a self-contained flat over a general store in Downham Market. So they all
settled down yet again. Aimee and Sandra were very happy there and became lifelong
friends with the owners of the flat. However this meant that Eric had to cycle back and
forward to work each day which was rather a bind (Twelve miles each way). Once the
building started he was able to hitch a lift with the Lorries delivering materials for the
building of the new runways.
[page break]
Marham turned out to be a very special posting; he became part of a team chosen to form a
new conversion unit because the RAF had decided to re-equip their Bomber Squadrons with
B 29 Bombers from the USAF (United States Air Force). The B29 had proved itself in the
Japanese theatre of war and was seen as a perfect stop gap plane until the Squadrons of the
RAF were re-equipped with jets.
Initially these new crews were all converted on to the B29 by American crews and Eric
because he was already familiar with the "Norden" bomb site became a Bombing Instructor
when the first of the new RAF B29 Squadrons came into conversion. The B29 was known in
the RAF as the Washington and he remembers up to eight Squadrons of RAF air crew that he
was involved in training. The conversion unit then finally became a full Squadron in its own
right and was given the title 35 Squadron. He now served on the new Squadron as a
Navigator/Bomber Aimer.
A year later Eric was able to move into a new married quarter on the base, this was a three
bedroom semi-detached house with all mod cons of the day.
[page break]
During his time at Marham Her Majesty the Queen visited the base and the next door
married quarter was inspected by her. All the children were lined up to meet her.
He remained at Marham until June 1956. Sandra grew up and then at five years old
attended a small “hutted" infant school set up by the camp authorities for Eric's part, life
settled down to the usual humdrum Squadron life, except now he was a full Flight Sergeant
but life was similar to before. Cross country exercises, bombing and gunnery etc. life had
become quite boring.
Things changed in 1955 when other bomber squadrons in the RAF were now being re
equipped with jet bombers and the B 29 crews had the very pleasant task of ferrying a well-
used B29 back to the USA.
Eric was lucky and made three transatlantic crossings, firstly via Iceland to near New York
and then down to Dover in Delaware. They night stopped at Dover and next day flew via
Montgomery in Alabama and then on to their destination at Davies Monthan Air Force Base
near Tucson, Arizona, a very successful flight to a huge desert airfield full of thousands of
moth balled military aircraft stretching out into the desert as far as the eye could see. It
really brought home to him the enormity of the American Air Force and how it now had an
Air Force fully equipped with jet planes.
[page break]
The crews returned to Marham courtesy of American civil and military transport planes as
passengers.
Later at Marham 35 Squadron converted on to the jet Canberra Bomber.
It took Eric quite a while to adjust to the new speeds and altitudes of the Canberra, then
gradually as before he settled down to normal Squadron life.
He remained at Marham until June 1956, until the whole Squadron was relocated to RAF
Upwood and so he completed a full circle in Bomber Command. Shortly after arriving Aimee
and Sandra moved into a new quarter on the base and Sandra went on to the village school
in Ramsey village.
Eric was only at Upwood a week when the Suez Canal crises occurred, this was when the
canal was nationalised by Colonel Nassar and closed to shipping. British and French
Governments strongly objected to this action and several Squadrons of Canberra's were
posted out to Akrotiri in Cyprus, 35 Squadron being one of them. As history shows this
campaign to open up and free the blockaded Suez Canal which was aided and abetted by
France and Israel became an utter farce and even after successful landing of troops in the
zone and one bombing raid by RAF Canberra's on Cairo Radio Station the whole force had to
withdraw, like whipped dogs since the United Nations with USA in the lead, insisted that this
[page break]
action was against International Law and that sanctions would be taken against us all if we
disobeyed the UN's orders.
Once again Eric was back at RAF Upwood to whatever lay ahead, he didn't have to wait too
long, by early July 1957 he was posted to Kuala Lumper in Malaya to the Department of
Psychological Warfare (Whatever that was).
So by late July 1957 Eric found himself on the troop ship 55 Oxfordshire along with Aimee
and 5andra, as he had organised an accompanied passage for them.
[page break]
The ship had to go via Durban, South Africa, because the Suez Canal was still closed to
shipping. When they reached Durban they were on the first troop ship to call there since the
end of World War 2. In those days the "troop ships" were always met by the "Lady in White"
who sang patriotic songs over a very loud PA system and the citizens welcomed all the
troops as they passed through. Now as patriotic as ever, she came out of retirement to
welcome them all both in and out of the harbour during their twelve hour stay. As the
Oxfordshire left Durban at dusk she was on the quay and sang them away with land of hope
and glory. It was a very emotional experience for all on board.
