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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/571/10320/BFraserDKFraserDKv1.2.pdf
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Title
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Fraser, Donald Keith
D K Fraser
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IBCC Digital Archive
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Fraser, DK
Description
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12 items. Two oral history interviews with Warrant Officer Donald Keith Fraser DFM (1924 - 2022, 1566621 Royal Air Force), a memoir, his log book, photographs and service material. The collection also contains an interview with Sylvia Fraser, his wife. He flew a tour of operations as a flight engineer with 101 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Donald Keith Fraser and catalogued by Barry Hunter.
Date
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2016-11-04
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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Transcription
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WO DONALD KEITH FRASER
DFM 1566621
101 SQUADRON
JULY 1943 – MARCH 1944
CREW NAME: WL EVANS
[photograph of Donald Fraser]
[page break]
[photograph of Bomber Command Memorial]
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Contents
Page
Chapter A Introduction. 1
Chapter B Prior to World War II. 3
Chapter C Joined RAF 23rd July 1942. 7
Chapter D 101 Squadron Base Ludford Magna. 11
Chapter E 101 Squadron Operation Dates and Targets. 15
Chapter F 101 Squadron Notes on Various Operations. 17
Log Book and Battle Orders. 34
Chapter G Christmas 1943 and Christmas Dinner Menu. 41
Chapter H After Operations posted to Heavy Conversion Units. 45
Lindholme. 45
Bottesford. 47
Cottesmore. 51
North Luffenham. 52
Chapter I Advances in Technology. 55
What if? . 57
Chapter J Aircrew Bomber Command. 59
Wartime Bomber Squadrons. 60
Bombing of Berlin. 60
A Day in the Life of a Squadron. 61
Clothing Worn on Operations by our Crew. 62
Contact made with Two Crew Members plus information on others. 63
Chapter K The Lancaster Story. 67
Further notes relating to Black Thursday including information given by Len Brooks our Rear Gunner. 73
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[four photographs of author and Avro Lancaster]
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INTRODUCTION
Over the past 50 to 60 years I have enjoyed reading many books about bomber crews who flew with Bomber Command during World War II especially during the period from mid July 1943 until the end of the war. These books contained many accounts of true grit and heroism carried out by crew members. There are, however, a few experiences recalled which appear doubtful, a number of reported instances which are far-fetched or quite ridiculous to have suggested could have occurred.
Crews of the heavy bombers normally consisted of seven crew members all of whom were well trained to carry out specific tasks and as a team made up a competent crew capable of carrying out the various operations asked of them.
Operations were normally carried out over Europe (mainly to Germany) targets being the main industrial areas, factories, railway junctions and yards and eventually towns and cities, such as Berlin, Hanover, Hamburg, Leipzig, Frankfurt to name a few, all of which by 1943 the inhabitants were heavily involved in production for the German war effort.
The Bomber crews objectives were to carry out the operations they flew on to reach the target, drop their bombs and return home safely with their aircraft undamaged. Remember all these young men were volunteers, highly trained with the Pilot usually the “Skipper” and Captain, this was not to say that he gave all the orders and that no crew member acted until he gave that order. The Flight Engineer and Wireless Operator were the most mobile within the aircraft, therefore, if a situation occurred within the fuselage either or both could intervene by giving a quick call to the “Skipper”, or should a fault occur with the engine, the Flight Engineer would usually be the first to notice and carry out the essential remedy while informing the Pilot of the situation with procedure carried out. For a crew to be efficient and confident they had to be alert at all times, watching, listening and acting immediately. Survival required a highly trained crew team with loads of confidence in one’s self and in the other crew members and in the aircraft, so giving them a very strong attitude to press on.
A dedicated, loyal and skilful ground crew, a strong reliance in the Almighty (or what faith one had) and with very importantly more than normal, good luck, having lady luck on your side.
I have therefore put on paper a few experiences which happened to our crew while flying over Germany during mid 1943 to mid 1944. The following are not from diaries – they are what I recall after a long time. The experiences are genuine, the timing may be a little out, but to the reader it will still show the excitement, the pressure, sometimes fear, but above all the confidence and determination the crew had to carry out the task involved and return back to base with a full crew still intact.
A question I have been asked many times “why did you enjoy flying and with such odds against staying alive?” My answer, I loved flying, I enjoyed the excitement and I volunteered. I also liked the thought of coming back to base to a good meal and I felt safe and secure in my sometimes cold bed with its nice white sheets, compared to the Army personnel who
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worked under much more difficult conditions not knowing when they would eat or sleep and under conditions just as dangerous as ours, in fact, in many, more so.
By the end of writing I hope that I provide you with some idea of what these then young crew members of Bomber Command endured when flying over Germany for 6 to 7 1/2 hours at a time in a Lancaster bomber with around 2,000 gallons of fuel stored in tanks in the wings and with up to five tons of bombs slung under their feet along the fuselage, travelling at 250 miles an hour in the dark at 20-21,000 feet in height with temperatures of from -10 to 20oC below zero and with German fighters trying to shoot them down and with anti-aircraft guns (which could be very accurate) also trying to blow them up, just to make our journey a little more scary at times to find that on returning when we reached the English coastline that it was covered in thick cloud and dense fog making it almost impossible to find somewhere to land. Some of the words most suited to express the emotions of the crew in certain situations could be excited, interesting, scary, fear, relief, apprehensive and difficult.
I think, however, that the Brylcream boys done a very good job all these years ago.
Happy days!
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CHAPTER B
PRIOR TO WORLD WAR II
1919-1939
The First World War ended in 1919 after four years of fighting and with a very heavy loss of life on both sides. Those who were lucky enough to survive and return home found it extremely difficult to find employment.
The Government had created some opportunities by forming the Forestry Commission with the role to establish over the coming fifty years a supply of timber sufficient to make the UK self sufficient in wood requirements. This was to be created by the purchase of large areas of land, mainly in Scotland and North England (cheap less productive land) then cultivating and planting this land with conifer species. To achieve this management had to be trained and forestry workers had to be recruited.
Forestry schools were established throughout England and Scotland to educate and train management staff. One such school was opened at Dunkeld in Central Scotland where a Mr Simpson received his training and he afterwards took up the post of Nursery Manager at Tulliallan Nursery, Kincardine on the Forth.
During the war the larger estates had suffered from the lack of gamekeepers and staff to carry out the maintenance and control of vermin etc, therefore there were many vacancies for people interested to fill these posts. My father and two of his brothers did just that, they became keepers on some of the very large estates in Scotland.
My father and mother were married shortly after the war and he took up an appointment as a game keeper on a large estate near Stirling, where my sister Jean and elder brother Sandy were born. In 1923 he moved to take up Keepering on Tulliallan Estate near Kincardine. The family lived in the East Lodge which was situated adjacent to the main road from Kincardine to Dunfermline and next to the land belonging to the Forestry Commission nursery. This is where I was born on 24th August 1923. Two years later the family again moved, this time to take on the position of head keeper on Donibristle Estate and lived in the small village of Auchtertool, Fifeshire where my two younger sisters, Betty and Mary were born. These were from what little I can recall, were happy times, the family did not have much spare cash but had sufficient to satisfy the family needs.
Mr Simpson lost part of his right arm during the first War and had an artificial part fitted. In 1949 I joined the Forestry Commission Research Branch and guess where I was stationed, at Tulliallan Nursery and Mr Simpson was still there. He told me that when my father left the East Lodge in 1925 he bought his hens and chickens from him. In 1950 the Forestry Commission built around 20 houses for its staff some 400 yards west of the East Lodge and Sylvia and myself were lucky enough to have one of them. Mr Simpson played an important role in our lives over the next 30 years, however this is another story.
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Moray estate during the winter months arranged a number of pheasant shoots to which a number of friends and associates of the Lairds (The Earl of Moray) were invited to attend.
The 29th January 1929 was one of those days and the shoot covered the area which my father was responsible for. The morning started with rain, however the shoot commenced and the guns and beaters started with good success. A good number of birds were raised and shot, as the day continued the weather became worse and by lunchtime, thunder and lightning had started so it was decided to call the shoot off. During the morning a few birds had been shot, but had not been collected by the dogs so my father with his two spaniels decided he would retrace the morning route and see if he could collect lost birds. The weather continued to deteriorate, while he was crossing a fence he was hit by lightning. As the day went on and he had not returned the other two keepers decided they would go and look for him. They found him where he lay by the fence with his two dogs nearby. This was a terrible and tragic day for all concerned, my mother with five children all under the age of 11, no house and little money coming in to support the family. My mother did have two sisters who stayed in Edinburgh and who visited fairly regularly and helped all they could with the family. The estate owner, the Earl of Moray and the Estate Factor were very helpful and within a week or two, arranged for the family to move to Aberdour where they gave us a house with a fairly large garden (this became quite a good asset especially when the War came).
I was told when I was much older that at the time there was much talk about what should happen to the family the suggestion being that the family should be split up with the three girls staying with mum and the two boys (Sandy and myself) being placed with other people possibly with a relative or with other people. Our mother strongly disagreed and said none of the family would leave they would stay together. I believe that my mother made the right decision, had the family been split up, our lives would have been totally different and not for the better in my opinion.
These were hard times for our mother (in those days there was not the same support or financial assistance available to call on as there is today) however somehow our mum managed to sort things out and keep all the family together. Unfortunately we as children were too young to contribute in the way of bringing in money to the home, our mum was a very likeable person and soon made friends and was extremely capable of working to earn money, she turned her hand to doing housework and helping people in their homes and for two days each week helping in Donibristle Estate house, which meant a fairly long walk to get there (one mile each way).
She and her sisters were always very happy smiling people always ready for a joke, this helped to make life much better for everyone. She still had friends on the estate and the whole family occasionally in an evening would take a walk of around three miles to visit Mr and Mrs Linton, he also was a gamekeeper on the estate.
Our mum was also a good Christian and attended church fairly regularly and also enjoyed attending some of the concerts and meetings held in the village hall, she also was a member of the WI.
The estate was very good to the family we received twice a year a load of fire wood, which myself and Sandy would chop up into suitable sizes to use on the fire. In the Spring the estate workers would come to dig over the garden and planted potatoes which helped greatly, this meant that all we (Sandy and I) had to do was keep the garden free from weeds and hill up the potatoes and plant some vegetables.
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As time moved on and we the children grew older all by the age of eight or nine years managed to find jobs. Sandy and myself delivering milk before going to school and then delivering groceries after school and at weekends Jean our oldest sister assisted in the Cooperative grocery shop. This of course all helped to bring in some money.
The school leaving age at that time was 15. We all attended Aberdour school initially. At the age of 11 the choice was either moving to Burtisland school which was a technical college or go to Dunfermline high school, both schools were a distance away from Aberdour and required travelling by bus. All the girls, Jean, Betty and Mary enjoyed Dunfermline High, while Sandy and myself went to the technical school. We all got excellent grades in the exams. I left school in 1938 at a time when the job situation was very limited with little choice. I had two interests, first to be a forester, my dream being to see all the high elevation land covered with trees as it was during much earlier times and take part in that operation. Secondly to become an Engineer.
I applied for two jobs, one on the Moray Estates to become a trainee forester, the other to become an apprentice mechanic with a garage company in Kirkcaldy.
Both replied and I decided to take up the forestry appointment. This proved very enjoyable and I loved the variety of jobs and gained volumes of experience working with two brothers, Bob and Will Ewan. Will Ewan was foreman and took a liking to me and gave me all the encouragement and opportunities to carry out everything which was available. The Second World War commenced on the 3rd September 1939 and when I was 17 1/2 years old I volunteered to join the RAF on flying duties and became a flight engineer. So in the end I got both my dreams to come true. After the war being demobbed in 1946, I took up an appointment to become a probationer at the Royal Botanic Gardens, Edinburgh. In 1948 I joined the Forestry Commission Research Branch.
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CHAPTER C
JOINED RAF 23RD JULY 1942
The Second World War started on 3rd September 1939. I’m not going into details regarding the reasons why Britain thought it necessary to do so as I believe most people know the reasons.
Prior to the war during the summers of 1937 and 1938 the Territorial Army held their camps on the outskirts of Aberdour on grass fields owned by Mill Farm, which was situated adjacent to the Sheriff Road. To us as youngsters it was exciting and interesting to see double rows of horses tethered along a single rope and the troops living under canvas in large tents. To see the different tartans depending on which regiment was resident in camp at the time, such as The Black Watch, The Camerons or The Gordons.
They were the first troops to be called up for service followed by people from certain professions and the general public of different age classes, one had to be 18 years old before being recruited.
All three services required recruits and there was a certain agreement of allowing people to join the service of their choice, however, if one service was short of personnel then recruits had no choice but to go where sent.
I was sixteen years old when the war started and when my time came to be called up I wished to join the RAF and, if possible, to fly on reaching my 17th birthday. I decided I would volunteer for the RAF on flying duties. Volunteers usually were given the opportunity to serve in the service of their choice.
I recall discussing the war with a few of my colleagues and suggesting that this war would change the face of Europe, and would also change all our lives completely if we survived.
I was called up on 23rd July 1942; my orders were to report to Warrington Recruitment Centre. My stay there was for two days where I, along with many more of my own age were fitted out with uniform and all other necessities. We then travelled to Blackpool to commence our training and embark on a flight mechanics course.
Blackpool like many other seaside resorts had many private residences available (usually used as holiday accommodation or bed and breakfast), these were now being used to accommodate RAF recruits.
I with others was billeted in Montague Street, South Shore near to the South Shore beach. This turned out to be excellent, the landlady treated us extremely well, and we each had our own bedroom and facilities. She had to supply us with breakfast and evening meal, and normal washing facilities. In fact for all the time I was in Blackpool, which was just under a year I stayed there, the RAF supplied our towels etc. In fact two evenings a week we had what was called ‘shower parades’. In total there was near 10,000 RAF personnel billeted in
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the town, so through the town certain buildings such as baths or swimming pool areas were converted into showers, rows and rows of showers with dressing accommodation alongside.
The recruits such as ourselves were divided into groups of between 40 and 50 and each group had a corporal in charge, he was in charge of all our activities such as the shower parade. We had to assemble at a point near to our billet on certain evenings each week. The corporal would march us to the showers then afterwards march us back, he was also responsible for us on all other activities.
The course of flight mechanic was a very intensive course covering both theory and practical work. This was carried out at Squires Gate near St Anne’s, three miles east of Blackpool and was originally a small airport. The hangers were converted to workshops for training purposes.
We were transported in bus convoys daily, morning and evening to and from the base with our same corporal, Lofty Clark, in charge. We also carried out the usual training and skills necessary to be a good soldier including physical training, assault course, rifle drill and route marches. Most of these were carried out on the area around the South Shore pleasure ground. The mechanics course lasted for five months. At the end of each fortnight we had verbal exams and after six weeks written exams, each exam had to be passed before one could move on. If I remember all our group passed their exams.
After the mechanics course we were given two weeks leave and on return commenced on a fitters course, which lasted a further five months, the same routine as previously. What I forgot to say, we had a break in the morning and afternoon when the NAAFI vans arrived serving a bun and a cup of tea.
By the end of the further course we were capable of dismantling an aircraft engine and reassembling it with success. We also had a basic knowledge of the aircraft workings at this stage before moving onto the next stage of our training, the flight engineer course.
We were divided into those who would be flying on Halifaxs [sic] and those who would fly on Lancasters, fortunately I was selected to fly on Lancasters.
Blackpool was a fairly good place to be stationed at, as with its many parks there was always plenty of opportunity to play sport, which was very much encouraged by the RAF. I spent most weekends playing either football or rugby; in fact for the 1942‑3 season I played rugby for Blackpool’s third team. There was little time in evenings for anything, as I said two nights were taken up with shower parade, then most weeks a further two nights for other activities. Every Sunday there was a church parade, one had to attend the parade but not the service if it was not your religion. Most places in Blackpool were closed, however, the lower levels of the tower were still open and I remember the organ was still being played and the ballroom was open at certain times.
For the flight engineers course those of us that were to fly on Lancasters were transferred to St Athans, South Wales. The course was originally intended to last eight weeks however, on arrival we were told that flight engineers were in such short supply that the course was being crammed into two weeks. To enable this to happen we worked a 12‑hour day, seven days each week, however, the course was a success and we all knew the basics about the Lancaster workings, although we still had not flown in a Lancaster.
At the end of the course we were split up into groups of six and told to report to a certain Air Training Unit. I had to report to Lindholme near Doncaster, where other members of crew which included pilot, navigator, bomb aimer, mid upper gunner and rear gunner were already
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at Lindholme operating as a crew for a period of four weeks awaiting for flight engineers to become available.
On arrival we were introduced to our crews and the following day we were flying as a complete crew, however, not on Lancasters (Lancasters were too scarce to be used on training duties). We flew on Halifax, this was a heavy bomber and gave the pilot the opportunity and experience of flying heavy aircraft. We continued training and flying at Lindholme for a further week.
As a complete crew and along with one other crew from the same course at Lindholme we were posted to 101 Squadron which was based at Ludford Magna seven miles west of Louth Lincolnshire. This was a recently built airfield; the runways and perimeter roads were complete along with the aircraft stand pods. Accommodation was nissen huts as were the messes. Roads and paths around the areas were still not laid; Wellington boots were the order of the day.
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CHAPTER D
LUDFORD 101 SQUADRON
Ludford Magna
Ludford Magna, a small village situated on the main road between Louth and Market Rasen, was to change dramatically as the area was chosen to be the site for one of the new warfare RAF bomber airfields. Work commenced in spring 1943 and by May the airfield was ready for occupation however, as with many other war built sites, many buildings were far from being useable.
The airfield had three runways with the main runway, which was two thousand yards long from north to south. The other two runways were 14 hundred yards, one of which ran east to west. They were all connected by a narrow perimeter track of which there were 36 standing pods. All personnel accommodation was nissen hut type buildings and erected on the north side of the main road running through the village, some distance from the main airfield.
101 Squadron took over occupation of the airfield in late June but even then there were no hardcore paths leading to the billets or the ablution blocks. This meant that travelling to and from billets or airfield, the only serviceable footwear was rubber boots. We as a crew arrived in late July and I remember squelching in the mud around the base and when it rained circumstances were even worse, and it did rain quite a bit during the autumn and winter hence the airfield got the nickname of Mudford (instead of Ludford) and was well deserved.
On days when operations were planned the routine was briefing which was held at a certain time when all crew members met in the briefing room where the CO (Comanding [sic] Officer) addressed the crews stating which crews were flying and which if any were on standby in case any crew members were unable to fly.
The CO would then open the curtains on the wall covering the maps and the target, after which the various heads of section gave details of weather expected on route over target and on return, also bomb load, fuel load and any other relative information such as height levels expected to be flown at by the different aircraft. Lancasters usually flew at one or two thousand feet higher than the Halifax, which would be flying at around 19,000 feet.
It was most important for 101 Squadron to keep strictly to the timing and height levels as with ABC (Airborne Cigar equipment) on board, 101 Squadron crews task was to cover the rest of the bombers flying on the operation, along the route to the target, through the target and on the return route. Example, if the target time was 20 minutes for all aircraft to pass through the target and if 101 Squadron had 22 aircraft flying, each aircraft would be allocated a time through the target of one minute apart.
This put considerable pressure on the navigator and pilot, the route was always discussed among the crew members such as pilot, bomb aimer and engineer in order to help and assist the navigator to stay on course such as any landmarks, heavy barrage of ack ack or search
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lights, as these would usually mean certain industrial areas, towns or cities. Also if weather conditions were good possibly a certain bend on a river or railway, or road crosses, these markers were always very helpful to the navigator to keep him on course and on time.
All crew members had different personalities we all, however, accepted that we were professionals and some of the best in our trades, and that belief and the fact that we worked extremely well as a crew. We trusted each other’s judgement and carried out the requirements without question.
The crew (our crew) was organised similar to a football team we had a captain in our pilot Wally and with a few key team players who had the ability to carry out other members’ duties. They were Navigator, Jimmy, could act as bomb aimer, Eric our bomb aimer had sufficient knowledge of navigation to bring the aircraft home, and myself as engineer could in an emergency takeover and fly and land the aircraft. The gunners were the crewmembers most out of touch with the others. In my position I could watch their turrets for movement and could keep in touch with them, and if for any reason their turrets were not moving I could give them a call. I could easily see the mid upper gunner Bill and see the rear gunner guns Len when they turned to port.
Eric our bomb aimer lounged in the front compartment of the aircraft on lookout for other aircraft and to aid the navigator, his map reading was spot on, and he liked to give a commentary of what was happening leading up to the target – such sayings as men it’s bloody marvellous, we are bang on time over the target, then this was his time he was in control, he was very precise with his left slightly, right a little, hold it there, left a little. I would be watching for other aircraft and for fighters, and as he said on this occasion that it was over Berlin I said hold it Eric another Lanc is just passing immediately beneath us. He said: “I have missed the target we will have to go round again”. In this situation Eric was in control and Wally our pilot even with a few strong words said to Jimmy our navigator “give us a new course to bring us round again”. There were the occasional shouts from the gunners such as “fighter on port, eleven o’clock” or “watch that searchlight” or “collision between Lanc and Halifax – no parachutes, poor bastards”. The wireless operator Norman (Nobby) was good at his job he never panicked. Nobby could obtain bearings when others couldn’t. I think he did naughty things on the frequencies to get priority. He had the warmest place on the aircraft.
Jimmy our navigator was superb, conscientious, every course had to be accurate and everything he did he gave a reason for his decision. Wally our pilot would discuss with him the situation for the change of course and automatically changed course. Wally was an excellent pilot, steady and a good captain and we worked well together, we the crew called him our taxi driver. Taking off with a full bomb load and possibly two thousand gallons of fuel was the most nervous part of the trip, after receiving the green light he would taxi onto the runway, line up, test the engines remembering we had probably some waiting for five to ten minutes, with slow engine revolutions which could overheat the engines. We together would open up the four throttles when the engines were screaming he would release the brakes and the aircraft would start rolling along the runway. When we reached the 90+ speed he would require both his hands on the controls and I would push the throttle controls fully forward, keeping the port engines throttles slightly ahead of the starboard engines throttles, as I found that the Lancaster tended to veer to the port on take off or nearing the end of the runway. If we were still on the ground I would push all four throttles through the barrier, this gave the extra power we only used this in extreme cases, as it was hard on the engines and used extra fuel. Once in the air Wally would say “undercarriage up” then “flaps up” and we would start climbing on a spiral course until we reached the height of around ten thousand
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feet before setting course on our operation. I would adjust engines to obtain speed required with minimum revs.
As I previously said 101 Squadron operated ABC, which meant we carried an eighth member of crew. A specialist, his job was to jam German radio transmissions to the night fighters’ ground based controllers, his operating place was just behind the main part of the port side about 6 ft square with no external vision. It was said that these members had no one crew to fly with and were allocated a crew on an operation base, this maybe true however we were a very organised crew and this arrangement did not apply. We therefore were allocated Ken as a crewmember and he flew with us during the remainder of our tour.
101 Squadron radio call was for aircraft ‘Bookworm’, control tower ‘Bookshop’.
Returning to after briefing was completed we returned to the mess where a meal was always arranged which consisted of a main course of egg, bacon and chips. We then dressed into our flying kit, collected our parachute and made our way to the crew room where we collected our flying rations, these consisted of sandwiches, Horlicks tablets chewing gum and a flask of coffee or tea. If you wished wakey wakey pills to help keep you awake while flying (none of our crew ever indulged in these) we also collected a package containing money and maps of the countries over which we would be flying on the chance that we may be shot down.
After a few operations, the crew was allocated our own aircraft, for us X² the dispersal point was quite a way round the perimeter track and close to the road. The aircraft was parked facing away from the road and perimeter fence so when Mac our ground crew sergeant in charge of X² and his colleagues required to clean their dirty, oily boilersuits they would wash them in a can of fuel and hang them on the fence behind the aircraft, then when the engines were tested the slipstream would blow dry their clothes.
There was usually four or five technicians allocated to each aircraft with either a corporal or sergeant in charge. They were a grand bunch of lads, dedicated and had to work in the open under all various weather conditions from high summer temperatures to severe cold and winter weather conditions. They also had a remarkable collection of spare parts hidden away in their crew hut, which they built up over time from broken Lancasters. This enabled them to carry out repairs and patch up any enemy damage that had been inflicted on the aircraft. This meant that the aircraft could be kept serviceable and ready for action without delay and not having to ground the aircraft while waiting for spares from the stores.
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CHAPTER E
OPERATION DATES AND TARGETS
[photograph of author]
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Operations 101 Squadron 1943-44
Operation – Date - Place
1 - 20th August 1943 - Leverkusen.
2 - 30th-31st August 1943 - Munchen Gladbach.
0 - 31st Aug-1st Sept 1943 - (Abortive) Berlin. Starboard outer feathered, landed on three engines.
3 - 3rd-4th September 1943 - Berlin. Held in searchlights for five minutes.
4 - 23rd-24th September 1943 - Mannheim.
5 - 29th-30th September 1943 - Bochum.
6 - 2nd-3rd October 1943 - Munich. Shot up over Amiens landed Tangmere.
7 - 5th-6th October 1943 - Hanover.
8 - 20th-21st October 1943 - Leipzig. Electrical problems.
9 - 3rd-4th November 1943 - Düsseldorf.
10 - 10th-11th November 1943 - Modane. Fuel shortage, landed Tangmere.
11 - 18th-19th November 1943 - Berlin.
12 - 22nd-23rd November 1943 - Berlin. Rear turret frozen up.
13 - 26th-27th November 1943 - Berlin.
14 - 16th-17th December 1943 - Berlin. Heavy losses fog on return. Many fighter flares around target area.
15 - 20th-21st December 1943 - Frankfurt.
16 - 24-25th December 1943 - Berlin. Rear turret u/s starboard outer feathered.
17 - 29th-30th December 1943 - Berlin.
18 - 1st-2nd January 1944 - Berlin.
19 - 2nd-3rd January 1944 - Berlin. Mug passed out through lack of oxygen.
20 - 5th-6th January 1944 - Stettin. Best photo in bomber command.
21 - 15th-16th January 1944 - Brunswick.
22 - 27th-28th January 1944 - Berlin.
23 - 28th-29th January 1944 - Berlin.
24 - 15th-16th February 1944 - Berlin.
25 - 19th-20th February 1944 - Leipzig. Heaviest losses in group.
26 - 20th-21st February 1944 - Stuttgart.
27 - 24th-25th February 1944 - Schweinfurt. Best photo in group.
28 - 25th-26th February 1944 - Augsburg.
29 - 1st-2nd March 1944 - Stuttgart.
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CHAPTER F
101 SQUADRON
NOTES ON VARIOUS OPERATIONS
In late July 1943 after completing my flight engineer course and joining the other crew members at conversion unit Lindholme near Doncaster, with two other crews we arrived at 101 Squadron based at Ludford Magna. The crews were always known by the name of the pilot and out of the three crews that arrived, two crews had the name of Evans; W L Evans and A H Evans. I was the flight engineer assigned to W L Evans’s crew and had flown with them at conversion unit, however, the records had been mixed up and showed me as flight engineer to A H Evans’s crew. The simplest method of resolving the problem would have been for me to join A H Evans’s crew and the other flight engineer to join W L Evans’s crew. W L Evans, however, said definitely not, I was his engineer and in no way was I not flying in his crew, the records were therefore corrected.
For the next three weeks we worked as a crew getting to know each other and familiarising
ourselves with the aircraft. When we were told that we were to be on operations we had
flown 33 hours in total, 12 of which was night flying.
Both crews flew, our first operation was on 22nd-23rd August 1943, the target was Leverkusen. There was of course much excitement among us and especially when at briefing the curtains covering the maps on the wall were opened and we saw the target, we were the new bods not knowing what to expect. We listened carefully to what was being said by the various Heads of Section regarding the weather, hot spots to miss along the route, where fighters could be expected and where flak would be very heavy.
Leverkusen was a German town situated in the near proximity of the Ruhr Germany’s main industrial centre, where a high percentage of their heavy equipment was made. The Ruhr had been visited many times and considerable damage carried out which helped delay their war equipment this was an operation to attack specific targets, which would further upset and delay their war effort.
After briefing we returned to the mess for a meal, which usually consisted of egg, bacon and chips. Takeoff was scheduled for around 21:30 hours so before that we had to collect our parachutes rations and packet containing money, maps etc to cover the countries over which we would be flying in case we had to bail out.
We then changed into flying kit before catching the crew bus out to our aircraft. The next task was to carry out the pre-flying checks on the aircraft, then start the engines.
Wally then taxied the aircraft along the perimeter track towards the takeoff runway, waiting in the queue for the aircraft in front to obtain the green light to takeoff. Then our turn, green light given, we turn onto the runway, line up at the end, carry out the formal checks between pilot and engineer. Wally our pilot and skipper then holds on the brake as I open up the four
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throttles, pushing the port two slightly ahead of the starboard two, let brake off and feel the aircraft rush along the runway increasing speed rapidly (this was the most exciting part of the operation as far as I was concerned).
As the throttles are fully opened and as the end of the runway is nearing, the heavy aircraft laden with fuel and bombs leaves the tarmac behind. Relief. Pilot: “undercarriage up” engineer “undercarriage up, brakes on off”. Pilot “flaps up”, engineer “flaps up”. As the undercarriage and flaps are raised you could feel the plane sink a little before starting to climb. Pilot to navigator: “course and speed, and height”. I would then reduce throttle to minimum revs to produce power sufficient to keep climbing at the speed asked for, then as far as possible synchronise the four engines to cut out unnecessary noise. The noise from four Merlin engines was a noise that you never forget.
Taking off and managing to get this large aircraft off the ground safely while possibly carrying two thousand gallons of fuel stored in the wings and a full bomb load under your feet, as I said previous, was always the most exciting part of the operation as far as I was concerned and I always marvelled at Wally’s skills in achieving this without any mishaps. I was always relieved, happy and knew that everything would be all right until we had to do it all again on the next operation.
We had no troubles with our landing at base on return from Leverkusen, taxied to our parking space, caught a crew bus which took us to the debriefing room where we received a nice hot cup of tea or coffee with a spot of rum in if wanted. The debriefing consisted of an Intelligence Officer asking a number of questions about what we saw on route, anything unusual, searchlight positions around built up areas, flak, fighter activity. Did we see any planes being shot down and did we see any parachutes appearing and anything else, which may be of interest.
We were then able to return to the mess for breakfast. While having breakfast, A H Evans and crew arrived, we had a few words regarding the operation and made our way back to our billet for a few hours sleep, luckily it was coming up to high moon period so for the next ten days there were no operations.
The second operation, which both crews were on, was to Munchen Gladbach on 30th and 31st August, we had another fairly quiet trip without any problems and landed safely on time at Base. We heard that two planes were late, one of which was A H Evans, we held on at breakfast hoping to hear some news. News came through that a SR Lancaster had landed further south due to fuel shortage, it turned out not to be A H Evans and crew. The following day we heard the dreaded news that A H Evans’s crew was reported missing and presumably shot down. This was later confirmed.
This was a new experience for us to know that seven young men who we had been friendly with, even for a short time, were no longer around. The engineer had come through the same training as myself – mechanic course fitters course at Blackpool – followed by flight engineers course at St Athans, then crewing up at Lindholme. He was slightly older than myself therefore not in my squad although I did know him on the course to say hello, and as you know both crews joined 101 Squadron on the same day and I almost changed places with him.
The same routine was followed each time we took off and continued to be the most anxious time and possibly the most scary and nervous moments of each operation. We soon realised that each operation was different with its own hazards and that flying over Europe for however short or long a period, it was a very dangerous and frightening place to be.
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The normal procedure for all aircraft after takeoff was to start to gain height, circling the area until reaching a height of around 10,000 ft before setting course for the target. Around the Lincoln area there were at least 20 airfields, each with at least 20 aircraft flying on each operation, that was why the residents living in the area knew when operations were on by the noise of 400 planes all circling to gain height. Once a course was set we tried to reach a height of at least 15,000 ft before crossing the enemy coast.
There were certain things that we had no control over such as the weather, the conditions on route could be quite different from that forecasted. Increased wind speeds, a tail wind instead of a nose wind, these affected the navigator greatly who was trying to stay on route and be at a certain point within the time space of the operation. More so with 101 Squadron, responsible to give protection by using ABC over the full length of the operation. Thunderstorms and heavy clouds could also cause icing up of the engine air intakes and front edge of the wings (remember temperatures could be as low as -20°) and if not dealt with could cause engine failure.
Fog, however, was the most serious problem, thick fog in the UK on return. Blanket fog so thick it was impossible to see anything from the air or the ground, this caused heavy losses of aircraft as returning from flying with low fuel levels, trying to find a landing ground was impossible, for many resulting in heavy losses in aircraft and crews. Conditions improved slightly when FIDO was installed on some runways.
There were hazards from conditions which crews did not expect as the Met weather forecasts had given much more favourable conditions, otherwise we should not have been flying. As soon as we flew over the Dutch coastline we expected to be greeted by flak and if ground conditions were good by enemy fighters, depending on the operations route, flak could be very heavy and accurate especially round the towns and cities. Searchlights then also came into play especially those with the strong blue coloured lights. If caught by one of these it was almost impossible to lose them they were also radar controlled by anti-aircraft guns, which were especially accurate and many aircraft became casualties.
There was also a fair risk of collision bearing in mind that on the route to the target there were possibly between 400 and 600 large aircraft (100 ft wingspan) all travelling in the same direction at the same time, making for the same point and expected to be over the target all within the space of 20 minutes or less (granted there would be a range of heights between some, possibly within a band of 2,000 ft). Think of it as 600 cars travelling along a motorway all doing 70 miles per hour, all expecting to pass point ‘A’ at between 01:00 and 01:20 hours. If congestion occurred the car driver would see and would slow down, there was no way of changing lane or slowing in an aircraft. It was therefore very clear to us as a crew early on that flying over Europe was a very dangerous and frightening place to be and if we were to succeed we had to work as a team, be alert all the time whether for two hours or eight hours. This we managed fairly well, we recognised that the safest place to be was in the middle of the concentration along the route. It was usually those who had strayed off course that were picked off by fighters or became casualties by flak.
Our navigator Jimmy was therefore a very important member of the crew (he was an exceptionally good navigator) the rest of the crew could also help him which we did if conditions were clear telling him of certain markers, such as there is heavy flak ahead to 11 o’clock, or we are just passing over a river with a railway line and road alongside or such like information.
He could then take action if necessary and give a change of course to Wally our pilot, or if we had a strong tail wind ask me to reduce speed slightly. So we had two-way conversation
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between key members such as navigator, bomb aimer, pilot and engineer but only with reference to the operation in hand.
The rear and mid upper gunners role was to continually scour the sky by rotating from side to side in their turrets, with one turning to starboard the other turning to port, the bomb aimer controlled the front myself had the only view to watch the gunners and watch ahead and to the sides, while the bomb aimer carried out his other work such as dropping window or preparing for his bombing run, therefore we were fairly well covered. If another aircraft came close or overhead, or below us on our bombing run a crewmember could give the alarm. If a fighter was seen and showing interest then mostly the gunners gave the alarm “fighter starboard, 2 o’clock, dive now!”. Wally would dive immediately and carry out a corkscrew manoeuvre then return on to normal course, this usually worked. If for any reason I could see the gunner’s turrets not moving I would give them a call, only once was it necessary to take further action (this is recorded later) usually they were just having a short rest or such like.
Fuel was also a concern, petrol was rationed throughout the UK as most of the supplies had to be imported, therefore fuel for aircraft was also closely regulated on Lancasters to 200 gallons per hour flying time. Therefore if the estimated time for an operation was seven hours, fuel allocated was 1,400 gallons plus 200 extra, a total of 1,600 gallons.
The flight engineer therefore did have some control; it was dependent on how efficient he was in regulating the engines (similar to driving, there are good drivers and not so good drivers). The Lancaster had six fuel tanks, three in each wing with the small tank on the outside of the wing which could only be pumped into the middle tank, the other two on each wing could be used in tandem or individually to feed the engines.
It was the engineer’s responsibility to use the fuel distribution the most successful way so that whatever happened the maximum fuel was available to keep the engines running. To such ends I fully used the centre tanks each fuelling the two engines on port and starboard when sufficient was used pump tank fuel into tank two, then using fuel evenly from the other two tanks to supply the port and starboard engines.
If anything unforeseen happened such as a tank being damaged from enemy flak or fighter guns, the minimum fuel loss would occur and I could re-adjust my method of usage by opening and closing valves.
All engines could be run from one of the four tanks, this meant keeping a log and recording every ten or fifteen minutes. It was also necessary to record engine temperatures and oil pressure and with experience listening to the noise of the engines could give a good indication of how efficient they were running. Fuel could be saved by making sure that, when possible, the engine revs could be reduced and that other control on the aircraft such as flaps, etc were being used at optimum levels. This saving in fuel could be the difference between touching down safely or not, on the odd occasion when fuel loss occurred from a leaking tank or when on reaching the base area it was under thick fog and extra flying was necessary to find a suitable landing site.
Life on the base was very mixed, flying on operations was usually carried out during the dark nights of the moon and these two weeks could be hectic, operations could be on two consecutive nights resulting in our crew getting to bed at around 05:00 hours and then having to be ready for pre-briefing and head of section meetings, followed by main briefing at 15:00 to 16:00 hours and once again ready for takeoff by 21:30 hours. Other times operations could be scheduled and then cancelled because of possibly extreme weather
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conditions over the UK or over the target area. The dark nights were therefore a continual case of being ready to fly when called upon.
The period of high moon was more relaxing. Training and practice still had to be carried out such as bombing practice for Eric; this was carried out on targets set in the North Sea a few miles off shore. Gun practice for Len and Bill carried out on a moving target towed behind a small plane off the coastline.
The station had an excellent gym where one could keep fit which was essential and a very good library of general reading material and technical information. I also spent a considerable amount of time on the simulator improving my flying skills and landing procedures, also the period when crews could have some leave. I always travelled home on these occasions.
We were on base during the autumn (harvest time) as a crew we decided to help the local farmer with stocking and collecting his grain crops as our accommodation Nissen huts were situated near to the farmstead, in return he offered us a pile of fire wood to keep our stove lit during the colder nights as the coke ration was rather limited.
Ludford Magna was a small village supporting two pubs, a post office and a small but very nice church during the 11 months, which I spent at the base. I had never been in either of the pubs. I had attended the church service on a number of occasions.
The Women’s Institute also ran a small unit situated on the main street where one could obtain a nice cup of tea and a cake, also within a mile radius there were two small cafes which crew members frequently visited during the day for a tea and a bun.
During off flying periods we as a crew fairly regularly visited the Kings Head Hotel in Louth where we had a meal. Crewmembers also received generous leave, seven days approximately every 6‑8 weeks depending on weather and operation timing. We had extra rations of chocolate, vitamin tablets and cigarettes. On leave from Ludford I always travelled home to Aberdour in Fife, Scotland. It was a long, slow journey, going on leave we usually managed to go by transport from the base then catch a train at Louth to Grantham where we could catch the train on the main line travelling between London and Edinburgh. This was usually an overnight train and usually very packed by other military personnel doing the same. The train usually reached Edinburgh during the night or very early morning then another wait to catch a train to Aberdour. The conditions occurred on the return journey unfortunately the train reached Louth early in the morning when no such transport was
available; it was then a seven mile walk back to base.
Leave was a time to catch up with family and friends and especially to catch up with sleep and to chill out and rest. I said earlier that we did have good rations of sweets, chocolates and cigarettes which I usually was able to take some home.
During the winter 1943/44 we had several days of heavy snow and naturally this added to the mud when it melted, it also meant that to keep operational the runways and perimeter tracks had to be cleared of snow, every available person, air crews and ground crews, armed with spades and shovels turned out to clear the snow. We were treated with the odd drop of rum to keep the cold out and our spirits up, and to keep us digging.
Our billet nissen huts had snowdrifts around them, these Nissen huts were unlined and in bad weather there was considerable condensation inside and this used to run in the corrugations of the sheeting and if the temperature was cold enough, it would freeze. We did have heating in the form of a round pot stove with chimney from top of the stove up through
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the roof. Coal or anthracite was the main fuel, it was of course rationed and in short supply. There were raids between huts to obtain extra supplies. The odd chair went missing along with any spare pieces of wood to help out. If you were lucky and had sufficient supply to completely fill up the stove and get it and part of the chimney extremely hot then it would keep the hut warm until the next morning.
During the summer the problems were different, it was earwigs that would climb up the inside of the huts and occasionally drop into beds. I remember one of our crew members, I can’t remember who, while sleeping an earwig crawled into his ear and he had to pay a visit to the MO to have it removed. Field mice could also cause annoyance.
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NOTES ON VARIOUS OPERATIONS
Operation 3
3rd/4th September 1943
Target: Berlin
We had a reasonably quiet trip keeping clear of the various hot spots on route and staying well on course, searchlights were many on the approach to the target with some very powerful blue lights. As we prepared for our bombing run we got caught by one of these powerful lights and no matter what we did we could not lose it, and if we did a further light caught on to us. We were flying at 22,000 ft; Wally decided the best manoeuvre was to put the aircraft into a power dive and loose [sic] height quickly.
After four minutes we were down to 18,000 ft and still dazzled by its glare just then a Halifax, which was flying at a much lower altitude, drifted across under us and the light caught on to it, then the Halifax completely exploded. It had received the full blast possibly intended for us. These blue searchlights and guns were radar controlled and worked together.
We reached the target and bombed at the lower level then set for home and had a quiet trip back to base. We were a bit shaken up by what had happened to the Halifax and in future made a mental note to keep well clear of blue searchlights. The navigator noted in his log the position of this light so if possible it could be targeted for special attention.
Operation 6 (705 hours)
2nd-3rd October 1943
Target: Munich
Takeoff time for the operation was 18:45 hours. For us as a crew this was a quiet trip, we had no problems with enemy fighters, searchlights were few and by keeping strictly on course found no problems with ack-ack. We reached the target on time, bombed and started on our way home still without any troubles, then as we thought we were doing well without warning we were shot up by anti aircraft guns near the town of Amiens which caught the underside of the body of the aircraft and along the wings. From this we developed a fuel leak. In trying to evade further damage from the anti aircraft guns Wally put the aircraft into a power dive at around 21,000 ft, trying to pull it out took Wally and myself great strength pulling on the control column, we were down to 5,000 ft when we finally levelled out. On inspecting the aircraft at Tangmere we found that many of the rivets on the lower side of the wings had been stripped open owing to the strain on the wings caused by the speed in diving, and counted over 80 holes of various sizes along the body and wings however after refuelling the following day we decided the aircraft was airworthy and safe enough to fly back to base where we could have repairs carried out quickly. Mac was not amused when he saw the Lanc X not X² but was pleased that we had brought it back safely for his team to repair it.
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Operation 8
19th/20th October
Target: Berlin
During the week previously I had been told that more new Lancasters would be arriving at base and the one with X² as its recognition number would be allocated to our crew and from then on for our use on operations. Up until that date we operated on whichever aircraft was available. Mac, a ground engineer (Sergeant) had arrived on the station in July, until now he was a spare engineer, X² became his charge for all servicing and repairs. We struck up a great relationship between us and after each operation, as soon as possible I would contact Mac and tell him of any problems which we had experienced during the flight. I was thrilled to think I would be the only person operating these engines and I could nurse then [sic] whenever possible and be reasonably sure that they had not been misused for no good reason. Mac had warned me that because of the lack of time, the aircraft had been checked and was serviceable, however, he and his team had not yet had the time to check all electrical and hydraulic circuits.
Takeoff was 17:30 hours and all went well until I retracted the undercarriage, it appeared to lift ok but the warning lights indicated that it had not fully locked. We proceeded to circle and climb and as we reached the Dutch coastline Nobby, our wireless operator, was having problems with his equipment, I then had a temperature gauge on one of the engines reading an excessively high temperature. The engine appeared to be working satisfactorily, however, we were still only a short time into our operation. I was concerned what may continue to happen and without radio contact we could have a problem.
We still had a full bomb load on board and high levels of fuel, under these conditions we could not return to base and land without losing our bombs. Wally was in agreement with Jimmy our navigator, they decided that they would set course for Texel and drop our bombs on the installation there. This we did then returned to base. As we had no contact with ground control we landed without permission.
On return before landing, however, we dropped our undercarriage and as the lights were not showing we did do a shallow dive with a quick pull up, this jerked the undercarriage down and all was well. The problems were resolved, the pressure gauge was faulty, meaning the undercarriage was not fully engaging because of limited pressure on the hydraulics.
Operation 10
11th/12th November 1943
Target: Modane
Normally as we have said previously operations were usually carried out during the nights when there was no moon. This was full moon; a beautiful bright night with clear skies which meant that aircraft flying could be seen for great distances. We had no trouble in reaching the target with little or no opposition from enemy fighters, searchlights or flak. Even on the way home it was trouble free and we could see and watch the marvellous sights of the high mountains as we passed over them and then without notice flying over Amiens a blue searchlight ‘coned’ us, immediately followed by heavy and accurate ack-ack fire which burst very close to us, causing some damage to the underside of the aircraft and to one of the fuel tanks, luckily no crew member was injured.
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This was not a great problem it only meant isolating the tank involved, eventually causing a fuel shortage. I said we would not have sufficient fuel to reach base, so Jimmy (our navigator) gave Wally a course for Tangmere in South England where we landed. On checking we found that the aircraft was not too badly damaged around 50 holes of various sizes along the underside of the fuselage and two holes in the side and front window where a piece of shrapnel entered in and out again, as well as cutting a hole in the sleeve of my flying jacket. This I did not know until I was removing my jacket.
The following morning we refuelled and returned to base.