A couple of weeks later they arrived early morning at Singapore and they all spent the day
sight-seeing in Singapore City, before boarding a sleeper train bound for Kuala Lumpar {KL}.
The night trip was uneventful in spite of terrorist activity in certain areas of the route. All
servicemen including Eric were issued with rifles and revolvers.
[page break]
They arrived at KL early morning and took up residence for a few days in the Paramount
Hotel in Batu Road.
It took Eric and family a few days to get settled in but soon they were safely billeted in an
RAF civilian hiring at an area called Brickfields.
Meanwhile Eric acquired an old Standard 9 saloon car for a small sum and soon was using it
to get himself and family to and fro from hiring to airfield and elsewhere. In fact life became
very pleasant indeed, Sandra was soon enrolled in the local British Army School and was
bussed into lessons every weekday. These lessons finished at lpm every day, Aimee and
Sandra taxied to the airfield nearly every day where they met up with Eric at the Naffe Club
and swimming pool, since he had usually finished the days flying duties by then. The family
[page break]
later moved into a small bungalow at Petaling Jaya and new housing estate on the outskirts
of KL.
Eric discovered that he was now a navigator attached to a flight of three old Dakota
Transport Planes of World War Two vintage, but still fully operational. They were known as
"The Voice Flight" each was named as "Faith" "Hope" and "Charity" and had been especially
adapted to carry out loud hailing operations for the Department of Psychological Warfare.
Each Dakota carried four ground tannoy loud speakers securely attached to the underside of
the fuselage on a metal girder pointing out to port (Left) (Can be seen in photo just above
wheels). Power to these was in the form of a huge emergency AC Ground Generator and
was firmly bolted in the centre of the empty fuselage along with four by fifty vault valve
operated amplifiers which stood at each corner of the generator. Messages in various local
languages such as Chinese, Malayan and Indian were recorded on an endless tape and so
messages were sent out to various terrorist groups in their jungle hideouts asking them to
surrender. These terrorist groups were determined to break away from the British Empire
and form a free Malaya, but not as a democratic government, but as a Communist one
which the British Government was not prepared to sanction.
Eric soon found out that this was quite a dangerous job since all the flights were done at a
very low level and followed a square search pattern at a very low airspeed which meant
flying near the aircrafts stalling speed. Most flights were [performed early morning and
lasted three to four hours every day seven days a week, but not in bad weather conditions.
Paint Your Wagon (Not the film later released starring Clint Eastwood and lee Marvin) was a
very popular musical on Broadway and soon the voice flight had adapted one of its songs as
a signature tune, namely "l Talk To The Trees" (Clint Eastwood later sang this in the film). It
was a very exacting job, but seemed to get results. As the terrorist war progressed so the
terrorist groups gave ground more and more towards the Siamese Border. Soon the voice
flight was on the move and found themselves at Bayen Nepas a small airfield on Penang
Island.
Aimee and Sandra soon followed a few days later when Eric had obtained a small Bungalow
hiring at a small hamlet on the Island named Buket Glugar. This was also HQ for an RAF Boat
Squadron for the region and several high speed launches were birthed there for sea patrols
in that region. The voice flights were made very welcome by them and gave them access to
their mess and outside film show which the family enjoyed. Eric was also a member of the
Army Sergeants Mess at Minden Barracks which allowed them to use the facilities including
swimming pool, this was near to their home in Green lane.
[page break]
During the move to Penang, there was a tragedy the Dakota's were being used to carry
freight to their new base in Penang and since the airfield had no night facilities one of the
planes fully laden was in a hurry to take off to get there before nightfall and in his haste the
pilot Flight lieutenant Kevin Kelleher failed to carry out his ground checks and took off with
his elevator locks still inserted in the elevators in the fully up position. On take-off he went
straight up in the air and stalled and crashed on the end of the runway. Fortunately no one
[page break]
was injured but the plane was a write off. (I recently learned in December 2014 that Kevin
had died). Now we only had "Hope" and "Charity" left.
In August 1959 Eric was promoted to Warrant Officer yet again, but this time he was of
substantive rank and now known as a Master Navigator. He remained in this rank until he
retired.
By the end of December 1959 the terrorist war came to a victorious end to the British and
Commonwealth Forces. The terrorists surrendered in droves. The Chinese leader Chin Peng
disappeared over the Thai Border and presumably ended up back in Communist China (He
lived to a good age and died last year 2013). It was also the end ofthe British Governing in
Malaya as the country became an Independent state. At the beginning of January 1960 the
Malayans celebrated MERDEKA (Freedom) and became known as Malaysia. On 1st January
1960 Eric and family arrived by air into London's Heathrow. After a visit to Air Ministry Eric
was posted (After a month's leave) to Dishforth.