Operation 14 (Black Thursday)
16th-17th December 1943
Target: Berlin
This was supposed to be a very quiet trip as reported at briefing in the late afternoon. The weather was so bad over Europe that no fighters would be able to fly therefore the route would be straight to the capital Berlin, and straight back out – should be a very easy journey, unfortunately things did not turn out this way.
As we crossed over the Dutch coast the weather took a dramatic change and instead of cloud and thick fog, conditions were good for flying and the fighters which were supposed to be sitting on the ground were flying on strength and interrupting the bomber stream, and we noted a few running battles and a number of aircraft being shot down. Within a short time it was clear that this was going to be a night to remember. The attacks continued all the way to the target, fortunately we remained clear of any trouble except for seeing the odd fighter going in the opposite direction.
There was the usual heavy concentration of searchlights and heavy activity of ack ack over the target creating a heavy barrage. We bombed on target and set on our route for home, this proved uneventful for us although we did see a few fighter battles being continued.
The weather by this time was beginning to close in with much more low cloud as a result Wally decided to carry out a gentle decent, reaching the coastline at around 2,000 ft and by this time we knew that there would be trouble with low cloud and fog. We were alerted by base that Ludford was fog-bound and that we should proceed to Driffield, this was when it became very difficult. By now all the crewmembers were active in trying to find any ground markers all with little success, Eric who was still in his front position shouted “pull up Wally – I’ve just seen a barrage balloon”. Jimmy quietly informed us we must be over Hull, I’ll use this as a reference check.
By now we had been in the air for 7 1/2 hours and from my calculations our fuel was becoming in short supply. Nobby (wireless operator): “I’m picking up a signal” RT messages from Dishforth and Catfoss but they could see no lights through the fog.
Then Catfoss offered to put a light on for us, they, however, realised that we were very low and put the beam aimed parallel to the ground.
Presumably, because of the light what Wally and I saw was a farmhouse and buildings, we both acted simultaneously, Wally pulled the control unit full back, I slammed the throttle fully open, luckily I had been flying with the engine booster pumps on so there was no delay in the engines producing full power. As the power emerged we somehow managed to lift the aircraft over the buildings we must have been only feet away from the ground because as the
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aircraft pulled up the tail wheel clipped the farm entrance gate, I think that it must be true to say that the beam of light from Catfoss saved our lives.
Wally: “How much fuel have we left?” My reply, ”Very little, what should we do?” Jimmy: “Take course for base and try to land there”. We decided to return to base and as luck would have it Eric caught a brief glimpse of something he recognised followed by a few sodium lights of the outer ring lights and as we circled round Wally said “I think I will go round again as I will then have a better chance of landing”. “No” I said, “we do not have the fuel for that”. So with some quick manoeuvring he managed to bring the aircraft back on course. Unfortunately, as I have said previously there are so many airfields in Lincolnshire that the outer perimeter lights cross over each other and this is what happened to us because we were flying so low we managed to pick up the occasional light expecting it still to be the lights for Ludford. Unfortunately we had crossed over and unbeknown to us were travelling on the lights for Wickenby. On having a glimpse of the runway lights Wally turned in and asked for permission to land thinking it was Ludford, Ludford control said yes but we can’t see you. We landed safely part way down the runway the fog was still very thick. Wally to control: “We have landed but fog too thick to see”. Control: “You have not landed where are you?”. Wally and I looked at each other “Wally we have haven’t we?” Then a further voice came on, this is control Wickenby we think you have landed here “who are you?” Wally told them and asked them to give directions. Leave the aircraft where it is, we think it is still on the runway, we will send transport to collect you when we find you. After 20 minutes a crew bus collected us and eventually dropped us off at the mess where we had a meal and it was Wickenby.
Wickenby was a wartime base similar to Ludford and with similar living accommodation. We were given a nissen hut where we had a cold bed. As we were extremely tired after our ordeal we had a good sleep.
We woke up to a much better day and there on the runway was Lancaster X² just where we abandoned it. I arranged for fuel and a starter trolley to be delivered, prior to refuelling Wally and I started the engines, carried out the pre-flying checks.
The engines fired up and ran for 2 to 3 minutes then began spluttering and then stopped. We had run out of fuel, the decision not to go round again was the correct decision.
Mac our ground engineer and his staff were there to meet us on our return and gave hand signals in order to park up on our parking point. Mac said: “where have you been” and gave me a big hug. “I think I heard the old girl last night and we came running out hoping to see her, I’m sure it was her she has a noise all of her own, a sweeter, quieter noise”. However, when we checked the time we thought that we must have been mistaken because we were sure that she did not have the fuel to last that time. Then we heard that a Lancaster had crashed on the rising ground hear [sic] Louth so we then went to bed – none of our aircraft landed last night, apparently they are scattered across the east side of England as they are from all the other bases round about.
“Is she ok?” Mac asked. “Yes” I say. “You might however check over the engine booster pumps as they were used a lot last night”. Mac: “What’s happened to the cowlings around the tail wheel?” Me: “Oh, give the tail wheel mounting a good inspection Mac”. Mac “Why, what happened, surely Wally didn’t do this on landing, he usually lands on the main wheel first”. Me “No, we hit a gate”. Mac “You what? You hit a gate, why didn’t you open it first!” Mac: “Yes, will check her over and make her ready for tonight if required”. Fortunately the fog again returned with poor visibility, it was 4 days before we flew again and then the operation was Frankfurt.
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We found out later that out of the 483 Lancasters that flew that night 25 were lost over Europe from a combination of attack from night fighters, flak and collisions. Another 29 Lancasters from crashes, which occurred due to the thick fog conditions experienced around the airfield on returning home and trying to land.
Mac also confessed that he and his engineers were completely fed up with the time they had spent working on the carburetting on the engines, ensuring that the fuel taken up by the engines was the least possible and me insisting that they check the volume over and over again until no more could be done.
He now agreed that all the effort made now paid off as if not there was no way that she could have kept flying for that period of time (8 hours 30 minutes) and he said thank you.
Each aircraft carried seven crewmembers, 101 Squadron aircraft carried eight crewmembers. On the attached page there is a paragraph which Len Brooks, our rear gunner told his recollection of the night’s events due to the fog.
Considering the events of that night in a rational way it is difficult to believe what happened could have happened with a satisfactory ending.
We had travelled across Europe direct to Berlin and back escaping enemy fighters, flash lights and enemy ack ack fire without mishaps, only to arrive back in Lincolnshire to find all the eastern side of the UK that the cloud base had almost reached ground level. Base diverted us to Driffield and we found ourselves over Hull and among barrage balloons. We were flying low to try to find some marker which we could relate to such as outer ring lighting or runway lighting, as there were a number of airfields in that area.
Nobby our wireless operator said I’m picking up RT messages from Driffield, Dishforth and Catfoss but they could not see us because of the fog. Catfoss offered to put a light up for us realising we were so low, their beam was almost parallel to the ground. How was it that the beam came on at that precise moment? How was it that we acted so quickly with the control column and obtained such a quick response from the engines? The aircraft must have climbed at 40‑45% because as the power took over the tail wheel caught the gate leading into the farmhouse, meaning that the aircraft was at most four feet from ground (travelling at 150 miles per hour), this meant covering the ground at 88 ft per second. The time we had to clear the farmhouse and building was less than one second, how could that happen?
We know what Len Brooks said, he felt the power from the engines and looked down and saw the chickens in the farmyard scampering away from their coupes denoting that the aircraft had climbed exceptionally quickly. How did the aircraft pull itself up and over a two storey building in such a short distance? What would the consequences of been had the aircraft not made it? How many people were in the house; farmer’s wife and family? How many children? In fact what was their experience of it, did they sleep through it or were they very scared? We don’t know. How many animals were in the steading, was there a milking herd of 20 to 30 cows? The destruction could have been tremendous, as it was no one was injured as far as we know.
We gained some height; Jimmy gave Wally a course back to base. Why was it just at that precise moment that the fog thinned to allow Eric to recognise an object followed by the sodium lights of the base outer circle? Wally saying that he thought he should go round again, I say no we haven’t the fuel, Wally doing an unconventional manoeuvre to bring the aircraft back on course and immediately picking out further lights of the outer ring. However, by this time we had left Ludford outer ring and crossed over onto Wickenby outer ring. We kept on circling round very low to keep lights in sight and luckily spotted the runway lights
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and landing part way along the runway thinking we had landed at base surprised to find it was Wickenby we had landed at, then being told to abandon the plane where it was on the runway. Had we been directed to taxi off the runway and round the perimeter track to a conventional parking area I think the engines would have cut out on the way giving all the crew a complete shock. As it was it was only myself and Wally who realised the seriousness of the situation when we started the engines the following morning.
As I said earlier this was supposed to be a very uneventful operation, in and out of Europe. The average trip to Berlin was around 7 1/2 hours flying time, fuel 1,750 gallons, this I consider could have been estimated at around 7 hours maximum flying time, 1,700 gallons.
I realise that I was always considered better at conserving fuel than most engineers however, how did our aircraft manage to stay airborne for 8 1/2 hours and give out as soon as we touched down. This turned out to be a very exciting but frightening night, how was it that we managed to avoid the various objects we encountered and still managed to bring X² back safely. This was an episode that as a crew we never talked about.
Operation 16
24th/25th December
Target: Berlin
Takeoff time if I remember correctly was early evening in order that we should reach the target before midnight. On board each aircraft was a mix of various bombs, high explosive, incendiaries and delayed timed bombs triggered to explode on Christmas Day.
It was an uneventful night for us, keeping our place on route, seeing some ack-ack activity
aimed at those aircraft, which strayed off route and seeing the occasional night fighter gun tracers streak across the dark sky.
We reached the target on time and Eric was preparing for his bombing run when I noticed that the oil temperature gauge on the outer starboard engine was reading very high. I had to decide the best action, normally on the bombing run I would be on lookout watching for other aircraft approaching us from above or below us and was all the other spare members of crew, it was critical to have maximum look out because of the concentration of aircraft all making for the same point. Many collisions occurred in these situations; damage could also take place by aircraft flying above by dropping their bombs without watching what was below.
I said “Wally, feathering starboard outer”. Wally to Eric: “Cancel bombing run, engine feathered, have adjusted revs on other engine”. Jimmy: “Wally take course so-and-so and go round again”. This was a very difficult and dangerous decision to take as our aircraft would be on an entirely different direction from all other aircraft and exposed to enemy fighters.
We as a crew had previously discussed what we should do in the event of something like this happening, the conclusion was that after flying all this way to the target our first priority was to put our bombs on the target, so any distraction must be remedied first before the bombing run was made. Hitting the target was the only reason for being there. Eric carried out his bombing and the result was that the bombs scored a direct hit, this was confirmed from a self-operating camera situated in the bomb bay and rolled when the bomb doors were opened.
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Afterwards we set off on our return run on three engines but because of limited power instead of holding our 20,000 ft altitude Wally and I decided to make a gradual descent, passing over the enemy coast at 5,000 ft and making our way direct to base on the instruction given by Jimmy our navigator.
The engine proved to be suffering from a faulty gauge, this, however, we had no way of knowing and had it been an engine seize up and possibly resulted in an engine fire, we could have been in serious problems being an easy target for enemy fighters. Wally made a very professional landing on three engines, of course he always did make a good landing in the dark, it was during daylight that he always had a few Kangaroo jumps before rolling along the runway.
Operation 19
2nd/3rd January 1944
Target: Berlin
I would expect that everyone would experience fear on a number of times during their lifetime being frightened is nothing to be ashamed of. Fear can be brought on instantly by such things as an explosion, a fire or such like, then fear can turn to panic. Controlled fear can be felt when one expects that they are likely to die, on the motorway getting caught up in an accident when cars are travelling at speed.
Our crew experienced such emotions once when on operations over Berlin when our Lancaster was hit by ack-ack fire, which exploded very close to us and caused severe damage to the fuselage from shrapnel, also causing loss of all communication. After checking all engines and fuel supplies, and assessing for any further damage I realised that Bill’s (our mid-upper gunner) turret was stationary with no signs of movement from him. I knew that something must be wrong so I touched Wally gave the thumbs up and pointed towards the rear. I collected a portable oxygen bottle and on the way through the aircraft I touched Nobby on the arm and signalled him to follow me. True enough Bill was not in his turret, with the light from my torch we found him trying to open the fuselage rear door and in his panic he had no parachute with him. He seemed very strong and determined to leave the aircraft. The only way to prevent this happening was to hit him with the oxygen bottle. We were able to man handle him back to the rest bed. When giving him the oxygen bottle he began sucking
it like a baby, we made him comfortable with a blanket then returned to our positions.
This episode had taken over 30 minutes at probably the most dangerous period of any operation over the target with lights being shone from the torch and loss of lookout crewmembers (mid-gunner and myself). Luckily the aircraft was not too badly damaged between 40 to 50 holes along the fuselage.
In early January Bill reported sick, which meant that we required a mid upper gunner, Dave who had lost his crew was looking to join a new crew, so he joined our crew and flew with us until we completed our tour of operations.
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Operation 28
25th-26th February 1944
Target: Augsburg
I have little recognition of what happened on this trip, it however was of great importance because this was the first time on any operation that Lancasters had been fitted with 2 x 0.5 guns in the rear turret instead of the 4 x 0.303 guns. Furthermore it was only 101 Squadron who had them.
These turrets were made by a small local company from Gainsborough and designed in conjunction with 101 Squadron’s technicians; this gave the Lancaster a much greater firepower.
At briefing it was announced that six aircraft, which included our X², were fitted with 0.5 guns and that crews should take the initiative and attack fighters rather than take evasive action.
All I remember of what must have been relatively quiet was that the 101 Lancasters that were carrying the new turrets and firing at the fighters, it was the fighters that were taking evasive action and as the fighters were unaware that only a few aircraft were fitted with these much more effective guns. Over the next few operations there was much less fighter activity which was much less effective.
On a number of operations as well as dropping window we also dropped leaflets, the leaflets were typed in German and gave information as to how the war was progressing (propaganda information).
All operations were usually carried out at twenty thousand feet plus for Lancasters, other types of aircraft would bomb at slightly lower heights because of the thin air at above 10,000 ft. Oxygen had to be taken through masks and also because of the altitude temperatures could drop to as low as -20o, so much so if you touched any metal part of the fuselage with your bare hand it could stick to the metal and because of condensation one had to free the ice from your mask frequently.
Operation 29
1st-2nd March 1944
Target: Stuttgart (8 hours 10 minutes)
During the 1930s and 40s the winters could be very severe with long periods of frost and snow. March 1944 commenced with heavy and prolonged snowfall resulting in Ludford runway being covered in over 8 ft of snow which had to be cleared before flying could continue. At that time there was no heavy snow clearing equipment available, only the normal tractors that were on site, therefore to move the snow every person on the station not on duty was put on snow clearing. The aircraft standing points were cleared first so that ground crews could operate then the task of clearing the main runway commenced spades and shovels were the tools of the day. Generally I think everyone enjoyed it with plenty of high jinks and laughing, many snowmen being made along the runway edges.
Operations were ordered for that night 1st March therefore the runway had to be ready for takeoff by 16:00 hours. It was crucial that 101 Squadron was available because we were the only Squadron operating CIGAR a jamming device which prevented German radar from
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contacting their fighters to give them instructions. Bomber Command refused to fly without 101 Squadron’s aircraft.
It was determined that the runway would not be fully cleared, however, if four hundred yards were ready aircraft could take off with a light fuel load, fly to the neighbouring airfield Wickenby, fully fuel and bomb up there.
Briefing took place mid afternoon; flying was laid on for 16:00 hours. We were the first plane off without trouble, a further two followed, the fourth didn’t make it on the cleared runway part, ploughed into the snow and skidded off the runway closing it. This meant that four of 101 Squadron’s aircraft carrying CIGAR were available. On the operation the aircraft were spread out along the route covering the period of the raid. (ie approximately five minutes apart)
Our aircraft was fuelled and bombed-up at Wickenby and took off among the planes from Wickenby. The operation as far as we were concerned was quiet, with few fighters, no troubles. We bombed on time and returned for home crossing the Dutch coast at around 10,000 ft, then continued to base Wickenby, then de-briefed, had breakfast and then to bed. We stayed at Wickenby for two more days before we could return to Ludford.
On our return our Squadron Commander told us that we had completed our tour of operations and since the squadron moved to Ludford we were the only crew that had achieved that, so he didn’t want to test our luck any further.
The following two days were spent testing the new rear turret with the 2 x .5 guns under various flying conditions, including high level flying at 25,000+ ft and it proved to be equally good under all conditions.
Five days later we all went on leave, this was the break up of the crew after which none of us met again, during the war that’s how things happened.
Before going on leave I went to see Mac to tell him the situation. “Can’t you stay?” he asked “where are you being posted to?”. “I think I may be posted to Lindholme as an instructor”. “Why can’t you stay here then and instruct here? I will miss you, you’ve taught me more about carburettors and how they work. I know I told you you were a pain in the neck to my chaps, you demanding that they check and monitor the engines performance to obtain maximum fuel savings. I will continue to carry out your instructions and to see if I can help save other crew’s lives as we have just recently experienced on X²”.
“If you do a further operation tour, come back here and I will try to look after your aircraft again for you, all the best, good flying”.
Operation Highlights
I have highlighted only a few of our more exciting operations, many of which have been written about and described by other aircrew presumably because these were the operations which for some reason caught the headlines and probably they were the crew members which survived.
It must be remembered, however, that every operation had its dangers. The fact that the aircraft flew over enemy territory was a dangerous place to be, with it being usually in darkness and with anywhere up to 600 aircraft plus on many occasions, all making for the
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same target within a time limit of between 30 to 60 minutes alone had its dangers and problems.
When I say that we had a quiet trip this usually meant that our crew had no major problems and every member carried out his duties as an individual and as a team member. This did not mean that minor problems did not occur such as the rear turret freezing up causing problems for Len (rear gunner) from severe cold and lack of visibility or wireless operator loosing [sic] contact with base or even Wally and myself with ice forming on the wing edges from travelling through cloud. On one occasion the whole crew suffering because of being caught up in a thunderstorm, the aircraft being thrown about like a toy, falling immediately to 1,000 ft and back up again, something that no one had any control over.
Cold was a further concern; the temperature could fall as low as -20 to 30oC below zero. The metal of the aircraft if you touched it with your bare hand, the skin could stick to it therefore gloves had always to be worn. There was warm air circulated throughout the aircraft this was controlled from a duct situated near to the wireless operator’s station and at times should he become very warm would turn it down.
Oxygen masks were also worn as above ten thousand feet oxygen was necessary and it was a continual task to have to remove the ice from your mask, as it built up due to the moisture created from breathing. As you can imagine the gunner being isolated from the main cabin area suffered even more.
The enemy could also cause a few problems on route. Fighters had an advantage over the heavier, slower bombers and the fact that bombers had four engines creating a fair amount of exhaust flame and light made it easy for the fighters to see us. Generally if a fighter was spotted by the gunners in time it was safest to take evasive action.
The action would come say from the rear gunner ‘fighter 3 o’clock approaching’ following ‘dive, dive to port’. The skipper would immediately throw the aircraft into a dive and do a corkscrew manoeuvre, regaining back on his normal course. This generally worked; it was the fighter which was not spotted by the lookouts which caused the problem as they would normally attack from below the rear of the aircraft strafing the fuselage with bullets.
Search lights. The normal searchlight could be a problem for aircraft at lower levels and were situated around most towns, cities and industrial sites, however, there was another much more dangerous blue searchlight, much brighter which could penetrate to much higher altitudes and operated in conjunction with anti aircraft guns. Being caught by one of these was an unfortunate experience and usually resulted in severe damage or the loss of the aircraft. We on one occasion suffered this experience, the blue light locked on to us and no matter whatever we did it was impossible, after about three minutes Wally decided to put the aircraft into a controlled dive to loose [sic] height, as we did so a Halifax aircraft which was operating at a much lower height came across our track. The anti aircraft guns operating in conjunction with the searchlight opened up and the Halifax just blew up. We had a lucky escape.
As I said some anti aircraft guns operated in conjunction with searchlights, however, the bulk of them were situated around towns and cities and created a heavy barrack in order to keep the bombers from bombing at low levels, the result could be seen and occasionally heard, and on one occasion over Amiens felt.
Returning from Modane on a bright moonlit night without warning this small unit of guns opened up and a shell exploded very close to us, fortunately not causing any injuries to the crew. Shrapnel caused damage to the fuel lines causing a leak in the pipe and holes appeared
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in the fuselage, and along the wings and side windscreen of the aircraft. We made an emergency landing at Tangmere in South England and on inspection found over 100 various size holes along the length of the fuselage and wings.
The piece of shrapnel that hit the windscreen had entered through the starboard side unbeknown to me had ripped through my flying jacket sleeve and gone out through the front window, again, lady luck was with us.
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Log Book and
Operations Record Book
(Battle Orders)
Every crew member kept a log book showing every date, time and flying details carried out.
I have copied some pages which correspond to copies of the Squadron’s battle orders, referring to operations 14, 15, 16 and 17 as detailed in my log book.
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[page from authors logbook]
[underlined] TOTAL FLYING HOURS NOVEMBER 101 SDN [/underlined]
[underlined] DAY [/underlined] 3 hrs 30 mins
[underlined] NIGHT [/underlined] 39 hrs 45 mins
[underlined] TOTAL 43 hrs 15 mins [/underlined]
DECEMBER
16 – Lanc III X2 – WO EVANS – FE – 14 OPS – [underlined] BERLIN [/underlined] QUIET TRIP – HEAVY LOSSES – FOG ON RETURN LANDED AT WICKENBY – 8 hrs 30 mins.
20 – Lanc III X2 – WO EVANS – FE– 15 OPS – [underlined] FRANKFURT [/underlined] MANY FIGHTER FLARES AROUND TARGET AREA – 5 hrs 50 mins.
24 – Lanc III X2 – WO EVANS – FE– 16 OPS – [underlined] BERLIN [/underlined] REAR TURRET U/S STRB OUTER FEATHERED – 7 hrs 10 mins.
28 – Lanc III X2 – WO EVANS – FE– 17 OPS – [underlined] BERLIN [/underlined] 6 hrs 40 mins.
[underlined] TOTAL FLYING HOURS [/underlined]
[underlined] DAY [/underlined] 0 hrs 0 mins
[underlined] NIGHT [/underlined] 28 hrs 10 mins
[underlined] TOTAL 28 hrs 10 mins [/underlined]
[underlined] DECEMBER 101 SDN [/underlined]
[signature] OC ‘C’ FLT.
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[indecipherable page]
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[indecipherable page]
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[indecipherable page]
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[indecipherable page]
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CHAPTER G
CHRISTMAS 1943
I always thought of Christmas as a time for giving and receiving, a time of joy and happiness, a time for families to come and meet and join in the happiness of the event. It was of course a time to remember, to consider ones relationship with family, friends and others and how relationships could be improved. Christmas 1943 was different; it was a time of anxiety and many other emotions, anxiety not only for the crewmembers but more so for the folks at home.
Before joining the RAF we lived in a small village where everyone knew each other. There was three of us in the forces, my older sister Jean, my brother Sandy and myself, living at home with my mother our two younger sisters Betty and Mary. So quite often my mother would be stopped in the street and asked how one of us was getting along, furthermore she had received a telegram stating that I had not returned from an operation and that further information would be forwarded when received (one must remember that at that time (1943) telephones were a luxury so the only method of communication was by the Post Office. Christmas 1943 was also the first Christmas that we had not all been at home).
The ground crews also had similar feelings when waiting for their aircraft to return from an operation and then the relief when they saw the aircraft landing and taxiing in.
There was also a period of what today would be known as pressure, then it was just part of the job although some individuals did suffer from depression and for some this ended their flying career. All crew members had to be physically and mentally fit to survive.
It was early morning on Christmas Day 1943, we as a crew had just returned from an operation, the target Berlin. After debriefing we arrived for breakfast at around 6:30 hours, the atmosphere in the dining room was best described as noisy as you would expect from 150 young men aged between 19 and 23 years old, until you really looked around and saw one, two even three empty tables then the atmosphere changed to a more sober one.
Christmas dinner was being served at 13:00 hours, this gave us time for a few hours sleep before arriving back at the mess around 12:50 hours. The meal was good and all seemed in high spirits. We finished eating and were enjoying a cigarette when the duty officer arrived, he slowly walked up to the bar and turned the Toby Jug sitting there towards the wall, this was our first indication that operations may be on, slowly the mess began to empty as the air crew members began to leave.
It was a cold but pleasant afternoon as I hurried along the perimeter road thinking of past Christmases and remembering the simple things, the pink or white sugar mice, an apple and orange possibly a few sweets, we never had many presents, hand knitted socks or gloves, then my thoughts were interrupted by seeing coming towards me a tractor pulling a bomb trolley with a mixed load of bombs on board, and further to my left I could see a fuel bowser topping up a Lancaster. Normally the aircraft were filled with 1,200 to 1,400 gallons of fuel
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sufficient for a five or six hour trip, if the trip was going to be longer then the aircraft were topped up.
On arrival at our Lancaster X² Mac, our ground engineer, was there standing in front looking at the aircraft, I said ‘”what are you doing?” Thinking he answered “isn’t she beautiful, I don’t want her to fly tonight. I am the happiest sergeant on the Squadron. Before I arrived at Ludford I had been with 101 Squadron for 18 months and during that time I had lost seven aircraft under my control. Since being here and in charge of X² and you as the flight engineer after five months I still have the same aircraft. Do you know how many operations you have flown in X²?” “No I don’t “, I replied. “Eleven and six of which was to the big city Berlin and we are still going strong.” “Let’s go and carry out ourground checks”, I said.
We had just finished when Wally our pilot arrived. “I thought I would find you here” he said. “I thought we could carry out a test flight and check out the hydraulics on the undercarriage?” “Yes I have fixed them” said Mac. “Let’s go” said Wally, “coming” I said to Mac. He hesitated then said “I haven’t got a parachute”. “Neither have we” I said.
We fired up the engines, taxied out, got the green light from control and were airborne. I then vacated my seat and let Mac have it. As I checked all the fuel and engine gauges etc we climbed to around 300 hundred feet, flew in a south west direction and as we banked to starboard there standing on the ridge was the magnificent building Lincoln Cathedral with the city spread out below it. We were privileged to see it yet also very humbled and it seemed than that what we were doing was right and that this was a ‘just war’ and had to be won. I touched Mac on the shoulder and pointed down. I’m sure he was brushing a tear away.
Ten minutes later we had landed with everything ok including the hydraulics as we closed the rear door of the Lancaster X² we hugged each other and I’m sure we all said a short prayer, at least I did.
[inserted] [Christmas dinner menu RAF Ludford Magna Sergeants Mess 1943 [/inserted]
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Briefing was scheduled for 19:00 hours. All two hundred of us where [sic] there on time and the Group Captain arrived and slipped up onto the platform, the wing commander brought us all to attention. I noticed that the curtains covering the map on the wall stayed closed “I’ll be brief” said the Group Captain, “all flying has been cancelled for tonight because of severe weather conditions over Europe. I also wish to thank you all for the maximum effort and success, which has been put in during the past five months. Good show and good flying from now on. I will let you go to continue your Christmas celebrations, have a good time, good night and god bless”. Mac got his way and X² did not fly on Christmas night.
Briefing was scheduled for 19.00 hours and as I said all flying was cancelled, this only lasted for 15 minutes, after which all the members of the 25 crews that would have flown, along with all the other necessary ground staff support teams necessary to service such an operation (all in 350‑400 young people) were now free to do as they wished, however as by now it was around 19.30 the choice was limited, retire to the mess or the local pubs.
As we the crew were now making our way back from the briefing room, Norman (our wireless operator) announced that he was visiting the pub to see if they had any beer “Are you coming?” “No” I said “I’ll make my way back to the mess”. Bill (our mid upper gunner) said “I’ll join you for a beer”.
The technical section of the squadron was situated on the south side of the main road which ran from west to east through the village from Market Rasen to Louth. The living accommodation and messes were located on the north of the road.
On reaching the main road instead of crossing and carrying on up the lane to the mess for some reason I turned right and continued along the main road, as it was extremely dark walking in the centre of the road as this was the safest place. As I continued I heard music and singing coming from the pub on the right everyone seemed to be happy and enjoying themselves, further on and on the left was the other pub ‘The Black Bull’. I could hear footsteps coming and going, but could not recognise the people, here also was the sounds of people enjoying themselves.
A little further along the road on the left stood the small church, as I approached I could hear the organ music and the congregation singing carols. I remember thinking if I was thinking of attending church I should have dressed. I was in battle dress and should be in uniform, however to return to the billet and change it would make me too late for the service.
I found myself at the church entrance I looked through the entrance hall, I could see a chink of light coming from under the heavy door. I pushed the door open and heard the creaking noise, on entering I stood for a few seconds to allow my eyes to become accustomed to the light, a few members of the congregation hearing the door turned to see who entered, as I moved across to take a place in the pews an elderly gentlemen from the other side came across squeezed me on the shoulder gave me his hymn book “we are on verse three god bless” and returned to his place. The church was fairly full mostly of elderly people man and female with a few children, all were singing and appeared to be enjoying it, the service was not a format which I knew, however I felt good to be involved and somehow very pleased to be there. All those in church appeared to believe in what they were singing and doing and further more believed that all the service people on the base were doing what was right and that they all had their full support that the war was a righteous war and a war that had to be won.
At the end of the service I quickly left the church and made my way back along the main road. I was somehow excited so much so that I remember running all the way and turning
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right until I reached the mess. There were a number of people sitting around having a drink and/or reading. A colleague was reading the picture post magazine which had an article covering 101 Squadron. When I asked him if I could have a look, he said “I’ll keep it for you”. On the centre two pages was a photo of a Lancaster with staff standing around and on the wings etc, inspecting the photo closely I noticed that it was not a 101 Squadron Lancaster as it did not show the special aerials to work ABC. (The programme had been arranged unfortunately while we (our crew) were on leave and a Lancaster from Wickenby had been used).
I checked to see if the rations had come in and found a good selection of cigarettes were available Woodbine, Captain, Players and Gold Flake and there was also some chocolate.
The dining room was closed, on a trestle table at the end was a collection of bread, cheese and butter. I took a few rounds of bread and a chunk of cheese and made my way back to the billet, on arrival I found Wally, Eric, and Jimmy were there and they had a good fire going, making the chimney almost red hot. They were sitting reading and asked “where did you get to?” “Church” I said “you should have said I would have come with you” said Eric, “I didn’t know, I brought some bread and cheese for toast if you want it”. “Thank you” said Wally “have a mug of tea, the teapot will still be hot on the stove”. “I called in at the mess they have cigarettes and chocolate in. Only a letter for Bill which I have brought back. He and Norman were going to the pub. Where is Len (our rear gunner)?” “Oh, he has gone to try to hitch a lift home to Grimsby, remember if opps are on tomorrow give him a ring to let him know so that he can return, I have his telephone number” said Wally. “Do you want something to read?” asked Eric. “No” I said, “I think I will turn in and catch up with some sleep”.
This 1943 Christmas was at least different from all previous ones and part of my life which I will never forget.
The next time we flew was on 30th December and then again the following night on 31st December both operations were to Berlin. Mac continued to service X² and over the next 3 1/2 months we completed a further 13 operations to complete our first tour.
We didn’t always bring the aircraft home in the same condition as we started, however, we always brought it back and Mac and his crew always managed to repair it and have it serviced ready for the next trip.
We completed our tour in late April 1944 and the crew were all split up and we went our separate ways all as instructors. I joined the staff at Lindholme as a flight engineer instructor. In June D‑Day arrived, we were again temporarily called up as reserved in case the invasion went wrong, fortunately all went well. I was later transferred to Bottesford then Cottesmore and ended up at North Luffenham where by now VE Day had arrived in June 1945. We were again crewed up to join the Tiger Force to operate against Japan. Luckily for us VJ Day came much sooner than expected with the use of the hydrogen bomb being used on Japan, which stopped us from being posted to the Far East.
I stayed at North Luffenham until demobbed. Lincoln Cathedral played an important role in our lives as we used to use it as a landmark when returning early in the morning from operations and provided weather conditions were good, when we saw the cathedral we knew we were safely home again. Sadly Lancaster X² only flew two more operations after we finished and was lost over Mailly le Camp, France on the 3rd/4th May 1944.
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CHAPTER H
HEAVY CONVERSION UNITS INSTRUCTOR
LINDHOLME
BOTTESFORD
COTTESMORE
NORTH LUFFENHAM
After Operations
After completing our tour of operations with 101 Squadron in April 1944 the crew went on leave for around ten days and while on leave I received information informing me to report to Lindholme on such a date.
Lindholme was 1656HCU the conversion unit, which I had reported to prior to being crewed up and joining 101 Squadron. Ludford Magna as I had said previously was an airfield specially constructed as a utility base to carry on the war against Germany. All buildings, temporary constructions accommodation nissen huts were situated in small groups situated around the unit site.
Nissen hut accommodation for up to eight persons situated in the wilds half a mile from mess, flight units ablution block 20 yards away with washing and shower facilities, no heating (as you can imagine it was very cold in winter). The accommodation had a stove in the centre of the hut with a chimney, which went up through the roof, used coal or anthracite as fuel and required lighting daily. These huts were extremely hot in summer with regular visitors such as field mice, ants and earwigs. In winter they were extremely cold and damp with condensation running down interior sides and dripping on beds etc.
Lindholme was a peacetime permanent station which had all the niceties available, good roads comfortable, centrally heated one-person accommodation with all mod cons including dining room with waitress service. This to me was the biggest difference between Ludford and Lindholme.
Lindholme then was a conversion unit where pilots and crews had completed their initial training on smaller aircraft then upgraded to the heavy, four engine bombers such as Halifax and Lancaster. Lindholme trained Lancaster crews; it was here where additional crewmembers such as gunners and flight engineers joined in.
Having completed a successful tour of operations my role now was to introduce flight engineers who had completed their year long course, at possibly Blackpool and St Annes’s as up to this time these trainees had only briefly seen the interior of a Lancaster, far less done any flying.
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Unfortunately because of the shortage of Lancaster bombers arriving to the squadron, the conversion units such as Lindholme were still using Halifaxs [sic], this did not cause too much of a problem for the other six members of the crew (except the engineers) as it was a heavy bomber and the handling regarding flying and landing was similar to the Lancaster giving the pilot the experience of flying a large, heavy plane.
The engineer’s role was the same on all heavy bombers so the experience gained was still valid and it still gave him the necessary confidence. The difference being some of the instruments and dials on the Halifax were in different positions to that of a Lancaster. The crews would have a period of familiarisation on reaching the squadron before finally carrying out operations.
Life was so much more comfortable working on a base with all mod cons as expected for the 1940s.
My role along with others was to aid the trainee engineers to familiarise themselves with the aircraft inside and out, and when flying with their new crew, introduce the engineer to his role such as to the large number of switches and dials on the main panel and also the instruments on the engineer’s panel.
One of the main tasks was how to change flying on the various fuel tanks safely, the other how to feather an engine if required without causing any problems, how they as a person fitted in with the other crew members. Therefore while the pilot was under instruction with a pilot instructor mainly on what we called circuits and bumps, which was taking off, flying around and landing again. I would also fly and show the engineer and make sure he was confident and safe in his execution of his duties.
The time varied depending on how quickly the pilot took to prove himself capable and the instructor pilot was satisfied that he could safely fly and land such a plane, this could take anything from a few hours to many hours.
I used the experience, which I had gained over the past year of flying many hours in different conditions to make sure that these young operators had a better chance of completing a successful tour than I had. I tried to emphasise on them the need to be fully committed to their job of making sure they knew their role and capable of carrying out all the safety checks which should be carried out by themselves even although someone has said that they have done so, that they used the engines efficiently and monitored the fuel available as economically as possible. I had prepared a schedule, which if used in conjunction with the gauges and filled in every fifteen minutes in flight or so gave instant information if any problem had or were occurring to the fuel position, when action could be taken.
Lindholme being a permanent station was well equipped and had space available for each crew members to have their own section huts which proved most usual [sic] and I spent a good part of my time being available to talk with these trainee engineers, discussing any problems or whatever.
In any month I spent on average around 50 hours in actual flying time either day or night flying. This was made up of flying with possibly 10 different pilots on 26 to 30 different flights. The flights were generally around the airfield at fairly low altitude, up to two hundred feet carrying out circuits and landings with pilot, instructor and conversion crews. We therefore did not carry parachutes; this also gave the trainee crews a little more confidence to think that we had confidence in them.
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In June 1944 two days after D-Day I attended an instructors course at St Albans, South Wales lasting for four weeks, which proved most instructive, enjoyable and created confidence with ample time for self expression. After that I took the opportunity to attend any other courses, which became available such as a course on jet engines – something for the future, update course on the improved Merlin engines coming into service and a short course on Stromberg carburettors. The RAF at this time was looking to the future and on the levels and quality of staff they were likely to require once the war ended, but with the peace still to be kept for years on. At present most if not all of their engineers and a station or base engineer were all from senior ground staff, so when I was asked if I would wish to embark on such a course (the course was quite complex covering all aspects of engineering ground and in flight) I said I would.
After quite a lot of time on reading (time which I had) I eventually sat the paper and was very happy with the results 89% success, this was of course only part of the paper an oral examination was also required which up until I was released from the RAF I had not taken, however, these showed on my records.
1668 Heavy Conversion Unit,
Bottesford
After leaving 101 Squadron I spent a short period at Lindholme as a Flight Engineer Instructor before moving to Bottesford. Bottesford was another war time base similar to Ludford Magna and from where Lancasters also flew, however, in early 1944 it had become surplus to requirements.
The living accommodation instead of being Nissen huts were constructed of fabricated wooden framed units. Being available it was used as a holding base for American troops waiting for D Day resulting in the accommodation being left in a dreadful state.
During August 1944 1668 Heavy Conversion Unit took the base over and myself and few others were in the advance party. On arrival we found it difficult to find accommodation suitable to live in however, after a few days of hard work managed to make progress with repairs. Among the early arrivals were two air gunners both of whom had completed their tour of operations. Jock on Wellingtons and Jack on Lancasters. The three of us became really good friends for all the time we were on the base. In fact, Jack is still a good friend, he now lives in North Cirney Nr Cirencester and we have a card from him each Christmas.
The base was situated midway between Newark and Grantham on the left, half a mile off the main A1 road, walking or cycling were the only methods of transport for getting around the base or for travelling further afield.
We had been at Bottesford for just over a week when this night the three of us decided to have a ride around, on reaching the main road instead of turning left for Long Bennington and Newark we turned right towards Grantham. After cycling along the A1 road for about three miles we came across a signpost, which read Marston and Dry Doddington so we decided to go left and see where the lane would take us. After a mile we came upon a nice looking pub on the corner of the crossroads called the Thorold Arms where we decided to call and have a beer this being Friday evening. The pub was open, furthermore this was the first time that I had entered a pub since I joined 101 Squadron, as I had promised myself that so long as I was flying on operations I would not have a drink.
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Training at Bottesford got under way relatively soon and by early September crews for conversion to Lancasters were arriving in number. The routine was very similar to that at Lindholme.
Crews arrived without any experience of the Lancaster and it was our role as instructors to train the flight engineers to a standard where he was competent and safe to act on his own, and to pass on my experience which would make him feel more confident, while other staff members were doing the same for the pilots and the other members of the crew.
Bottesford as I said previously was a base built around 1942 to a standard sufficient to allow Bomber Command to carry the war to the enemy, where heavy bombers such as the Lancaster could operate from. Carrying a bomb load to most destinations necessary and to cause severe damage to their war effort.
From the staff viewpoint it was a complete change from the comfort offered by a peacetime base with all the mod cons, even including waitress service in the dining halls.
Bottesford was however a very happy unit where, so long as the training and flying was carried out on time to a very high standard, all was well.
It was becoming clear that with D Day over with the Allied Troops now moving across Europe as expected and on course, that victory in Europe was only a matter of time with the need for heavy bomber operations becoming limited. This meant that the training for crews could be relaxed and extended, therefore to ensure the trainee flight engineers interest and enthusiasm was kept alive. Two other instructors and myself introduced a short course on engine maintenance, this course lasted three weeks, the purpose of which was to strip down an engine completely, then reassemble it so that it would fire up and run. We had available to us a Lancaster, which had recently run off the runway on landing and was declared not airworthy. The four Merlin engines were still in good condition; this meant that with four engines and four trainees working on each we could entertain sixteen students.
The course proved a great success and it was felt that all those involved had afterwards a better understanding of the engines, which could possibly save their lives in the future.
As the weeks passed three of us, Jock, Jack and myself, had more free time and when on an evening we decided to leave camp we usually ended up at the Thorold Arms. By now we knew many of the locals as well as the family and were being brought into the evening events, such as playing darts. There were a number of really good dart players and eventually we, along with Sylvia, also became an excellent partnership.
Five months on. Christmas 1944 was a completely different Christmas to that of 1943, by now Sylvia and myself were seeing quite a lot of each other and I was still on duty over Christmas, I was asked to spend Christmas day with the family, we had a lovely time. A few days later I was on leave and travelled north to spend New Year with my family in Aberdour.
Our friendship blossomed and we were spending more and more time together and with Sylvia’s family and friends. Sylvia had a brother and three sisters; Roy was the oldest followed by Eileen then Sylvia, with Gert and Brenda the two younger sisters. Roy was also in the RAF on air-sea rescue and spent most of his time overseas.
Eileen was on munitions working in Grantham; Sylvia also worked in Grantham in ladies hosiery. Gert worked in a bakery with Brenda still at school.
In the evenings when the pub was open Sylvia helped serve in the bar with her father and mother Gert usually at weekends. During early 1945 flying at the base continued smoothly
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and generally without incident. We had one scary incident during night flying practise, an enemy light bomber managed to evade the radar controls and came in along the runway following one of the Lancasters and dropped cluster bombs along the length of the runway. This did cause some excitement as these bombs could explode from the vibration of the landing aircraft. Fortunately the runway was cleared without any injuries.
The other excitement was when one of the Lancasters, which we had just received from squadron required an air test to check its airworthiness before being put to use as a training aircraft. One of the staff pilots and myself as engineer was asked to carry out the test which we did, doing all the usual flying and checking the various instruments and controls. We decided to put it in a downward power dive, at first all was fine and the controls responded perfectly then it happened the port outer propeller began speeding up. No matter what we tried it continued to increase then it disappeared, the two on the inner engines seemed all right, the propeller in the starboard reached well above the normal speed but stayed in place. We quickly reduced our speed and dive, and made a quick return to base and landed on two engines, the aircraft did not pass its airworthy test. We found out later that it was a fault with the balance plates on the, then, new four paddle bladed propellers.
I, by now, had spent eight months as an instructor resting from the pressures of flying on operations and I knew that in the near future it may be necessary to do a further thirty operations, either across Europe or possibly against Japan. A few of us were thinking along the same lines and discussing the possibilities with others of forming crews.
There were two staff pilots on the base who were seriously thinking to the future, with whom I would have been happy to fly with and to this end we took every opportunity of carrying out test flights and then engaging in some low flying, which we expected would be necessary for the future especially if the enemy were the Japanese.
I increased my link training and spent considerable amounts of time keeping fit and up-to-date on all aspects of flying which could be beneficial to our survival. There was suggestion floating around that a new Tiger Force was being formed, which was likely to operate against Japan.
The river Trent gave an excellent corridor to practise low flying as there was at that time no obstacles such as power lines, telephone lines or high buildings to restrict flying. The river banks were relatively high with a river width in excess of 130 ft where the Lancaster wingspan was 101 ft and could easily be tucked in below the level of the banks, great flying, great excitement and very satisfying.
The war in Europe was progressing well, the need for heavy bombers was becoming less and with now limited targets. In mid April a few of us were informed that it was almost 12 months since we last flew on operations and it would now be necessary to do a further tour, more information would be available shortly.
On 8th May 1945 the Prime Minister, Sir Winston Churchill, announced the termination of the war in Europe to the whole country and his speech was broadcast over the station Tannoy system at 3pm. The afternoon was then devoted to sports activities and there were parties in all messes during the evening.
I was not on base, this was the date selected on which I was to be presented with my DFM at Buckingham Palace by King George VI. My mum and Aunty Kate travelled down from Edinburgh on the overnight train in the early hours of the morning; I joined the train at Grantham. As usual it was standing room only so I met up with my mum and Aunty on the platform at Kings Cross station. If I remember correctly the investitures commenced at
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11am so we had time for breakfast then made our way to the palace. There were many RAF personnel there as well as family members to watch the ceremony and see their relatives presented with their medals. We were all greeted on arrival and then informed of the procedure.
The King seemed very thin and poorly, dressed in an Admiral’s Naval uniform. After shaking hands with him and him pinning the medal on my uniform he asked me which squadron I flew with. I told him 101 Squadron, he replied “One of the elite I believe, good flying”.
We were out of the palace by 1:30pm, by this time the news that the war in Europe was over was known and London was beginning to fill up with people. Everyone was in party mood, singing and dancing or just walking around. London had been under blackout conditions since the start of the war in September 1939. Today things were different all the dark days were over; the people of London were showing their joy. Every light possible, which could be lit, was lit and the streets looked most inviting, it was an amazing sight. My mother and Aunt Kate were booked to stay the night in London so I saw them to their hotel then I made my way back through the crowds to Kings Cross and caught the train back to Grantham. What a day to be in London, VE Day the 8th May 1945 celebrating the end of the war in Europe. There was a real sense of relief and everyone was there to have a good time and to party.
The train was again packed, mainly with service personnel making their way home on leave. I arrived at Grantham around 5pm and from the station phoned the Thorold Arms expecting to speak to Sylvia. She and Eileen had gone to the church service and not yet returned so it was Sylvia’s dad that answered, he said he would tell Sylvia on their return that I had arrived in Grantham. It was agreed that Sylvia would come and meet me cycling on one bicycle and pushing the second for me to ride back to Marston, however, on her travelling along the A1 road towards Grantham she met a person she knew cycling from Grantham. She stopped and asked him if he had seen an airman walking and he said no. Previously to this an RAF vehicle had passed Sylvia with RAF personnel on board, thinking that I had thumbed a lift and that I would be dropped off at the road end leading to Marston she decided to turn back. As I was not waiting at the road end she then thought that I must have decided to go back to Bottesford, collect my own bicycle and return to Marston later.
Sometime later Gert happened to look out of the window at the Thorold Arms and shouted to Sylvia “Jock is coming down the road”. Sylvia, thinking she was having her on didn’t believe her until she herself looked out the window. My other pals Jock and Jack had already arrived and all including the locals were having a great time. As the evening progressed and the drink continued to flow a game started where the aim was to collect as many possible pieces of other peoples [sic] ties by cutting off the ends, this was all taken in good fun until one person who had just been given a new tie for his birthday, that day, by his wife and she was not amused at seeing it being cut to pieces.
The end of the war in Europe sealed the fate of most of the war time built heavy bomber bases, they had completed their usefulness for which they were built, that in giving Bomber Command the opportunity required to take the war to the enemy, which they had accomplished very successfully.
Food on the stations was very good with a real selection most of the time. Sundays was the time when the menu suffered as most of the catering staff had time off and tea was usually laid out to help yourself, mostly cheese, bread and butter, and possibly a few cakes. This possibly was the reason why on Mondays the sweet was often bread and butter pudding, something I didn’t like then and even now when on a menu I still shy away from.
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This was the time that Petula Clarke was often on the radio, in fact every lunch time she recorded a song especially for RAF Conversion Unit 1668.
Bottesford was no exception for within six weeks the complete Conversion Unit was closed down and I, along with others, moved to new surroundings to the peacetime base of Cottesmore where all the staff enjoyed the luxuries of a permanent built unit. Working conditions within the base were very relaxed, with all enjoying a five day week when most weekends were free unless on duty. Flying hours, however, as far as I was concerned still reached between 33 to 44 hours each month.
During June onwards, now that the war was over in Europe, it was still most important that the peoples of Europe, friends as well as enemy, that Britain controlled the airspace and continued to show this by having continued aircraft flying in the skies around.
Certain trips were carried out in order to show ground staff, who had carried out such an excellent job in sometimes terrible conditions to keep the bases and aircraft serviceable along the last five years the opportunity to see for themselves what conditions across Europe looked like now. These trips were given various names: the Ruhr Express, Cooks Tour, Happy Valley Express, each lasted five to six hours flying time where up to 12 to 15 personnel were on board plus the crew of four.
I, as Flight Engineer, was on a good number of such trips. They were enjoyed by most and showed the devastation which had occurred to many of the towns and cities across Europe, in vast areas which had received attention from bombing by the RAF followed by the destruction caused by the Armies fighting their way to Berlin since D Day.
The destruction was terrible with many large areas just a pile of rubble or shells of buildings still standing. The thing which impressed me most was the number of churches and round towers such as commercial chimneys which still stood.
Such a trip would cover from a base to Ijmunden, Amsterdam, Arnhem, Nijmegen, Wesell Dortmund, Essen, Duisburg, Düsseldorf then back to base. Or base to Cologne, Bonn, Aachem Rotterdam then home.
Cottesmore
Cottesmore was situated between Grantham and Stamford, four miles west of the A1 road near the village of Ashwell and six miles north west of Oakham, so our move was only a few minutes flying time. There was much movement between stations, which gave the opportunity of visiting different locations which we heard about but not visited, such as Drem in East Lothian, Ternhill and Shawbury in Shropshire, and many others which helped to make life more enjoyable.
Being stationed close to Stamford and the main road north it wasn’t difficult to hitch a ride or at worst catch a bus or train to Grantham.
Our stay at Cottesmore was fairly short lived; we then moved on to North Luffenham another of the pre war built stations with all the usual mod cons. North Luffenham is situated south west of Stamford, one mile off the A6121 road. Before leaving Cottesmore I had confirmation that we were crewed up and to expect instructions shortly regarding a further tour of operations in the Far East but before that certain procedures would have to be carried out, such as doctors reports and certain jabs given. However, six weeks on and we were still waiting.
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The war against Japan was expected to last for some considerable time, however, the introduction of the Atom Bomb by the Americans and the use of them by the American Air Force brought the Japanese war to a very quick end. We had at the time just received our preliminary dates and instructions for flying out to the Far East. This announcement that the Japanese had surrendered cancelled this and we missed the opportunity of joining the Tiger Force. The use of the Atomic Bomb on two Japanese cities seemed, and was, a terrible thing to do and caused terrible casualties among the Japanese citizens in these two cities.
However, if it had been necessary for US troops to land and fight their way through all the various islands the casualty list was estimated that it could have been one million plus service people.
North Luffenham
The war in both Europe and Japan was over which meant that working conditions at North Luffenham changed as from now. There was less requirement for further training of Lancaster crews. There were a large number of service men and women in all three services hoping and wanting to get back to Civvie Street as soon as possible. The government also had a problem in that across the country there were not the organisations or jobs available to employ all those excess to requirements service personnel. Therefore a delaying action was in place to slow down the release. Lancasters were of course used for various operations such as dropping food supplies to the people of Belgium and Germany and for bringing home prisoners of war from Germany and elsewhere and from bringing to the UK survivors from the torture camps.
The top chiefs of all three services were of course now considering the future of the armed forces. The Air Force was no different, we had won the war but not the peace, the peace may be a lot more difficult and to that end the Air Force was trying to assess and ensure whatever happened they had sufficient of high quality personnel to carry out this purpose. Therefore as personnel were being demobbed, if they should have certain qualities they were being given the opportunity to stay on by being offered certain incentives.
While at Luffenham I took the opportunity of attending as many courses as possible, improving my knowledge and information regarding the services and of course continuing to add to my flying hours, something I enjoyed doing.
Our job on the unit was similar to any other staff member, flying still took priority, other duties such as Duty Officer and such like was also now part of our programme.
I recall an interview which I had with the Group Captain Section Leader arrived at the flight office and said “Jock, the Wing Commander wants to see you”. “What have I done?” “Nothing, it’s good news, make your way to his office for 11am.” “I’m flying at 10 o’clock”. “Ok, after that will do”. I arrived at his office next day around 9.55 am, his secretary showed me into his office. I saluted, he said “Good, come and sit down” then the interview went something like this: “I have been looking over your record and I see that you have carried out a lot of flying, almost 2000 hours. There are not many people who can live up to that, you must enjoy flying?” “Yes I do”.
“I also see that you have attained a pass, in fact an extremely high pass on the Chief Ground Engineer course, unusual for aircrew even although you are a Flight Engineer”.
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“Your flight commander also told me you were highly respected and thought of at Cottesmore because of your work with Engine Service course. You would seem to be going back to Civvie Street?” “Yes sir”. “Do you want that?” “Possibly”.
“Even with all your exceptional work the war is over so I can’t recommend you for a medal however, what I can offer you – you know that the Air Force is looking for people like yourself for its future success – therefore the offer I am prepared to put to you is stay on in the Air Force as a Chief Ground Engineer with Flying Officer on entry (permanent) with good promotional opportunities to at least Flight Lieutenant or even Squadron Leader. Think carefully about it, don’t make your mind up now, come and see me in one week’s time.”
The unit continued flying and with training. The war being over the RAF was keen to show off their aircraft such as the Spitfire and the Lancaster, which had been so brilliant during the war, to the general public so a number of open days throughout the UK were arranged whereby the public could come along and see over all these war time aircraft. These days proved very popular.
To show off the Lancaster we landed at the base involved, stayed for four to five hours opening the Lancasters up and allowing people to enter by the rear door, make their way up through the fuselage past the pilots positions and exit through the flaps in the bomb aimers compartment, at the front of the aircraft reaching the ground by ladder. Two of the open days I remember going to were Finningly [sic] and Haverford West.
During my time in the RAF I only met up with my sister Jean on one occasion and that was when I was at St Athans in South Wales, she was stationed at Bridge End and we managed to meet for an hour or two, where we met I cannot recall. My brother Sandy was stationed at Swinderby for most of his time in the RAF as a fitter servicing Lancasters, and even although we were relatively closely stationed to each other we never once met up and even when I occasionally landed at Swinderby we never managed to get together. Of course these plans were always last minute arrangements and we might only be there for an hour or so before taking off again.
After two weeks I made a further appointment to meet the Group Captain and told him that after serious consideration that I had decided to leave the RAF and return to Civvie Street. I believe that he was disappointed, he wished me success in whatever I decided to do, we shook hands and I left his office.
I was demobbed on 10th September 1946 at Uxbridge then travelled north to Stamford, Sylvia had earlier moved to Stamford to further her career as a shop buyer, by working in a much larger ladies fashion store, travelling to Stamford on a Sunday evening, returning home in the Saturday evening. This meant that we saw more of each other on my time off.
The other opportunity that was open to me on my demob, as I had over a 1000 flying hours, was to join BOAC. Unfortunately the base was Australia and the airline travelled between Australia and Ceylon. Also available because I had A‑level passes on RAF teaching courses gave me the opportunity to train as a technical course teacher.
Both of which I declined and decided to return to Civvie Street and continue in forestry, which was always my first choice and as my future notes will show.
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CHAPTER I
ADVANCES IN TECHNOLOGY
WHAT IF?
Advances in Technology
Most of the technology was designed to combat the increasingly efficient enemy night fighter’s control system, in July 1943 window was used for the first time. Window was made up of thin strips of aluminium foil (approximately 9" long) packed in bundles of approx 100. It was the bomb aimer’s responsibility to drop these down a small chute filled in the front compartment every 15 minutes along route. With all other aircraft doing the same, the concentration played havoc with the enemy’s ground and air radar sets, however, it could not deter the enemy fighter threat for a long period of time, as the Germans managed to overcome this problem.
During D-Day window was used with great success in fooling the Germans that a second landing area further east along the coast was to happen. 101 Squadron completely serviced this operation by dropping window, continually moving across the channel for 48 hours, which meant that German defence forces were stretched along the French coastline rather than being able to concentrate on the D-Day landing site. By the time they realised their mistake the landing had a strong hold.
Other new aids such as RDF (Radar Direction Finding) known as Monica was trialled by 101 Squadron, but was short lived simply because the enemy night fighter crews became efficient at tuning into the signals omitted by Monica.
In July 1943 another new system known as Ground Cigar was operating twenty-four hours a day from a site on the Suffolk coast, jamming the whole of the 38‑42 MHZ band known to be used by the German fighters.
It became obvious to the boffins that to be really efficient the system needed to be airborne, it was envisaged that a single Bomber Command squadron should be allocated the new RLM role and would operate within the main part of the bomber stream. This highly responsible task was given to 101 Squadron, the new system was known as ABC or Airborne Cigar. The ABC required an additional crewmember known as a Special Duties Operator; the area behind the main spar normally occupied by the aircraft emergency couch was converted to accommodate the new equipment. Externally, 7 ft long aerials were fitted to the aircraft, two along the spine and the third under the forward fuselage. The special duty operators were German speaking and became the eighth crewmember in 101 Squadron crews.
The role was to jam the radio transmissions made by the German night fighters ground based controllers. ABC equipment consisted of a panoramic receiver and three transmitters; the receiver could pick up all 24 different frequencies being used by the crystal controlled VHF sets. Its eight crystals each covered three wavebands used by the Germans’ night fighter
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crews to receive the necessary information about the bomber stream location. Once the operators were able to use their German language skills to find the active controller frequency he put down a key connected to one of his transmitters, which broadcast engine noise on that frequency effectively jamming it over a range of around 50 miles. He repeated the process until he had his three transmitters effectively jamming three German frequencies.
In theory, eight of the 101 Squadron Lancasters could cover all 24 frequencies in use during the night.
This equipment was quite weighty therefore so-called unnecessary equipment such as the steel plates behind the pilot’s head and the steel door behind the front compartment were removed to counter the weight increase.
ABC was very effective in jamming the German night fighter’s ability to connect quickly with the main bomber stream. The other downside was when the 101 Lancasters specials were operating their equipment these aircraft could be readily picked up by German night fighters and searchlights. With the squadron suffering much heavier losses than any other squadron in Bomber Command. There was a plaque in the middle of Ludford Magna remembering the 101 sacrifice, it read:
[border] 101 Squadron Lancasters based at Ludford Magna
from June 1943 with highly secret ABC radio and 8 man
crews flew on every major Bomber Command mission
suffering the highest losses of any squadron in World War II [/border]
Ludford Magna was also selected as one of the first airfields in the group to have FIDO fitted. FIDO (Fog Investigation and Dispersal Operation) this was justified because of 101 Squadron’s key role within Bomber Command.
The equipment consisted of two pipelines running along the edge of each side of the main runway with perforated holes in the pipes. In extremely foggy conditions when aircraft were due to land petrol was forced along the pipes which was then set alight, this helped clear the fog sufficiently to allow aircraft to land safely. One of the disadvantages being should an aircraft with fuel leaking or swerving off the runway an explosion could occur causing loss of aircraft.
This equipment came into us in January 1944. The standard rear turret fitted to the Lancaster was the Fraser Nash with four 0.303" (rifle calibre) machine guns, which were always thought to be of poor quality in terms of armament. A new turret was built by Rose Brothers of Gainsborough after much discussion with personnel from 101 Squadron. The new turret was easy to control, had more room for the gunner and better vision. Six aircraft from 101 Squadron were the first to receive the new turret. Our aircraft X² was one of the six (2 x 0.5 calibre).
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On 25th/26th February 1944 when we visited Augsburg, operation 28, Len our rear gunner was excited about the possibility of using them against a German fighter and witnessing what effect it would have.
1943‑44 was an excellent period to join 101 Squadron. The squadron had just moved to a new base at Ludford Magna near Louth, Lincolnshire and was well placed to carry the war to the enemy. A highly rated squadron within 1 group, a squadron which was given every opportunity to prove itself as one of the best and we were so lucky to be part of it.
The squadron was involved in all that was happening. New equipment was becoming on stream such as ‘Window’, ABC, upgraded Lancasters, FIDO and the introduction of the more superior rear turret. As days and weeks passed our crew was becoming the most experienced so as a crew were very much involved, we flew on the operation when Window was first used. We were also on the operation ABC was first introduced into Bomber Command and our aircraft X² was one of the six aircraft fitted with the new turrets.
These were exciting times, sometimes frightening, anxious and tiring, however, as a crew we worked as a team. We were loyal to each other, dedicated in what we were doing and hence very satisfied with the results we achieved. On completing our tour of operations we were the only crew that had completed a tour of operations since the squadron moved to Ludford Magna. Statistics showed that if Lancasters lasted more than five operations they were exceptional.
All who served in the forces have memories, some good, some not so good. My memories of being in the RAF are of being good and exciting times not to be missed.
My memories of being part of 101 Squadron are also of exciting times, with plenty of different experiences, most when flying. Some exciting, some frightening, one or two horrific, others best forgotten, however, a part of life which I am proud to have been part of and on the whole really enjoyed.
On 12th June 1944 I received confirmation that I had been awarded the DFM.
What if?
The situation seemed very strange, here was seven or eight young men from various backgrounds and from different areas of the United Kingdom, who had for the best part of a year lived and dined together. Worked as a close team under very difficult and dangerous conditions and after completing a tour of operations went on leave a few days later, moved from base on to other jobs and from then until the end of the war had no further contact with each other. In fact until recent years I still had no contact. It was 2001 when I met up with Norman our wireless operator and then years after that out special operator Ken.
What if when I joined 101 Squadron Wally Evans, our pilot, had not insisted that I was his engineer and I had joined A H Evans’ crew as their engineer? A H Evans’ crew were lost on their third operation.
What if when our Lancaster was caught by the blue searchlights over Germany, if the Halifax which drifted a few thousand feet below us into the path of the searchlight at that split second and received the full impact of the guns had not done so? We would be just another statistic.
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What if when over Amiens we received only comparatively slight damage from exploding shrapnel which passed through the window, just caught my flying jacket sleeve and then went out through the windscreen? Had I been standing three inches to the right the result could have been very different.
What if on returning to base from operations over Berlin on 16th December 1943, when caught up in thick fog and was diverted, if the beam light put up by Catfoss had not been at that precise moment when we were flying at zero feet from the ground we would have ploughed into the farm house. Another aircraft lost on operations. Or when on reaching base Wally had not accepted my advice and decided to go round again on another circuit before landing, we would have crashed due to shortage of fuel.
What if I had decided to accept my commission and stay in the RAF as a Station Engineer probably reaching rank of Squadron Leader or had joined BOAC as a flight engineer possibly based in Sidney Australia, or had taken up the opportunity to become a teacher teaching technical subjects? Life would have been so different, however, I believe I made the correct decision, in fact I know I did. This however is for another time to discuss.
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CHAPTER J
AIRCREW BOMBER COMMAND
WARTIME BOMBER SQUADRONS
BOMBING OF BERLIN
A DAY IN THE LIFE OF A SQUADRON
CLOTHING WORN ON OPERATIONS BY OUR CREW
CONTACT MADE WITH TWO CREW MEMBERS PLUS INFORMATION ON OTHERS
Aircrew Bomber Command
A typical description of a bomber crew at the time was provided by the ministry publication entitled Bomber Command. The men of Bomber Command are appointed to fulfil a special mission. Their life is not that of other men, not even those in the other branches of the service. It’s very physical conditions are different for them now; a day is much of the night, as much of the day is a time for sleep and repose. Discipline is constant yet flexible. Triumph and disaster are met with and vanquished together.
Air Marshall Arthur Harris, Air Officer Commanding in Chief Bomber Command 20th February 1992. He was known as Butch, the opinion of him varied in accordance with our losses, if they were heavy then his popularity (if that was the right word) suffered. You must remember that most aircrews never saw him when he visited Ludford, I thought he was stone faced, severe and even cynical over our effort. I disagree with those who dubbed him arrogant – he certainly was not. Nevertheless, if his crews did not see enough of him to love him they certainly appreciated what he was doing for them, he gave his command a much-needed sense of purpose. Up to the end of 1941 many people tended to regard strategic bombing as little more than a wasteful sideshow. It was Harris who proclaimed loud and long
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that Bomber Command was vital to the war effort and that his crews should be given the best of everything, because their efforts would be decisive in the final outcome.
After a successful raid the C‑in‑C would send a signal to the squadron saying good show keep it up this meant a great deal to men who knew that they stood a less than even chance of surviving a tour of operations.
Harris was also a great innovator, he called for better navigation and bombing aids, better lit flare paths and increased safety conditions on take offs and landings.
GEC was one of the aids which he had pressured for which enabled the navigator to plot his position relative to a ground station, this turned navigator from an art into a science.
Wartime Bomber Squadrons
People of the younger generation can get the impression that Bomber Command was one big, happy family. This was not so, squadrons were very much individual entities, we didn’t mix much with other squadrons and they assumed the character and charisma of the people who were on the squadron at the time.
As a result, few outsiders will ever appreciate what it was really like to serve on a bomber squadron unit. Not wishing to dwell on the dark side of squadron life I was twenty years old at the time, life was for living, we got on with the job. The higher direction of the war was for the older types – 25 years old and above. They were enjoyable days and of course we always expected to come back, suffice to say therefore that at least 277 aircraft were lost or went missing from 101 Squadron between July 1943 and 1945 and that the squadron lost 1094 crew members killed in action and 178 taken prisoner of war.
This was the highest casualty rate of any RAF squadron in World War 2.
Bombing of Berlin
It is difficult for ordinary citizens to visualise the effect of concentrated aerial bombardment.
Un Sangro front in Italy, often spoken of as the biggest land bombardment of the war, 1400 tons of shells came down in eight hours. Remember the front was many miles in length and mostly open country yet they smashed the German defence and prisoners spoke of the astounding paralysing effect of these heavy bombardments. Now compare the figures of the air assault, take as an instance only one raid in January 1944, 7300 tons of bombs went down on Berlin in 30 minutes. Remember too that the bombs fell into built up areas on a shorter front than a land attack. Remember too that tonnage for tonnage a bomb contains a much higher explosive charge than a shell. No city, no defence system could stand up to such attack for long delivered as Bomber Command was doing.
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War time Bomber Station – a normal day’s work load
The total number of personnel on the stations was around 2,500 including officers, male and
female personnel.
The station was equipped to perform as an individual unit like a small town with runways of sufficient length so that the aircraft could take off and land from where to attack the enemy.
It carried sufficient supplies of food, stocks of all the necessary maintenance supplies such as aircraft parts, tyres, turrets, engines and down to all the other small items like rivets screws everything necessary to keep the aircraft flying.
In every hour of the day people were working and with 2,500 staff on board the station could exist from the rest of the country for weeks. Time meant very little to staff and many would not know which day in the week it was or which date in the month it was. Sundays were just another working day.
The work was continuous, outside interests were possibly intentionally forgotten, all friends and family had to remain outside the airfield boundaries.
The best way of describing a normal working day is by eight am the bomb handling crews would already be hard at work sorting out the various bombs, such as the 4,000 lb (cookies) mounting them onto low engine driven trolleys, others would be packing the incendiaries into special cases, similarly all the other bombs likely to be used on operations. All these would be loaded onto special transports and dispatched around the airfield to the Lancasters which would be flying later that day if operations were on.
This operation would carry on well into the afternoon. Other staff would be doing the same with cartridges, feeding thousands of them into their ammunition belts and distributing them to the guns in the aircraft.
Other airfield staff would be filling the fuel bowsers which held 2,500 gallons of petrol and filling up the Lancaster fuel tanks which held 2,140 gallons. The fill up amount would depend on the time of the operation (Lancaster used an average of 200 gallons per hour). At the dispersal points ground crews would be carrying out their inspections on the aircraft under their control, engine fitters would be carrying checks on engine’s plugs and instruments, turrets and undercarriages and tyres, while others would be doing other pre-checks on the airframe wings, intercom and oxygen bottles etc., should any faults be found then an air test would be necessary to be carried out by the Pilot and Flight Engineer to make sure all was well. If a fault was still found and was connected with the flying ability of the aircraft further work would have to be carried out, a further air test would be required. Occasionally a complete engine may have to be replaced putting great strain on the ground crews.
While all this was happening other special staff would be working against time. The Intelligent Officer checking maps and up to date information regarding the target and route. The weather people checking the last minute weather conditions.
In messes the kitchen staff would have to prepare breakfast, lunch, tea and supper for around 200 people on top of that when operations were on a meal consisting of chips and egg had to be prepared and served approximately two hours before take-off time for the aircrews. In the locker rooms each flying crew had to have a parachute, flying helmet, safety aids, maps and money of the countries over which they would be flying, in case of being
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shot down. Sandwiches, extra rations prepared by the WAAFS and parcelled up to include chocolate, fruit, chewing gum and other items of refreshment.
The Station Officer and Flight Commander would be selecting the crew and working out the technical data for the journey.
Up until now the aircrews who may have been flying the evening before would be, during the morning, catching up on sleep (having got to bed around 4 to 5am), and in the early afternoon catching up with information etc. from their own Flight Officer or be visiting the aircraft to discuss with the ground crew, Sergeant-in-charge, any problems from the previous operation. Then probably the Pilot and Flight Engineer would have to carry out a test flight.
Once it was announced that operations were on, the aircrews had to attend briefing, have their meal then collect all necessary equipment from the locker room ready for being transported to the aircraft, to carry out the pre-flight checks ready for take-off. Only then after this could the ground crew relax, have a meal, a wash and have some time to themselves, if there was any time left, then be ready for the aircraft returning home anytime from five to eight hours later depending on the distance of the target.
Crews on return were interviewed by the Interrogation Officer, then have their meal and then to bed for hopefully a good sleep, to be ready for what were to happen the next day.
The Clothes Normally Worn on Operations by our Crew
In Bomber Command there was no laid down dress code for air crew to wear when flying on operations, every Squadron in fact every person had his own preference, all had to wear the RAF uniform, however what they wore under or over was entirely up to individuals (the RAF uniform had to be worn for safety reasons in case they landed in enemy territory, in uniform they became prisoners of war, in ‘civies’ they were most likely to be called spies and possibly shot).
Most of the operations carried out on Lancasters (in fact from all heavy bombers) were from heights of 20,000 ft or over where temperatures could drop to as low as -35 or -40oC below zero.
There was a certain amount of heating within the aircraft, this was heat which originated from the engines through ducts and entered the fuselage in the wireless operators compartment, therefore while the wireless operator and the navigator were roasting a little of the heat could be felt by the pilot and engineer, the bomb aimer who was in the front and the gunners in their turrets received no benefit, they had to source heat from other means.
As I indicated earlier it was an individual choice what clothing they wore, however I can tell you what our crew would normally wear, starting with the most comfortable.
Wireless operator: Normal RAF battle dress, heavy white jersey up to the neck, Mae West, parachute harness, flying boots and silk gloves.
Navigator: Normal RAF battle dress over silk underwear, heavy jersey, Mae West, parachute harness, flying boots, leather shoe foot with lamb’s wool tops (easily cut off), silk gloves plus leather gloves.
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Pilot and Flight engineer: There was much less heat reached the front of the aircraft therefore we wore silk underwear, long johns under RAF battle dress, heavy white woollen jersey up to neck, leather gloves over silk gloves. No Mae West, parachute harness, flying boots leather shoe base and leather flying jacket.
Bomb aimer: He usually flew in the nose of the aircraft which could be very cold, he wore silk underwear, long johns, RAF battle dress usually two heavy woollen jerseys and heavy over suit, Mae West, parachute harness, silk gloves, woollen gloves and a pair of leather gloves on top plus the normal flying boots.
The two crew members who suffered most from the cold were the gunners.
Mid upper gunner: he was still within the aircraft which gave some comfort. He wore two complete suits of silk underwear, two woollen jerseys, RAF battle dress, unheated over suit, heated over suit, Mae West, parachute harness, woollen scarf, woollen head cover under his helmet, three pairs of gloves, silk, woollen and leather, heated flying boots.
Rear gunner: This was the coldest place in the aircraft in fact he was actually outside the rear of the plane, so if it was expected that the temperatures would be around -20oC he would wear that similar to the mid upper gunner however if the temperatures were expected to drop to say -40oC he would add on extra layers of clothing and wear five pairs of gloves.
The gunners flying suits were electrically heated from a plug-in switch as were their helmet and gloves, their flying boots were also electrically heated, therefore if everything worked properly they were reasonably comfortable, this was however not always the case, a fault in the electrical system, possibly caused by enemy action, then they had problems and could receive severe frost bite, resulting in loss of fingers, toes or even more.
When the gunners were dressed up to ready to fly, it was difficult for them to walk and reach their position in the aircraft. The rear gunners especially looked like the advert for Dunlop tyres!
One of the main reasons for all crew members wearing silk gloves was if you caught the metal part of the aircraft with your bare hand it was so cold that the moisture from your skin would stick to the metal and leave you with severe injuries.
In the aircraft flying at over 10,000 ft oxygen had to be used which meant using masks attached to the helmets, which every few minutes you had to break the ice which had formed around the mask from just breathing.
The oxygen was also distributed through the aircraft from a single supply at each crew position there was a supply tap, there was also emergency bottles at each position, these would last for around 10 minutes.
We all also carried a whistle which was attached to the top left hand buttonhole of our tunic. The sound from a whistle carries much further than the human voice. It could be used to attract attention to one’s self in a dangerous situation or for making contact with others.
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Contact made with Two Crew Members after 60 Years plus information on others
Living in Scotland during the 1950’s and 60’s we had little choice of attending any of the activities which took place such as Airfield Open Days, Squadron reunions, or fly pasts, and it wasn’t until the early 1970s when we moved down to Shropshire that we began attending the occasional ‘open days’ (by this time Brian was old enough to be interested), Sylvia’s mum and sister’s home was in North Hykeham, Lincoln, only a short drive from Waddington RAF station, so this was our first visit of many which proved interesting and a good days entertainment.
We then in 1998 decided to revisit Ludford Magna (101 Squadron airfield) and the small church in the village where a Book of Remembrance was, the Book of Remembrance was of interest to me as it contained all the names of the aircrew that had been lost during the period which 101 Squadron had been there, as I said in my earlier notes that when we arrived at Ludford in July 1943 there was four crews two of which had the name of Evans, WL Evans and AH Evans, at Lindholme Heavy Conversion Unit. I was crewed up with WL Evans’ crew, and carried out my training with them, however when we arrived at Ludford somehow the paperwork was wrong and I was crewed up with AH Evans’ crew. It was suggested that as neither crews had been on operations the obvious thing was just to leave the paperwork as it was and for me to change over to the AH Evans crew, and the other Flight Engineer to take my place, Wally Evans would not agree, I was his Flight Engineer and that was how it had to be. All four crews flew on the same operations, on our first two, all returned, on our third AH Evans crew did not return, and by our fifth operation only our crew WL Evans were still operating. Checking in the Remembrance book sadly, I was able to read and realise how lucky I was that Wally had faith in me all those years ago.
While in the church we met a lady who looked after the church and was in fact decorating it with flowers, as she said this weekend coming was the 101 Squadron Association Reunion, when a service was held in the church followed by the laying of wreaths at the small memorial and afterwards the Women’s Institute laid on in the village hall tea and cakes for all, and if the weather was kind the Lancaster bomber would give a flying display.
In the year 2000 I joined the 101 Squadron Association and have attended the reunion every year since in early September, and in recent years Brian and Pauline have also joined us, joining the Association has proved very good as we have met many veterans who were flying during our time in the Squadron and other very interested people. It was through the Association Newsletter that I made contact with some of our crew members whom I had not heard from for nearly 70 years. They are Norman Ellison, our Wireless Operator and Len Brooks, our rear gunner.
In the summer of 2002 after writing a short article for the 101 Squadron Association Newsletter I was contacted by Chris, the son of our Wireless Operator (Norman Ellison) asking if I was the Donald Fraser who flew with his dad in 1943‑44 with 101 Squadron. After the telephone call Chris arranged for Sylvia and I to go to his home to meet his wife Christine and James his son, he lives in Exeter, his dad’s home was in Dawlish only a few miles apart. Chris then took us to meet his mum and dad, it was great to see him after 63 years and as such was quite emotional for both of us. It was so good to meet his wife Pauline. We stayed for around two hours before travelling on our way to Woolacombe. We met up again over the next two years, unfortunately Norman’s health deteriorated and he passed away on 13th February 2005. We attended his funeral, since then we exchange Christmas cards and the odd telephone call each year with his wife and Chris and his family.
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Norman also kept in touch with Wally Evans (our Pilot). After the war he emigrated to Australia where he lived for a number of years before returning to the UK in the mid eighties when he again contacted Norman, they then tried to contact all the other crew members, unfortunately the only member that made contact was Len Brooks, our rear gunner, Norman understood that Wally died in the late eighties.
Len Brooks, our rear gunner, we all knew that he lived in Grimsby for most of his life. During our time at Ludford whenever there was no flying on, he would take the opportunity to visit home which only took him over an hour to hitch a lift. If there was any change on flying one member of the crew would give him a telephone call and he would return to the Squadron very quickly.
During the 1980s and 90s there was a large number of books written covering the war and Bomber Command, I enjoyed reading many of them, even although as you know I did not believe all that was written, many of the books covered the time we were flying, as a result many of the operations we flew on were mentioned in them. There was a series of books written by Patrick M Otter on Bomber Command One Group, the group which 101 Squadron was in and operated throughout Lincolnshire. On reading one of Otter’s books called “Maximum Effort” I came across a picture of a number of air gunners while they were stationed at Lindholme as Instructors during their rest period. On a closer look I recognised one as Len our rear gunner. On contacting Mr Patrick Otter in 2004, he said it was 16 years since he spoke with Len at his home in Cleethorpes. However he could find no trace of him in the local telephone directories, he said he had left a message at the RAFA club in Cleethorpes to see if anyone knew what became of him, and if he had any response he would drop me a line. We thought that he had passed away around 2001‑2002.
I also made contact with Ken Lewis our Special Operator through the Newsletter, Ken also wasn’t in the best of health, however he arranged for his son in law to drive him from Reading (his home) to Lincoln. We had a great time at the Reunion lunch catching up with the past in September 2006, Ken’s profession was in Insurance which he spent all his working life in. Unfortunately he was unable to attend any more reunion meetings.
At the end of the war Norman had been in touch with Bill Blaynay, our Midupper gunner, who part way through our tour of operations after an unfortunate incident was released from flying. He told Norman that he had been reassessed and had his Sargents [sic] rank reinstated, other than that we have no other information about him.
There was still two more crew members still unaccounted for, Jimmy, our Navigator and Eric, our Bomb Aimer.
Shropshire during the war had a number of Heavy Bomber Airfields, Ternhill, Shawbury and Cosford which are still in service today. Prees, and Sleap, were both wartime bases flying Lancasters, at Prees the hangers are being used as storage units for commercial companies. Sleap is now the home of Shropshire Flying Club using part of the runway, a few buildings and the Control Tower. It is open to the public, where you watch the small aircraft flying and one can enjoy and a good cup of tea and a cake and have a good chat with people who are still interested in flying.
There is also a small Museum covering plane parts from World War II. In the last three years Sylvia, myself and friends occasionally drop in for a cup of tea, by now we know a few of the staff who are all Volunteers and very interested people.
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Jimmy Grant, Navigator
On one of our visits in 2012 I had taken with me the 1943 Christmas Dinner menu for 101 Squadron, all the crew members had signed it in the inside, most people looking at the menu thought that we had had an excellent meal considering there was a war on.
Mike Grant one of the longer serving volunteers at Sleap Museum, who aids in researching the items that are given to the Museum before they go on display to the public.
Meantime he is also tracing the history of the oil pipeline which carried the millions of gallons of oil from the ports, across the UK down to the Channel ports and on to the D Day landing sites and beyond. This will be a very interesting book to read when it is published, soon.
On seeing the menu Mike said “I know this signature, he is one of my family, see how he writes the ‘G’ and the ‘r’ in Grant, we all write our signature the same way, and we were all told off at school for not writing properly”. We worked out that Jimmy our Navigator was his uncle. After the war he said the family had gone their separate ways, as many families did, so he had no idea where Jimmy would be now – it’s a small world.
We still have no idea of what happened to Eric our Bomb aimer.
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CHAPTER K
THE LANCASTER STORY
It became clear reasonably early in the Second World War that if Britain had any chance of winning, Bomber Command had to take the war to Germany, deep into its industrial heart, which was not possible with the short range light Bombers.
It was decided by the War Council that a much larger aircraft which could travel further, with a much heavier bomb load into Germany was needed, hence the introduction of the four engined heavy bomber, the Halifax and the Lancaster.
1942 marked the turning point for Bomber Command, Marshal Travis Harris (later known as Bomber Harris) was appointed Leader of Bomber Command. He believed that Bomber Command given the necessary aircraft and equipment, could play an important role in winning the war by strategic bombing of Germany’s industrial towns and cities.
Harris ordered a 1000 aircraft raid on Cologne be carried out. Fortunately the operation was credited as a success, this persuaded the Government to allocate Bomber Command high priority for aircraft and more importantly navigation aids and radar which were vital for accurate delivery of bombs on targets.
The development of the Lancaster continued with a few prototypes being produced, the production of Lancasters increased slowly at first and gradually stepped up reaching their peak by the end of 1944.
The earlier two engine bomber had a second pilot to aid the captain with a crew number of five, however on the four engined heavies where crew members could move around the fuselage, a change was necessary. The heavies had a mid upper gun fitted requiring a mid upper gunner; because of pilot shortages owing to the increase in numbers of new squadrons coming on stream and the increased complexity of the four engine bomber, this called for a specialist engineer to replace the second pilot, so the flight engineer was created, the standard crew of the Lancaster comprised of seven specialists, Pilot, Navigator, Flight Engineer, Wireless operator, Bomb Aimer, Mid Upper Gunner and Rear Gunner. Each was an expert in his own field and each a vital cog in the overall crew, rank played no part in the airborne life of the crew.
The Lancaster was involved on most of the important operations, such as the Dambuster Raid on 16/17th May 1943, The Battle of the Ruhr, Battle of Berlin, (Overlord, the name given to the Invasion of Europe 6th May 1944) and Operation Thunder Clap, mass raids against supply and communication targets such as road and railyards continued, and against German naval shipping at Le Havre.
In late July a bombing campaign against the V-weapon sites commenced as there was fear that Germany had a new secret weapon, raids were carried out on launching and storage sites, these operations took much of Bomber Commands efforts throughout the autumn of 1944 as did the attacks against the French railway in support of Overland. In September the
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Navy believed that Tirpitz (the German Battleship) which was anchored in the Kaa Fjord in Norway was about to put to sea. Bomber Command was again given the task of destroying her. On the third attempt on 12th November 31 Lancasters attacked the Battleship. This time on arrival the weather was clear over the ship, no smokescreen obscured the target, during the attack several hits were seen by the Lancaster crews, followed by a heavy explosion, one of its magazines blew up, then the mighty Battleship rolled over and capsized.
By the end of 1944 the Allied Armies were approaching the Rhine, come the end of March 1945, they had crossed the river in strength and were advancing on Berlin.
Bomber Command’s role assisted by the United States Eighth Airforce was to support the Allies by bombing Military targets, and in supporting the Russian Army on their advance from the east on Berlin.
The last major attack of the war took place on 25th April 1945 by the bombing of the Bergholf (Hitler’s Eagles nest) and the SS barracks nearby.
The war in Europe ended on 8th May 1945 (VE Day), however just previous to that operation Manna was put into action, which was dropping vital food supplies to the starving civilian population of the Netherlands (the Germans agreed to the dropping areas) a similar operation dropped food parcels to the Dutch population. A large number of Lancasters were involved, these operations stopped on VE Day.
With the war in Europe over, plans were made for the repatriation of British and Commonwealth prisoners of war under the code name Operation Exodus, many Lancasters were converted to carry 25 passengers for this purpose. Flights continued bringing prisoners home from across France and Germany. Receiving camps were set up in the United Kingdom for the thousands of men returning home from Europe.
Although the war was over in Europe, many Lancasters were preparing for war in the Far East, known as the Tiger Force, it was agreed that 10 Squadrons of Lancasters would be used until the New Lincoln Bomber came on stream which had much longer fuel ranges. Fortunately the Japanese war ended sooner than expected (because of the use of the Atom bomb) resulting in Tiger Force not being required. Myself along with many other crew members were very relieved, because flying over Japan would have been very difficult and dangerous.
After the war the Lancaster continued flying carrying out various roles until the new aircraft came into service, of the approximately eight thousand Lancasters that were built only a few are left with only two airworthy aircraft, one in Britain and the other in Canada.
During World War II Lincolnshire was known as Lancaster County, because of the large number of squadrons scattered across the County (28 in total). Today most of the land then used is now returned to agriculture. It is still difficult to travel around without driving past the site of a famous airfield.
The airworthy Lancaster belongs to the Lincolnshire’s Lancaster Association, based at RAF Coningsby and is part of the Battle of Britain memorial Flight. Each year this flight performs at many air-displays entertaining thousands of people and serves as a living memorial to those air crew who gave their lives in the defence of their Country.
There is a second Lancaster which has its home also in Lincolnshire at East Kirby and belongs to two brothers, Fred and Harold Panton, the aircraft is maintained to a very high standard,
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where the public can have a taxi ride in the Lancaster, and enjoy the sound of the four Merlin engines.
The people of Lincolnshire were the first to know when the RAF were on operations, as with 28 squadrons based throughout the county and each squadron with at least 20 aircraft serviceable, the sound made from over 2000 Merlin engines, as they circled and climbed to reach a height of 10,000 ft before setting out across Europe was tremendous. People from the Netherlands told me (after the war) that during the war they lay in bed at night hoping to hear the special sound made by the British bombers, and as they passed over, they wished them success in their operation and prayed that the young men who flew in them returned home safely.
During operations I listened to the four Merlin engines purring away for five or six hours, the sound was magic and something I will never forget.
I am one of the thousands who have been entertained over the years by attending many of the fly pasts and open days, where the Lancaster has been carrying out the flypast, firstly to hear the sound of the Merlin engines which is music to my ears, then to see this superb aircraft flying towards you at around 200 feet nearly always brings a tear to my eyes for memories past.
Date: 30 Aug 1943
This picture was taken from the camera operated in conjunction with the opening of the bomb doors and Bomb Aimer releasing his bombs on our 2nd Operation to Munchen Gladbach. The picture plotted the bombs hitting the target.
[photograph of bombs hitting target]
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Lancaster Bomber
Specification
Length: 69ft 4ins (21.08m)
Wingspan: 102ft 6ins (31.00m)
Height: 20ft 6ins (6.23m)
Maximum Speed: 300+ mph
Range loaded: 2,600 miles app
Ceiling loaded: 24,000 ft
Internal payload: up to 7 tons
Full fuel load: 2,140 gallon
4 Merlin engines 1390 hp
(The latest Lancasters could be better in all specifications)
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[photograph of Avro Lancaster bomber]
[photograph of Avro Lancaster cockpit]
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[inserted] 16th December 1943 14th op. [deleted] Page 3 [/deleted] [/inserted]
Black Thursday
[inserted] Further notes on our 14th operation on 16th December 1943 [/inserted]
[crest]
AT A minute before midnight on the night of December 16. 1943 Lancaster LM395 emerged briefly from low cloud just north of Caistor. There was barely time for the pilot, Sgt Stan Miller of Scarborough to register what was happening before the Lancaster struck high ground near the town. When rescuers arrived they found no survivors among the crew of seven.
Crashes amongst Lancasters returning from ops or on night exercises had become an almost regular occurrence in Lincolnshire by the winter of 1943. But that night something awful was happening as the 1 Group aircraft returned from a round trip of eight hours to Berlin.
The raid that night had been specifically planned to catch the defenders fog bound on their nightfighter bases across Northern Europe. Instead, the mist came down and shrouded many of the airfields in Eastern England as the bombers were returning.
That night 483 Lancasters and 15 Mosquitos raided Berlin. Twenty-five aircraft were lost to a combination of night-fighters, flak and collisions over the German capital. At least another 29 Lancasters were lost in crashes when the bombers returned to airfields blanketed in fog.
1 Group suffered more than most with 13 aircraft being lost and 56 men killed in crashes on or around their bases. 100 Squadron was hit hardest of all, losing four aircraft, including two which collided right over the airfield at Waltham. 460 at Binbrook lost two as did 166 at Kirmington. And single aircraft were lost from 625 Squadron at Kelstern, 101 at Ludford and 12 and 626 lost a Lancaster each at Wickenby.
During briefings that afternoon, crews had been told that Bomber Command had been waiting to mount a raid on Berlin when the weather was so bad that the fighters would be grounded and they would have an easy trip. This was to be it.
The planned route was straight in and out again over Denmark. But the fighters, which were supposed to be sitting on fog-shrouded airfields across Holland, Belgium, Northern France and Germany, were airborne, and the first intercepted the stream of Lancasters over the Dutch coast and there were running battles, until the bomber stream turned for home across Denmark. Twenty one aircraft were shot down and four lost in collisions over Berlin itself.
The weather became progressively worse as the aircraft returned and by the time the 1 Group Lancasters began arriving they found the cloud base had almost reached ground level.
Crashes began to be reported from almost every airfield. Tired crews were unable to pick up the circle of lights which by then had been fitted around most of the dromes. Some came down in open fields, some, like LM395, simply flew into the Wolds. At Waltham, two Lancasters from 100 Squadron, O-Oboe and F-Freddie, collided as they circled looking for the funnel of lights that could guide them to safety.
One man who remembers that night vividly is Wing Commander Jimmy Bennett, who had arrived at Waltham three weeks earlier to form the new 550 Squadron which was due to move to North Killingholme in the new year.
Bennett. with two tours behind him already, chose to fly that with 'Bluey’ Graham and his crew.
"Our take-off was early, about 4.30 in the afternoon, and even then visibility wasn't very good and it was plain we were not going to be in for a very pleasant journey,” he said.
The bombers emerged from the cloud cover which was supposed to protect them over the North Sea. “There was no high cloud and at times we could see dozens of aircraft around us," Bennett recalled. "The clouds below cleared slightly over the city, we dropped our bombs and got away again. There was some fighter activity but we were not bothered.
"Coming back the cloud started to increase again and it was clear that by the time we reached England it would be almost right down to the deck. Bluey decided to come down through the cloud over the North Sea. In conditions like that it was always wise practice. Lincolnshire may have been fairly flat, but other places weren’t and there were always a few of what we called "stuffed clouds" around, clouds which contained something hard, like a hill.
"We dropped down into the mist but Bluey picked up the outer circle of sodium lights at Waltham, stuck his port wing on them and followed them round until he found the funnel and put her down.
“We rolled along the runway to the far hedge and we were already aware that planes were coming down all around us, landing at the first opportunity, so we decided it would be a lot safer to leave the aircraft where it was and walk the rest of the way.”
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Black Thursday
[picture of aircraft]
100 Squadron had suffered terribly that night. So had 97 Squadron at Bourn in Cambridgeshire. It lost no fewer than seven aircraft in crashes.
The 1 Group Summary, which was circulated to all squadrons at the end of December, recorded: “No opportunity for striking at our objectives must be lost. This being the case, it is obvious that, in addition to the enemy on the far side, the elements of this side still have to be mastered.
“As an illustration, after the raid on Berlin on December 16/17, a widespread and unpredicted deterioration in the weather at our home bases occurred.
"No diversion areas were available and many deplorable accidents resulted while our aircraft were endeavouring to break cloud and land."
The Summary continued: "An investigation has now been completed which shows the accidents cannot be attributed to a common factor. Some aircraft broke cloud too quickly, some broke cloud too slowly and continued to sink, whilst others ''slipped in” on a turn while endeavouring to keep the airfield lights in view."