It should be mentioned at this point that prior to leaving Malaya Eric had ordered a new
Hillman Minx Car from a dealer in George Town, Penang. In those distant days it was almost
impossible to buy a new car in the UK as they all went for export and any UK models carried
a huge purchase tax burden. However since he was then deemed as overseas he was able to
purchase a new model free of taxes which was duly deducted from the export line in the UK
and was awaiting his collection for when he had finally arrived home. This collection was
duly made by him whilst on leave and so he became the owner of a brand new Hillman Minx
At Dishforth instead of York Aircraft he found himself on a twelve week conversion course
on the mighty Bristol Beverley a workhorse transport aircraft as navigator.
[page break]
In early 1960 Eric finished the conversion and was posted to 47 Squadron at Abingdon in
Oxfordshire. A lovely area to be posted to. With his seniority he soon moved into married
quarter whilst his daughter Sandra who had passed the eleven plus examine in Malaya,
moved into the local Grammar School, so the Parkers were settled once more except for the
number of detachments he would have to suffer, now that he was back in Transport
Command.
Whilst stationed on the new base apart from the usual crew training so named as
continuation training, they were also involved in para trooping and heavy drop training, but
most of the time the crews were out of the country ferrying passengers and freight to all
parts of the Med, Middle East and all over Africa north of the equator. For example the
Squadron flew out to Eastleigh/Nairobi, Kenya for a month in November 1962 and made
numerous food drops to the famine suffering areas of Kenya in the northern frontier district
on the Ethiopian border, either air dropping or landing with heavy supplies, on very short air
strips carved out of the bush. Short field landings and take offs were a speciality for the
Beverley with its four reverse thrust engines and very low landing speeds and robust under
carriage. The Squadron spent Christmas in Nairobi and returned to UK in January 1963.
Satisfied that they had done a good humanitarian job in Africa.
During his time with 47 Squadron he made several interesting trips, one in particular was to
a place called Manfe in the British Cameroons; this meant crossing the Sahara Desert with a
load of heavy freight for a new airfield being constructed there right in the middle of a
dense jungle region. On his first flight, his navigation took him to a couple of miles of the
new airstrip, but unfortunately for him all homing devices on the airfield had broken down,
making it impossible to find the airfield among the dense canopy of trees. They flew around
for about half an hours searching vainly for visual contact, but to no avail. But hope came
from an unsuspected source, as one of the passengers, a civilian air engineer, returning to
Manfe from UK leave came forward and recognising a nearby river bend was able to direct
them to the much concealed airstrip. Relief was expressed all round as fuel was getting
critical by this time and they would have had to consider diverting to Kano a big airfield in
Nigeria.
The second trip was no problem as all the radio waves were fully serviceable, on returning
to UK Eric had to report sick as he found out he had contracted amoebic dysentery and
spent three weeks in isolation hospital at RAF Ery, Norfolk. He finally got clearance for the
disease and was soon back on flying with the Squadron, with a medical restriction which
[page break]
supposedly was to restrict his flying to Europe only but the squadron ignored this and soon
he was back en route to Khormaksa, Aiden. This airfield served the port of Aiden and the
Yemen.
This was at the time when Britain was withdrawing from the smaller outposts in the middle
and Far East. With many others on the squadron he helped in this withdrawal. Evacuating
troops and valuable freight back to the UK.
Eric remained with 47 Squadron until August 1964, when he applied for a one year home
posting which airmen ending long service were entitled to receive under RAF regulations.
The parker family packed their bags and bought a brand new semi-detached house at
Formby. This house had a large back garden. The house had been purchased
and equipped during an earlier leave period. His new posting was to an RAF telephone
exchange at Haydock - between Liverpool and Manchester alongside the Haydock
Racecourse. This exchange also supported a Radar tracking unit in its grounds. In his last
year Eric became a RT controller on the unit. (A very cushy posting). Although the hours
could be very irregular depending on when the new V bomber force wanted to practice
their radar bombing. As he now still had the Hillman Minx, the journey from Formby was
not onerous.
[page break]
At this time the role of the Plotting Unit should be explained. Its purpose was to allow the V
Bomber Force to practice it's blind bombing techniques. Each unit (There were several
dotted over the UK) had two radar dishes in cabins, it was the task of the operators to track
the V Bombers as they made their bombing run in for the target, which in this case was the
dead centre of the plotting table. So that as they came into range information from the
dishes was passed to this part of the unit.