It added: "Conditions were vile and unexpected yet 136 aircraft landed safely. We must continue to strive for better airmanship and more effective ground control.
But no number of investigations and changes to procedure could erase the memory of that wooden hut near Louth for Wing Commander Bennett.
One crew which narrowly escaped joining the casualties that night was one from 101 Squadron at Ludford. [inserted] X2 [/inserted]
Len Brooks, who was the rear gunner in a Lancaster flown by Sgt Walter Evans, remembers that they were diverted to Driffield because of the bad weather. Over East Yorkshire they were picking up RT messages from Driffield, Dishforth and Catfoss but could see no lights through the murk.
Then Catfoss offered to put a light up for them. " They realised we were very low and put the beam almost parallel to the ground right on us. I remember feeling the power go on. the nose lift and suddenly I saw under the turret chicken huts, a garden shed and finally chimney pots flashing by. That Iight had saved us.”
[inserted] This refers to the aircraft being suddenly given full power to lift itself over the farm buildings [/inserted]
Mr Brooks also remembers the first time Ludford's new FIDO fog dispersal system came into use. This consisted of a system of petrol burners the length of the runway, the theory being that the heat generated would drive the fog away. It worked, too, the only problem being that the hot air caused a great deal of turbulence over the runway.
He recalls that two aircraft ahead of them declined to land, despite the exhortations of the station commander, Group Captain Bobby Blucke. When it came to their turn they were so low on fuel they had no option and Evans virtually forced the Lancaster down onto the runway.
[inserted] [symbol] Len Brooks our Rear Gunner He was looking backwards from the aircraft therefore had a completely different view from the others of the crew [/inserted]
[photograph of the rear gunner, Len Brooks]
102. An unknown gunner standing by his turret. 12 Squadron, Wickenby, May 1944.
74
[page break]
Training the Crews
[crest]
BEFORE BOMBER Command could launch its projected expansion in late 1943 and 1944 it had to have a ready supply of crews. And that meant an increase in training establishments.
Changes in the training system meant that each Group became responsible for turning out its own heavy bomber crews. With Lindholme in South Yorkshire as the Base station, Heavy
Conversion Units were set up at Faldingworth, Blyton and Sandtoft with other training units being based at various times at Hemswell, Ingham and Sturgate.
Most of the1I Group crews were to go through these training bases and many felt that flying with operation squadrons was considerably safer than in the HCUs.
Until more Lancasters became available, their conversion to four-engined heavies was largely on Halifaxes, and in particular on the early Mark I and lls. They were underpowered aircraft which had already been discarded by operational squadrons in favour of either Lancasters or the much superior later marques of the Halifax. They also had some nasty habits, particularly when inexperienced crews tried one particular manoeuvre which effectively blocked the airflow over the tail and was responsible for the destruction of a number of these aircraft.
One ex-12 Squadron crew remember starting six cross-country exercises from Sandtoft and failing to complete one of them. There was little wonder that Sandtoft became known throughout 1 Group as Prangtoft.
Sandtoft itself was, like the other training airfields, originally intended as an operational station.
The site. which is alongside what is now the M180 between Scunthorpe and Thorne, was selected by Air Ministry surveyors in January 1942 as suitable for use by heavy aircraft and work started that October on the construction of the airfield. It was intended that it would come into use as a bomber airfield in January 1944 but in the meantime, it was decided to earmark the new station for a Heavy Conversion Unit.
It officially opened in December 1943 (although it was by no means complete, not unusual with newly-opened airfields in 1 Group at the time). The first unit to operate from there was A Flight of 1667 HCU which moved in from Faldingworth, followed by its other two flights. Later in the year a fourth Flight was formed and this became the Flying Instructors’ Flight which in turn provided the training for instructors within 11 Base which also included Lindholme and Blyton.
[photograph of gunnery instructors]
133. Gunnery instructor at Lindholme in 1944. On the extreme left is Bob Dunston, an Australian who had lost a leg while serving with the 8th Army at Tobruk and later volunteered for the RAF as an air gunner. The picture comes from Len Brooks of Cleethorpes, pictured second from the left.
[inserted] Second from left is Len Brooks our Rear Gunner [/inserted]
75
[page break]
[blank page]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
WO Donald Keith Fraser
Donald Keith Fraser's memoir
Description
An account of the resource
Memoir describing his life and service career in the RAF. He also gives a list of 29 operations he participated in with notes on specific operations, and recounts a brief history of the Lancaster.
Creator
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Donald Fraser
Format
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80 typewritten pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BFraserDKFraserDKv1
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.
France
Germany
Great Britain
Poland
England--Lincolnshire
France--Modane
Germany--Augsburg
Germany--Berlin
Germany--Bochum
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Leipzig
Germany--Leverkusen
Germany--Mannheim
Germany--Mönchengladbach
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Poland--Szczecin
Germany--Braunschweig
Germany--Ruhr (Region)
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1 Group
101 Squadron
1667 HCU
aircrew
bomb trolley
bombing
bombing up
briefing
Churchill, Winston (1874-1965)
Cook’s tour
dispersal
Distinguished Flying Medal
fear
FIDO
fitter engine
flight engineer
flight mechanic
fuelling
Gee
George VI, King of Great Britain (1895-1952)
ground crew
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
memorial
military ethos
military living conditions
military service conditions
navigator
Nissen hut
Operational Training Unit
perception of bombing war
perimeter track
petrol bowser
radar
RAF Bottesford
RAF Catfoss
RAF Coningsby
RAF Cottesmore
RAF East Kirkby
RAF Lindholme
RAF Ludford Magna
RAF North Luffenham
RAF St Athan
RAF Waddington
RAF Wickenby
runway
searchlight
service vehicle
Tiger force
Tirpitz
tractor
training
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1486/26758/MWarburtonW1067053-160217-03.1.pdf
4a5013b7c9595bd230ba14f9323ac7e8
Dublin Core
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Title
A name given to the resource
Warburton, William
W Warburton
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
2016-02-17
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
Warburton, W
Description
An account of the resource
Ten items. Sergeant William Warburton (1911 -1944, 1067053 Royal Air Force) flew operations as a flight engineer with 61 Squadron. He and his crew failed to return from operation in january 1944. Collection contains a scarpbook with contributions from most of the crew, letters to his father, letter to A Brander's father as well as Brander's logbook, research on his aircraft loss and locating relatives of the crew by M Warburton (nephew) and extracts from B Clak's diaries for December 1943.<br /><br />The collection has been donated to the IBCC Digital Archive by Michael Warburton and catalogued by Nigel Huckins.<br />Additional information on William Warburton is available via the <a href="https://losses.internationalbcc.co.uk/loss/124345/" target="_blank" rel="noopener">IBCC Losses Database</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
William Warburton
Sgt Flight Engineer RAF
Written by Michael Warburton; Nephew of Flight Engineer William Warburton
William Warburton volunteered for duty as Flight Engineer with 61 Squadron on Lancaster bombers in WW2.
He was stationed at RAF Skellingthorpe in Lincolnshire and later moved to RAF Coningsby on January 12th 1944.
His last operation was to Berlin on 26th / 27th January 1944. Bill and his crew never returned.
Records and research show that William’s aircraft DV400 QR-Y was returning home and flying in cloud cover.
Another Lancaster Bomber DV231 SR-A from 101 Squadron was also returning in the same area above cloud. This aircraft was hit by Flak and then finished off by a German Night Fighter flown by Heinz Misch in a JU88 Night Fighter from 9/NJG2 Sqdn. The Lancaster aircraft went into the cloud and collided with DV400 Lancaster aircraft, resulting in a huge explosion; the wreckage from both bombers plunged to the ground.
One crew member from DV231 survived by getting out of the aircraft before it hit William’s Bomber. The crew member was A H Smallman; he became a prisoner of war and was repatriated on 6th February 1945.
A total of 35 aircraft were lost on this raid alone.
The crew from both aircraft are buried in Hanover War Graves Cemetery, Germany.
William Warburton’s Crew from DV400: Pilot - Bob West
Sgt William Warburton – Flt Engineer F/Sgt Phil Brander – Air Gunner
P/O Frank Langley – Air Gunner F/O Alan Beetch – Navigator
P/O Lloyd Cuming – Bomb Aimer Sgt Bernard Clark – Wireless operator
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
William Warburton Sgt Flight Engineer RAF
Description
An account of the resource
Report of last flight of DV400; lost 27th Jan 1944,” findings of Michael Warburton’s research into the crash of ‘DV400’. Concludes that DV400 was hit by another Lancaster that had been shot down by a German night fighter and subsequently entered cloud and collided with DV400.. Notes that 35 aircraft were lost on this operation to Berlin.
Creator
An entity primarily responsible for making the resource
M Warburton
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Germany
Germany--Berlin
Germany--Hannover
Temporal Coverage
Temporal characteristics of the resource.
1944-01-26
1944-01-27
1945-02-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Identifier
An unambiguous reference to the resource within a given context
MWarburtonW1067053-160217-03
101 Squadron
61 Squadron
air gunner
aircrew
anti-aircraft fire
bale out
bomb aimer
bombing
crash
final resting place
flight engineer
Ju 88
killed in action
Lancaster
mid-air collision
navigator
pilot
prisoner of war
RAF Coningsby
RAF Skellingthorpe
shot down
wireless operator
-
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Dublin Core
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Title
A name given to the resource
Siddle, William Elliot
W E Siddle
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-12-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Siddle, WE
Description
An account of the resource
Two items. The collection concerns Sergeant William Elliot Siddle (1038438 Royal Air Force) and contains documents and research. He flew operations as a pilot with 9, 83 and 97 Squadrons.
The collection has been donated to the IBCC Digital Archive by Chris Wilson and catalogued by Trevor Hardcastle.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WILLIAM ELLIOTT SIDDLE
1038438 FLT Sgt
Information below is from:
a) A book called Lancaster Valour, The Valour and the Truth by Clayton Moore published by Compaid Graphics 1995 in co-operation with Yorkshire Air Museum ISBN no 09517965 6 9
[Clayton Moore was a Canadian (and not to be confused with the actor who played the “Lone Ranger”) and he was the tail gunner in “Bill Siddles” Lancaster crew}
b) Flying certificate for Instrument Flying issued to Embryo Pilot William E. Siddle by the Army Air Forces Advanced Flying School, Moody Field, Georgia on the 28 Day of September, 1942
c) Flying certificate issued to W.E Siddle by the United States Army Forces Advanced Flying School Moody field Georgia U.S.A on the 9th Day of October, 1942
d) Obituary from the Cumberland and Westmoreland Herald 1970
e) Royal Air Force Service and Release Book for Flight Lieutenant 149619 W.E. Siddle.
f) book called Lincolnshire Airfields in the Second World War by Patrick Otter
[underlined] Information [/underlined]
William E. Siddle, otherwise known as “Bill” joined the RAF in or around 1942 aged 22 and was trained to fly by the United States Army at their Flying School at Moody Field, Georgia in September/October 1942
He was a Sergeant when he attended operational flying training at Upper Heyford and he formed his crew in June 1943.
Navigator- Dick Lodge
Flight Engineer- Reg Mosely
Mid Upper Gunner- Dick Jones
Wireless Operator- Clem Culley
Bomb Aimer- Ken Mills
Tail Gunner- Clayton Moore (Canadian)
21 July, 1943 The crew’s first posting was with 9 Squadron of 5 Group Bomber Command at Bardney Lincolnshire. Bardney Airfield was opened in April 1943. Squadron Code was WS
27 July, 1943 Hamburg Lancaster DV-198 (WS/U) This was the crew’s first operational flight Then
[page break]
28 July, 1943 Hamburg Lancaster ED-666 (WS/G)
2 August, 1943 Hamburg Lancaster ED-654 (WS/W)
9 August, 1943 Mannheim Lancaster DV-198 (WS/U)
27 August, 1943 Nurenburg Lancaster ED-975 (WS/Y)
30 August, 1943 Munchen Gladbach Lancaster ED-975 (WS/Y)
5 September, 1943 Mannheim Lancaster ED-975 (WS/Y)
6 September, 1943 Munich Lancaster ED-975 (WS/Y)
On this Munich trip the plane was badly hit by flak. Bill was given priority landing as they were losing fuel and they nearly made it back to Bardney but Bill had to put the plane down in a field in Minting as all engines failed. Everyone survived although Bill lost teeth from being flung through the windscreen; Mosely, Hill and Jones had back injuries; Lodge broke his arm getting off the downed plane. Moore was found still in his rear turret under a hedge and he suffered concussion. There is a picture of the crashed ED-975 in Moore’s book.
26 September, 1943 new crew with Jock Wilson, Mick Machin and Gerry Parker (American) replacing Mosely, Hill and Jones respectively took ED-499 (WS/X) on a night flying test. Bill found he could not land and took 9 attempts. Bill then kicked everyone else out expect the flight engineer and after checking the landing gear went straight back up and made a number of landings to get his nerve back. Bill only got a telling off.
22 October, 1943 Kassell Lancaster CV-340 (WS/Q)
2 November, 1943 Crew allocated “Spirit of Russia” Lancaster EE-136 (WS/R)
10 November, 1943 Modane Lancaster EE-136 (WS/R) short on fuel Bill landed in Cambridgeshire and the field forgot to tell Bardney and so all reported missing!
General shortages of crews and crew members stopped Bill and his crew flying together. Jones (who had returned to the crew after recovering from the Minting crash) flew 2 Dec as spare mid upper gunner with WS/C and did not return/shot down. Parker, the American was then made the permanent mid upper gunner. Lodge the Navigator returned to the crew 20 December, 1943.
23 December, 1943 Berlin EE-136
29 December, 1943 Berlin EE-136
5 January, 1944 Stettin EE-136
January, 1944 Braunschweig EE-136
Entire Crew applied to join the Pathfinders
Crew went to PFF Navigation Training Unit at RAF Station Upwood, Cambs
[page break]
3 February, 1944 Crew Posted to 83 Squadron based at Wyton, Cambridgeshire.
15 February, 1944 Berlin Lancaster JB-309 (OL/N)
20 February, 1944 Leipzig Lancaster ND-494 (OL/G) (plane badly hit by flak)
Crew allocated ND-464 (OL/S)
15 March, 1944 end of 2 week training
18 March, 1944 Frankfurt Lancaster ND-390 (OL/V)
24 March, 1944 Berlin Lancaster ND-400 (OL/Q) (72 bombers lost on that raid as met office’s projected wind speeds all wrong- Bill’s navigator Lodge realised something wrong and set new course to adjust to actual very high wind speeds but others did not)
26 March, 1944 Essen Lancaster ND-402 (OL/R)
Bill made Flying Officer and received a DFC at the age of 23
March 1944 83 Squadron transferred from Eight Group to Five
Group’s 97 Squadron- Groups Special Marker Force based in Coningsby, Lincolnshire
March/April 1944? La-Chapelle Paris Lancaster ND-400 (OL/Q)
26 April, 1944 Schweinfurt Lancaster ND-464 (OL/S)
28 April, 1944 St Medard en Jalles nr Bordeax
1 May, 1944 St Martin Du Touch (OL/S)
8 May, 1944 Lanveoc Lancaster ND-551 (OL/V) (German airfield in France)
11 May, 1944 Bourg-Leopold Belgium Lancaster ND-464 (OL/S)
1 June, 1944 Saumur Lancaster ND-464 (OL/S)
6 June, 1944 La Parnelle Lancaster ND-464 (OL/S)
Invasion of Europe- Bill volunteered for a second tour- crew did too.
7 June, 1944 Caen Lancaster ND-464 (OL/S)
10 June, 1944 Orleans Lancaster ND-933
Daylight Raid formation training
21 June, 1944 Wesselling, Cologne Lancaster ND-464 (OL/S)
Crew Changes- Gerry Parker (American) transferred and replaced by Paddy Blanche who after 1 trip transferred to 617 Squadron and replaced by Hine as mid upper gunner.
23 July, 1944 St Vitry le Francoise Lancaster
[page break]
Bill was awarded a bar to his DFC and promoted to Flight Lieutenant due to his actions during this raid as “by skilful and evasive tactics, Flight Lieutenant Siddle manoeuvred his aircraft and continued to make a steady run, although his aircraft was plainly visible in the light of flares around the target” (Obituary says June 1944)
No date Wizerne
23 July, 1944 Keil (from Wyton base) Lancaster ND-400 (OL/Q)
24 July, 1944 Stuttgart (from Wyton base) Lancaster ND-400 (OL/Q)
Crew changes- Hine and Culley (wireless op) left- Alan McDonald (Canadian) new wireless op but no mid upper gunner as shortage.
26 July, 1944 Givors Lancaster PB-230 (OL/V)
July/August 1944- crew shortages meant enforced inactivity
September 1944- crew allocated new plane PB-368 (new OL/S)
10 September, 1944 Munchen Gladbach Lancaster PB-368 (OL/S)
11 September, 1944 Darmstadt Lancaster PB-368 (OL/S)
12 September, 1944 Stuttgart Lancaster PB-368 (OL/S)
Crew Change- Bill Trotter joins as mid upper gunner
19 September, 1944 Stuttgart Lancaster PB-368 (OL/S)
23 September, 1944 Munster Lancaster PB-368 (OL/S)
27 September, 1944 Kaiserslaughtern Lancaster PB-368 (OL/S)
October was spent training in OL/S
This is the end of the information found in the tail gunners book (Clayton Moore). Clayton had done 45 runs and head injuries in the Minting crash were catching up on him with increasing headaches and sight problems. Clayton went back to Canada. At this time only 3 of the original crew remained. Siddle (pilot), Lodge (navigator) and Moore (tail gunner).
Bill Siddle remained on active service until the cessation of hostilities having completed more than 60 operational sorties.
His last day of service was 1 April, 1946.
He died in 1970 aged 48.
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 Elliot Siddle
Description
An account of the resource
Bill Siddle's time in the RAF pieced together by research. He was a pilot who flew the Lancaster with 9 and 83 Squadrons. He was commissioned in 1944, was awarded the DFC and Bar and completed more than 60 operations. He left the service in 1946 and died in 1970.
Temporal Coverage
Temporal characteristics of the resource.
1943-07-21
1943-07-27
1943-07-28
1943-08-02
1943-08-09
1943-08-27
1943-08-30
1943-09-05
1943-09-06
1943-10-22
1943-11-02
1943-11-10
1943-12-23
1943-12-29
1943-12-29
1944-01-05
1944-02-03
1944-02-15
1944-02-20
1944-03-15
1944-03-18
1944-03-24
1944-03-26
1944-04-26
1944-04-28
1944-05-01
1944-05-08
1944-05-11
1944-06-01
1944-06-06
1944-06-07
1944-06-10
1944-06-21
1944-07-23
1944-07-23
1944-07-24
1944-09-10
1944-09-11
1944-09-12
1944-09-19
1944-09-23
1944-09-27
1946-04-01
Spatial Coverage
Spatial characteristics of the resource.
United States
Georgia--Moody Air Force Base
Great Britain
England--Oxfordshire
Germany
Germany--Hamburg
Germany--Mannheim
Germany--Nuremberg
Germany--Mönchengladbach
Germany--Munich
Germany--Kassel
Germany--Berlin
England--Cambridgeshire
France
France--Modane
Germany--Leipzig
Germany--Ruhr (Region)
Germany--Frankfurt am Main
Poland--Szczecin
Germany--Braunschweig
Germany--Essen
France--Paris
Germany--Schweinfurt
Germany--Wesseling
France--Bordeaux (Nouvelle-Aquitaine)
France--Lanvéoc
France--Saumur
France--Orléans
France--Caen
France--Saint-Omer (Pas-de-Calais)
France--Givors
Germany--Kiel
Germany--Darmstadt
Germany--Münster in Westfalen
Germany--Kaiserslautern
Belgium--Leopoldsburg
Belgium
Poland
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
United States Army Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Four typewritten pages
Identifier
An unambiguous reference to the resource within a given context
MSiddleWE1038438-151208-030001, MSiddleWE1038438-151208-030002, MSiddleWE1038438-151208-030003, MSiddleWE1038438-151208-030004
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.
Conforms To
An established standard to which the described resource conforms.
Pending review
Contributor
An entity responsible for making contributions to the resource
William Cragg
83 Squadron
9 Squadron
aircrew
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
Distinguished Flying Cross
Lancaster
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
pilot
RAF Bardney
RAF Coningsby
RAF Upper Heyford
RAF Upwood
RAF Wyton
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1780/36177/LDidcoteWG574095v1.1.pdf
cc2d34efdc71c8d457df3d7ff8c4159a
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
Didcote, William George
W G Didcote
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
2021-01-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Didcote, WG
Description
An account of the resource
Three items. The collection concerns Squadron Leader William George Didcote OBE (b. 1922, 574095 Royal Air Force) and contains his log book and two photographs. He flew operations as a navigator with 115 Squadron.
The collection has been donated to the IBCC Digital Archive by Timothy Victor Wilks and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
W G Didcote’s South African Air Force observer’s or air gunner’s log book
Description
An account of the resource
South African Air Force observer’s or air gunner’s log book for W G Didcote, covering the period from 15 December 1942 to 9 November 1945. Detailing his flying training, operations flown, instructor duties and duties with 90, 186, 218 and 83 Squadrons. He was stationed at SAAF Oudtshoorn, SAAF Port Alfred, RAF Millom, RAF Silverstone, RAF Wratting Common, RAF Waterbeach, RAF Witchford, RAF Chedburgh, RAF Manby, RAF Tuddenham, RAF Stradishall and RAF Coningsby. Aircraft flown in were Tutor, Botha, Anson, Oxford, Tiger Moth, Wellington, Stirling and Lancaster. He flew a total of 32 operations with 115 Squadron. His pilots on operations were Flight Sergeant Carter, Flight Sergeant Gibson, Pilot Officer Rowe-Evans, and Pilot Officer Atkin. Targets were Berlin, Leipzig, Stuttgart, Nuremberg, Laon, Aachen, Rouen, Cologne, Dusseldorf, Essen, Friedrichshafen, Chambly, Cap Gris-Nez, Courtrai, Le Mans, Duisburg, Dortmund, Trappes, Ouistreham, Lisieux, Paris, Dreux, Nantes, Le Havre, Valenciennes, L’Hey, Watten, Vaires and Nucourt. He also flew one Operation Exodus flight and one Operation Dodge flight.
Creator
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Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-03-15
1944-03-16
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-28
1944-05-01
1944-05-02
1944-05-09
1944-05-10
1944-05-11
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-14
1944-06-15
1944-06-16
1944-06-23
1944-06-24
1944-07-05
1944-07-06
1944-07-07
1944-07-08
1944-07-10
1944-07-12
1945
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
South Africa
Atlantic Ocean--English Channel
Belgium--Kortrijk
England--Cambridgeshire
England--Cumbria
England--Lincolnshire
England--Northamptonshire
England--Suffolk
France--Audinghen
France--Caen Region
France--Dreux
France--Laon
France--Le Havre
France--Le Mans
France--Lisieux
France--Nantes
France--Nucourt
France--Paris
France--Paris Region
France--Rouen
France--Valenciennes
France--Vaires-sur-Marne
France--Versailles Region
France--Watten
Germany--Aachen
Germany--Berlin
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Friedrichshafen
Germany--Leipzig
Germany--Nuremberg
Germany--Stuttgart
South Africa--Oudtshoorn
South Africa--Port Alfred
Germany--Ruhr (Region)
France--Ouistreham
France--Cap Gris Nez
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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Mike Connock
Cara Walmsley
Identifier
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LDidcoteWG574095v1
115 Squadron
1651 HCU
1653 HCU
1678 HCU
17 OTU
186 Squadron
218 Squadron
83 Squadron
90 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Botha
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Me 110
navigator
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Exodus (1945)
Operational Training Unit
Oxford
RAF Chedburgh
RAF Coningsby
RAF Manby
RAF Millom
RAF Silverstone
RAF Stradishall
RAF Tuddenham
RAF Waterbeach
RAF Witchford
RAF Wratting Common
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1975/38462/PWheelhouseE1703.2.jpg
1b0a106abc9dc7abfa95e90ebbffc7fe
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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Wheelhouse, Edith
E Wheelhouse
Publisher
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IBCC Digital Archive
Date
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2017-10-27
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Wheelhouse, E
Description
An account of the resource
Seven items. The collection concerns Corporal Edith Wheelhouse and contains newspaper clippings and photographs. She served in the WAAF at RAF Scampton and RAF Coningsby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jean Valerie Cann 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
VE Day Poster
Description
An account of the resource
Two Lancasters, OF-J and OL-J, flying side by side. The poster has VE day and 8th May 1945. At the top is a crest with LIV Bomber Base.
Temporal Coverage
Temporal characteristics of the resource.
1945-05-08
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
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eng
Type
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Photograph
Format
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One b/w photograph with overlays
Identifier
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PWheelhouseE1703
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
83 Squadron
97 Squadron
Lancaster
Pathfinders
RAF Coningsby
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Base Commander.
Base Int: [Stamp]
MARCH * 1944* CONFIDENTIAL * NO * 20
V GROUP NEWS V
FOREWORD by A.O.C.
March proved a record month for 5 Group, with a total of 1720 aircraft despatched, and a bomb load of 7200 tons. The month also showed a lower figure for early returns at 4.01%, and a missing rate well below the average for the past six months.
Outstanding during the month were the series of attacks on small targets, by individual Bases. These were well undertaken and caused much damage to the French aircraft industry, which is engaged on sub-contracting and repair work for the G.A.F. – work which is of increasing importance as the major factories in Germany are obliterated by the U.S. .A.F.
These attacks call for exact marking, accurate bombing and good signals communications. Much training is still necessary before every operation runs smoothly and can be undertaken with equal success on dark nights, by the aid of flares instead of the moon. That such attacks are possible is shown by the success achieved by No. 617 Squadron, who in this respect are acting as pioneers and gaining invaluable experience of a type of attack which is of growing importance.
The success which this Squadron has achieved was rewarded by a special visit from General Carl Spaatz, Commanding the United States Strategic Air Forces, and General Doolittle, Commanding the 8th Bomber Force, who came to see for themselves the methods which are employed.
Further evidence of the wide interest which is being taken in these attacks can be found in the Air Intelligence Summary of the United States Strategic Forces in Europe, for the week ending April 2nd.
An article headed “R.A.F. Precision Attacks by Night”, after describing the results of many of the recent attacks, including those undertaken by all squadrons in this Group, continues as follows:-
“Relatively small formations of Lancasters, manned by experienced and carefully trained crews, are responsible for the success of these missions, an outstanding feature of which has been the economy of force used to produce the desired result. Expert navigation followed by pin point marking of the target by a single aircraft at low level, has permitted visual bombing with a precision comparable to the best results obtained in daylight.”
This praise, coming from the United States Air Force, is indeed welcome, for we recognise the magnificent results which they are achieving by day. If we think that precision bombing by night is not only possible, but in some respects easier than precision bombing by day, as well as being more economical, it is up to us to undertake the training and to give the thought necessary to prove that our conviction is right by the only valid method – that of results. I hope that during April we shall have an opportunity of gaining further experience and providing further proof of what can be done.
With so much activity in front of the Group a heavier load than ever will be placed on the Training Base. It is going to be hard work for everyone, but it is only through their efforts that we have been able to carry out these damaging attacks. I congratulate all ranks in the Base on having achieved the full planned output of crews throughout the winter months, in spite of great difficulties of weather and an unexpected change in the type of aircraft used for conversion training. The requirements from now on are for the maximum number of crews who can be trained with the available resources.
[Page break]
PROGRESS OF NAVIGATION
For the first two years of the war, the policy of operational navigation was controlled by individual Station and Squadron Commanders. Routeing, timing, heights to fly and recommendations of the best Navigational aids then available were decided locally.
As the Command effort increased, and the enemy night defences grew stronger, it became necessary to route aircraft in concentration; thus, routeing was taken over by Bomber Command. The concentration achieved was still poor, however. There were several contributory factors:-
(i) Lack of Navigational aids which would enable all aircraft to establish their positions when over enemy territory.
(ii) Inaccurate flying of courses by Pilots due to weaving, evasive action, etc.
(iii) Inaccuracies in calculations and computations by navigators.
(iv) Due to the combination of (i), (ii), and (iii) above, the inability of the Navigator to determine the correct wind velocities.
A concentrated drive was then made to remove these shortcomings. Gee, and later H.2.S. was introduced to enable Navigators to determine their position over enemy territory. The introduction of the A.P.I. which maintains an accurate air plot, gave the Navigator a method of recording inaccuracies of the aircraft and of the pilot which would normally pass unnoticed. Weaving was forbidden. More attention during the Navigator’s training, was given to computations and the elimination of careless mathematical errors.
H 2 S and the A.P.I., however, were not available to the entire force, and the average Navigator was still unable to determine correct wind velocities. An analysis of many raids proved that a certain number of experienced Navigators, with the required aids, could find accurate winds, and it was decided to let the whole force benefit by the experience and capabilities of these crews. The scheme was pioneered by this Group on several occasions, and the results were very successful. It was then adopted by Bomber Command for general use. The procedure is as follows
15/25 crews from each Group flying in aircraft equipped with H 2 S and A.P.I. are detailed as “wind finders”. The Navigators of these aircraft obtain wind velocity checks as often as possible, and transmit to Base all wind velocities found.
Before the operation, the Senior Met. Officer at Group prepares a chart illustrating the route, the meridian code and the estimated position of aircraft at broadcast times. Attached to this chart is a list of the wind finding aircraft. As each wind is received, it is entered in the column allotted to the particular aircraft.
The wind signals from aircraft are intercepted at Group Headquarters by the Signals Section, who keep a monitoring watch on all Base frequencies. From the time of breaking enemy R.D.F. cover, signals runners are constantly employed delivering wind messages to the Met. Office.
There is a hook up between all Group Met. Sections within the Command, and winds received from the entire force are collated. The Met. Officer sits with one eye on his chart and one eye on the clock, and five minutes before the next broadcast is due, a forecast wind is issued, and, if necessary, a corrected past wind.
As the raid progresses, and the chart fills up, so the look of satisfaction grows on the Senior Met. Officer’s face. Sometimes there are blanks when aircraft cannot obtain a wind velocity check, due to u/s equipment, or because aircraft have returned early. At other times a wind velocity obtained is not transmitted by the aircraft until long after it has left the area to which the wind velocity applies. In both instances, this gives the Met. Staff so much less information on which to base their corrections and forecasts. There have been instances when they have had no more than two or three wind velocities over a detailed area, and even then there have been large discrepancies. A good example is the Berlin raid of 24/25 March, 1944, when only 9 wind velocities were received, homeward bound, from the target to the enemy coast – 2 1/4 hours flying! In such circumstances it may be exceedingly difficult to give you accurate forecast winds. Crews now realise how important it is to obtain as many wind velocity checks as possible, and pass them to Base immediately. Even if the wind velocity obtained differs considerably from the forecast on the Form 2330, then providing you are confident of the fix used, send back the w/v you have found. If you have “boobed”, then the Met. Staff can, and will, see this, and no harm will be done. There will be no “strips” for the crew concerned. If, however, you obtain a w/v and [underlined] DO NOT [/underlined] send it back, then you are withholding vital information which may affect the safety of the whole Bomber Force, including your own.
The Group Met. Staff have had considerable experience of this scheme, and they are getting to know the various windfinders. One often hears a remark in the Met. Office “Old Snooks is flying in “F”57 tonight, we shall get some reliable winds from him” – and they do!! They know that each wind “Old Snooks” sends back will be reliable, and his messages are greatly treasured.
A Navigator is employed in the Met. Office whose duty it was in the past, to present to the Air Staff the effect of the corrected w/v’s on track and time keeping, and whether aircraft would arrive at the target early or late. All went well until the attack on Leipzig on the night of 19/20th February, when it was obvious from application of the broadcast winds that aircraft would arrive at the target 10 – 15 minutes early. We all know the result – 79 aircraft lost.
The obvious way to tackle this problem was to adjust the zero hour, and since we were obtaining from aircraft reliable information of true winds over enemy territory, a scheme was devised whereby the zero hour could be amended if necessary. The Duty Navigator in the Command Met. Office ascertains from application of the corrected w/v’s, whether the aircraft will arrive at the target early on time, or late, and consequently whether the zero hour needs amending. All H 2 S wind finders in this Group transmit the times at which they pass two datum points on the route. It is obvious, however, that both calculations will be valueless unless all aircraft [underlined] do [/underlined] leave the concentration point [underlined] exactly [/underlined] on time, and fly at the speeds laid down at the Flight Planning Conference. It must also be obvious to the reader, that unless wind information and times at the datum points are sent back by aircraft immediately, then there will be neither sufficient information on which to base an amendment to the zero hour, nor time in which to take necessary action.
Accurate time keeping, good concentration and correct timing of the attack, in short the success of the operation, depend on every wind finder knowing and doing his job. It’s up to you.
WHERE TO LOOK
A.O.C’s Foreword. Page 1
Aircrew Volunteers. 6
Air Bombing. 7
Air Sea Rescue. 8
Absence. 11
Accidents. 14
Armament. 15
Bombing, Air. 7
Decorations. 6
Engineering. 14
Equipment. 11
Flying Control. 5
Flight Engineers. 6
Gardening. 4
Gee. 5
Gunnery. 9
H 2 S. Page 5
Link Trainer Times. 10
Navigation, Progress of. 2
Navigation. 13
Organisation. 14
Operations. 16
Progress of Navigation. 2
Photography. 4
Public Relations. 10
Signals/Radar. 3
Second Thoughts for Pilots 10
Sports. 12
Tactics. 6
Training. 11
War Effort. 16
War Savings. 6
5 Group News. No. 20. March, 1944. Page 2.
[Page break]
SIGNALS/RADAR
March was not the best of months from the Aircrew Signals point of view, and it is to be hoped that Signals Leaders will make every endeavour to effect an improvement in the coming month.
You may not have any connection with the following examples but is that because you know all the answers, or is it that you have not been caught out.
There was once a Wireless Operator (Air) who after 14 operational sorties, used the spelling table of CD0250 for the following – REQUEST Q.F.E. – a total of 5 Groups where 1 Group would have covered the situation. Five minutes instruction per day would prevent any unnecessary waste of ether time.
Once upon a time (in March) a Wireless Operator (Air) gave out the wrong Bomber Code, which all the simpletons in his section accepted without a murmur. It is said at this Headquarters that all the murmuring came from the Duty Signals Officer – I wouldn’t know. In days gone by (March again), a Wireless Operator (Air) did not know where to find the fuse of his Visual Monica equipment, and the aircraft had no Early Warning Device – a congratulatory message from the Luftwaffe is expected any day. Talking of Early Warning Devices, the writer knows of two Operators (no names, no Grade 1) who did not know how to cope with simple fault finding.
Now we can do better than this, and it is suggested that every Signals Leader has a daily session with all the Wireless Operators, just ten minutes every morning will pay handsome dividends.
[Underlined] EARLY WARNING DEVICES [/underlined]
The new system of reporting the performance of Early Warning Devices by pro-forma is working very well, thanks to the co-operation of all concerned. This is going to save a lot of time and unnecessary telephone calls, which ultimately will help the war effort. Since the last News, a new instruction on the use of I.F.F. when circling dinghies or crashed aircraft, has been brought into force, 5G/S.4403/50/Sigs, of 23rd March, refers.
On Flight Planning for Thursday, 30th March, the Air Officer Commanding outlined the danger to the Bomber Force caused by selfish captains trying to but [sic] a little extra security for themselves at the expense of their fellow captains, when they order their Wireless Operators into the Astro-dome. It is hoped that this point has now gone right home, and that there will be nor further occurrence of this practice.
Just one more item that requires the attention of all Airborne Signals types. The constant back tuning that goes on during every operation, and the passing back of wind messages during the normal transmission times. When you read the first part of these notes again, as it is hoped you will, add a reminder about back tuning and listening out, to your daily session.
[Underlined] GOOD SHOWS [/underlined]
Two good points stand out for the month; they are both from No.57 Squadron.
P/O. Bracker, on the night of 24/25th did some quick thinking to get his R1155 working and receive the broadcasts.
On the same night, Sgt. Robinson saw on his Fishpond screen, two aircraft close together. He reported this, and gunners reports a combat taking place. The aircraft joined in the fight, drew the enemy aircraft’s fire and eventually shot it down.
This is an excellent example of the intelligent use of Fishpond – a good show by the W/Op and his crew.
[Underlined] STOP PRESS [/underlined]
Congratulations to F/Lt. Stevens, Signals Leader of No.57 Squadron, on obtaining an “A” category on No.5 Signals Leader’s Course.
[Underlined] SIGNALS MAINTENANCE [/underlined]
The percentage of Signals failures for March is considerably lower than for February, being less than 50% of the February figures. No Signals failure was responsible for a cancelled sortie, but out of the total of 24 failures reported, four were the reason for, or a contributory cause of, early returns.
The very small percentage contribution to early returns for March 0.235% against 1.30% for February is a welcome indication of a general drive to eliminate the possibility of Signals contribution in any way to a cancelled or abandoned sortie.
This does not mean that failure reports generally show a decrease. On the contrary, the conscientious reporting of any type of failure whatsoever, irrespective of whether it affects the success of the sortie or not, or even appears on the raid report, is essential.
A perusal of the details of failures for March, shows that one Squadron reported ten failures, none of which caused an early return; but they do provide the information required to enable action to be taken to institute modifications which will, in time, make failures almost impossible. The more attention which is paid to reporting failures the sooner will the improvements be incorporated.
We do not wish to take part in any competition between Groups for the lowest number of reported failures, but we must show the lowest percentage contributing to cancellations and early returns.
[Underlined] COUNTERMEASURE MANDREL [/underlined]
The fitting of Mandrel is proceeding satisfactorily. The great hold-up has been due to so many new aircraft arriving with the downward vision blister, thus denying us our original aerial position. However, Bomber Command have now authorised the removal of these blisters and, as a result, the aerial returns to its original position.
We still manage to fly a high proportion of the Command Mandrel effort.
[Underlined] SIGNALS SECURITY [/underlined]
During the month there occurred an outstanding example of loss of security on an operation through injudicious use of R/T. Take-off was 18.13, the route was northerly, and W/T silence was not to be broken until approximately 20.45. At 19.09 an early return called up his station, stating that his instruments were u/s, and requesting permission to land after jettisoning petrol. On being told to stand by, the E.R. stated that although he was aware that boomerang procedure was to jettison the cookie, he didn’t want to fly around much longer, and suggested jettisoning the petrol and landing with cookie. The ground station then requested details as to what was wrong with the aircraft instruments. After replying, the aircraft requested instructions again, and was told to jettison incendiaries safe, and pancake. This instruction was repeated, the aircraft carried out the instructions and returned, making a final reference to his cookie as a warning to ground crews. The entire conversation lasted 23 minutes, by which time any doubts the enemy might have had of the hostile intentions of the force plotted by his long range Radar must have been completely dispersed. “It is to be assumed” say Bomber Command, “that every time a word is spoken, it is heard by the enemy”. So, on this particular night, we gave him one hour’s prior notice of the attack and that is a luxury we can’t afford.
After many representations, the British Joint Communications Board have now conceded that for INTER RAF WORKING ONLY, J – Johnny may be used in lieu of J-Jig. For combined and joint working, J-Jig must still be used. This latter point is important. The probability of joint and combined working is imminent, and strict observance of the alphabet and standard procedure will play an important part in ensuring the smooth working of our forces.
[Underlined] GEE [/underlined]
The serviceability of Gee remains high, and shows a slight improvement over February. A total of 1201 Gee sorties were flown during the month, and in 96.7% of them the equipment was completely serviceable. It is hoped that a further increase can be shown next month.
Three new Radar Workshops have been completed during the month. All squadrons now possess their own building, which should help considerably to increase serviceability.
[Underlined] H 2 S [/underlined]
H 2 S serviceability improved slightly during last month, but it is still far from satisfactory; the percentage serviceable to the target and back was 76%.
The new Filament Transformers, which have now flown up to 50 sorties, give every indication of being the solution to the main causes of unserviceability; unfortunately, production difficulties will cause considerable delay in a changeover programme. The arrival of a drier season should prevent a further source of unserviceability that has been caused by dampness. It is felt that a considerable percentage on non-reproduceable faults were due to such dampness.
Manipulation failures due to lack of experience with the equipment, still assume too high a percentage, and every effort must be made to eliminate them. A new switch procedure has been drawn up and put into force which, if strictly adhered to, should result in greater serviceability.
The repositioning of the Scanner Heater
(Continued on page 4, col.3)
5 Group News. No. 20. March, 1944. Page 3.
[Page break]
PHOTOGRAPHY
Failures from all causes totalled 109, equalling 6.9%; this represents a decrease of 1.4% on the month of February. These technical failures remain persistently at 6-7% and there is no doubt that many of them can be avoided with more careful inspection and maintenance.
Instructions have been issued by Eng/Elect Branch to modify all Lancaster aircraft camera circuits; this is a return to bomb door operation of the camera. Briefly this circuit is wired through the Mk. XIV bombsight panel, and incorporates a relay which safeguards the camera from premature operation through deliberate or accidental movement of the pilot’s bomb door selector arm, provided that the bombsight graticule is not switched on. Once the bombsight graticule has been switched on, the circuit from the selector arm is “live”. Therefore, when the bomb doors are selected open, the camera winds over one frame; when the Air Bomber releases the bombs, the normal camera cycle commences. During the period that the Type 35 Control motor is running, the pilot’s selector arm circuit to the camera is “dead”, and should the doors be closed before the camera cycle is completed, the frame sequence remains uninterrupted.
An effort has been made to produce an ideal circuit, and the modification now being introduced is as near to the ideal as possible; for instance, switching on the graticule late i.e. after the bomb doors have been opened, would result in the loss of the first frame, and would bring the bombing frame into position at No.6 instead of No.7. This will be bad enough with ordinary H.S. night film, but with composite colour in use, the probable loss of ground detail on the bombing frame would be serious.
The introduction of this circuit does not mean that technical failures in Type 35 Controls and camera gear boxes are overcome. Careful inspection, testing and thorough maintenance, are the only cures. It is evident from failure reports that insufficient care is being taken to ensure that camera equipment issued from the Equipment Section is entirely satisfactory before installing it into operational aircraft.
ANALYSIS OF RESULTS BY SQUADRONS
[Table of Photographic Analysis by Squadrons]
GARDENING
The Command planted 1,472 vegetables this month, 76% being distributed off the East Frisians, in Keil Bay and the Fehmarn Belt and off the French U-boat bases; the remainder in the Channel, off Holland and on the Spanish Iron Ore Routes. 3 Group planted over half the total 6 Group nearly 400 and 4 Group nearly 300.
This is the third month of intensive high altitude gardening and reports of results now coming in are proof of its success. So far this year the casualty rate due to Bomber Command’s mining is 5 ships sunk or damaged per week, but latest reports show that this has now increased to a rate of [underlined] 1.4 ships per day. [/underlined]
The most encouraging report has come to hand from a source now in this country, who, up until recently, has been obliged to sail the German North Sea Convoy Routes, and who had to “swim for it” at least once. “Minephobia” is so acute that whenever minelaying is even suspected, all traffic is stopped for 24 hrs. The crews of mine sweepers after a six months “tour”, now get three months leave, most of which is spent in hospitals specialising in the cure of neurosis.
Now that the various methods of high altitude mining have had fair operational trial, it is possible to lay down standard rules, and various orders lately issued will be consolidated. A point which stands out from the last three months work, is that the success of high altitude mining outside Gee range has been dependent on H 2 S aircraft being available either to mark for those not so fitted, or, in restricted gardens, to do the laying.
Undoubtedly the ideal method is a D.R. run from a visual pinpoint using the Mark XIV bombsight and aided by H 2 S, but weather conditions which will permit visual pinpointing unaided by markers are the exception rather than the rule.
Commander R. A. McDonald, Royal Navy, of H.M.S. Vernon, explained to aircrews of 49, 57, 630, 207, and 106 Squadrons some of the pleasant little surprises that our mines spring on the enemy’s shipping and mine sweepers (and the devices which prevent them from being sprung on our own Armament staffs). He was unfortunately prevented from visiting other Squadrons, by operations.
SIGNALS (CONT.)
(Continued from page 3, col. 3)
has been practically completed, and during the last month no scanners have frozen where this modification has been incorporated. Bomber Command is also issuing a modification covering heating of Scanner Motors, and repositioning of the Scanner Heater Switch.
[Boxed] FISHPOND [/boxed]
This device also showed an improvement during the month, but here too a great deal of work remains to be done. The serviceability percentage for March was 78%.
W/Ops and Navigators still lack the training and co-ordination required to derive the full benefit from this Warning Device. It is to their own advantage to become fully proficient in its operation. A shortened maximum range has been experimented with, and those Operators who have used it express complete satisfaction. Bomber Command have been requested to approve this modification for general installation.
[Boxed] VISUAL MONICA [/boxed]
Serviceability continues to improve, and last month reached 89.5%. It is felt, however, that this figure may still be improved.
The amount of work spent on the Switch Motors has paid great dividends, and the old theory that the Motor was to blame has been refuted. In this connection, the changeover plugs for the aerial leads have proved very valuable on the few occasions when Switch Motors have stopped.
The introduction of Mark IV A.I. as a Tail Warning Device has made available from 54 Base further supplies of Visual Monica, with which it has been possible to almost completely equip the Group with Visual Tail Warning Devices, and thus eliminate Aural Monica.
[Boxed] A.I. [/boxed]
The new addition to Bomber aircraft has now seen considerable operational work, and shows the qualities of a fine Tail Warning Device. Serviceability was 78% for the two weeks it has been in operation. This will, without doubt, be raised week by week as personnel become fully conversant with the equipment.
Operators find the equipment easy to use, due to previous experience in Visual Monica, and are very enthusiastic. The elevation part has worked very satisfactorily in No. 617 Squadron, and a general installation programme is now in hand for the other A.I. squadrons.
[Underlined] SPORTS (Contd. From page 12, col. 3) [/underlined]
[Underlined] FUTURE EVENTS [/underlined]
RUGBY – No. 1 Air Landing Brigade is of the opinion that its Brigade Rugger side can put paid to a 5 Group representative team. The challenge is being joyfully taken up; the result should be a first class game.
CRICKET – It has, unfortunately, been impossible to obtain transport for a ‘straight’ Group Cricket League. The next best thing, a Group Cricket Knock-out, is being run. Full details will be forwarded to all stations. It [sic] the meantime, stations are advised to look up friendlies as usual.
5 Group News. No. 20. March, 1944. Page 4.
[Page break]
GEE
Ranges obtained on Gee this month were average on all major operations. Many Navigators however, obtained quite remarkable fixes on special operations, and in a number of cases over the targets. Single position lines from strong signals were intelligently used, and in a few cases Gee was used by Navigators as a means of homing to the special targets.
The mere fact that signals begin to fade into the jamming appears to act as a deterrent to many navigators who forget that jamming can occur in certain local areas on the continent. Once through a local jamming area fixes may again be obtained and under no circumstances should a Navigator neglect to check the Gee Indicator to see if this is so. If a local jamming area is encountered report it at interrogation for the benefit of others.
“Coding” does not appear to have caused any serious trouble and is reported to be phased and timed accurately. However, now that further instructions have been issued, navigators and wireless operators are warned to take greater care in reading the indicator to prevent serious mistakes being made. If you are uncertain of the present day instructions check up at your section now.
Don’t forget that the Southern and South-Eastern Chains are now on a new frequency. This recent changeover should solve the problem of break through pulses which have been reported recently.
The new North Eastern Chain is now operating daily for test purposes and reports on transmissions are requested. Navigators and Wireless Operators, this chain has been provided for your benefit, let us have these reports; in doing so you are helping the technicians to provide a better facility for yourselves. It is hoped that charts to cover this chain will be issued this month.
One word about descent through cloud and the correct homing procedure to Base. Air Staff Instructions lay down the procedure to be adopted for descent through cloud and homing to Base on Gee and these instructions must be followed. Navigators should ensure that the captain follows the correct procedure. Descent through cloud must be made between the correct lattice lines and along the correct homing lattice line applicable to base. Remember – individual lattice lines have been chosen for each airfield to prevent the risk of collision, and these are to be used like railway tracks. Follow the Green Indicator to safety.
H 2 S
H 2 S training on Squadrons this month was confined mainly to the Bombing Competition, and although a considerable number of aircraft were detailed, few obtained photographs owing to unsatisfactory target conditions. Of the results received to date, the majority are within one mile of the aiming point, reflecting great credit on the crews taking part. It is hoped to publish a summary of results in the next issue of the “News”.
Training at Conversion Units is improving and many crews are now completing 10 – 15 hours air training, which should prove of considerable benefit to the squadrons.
Full use is being made of the ground trainers both as navigational and bombing aids. Emphasis must be placed on the use of H 2 S as a navigational aid, particularly in the early stages of training, and trainer cross countries should be carried out with this point in mind. Navigators and Air Bombers must aim at a high standard of efficiency in both the taking and plotting of fixes, particularly as the whole of the Bomber Force depends on this aid for accurate broadcast winds.
An investigation has been carried out this month into all manipulation failures since the beginning of the year, and it is noted that they occur during the first 20 hours of air training and are mainly due to incorrect tuning. To overcome this, Aircraft Drill No.14 was issued setting out the correct H 2 S switching, tuning and re-tuning sequences and operators are to follow this procedure at all times. It is of no practical use to switch the set on, tune and leave it whilst Gee is in range, then commence trying to identify responses when out of Gee coverage, without re-tuning. Tuning varies with the height and time the set is on, so recheck frequently.
Bomber Command intend issuing in the near future a list of faults which can be remedied in the air. However, it is pointed out at this stage, operators are still failing to check fuses when the equipment goes unserviceable. This fault is the easiest which can be remedied in the air and failure to do this is inexcusable.
As always, practice makes perfect, and to overcome manipulation failures, operators should endeavour to spend considerable time tuning and re-tuning the bench set, following the procedure laid down in the drill. This applies to trained and untrained crews alike.
H 2 S and Fishpond are inter-dependent; consequently a manipulation failure on H 2 S leaves a crew without an essential warning device. This point alone easily outweighs all other arguments which may be brought up regarding manipulation failures. H 2 S operators and Wireless Operators must therefore realise that by spending a little time in training to keep efficient on both H 2 S and Fishpond, they are contributing to the safety of their aircraft and crew.
FLYING CONTROL
33 AIRCRAFT LANDED IN 45 MINS:
March has seen a further improvement in landing times, the average for the Group for the month being 2.13 minutes per aircraft. There is still, however, room for improvement in Single-squadron Stations, and Skellingthorpe has shown that the Landing Scheme can produce a high landing rate with small numbers of aircraft; on the night 18/19th March they landed fifteen aircraft in 25 minutes; the fact that a station only has one squadron to land is no excuse for poor landing times. If all single squadron stations follow Skellingthorpe’s example, then we can look forward to an overall Group average of well below the two minute mark.
Some excellent performances have been put up by Stations in this Group during the past month. Below are some figures which are the result of good flying discipline and good airmanship. They are not “peak period” figures, but are taken over the total period.
[Table of selected Aircraft recovery times by Station]
A conference was held at this Headquarters early in the month to review the landing scheme, and improve where necessary. One point raised was the difficulty in persuading pilots to adhere to the airspeeds laid down for return from the last concentration point. If you are one of the unfortunate ones, and are allotted one of the lower airspeeds, make up your mind to stick to it, for it does eliminate that tedious and highly dangerous orbiting of the airfield on return. There are many aircraft using a small piece of sky, and although we are not often troubled with intruders yet, one Hun fighter operating around 5 Group could do a deal of damage. If you rush back, you will certainly have to waste time before landing, so why not waste it peacefully over the sea, rather than be told to go for a short cross country in a congested area.
On reviewing diversions over the past six month it is obvious that standard R/T and control drills are lacking. As the result of a conference held at Headquarters Bomber Command, a standard method of control and R/T procedure has been agreed and will be issued shortly. It is to be used when aircraft are diverted away from Base and the 5 Group Quick Landing Scheme consequently not in operation. It is important that pilots have this procedure at their fingertips. Diversions are never a pleasant end to an operational sortie, but if you can get down at your diversion airfield with the minimum trouble, it makes the task an easier one for all concerned.
FOG DISPERSAL
The fog dispersal apparatus at Fiskerton was responsible for the landing of 14 aircraft during the month. The total number of aircraft landed to date, using this installation is 48. On the 17th March, when five aircraft landed, visibility before lighting up was only 200 yards, with fog estimated to be 800 feet thick. In sixteen minutes visibility on the runway had improved from 15 – 2,000 yards. Again on the 24th, 5 Group aircraft were able to use Fiskerton, and visibility was increased from 100 yards to 1500 yards in 12 minutes. Fog Dispersal is there for your use and your safety. Landing Notes have been issued to all Units and pilots must ensure that they are fully conversant with the use of the Fog Dispersal Installation. We will shortly have another installation serviceable at Metheringham, and perhaps the day
(Continued on page 8, col. 3)
MARCH LANDING TIMES
[Table of March Landing Times by Station]
5 Group News. No. 20. March, 1944. Page 5.
[Page break]
DECORATIONS
The following immediate awards were approved during the month.
[Underlined] 9 SQUADRON [/underlined]
A/F/L/ W.D. ERVINE D.F.C.
A/W/Cdr E.L. PORTER, D.F.C. Bar TO D.F.C.
[Underlined] 44 SQUADRON [/underlined]
F/Lt F.H. PHILLIPS. D.F.C.
P/O H.N. DAVIES D.F.C.
A/F/L I. RADEMEYER D.F.C.
[Underlined] 49 SQUADRON [/underlined]
F/O W.B. HEALEY D.F.C.
[Underlined] 50 SQUADRON [/underlined]
A/S/L/ L.A.J. McLEOD D.F.C.
R/O T.H. BLACKHAM D.F.C.
[Underlined] 57 SQUADRON [/underlined]
SGT J. BRADFORD D.F.M.
F/SGT D. LIGHTFOOT D.F.M.
A/F/L C.J. SPRIGGS D.F.C.
A/F/L W.M. WALTON D.F.C.
P/O S.F. ATCHESON D.F.C.
A/S/L M.I. BOYLE D.F.C.
[Underlined] 61 SQUADRON [/underlined]
A/S/L E.H. MOSS D.F.C.
F/Lt B.C. FITCH D.F.C.
F/O T.D. HALLIWELL D.F.C.
SGT A.E. HARRIS D.F.M.
[Underlined] 463 SQUADRON [/underlined]
F/O V.H. TRIMBLEE D.F.C.
SGT G.R. PRICE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
A/F/L/ I. WHITTAKER, DFC. Bar to D.F.C.
A/S/L H.B. MARTIN, DSO, DFC & Bar. Bar to D.S.O.
F/O L.W. CURTISS, D.F.C. Bar TO D.F.C.
F/O T.D. SIMPSON D.F.C.
F/O B.T. FOXLEE D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O K. ROBERTS D.F.C.
F/SGT G.C. KING D.F.M.
F/SGT D. SCHOFIELD D.F.M.
F/SGT G.E. HEXTER D.F.M.
[Underlined] 630 SQUADRON [/underlined]
A/F/L J.C.W. WELLER D.F.C.
SGT R. PARLE D.F.M.
WAR SAVINGS
(a) Pence saved per head of strength.
(b) %age of personnel contributing.
(c) Total amount saved.
[Table of War Savings by Station]
TOTAL SAVED £7299.2.0.
TACTICS
The ill effects of weaving in the bomber stream have been recorded by an experienced Flak Liaison Officer, and his opinions are set out in 5G/1/41/Air, sent to Stations on the 27th March, 1944. All crews should read this letter.
Since the introduction of early warning devices, more attention than ever must be paid to flying straight and level unless attacked. In this connection there is a point about weaving which is perhaps not fully appreciated. A weaving aircraft is continually closing range on other aircraft in the stream and is likely to confuse Monica and Fishpond operators, who may interpret the resultant blip as an enemy fighter closing in to attack. The consequencies [sic] may then be serious, particularly on a dark night, when gunners have been known to mistake four engines for two. In these days when all crews are conscious of some collision risk, the sighting of an aircraft crossing their line of flight is, to say the least, upsetting, and in any event, is unfair to gunners who can ill afford to waste time in identifying friendly bombers which behave in a suspicious manner.
Further, the straight and level policy is enforced to enable crews more easily to keep to the track laid down. The dangers of straying from track and the concentration are known to all. All the old hands at the game have realised that weaving is out of date and leads to trouble, and are now following the straight and narrow. Why not you?
[Underlined] COMBATS [/underlined]
Two points of interest have been sorted out from an investigation into combats for March. They are:-
(i) Enemy fighters rarely fire more than one burst during each attack.
(ii) Period between opening fire and breaking away is a matter of seconds.
It is clear that many enemy fighters are opening fire at about the same time as they are identified by gunners or before a defensive manoeuvre is started. Night fighters as a rule depend on surprise and accuracy of their first burst, and if this fails, there is no doubt that the advantage passes to the gunners. The main problems are therefore:-
(i) To see the fighter and recognise it before it opens fire, and
(ii) to convey the information to the pilot immediately.
Problem (i) can only be met by energetic use of early warning devices, constant recognition practice and efficient night vision by gunners.
Problem (ii) can be solved if gunners report sightings immediately to the pilot, using the standard reporting code. A second’s delay in identifying the attacker before reporting it may mean the difference between eventually shooting it down, or your sustaining damage before you have that opportunity. Remember that a defensive manoeuvre, although designed to give gunners a known deflection, is also intended to evade the fighter’s fire; therefore, in view of the apparent short duration of combats, if an aircraft is flying suspiciously, gunners should not wait to identify it before ordering a corkscrew, particularly if the suspected aircraft is within firing range.
Flight Engineers
The most important job of the Flight Engineer is to help in getting his aircraft to the target and back, in the most efficient manner possible. But there us another side of his job that must not be forgotten; it is of the greatest importance. He must assist in keeping his machine up to the best standard of serviceability.
He can only do this id he is a keen, conscientious worker. He must pay every attention to the smallest detail in his aircraft, both when he is flying and on the ground; he should be with the ground crew whenever he can while they carry out their daily inspection.
He is the “Flying Spanner”, but firstly he should be the engineer on the ground, and know that the aircraft is tuned up to the last ounce. How can he know this if he only visits his dispersal about one hour before he goes on “Ops”?
Delay has occurred many times in the rectification of defects through an aircraft landing away from the parent station; this must be altered. It must be impressed upon Flight Engineers that it is their responsibility to report to the C.T.O. of that Station any defects or trouble which have developed during flight, and which may prevent them returning to their Base at the earliest moment. It is no good to be interrogated, have a meal and go to bed forgetting to report to the C.T.O. until the next day. The report must be given in person to the Engineering Officer on duty that night; he should also be told if petrol and oil is required, and the approximate time the aircraft will take off.
In the past, aircraft have been delayed through wrong information being passed on, and so it is essential that the Flight Engineer reports all known defects to the C.T.O. Confusion and incorrect information is caused by too many inexperienced people handling the message.
Aircrew Volunteers
(a) New Volunteers.
(b) Accepted by A.C.S.B.
(c) Posted for training.
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
5 Group News. No. 20. March, 1944. Page 6.
[Page break]
AIR BOMBING
[Underlined] THE MONTH’S BOMBING [/underlined]
March was a varied month for the Bomb Aimers in the Group, the highlight from the bombing point of view being the precision attacks by Bases on special targets deep into France.
On the whole bombing was accurate, severe damage being done by Nos. 52, 53 and 54 Bases. It is apparent therefore, that our continuous practice has not been wasted. However, no one who studies the stick craters on the P.R.U. photographs can possibly feel complacent. Many crews missed!!!
The question immediately raised by these misses is whether or not the bombsight was serviceable. It is an intricate bombsight, but anyone who doubts its capabilities should study the long list of bombing errors less than 150 yards at 20,000 feet, given on this page. It must be serviceable, though, and it can only be proven serviceable though use. Therefore you must, at every opportunity, carry out practice bombing with your sight. Whenever you fly, carry out the established N.F.T. checks – report any failings you discover in the bombsight to the Instrument Section, and when you get crew errors of 100 yds or less, thank the instrument section who have helped to make it possible.
Finally, treat all practice bombing as precision bombing – the Air Bombers in 106 Squadron have reason to be proud. In teamwork with their pilots, they won the Squadron Bombing Competition against all-comers in the Group for 3 successive months, and were runners up in March. There is a great gap between the top and bottom errors in the Competition – there should not be! It should be a neck-and-neck struggle with only a few yards separating the Squadrons in the Group.
Are [underlined] YOU [/underlined] bombing your best for your Squadron?
[Underlined] GEN FROM THE SQUADRONS [/underlined]
[Underlined] 9 Squadron [/underlined] (F/Lt Bell, D.F.C.) reports the construction and issue to all Air Bombers of a hook as per diagram.
[Diagram]
This device is used for manual release of any H.E. hang-ups, and is of a length that ensures the linkage can be raised. Further, it can be used on No. 13 Station to make certain the “Cookie” has actually left the aircraft, a visual check from the nose being impeded by the incendiary containers.
[Underlined] 44 Squadron [/underlined] (F/Lt Lowry) has had the illumination bulbs in the Mark XIV Bombsight Computor [sic] painted red to counteract the glare. This ensures minimum effect on Night Vision.
[Underlined] 1654 Con. Unit [/underlined] (F/Lt Morgan) has completed the installation of the complete Mark XIV Bombsight in the A.M.B.T.
[Underlined] 1660 Con. Unit [/underlined] (F/Lt Brewer, D.F.C.) have nearly completed installation of A.M.B.T. Mk. XIV, several clever modifications being introduced. Excellent co-operation has been provided by the Armament and Electrical Officer and their staffs.
HIGH LEVEL BOMBING TRAINING (ALL ERRORS IN YARDS, CONVERTED TO 20,000 FEET)
[Table of Bombing Training and Errors by Squadron and Conversion Units, with averages]
THE BEST CREW EXERCISES DURING MARCH
Squadron or Con. Unit Pilot Air Bomber Navigator Error at 20,000 feet.
44 P/O Levy Sgt Peck F/O Fox 82 & 130 yds
P/O Hobbs F/S Scott F/S Fenwick 144 yds
F/L Dorehill F/S Deacon F/S Wright 116 yds
W/O Barton F/S Barnes F/O Sparrow 125 yds
F/L Wiggin F/O Marshall F/O Maury 112 yds
50 P/O Lundy F/O Bignell F/S Jordan 125 & 145 yds
Sgt MacFarlin Sgt Ball Sgt Elliott 108 yds
57 F/L Munday F/O Evans P/O West 120 yds
106 P/O Rossel Sgt Goss F/S White 140 yds
F/O Clement F/O Gautschi F/O Wilkinson 82 & 120 yds
463 F/S Page F/O Braithwaite W/O Fair 84 yds
619 W/Cdr Jeudwine Sgt Booth Sgt Gosling 79 yds
S/L Whamond F/O Kennedy F/O Marshall 135 yds
F/L McGilvray F/O Baker F/O Drake 140 yds
F/L Moore F/O Butler F/O Wood 123 yds
F/S Schofield F/S Hexter F/S Withinshaw 147 yds
630 F/L Roberts Sgt Davies Sgt Jeffreys 140 yds
W/Cdr Deas F/O Barker Sgt Wright 120 (twice) and 143 yds
S/L Calvert F/S Hogg F/S Beaudoin 148 yds
P/O Hill Sgt Allen F/S Stancer 120 yds
1654 S/L Bloom-Jones F/O Foulkes F/L Martin 148 yds
F/O Murray F/O Towers F/S Keeble 144 yds
F/S Ayres Sgt Charteris Sgt Airey 114 yds
P/O Spencer Sgt. Gordge Agt Hugh-Games 122 yds
1661 S/L Jones F/O Seibal F/O West 140 yds
5 LFS F/S Horne Sgt Johnson F/S Shipley 88 yds
Sgt Patterson Sgt Hall Sgt Rice 121 yds
Special mention is made of W/Cdr Deas and crew, 630 Squadron, who achieved Crew Errors less than 150 yards on [underlined] three [/underlined] exercises this month.
617 Squadron obtained a total of 26 exercises in the “Less than 150 yards” category the best three being:-
[Underlined] PILOT AIR BOMBER ERROR [/underlined]
F/O Kell F/O Morieson 47 yards
F/L Cooper F/O Harden 68 yards
F/O Willsher F/S Everitt 75 yards
5 Group News. No. 20. March, 1944. Page 7.
[Page break]
AIR BOMBING (CONT.)
SQUADRON BOMBING COMPETITION
In a month where 9 Squadrons qualified in the Competition it fell to 44 Squadron to wrest the leadership from 106 Squadron who headed the table for the three months December, January and February. 44 Squadron have set a very high standard and are to be congratulated on rising from the 6th position to the top of the table.
57 Squadron have shown notable improvement in rising to 5th place, which they share with 207 Squadron.
It is expected that April will bring maximum qualification by all Squadrons in the Group and a really close struggle for the top position.
[Underlined] PILOTS AND AIR BOMBERS NAVIGATORS [/underlined]
[Underlined] ALL ERRORS CONVERTED TO 20,000 FEET [/underlined]
1st 44 Squadron – 85 yards 1st 630 Squadron – 120 yards
2nd 106 Squadron – 98 yards 57 Squadron – 120 yards
3rd 619 Squadron – 108 yards 3rd 619 Squadron – 134 yards
4th 630 Squadron – 119 yards 4th 44 Squadron – 138 yards
5th 207 Squadron – 141 yards 5th 207 Squadron – 154 yards
57 Squadron - 141 yards 6th 467 Squadron – 181 yards
7th 463 Squadron – 169 yards 7th 463 Squadron – 197 yards
9 Squadron – 169 yards 8th 9 Squadron – 223 yards
9th 467 Squadron – 196 yards 9th 106 Squadron – 253 yards
The following Squadrons failed to enter the necessary 8 qualifying exercises:-
10th 61 Squadron – 132 yards (5 exercises) 10th 61 Squadron – 143 yards
11th 50 Squadron – 90 yards (4 exercises) 11th 50 Squadron – 123 yards
12th 49 Squadron – 89 yards (1 exercise) 12th 49 Squadron – 92 yards
ADDITION BOMBING TRAINER
[Table of Trainer Activity by Squadron]
[Underlined] BIGCHIEF COMPETITION [/underlined]
Two entries were received this month:
W/Cdr Porter 112 yards (Errors include bombsight error)
G/Cpt Pleasance 289 yards (Error of 98 yards)
[Underlined] LEADER COMPETITION [/underlined]
F/Lt Walmsley – 122 yards
How about some competition, Bombing Leaders?
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. What is the theory of Wanganui technique and what are the correct bombsight settings?
2. If the Bomb Doors were open, but the Bomb Release Test could not be extracted from the positive Fusing Device, what check would you make before manually releasing?
3. Where is the type “H” Jettison Button and when do you need to use it?
4. Why do you set [underlined] indicated [/underlined] Wind Speed on the Mk. XIV Computor. [sic]
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
F/Lt Allan has left Scampton and is passing through the Conversion Units in order to return to operations for his 2nd tour. Good Luck!
F/Lt Gibson has become tour-expired and moved to Scampton to superintend the Bombing Section of the Aircrew School.
F/O Abbott has moved from 106 Squadron to 49 Squadron. We now expect to see [underlined] 49 [/underlined] Squadron top of the Bombing Competition!!
F/O Toogood (106 Squadron), tour-expired has moved to 92 Group for Bombing Leader’s duties.
P/O Duck who obtained 14th position with “B” pass on 77 Bombing Leaders’ Course has moved from 619 to 617 Squadron.
F/O Falgate (463 Squadron) and P/O Hulland D.F.M., (1654 Con. Unit) were 8th and 12th respectively on No.78 Bombing Leaders’ Course, with “B” passes.
AIR SEA RESCUE
For two months now there has been no ditching in this Group, which shows a deal of consideration for the Air Sea Rescue Officers in the Group, but at the same time it is wondered whether crews generally have increased their knowledge to an equivalent extent – have you got all your A.S.R. gen and equipment buttoned up?
In addition to giving swimming instruction P.F.O’s are now lending a hand with dinghy instruction in the South Park Girls’ School Swimming Baths. Now that summer is almost here, this should be a real attraction, and every effort must be made for regular attendance. As a further attraction some stations have periods during the early evening so that, with the co-operation of the M.T. Sections, an evening out in Lincoln should be enjoyed by all – after the instruction is over.
[Cartoon] EMP.
It is hoped that “Q” type dinghies (which will replace the “J” type fairly soon) will shortly be available on the scale of one per Squadron for instructional purposes. This dinghy is quite a complicated bit of work, and crews should take every opportunity of getting in sailing practice on local stretches of water (remembering that the depth of water must be at least 4 feet, owing to the depth of keel). Some good fun should be had these long summer evenings – when you can afford time off from obliterating the Hun.
[Underlined] HINT TO USERS [/underlined]
The floating torch has a nasty habit of lighting at awkward moments – why not pad the torch pocket in Mae Wests and Buoyancy suits with some light-damping material, so that the light will not shine through? Whatever happens, don’t go flying over the sea without your floating torch.
[Underlined] FLYING CONTROL (Contd. From page 5, col. 3) [/underlined]
is not far off when an operation will be planned and will depend solely on Fog Dispersal Installations for landing of aircraft.
There will be, therefore, three Fog Dispersal airfields situated in a comparatively small area, LUDFORD MAGNA in 1 Group, FISKERTON and METHERINGHAM. The identification of these airfields as night presents a problem, for you if you mistake another airfield for your own and are listening on your local airfield frequency, there is no means of contacting you by R/T. It is essential therefore, that darky frequency is used for all R/T control at Fog Dispersal airfields.
5 Group News. No. 20. March, 1944. Page 8.
[Page break]
GUNNERY
[Underlined] STANDARD FREE GUNNERY TRAINER [/underlined]
The trainer at Fiskerton is now equipped for training with the Mark IIC Gyro Gunsight, and training of the squadron gunners is going ahead under the supervision of F/O Johnson-Biggs, ex 619 Squadron, P/O Collingwood, ex 50 Squadron, and Sgt Kennedy of 49 Squadron. The trainer is housed in a spacious blister type building equipped with a large screen on which the target aircraft is projected, together with the fixed and moving graticules which are a feature of the new sight. An F.N. 16 turret is used for manipulation, and this is fitted with all the controls of the gunsight. Very realistic conditions can be reproduced, although until a trainer is produced which will introduce conditions like the Link Trainer with its “Bumps” attachment, the gunner is still operating from a rock steady platform which does not give a true indication of his ability to hold a target in the sight. A demonstration stand is housed in the same building which has a complete Gyro Gunsight with all controls and fittings. This is used for introducing gunners to the sight during initial instruction, and enables one gunner to operate the sight on the stand whilst another gunner is operating the turret on the trainer. A new type of film is available for use with the trainer; this gives a light coloured aircraft on the screen with a dark background, differing from the film in general use for aircraft recognition training on the Jurby trainer, which project a dark aircraft on a light background.
[Underlined] FUTURE INSTALLATIONS [/underlined]
[Underlined] Swinderby [/underlined] is the next station to have the trainer installed. This will be housed in the standard spotlight trainer building, which at present is being modified by removing the steelwork situated on the front of the screen. All the equipment is available and installation should commence within the next two weeks.
[Underlined] Winthorpe [/underlined] have received part of the equipment and the construction of the building has been commenced.
[Underlined] G.2. GUNNERY NOTES [/underlined]
On the 6th January, 1944, a letter (BC/S.24636/Trg.) was issued from H.Q.B.C. stating that the G.2 Notes were available in large quantities, and intimating that they could be demanded on the following scale.
[Underlined] Instructors’ Notes. [/underlined] 1 copy per instructor or Gunnery Leader not already holding one.
[Underlined] Students’ Notes. [/underlined] 1 copy per Air Gunner not already holding one. This would appear to be a straightforward matter, but certain Units within the Group are still without these very important notes for a variety of reasons; units who demanded the notes as instructed received their demands promptly, but any unit who has not received these notes may obtain single copies by contacting the G.G.O. As these notes form the basis for all instructions on sighting in the Command, it is of paramount importance that all Gunnery Leaders instructors and gunners be familiar with their contents. It has been discovered that gunners attending the Specialist Sighting Course and Air Gunner Instructors’ Course at Manby have been handicapped by a lack of preliminary knowledge of sighting due to the failure of Units to obtain the notes when the instruction was first issued.
(Continued on page 10, col. 3)
[Cartoon] WFW
THIS MONTH’S BAG
DESTROYED
49 Sqdn “D” 15/16 March, 1944. JU88 c
619 Sqdn “J” 15/16 March, 1944. JU88 c
617 Sqdn “H” 15/16 March, 1944. JU88 c
617 Sqdn “H” 15/16 March, 1944. JU88 c
630 Sqdn “L” 18/19 March, 1944. ME109 c
61 Sqdn “K” 22/23 March, 1944. S/E c
57 Sqdn “R” 24/25 March, 1944. ME109
106 Sqdn “N” 30/31 March, 1944. ME109
PROBABLY DESTROYED
619 Sqdn “T” 24/25 March, 1944. JU88 c
630 Sqdn “S” 24/25/ March, 1944. ME109 c
463 Sqdn “Q” 30/31 March, 1944. JU88 c
DAMAGED
207 Sqdn “G” 1/2 March, 1944. T/E c
467 Sqdn “F” 1/2 March, 1944. FW190 c
61 Sqdn “W” 15/16 March, 1944. FW190 c
619 Sqdn “P” 15/16 March, 1944. JU88 c
207 Sqdn “J” 15/16 March, 1944. ME109 c
50 Sqdn “M” 18/19 March. 1944. ME109 c
467 Sqdn “J” 18/19 March, 1944. ME110 c
207 Sqdn “O” 18/19 March, 1944. JU88 c
630 Sqdn “D” 22/23 March, 1944. JU88 c
467 Sqdn “Q” 22/23 March, 1944. ME109
50 Sqdn “U” 24/25 March, 1944. JU88 c
49 Sqdn “K” 24/25 March, 1944. JU88 c
44 Sqdn “J” 24/25 March, 1944. S/E c
57 Sqdn “H” 24/25 March, 1944. ME109 c
57 Sqdn “M” 26/27 March, 1944. JU88
463 Sqdn “G” 26/27 March, 1944. JU88
44 Sqdn “U” 30/31 March, 1944. JU88
57 Sqdn “B” 30/31 March, 1944. JU88
50 Sqdn “Z” 30/31 March, 1944. ME109 c
Claims annotated “c” have been confirmed by Command. Other claims have not been confirmed owing to late rendition of combat reports.
It is intended to publish in the “News” a table showing the amount of air training carried out by Units each month. This will chiefly consist of Fighter Affiliation exercises and air firing, and provision is made for tabulating the Fighter Affiliation under three headings, i.e. “Camera & Gyro”, “Camera only” and “Without Camera”. This table is standard throughout the Command.
To ensure that a standard method is used throughout, a fighter combat exercise is to be considered as a “Combat” between a fighter and one air gunner in a bomber aircraft. Thus, if both Mid-Upper and Tail turrets are in use two exercises would be carried out. In future monthly training returns are to state the number of exercises as defined above. It is hoped that future tables published will include attacks by fighters on “Bullseye” exercises.
[Underlined] C.G.S. COURSES [/underlined]
[Underlined] Course No. 75 [/underlined]
F/O Spilsbury – 5 LFS – 82% - Cat. “A”
Sgt Boardman – 49 Sqdn – 77.2% - Cat. “C”
Gunnery Leaders are reminded that they are invited to attend the Assessment Committee held at the conclusion of each course, and Gunnery Leaders who have gunners taking the course should make an effort to attend this board and obtain first hand information of their pupil’s efforts.
Gunnery Leaders desirous of visiting the C.G.S. for this purpose are to contact the G.G.O. who will make the necessary arrangements.
[Underlined] AIR TRAINING – MARCH [/underlined]
[Table of Gunnery Exercises by Squadron]
5 Group News. No. 20. March, 1944. Page 9.
[Page break]
SECOND THOUGHT FOR PILOTS
[Underlined] VETERANS [/underlined]
Stick rigidly to your lattice lines when homing to your airfield. There was a regrettable accident during the month when a pilot in the Group arrived at the airfield on the wrong side of the circuit and crashed when he was forced to dive to avoid an aircraft on the circuit. The lattice lines are your “right of way“ in the sky.
Don’t get careless about your flaps, and remember the Lancaster flaps provide maximum lift from 25° to the fully up position. From the 25° stage to the fully down position, lift is decreasing and drag is increasing. So, remember, take your flap off in two stages and exercise great care in taking off the last 25°. Trim as you do it.
If you make a “sighting” and you are orbiting a ditched aircraft or a dinghy, switch your I.F.F. on to “distress”. Do not change height while orbiting otherwise your plot will fade and you may give the impression that you have ditched. This new Signals Instruction is to enable R.D.F. to plot you, and thus double check your position, and the position of the sighting.
Don’t get off hand about reporting defects after flight. Record any defect on Form 700. Let the ground crew or Flight Commander and the N.C.O. know. Keep them all in the picture, the Security Officer won’t jump on you for that.
By the way, when did you and your crew last go through the bombing up procedure with the Armament types? There might be a day when you have to do your own bombing up.
[Underlined] FRESHMEN [/underlined]
If you are unlucky and get fire in the air, do not dive your aircraft in the hope of putting the flames out. It will make them spread more, making it difficult to abandon aircraft, and will produce structural strain, causing a more rapid break up as the fire develops. The “gen” for fire in the air is in the 5 Group Aircraft Drills.
You can now land from West to East as well as from East to West at Woodbridge. The landing is from East to West at all times except when you see smoke generators burning at each end of the main runway. So watch for the smoke, and then land towards the sea.
Inspect S.D. 158 periodically. It is a secret document, and therefore you won’t find it lying around the Flight office; Ops/Flying Control will oblige. Note the instruction to burn resin lights above 8,000 feet at night.
Pay the closest attention to the latest “gen” about the moveable T.O.T. and remember the importance of sticking to the air speed laid down. 5 m.p.h. either side of the specified air speed it not good enough.
Have you dropped any practice bombs yet? It is the duty of every pilot to try his hand at bombing. Team up with another pilot in your flight, and see who gets the best result.
Public Relations
[Underlined] SIX STATIONS ON THE AIR [/underlined]
No.5 Group entered the radio world in earnest during March, no fewer than six stations being visited by B.B.C. recording units.
Though the resulting broadcasts did not hit the high lights in home programmes, they were given many times, and in many languages, all over the world. They reminded our overseas troops that the R.A.F. is still doing big business!!
First, a five day visit was paid to Skellingthorpe by F/Lt W Caverhill, of the broadcasting branch at Air Ministry, accompanied by B.B.C. engineers. They prepared scripts and made records of 18 R.A.F. and W.A.A.F. personnel, who gave short talks to be included in the B.B.C’s overseas programme “Radio News Reel”.
Bardney was visited on the night of March 18/19th by a B.B.C. recording unit, and more than a doz en [sic] records were made of the station’s contribution towards the night’s attack on Frankfurt. This picture of R.A.F. life was broadcast in both short and long versions on the General Forces programme, as well as overseas.
The success of the Bardney broadcasts prompted the B.B.C. to make a return visit to record the operation against Berlin, on the night of March 24/25th. This time, the famous commentators, Mr. Robert Dunnett and Mr. Stewart MacPherson, brought a recording unit to Coningsby. On the way, the unit stopped at Metheringham as the aircraft were taking off and filled one disc with an interesting description of the scene.
At Coningsby a number of members of ground crews and station personnel came to the microphone and described their work. Further recordings were made in the Operations Room.
Owing to weather changes, the party beat a hasty retreat from Coningsby and went to
(Continued on page 11col.1)
Negotium Perambulans In Tenebris
The Meteorological Gremlin has spectacles and grey hair,
And his mysterious lair
Is very jealously guarded;
And must be regarded
With suitable awe, by all except
The few adept.
It is chiefly a nocturnal beast, and is often found
Prowling and prowling
(Like a host of Midian)
Searching for a datum or perhaps a meridian.
In this it is frequently assisted by a tiny female mammal whose chemical formula is PA2AOC,
Whose small scurrying figure you will often see
Bearing winds to the Gremlin. It is easy to please
With an airy zephyr, or a balmy breeze
Which it consumes with avidity, and that is why
It is able to prophesy!!
ANON (Circa, 1944)
Link Trainer
[Table of Link Trainer Sessions by Squadron]
[Underlined] GUNNERY (Continued from page 9 col 1) [/underlined]
[Underlined] SPECIALIST SIGHTING COURSE AT MANBY [/underlined]
The object of this course, which lasts for 10 days, is the training of sighting instructors and instructors capable of assessing cine gyro films. Originally only Conversion Unit or Gunnery Flight personnel could attend but this restriction has recently been removed, and all Units may now nominate gunners for this course; they must show an aptitude for sighting and must have passed well in this subject on a Gunnery Leaders’ Course or Air Gunner Instructors’ course. One vacancy only is allotted to the Group per month.
[Underlined] THOSE SQUADRON GYROS [/underlined]
The Gyro Assessors held by squadrons have in some instances been leading a very quiet life tucked away nicely in the Armoury or on a shelf in a cupboard. Numerous reasons are put forward for not using the Gyro during Fighter Affiliation exercises; for instance, aircraft not modified, not enough notice given to Gunnery sections, Photo. Section unable to process film, etc., etc. None of these reasons is really serious , and all can be easily overcome by a little more co-operation from the sections concerned. Modification on the aircraft is simple, consisting of enlarging the port inner gun port in the rear turret, and can be done in half-an-hour. It is not, repeat not, necessary to blank off the servo motor, and the gyro assembly can be installed in half an hour at the most. All the electrical gear is mounted on the gyro rig and after the rig has been fitted to the gun cradle only three things remain to be done:-
(i) Connect electrical cable to supply in turret.
(ii) Connect rear sear release pipe to gyro rig.
(iii) Harmonize gun sight to camera.
All Photo. Sections CAN process the film, and there is no shortage of magazines in the Group. At 51 Base, a Corporal Armourer is available to give assistance on gyro assessors. This N.C.O. has constructed all the Gyro Assessors in use in the Group, and the present compact and efficient rig is his product. Units requiring his services should contact 51 Base Armament Officer. The Gyro Assessors are not to be left in aircraft which are engaged on night flying as two assessors have already been lost through aircraft with gyros fitted, crashing on night flying.
5 Group News. No. 20. March, 1944. Page 10.
[Page break]
EQUIPMENT
[Underlined] M.T. SPARES [/underlined]
Concern Is being caused by the unserviceability of M.T. vehicles in general, and every effort should be made by Equipment Officers to review establishments and ensure that demands are raised regularly to keep stocks of the generally used items up to maximum. It is impracticable and uneconomical to hold stocks of the many parts which not only vary with the make of vehicles but also with the diverse models of each make of vehicle, which again vary according to the year of manufacture. Therefore all M.T. Officers must anticipate requirements for inspection overhauls and other contingencies where certain parts are known to be badly worn and will need replacement in the near future. [Underlined] At least two weeks’ [/underlined] notice of these requirements should be given to the Equipment Officer, and Forms 674 should not only state for what purpose the spares are required, but the approximate date the replacement is required; the chassis and engine number of the vehicle MUST in all cases be quoted. Demands will then be raised in accordance with A.M.O. A.481/43.
[Underlined] A.E.C. TANKER FUEL HOSES [/underlined] (Stores Ref 4K/2009) have for some considerable time been in very short supply, and the chief cause for this is the difficulty in the manufacture of sufficient protective coverings. Bomber Command have now agreed to accept these hoses without this covering and as a result it is anticipated that the supply position will improve considerably within the next two months. In the meantime, arrangements should be made, wherever possible, for the repair of these hoses by the manufacturer, under Station local purchase powers.
It is understood that Messrs. Zwicky of Slough (telephone: Slough 23776) are prepared to sell these hoses to the Service, but stations are only to resort to local purchase in extreme cases, where operational efficiency is directly affected and supplies cannot be obtained through Service channels.
A meeting of Base and Station Equipment Officers was held at this Headquarters during the month, when points of mutual interest were discussed, with a view to giving even better service than in the past, to all and sundry.
Before closing the meeting, the A.O.C. spoke highly of the service given by the Equipment Branch. This, naturally, was most gratifying, for sometimes we feel that quite a lot of people look upon us as mere “dogsbodies”, and give no thought to the time, patience and methods (sometimes very unorthodox) adopted in an endeavour to produce the goods.
(Continued from page10, col. 2)
Fiskerton, where the return of aircraft was described, and aircrew were interviewed.
Dunholme received a short visit of the Hon. Herman Hodge, of the Colonial Office, and a B.B.C. recording unit, on 21st March.
Press visitors during the month included representatives of “The Star”, Sheffield, to the Sheffield Squadron at Fiskkerton, on March 15th, and Mrs K. Wilson of the “Sydney Morning Herald”, to Waddington on 31st March.
TRAINING
The Stirling is becoming slowly but surely a nicely house-trained creature. It can be taken out for long or short trips with few difficulties that delay training and rend the tempers of Lancaster loving instructors. The lurid language of February, which produced a glow like unto many batteries of sodiums, is scarcely remembered. Perhaps ‘tis Spring and everything is set for an ideal world.
The L.F.S. at Syerston achieved great success with 93 crews passed out to Squadrons and the H.C.U’s were in no way overshadowed, for they passed on 98 crews for Lancaster training. The outlook for April is therefore fairly good, and squadrons may look forward with confidence to a reasonably early increase in crews, weather permitting.
It is a matter of real regret that accidents have marred an otherwise good month, and may have dragged 5 Group to the bottom of the ladder. A promise has however, been extracted from all and sundry, that 5 Group shall move to the top in April and there will be no avoidable accidents in 51 Base. The heavy snow fall, and the resultant snow banks were chiefly responsible- or perhaps it was the determination to get on with flying and crew output, despite the snow banks.
The April programme is optimistic indeed. There is a measure of quiet confidence about, and if results come up to expectation a new high standard will have been set for Conversion Bases. The results will be seen in better trained and more experienced crews, and we hope the squadrons will not be reluctant to pay the Units a visit and express their appreciation.
Fighter Affiliation Training is now being carried out in Units with detachments of 1690 Flight (1485 regenerated) and an improvement in Gunnery standards is expected.
Synthetic Fishpond training has been introduced, and is likely to be adopted generally.
Recent changes include Group Captain Vintras to command Wigsley; Wing Commander Baxter (106) to Chief Instructor, Swinderby; Wing Commander Jennings (207) to Wing Commander Training, 51 Base; Wing Commander MacFarlane (51 Base) to Chief Instructor Wigsley, and Wing Commander Hallows (5 Group) to Chief Instructor, Winthorpe.
Squadron Leader Osborne (1660) is training Lancaster instructors at Syerston, and also Wing Commanders “Ops” from operational Bases. Squadron Leader Shields and Flight Lieutenant Wyness (1654) are training Stirling instructors at Swinderby. Both “Academies [sic] are doing well.
ABSENCE
ENEMY AGENTS – ABSENTEES
During the coming months, the Allied Forces are likely to be called upon for a maximum effort on land, sea and air, to defeat the enemy.
No. 5 Group will certainly be expected to take its full part in this effort, and there can be no doubt that at heart every man and woman serving in the Group would agree that he or she was going to do it. In spite of all these good intentions there are still far too many absentees, aircrew and ground staff alike. Not long absences, just a few hours or a few days, but absences just the same, at a time when the manpower position simply cannot afford absentees. There isn’t a Tom there now to do Dick’s work while he slips off to see the Dog-races, and there isn’t a Joan there to drive that van while Mary goes off to her sister’s wedding.
[Cartoon] WFW
ABSENT WITHOUT LEAVE
Of course those two extra days at home in the garden with the wife were well worth two days pay, and even a bit of C.C. as well, and that special party was well worth a day’s pay and a rep., but that isn’t the point. It’s to have days at home in the garden and special parties that we are fighting this war. There might very well not be a garden or wife at all if the Germans laid down the orders for us, and we should certainly not be the ones to enjoy any parties that were arranged.
There is this special point for aircrews to remember too. You work together as a team and your captain has to have complete confidence in each one of his crew or he cannot give his best to his job. If you have let him down by going absent once or twice during training is he going to have that confidence and is he going to feel quite certain that you’re not absent(minded) in that rear turret? It might make all the difference!
If you’re absent on the ground, you’re quite likely to be absent in the air; it’s all a matter of self-discipline, and that’s the same in each case.
In this war, no-one in the services can be a neutral; if you don’t do a day’s work for the Allies, you are doing a day’s work for the Axis, and at the end of the war your Form 121 will show just how many days you put in fighting [underlined] for [/underlined] Hitler. If you put it that way, that day’s absence doesn’t look so good, so cut it out and [underlined] don’t be an enemy agent. [/underlined]
5 Group News. No. 20. March, 1944. Page 11.
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] THE MATZ CUP [/underlined]
The semi final between Coningsby and Scampton was a tremendous affair. From the kick off, Scampton’s attack went all out, and Coningsby’s defence is to be congratulated on the way they held them. Coningsby’s attack improved, and the game swung from goal to goal. Ten minutes before half time, Coningsby centre headed a goal from a corner kick. After the break, Scampton forced the pace and equalised after ten minutes with a shot that gave the Coningsby goalie no chance. Both sides were all out in an endeavour to snatch the lead. Coningsby left wing repeatedly broke away and centred, but nobody could connect. By three quarters time both teams were slackening as a result of the terrific pace; both defences, and especially the goalies, were coping brilliantly. A draw seemed inevitable. Then came the turning point; Coningsby attacked, their left half was well up the field, and instead of the usual pass to the wing he made ground, then shot hard and true for the top corner. The last 15 minutes of the game saw repeated Coningsby attacks, and five minutes from time they got a third goal. It was a magnificent game, and Coningsby are to be congratulated on entering the final via such a tremendous obstacle in the powerful Scampton team.
Round two produced a hard fought duel between Winthorpe and Metheringham. Two draws were played, 1-1 and 3-3 after extra time in each game. In the third game Winthorpe won 4 – 1, and are now due to play Skellingthorpe at Swinderby in the semi final.
[Underlined] THE LANCASTER SEVEN-A-SIDE RUGGER COMPETITION [/underlined]
This competition has been a failure as a Group competition, but has been an immense success in 53 Base where 86 teams in all have taken part. Very few casualties have resulted in the large number of games played, the most serious being a broken collar bone, which is undoubtedly more than could be claimed for a Soccer competition boasting a equivalent number of entrants. The event must now be considered a 53 Base monopoly, since in spite of many appeals from this Headquarters, no other squadrons have got cracking. The inter unit play off will be at Waddington within the next few days (to be signalled to all stations) and it is hoped that Stations will provide transport for as many of their aircrew personnel as possible to witness the play off.
[Underlined] THE WINES RUGGER TROPHY [/underlined]
Round two of the competition saw Winthorpe beat Scampton 14 – 11 in a hard fought game. Dunholme beat Swinderby 8 – 0, so these two teams pass to the semi final. Round two games still undecided are – Waddington v Metheringham/Woodhall and East Kirkby v Fiskerton. It is hoped those Stations will complete the events within the next few days.