This triggered off the ink filled tracker arm fixed on the plotting table and this track
continued towards the table centre until the bomber pilot called bomb had gone then the
plotting arm stopped drawing. The by a series of mathematical tables a controller was able
to calculate where the bomb would have struck in relation to the target on the plotting
table centre and the results were then passed to the bomber by VHF radio. The V Bomber
Force honed its blind bombing skills in this way and became more proficient.
The bombers would fly from their various bases situated in other parts ofthe UK and
ostensively bomb Haydock and other such units situated elsewhere in the course of the
exercise.
[page break]
Eric quite enjoyed his short time at Haydock and recalls one very special evening which has
stayed with him until this day. About 1030pm all RT discipline on the unit was broken when
a V Bomber pilot called him up and said "Have you heard the news? President Kennedy has
been assassinated." Soon the airwaves were awash with uncontrolled chatter. It seemed so
strange as strict radio discipline had always been the rule.
Soon Eric's time at Haydock and indeed the RAF ended. He departed in late August 1964, on
his last but one day to the de mob centre just outside Blackpool and took a bed there for the
night. Next morning he went through all the de mob procedures and finally was kitted out at
the clothing store with a full set of civilian gear. This gear was exactly the same as that given
to conscripts at the end of the World War 2 -1945-1948 and comprised: Hat, shirt, tie,
three piece suit, socks and shoes, and belted raincoat. Eric found them handy for working in,
in the garden and other odd jobs. He also received his final wages which surprisingly
contained a £12 bonus for winning his DFM. Seemingly officers received £25 for their DFC's,
but were expected to forgo this amount and donate it to the RAF Benevolent Fund (Or so he
was told).
Eric became a civilian once more and he felt quite disconsolate as he made his way home to
his new house in Formby and new life with his wife and daughter. He had made plans for his
future, during his last few years at RAF Abingdon and he now intended that his new work
life would be that of a schoolmaster and so during that period he attended many
educational courses provided by the RAF to obtain the necessary GCE's to gain entry to a
training college.
During this time he obtained good passes of GCE's in Maths, English Language, English
literature, Navigation, Chemistry, Geography and General Paper. These were quite
sufficient at that time for entry into college. He was finally accepted by Edge Hill Teachers
Training College, near Ormskirk, Lancashire, which is situated about twelve miles inland
from the coast of Formby, which is now a part of Merseyside (Since 1974) and so he
travelled to and fro each day in the comfort of his Hillman Minx (Quite a change from his
cycling days in the RAF).
Edge Hill was a very stately college in lovely grounds and as a former lowly lad from West
Derby, he felt very privileged to be a mature student there. This mature status meant that
he only had to complete a two year course and so he joined up with a junior course of
students that had just completed their first year's study. He joined this course at the
beginning of the Easter Term 1965 along with about six other mature students, both men
and women were on the course.
[page break]
For his main subjects he elected to specialise in Geography and Rural Science as he still
maintained his love of the outdoors and the wider world. Rural Science comprised many
topics such as general gardening, soil science, botany, chemistry and he found it very
interesting especially as his new house in Formby embraced an extra-large garden. (As
earlier photographs have shown).
The Geography course was equally comprehensive and he found it quite fulfilling as it
embraced so many subjects that he had used every day as his role as RAF Navigator. Such
topics as map projections, meteorology, geology, astronomy, time and tides, all were
relevant to him and so he found the course quite absorbing and easy.
During the two years at Edge Hill Eric had to complete a full school term teaching practice
for each of the years, for the first year he was lucky and completed his practice at Holy
Trinity Junior School in Formby which was very convenient for him.
For the second year term of practice he taught at Ormskirk Secondary School. He enjoyed
both these postings and learned a lot about handling children and general classroom
procedures.
Finally he qualified and left college and took up a position at St luke's C of E School in
Formby.
For his main subjects he elected to specialise in Geography and Rural Science as he still
maintained his love of the outdoors and the wider world. Rural Science comprised many
topics such as general gardening, soil science, botany, chemistry and he found it very
interesting especially as his new house in Formby embraced an extra-large garden. (As
earlier photographs have shown).
The Geography course was equally comprehensive and he found it quite fulfilling as it
embraced so many subjects that he had used every day as his role as RAF Navigator. Such
topics as map projections, meteorology, geology, astronomy, time and tides, all were
relevant to him and so he found the course quite absorbing and easy.
During the two years at Edge Hill Eric had to complete a full school term teaching practice
for each of the years, for the first year he was lucky and completed his practice at Holy
Trinity Junior School in Formby which was very convenient for him.