[Underlined] 5 GROUP MIXED HOCKEY TROPHY [/underlined]
Swinderby are now in the semi final, and the outstanding matches are – Waddington v Metheringham. Syerston v Scampton and East Kirkby v 5 Group. These three games should be decided within the next week.
[Underlined] FOOTBALL [/underlined]
SCAMPTON played six station matches with the very fine result of 4 wins. Their only loss was with Coningsby in the Matz semi-final. They beat A.V. Roe 5 – 4 in the 3rd round of the Lincoln Amateur Cup, and drew 0 - 0 with R.A.F. Wickenby in the semi-final of the Amateur Cup.
DUNHOLME had a busy but rather unsuccessful month. They lost their 3rd round Matz Cup game 2 – 3 to Coningsby, and their 3rd round in the Amateur Cup by the same score to R.A.F. Wickenby.
CONINGSBY – The highlight of the Coningsby month, indeed to quote 54 Base excellent “GEN” – of the season, was their MATZ Cup victory over Scampton. Intersection league games were fewer than usual owing to the bad weather. 619 v 617 and 106 v 61 are also games due this month in the Base Commander’s “All Sports” Trophy.
METHERINGHAM – The duel with Winthorpe in the 2nd round of the Matz Cup was most notable. Weather caused cancellations of no fewer than 10 games, but five inter-section games were completed.
BARDNEY played 4 station matches, playing the 1st Border Regt. twice (1 win 3 – 2, 1 draw 1 – 1), beating Metheringham 3 – 2 and losing to Coningsby by the same margin. 5 inter-section games were completed.
EAST KIRKBY Station XI played 4 games, and won all four, beating Kirkby and Spilsby R.A.F.R. teams and two Field-Craft Airborne Units. In the seven inter-section events, 630 – B Flight were most successful.
SPILSBY had seven games during the month. Their R.A.F.R. Squadron beat East Kirkby R.A.F.R. Squadron 7 – 2, and the local Suffolks 9 – 3, losing 4 – 2 to Kirkby and 3 – 2 to R.A.F. Skegness.
H.Q. 5 GROUP – The Group side are still only able to play away fixtures. In March they had three games, losing to a Scampton team 2 – 3, to Skellingthorpe 0 – 4, and holding their old opponents 93 M.U. to a 2 – 2 draw.
[Underlined] RUGBY [/underlined]
SCAMPTON had only the two games completed due to cancellations by opponents. They lost to Hemswell 0 – 3 and to Winthorpe 11 – 14 in round two of the Wines Cup.
DUNHOLME have a really strong side led by F/L Waterhouse. They overwhelmed Bardney 33 – 0 in round 1 of the Wines Cup, and have since beaten Swinderby 8 – 0 in round two.
METHERINGHAM list 0 – 27 to Waddington, and were unlucky to have six games postponed, their opponents including Digby, Bardney and Coningsby.
BARDNEY had only one station game, in which they were unlucky to meet Dunholme on top of their form in the Wines Cup, and suffer a 33 – 0 defeat.
EAST KIRKBY had three games, a 630 Squadron A and B practice game, and a 57 Squadron A and B practice, followed by a station A and B trial. In spite of this preparation they were unlucky enough to forego their Wines Cup round one as Wigsley could not raise a side. They are now waiting to play Fiskerton in the second round.
HOCKEY
SCAMPTON had four games of mixed hockey, beating Spilsby 6 – 1 in round one of the Group competition, and Foldingsworth 5 – 0. They lost 2 – 3 to 368 Searchlight Battery and 1 – 5 to Rose Bros. In the second round of the cup they have now to play Syerston.
DUNHOLME had only one mixed hockey game, v Scampton in the Group competition, which they lost 1 – 4.
METHERINGHAM played a 2 – 2 draw with Waddington on their new aerodrome pitch. They are now due to play Waddington again in the Group contest.
BARDNEY neat Dunholme 4 – 1 in the Group contest, and later registered a 4 – 1 win against Waddington. They were finally knocked out of the trophy by Swinderby (5 – 1).
EADT KIRKBY had four games, three inter-station and one (a 1- 1 draw) with Spilsby G.S. They are now waiting to meet 5 Group at home in the contest.
SPILSBY played Scampton in the Group trophy, but were defeated 6 – 1.
[Underlined] ICE HOCKEY [/underlined]
54 Base boast a Canadian Cougars’ team that is certainly 100% full blooded, judging from the “GEN” account of their 5 – 4 victory over Digby Dynamites.
[Underlined] SOFT BALL [/underlined]
F/Lt. Rodgers (Gunnery Leader 617) now has a Woodhall Soft Ball team that challenges all comers. Roll up, roll up, and have your money ready!!
(Continued on page 4, col. 3)
[Cartoon] WFW
Dot and Dash, the immaculate WAAFs.
“…OPERATIONS? I’VE ‘AD ‘EM!”
5 Group News. No. 20. March, 1044. Page 12.
[Page break]
NAVIGATION
Navigation generally has been of a high order this month. There is still room for considerable improvement however. A good many of the Navigators’ Charts still look very bare. Although all aircraft are equipped with Air Position Indicators, a few Navigators still do not “keep an air plot”, in that they do not plot their Air Position regularly and obtain a D.R. position. This is most important and must be done. A standard Navigational procedure to be adopted when using broadcast w/v’s, has been laid down (see Air Staff Instruction Nav/14). We are constantly striving for concentration, and for obvious reasons the concentration should be on the planned track, it is therefore imperative that you constantly obtain your D.R. position by intelligent use of the broadcast w/v’s. If the D.R. position obtained places the aircraft off track, then alter course immediately and regain track.
The A.P.I. has been modified, and the error in this instrument is now very small. If the windfinders obtain accurate fixes on their H 2 S, the resultant w/v should be almost perfect. Navigators should, therefore, have every confidence in the broadcast w/v’s and make the fullest possible use of them.
Whilst track keeping is very important, it must be remembered that timing is equally important. This does not seem to be fully appreciated, and a few Navigators still persist om leaving the concentration point with “a few minutes in hand”. Other aircraft inadvertently leave the concentration point a few minutes late (possibly due to late take-off, etc.) with the result that the stream of aircraft is very much longer than it should be, and the chance of success by the German night fighter is increased. If it is calculated that the aircraft will arrive at the concentration point early, then dog-legs [underlined] must [/underlined] be carried out before reaching this position. All Navigation Officers are to check the time at the concentration point of each aircraft, and they must insist that no aircraft leaves this position with any time in hand.
[Underlined] AIR POSITION INDICATORS [/underlined]
All aircraft of the Group are now equipped with the A.P.I. fully modified. Several tests have been carried out to ascertain the accuracy of this instrument now it has been modified, and the results have shown that the error is now very small, and of the order of 3 or 4 m.p.h. We must, therefore, make every use of this valuable instrument. It is considered by a few Navigators that errors arise when resetting the A.P.I. Mechanically this is not so, and any errors are due to incorrect setting by the Navigator. If the A.P.I. is reset every 30 minutes, as it should be, then the amount to be subtracted or added to the counters should not be great, and would not generally be more that 30-35 minutes of latitude or longitude. For ease and simplicity, the A.P.I. should not be reset until the latitude or longitude counters are showing an even number of minutes, e.g. 10, 20, 30, etc. It should then be a simple matter to add or subtract say 25 minutes of latitude or longitude.
It is advocated by a small section of the “Union” that the A.P.I. should be reset as little as possible, e.g. at the last Gee fix, the target, and first Gee fix, etc., but this method has several disadvantages. It will become cumbersome after a long period of D.R. e.g. the Berlin raid 24/25 March, 1944, when the wind vector from target to Enemy Coast was approx. 230 miles long. There is as great a risk of error in plotting this vector as in resetting the A.P.I. Another disadvantage is that the Air Position may run off the chart in use. This would necessitate carrying several charts.
The Air Position Indicator is a valuable instrument if correctly used. Navigators are urged to experiment with the A.P.I. in the various methods of use, and discuss with their Station Navigation Officers.
[Underlined] BROADCAST W/V’S [/underlined]
March was a mixed month for broadcast w/v’s. The wind finding and resultant track keeping was good, with the exception of Berlin and Nuremburg. The last two mentioned raids have been investigated, and the results are worthy of special comment.
[Underlined] Berlin. [/underlined] Average forecast w/v from Base to Target at 20,000 feet was 350/60. Average w/v transmitted was 350/90. Average true w/v was approximately 350/105. It will be noted that the winds transmitted by Aircraft were, on average, 15 m.p.h. under strength. A large percentage of windfinders obtained the accurate w/v, but only a few transmitted it. The remainder either did not send it, or, not believing there could be such a large error in the forecast w/v’s, “watered it down” and sent that. This procedure is very dangerous. Navigators must send back all w/v’s they obtain, providing they are confident the fixes used are accurate.
Another feature of the Berlin raid was the delay in aircraft sending back w/v’s. All the difficulties experienced by aircrew are fully appreciated, but every effort must be made to get the w/v’s back to Base as soon as possible.
[Underlined] Nuremburg. [/underlined] The investigation into this raid has not yet been completed, but the one outstanding feature is that the wind direction at and above 20,000 feet backed by 15° - 20° and this was a contributory factor to the Northerly trend on the return journey.
[Underlined] LIAISON VISITS [/underlined
Only a few liaison visits have been completed during the month. It is very difficult for operational Station and Squadron Navigational Officers to visit the Con. Units or Scampton Aircrew School, but every effort should be made. Make a note of all the deficiencies of Navigators, your suggestions, criticisms etc., then go and discuss them with the Con. Unit or Scampton. More good can be done by paying one liaison visit than by writing a hundred letters. Con. Unit, L.F.S. and Scampton Instructors must also pay regular visits to Squadrons.
[Underlined] LOG AND CHART KEEPING [/underlined]
During the month, one Navigator from each Squadron was detailed to experiment with Log and Chart work. Each was asked to work almost entirely on the Chart, making only a very few log entries. This method has proved very popular. Full reports are not yet to hand, but an analysis of all reports will be sent to Stations and Squadrons in due course.
1. If the D.R. Compass topples, and the repeater rotates, what action would you take to maintain the line of flight marker on the H 2 S correctly orientated?
2. What action would you take to tune in the ground returns and set up the height marker on the H 2 S equipment if the trace on the height tube were missing?
3. You are using broadcast wind velocities, and the Bomb Aimer gives you a pinpoint which is “off track”. What two actions would you take?
4. You have received an amendment to the zero hour, but, having applied the correction, observe that you still have several minutes in hand. How and where would you lose this time?
5. In which countries are the following towns: Strasbourg, Aix-le Chappelle, Flensburg, Ghent, Pilsen, Charlattenburg?
6. Which is the shorter distance – Stuttgart to ROME or Stuttgart to LONDON?
[Underlined] ANSWERS TO LAST MONTH’S QUIZ [/underlined]
1. (a) Passes to W/Optr. On paper (1) Course, (2) Height, (3) I.A.S., (4) present position, (5) estimated time of ditching, (6) reason for ditching. ( )
(b) Obtain a Gee fix and pass to W/Op., on paper, the Gee co-ordinates and time of fix.
[Underlined] NOTE: [/underlined] Few crews carry out correct procedure, which is – the emergency procedure when ditching is considered unavoidable, S.O.S. procedure when ditching is imminent within 15 minutes.
2. 30°
3. If B strobe is missing. Line up signals in usual manner, and take “C” reading. Then reverse signals so that B signal is on the C trace, strobe the signal and take the reading remembering to subtract 30. If “C” strobe is missing, reverse above procedure and add 30 to the “C” pulse reading.
4. (a) It means that you are heading for high ground.
(b) Turn on reciprocal course and obtain a check on your position. If no reliable aids are available in the aircraft, the Navigator should request W/Op. to obtain an M/F D/F fix.
Lines to those who went on leave on April 4th.
For you the birds tra-la do sing!
For me the heavens do glower and rain!
For you buds burst like anything!
My buds ‘gainst blight do strive in vain!
The reason’s simple why I grieve,’
And why my downtrod soul doth pine;
For you continue with your leave,
But I’ve just heard that I’ve had mine!!
ANON (Circa 1944)
5 Group News. No. 20. March, 1944. Page 13.
[Page break]
ACCIDENTS
[Underlined] ANOTHER BAD MONTH [/underlined]
The [underlined] Avoidable [/underlined] Accident Summary for March again makes bad reading – Squadrons had 9 and Training Base had 33. These figures speak for themselves, and they use pretty strong language. As a result of these accidents, 4 aircraft were CAT “E”, 6 were CAT “B”, 20 were CAT AC” and 12 were CAT “A”. Bear in mind these were only avoidable accidents. Technical failures are not included in this list. Details are as follows:-
Ground collisions (including taxying) – 15; overshoot landing – 3; crashes on 3-engined overshoots – 3; swings on take off – 5; swings landing – 4; errors of judgement landing – 5; heavy landings – 3; maintenance – 2; taking off – 1; other errors of judgement – 1: Total [underlined] 42 [/underlined].
The snow period at the beginning of the month was directly responsible for 14 of these accidents, all within 51 Base. Had there been no hard snow banks, no damage would have been done to these aircraft. The hazard had to be accepted, and no action was on these “snow” accidents. Under this heading there were 5 taxying, 7 swinging and 2 landing. This however, still leaves 19 avoidable accidents in 51 Base, in the usual categories, and 9 in squadrons – total 28, as under:-
[Underlined] Squadrons [/underlined] – Ground collisions – 3; overshoot landing – 2; maintenance errors – 2; other errors of judgement – 2.
[Underlined] 51 Base [/underlined] Ground collisions – 7; swings – 2; overshoot landing 1; heavy landings – 2; other landing errors – 4; crashes on 3 engined overshoots – 3.
Collisions on the ground (10) still account for more damaged aircraft than any other category. There were two more M.T. collisions this month, both due to careless driving by ground personnel, in spite of the recent drive to eliminate these costly entirely inexcusable accidents. One aircraft was damaged during compass swinging at a squadron, and two more were damaged on dispersal. In the others, only a very slight degree of carelessness was shown by aircrew. They were more unfortunate than anything else. Apart from the M.T. collisions, there has not been an instance this month of down right careless taxying, which is a step in the right direction.
The swings were by inexperienced pilots, both of whom took the correct action after the swing developed. This action avoided serious damage. One of the heavy landings was made in difficult wind conditions, the other only accentuated damage which had been started as a result of previous heavy landings; both pilots were under training.
Three aircraft crashed on 3 engined overshoots – two Stirlings and one Lancaster. It is hoped that the revised technique of dealing with three engined landings at Conversion Units will minimise these three engined accidents. The overshoot landing at Training Base was also made on three engines. The pilot hesitated between landing and going round again, decided on one, then changed his mind; he finished up in the overshoot area. Overshoots on the squadrons were made under extremely difficult circumstances. One was made on two engines, and in the other, visibility was practically nil.
(Continued on page 15, col. 3)
ORGANISATION
[Underlined] (MAY BE READ BY AIRCREW TYPES) [/underlined]
When the so-called “brained types” of the Royal Air Force are binding round the fireplace in the mess, they sometimes utter the most amazing theories on how the war can be won on a date earlier than that already forecast by Lindoe. But no one tries to make a note of what is said by these Fuehrers, except, maybe, to insert a few rude remarks in the local “Line Book”.
When, however, an observation is made that is clever and helpful, quotations are extracted and issued to the world at large. Such an extract is made in Section 1 of A.P.837 – “Principles of Administration”.
An extract from the Manual says “A good organisation requires competent management to produce satisfactory results”. In the Royal Air Force, this management of the [underlined] ORGANISATION [/underlined] is called Administration; it is the system whereby, in principle and in executive detail, the Service carries out its function ….TO OPERATE EFFICIENTLY….!!!... and to work efficiently, co-operation is essential. (Co-operation, by the way, is something to which every member of a Service contributes).
Another famous quotation by Socrates, was to the effect that “A disorderly mob is no more an army than a “pranged” aircraft a fighting machine”. The bits and pieces must be [underlined] organised. [/underlined]
So, therefore, let’s have a look at organisation in action-theory is not sufficient, it must be applied.
With apologies to Tee Emm. here are a few “Do’s and Don’t s”.
[Underlined] DO [/underlined] see that Orders issued are brief, complete and unambiguous. [Underlined] DON’T [/underlined] lay yourself open to being misunderstood. [Underlined] DON’T [/underlined] forget that in your planning, you must always ask yourself who has to be consulted before you reach a decision, and who has to be informed of your decision.
[Underlined] DO [/underlined] grasp the scope of the task, and foresee what it demands, with thoroughness and imagination. [Underlined] DO [/underlined] see with what other tasks run by other Sections, you must interlock. [Underlined] DO [/underlined] co-ordinate with your equals and underlings. [Underlined] DON’T [/underlined] plan until you are absolutely clear what is to be done. [Underlined] DON’T [/underlined] jump at the first solution. [Underlined] DO [/underlined] consider all the advantages and disadvantages of each solution. [Underlined] DON’T [/underlined] go off at half-cock.
[Underlined] DO [/underlined] remember that in war, speed is nearly everything.
[Underlined] DON’T [/underlined] forget that ceaseless driving force and ceaseless supervision are essential.
[Underlined] DO [/underlined] check and check again.
[Underlined] DON’T [/underlined] forget, whatever your job, your ability to organise is every bit as important to the Service as a whole, whether you are throwing an aircraft about the sky, or writing Railway Warrants.
ENGINEERING
Early returns for the month of March were about average, and cancellations were much reduced. Cancellations for March were 0.98%, a considerable improvement on the 3.47% recorded for February. Early Returns for March were 4.01% for all causes, again, an improvement on February’s figures which were 6.5%.
Serviceability was generally good, the main causes of unserviceability being:-
1. Aircraft on acceptance checks.
2. Aircraft on minor inspection.
3. Aircraft landing away from base due to diversion.
The number of sorties flown by this Group is again a record, but still greater numbers will be expected during the coming months.
The maintenance statistics staff are still at Waddington and very soon experiments will proceed with a 75 hour maintenance cycle, using the revised maintenance schedule.
Much unnecessary engine running is taking place on the ground, and the method of some of the running is harsh and detrimental to the engine. C.T.O’s must ensure that all N.C.O’s and men who “run up” engines are qualified to do so, and that they have passed the necessary test.
Many cases have been noticed where on a ground run a mag drop has been experienced, and the fitter at the controls has run the engine up three or four times “hoping! It may clear. This is a waste of time, imposes heavy loads on the engine, and proves the man in the cockpit does not know his job.
Another point about ground running is that much damage is done on a ground test by inspection panels and turret covers not being secure, and being damaged by the slipstream. C.T.O’s must have a drive on this, and when they see it happening, check the man at the controls and the N.C.O. i/c aircraft.
[Underlined] RENDITION OF FORMS 765C [/underlined]
The remarks on Form 765C by the specialist officers are in many cases too brief and are of no assistance to this Headquarters in attempting to establish a cause, or make recommendations to prevent a recurrence of the trouble which led to the forced landing or failure. This is liable to indicate, in the case of engine trouble, that the cause is not investigated thoroughly at the Station. As it is known that the cause is always investigated it is small trouble to insert more details in the paragraph provided in the 765C for Specialist’s remarks, and it will save a large amount of correspondence and telephone calls between Group and Stations. If a full technical report is to follow after rendition of the 765C then of course this should be stated in the appropriate paragraph.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Tables of Serviceability of Stirling and Lancaster aircraft by Unit]
5 Group News. No. 20. March, 1944. Page 14.
[Page break]
ARMAMENT
This has been a month of records, and on one occasion a period of sweat, toil, and almost tears.
To create a record with the existing power available, whether it be sprinting, car racing or bombing up, it is necessary to exclude wasted energy. As man power cannot be increased and new armament records must be realised, it is essential that this strive for maximum efficiency be closely investigated.
Wasted energy in the bombing up phase of operations is too often attributed to shortage of equipment, bomb trollies, small bomb containers, Whitlocks, Hampden twins, liners; even spanners. It is admitted that there is a shortage of some of these items; all the more reason why the few available should be kept serviceable; further, if failures and faults occur, an expedient system of repair must be instituted. A flat tyre on a bomb trolley, a few popped rivets on a small bomb container, small faults, easily remedied, but if allowed to accumulate they may easily cause a bottleneck in the repair section and eventually a complete breakdown.
A large percentage of the necessary repairs are caused by mishandling. Bombing up parties must not be allowed to model on the popular conception of a dockyard stevedore.
A release slip that fails is a bomb returned, and a stupendous effort is wasted, especially as it is necessary to cart the weapon back to the bomb dump. Do not therefore allow speed to interfere with the quality of workmanship.
Short cuts and new devices of local manufacture, such as tools and loading platforms save time, and time saved is man hours of effort that can be directed to raising the standard of workmanship, and thus increasing the tonnage dropped on the enemy.
New records will be set, so prepare now for every eventuality.
Load the [underlined] GOODS [/underlined] so that our colleagues the aircrew may deliver them.
[Underlined] WARNING TO WANTONS [/underlined]
A rumour is rife that by trial, a certain Group discovered that if the centre station release mechanism is plugged to the rear turret electric heating system, and the gunner turns on his heated clothing, the following incidents occur:-
(a) A large bomb goes through the bomb doors.
(b) The rear gunner is practically electrocuted.
(c) Pandemonium reigns in the aircraft.
(The Group and Unit concerned prefer to remain anonymous.)
[Underlined] FIREWORKS [/underlined]
To alleviate the somewhat chaotic state brought about by the increase in the use of target markers and indicators, and the need for an improved system of supply, it has been decided to form a pyrotechnical park at Woodhall. It is intended that this park should hold a quantity sufficient to supply any Station at short notice, and that any technical information regarding these new and unheralded devices will be available from that source.
[Underlined] TRANSPORT [/underlined]
A word of appreciation is directed to the transport sections, who undertook many nocturnal journeys to ensure prompt deliveries of bombs in readiness for operations.
[Underlined] FAILURES [/underlined]
This month a total of 2 cancellations and 7 Early Returns were attributed to Armament. Although this represents a decided improvement on last month’s figures, it is still too high. The total of 9 abortive sorties were due to:-
(i) 3 Gunners’ “boobs”.
(ii) 1 aircraft returned early as a result of a sticky Palmer Firing Valve, the result of a tight gland nut on the valve spindle.
(iii) 1 aircraft was not bombed up in time for take-off and consequently cancelled.
(iv) 4 aircraft returned with unserviceable tail turrets due to defects in technical equipment, i.e.
(a) A broken ball bearing resulted in a seized vane oil motor.
(b) Spline shaft of the E.D.P. sheared.
(c) Pressure pipe union at the Engine Driven Pump fractured during flight – exit the last old type flex pipe in the Group.
(d) Collapsed gun ram washer.
From this analysis it can be seen that at least 5 out of 9 abortive sorties could, and should, have been avoided. After deducting the three gunners’ “boobs” and 4 failures due to defective equipment, Armament can say with satisfaction, that they were responsible for only two abortive sorties out of a total of 1720 sorties flown. (.116%) – Good show!! A record number of sorties flown, a record tonnage dropped on the Hun and an all-time low of abortive sorties.
There is, however, grave cause for alarm regarding small bomb container compartment hang-ups. Although a greater tonnage than ever before was dropped, so also was a greater tonnage returned to the bomb store, and unfortunately over 50% of the failures were caused by carelessness. Of 102 S.B.C. hang-ups there were 60 maintenance failures directly attributed to severed and trapped leads.
These maintenance failures cannot be accepted, and it is obvious that the present system of supervision during bombing up needs overhaul.
FAILURES TABLE
[Table of failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE + = H 2 S Squadron
ACCIDENTS
(Continued from page 14, col.1)
The other landing accidents occurred in 51 Base. They consisted of collapsing of Stirling under-carriages after touch-down. These have not yet been fully investigated.
The remaining “error of judgement” occurred in a squadron. The aircraft crashed in the circuit at dusk. The reason for this crash is still obscure, and has only been included because investigation at this stage does not suggest technical failure of any kind.
A fatal accident took place this month in the Waddington circuit. A Lancaster collided in mid-air with a 1 Group aircraft on its way home to base. Responsibility for the accident has not yet been allocated, but it brings home once again the necessity for keeping a thorough look-out at all times. The pilot of an aircraft is naturally preoccupied in the circuit with his cockpit drill etc., and it is up to the crew, especially the gunners to keep up a search all round. The natural tendency to look inside the circuit at the flarepath must be resisted.
5 Group News. No. 20. March, 1944. Page 15.
[Page break]
OPERATIONS
The opening months of the year have each [missing word] noteworthy contributions to the Bomber Offensive, and this month has proved no exception. Not only have we established a new sortie peak of 1720, but our achievements also include the distinction of being the first Group in the field to drop over 1000 tons in one night on a single target. The high percentage of successes (89.7%) was maintained despite the set-back of two abortive operations, and losses remained a constant 3.37%.
The principal role of the Group, outside the main force “blitz” targets, has been the continuation of the offensive, commenced last month, against Germany’s aircraft production – an essential prelude to the establishment of a Second Front. This offensive has been rewarded by no mean success.
The attack on 2/3rd March against ALBERT resulted in the total destruction of the aero-engine factory of Cle Mecanique d’Albert, with the aircraft factory of S.N.C.A. du Nord more than half destroyed – an impressive result.
MARIGNANE, singled out for attack on the 9/10th, also sustained extremely severe damage, particularly to the assembly shop, heat treatment shop, offices, flight hangar, components’ store, garages, workshops and other buildings in the factory area.
The following night (namely the 10/11th), an ambitious programme was conducted against aircraft factories at CHATEAUROUX, CLERMOND FERRAND and OSSUN, and the Needle Bearing Factory at LA RICAMARIE. Interpretation of P.R.U. photographs provides evidence of the high measure of success which attended these missions. Thirteen buildings comprising the larger part of the workshops of S.N.C.A. du Sud-Ouest Chateauroux, have been destroyed or severely damaged, including the main assembly store, transformer house and other key buildings. The aircraft repair factory at CLERMOND FERRAND has received major damage throughout, including two large multi-bay buildings, compounding plant and power station – the latter now being observed to be inactive – OSSUN Factory airfield bears its scars in the form of severe damage to the two larger factory buildings and other ancillary buildings. The devastation at LA RICAMARIE is particularly acute. The eastern two thirds of the plant has suffered heavily, and every building, with one exception, has been either damaged or destroyed.
Three persistent attacks against the Sigma Aero Engine Works, LYONS, on 23/24th, 25/26th and again on 29/30th, terminated in sixteen out of the 22 buildings comprising the Factory receiving varying degrees of damage, in addition to which a neighbouring hutted encampment has been virtually destroyed.
A further two nights out of the month were devoted with great profit to the firing of Hun powder magazines. The results were impressive indeed, and upheld the high hopes of the crews. BERGERAC on 18/19th took the count in the first round. The east end of the plant is almost completely demolished, while the nitration houses and acid recovery plant are severely damaged, with evidence of severe blast throughout the Factory. ANGOULEME, attacked on 20/21st, was still burning the day following the raid, and severe damage throughout the target area, particularly to the nitro-cellulose plant, can be seen.
We, as a Group, also played a small, but nevertheless noteworthy part in the attack against the enemy’s communications supplying his Channel Ports. AULNOYE was selected as our target, and the ensuing attack on 25/26th resulted in the central portion of one of the carriage and wagon repair shop being damaged. Rather more than twenty direct hits have been secured on the tracks – and the locomotive shed to the south is half destroyed.
An outstandingly successful attack was made on 16/17th against the CLERMOND FERRAND MICHELIN PLANT – not a building of which escaped. Severe damage is displayed throughout the entire area.
Seven major attacks were undertaken during the month. STUTTGART was our first objective on 1/2nd and again on 15/16th. The heaviest concentration of damage from these attacks is seen to the North West and North East of the town centre, where many factories of high priority are situated. Throughout the town, scattered incidents to business and residential property are apparent.
FRANKFURT on 18/19th and 22/23rd, was spectacular, not only by reason of the success of the attack, but because the Group seized the unique opportunity of unloading bombs exceeding 1000 tons of H.E. and incendiaries on the target. Some 12 hours after the second attack, columns of smoke were rising to 15,000 feet, and drifting southwards for at least 200 miles – a grave spectacle for dwellers in the South of the Reich. The principal damage is concentrated in the city centre, stretching a scarred arm northwards between the railway station and east harbour.
No month would be complete without an attack on the “Big City”. Limited cover only was available the day following the raid on 24/25th, but from the provisional report (which omits reference to the centre and the east), the potential results can be contemplated with some optimism. At the time of photography, fires were still burning.
For some months, rebuilding in ESSEN has been stealthily proceeding, and the night of 26/27th was selected as a favourable opportunity to disrupt this activity. PR.U. photographs are of poor quality, but fresh damage can be identified in many parts of the town, and in the workshops of Krupps. A full report is awaited.
The final bout of the month witnessed a bitter struggle with the enemy’s fighter defences throughout the deep penetration to NURNBERG on 30/31st, involving our heaviest loss so far recorded. Our aircraft, however, put up a spirited defence, shooting down a number of the enemy. The losses were not a small price to pay, even for a successful attack on this extremely important war production centre, but the casualties can perhaps be placed in their proper perspective, and to some extent minimised, when viewing the Battle of Germany as a whole. It is difficult to place any assessment on the raid owing to cloud conditions, and P.R.U. cover has not yet been obtained.
To speculate on the value of our contribution towards the opening of the Second Front is obviously vain, but there can be no doubt that the month’s activity has left its mark clearly impressed on the Reich.
WAR EFFORT
[Table of statistics on aircraft, sorties, bombing and training by Squadron]
ORDER OF MERIT in this table is now based on the number of SUCCESSFUL sorties completed, per average aircraft on charge, i.e. Total number of sorties minus Early Returns and Missing, divided by Average A/C on charge. No 617 Squadron, in view of their special task, are shown separately.
5 Group News. No. 20. March, 1944.
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Title
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V Group News, March 1944
5 Group News, March 1944
Description
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Five Group Newsletter, number 20, March 1944. Includes a foreword by the Air Officer Commanding, and features about processes of navigation, signals/radar, photography, gardening, Gee, flying control, H2S, decorations, tactics, flight engineers, war savings, aircrew volunteers, air bombing, air sea rescue, gunnery, second thoughts for pilots, public relations, link trainer, equipment, training absence, sports, navigation, accidents, organisation, engineering, armament, accidents, operations and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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IBCC Digital Archive
Date
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1944-03
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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17 printed sheets
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eng
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Text
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MStephensonS1833673-160205-24
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
England--Lincolnshire
France--Albert
France--Bergerac
France--Châteauroux
France--Clermont-Ferrand
France--La Ricamarie
France--Lyon
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Nuremberg
Germany--Stuttgart
Germany--Ruhr (Region)
Temporal Coverage
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1944-03
5 Group
Absent Without Leave
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of Nuremberg (30 / 31 March 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
FIDO
flight engineer
Gee
gremlin
ground personnel
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
pilot
RAF Coningsby
RAF Scampton
RAF Waddington
rivalry
sport
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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[Underlined] 53 Base Commander [/underlined]
V GROUP NEWS V
JANUARY 1944 * [deleted] CONFIDENTIAL [/deleted] [indecipherable] * NUMBER 18
FOREWORD by A.O.C.
The final battle of Germany has now been joined. The enemy has been forced to concentrate two-thirds of his whole fighter strength for the protection of his citied, thus providing a classis example of the way in which air superiority, contrary to popular opinion, is won as much by the bomber as by the fighter. Crews should know that the superiority which the Russian Air Force enjoys on the Eastern Front, with all that this means to Russian military operations, is largely their doing; and the same is true of the Italian theatre.
This massing of the German fighter strength in an attempt to stop our attacks and those of the U.S.S.A.F.E. calls for serious thought on our part. In the long run the effect of the combined R.A.F. and American attacks will reduce the German fighter production so that they will be unable to support their present first line units, and the force will slowly diminish, but this is not a result which can be expected immediately, and much hard fighting lays ahead.
Bomber attacks are planned to reach the target having encountered as little opposition as possible. This is achieved by taking advantage of weather which will keep fighters on the ground, or involve them in great hazards if they take off; by careful routeing; by feint attacks; and by the full use of the radio offensive which prevents orders reaching the German pilots. In spite of this planning, scheming and foxing, a proportion of fighters are bound to get into the bomber stream. It is then that the tactics of the individual crews win or lose the battle.
There are two broad alternatives. On the one hand it may be considered that the sole duty of a crew is to reach the target and bomb it. Therefore, it is said it is imprudent to become involved in any fighting, and a crew should do its best to avoid combat and only open fire if directly attacked, and then only after failing to shake off the fighter by manoeuvre. On the other hand, while accepting that it is the object of the bomber to reach the target, refusal to engage in combat, while possibly safeguarding the individual, may by no means be the best for the force as a whole.
The German night fighter pilot must pray fervently that crews will adopt the first policy, for then he can cruise in the bomber stream unconcerned, except to find and stalk an unsuspecting prey. He will not be shot at by a bomber, which he has failed to see below him or to one side, and he can devote his whole attention to manoeuvring for the final shot. In other words he has a job almost free from the hazards of war, and as a result he will grow fat, and gain in skill and experience, and, therefore, in his ability to do us harm.
Now consider the other policy – to shoot at every German aircraft within range. About that policy I will say this. Firstly, that it is in general the duty of every combatant officer and man of any of His Majesty’s Forces to attempt by every means in their power, to destroy such of the King’s enemies as come within range. Secondly, that execution of this duty will aid the security of the bomber force as a whole, and, therefore, of the individual crew.
The matter is not, however, entirely straightforward, and there are two situations which have to be considered. Firstly, one in which a crew sees an enemy fighter not in a position to attack them but attacking, or about to attack, another bomber. They should be prepared to go in and shoot it down. At the foot of this foreword will be found some selected combats in which crews have acted in this way. They acted rightly, and deserve the congratulations of all in the Group, for they saved the lives of other crews, and rid us of pests who, if not destroyed, will quickly become adept at the art of killing at night.
The second situation is more complicated. A crew know, from their early warning device, that a fighter is nosing after them, and will soon be in a position to attack. Should they continue on their course until it is within range, and then attempt to shoot it down? Emphatically no – because the fighter in these circumstances has certain advantages which will give him temporarily the upper hand. The crew should carry out the standard corkscrew, remembering that this is designed to give the Gunners a standard deflection shot, known to them but not to the fighter pilot. Hence the importance of keeping to the exact standard speeds, rates of turn, loss and gain in height etc., set out in 5 Group Tactical Notes. Any other manoeuvre executed in the heat of action will provide the Gunners with deflection shots which, with present equipment, they have no means of calculating, but which the fighter pilot will find no more, and probably less, difficult to assess than the corkscrew.
Thus, while the standard corkscrew can be used as a manoeuvre for disengaging from enemy fighters, it is also a manoeuvre – and in fact the only manoeuvre – which we can employ and at the same time shoot accurately. Different speeds or rates of turn, or any skid or slip, may cause the Gunner to miss by 40 feet or more. In particular, too high a speed on the downward legs will lessen the rate of turn and, therefore, provide an easier shot for the fighter.
The policy outlined above was first set out in June, 1943. Over the following four months the Group shot down 58 fighters, but recently the numbers have been less, because I believe some crews are in doubt as to the correct action to take.
There is one final point; there must be no firing at an aircraft unless it is identified beyond any reasonable doubt. There have been instances in the past of Lancasters firing on other Lancasters, and there can be no justification for this.
To sum up, every crew in the Group should know that weather – routes – spoof targets and all other devices at the disposal of Bomber Command – are used to out-manoeuvre the German Fighter Force. It can only be out-fought if every crew in the Group is ready to “FORCE HIS WAY IN AND FIGHT HIS WAY OUT”. By that means we shall reduce the power of the German fighter to do us harm, to our own lasting advantage.
Need I add that the Air Gunners are playing a more and more vital part in the success of the bomber offensive. It is their quickness of eye and hand which determines success or disaster – but they are gravely handicapped if the pilot does not keep to the standard corkscrew, and may be caught unawares if the Wireless Operator relaxes his watch on his Monica or Fishpond tube. Such, then, is the team on which we rely to defeat the enemy fighters.
[Underlined] 23/24th August, 1943. J/207. [/underlined] Twin-engined enemy aircraft attacking another aircraft at 800 yards range. Rear gunner opened fore at 700 yards. Enemy aircraft broke in two and hit the ground in flames. Claimed as destroyed.
[Underlined] 22/23rd November, 1943. P/619. [/underlined] Rear gunner saw ME109 attacking another Lancaster. Lancaster “P” turned starboard and Rear Gunner opened fire at 200 yards range and scored hits. ME.109 reversed and dived violently to port, emitting flames. Enemy aircraft disappeared in the cloud, after which an explosion was seen. ME.109 claimed as destroyed.
[Underlined] 26/27th November, 1943. Z/44. [/underlined] Rear gunner sighted ME.210 flying to attack another Lancaster ahead. Lancaster Z corkscrewed and both gunners opened fire at 800 y ards [sic] range. Enemy aircraft followed the corkscrew and fired a burst which went well above [sic] Both gunners kept firing short burst, registering hits. Enemy aircraft seen to disintegrate by another crew, and ME.210 claimed as destroyed.
[Underlined] 16/17th December, 1943. A/44. [/underlined] ME.109 sighted 600 yards range parallel, following another Lancaster. ME.109 opened fire on another Lancaster who did not return fire. Both gunners opened fire and scored hits. ME.109 burst into flames and disintegrated. Claimed as destroyed.
[Underlined] 30/31st January,1944.U/44. [/underlined] Over target area Rear Gunner sights ME.210 800 yards down attacking another Lancaster. Lancaster U was corkscrewing on a Monica IIIA indication. Rear Gunner opened fire and strikes were observed. Enemy aircraft dived away with port engine on fire. Last seen entering cloud in flames. Claimed as destroyed.
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PHOTOGRAPHY
The number of photographs with plottable ground detail obtained during January, was 73; these were almost entirely due to the conditions prevailing during the Stettin raid. For the remaining raids, the presence of heavy cloud caused the majority of technical successful exposures to be placed into the Target Conditions category.
Failures for the month were 58, which represents 5.4%. These failures can be reduced considerably if the personnel concerned will make the necessary effort, and it is suggested that still more co-operation is needed between the Bombing Leaders, Electrical, Armament and Photographic personnel in tracing the causes and ensuring that failures are not repeated. The first step in film fault analysis is to decide the ‘bombing frame’; failure to do this correctly will normally cause the investigation to be abortive and a complete waste of time.
There is reason to think that insufficient care is being exercised when setting the fusing time on the Type 35 Control. It is of the utmost importance that the fuse setting and the Type 35 Control are identical. Squadron photographers must realise that the setting is extremely critical, and even a small misadjustment of the Control Setting Knob will normally be sufficient to cause the flash illumination to be misplaced, and may therefore be considered a ‘pick-up’, resulting in a theoretical failure.
A new method of Night Photography is being tried out by Nos. 44 and 49 Squadrons. This is the use of Kodacolour film on frames Nos. 3 and 4 and H.S. night film on the remaining frames. The object of this composite Colour and Black and White is to photograph any T.I’s and Sky Markers in colour and at the same time to procure ground detail on Frame 5 by the illumination provided by the photo flash if conditions permit. The Photographic Section, R.A.F., Scampton, have undertaken to make up and process the films, and with full co-operation of the Station Workshops, have produced some very fine work.
It is too early to forecast whether this new method will generally be adopted. Much depends on the value of interpretation, supply of Kodacolour and technical equipment, but so far results are very promising.
[Table of Photographic analysis results by Squadron]
[Table of Photographic failure analysis results by Squadron]
A.S.R. (CONTINUED)
(Continued from back page Col. 1)
follows :-
(i) 256 aircrew lost their lives when other members of their crews were saved, which gives a strong indication of incorrect dinghy drill being carried out.
(ii) 23 lost their lives after having been sighted in dinghies – weather and lack of knowledge of searching procedure were the main causes for this.
(iii) 663 are known to have come down in the sea but no S.O.S. signal was transmitted making search almost impossible.
(iv) 280 disappeared over the sea without word or trace.
The above figures show that aircrews generally have a very sad lack of knowledge of what to do in the event of an emergency over the sea, both as regards W/T procedure and dinghy drills. A tremendous amount of money has been spent building up the Air Sea Rescue Service, and in providing safety equipment for aircrews, all of which can work satisfactorily with the full co-operation of the aircrews for whose benefit they have been designed.
When you bale out over enemy territory, your future welfare depends on your own initiative [underlined] after [/underlined] you have come to earth, but the reverse holds good in baling out over the sea or ditching. Emergency incidents over the sea depend for their success on full crew co-operation and knowledge of W/T procedure and dinghy drills – all of which must be gained [underlined] before [/underlined] the incident occurs.
One hour a week spent on the study of search procedure, emergency and S.O.S. W/T procedure, and dinghy drills, is sufficient to ensure that you will never be caught unprepared in case of emergency over the sea.
[Underlined] HELP A.S.R. TO HELP YOU [/underlined]
OPERATIONS
It would perhaps not be inopportune in the first month of the New Year, to reflect on one of the most valuable technical inovations introduced this time last year, and which is to-day largely instrumental in waging the Battle of Berlin with unabated vigour. It was just a year ago that blind bombing was first on trial and an analysis of its success or otherwise was anxiously awaited. This month, with the aid of this technique, we were enabled to conduct seven raids on Berlin, and one each on Brunswick and Magdeburg. Stettin alone, to its everlasting regret, was cloud free. 1341 sorties were flown, of which 89% were successful in attacking the primary. Increased fighter activity and the long range at which targets were attacked perhaps accounted for the rather higher loss rate of 4.6%.
At the beginning of this month, Hitler declared “The Winter may be difficult. Its blows, however, cannot hit us harder than last year”. The month was not out before this illusion was shattered by a sustained series of attacks on the Nazi capital, bringing the tonnage dropped since the beginning of the Battle of Berlin, to over 24,500 tons. One is perhaps best able to appreciate the magnitude of this figure when it is borne in mind that 50,000 tons would “Hamburgise” Berlin. The latest reconnaissance to secure photographic evidence of the raids up to and including 2/3rd January, was made on 4th January, but only poor quality photographs of parts of the city (excluding in particular the centre) were obtained. These however revealed important industrial damage in the Johannisthal district to the South East, with severe damage to several less important business and residential areas. It is interesting to note that in a statement issued by Transocean on 7th January, it was estimated that the damage sustained up to that date would take some 7 1/2 years to rebuild.
Little is yet known of the remaining 4 major attacks of the month against the Reich capital on 20/21st, 27/28th, 28/29th and 30/31st, except that reports suggest they were concentrated. Ground information points to the significant fact that with the possible exception of the North Eastern outer suburbs of the city, not a district in the capital has escaped. Impressive as this picture is , it really affords no index to the scale of administrative dislocation which must be a most acute problem for the Nazis; added to which the paralysis of the focus of German was industry and transport, together with the ever increasing influence of the raids on that intangible factor, morale, would also appear to promote a depressing effect on the Hun’s capacity to wage war.
The attack on Stettin on 5/6th January, provided adequate material for our reports. The blanket of cloud, which for some time past has shrouded the continent, was absent at the target, enabling the snow outlined town to be clearly identified. The resultant attack was well concentrated, and P.R.U. cover indicates severe damage in the Southern half of the town centre, extending into the West and East basins of the dock area. Ten buildings of the large military barracks to the South of the town have been gutted, and fairly heavy damage was sustained by business and residential property. The same night a
(Continued on page 4, col. 1)
5 Group News. No. 18. January, 1944. Page 2.
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ACCIDENTS
ACCIDENT RATE INCREASES
Halfway through January, it was apparent that the excellent accident figure for December was not to be repeated, and the number of avoidable accidents, of all kinds, by the end of the month was nearly doubled – 18 against 10.
This month’s total is made up as follows: Ground collisions – 9; Overshoots on landing – 3; Heavy landings – 1; Swings on take-off – 1; Other errors of judgement – 3.
In spite of all that has been done and written about “ground collisions” there has been no decrease whatsoever in these avoidable accidents. This month there were again 9, and they follow much the same patter as those of December, with this difference:-
Two aircraft were damaged in dispersal while being run up by ground crew, through chocks slipping on greasy surfaces. In both instances the aircraft swung round and collided with obstacles.
It has been a long time since an accident of this type occurred in the Group. The remedy is obvious. Ground crews must examine all chocks for serviceability, keep dispersals well sanded, and, above all, never start to run up engines until the dispersal is clear of obstructions. It is the old, old story of a little foresight paying a big dividend.
During this month a taxying incident occurred in which a major contributory factor was the failure of a captain of aircraft and of ground crew to notify Flying Control quickly that a Lancaster was obstructing the perimeter track. The aircraft had become bogged in soft ground just off the track at night, and was struck by another Lancaster taxying, without an aldis lamp, and at excessive speed.
Flying Control, had they known, could have taken immediate steps to have the aircraft marked as an obstruction, and could have warned other captains of its position.
This accident adds emphasis to the warning in last Month’s News that ground crew should make every effort to let pilots know of obstructions. The captain of this particular Lancaster showed bad captaincy in not notifying Flying Control, and also in leaving his aircraft in charge of ground crew when he knew it was in a dangerous position.
Needless to say, the pilot of the moving aircraft had his log book endorsed in “RED”.
The 3 “overshoots on landing” this month bring out the usual pilot error – too fast an approach in bad visibility and failure to go round again. If the various factors of height, speed, cockpit drill etc., are not correct, it is no use “hoping you’ll stop in time”. It might be all right nine times out of ten, but the tenth means another Lancaster in a heap at the end of the runway.