For the second year term of practice he taught at Ormskirk Secondary School. He enjoyed
both these postings and learned a lot about handling children and general classroom
procedures.
Finally he qualified and left college and took up a position at St luke's C of E School in
Formby.
[page break]
This was a typical small village school still maintaining its links with the church even though
this was now the responsibility of the local council.
The headmistress at this time was an old fashioned spinster named Miss Cubbons and she
ruled the school with a fair but firm hand. Eric remembers his opening week with her when
one day she said to him "Remember this Mr Parker, you don't want children to like you, you
want them to resoect you and liking you will follow." Eric took this on board and it served
him in good stead during his twenty two years of teaching.
During his first two years at St Lukes Eric was in charge of second year Juniors and settled in
well until Miss Cubbons retired and a new headmaster was appointed, a Mr Brian Waiter
Mills who was formerly Deputy Head at St Peters, Formby.
Eric and Brian became firm friends almost overnight and when the school reconvened at
the end of the summer holidays he move Eric up to fourth year junior class teacher. Eric was
delighted with his new post and soon spread his wings, since the new head although quite
traditional, was not afraid to accept new challenges. This suited Eric and he spread his wings
into all sorts of educational topics of curricular and non-curricular. By and large the boys and
girls of the fourth year responded well to his efforts and he gained the respect not only of
the children but their parents as well.
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
Eric Parker's Biography
Description
An account of the resource
Titled Eric's Story it details Eric's life from birth in Liverpool. He joined the RAF on his 18th birthday in January 1942. Initial training was at Paignton then he was shipped to Canada. He failed to progress as a pilot and was transferred to a navigator course, returning to UK in February 1944. He flew in Lancasters with 12 Squadron at Wickenby. He and his entire crew were given five days leave so that he could get married in January 1945.
His crew dropped food for the starving Dutch as part of Operation Manna. After the war he served with Transport Command on Yorks. He continued moving around and spent time on B-29s then Canberras at Marham. Later he and his family were sent to Kuala Lumpur then Penang on Dakotas.
On his return he was posted to Abingdon on Beverleys. This included trips to Nairobi.
He transferred to Haydock as a radio controller, after which he left the RAF and became a teacher.
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12
Format
The file format, physical medium, or dimensions of the resource
32 page typed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
B[Author]ParkerEv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Liverpool
England--Knowsley (District)
England--Liverpool
England--Aintree
England--Paignton
Canada
Nova Scotia--Halifax
Saskatchewan--Moose Jaw
Manitoba--Brandon
Ontario
England--Harrogate
Germany--Chemnitz
Germany--Dresden
England--Blackpool
England--Lincoln
England--Bournemouth
India
Egypt
Libya--Tripoli
Egypt--Heliopolis (Extinct city)
Iraq
India--New Delhi
Pakistan--Karachi
Singapore
India--Kolkata
Sri Lanka--Negombo
England--King's Lynn
England--Downham Market
Iceland
United States
Delaware--Dover
New York (State)--New York
Arizona--Davis-Monthan Air Force Base
Egypt--Suez Canal
Malaysia--Kuala Lumpur
South Africa--Durban
Kenya--Nairobi
Cameroon
Sahara Desert
Nigeria--Kano
Yemen (Republic)--Aden
England--Formby
England--Haydock
England--Ormskirk
Germany--Helgoland
Québec
Québec--Montréal
Arizona
Delaware
New York (State)
Libya
Saskatchewan
Germany
Nova Scotia
Kenya
Malaysia
South Africa
Pakistan
Sri Lanka
Nigeria
Yemen (Republic)
Malaysia--George Town (Pulau Pinang)
England--Devon
England--Hampshire
England--Lancashire
England--Norfolk
England--Lincolnshire
Manitoba
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
12 Squadron
148 Squadron
15 Squadron
242 Squadron
35 Squadron
47 Squadron
air gunner
aircrew
Anson
anti-aircraft fire
B-29
Blenheim
bomb aimer
C-47
Cornell
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
entertainment
flight engineer
ground personnel
hangar
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lincoln
love and romance
Me 109
navigator
Navy, Army and Air Force Institute
Nissen hut
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
pilot
RAF Abingdon
RAF Blyton
RAF Dishforth
RAF Eastleigh
RAF Husbands Bosworth
RAF Lyneham
RAF Marham
RAF Oakington
RAF Paignton
RAF Shawbury
RAF Snaith
RAF Sywell
RAF Upwood
RAF Wickenby
RAF Wyton
Spitfire
Tiger Moth
training
Wellington
wireless operator
Women’s Auxiliary Air Force
York