One crash occurred again this month on a 3-engined overshoot. The pilot was an experienced captain with many Lancaster hours to his credit, yet he [underlined] failed to keep in trim for 3 engined flying [/underlined] on his approach. When the engines were opened up to full power, the inevitable swing caught him unawares. Result was a bad crash with fatal consequences.
Drills and instructions are not issued by this Headquarters just to be read and forgotten, so if there are any you are not sure about, now is the time to brush up your knowledge. [Underlined] You [/underlined] will reap the benefit.
Conversion Units had a bad time this month. The total of nine “avoidables” exceeds the total of all the Squadrons put together. Winthorpe had four. 1660, 1654 and 5 L.F.S. had one each. 1485 Flight had two taxying accidents.
SECOND THOUGHTS FOR PILOTS
FRESHMEN
1. Remember the lowest fuel consumption is not obtained when you are flying at the lowest possible speed. With the increased angle of attack of the wings at a low speed, you get increased drag and consequently require a greater power output. Neither maximum endurance nor maximum range will be obtained by flying as slowly as you can, so don’t “waffle” around the sky hanging on to your props. If you are getting short of petrol and have got a long way to go, try 2000 revs + 3 boost. That will give you a healthy airspeed, economical petrol consumption and excellent range.
2. You know why you can expect climbing difficulties on warm nights? The air is thinner at a given aeronoid height and so increases the true air speed at which the aircraft must be flown and the power required to fly it. The thinner air also reduces the charge drawn in to the engine and so reduces the power available.
3. Don’t sheer off track because you see pinpoints of flak dead ahead. It may be anything up to 100 miles away and as you get closer you will find that your route will probably bypass the flak area. Flak which explodes with a large orange coloured flash is within 15 mls and is quite harmless. It is only when you can hear or feel it that it is within 250 feet and getting dangerous. If you SMELL it, well get cracking.
[Cartoon]
4. Always take a note at Briefing of the times of the other waves in the attack in case you strike trouble on the way and cannot make good your T.O.T. Aim to make good the T.O.T. of another wave. It is safer to be bombing with bags of company.
5. Give your Navigator as good a platform for his Astro shots as you give your Air Bomber for his bombing run. Hand over to “George” if your instrument flying is not 100% and let the Navigator know the moment you consider the aircraft is as stable as it is likely to be.
6. If you use Caffein tablets it is a good plan to take one as you leave the English Coast outward bound. That will see you to the target. Take another when you are clear of the defences to see you home. Never take any just before take-off. Once upon a time there was a mid-upper gunner who took four tablets 10 minutes before take-off. The “Op” was scrubbed. The gunner wasn’t seen for 24 hours after he eventually went to sleep about noon the next day. Then he was posted !
VETERANS
1. Don’t get out of touch with existing orders. You have read them once, but only by constantly referring to the Flight Order books can you be sure that you have got them buttoned up. Just one example – never take off rudder bias on the approach for a 3-engined landing. You can easily control any tendency to swing after landing, but if you have to overshoot on 3 engines, the bias is the only thing that will enable you to control the immediate swing towards the dead engine at full power. If the swing is not controlled the result is fatal.
2. Another word on overshoots. You can still overshoot even though you are in the green of the G.P.I. and the airspeed is O.K. This circumstance may arise if your initial approach has been too low and you have used the extra engine to get back into the Green. Don’t forget once you have made good the undershoot throttle back again and get your angle of descent right.
3. Don’t attempt to raise flaps after landing when you have “pulled the bottle”, because there is a danger of bursting the header tank. If in an emergency you have to raise flaps in the air after pulling the bottle, do so slowly and in stages.
4. If you have to jettison fuel, close the valve while there is still 75 to 100 gallons in each tank. It is a precaution against fire, because the last 30 gallons of jettisonable fuel runs out slowly and splashes over the airframe. Never jettison if you are going to do a wheels up landing when there is any likelihood of fire.
5. Never take off flap during an approach if you suddenly decide you don’t want flap in a very high wind. The lowering of the flap increases the lift coefficient of a wing and any reduction of the flap angle during an approach may result in the stalling speed being increased above the approach speed.
6. Get together regularly with the other members of your crew behind a hangar or in the crew room and exchange ideas on your recent trips. There’s bound to be a few points in crew routine that need patching up. Don’t wait until there is a party in the Sergeants’ Mess before you find out that the crew have a thing or two on their minds.
5 Group News. No. 18. January, 1944. Page 3.
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SIGNALS
WIND MESSAGES
Bomber Command Signals Staff Instructions commence with an “Order of the Day” by the C.-in-C. which says that :- “The tradition of the Signals Service is that the safety of aircraft overrides every other consideration and every other interest…The Signals Service aspires never to lose an aircraft”.
Since this message was originated, many and varied aids have been introduced falling within the purview of the Signals Service which attain towards the achievement of this objective.
It is generally agreed that losses in the main bomber force may be considerably reduced if a high degree of concentration of aircraft during the route to and from the target, and at the target itself, can be effected.
Radar/Navigation aids fitted to many aircraft now make it possible to determine with a high degree of accuracy, the velocity and direction of winds at the height and in the area of the main force. The means of communicating this to the Meteorological staffs on the ground, and of passing to every aircraft on the force the assessment of accurate winds on their route, is the responsibility of the Signals Service.
This method has been in use since towards the end of the Old Year, and, from the signals aspect, has been successful. The method used has been for wind-finding aircraft to transmit their winds to the Base D/F Station, and the ground staff to transmit the wind assessment to the main force on Group operational frequency.
The transmissions by Wind Finders to Bases gives an increase on the number of channels, with a better spread over of the volume of traffic at any one time. To ensure that every message which can possibly be received, is received, an additional watch is maintained at each Base on a normal receiver, and a watch, on each frequency in use, at Group Headquarters. The watch at Group Headquarters serves two purposes. Firstly, it enables received winds to be in the Meteorological Officers’ hands in the minimum time, and secondly, provides an additional check on the Base D/F frequencies. Any Wind Finding aircraft unable to establish satisfactory communication on its Base frequency, reverts to the Group operational frequency, and by these means we have been successful in receiving almost 100% of wind finding messages transmitted. There have been two occasions when conditions on the 3 to 4 m/c band made communication rather difficult, and in order to provide an additional channel should this re-occur, an allotment of a frequency in the 7 m/c band has been obtained. The results of this frequency on similar occasions, should they arise, are awaited with interest.
The reception of the wind assessments by the main force has been good, but could be improved. Generally, the number of messages missed has been in the region of 2.5% of the total which should have been received.
The loop aerial has proved a reliable selectivity device, and it should always be tried when other efforts to get rid of jamming fail.
GEE
The introduction of new equipment leaves Radar Sections less time for standard Gee maintenance. It is gratifying to note that, in spite of this, the serviceability remains high. There are however, numerous unnecessary faults, which render the equipment difficult to use, or completely unserviceable. Great care should be taken to prevent slipshod D.I’s, and faults such as leads off etc. Many Squadrons are still reporting divider trouble, indicating that the necessary modification has not been completed. If this is due to a shortage of equipment, ask the Equipment Officer to expedite.
AURAL MONICA
Aural Monica is slowly disappearing. Many crews would, however, like to keep Monica, even though they now have Fishpond. It is, unfortunately, impossible for the Radar Sections to maintain both installations in all aircraft.
VISUAL MONICA
This installation remains a most effective and valuable Radar aid. Serviceability is high in comparison with other equipment, but to be a first class warning device, 100 per cent serviceability is required. Switch motors have caused nearly one third of Visual Monica failures, but it is hoped that this trouble will soon be cleared, since the correct type of grease has now been found. Next month should show a large increase in serviceability. Unfortunately, there is no more equipment available, so squadrons must ensure that no sets remain unserviceable, or are destroyed, through careless maintenance. Many crews already owe much to Visual Monica. Don’t let the lack of serviceability spoil a first class device.
H 2 S
The fitting of H 2 S is greatly retarded by the shortage of scanners. It is impossible to fit all H 2 S aircraft in the existing squadrons, and so there is little likliehood [sic] of fitting new H 2 S squadrons for some time. Last month’s problem, freezing scanners, appears to have been corrected by use of anti-freeze oil and repositioning of the scanner heater. A new snag is now appearing in the slowing down of the repeater motors. Radar Sections should contact Instrument people for information regarding the correct type of oil to use on the motor bearings. A new pulse transformer has been designed and trials are being conducted. It is hoped that a large percentage of the very numerous H 2 S failures will now be prevented.
FISHPOND
Fishpond fitting still continues slowly, hampered by the connector shortage. Trained crews are getting very good results, but it is necessary to emphasise that Wireless Operators should spend considerable time on the Fishpond trainer. A few extra minutes learning to use the set correctly may well save many an unpleasant trip.
MONICA AND FISHPOND TRAINING
Now that all available sets have been fitted, a drive has started to eliminate preventable failures. Aircraft are being deprived of the protection of a tail warning device during entire sorties, simply because one plug is loose, or a fuse blown. We must make full use of every available set and to do this, Operators must be given a greater insight into the workings thereof. Fault finding tables – with sketches of what the CRT shows for various faults – are being prepared.
Various synthetic training schemes have been evolved, including a series of cards showing typical “blip” pictures with the appropriate patter printed underneath. A similar set of cards without the patter is used to test the Operator’s reactions.
An epidiascope is being used by one Squadron, and lifelike “blips” are introduced up and down the time base, and shown on the screen for brief intervals.
Which squadron will produce the best synthetic training device?
Signals and Radar officers – are you getting that occasional flight? (See A.M.O. A.1323/43). You should all have flown with Monica or Fishpond by now. Don’t forget to enter your trips in the old log book.
WIRELESS OPERATORS (AIR)
[Underlined] (CAPTAINS OF AIRCRAFT MAY ALSO LOOK) [/underlined]
The article on wind finding from the signals aspect, which heads this Section of the News, should be read and digested by all Wireless Operators.
The Group W/T Exercise has improved this month, but Section I are definitely superior to Section II, and should any Operators of Section II doubt the truth of this statement they may like to do a little eavesdropping. After all, the ether is free.
This month’s three star effort for air operating was the performance by Wireless Operator Sgt. Barnes Moss of No.61 Squadron (formerly of 1661 Con. Unit and 16 O.T.U.), on the night of 5/6th January. The aircraft “J”Jig was severely damaged over the target, the port outer engine being rendered unserviceable, resulting in a loss of the Gee facilities. Sgt. Barnes Moss rose to the occasion and managed 12 fixes, 1 bearing and 1 message, keeping a good log, and also receiving the odd Group broadcast at the same time. It would appear that this Wireless Operator set about his job with calm determination, and was partly responsible for the safe return of his aircraft to this country, and in doing so proved a credit to his Squadron, captain and crew.
(continued on Page 12, Col.1)
(Continued from Page 2, Col.3)
small force of our aircraft successfully laid mines.
Although for the moment we are without precise information as to the result of the raids on Brunswick on 14/15th, and against Magdeburg and Berlin on 21/22nd, preliminary reports show promise of impressive returns. These attacks will contribute to the nomadic population of the Reich, and provide a tinge of irony to the announcement in a Frankfurt paper that “Evacuees are not gypsies but Germans”.
Thus ends the first month of our “decisive year, boasting a new record tonnage dropped on Germany itself – a portent of the scale of future operations.
5 Group News. No. 18. January, 1944. Page 4.
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AIR BOMBING
It was at the beginning of May, 1943, that the initial drive on greater accuracy in practice bombing was commenced throughout the Group. Very good co-operation by the Squadrons within the Group led to most intensified training, so much so that in the months of May, June, July and August a grand total of 23,310 bombs were dropped. This total almost equalled the number of bombs that were dropped in the preceding [underlined] 4 years. [/underlined] However, one fact emerged, namely the average error was remaining at approximately the same figure, and that this figure, 220 yards, was still much too high.
September heralded the introduction of bombing analysis. F/Lt. Cooper, an expert analyst was attached to us from No. 25 Group and travelled from Squadron to Squadron to implement the Group’s very scanty knowledge of assessment of bombing. Thus, slowly we learned the way bombing errors are split into certain definite categories. The first major item which was tackled was the bombsight maintenance, which had contributed no small portion of bombing errors; and by the end of November, errors directly attributable to bombsight defects were almost eliminated.
We next learned that the main error, called Crew Error, had two components. The error caused by the failings of Pilot and Air Bomber, and the Vector Error, that is the error due to the use of faulty wind velocities.
The Pilot and Air Bomber’s error was tackled with considerable vigour until, by the end of December we were really getting down to very small proportions. 106 Squadron for instance, dropped 182 bombs from High Level during December for an average Pilot/Air Bomber error of 78 yards, an astonishingly good achievement. 619 Squadron with 101 yards, 467 with 115 yards and 50 and 463 Squadrons with 116 and 117 yards respectively were close behind.
However, and now we come to the major bombing problem, our Crew Errors were still too large because our average Vector Errors were much too high.
November/December and January has shown the gradual appreciation of this Vector Error problem, and in the Squadrons where bombing is accepted as the be-all and end-all of 5 Group (and their number is ever-increasing) the problem is a matter of real concern. The Group’s average Vector Error for November was 169 yards at 10,000 feet, in in December 162 yards, and these figures convert to roughly 13 m.p.h. A good Vector Error is considered to be 5 m.p.h. (that is 60 yards at 10,000 feet) and it is to this figure Crews must make their way.
When this is achieved, and it will come only with the greatest flying care by the pilots and the most accurate plotting, timing and computing by the Navigators, then a crew will be able to take up 6 bombs, drop them in a close group of less than 50 yards radius with the Mean Point of Impact less than 70 yards from the target. Then, and not until then, can we call ourselves BOMBER CREWS.
[Underlined] FOOTNOTE. [/underlined] 619 Squadron (F/Lt.Walmsley) submits the following “Stop Press” news on the Vector Error problem.
(continued in next column)
“ F/O. Ingleby, a Navigator of 619 Squadron has spent a great deal of time on trying to find out why such large Vector Errors occur. He back-plotted a navigator’s bombing wind, [underlined] to a much larger scale, [/underlined] and discovered that a 15 seconds error in timing over 6-7 minutes gave a Vector Error of 10 m.p.h., that is 130 yards at 10,000 feet. “
The wind found, in the words of the Navigator, brought us from Nottingham to Base on E.T.A. “
Agreed that such a wind would, because an error up to 300-400 yards in track and 1/2 to 1 second in time is almost unnoticeable, but it is such small and apparently insignificant Navigation Errors that cause displacement of bombs from the target to distances up to 200 to 250 yards away.
COMPETITION BOMBING
A much better show was put up by the Squadrons this month in the Competition, the results of which are as follows:-
Pilot & Air Bombers Navigators
1st 106 Sqdn – 58 yds 1st 630 Sqdn – 87 yds
2nd 619 Sqdn – 82 yds 2nd 106 Sqdn - 124 yds
3rd 630 Sqdn – 92 yds 3rd 619 Sqdn – 183 yds
4th 57 Sqdn – 118 yds 4th 57 Sqdn – 264 yds
Further entries with less than [underlined] 8 [/underlined] qualifying exercises.
5th 50 Sqdn – 74 yds 5th 467 Sqdn -110 yds
6th 463 Sqdn -129 yds 6th 50 Sqdn – 119 yds
7th 61 Sqdn -145 yds 7th 61 Sqdn -163 yds
8th 467 Sqdn -158 yds 8th 463 Sqdn -165 yds
9th 207 Sqdn -165 yds 9th 44 Sqdn -176 yds
10th 44 Sqdn -221 yds 10th 207 Sqdn -220 yds
No entries were submitted by 9 & 49 Sqdns. Next month we want a TOTAL all-out effort!
[Table of High Level Bombing Training by Squadron showing Error Rates]
[Underlined] OUTSTANDING BOMBING DURING JANUARY [/underlined]
Squadron Pilot Air Bomber Navigator Crew Error at 10,000 ft.
[Underlined] 9 W/Cdr. Porter [/underlined] F/O. Prior P/O. Gall 66 yds
[Underlined] 50 F/O. Robinson [/underlined] F/O. Lavery Sgt. Sanderson 84 yds
[Underlined] P/O. Dobbyn [/underlined] Sgt. Jackson F/O. Horner 66 yds
61 P/O. Wallis Sgt. Pardoe F/Sgt. Tozer 67 yds
F/O. Fitch F/O. Lyons. F/O. Jennings 86 yds
106 F/O. Latham F/O. Martins F/L. Williamson 89 yds
P/O. Lee F/Sgt. Hoyland F/Sgt. McKie 81 yds
P/O. Gibbs F/O. Cramp F/Sgt. Appleyard 75 yds
F/Sgt. Rosser Sgt. Goss F/Sgt. White 61 yds
F/O. Lee F/O Beven F/O. Langrish 95 & 72 yds
P/O. Pezaro Sgt. Greenwood Sgt. Wade 63 yds
[Underlined] 463 P/O. Saunders [/underlined] Sgt. Govett Sgt. Falconer 84 yds
[Underlined] F/Sgt. James [/underlined] F/Sgt. Bowes F/O. Pettitt 92 yds
630 W/Cdr. Rollinson F/Sgt. Rosser F/L. Ehrman 88 yds
1654 C.U. F/Sgt. Page F/O. Braithwaite F/Sgt. Fair 99 yds
F/Sgt. Perry Sgt. Duncombe Sgt. Hather 84 yds
Sgt. Paterson Sgt. Hall Sgt. Rice 90 yds
1661 C.U. F/Sgt. Falsted F/Sgt. Hancock Sgt. O’Connor 95 yds
617 Squadron obtained 11 exercises with less than 100 yards average error, and the following :
S/Ldr. Suggitt F/O. Davidson W/O. Gordon 30 yds
[Table of Additional Bombing Training by Squadron, including bombs dropped, error, A.M.B.T. hours, infra-red exercises, traces and T. & D. runs & indirect attacks]
5 Group News. No. 18 January, 1944. Page 5.
[Page break]
AIR BOMBING (CON)
“GEN” FROM THE SQUADRONS
[Underlined] 61 Squadron’s [/UNDERLINED] (F/Lt. McDonald) bombing figures for December failed to include the month’s best week of bombing because the return affecting that week was mislaid. 15 exercises were carried out, 77 bombs being dropped for an average Crew Error at 10,000 feet, of 177 yards. Vector Error averaged 126 yards and Pilot’s and Air Bomber’s error was 129 yards.
Congratulations to the Bombing Staff off [underlined] No. 5 LANCASTER FINISHING SCHOOL, R. A. F. [/underlined] Syerston, who, under the guidance of W/O. Linnett, constructed an excellent small instructional display of ‘Paramatta’ and ‘Wanganui’ attacks showing the danger of incendiaries “creep-back”.
Group Captain Evans-Evans, R.A.F. Coningsby, has pointed out that [underlined] 619 Squadron [/underlined] (F/L Walmsley) in the first two weeks of January AIMED 36 day and 54 night Practice Bombs and not one of these 90 bombs were “aimed” below 8,000 feet.
To quote the Station Commander – “a real effort on all crews’ part to bomb as near operational height as possible.”
[Underlined] 5 L.F.S., R.A.F. Syerston [/underlined] (F/Lt.Wonham.) reports the most creditable attainment of 12,300 feet average height for all practice bombing during January. This is what we want !!!
[Underlined] 467 Squadron [/underlined] (F/Lt. McCarthy) reports yet a further “Mod” to the Bomb Aimer’s compartment.
To quote :-
“The stationary lights do not supply illumination to points where they are needed, i.e. the lamp on the bombing instrument panel does not afford enough light to read the pre-selector box and no light is in position to check camera leads. A “wander” light has been installed above the selector box and will supply any part of the nose for any job including map reading”.
5 Group will seek permission to make this modification general as soon as possible.
Thank you, 467 !!!
It is pointed out that [underlined] 49 Squadron [/underlined] are doing a considerable amount of bombing training which does not appear in the normal returns.
This training is in the form of blind bombing using H2S, which is achieving considerable success.
[Underlined] 617 Squadron [/underlined] (F/Lt. Hay) reports that average bombing error for December was 90 yards – on one [underlined] operation [/underlined] during January the Squadron’s average error was 94 yards from 12,000 feet. Enough said !!!
In column 2 will be found an article by F/Lt. Hay on the “617” bombing team, as promised in the December issue.
“GEN” FROM WAINFLEET
Despite 8 days and 15 nights unfit for bombing training, Wainfleet plotted [underlined] 2398 [/underlined] bombs dropped by 363 aircraft during the month. All Squadrons used the range for night training, special mention being made of 617, 106, 207 and 619 Squadrons who aimed 155, 60, 51 and 50 bombs respectively.
[Boxed] LATE ENTRY FROM 49 SQUADRON FOR COMPETITION
Bombing Error – 156 yards
Navigator’s Error – 124 yards [/boxed]
THE SECRET OF 617 SQUADRON’S HIGH STANDARD OF PRACTICE BOMBING.
The S.A.B.S. – Pilot/Navigator/Air Bomber Team.
The excellent results gained by crews of 617 Squadron using the SABS have only been achieved by the fullest, most practical use of the “Bombing team”. Before any bombs are dropped some four hours training on the specially adapted A.M.B.T. are carried out by the Pilot and Air Bomber to give manipulation practice to the latter, and to familiarise the pilot with the B.D.I. (Bombing Direction Indicator). The Navigator is trained to carry out compution of true height and airspeed, and settings for a given course of attack with the instruments and computers at his disposal. Some 2 - 4 hours are then spent in the air doing “dummy runs”, firstly on objects “on track”, and then choosing targets and “turning on”, and finally on to targets and setting up sight in accordance with settings computed from known navigational data. The sight is only accurate when correct height above target is set. Thus the pilot must fly at the indicated height he states he will be at, the Navigator must correctly compute this to the true height above target, and the Air Bomber set this accurately.
True height is dependent upon :-
(i) [Underlined] Sea Level Pressure at Target. [/underlined] This is gained by setting aerodrome height for practice bombing or, operationally, from Form 2330. It is the Q.F.F. which is set.
(ii) [Underlined] Indicated Height above Sea Level. [/underlined] All 617 Squadron altimeters have been accurately calibrated for every 1000’ for 140 and 180 m.p.h. I.A.S. and from the appropriate card the Navigator allows for this error, which may be up to 300’
(iii) [Underlined] Temperature. [/underlined] “Thermometer, Air, Direct Reading, Mk.I”, now fitted, does not give an accurate reading for temperature of the outside air, as (a) the stem is heated by cabin temperature, and (b) the outside air bearing against the bulb is under pressure varying with airspeed. Both factors tend to give a “warmer” reading than true. Again the Navigator computes from a special computer to get an accurate air temperature.
With these factors and the use of an ICAN computer, true height (c) can be computed. True height above target will need a deduction of target height above sea level, and there will be a further allowance (addition) to be made where stick bombing is being used.
When the pilot advises IAS with aircraft trimmed and bomb doors open, the Navigator computes a T.A.S. which is used against a Trail scale for the appropriate bomb number. Errors of + or – 5 m.p.h. make negligible ground errors. Most errors in range can be traced to (1) flying at other than the indicated height stated by the pilot, (2) incorrect compution of height and/or T.A.S., by the navigator, or (3) by incorrect settings or bad manipulation, by the Air Bomber.
The sight will automatically correct for Drift and Ground Speed if switched on with the target in the graticule, and held there by proper manipulation of the sight by the Air Bomber, and by the pilot following the direction of his B D. I., until such time as the point of release is attained. Those who remember the A.B.S., and who used it to its utmost efficiency, realise that the length of run could be considerably decreased if settings were applied before the run. As the heading of attack is generally known, the navigator just prior to the run, can pass a drift and G/S setting to the Air Bomber. So, after practice, the Air Bomber need only wind his sighting head back for a 25 second run, whereas 40 -50 seconds may be required without these settings.
Let us listen to a typical 617 Squadron bombing run :-
Pilot. “Turning on to a heading of 250°”
Nav. “250° - drift 4° port, G/Setting 17”
A/B acknowledges, directs pilot on and calls “Run stated”, at the appropriate moment. After 30 seconds of concentration, but silence, by Pilot and Air Bomber, we hear :-
A/B. “ Bombs gone, good run here, drift 3° port, G/S 16.5 “, and after time of fall “ Bomb plotted, 10 yards overshoot “.
Pilot. “Sorry, my fault, I was 120 ft. high!!
When results are received from the Range, the team assembles about the plotting table to further sort out factors causing any errors.
BOMBING LEADERS’ CORNER
A hearty welcome to F/Lt. Lowry ex 3 Group who has arrived in this Group to become Bombing Leader to 44 Squadron, R.A.F., Dunholme Lodge.
F/O. Jacombs (463 Squadron) was 1st and F/O. Abbot (106 Squadron) was 3rd, both with “A” Categories on No. 74 Bombing Leaders’ Course. This is a particularly good show on the part of these two Officers. F/O. Jones (49 Squadron) obtained a “B” category on the same Course, being 15th.
[Cartoon of two WAAFs] Dot and Dark – the immaculate W.A.A.F’s – “… and don’t you suggest he made the first Begin Approach…”]
5 Group News. No. 18. January, 1944. Page 6.
[Page break]
NAVIGATION
Concentration, track keeping, and Navigation generally improved during the month. This was largely due to the efficiency of the selected wind finders and to the working of the Wind Finding Scheme as a whole. The selected wind finders’ results have been carefully analysed and it is now possible for the Met. Section at Group Headquarters to place certain degrees of reliability on the information which is passed back from individual crews. Special mention is made here of F/Lt. Townsend – Pilot, and F/O. Haxby, Navigator, of No.57 Squadron who have proved to be most reliable as wind finders; they have consistently sent back accurate wind information which was used as a basis for future winds transmitted to all 5 Group aircraft. It is hoped that all crews selected for this special duty will reach a 100% reliability standard, and send back wind information which will not only be of great value to non-wind finding crews in the Group but to many other crews in the Command.
It has been suggested in some quarters that transmitting winds from aircraft over enemy territory renders the aircraft more susceptible to Freya and Wurtzburg plotting, and therefore to greater danger from vectored fighters, flak and searchlights. As far as the losses in this Group show, there is absolutely no foundation in fact for this belief, so that crews need have no qualms about using the W/T transmitter. They should regard their transmissions as a valuable means of helping all the other aircraft to keep to the planned route.
It was particularly emphasised in the December Monthly News that all Navigators must continue to find winds whenever possible and to check accuracy of their wind finding with broadcast winds. Many crews are not doing this, but are content to use all broadcast winds without checking their accuracy. This practice is a dangerous one, and can easily lead a crew into trouble. Assume that the Navigator has rechecked his calculations and is satisfied that the course and airspeeds flown are those for which he is calculating. The winds found by this Navigator are the only ones on which a revised wind could be based should the aircraft get into difficulties as a result of using the broadcast wind. It is imperative, therefore that all Navigators check, and re-check, the wind velocity whenever a good air position and fix are obtained simultaneously. Your ability to find accurate wind velocities may mean that you will be selected as a Group wind finder, and that in consequence, the main force concentration and track keeping will be directly affected by your efficiency.
5 GROUP SPOOF ATTACK 21/22ND JANUARY
Reference must be made here to the Spoof Attack carried out by 22 aircraft of this Group on BERLIN. Theirs was not considered a desirable mission, and the success of the attack makes the job they did all the more noteworthy. It seems that this small attack drew off the enemy fighters from the stream of the main force aircraft which attacked Brunswick at the same time, and the combats recorded on the two routes bear this out.
The return from this raid was flown over 10/10ths cloud almost the whole way. Route Markers were dropped by our own aircraft along this route and winds were broadcast by 57 “C” for the assistance of the rest of the force. Only one aircraft failed to return from this attack, which emphasises the general quality of the Navigation and the careful pre-flight planning employed.
A.P.I.
Supplies of A.P.I’s and A.M.U’s have now been received in the Group and they will be sufficient to equip all H 2 S aircraft. Any surplus A. P. I’s will be distributed to the non-H 2 S Squadrons. This method of distribution was decided on so that the maximum assistance in windfinding would be available in certain Squadrons. Their help will be to the benefit of all non-H 2 S squadrons.
Fitting is going on as rapidly as possible in all squadrons.
M/F FIXES
In the past many Navigators have considered that to request a fix from the W/Op means an admission of defeat in their job as a Navigator. If the security of the aircraft is in danger and the Navigator is temporarily uncertain of his position when returning from operations, then he should not hesitate to obtain a fix.
This of course must only be resorted to in emergency, otherwise aircraft which urgently require W/T assistance are unable to receive from the M/F Station until it has dealt with the first aircraft. Recently a fix was requested from Heston, (Section D) by an aircraft returning from the South from operations. This was not obtained, although a position line was given instead. (The significance of this was not appreciated by the Navigator). If a line bearing is received in reply to a request for a fix, it normally means that the aircraft is in transit with the base line of the M/F Stations. This Navigator should have requested another fix about 15 minutes later from the same M/F Station, or better still should have asked the W/Op to change over to Section N.
STRAIGHT FROM THE O R S’s MOUTH
A system of Raid Assessment has now been in operation in 5 Group since May, 1943. The system has progressed, and ways and means to improve it are considered daily. The objects of the system are (i) to try to discover [underlined] quickly [/underlined] what went right or what went wrong with each attack, and (ii) to consider over a period what lessons can be learnt. In this way, it is hoped, future attacks may be conducted with greater precision and reduced casualties.
Each Station has a copy of the teleprinted O.R.S. (R) form – the information on this form, the additional data on raid reports and the details of combats, will enable Stations to draw their own conclusions. Finally, the Group Raid Assessment Report, the statistical Chart and track keeping diagram, furnish as complete a picture of each attack as is possible at the moment.
The consideration of the salient features of each assessment means that the plans for each subsequent attack can be more carefully prepared. Aerial warfare has now become a highly scientific affair, and as with all scientific ventures, rapid future progress depends on intelligent deductions from a fund of accurate and ‘up to date’ facts.
Aircrew will, therefore, realise that the navigational and other ‘gen’ which is collected from them at interrogation is not just another ‘bind’. This ‘gen’ is of the greatest importance, and must be given with the utmost accuracy which the conditions under which it is obtained permit.
GEE
Range on Gee increased on the raids towards the end of the month, particularly on the Berlin operation of January 30/31st when fixes were obtained of XF frequencies up to 8 E, with position lines still further. If this excellent reception continues, there should be a marked improvement in concentration and timing. With regard to position lines, these may be the means of keeping within the 10 mile band of concentration, particularly if the track runs parallel to the Gee lines, and Navigators should endeavour to make the utmost use of Position Lines wherever possible.
From reports sent in after each operation it appears that some navigators are relying solely upon the XF frequencies on the RF unit 25 and not attempting to use the RF unit 24. When reception fades on the unit 25 navigators should insert the Unit 24, and at least endeavour to find out whether reception is better on this or not.
Whilst the usual technical failures still occur due to deterioration of components, serviceability on the whole has been good, but unfortunately the odd manipulation fault crops up now and again, and every effort must be made by navigators, (particularly those on H2S Squadrons) to remain proficient in the operation of the set, and in the correction of simple faults. (See the Navigation Quiz).
With the introduction of miniature lattice charts, errors in the plotting and transferring of fixed should be reduced to the minimum. However, these charts do not cover certain areas and navigators must carry the large charts for those areas until miniatures are published.
It is hoped that a North Eastern chain will be available within a month, to cover the present blank areas of the Western North Sea.
[Boxed] [Underlined] UNION NEWS [/underlined]
S/Ldr. J.H. Evans, D.F.C. – H.Q. No.5 Group to 49 Sqdn. as Flt. Commander.
S/Ldr. J. Vivian, D.S.O., D.F.C. – No. 57 Sqdn. to H.Q. No. 5 Group as Group Navigation Officer.
F/Lt. R.H. Schofield, (H2S Instructor) – H.Q. No. 5 Group to Fiskerton. (Stn.Navigation Officer)
F/O. W.T. Haxby, D.F.C. – 57 Sqdn.to H.Q. 5 Group (Radar Nav.)
F/Lt. P.F. Bailey. – 1661 C.U. to 619 Sqdn. (Squadron Navigation Offr)
F/Lt. P.M. Materkeyn – 93 Group to 44 Sqdn. (Squadron Navigation Offr)
F/Lt. B. Asson, D.F.C. – 44 Sqdn (Sqdn Navigation Offr) to 10 O.T.U.
F/Lt. M.J. Baud. – 207 Sqdn (Sqdn Navigation Offr) to SPILSBY (Stn. Navigation Offr.)
F/Lt. W.M. Burnside, DFC. – No 5 LFS. (Sqdn Navigation Offr.) to BARDNEY (Stn. Navigation Offr.)
F/O. Parker. 44 Sqdn. to 207 Sqdn. (Squadron Navigation Offr)
F/O. R.O. Beattie. 207 Sqdn. to 5 L.F.S. SYERSTON [/boxed]
5 Group News. No. 18. January, 1944. Page 7.
[Page break]
Navigation (Cont.)
H 2 S
Training on H 2 S has progressed satisfactorily during the month, but once again bad weather and cloud have prevented much blind bombing, and until this training is given, crews cannot be considered fully trained.
Serviceability during this month has been quite up to standard considering the difficulties of replacement and our main worry at the present time is failure due to bad manipulation. Failures such as these can only be overcome by constant practice both in the air and on the ground. Ground training is essential, and with Ground trainers now installed at 1660 and 1661 Con. Units, and 49 57 and 630 Squadrons, there should be less reason for manipulation failures in the future.
Intelligent use was made of the H 2 S in operations this month, and many operators are finding it a great help in avoiding defended areas. Navigational fixes are being obtained up to 40 and 50 miles by some operators, but still 17% of the fixes are wrongly taken or plotted. With the advent of broadcast W/Vs there is even greater need for accuracy in D.R. and the navigator must work in close co-operation with the Air Bomber if they wish to make the most of H 2 S.
A few simple rules such as the following should result in greater accuracy in navigation with H 2 S :-
(i) Pre-flight planning must be looked upon by the Navigator and Air Bomber as an essential part of the operation, and they must work in close conjunction with each other. The Navigator should point out to the Air Bomber all features from which fixes are likely to be required, and their Flight Plan E.T.A’s. The Air Bomber must draw in the tracks on a Mercator Plotting Chart, clearly ring all recommended H 2 S landmarks and mark in their Flight Plan E.T.A’s.
(ii) This close co-operation must be maintained in flight, and the Navigator must inform the Air Bomber from time to time of the aircraft’s D.R. position and alterations in E.T.A’s, which he must mark on his chart. The Air Bomber must be allowed time to take a fix and the Navigator must cross check all fixes used. To save time and unnecessary chatter over the inter-com. the Air Bomber could be taking fixes and entering them on a log form giving time, place, bearing and distance, or, the Bomb Aimer can make a track crawl on a chart of his own, so that the Navigator will be able to choose any suitable fix at any time.
Remember, it is the reliability of fixes that matters, not the quantity.
The reliability of H 2 S is dependent upon the accuracy of the D.R. Navigation, and conversely without frequent reliable fixes the D.R. becomes increasingly inaccurate. The H 2 S must, therefore, be used to increase the accuracy of the D.R. navigation.
GARDENING
On 5/6th January, 49 Squadron provided 6 aircraft fitted with special equipment, to plant vegetables in the approaches of SWINEMUNDE. This force was detached from the main stream (bound for STETTIN) close to the gardens, and re-joined shortly after planting. This operation was the first of its kind to be carried out entirely with special equipment, and one of the first from high altitude (12,000 feet). Five out of six aircraft planted successfully on a timed run from the pinpoint. The sixth was unable to pinpoint due to failure of special equipment and descended to the lowest permissible height as briefed; being still unable to pinpoint visually, due to cloud, the vegetables were correctly jettisoned in a previously ordered position. The importance of the sea routes here is their use for supplying the Russian front – and by the look of things on the Leningrad front – for repatriation purposes. There is every indication that the vegetables went into the right “hole”, but definite information on the results is hard to come by from such distant places.
The raising of the maximum height for dropping mines to 15,000 ft., has made gardening possible, with reasonable safety, in many areas hitherto immune, and where the presence of mines will present an even worse problem to the enemy than hitherto.
The Bombing Development Unit has carried out trials which prove conclusively that, contrary to expectation, the mine has an extremely consistent flight, and figures for drift due to wind have also been found.
Allowances for Forward Travel and drift due to wind can, therefore, easily be made.
The Command planted 1100 vegetables during the month – 3 Group were responsible for 833. Gardens visited were many and varied, the most densely sown being those off the ELBE, WESER, and EMS; KIEL BAY; the FRANCH COAST U-BOAT BASES.
-“Where angels fear to tread”
In seemly and imposing state, th’elect of God conferred,
The operations staff did hang upon their spoken word.
Save which, the room all silent was, and deathly as the tomb,
(Though sound of trotting horsed permeated through the room)
Tranquility [sic]was shattered as a vulgar voice did rant
“Connect me please with Swinderby, for Swinderby I pant”
The Lords of all creation ceased. A frozen silence fell;
The D.S.O. was seized, and cast into a dungeon cell.
And there without a trial doth the poor wretch meditate,
The sins of other people, for whose crimes he’ll meet his fate.
Let those who keep the watches now resolve they never will
Repeat th’offence, the cure for which is published in the drill.
ANON. CIRCA. 1944.
LINK TRAINER
[Table showing Link Trainer use by Squadron]
ASTRO COMPASS
The astro compass is a precision instrument for checking courses against any heavenly body. In this Command, however, it is rarely used, and even then only for sights on the Pole star.
The Astro compass in its present form is a precision and somewhat complicated instrument, and it is suggested that a much simpler instrument should serve the purpose equally well. This Headquarters is experimenting with a very simplified Astro Compass, and as soon as it is ready for trials, Squadrons will be informed and asked to give their criticisms.
The DR and P4 Compasses should be checked approximately every 15 minutes, and also after every major alteration of course. If these two compasses agree within 2 degrees, then it is not considered essential to check them by use of the Astro Compass. If however, they do not agree within these limits an immediate check should be made of the D.R. Repeaters and the Master Unit. If the compasses still disagree, then a check should be made to ascertain which is correct.
NAVIGATIONAL QUIZ
1. What is the safety height over :-
(a) North Yorkshire.
(b) S.W. England.
(c) Lincolnshire.
(d) West Scotland.
2. What M/F Sections would you use if you were approaching Cornwall (a) from the Wexford region, (b) from the Cherbourg region?
3. Which is the shortest distance from Berlin – Lincoln or Leningrad?
4. Assume your aircraft is engaged on a dinghy search. The W/Op receives an S.O.S. on 500 K/Cs. What immediate action should be taken by the Navigator.
5. If none of the 6 pin sockets on the V C P give a proper picture on the screen, two separate actions can be taken by the navigator. What are they? (N.B. The V.C.P. light is on all the time.)
6. What is the recommended method of search to be used when engaged on dinghy search?
Group News. No. 18. January, 1944. Page 8.
[Page break]
GUNNERY
TRAINING ON SQUADRONS
Checks carried out recently reveal that the standard of knowledge on tactics and the corkscrew among Air Gunners is well below the high standard required. It would appear that insufficient time is being allocated to “vetting” air gunners on arrival, and ensuring that their knowledge is retained by constant practice and instruction. It is a simple matter to get the gunners together and hold a quiz on these subjects; naturally some will be on leave, others flying or sick, but if this is carried out regularly all the gunners will receive checks.
This check can be carried out whenever gunners have a few minutes to spare and requires no equipment. All that is required is to ensure that every gunner on every Squadron knows automatically the sequence of the corkscrew manoeuvre, the correct deflection and how to give a clear picture to the remainder of the crew of what is going on during an attack. Squadron Gunnery Leaders recently attended a two day course at R.A.E. Farnborough. This was primarily concerned with the function of ice in oxygen equipment, and should have been passed on to the gunners. It included quite a few valuable tips on the care of this equipment and how to keep it working in severe icing conditions.
FIGHTING CONTROL EXERCISE
An excellent scheme for carrying out the Fighting Control exercise at night on the ground is contained in the February issue of “TEE EMM”. It will be found on page 274; it requires little equipment and can be carried out on the aerodrome, and also gives good practice in night vision training.
10 DAY SIGHTING COURSE AT NO.1 A.A.S. MANBY
This course has recently been started with the object of providing expert sighting instructions, with particular emphasis on the assessment of Gyro films.
During the first few courses it was found that adjustments to the syllabus had to be made, and now the course has settled down to what might be termed an advanced sighting course; the subject is covered more thoroughly even than the C.G.S. course, and any prospective candidate should ensure that he has a thorough knowledge of the G2 notes, as a lack of preliminary knowledge has caused the downfall of several air gunners who have attended the course.
The vacancies on this course are very few, and only gunners who are keen on sighting and have already proved their worth as instructors, should be submitted.
FLYING CLOTHING FOR AIR GUNNERS
During the two-day course which the Gunnery Leaders attended at Farnborough, a discussion was held with the officers responsible for the design and production of clothing and oxygen equipment, and most interesting “gen” was obtained. Here are a few of the new items to be produced :-
New type Oxygen Mask (H) which is much smaller, lighter in weight, causes less obstruction to downward vision and houses a much smaller microphone.
(Continued in column 3)
This Month’s Bag
[Cartoon]
TOTAL NUMBER OF COMBATS – 155
[Underlined] DESTROYED [/underlined]
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
49 K 2/3.1.44. ME.110
61 J 2/3.1.44. ME.210
207 D 5/6.1.44. JU. 88
49 U 5/6.1.44. ME.109
49 K 14/15.1.44. TE/EA
[Underlined] 463 N 14/15.1.44. FW.190 [/underlined]
[Underlined] 9 W 21/22.1.44. JU.88 [/underlined]
207 K 27/28.1.44. FW.190
[Underlined] 463 T 28/29.1.44. FW.190 [/underlined]
[Underlined] 467 T 30/31.1.44. ME.110 [/underlined]
44 U 30/31.1.44. ME.210
[Underlined] 50 X 30/31.1.44. TE/EA [/underlined]
[Underlined] DAMAGED [/underlined]
[Underlined] 463 O 1/2.1.44. JU. 88 [/underlined]
[Underlined] 463 L 1/2.1.44. JU. 88 [/underlined]
106 V 1/2.1.44. JU. 88
44 A 2/3.1.44. JU. 88
[Underlined] 50 T 2/3.1.44. JU. 88 [/underlined]
[Underlined] 463 R 2/3.1.44. JU. 88 [/underlined]
[Underlined] 463 M 2/3.1.44. JU. 88 [/underlined]
106 G 2/3.1.44. JU. 88
49 K 2/3.1.44. Unidentified
[Underlined] 50 T 2/3.1.44. FW.190 [/underlined]
49 H 2/3.1.44. JU. 88
49 P 2/3.1.44. JU. 88
[Underlined] 467 C 5/6.1.44. ME.210 [/underlined]
106 V 5/6.1.44. FW.190
[Underlined] 463 R 5/6.1.44. JU. 88 [/underlined]
[Underlined] 463 J 14/15.1.44. ME.110 [/underlined]
[Underlined] 463 F 14/15.1.44. ME.210 [/underlined]
49 M 14/15/.1.44. JU. 88
630 Z 14/15.1.44. JU. 88
44 L 14/15.1.44. ME.110
207 M 14/15.1.44. JU. 88
207 N 14/15.1.44. FW.190
49 H 14/15.1.44. JU. 88
[Underlined] 9 T 21/22.1.44. JU. 88 [/underlined]
207 G 21/22.1.44. JU. 88
44 J 21/22.1.44. ME.109
207 K 21/22.1.44. ME.210
207 K 21/22.1.44. JU. 88
44 K 21/22.1.44. ME.109
57 O 27/28.1.44. JU. 88
[Underlined] 50 M 27/28.1.44. JU. 88 [/underlined]
207 K 27/28.1.44. FW.190
49 J 28/29.1.44. TE/EA
106 G 28/29.1.44. JU. 88
[Underlined] 50 B 28/29.1.44. JU. 88 [/underlined]
49 J 30/31.1.44. ME.110
DAMAGED (Continued)
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
[Underlined] 50 L 30/31.1.44.JU.88 [/underlined]
[Underlined] 463 D 30/31.1.44. JU.88 [/underlined]
207 P 30/31.1.44. ME.109
630 P 30/31.1.44. T/E
57 G 30/31.1.44. DO.217
All except G/106 28/29th and G/57 30/31st have been confirmed by Command.
OMITTED FROM LAST MONTH’S BAG
DESTROYED
[Underlined] Sqdn A/C Date Type of E/A [/underlined]
44 Z 16/17.12.43. T/E E/A
(confirmed by Command)
The type “E” heated lining is to have more heating elements in the knees and seat, heated gloves are to have extra heating elements, and the high wattage socks to have the heating slightly reduced.
A new glove with all the heating elements in the back to give better grip and a more positive control over the equipment when handled with the gloves on, is on the way.
A silk glove, which has had the finger tips dipped in Latex to give a coating of rubber and enable even small articles to be picked up with ease, has been experimented with.
A flap has been attached to the neck of the flying helmet in order to exclude draught; this flap is made to go inside the flying suit and form a seal around the neck, which keeps the draught out and the heat in.
With the introduction of the new oxygen mask and microphone, the inter-com lead is taken round the back of the helmet, this making for more freedom of movement.
Production on the Taylor Suit has ceased but as there is still a large number in service, the new suit will not be seen for some time.
STANDARD FREE GUNNERY TRAINER
The first of these trainers to appear in the Group is being erected at Fiskerton and by the time this “News” reaches the Squadrons, it should be in working order. The trainer provides for deflection practice and range estimation, aircraft recognition, zone sightings and also produces tracer simulation. The trainer will shortly be adapted to take the Mark II Gyro Sight as 49 Squadron have been fortunate enough to be selected for the installation of this sight. The sight is similar to the one now in use as an assessor in the Group, but has a range component which enables the range to be fed into the sight by means of foot pedals operated by the gunner. It is a reflector sight with much improved dimming controls on the graticules; in short, all the gunner has to do is to make settings on the sight for height and airspeed, place the moving graticule on the target, estimate the range, and he cannot miss.
Considerable practice is required in the manipulation of this sight, and the free gunnery trainer has been installed for that purpose.
(Continued on page 13, col.1)
5 GROUP NEWS. NO.18. JANUARY, 1944. PAGE 9.
[Page break]
ARMAMENT
GUNS AND TURRETS
Guns freezing, combined with sluggish turrets, due to the extreme cold conditions experienced on operational sorties, sets a problem which is, at present, being tackled in several ways.
[Underlined] GUNS. [/underlined] The exclusion of moisture from the moving portions will, it is considered, be ensured by the fitting of gun ejection slot seals which have been issued to all units in the Group.
There is little point in fitting ejection seals if guns are being tested or cocked after being fully loaded for operations, as the ejection seal will be broken. After the seal is broken, moist air entering the ejection slot is sure to freeze under certain conditions, and a cure for this cannot be found by the application of Anti-Freeze oils.
[Underlined] TURRETS. [/underlined] From reports received, turrets appear to give various troubles, when subjected to extreme cold. Various hydraulic media are being tried to overcome these troubles, but it is the Air Gunner who can tell the Armament Staff what actually happened.
First hand information from Air Gunners to their Gunnery Leaders or Armament Officers is of vital assistance in the investigation of all suspected freezing troubles. The Air Gunner is the man who experiences the trouble, and he is the only one who can give the required information on the actual failure and the conditions prevailing at the time. A remark made, and later entered on a combat report such as “Guns would not fire during combat”, does not help in any way.
An Armament representative is always present at Interrogation, and any information passed to him there and then will greatly assist the investigation to be carried out at once. This information will surely help to diagnose the cause of the trouble.
See to it, gunners, that you give full details of all troubles experienced with either guns or turrets, to your Gunnery Leader or Armament Officer. They cannot get a story from anyone but you. IT ALL DEPENDS ON WHAT YOU TELL THE ARMAMENT OFFICER. He cannot reproduce what you experienced under the same conditions.
PHOTOGRAPHIC FAILURE
A small percentage of photographic failures have, on investigation, been attributed to Armament causes. It was hoped that with the introduction of the Mk.111 fuse those failures, however small in number, would disappear. A very careful analysis of the film gives indication that a certain discrepancy exists between the timing of the camera control and the E.111 Fuse. The importance of setting this clockwork fuse correctly cannot be too strongly emphasised, and all Armament Officers can help stamp out this type of failure if they ensure that all fuses M.111 are set correctly.
NEAR ENOUGH IS NOT GOOD ENOUGH
Liaison between Armament and Photographic Sections is essential. Try it and see – who knows, it might reduce the number of failures all round, and so produce vitally important plottable pictures of the target area.
SMALL BOMB CONTAINERS
The preparation of the ever-faithful S.B C. has been, and still is, the immediate concern of all Armament Sections. To prepare the bomb load and bomb up aircraft for an operation is, with the S.B.C’s now available, a matter for organisation. Difficulty can, however, be experienced on the second day when these S.B.C’s have to be filled in the limited time available.
The introduction of Conveyor Rollers has undoubtedly relieved this arduous task, but there is still room for improvement. These rollers can be put to untold uses, and with this in mind, numerous schemes are at present undergoing trials, which will, if applied in the correct manner, enable bomb loads to be prepared for the second sortie in quick time.
Full details of these schemes will be distributed to all Units in the near future. When the new equipment is received it should be subjected to a fair trial according to storage conditions available.
BOMBING RANGES
The lighting of Targets at Wainfleet Bombing Range is causing grave concern, owing to the ingress of salt water into the electric light fittings. Every effort is being made to keep the targets serviceable for night use, but after high tides, faults appear which may, therefore, make it necessary on occasions to declare certain targets unserviceable.
Representatives have been made to obtain an improved type of electric light fitting. In the event of it becoming necessary, improvised lighting has been arranged at EPPERSTONE Range.
FENTON BOMBING RANGE
A further Bombing Range, to be known as Fenton, has been allotted to the Group, making five ranges in all. Work has already commenced on this range, and when complete it is to be administered by R.A.F. Station, WIGSLEY.
FLYING CONTROL
In the table below will be seen two average landing times. The first is calculated by dividing the total period occupied by landing, from first to last aircraft, by the number of aircraft landed. This does not take into account any allowance for the time when the circuit was empty. The adjusted time shows the nett period, that is with allowances made for spasmodic return of aircraft, and the final average is the average time per aircraft based on this adjusted time.
From these two averages can be seen that whereas most Stations have got accustomed to the circuit drill of the landing scheme, there is still scope for improvement in the arrival of aircraft at the airfield.
However, the averages of 3.49 and 2.66 indicate that all Stations have really got down to the problem of landing aircraft quickly, and from reports to hand, it is encouraging to note that the scheme has met with the full approval of the aircrew. Some Stations who, at present, house only one Squadron, are not giving the results they might; this would seem to be an indication that on account of the limited number of
(continued on page 12, Col. 3)
JANUARY LANDING TIMES
[Table showing the Number of aircraft, Time, Average, Adjusted Time and Average by Station]
FAILURES TABLE
[Table of Gun Turret Failures and Bombing Failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 Group News. No. 18. January, 1944. Page 10.
[Page break]
SPORTS
[Cartoons]
FOOTBALL – THE MATZ CUP
The first round of this annual knock-out is now complete, except for one match, Strubby v Scampton. In the Preliminary Round, Waddington held Scampton to “2 all”, but lost the replay. Without being too partisan, may we wish good luck to the Strubby “giant killers”.
PRELIMINARY ROUND
WADDINGTON 2 SCAMPTON 2
WADDINGTON 0 SCAMPTON 2
(re-play)
ROUND ONE
WINTHORPE 1 SYERSTON 0
WIGSLEY 0 SWINDERBY 11
BARDNEY 0 METHERINGHAM 10
DUNHOLME 2 FISKERTON 0
WOODHALL SPA 1 CONINGSBY 3
SPILSBY 2 EAST KIRKBY 3
SKELLINGTHORPE 3 H.Q. 5 GROUP 1
Scampton are again holding second place in the Lincoln League, Division 1, having won 7 out of 9 games. They were runners up in the League last year, and winners of the Matz Trophy – a fine record.
Dunholme had a busy soccer month, winning four out of five games, in addition to their Matz Cup game with Fiskerton.
Syerston, like Scampton, are all out for the Newark and District League championship. They have, to date, won six out of seven games. Intersection competition produced 12 matches during the month.
Skellingthorpe and Bardney have been busy with both inter-section games and weekly Station matches.
Metheringham lost only one out of four station games, and in inter-section matches, Squadron Armoury won all their games decisively.
Coningsby soccer has been notable for a duel between 619 and 61 Squadrons. Each Squadron has won one game each and the decider should be a real blood match.
Swinderby Station team won four out of five games, losing to O.C.T.U. Newark. Judging from their Matz Cup score, they have some big guns in the forward line.
Winthorpe had four Station games, and were unlucky to win only one, but although losing 5 – 2 to Syerston, they pulled off the Matz Cup game. There was much inter-section activity.
Wigsley were unlucky to have two Station games cancelled. Of the remaining two, they won one and lost one. The R.A.F. Regiment had several games in the inter-section matches.
RUGGER
LANCASTER SEVEN-A-SIDE COMPETITION
It has unfortunately proved impossible to complete the squadrons knock-out phase of this competition by January 31st. To date, only 9 Squadron have completed their finals, F/Lt. Hadland’s crew beating P/O. Glover’s crew in the final by 11 – 3. Nineteen teams took part in the competition. Within 53 Base alone, 61 matches have been played and the competition has become increasingly popular as it has progressed. All squadrons are urged to play off their matches as early as possible, so that the date for the Inter-Unit competition can be re-arranged. There will be some magnificent rugger in the final games, so get cracking squadrons, so we can arrange the big play off.
Syerston Rugger side is now considerably stronger than its early season form, and won three out of four games during the month.
Metheringham played two games, beating Bardney, and losing to 7 K.O.S.B.
Coningsby beat the 9th Field Regt. R.E.D., and the S. Staffs. Regiment in no uncertain manner.
Swinderby suffered their second defeat of the season against R.C.A.F. Digby, losing 6 – 0. Several Canadian Football mannerisms crept into the game, such as the referee putting the ball into the scrum, players “blocking” their opponents, and an occasional forward throw. All of which served to fox the Swinderby team.
Winthorpe lost to Syerston, but beat both 93 M. U. and Newark R. F. C. The Winthorpe pitch has, unfortunately, been “put to the plough”, necessitating all away matches.
HOCKEY
Swinderby can put out a very strong team, and only failed to win one game, which they drew with O.C.T.U. Newark, 4 – 4.
Syerston played 7 games in all, including two mixed and two all W.A.A.F. games, winning six of them.
Coningsby played four Station games, of which they won one.
Scampton, Metheringham, Winthorpe and Wigsley, all had Station matches. Metheringham hope to have their new hockey pitch ready in a few days.
H.Q.5 Group played its first match (mixed) against Syerston on February 6th, losing 2 – 1 a very promising start for a team that has only a half-sized pitch to practice on, until permission is obtained to fell a few trees.
It is hoped to promote a Group mixed Hockey knock-out in the very near future.
CROSS-COUNTRY
Wigsley, Skellingthorpe, Dunholme Lodge and Coningsby have all had successful runs during the month. 619 Squadron took over a hundred bodies about four miles from the camp by coach and released them. S/Ldr. Churcher was first man home. Feeling fit and frisky after their first gamble, 619 now challenge all cross country teams to battle.
SWIMMING
The stations around Lincoln make good use of the baths, and it should be possible to promote an interesting gala.
FISHING
Syerston has a thriving Anglers’ Club with facilities in the River Trent and in the lake at Flintham Hall. The club boasts over 40 “line shooters”. Other Stations please note. (What about a Strubby Wild Fowlers’ Society?)
MINOR GAMES
A most popular game at Bardney is Skittle Ball, played daily inside or outside the Maintenance Hangar at Tea Van time. A P. T. I. arrives with the van, and the fun begins. 20 – 40 men take part, and it is a most enjoyable and stimulating way of spending break.
It is regretted that some Station Sports summaries are not to hand for inclusion in the News, and it is requested that all Stations will despatch their summaries to reach H.Q. within two days of the end of the month.
TRAINING
STIRLING TRAINED CREWS GOING TO SQUADRONS
The first of the Stirling trained Conversion Unit crews went to Squadrons by way of 5 L. F. S. during the month, and the new training policy is now in full swing. A total of 35 crews were posted to Squadrons from 51 Base in January. 45 crews went from Conversion Units to No.5 L.F.S.
The weather was fairly good, and had no great adverse effect on flying, but many unfamiliar technical snags with the Stirling had to be overcome. Serviceability was affected by the carrying out of Acceptance Checks, but these have now been nearly completed, and improved serviceability is expected during the coming month.
Three fatal accidents, involving Stirling aircraft at night, are at present under investigation. Two occurred during Bullseye Exercises, and one during local night flying.
The standard of crews coming from O.T.U’s was maintained. High Level bombing training was very much improved throughout 51 Base, and heights up to 20,000 feet were recorded on night details. H 2 S training suffered owing to an initial shortage of instructors. The aircraft position earlier in the month was also acute, and H 2 S aircraft were being employed on normal training commitments.
The majority of the Squadron crews attached to No. 5 L.F.S. for a short refresher course during the month, completed the syllabus despite some restrictions by weather, and much valuable information was obtained from this mid-tour check.
5 Group News. No. 18 January, 1944. Page 11.
[Page break]
SIGNALS (CONTD)
There are, however, a few entries on the other side of this month’s balance sheet, such as the two Wireless Operators who, on the night 27/28th January, when briefed to use M/F D/F Section “N” on return from operations, obtained LINE BEARINGS from Hull and Heston. The question arises, what were the Captains and Navigators doing to allow the Wireless Operators to be so dim? Then there is the Wireless Operator who, when sending an early return message, spelt the word STARBD in Bomber Code, when there exists a code group for the word. When questioned, he admitted that he “was in a bit of a spin”. One cannot help but wonder what would have happened to any of these Wireless Operators AND THEIR CREWS (Captains please note), had they been in the position in which Sgt. Barnes Moss found himself, and confronted with a big job to do. Consider then, and note well, ye who do wear the badge of Sparks, that when trouble cometh, it doth not come after friendlie warning, but is swift and sudden, and never forget – it might be YOU.
Now let us consider the question of the Wireless Operator being in the astrodome over the target area. It is difficult to see any advantage that captains gain by having him there. In fact, if they take care to study a few facts, they will see that placing the Wireless Operator in the astrodome only gives a false sense of security and endangers [underlined] OTHERS. [/underlined]
Firstly, the Wireless Operator has very little night vision, having been employed during the three hours previous in gazing at a cathode ray tube or magic eye. Just ask yourselves how you feel when emerging from a cinema into the night –“Hell, I can’t see a thing”. Secondly, and even more important, is the fact that if your Wireless Operator is off Tinsel, one of your own aircraft may be shot down by an enemy night fighter free to operate because you have cleared the obstacle out of his path. Thirdly, the majority, but not all, of the Wireless Operators in astrodome incidents, come from squadrons fitted with Monica III, where the operator would see a fighter so much plainer on the CRT than in the flesh, in spite of all the blips made by friendly aircraft. Captains who make a habit of doing this are invited to reconsider their views in the light of the above remarks.
MOVEMENTS FOR JANUARY
F/Lt. Andrews, No.467 Squadron, has completed No.4 Signals Leaders Course, and is to be congratulated on being the first Signals Leader in this Group to obtain an “A” categorisation.
F/O. Rademeyer has taken the post of Signals Leader with No. 44 Squadron, F/Lt. Barrett having completed his operational tour.
P/O’s. Worthington, Thomas and Freeman should now be installed, and working to full pressure as Fishpond Instructors at East Kirkby, Fiskerton and Metheringham respectively, and Squadrons are invited to make full use of their services.
The visits to O.T.U. by Signals Leaders are in full swing, and squadrons should benefit from the move at a later date.
Now, here is an open invitation for any Signals Leader, Deputy Signals Leader or Wireless Operator (Air) to visit the W/T cabin at this Headquarters on an operational night. The only thing you need to do to take advantage of this offer, is to give a few hours notice on the telephone (extension 54).
TACTICS
EFFECT OF WINDOW AND COUNTERMEASURES
The enemy G. C. I. system continues to be subdued by Window. To retain maximum effect, however, there must be no slacking off in the rates of dropping. The times and rates of dropping laid down for each operation must be rigidly adhered to, and Window dropping must never be regarded as just another ‘bind’. These rates have been carefully calculated, and the individual who is “too lazy” or “forgets” is jeopardising not only his own safety, but that of the whole force. The Window dropper’s slogan must be “Not too much, not too little…..”
It is interesting to study the development of the enemy’s reaction to Window, and the results of our countermeasures over the past few months. That the highly mobile fighter force controlled by HF and V.H.F./RT, organised after the initial success of Window, could be a serious menace, was soon appreciated by the planning staff, who set to work to devise new tactics. As this fighter force was being directed to target areas being attacked, the first essential was to delude the enemy as to the areas to be attacked. Spoof attacks by Mosquitoes and small forces of “heavies” were attempted, and the main force was routed to within 20-30 miles of defended areas before turning to attack another target. These spoof attacks and feints have undoubtedly drawn a number of fighters away from the main targets. A more recent attempt at delusion was to move the whole force by ordering all aircraft to alter course simultaneously at a predetermined time, so as to displace the main stream suddenly. The unprecedented manoeuvre undoubtedly upset the enemy controllers’ calculations.
Not the least important of our countermeasures are the radio jamming devices. These are many and varied, and have produced very marked results. Special Tinsel is rated highly amongst the successful jamming devices, thus Wireless Operators must comply with Tinselling instructions on all occasions. Information on the work of the Radio Countermeasures Group must obviously be guarded, but a report on the results achieved by Ground Cigar, Ground Grocer, Corona and other H.F. and VHF. countermeasure schemes, is set out in a paper BC/S.31009/Sigs., dated 3rd February, 1944, “Radio Countermeasures in Bomber Command”. Aircrew should read this report, which is available in all Intelligence libraries. The extract quoted below is typical of the confusion that arises, and shows the measure of success achieved. In fact, jamming has been so complete as to force the enemy to use his National Broadcast wavelengths to get orders through to his fighters. This new step should present no difficulty to our Countermeasure Experts, who are continually a step ahead of the enemy in radio jamming.
[Underlined] “Corona (HF) [/underlined]
This countermeasure continues to annoy the enemy Controllers and harass their pilots, and on occasion has been known to lead to unprintable ruderies being addressed to the efficient young W.A.A.F. officer who frequently plays the controller’s part for us. However, one of the methods of judging the success of Corona is by noting the enemy controller’s reaction to it over the air, and it is considered an unsuccessful night if we do not succeed in drawing at least one crack which is worth recording in the line book.”
TAIL WARMING DEVICES
With the advent of Monica IIIA and Fishpond, the duties of Wireless Operator have been still further extended. It is unfortunate that the sole attention of a crew member cannot be diverted to these devices, but for the moment the Wireless Operator has under his control something which, when properly used, can have immeasurable success against enemy fighters. A high degree of training in the manipulation of the set and interpretation of the P.P.I. and cathode tubes, is called for, and a drive must be made for the Wireless Operators to have as much air practice as possible with the sets.
MONICA IIIA
Several squadrons have now had experience with Monica IIIA, and have proved that for the set to be of any value at all, certain factors are essential. A detailed knowledge by the Wireless Operator of the suppression and gain settings to give well defined blips which can be followed in to a minimum of 250 yards range, a standard reporting patter by the Wireless Operator, and a knowledge of the interpretation of blips by pilots and gunners so that there is perfect crew co-operation whenever an enemy blip is sighted. The exact procedure for using Monica IIIA is set out in an instruction which is available in all Signals Leaders’ Offices. Gunners, pilots and Wireless Operators should be given an opportunity of reading this instruction.
FISHPOND
57 Squadron, from an investigation into Fishpond results, estimate that out of 80 Fishpond sorties, 9 combats have been avoided by utilising the early warning given by Fishpond. Their knowledge and experience will shortly be made available to other Fishpond Squadrons in the form of a tactics instruction. To get a good P.P.I. picture, liaison between Wireless Operator and H 2 S operator is essential, as is also a knowledge by the Wireless Operator of H 2 S manipulation and P.P.I. settings. Captains must remember that Fishpond does not record fighters attacking from above, and should therefore see that their gunners never relax the normal crew search procedure.
[Underlined] Continued from page 10, col.1) [/underlined]
aircraft no great need for quick landing is felt. Those Stations should remember that a second Squadron is always liable to be posted in at very short notice when, under these conditions, the average landing time of two minutes per aircraft, for between 30 and 40 aircraft, would be a godsend.
The Landing Board, originally designed by R.A.F. Station, Skellingthorpe, has been improved on by many Stations in the Group. It is gratifying to note that new suggestions and modifications are continually being submitted. They are a big help, let’s have more of them.
No. 5 Group News. No. 18. January, 1944. Page 12.
[Page break]
HONOURS & AWARDS
[Drawing]
HEADQUARTERS NO. 5 GROUP
A/Cdre. H.V. SATTERLY, D.F.C. C.B.E.
HEADQUARTERS NO. 53 BASE
A/Cdre. A. HESKETH, O.B.E., D.F.C. C.B.E.
R.A.F. STATION, SCAMPTON
F/O. C.F. GIBSON. M.B.E.
The following immediate awards have been approved during the month.
9 SQUADRON
P/O. J. GLOVER. D.F.C.
44 SQUADRON
S/Ldr. A. LYNCH, D.F.C. Bar to D.F.C.
F/Sgt. K.L. HOWARD. D.F.M.
F/O. E. MERCER. D.F.C.
P/O. A. WRIGHT. D.F.C.
P/O. V.D. PURVIS. D.F.C.
49 SQUADRON
S/Ldr. J.G.DAY. D.S.O.
Sgt. A.E. KEELING. D.F.M.
57 SQUADRON
A/F/Lt. G.H. LAING. D.F.C.
F/O. W.T. HAXBY. D.F.C.
61 SQUADRON
F/O. J.W. EINARSON, D.F.M. D.F.C.
W/Cdr. R.M. STIDOLPH. D.F.C.
467 SQUADRON
P/O. D.C. HARVEY. D.F.C.
619 SQUADRON
F/O. N.E. WESTERGAARD. D.F.C.
F/Sgt. A.E. BROOKES. D.F.M.
F/Lt. A.H. TOMLIN, D.F.C. Bar to D.F.C.
The following Non-Immediate awards were approved during the month.
9 SQUADRON
F/Lt. C.J. BRAIN, D.F.C. Bar to D.F.C.
9 SQUADRON (Contd.)
P/O. R.W. CORKHILL. D.F.C.
44 SQUADRON
P/O. R.L. ASH. D.F.C.
F/O. C.R. SAVAGE. D.F.C.
F/Lt. B. ASSON. D.F.C.
Sgt. L. UNWIN. D.F.M.
F/Lt. D.A. BARRETT. D.F.C.
50 SQUADRON
A/S/L/ W.F. PARKS, D.F.C. Bar to D.F.C.
Sgt. J.E. HEATH D.F.M.
F/Sgt. J.W. THOMPSON. D.F.M.
F/Sgt. J.R. POLLOCK. D.F.M.
57 SQUADRON
P/O. J.B. JOSLING. D.F.C.
P/O. S.G. TOWNSEND. D.F.C.
P/O. A.R. KNOWLES. D.F.C.
F/O. R. McROBBIE. D.F.C.
P/O. R.J. GOOCH. D.F.C.
P/O. J.A. KIMBER. D.F.C.
P/O. E.J. HOWES. D.F.C.
P/O. F. NORTHCLIFFE. D.F.C.
F/Sgt. J.B. HUGHES. D.F.M.
P/O. W.H. SIDDONS. D.F.C.
Sgt. D.J. GRIFFITH. D.F.M.
61 SQUADRON
A/S/L. E.A. BENJAMIN, D.F.C. Bar to D.F.C.
F/Sgt. A.F. EMERSON. D.F.M.
106 SQUADRON
W/Cdr. R.E. BAXTER. D.F.C.
207 SQUADRON
Sgt. T. GEDLING. D.F.M.
F/O. J.E.F. MITCHELL. D.F.C.
P/O. J. KIRKWOOD. D.F.C.
W/O. H.F. CONELLY. D.F.C.
F/Sgt. J.C. METCALFE. D.F.M.
619 SQUADRON
P/O. T.A. PEATFIELD. D.F.C.
F/Lt. A.H. TOMLIN. D.F.C.
F/Sgt. J. SIMKIN. D.F.M.
F/Sgt. J.T. PAGE. D.F.M.
[Page break]
AIRCREW VOLUNTEERS
[Tables of Aircrew Volunteers by Base and Station]
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Total] 25 18 5 26
WAR SAVINGS
[Table of War Savings by Base and Station]
(a) Pence saved per head of strength
(b) %age of personnel contributing.
(c) Total amount saved. £. s. d.
H.Q. (UNIT) 5 GROUP 51.4 10.0 95. 7. 6.
£2935.2.0.
[Page break]
GUNNERY (CONTD)
(Continued from page 9, col.3)
Now 49 Air Gunners, this is the biggest thing that has hit gunnery in 25 years, and it is up to you to take every opportunity of make for 100% proficiency in the use of this new equipment. Great things will be expected from you, losses should go down and E/A destroyed go up; so go to it, and make the life of the Hun fighter short and sweet!
CENTRAL GUNNERY SCHOOL RESULTS
No. 72 COURSE
[Underlined] 1660 Con. Unit. Category. Exam. Results. [/underlined]
P/O. Gross “B” 90.4%
Results of No. 73 Course not yet to hand.
SQUADRON AND FLIGHT GUNNERY LEADERS
Below is a list of Squadron and Flight Gunnery Leaders at present in Squadrons and Conversion Units.
44 Squadron F/Lt. McCurdy
F/O. Neison
49 Squadron F/Lt. Cork
F/O. Hamilton
463 Squadron F/Lt. Moorhead
F/O. Kirkpatrick
467 Squadron F/Lt. Nordon-Hare
9 Squadron F/Lt. Armstrong
50 Squadron F/Lt. Gray
P/O. Beale
619 Squadron F/Lt. Howard
P/O. Hammond
61 Squadron F/Lt. Breakey
617 Squadron F/Lt. Rodger
F/O. Buckley
F/O. Chandler
106 Squadron F/Lt. Sullivan
630 Squadron F/Lt. Stead
57 Squadron F/Lt. Taylor
F/O. Ward
207 Squadron F/O. Moore
F/O. Harper
1485 Gunnery Flight S/Ldr. Undery
F/Lt. Leonard
F/O. Mills
1660 Con.Unit F/Lt. Clark
P/O. Gross
1661 Con.Unit F/Lt. Gray
1654 Con.Unit F/Lt. Hoad
F/O. Simister
No. 5 L.F.S. F/Lt. Cass
P/O. Black
Aircrew School SCAMPTON F/Lt. Patten
FLIGHT ENGINEERS
On taking an analysis of a large number of flight engineers logs a considerable discrepancy has been noticed between the fuel consumption of different aircraft. This discrepancy is not due to the varying consumptions inherent in the engines of any particular aircraft. In most cases where an aircraft has had a high fuel consumption on a specific operation, the subsequent operation with a different crew proves that this aircraft has a low consumption. This all points to manipulation.
There are many cases where far too high revs are used at too low a boost and it is apparent that many flight engineers are not paying sufficient attention to the boost and revs required for the most economical conditions.
It is not economical above full throttle height and boost below E.C.B. to reduce I.A.S. by throttle manipulation. I.A.S. should be controlled on propellor speed only, and if you are at an altitude where the ‘S’ blower is in operation, by controlling I.A.S. on the throttles you are merely strangling your engine. To quote one instance, an extract from one flight engineer’s log shows that 2850 r.p.m. was used at + 2 lbs boost at 15,000 feet in ‘S’ gear. This is an obvious case of engine strangling, and had the throttles been open to + 4 boost E.C.B. to take full advantage of the engine power available at that altitude, then the r.p.m. could have been cut down to maintain the required I.A.S. with the resultant decrease in fuel consumption. The consumption in the particular case quoted averaged 66 gallons per hour per engine which speaks for itself. Flight Engineer Leaders must bring home by means of lectures to their flight engineers instances such as this. Such manipulation may cost you an aircraft and maybe the crew, and it cannot be too strongly emphasised that the fuel consumption of a Lancaster is in the hands of the flight engineer, and where the flight engineer knows that incorrect revs and boost are being used for any specific condition, then he should advise the pilot accordingly; if this advice is ignored, the cause of the high fuel consumption should be reported on return. Many more instances such as that quoted have been found, and space does not allow to quote them all. Efforts are being made at this Headquarters to find other reasons for high consumption in each case, but so far high consumptions have been caused solely by incorrect engine manipulation.
EARLY RETURNS
In The case of an oil pressure gauge failure which causes quite a few early returns, this can be diagnosed quite easily. If the oil pressure drops off suddenly, and coolant and oil temperatures remain normal, the oil temperature should be watched closely, and if this remains normal, together with the coolant temperature the gauge is definitely suspect. Flight engineers should watch this sort of thing and advise the pilot accordingly.
Many early returns are caused by so called generator failure, and the following notes will be of interest to all flight engineers, and should go a long way to preventing unnecessary early returns due to this fault. These notes will be circulated separately to flight engineers.
1. [Underlined] The Voltmeter [/underlined] is the most important of the three instruments on the main control panel. In flight it normally indicates between 27 – 29 volts.
2. The Ammeters merely indicate how the generators are sharing the load, and as long as they both give a positive reading, even though unbalanced, the circuit is O.K. (i.e. +55 and +5). If the degree of unbalance is above 15 amps this matter must be reported to the Electrical Officer.
3. If one of the ammeters shows a negative reading, i.e. a discharge”, then before switching off one of the generators, reference must be made to the voltmeter. If the voltmeter reads 29 volts or under, switch off the generator giving the negative reading. If the voltmeter is above 29 volts, switch off the generator giving the positive reading.
4. If the voltmeter is above 29 volts the accumulators are being overcharged. In this case switch off the generator showing the higher current. If the voltmeter still indicates over 29 volts switch off the other generator and all non-essential loads to conserve the accumulators. The pressure head heater [underlined] must [/underlined] remain ‘ON’. After a short time, say 5 minutes, [underlined] one [/underlined] generator, preferably the one giving the lower reading, may be switched ‘ON’ again, but a careful check must be kept on the voltmeter. Both generators must [underlined] not [/underlined] be switched ‘ON’ again after they have been switched ‘OFF’.
5. [Underlined] Never [/underlined] disconnect the cables from the accumulator in flight, otherwise it may cause an explosion. If the accumulators become overheated and are gassing excessively, turn the “Ground-Flight” switch to “Ground”.
[Underlined] (Continued from back page, col.3) [/underlined]
from service sources does not appear to fulfil our requirements. Coningsby has produced a most useful piece of apparatus, and details of it will be circulated to other Bases and Stations. It will be to the advantage of Electrical Officers of other Units if they pay a personal visit to Coningsby to see this test rig for themselves. Further, it is suggested that visits to other Stations will enable the best ideas to be incorporated in all instrument and electrical sections. So far as is known, the many excellent schemes which have been produced by local initiative have not been patented.
In the last month the incidence of oxygen failure has increased, but in many cases no technical fault has been found. This indicates that more “gen” in the use of oxygen must be passed on by Electrical Officers to members of aircrew. The introduction of the microphone heater and the Mk.I jet has produced very favourable results, and steps have been taken to obtain further supplies of heaters for the use of all gunners.
[Underlined] CONVERSION UNIT SERVICEABILITY
STIRLING AIRCRAFT [/underlined]
[Table showing the serviceability of aircraft by Conversion Unit and Lancaster aircraft]
5 Group News. No. 18. January, 1944. Page 13.
[Page break]
AIR SEA RESCUE
Look after your ‘K’ type dinghies, you may find them very useful one day – F/Sgt. Groves of 50 Squadron did, on the night 29/30th December. The aircraft of which he was rear gunner had been damaged on operations. The pilot could not close the bomb doors, and due to lack of petrol the captain of the aircraft, while still over the sea, was forced to decide whether to ditch the aircraft or to bale out his crew. The captain eventually had to give the order to bale out using ‘K’ dinghies, having first sent out an S.O.S. and received fixes.
F/Sgt. Grove was the first out of the aircraft and the only one saved. The indications are that at least one other member of the crew was prepared to abandon the aircraft but no more was seen or heard of the crew or the aircraft after F/Sgt. Groves had left. F/Sgt. Groves suffered considerably from exposure while in his ‘K’ dinghy, but has since recovered.
It is possible to ditch an aircraft with open bomb doors, and it has been successfully accomplished on more than one occasion. In any case the doors are liable to collapse on impact with the water, and where this has happened, crews have managed to clear the aircraft without too much trouble. While no blame is attached to the pilot of this particular aircraft, this fact should be borne in mind, and pilots should resort to the ‘K’ type dinghy only as a last resort – e.g. should the aircraft be on fire, or in danger of breaking up in the air.
Successful ditchings, in seemingly impossible sea and weather conditions have shown that, provided you have practiced your emergency procedure and dinghy drills you should have no worry in making the decision to ditch. The days are over when a successful ditching was something to be marvelled at. To-day they are a common occurrence, and experience has shown that ignorance and stupidity are to blame in almost every case of failure.
A summary of Air Sea Rescue incidents for the six month ending 31st December, 1943, show that of a total of 3271 aircrew involved, 1,078 were rescued and brought back to England; most of the remainder fared as
(continued on page 2, col 2)
ENGINEERING
The operational effort for January was very high considering the bad weather periods which were encountered during the month. The squadrons were all down in aircraft strength, but in spite of this a high total was achieved; this, of course, was only possible by many squadrons operating 100% each night. With the man power shortage it requires very hard work and long hours to maintain this effort, and now that squadrons are almost up to full strength on the new establishment, the load will be even heavier. Due, however, to the efforts of the ground crews, February should see the biggest effort ever put out from this Group.
No.54 Base, Coningsby, which formed on 1st January, 1944, is already making itself felt as a formidable and efficient formation. There is still much to do to bring the various sections up to the peak of perfection, but as these were started on sound lines, there is no doubt of their ultimate efficiency.
All operational bases and R. & I. sections have been kept extremely busy on acceptance checks recently, and as a result certain other work has had to be left. This is only a passing phase, and it is hoped that once the squadrons are up to full strength, the task will be easier by dealing with the normal replacements. The many high speed enemy action repairs which have been carried out in time to get aircraft ready for ops on the second night, including many power plant changes, which are carried out immediately the aircraft lands during the night, are so numerous that it is difficult to single out individuals for praise; it all points to the splendid morale and staying powers of the ground crews.
There are many early returns and cancellations which could be avoided and Engineer Officers must keep on with the drive to eliminate these entirely, as far as is humanly possible; they are responsible for the non-delivery of a very large tonnage of bombs when calculated over a month.
The number of failures of exhaust studs has been considerably reduced where 3.5% Nickel steel studs have been fitted, and results so far are very pleasing. When further experience has been gained it is hoped to go over to this kind of stud completely.
The introduction of the 30 lbs pressure type relief valve on the header tank in place of the thermostatic valve is gradually taking place throughout the Group, and a marked improvement is noticed by the smaller number of failures due to engines being “cooked”.
WEIGHT SHEET SUMMARIES
A new weight sheet summary as applicable to 5 Group has been issued to all Bases. Stations and Squadrons, and the use of this with the bomb load chart which accompanied it should dispel any further doubts as to what can and what cannot be carried at an all-up weight of 65,000 lbs.
CONVERSION UNITS AND NO.5 L.F.S.
The Conversion Units commenced a Stirling programme early in the month, and although the results of the first month’s work were good and called for a colossal amount of work, it is anticipated that with certain improvements, the February figures will be much higher. Great credit is due to the C.T.O’s and men under them, who have tackled this task and overcome their setbacks in an admirable manner. The programme which has been set for No. 5 L. F. S. calls for good organisation and planning on the technical side, and so far the job has been done well.
FLIGHT ENGINEER LEADER
A very necessary addition to the Group Headquarters staff is the establishment of a Flight Engineer Leader. This post has been filled by F/Lt. Gottwaltz, and Base Engineers and C. T. O.’s are requested to afford him every facility to assist in attempting to solve the carrying fuel consumption problem. A column elsewhere in this News has been allocated to Flight Engineers.
ELECTRICAL AND INSTRUMENTS
It is most important the Command Modification No. 57 is completed on all aircraft fitted with A.P.I. and A.M.U. at the earliest opportunity, to eliminate errors due to inefficient cooling.
The test rig for the instruments issued
(continued on page 13, col.3 )
WAR EFFORT
[Table containing details by Squadron of averages and numbers of sorties, tonnage dropped, operational hours and losses as well as ratings]
ORDER OF MERIT IN THE FOREGOING TABLE IS BASED ON THE TONS OF BOMBS DROPPED PER AVERAGE AIRCRAFT ON CHARGE
5 Group News. No. 18 January, 1944.
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V Group News, January 1944
5 Group News, January 1944
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Five Group Newsletter, number 18, January 1944. Includes a foreword by the Air Officer Commanding, and features about training, signals, gunnery, accidents, bombing, decorations, photography, engineering, armament, navigation, flying control, tactics, sports and operations.
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IBCC Digital Archive
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1944-01
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Anne-Marie Watson
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16 printed sheets
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eng
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MStephensonS1833673-160205-22 jan 44
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Royal Air Force
Royal Air Force. Bomber Command
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Great Britain
Germany
England--Lincolnshire
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1944-01
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
ground personnel
incendiary device
Lancaster
mine laying
navigator
pilot
RAF Coningsby
RAF Wainfleet
rivalry
sport
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Base [underlined] Int [/underlined]
Wadd 9
Skell 10
[Indecipherable]
Base 1
minuted
V GROUP NEWS V
APRIL 1944 [deleted] CONFIDENTIAL [/deleted] NUMBER 21
FOREWORD by A.O.C.
Last month I said that it was up to us to undertake the training and to give the thought necessary to prove that we were right in our view that night bombing could be made more accurate than day bombing. During April we have gone a long way towards furnishing the proof. The concentration of bombs which was achieved during some of the attacks, notably those on the marshalling yards at La Chappelle and Juvisy, and against some of the small aircraft factories, was outstanding, and probably represents the greatest weight of bombs in a small areas which has yet been achieved in this war.
By previous standards, therefore, our results have been excellent. But there is still much more to be done before we can afford to be satisfied. We can, however, say that the system of marking, which was pioneered by W/Cdr Cheshire and 617 Squadron, has been applied with success to larger operations, including the highly successful attack on Munich. Nevertheless, in all our attacks during April we inflicted less damage than could have been caused by the weight of bombs carried, and I want crews to think carefully over the reasons which I outline below and to take note of the remedies which are being applied.
[Underlined] Communications [/underlined]
On nearly all targets a proportion of the effort was misplaced due to a failure in communications. It is recognised that the T.R. 1196 operates on an unsuitable frequency and cannot be relied upon. Furthermore, the wireless link which, on occasions, has proved highly satisfactory, is not well suited to the transmission of anything except short instructions in a pre-arranged code. The solution to these communication problems is the introduction of V.H.F. throughout the Group and this policy has now been approved by the Air Ministry although some little time must elapse before all squadrons are fitted. In the meantime, Wireless Operators must ensure a very high degree of efficiency in handling communications.
[Underlined] Smoke [/underlined]
The smoke given off by the bombs has, on many occasions, obscured, or partially obscured, the markers and has made bomb aiming exceedingly difficult during later stages of an attack. Delay action fuses will soon be available once more and their use on certain types of target will ensure that the aiming point is clearly visible throughout the whole run up. An additional method of avoiding the smoke nuisance by aiming off, is described below.
[Underlined] Bombing Errors [/underlined]
There is no doubt that crew bombing errors are still too large and that the pattern of bombs plotted around these precision targets bears a remarkably close relationship to the pattern of bombs plotted around the practice targets at Wainfleet. A proportion of crews obtain good results up to the performance of the sight, which is well under 100 yards. Other crews seem content with results between 200 and 300 yards and a small proportion manage to drop bombs at even greater distances from heights of 10,000 feet or below. There are many causes for these errors but all can be remedied if crews determine that every load of bombs carried out of this country shall fall fair and square on the aiming point.
In the past, the majority of errors in practice bombing have been due to wrong winds, but this source of error should be virtually eliminated by the introduction of the A.P.I. wind finding method. This method will also be used by selected crews on operations so that the bombing winds transmitted to the main force should be more accurate than in the past.
A further source of bombing error has been unserviceable instruments and many Air Bombers are still failing to take the close personal interest in their bombsight which is essential if they are to obtain good results. Although the Instrument Repairer forms the fourth member of the bombing team, it is the Air Bomber who uses the instrument and who must ensure that any difficulties, however trivial, are immediately reported so that they can be put right.
A third main source of error arises out of the manner in which the Pilot flies the aircraft. I find that a number of pilots are still attempting to turn the aircraft flat when making their final corrections during the run up and I can only say to them that such action may easily throw the bombs off by 100 or 200 yards, and that every turn, however small, must be made with the appropriate angle of bank. Far better not to turn at all at the last moment rather than risk a sked. Even a skid of 2° or 3°.
Finally there are errors due to the Air Bomber. Errors which can only be avoided by constant practice in directing the pilot over objects on the ground on every flight; by learning how to adjust in plenty of time for a drift greater or less than that set on the sight. This will become of increasing importance with the introduction of the technique described below.
The accumulative effect of all these errors results in the employment of too many aircraft on each attack, or, put another way, we knock out too few targets each night with the force available. There are many targets which could be destroyed with the effort of a single squadron if the bombing errors could be reduced to 100 yards. These are targets which, at present, have to be attacked by a Base.
I have referred above to the new technique which is being introduced for attacks against small targets on which it is essential that the whole weight of bombs should fall. In the past we have endeavoured to put a marker on the aiming point and, if there were two or more aiming points to put down two or more markers. Examples are some of the railway marshalling yards, or the dispersed hangars making up the aircraft factories at Toulouse. There are several disadvantages in this method of marking. First, the markers often fall through the roofs of buildings and are consequently difficult to see. Secondly, they may be blown out by the concentrated bombing which follows or, if not blown out, obscured by smoke.
It is now proposed that the markers shall be laid by Mosquitos on the upwind edge of the target and that the bombs shall be displaced by the simple expedient of setting a false wind vector on the sight. Recent trials at Wainfleet have shown that a displacement of 300 yards does not unduly complicate the Air Bomber’s run up. If, therefore, the target is 1000 yards long or consists of scattered buildings, one aiming point will be put down and portions of the force will be given different wind settings which will offset their bombs accurately on to the various parts of the target which it is desired to erase. By this means, the target can be scientifically covered and improved results obtained from fewer aircraft.
Success depends, however, on accurate bombing and I would again ask all crews to tackle this problem and to determine that, during May, they will not be satisfied with a bombing error, whether on the practice ranges or against small precision targets, of more than 100 yards from the aiming point or the M.P.I. if a false wind has been applied.
Nothing can more quickly bring this war to a close than the regular achievement of bombing errors of this order.
The arrival in 5 Group of Nos. 83, 97 and 627 Squadrons on attachment from P.F.F. provides the Group with the means of marking targets with great accuracy and I consequently look forward to a steady reduction throughout May in the number of aircraft which have to be detailed for the destruction of these small targets, and by this means to a steady increase in the effective aid which this Group can give in the great offensive which lies ahead.
[Page break]
PROGRESS OF SERVICING
One of the major problems of the Engineering Branch is to maintain large numbers of aircraft which are of very complex design, with a limited number of tradesmen and with the use of the minimum quantity of test equipment. At the same time, the serviceability state must be high; therefore the time taken over periodical maintenance must be short and the work efficiently carried out.
Early in the war the number of really experienced tradesmen was comparatively few. All the men were exceptionally keen, and to make full use of experienced tradesmen on jobs requiring the greatest amount of skill, a reorganisation of the system of aircraft maintenance was effected.
Originally the squadrons on a station worked as independent units, each squadron being divided into two or three flights according to the number of aircraft held. Each of these flights had its own separate maintenance “set up”, with all equipment required for minor and major inspections. Each of these flights also kept its own supply of spares and tools, and minor and major inspections on aircraft were carried out by the ground crew who remained with the aircraft for all purposes including daily servicing.
This was so obviously uneconomical, not only in equipment, spares and tools, but also in the employment of skilled men and expenditure of man hours, that the new scheme was brought into force very soon after the commencement of hostilities.
The maintenance layout then consisted of the Flying Flights and a Maintenance Flight. Squadrons were still maintained as separate units, but the detailed maintenance was carried out in “M” (Maintenance Flight), i.e. minor and major inspections, acceptance checks and engine or power plant changes, whilst in the Flying Flights, daily inspections, refuelling and rectification of petty unserviceability only was necessary. The man power was of course split up accordingly, the more skilled and experienced men forming the maintenance gangs, whilst the men with less experience were employed in the flying flights.
The economy was marked and as can be visualised, only one squadron store, one pool of ground equipment for aircraft inspections and one set of test equipment for the various ancilliary trades were necessary. The economy however which made itself felt as much as anything was the saving of man-hours caused by the use of highly skilled men on detailed maintenance in the Maintenance Flight, with the result that a generally higher serviceability state was achieved.
There was a certain amount of opposition to this scheme by those who though that flights would lose their identity and spirit. This did not happen.
At a later date a further change in maintenance organisation took place. This was the formation of Station Maintenance. The resources of all squadrons on a station were pooled, and a Station Major Servicing Section was formed, catering for all major servicing work for all squadrons on the station.
These two improvements were merely forerunners of the present Base Maintenance Organisation and the advantages from the aircraft maintenance point of view are manifold.
With this scheme, squadrons do not carry out any of the detailed maintenance, this being left to the Base Major Servicing or Repair and Inspection Squadron. All tradesmen with the exception of the daily servicing squadron are controlled entirely by the Chief Technical Officer, so that by far the greatest amount of maintenance work which goes to keep the squadron at a high serviceability figure is carried out by tradesmen who, whilst working for the squadrons may not be known by members of the squadron.
It would appear therefore that those who said that we would lose the Squadron spirit etc., stood a good chance of being correct. These fears were proved groundless; the spirit has grown to embrace something which was very rare in the early days of the war. Not only have we squadron spirit which has never been as strong as it is now, but we also have pride in the station and Base achievements, and progress of the Group has naturally followed.
An extract from a letter written by a Flight Commander to the Base Maintenance Staff at his Base is typical of the spirit which exists at present. The letter refers to certain aircraft which had been modified, and brought up to operational standard in time for a specific operation, and continues:-
“It is known that in order to have these aircraft ready for operational requirements it was necessary for the staff to sacrifice much of their leisure time and to work long hours without relief.
“Occasions such as this bring forcibly to notice the excellent work being performed daily by the ground staff, and show how necessary it is for us to have their co-operation.
“We member [sic] of aircrew know that we can rely on the ground staff to help in every way possible, and we hope that we can show our appreciation by carrying out the duties in our particular sphere with the same thoroughness, perseverance, and resourcefulness which we have learned to expect from the members of ground staff.”
GARDENING
Interrogation, Easter Monday:-
“That wasn’t a U-boast, it was me – low!”.
Thus, when 5 Group staged a large scale comeback to gardening, out of six aircraft specially detailed to mine a stretch of water in the Eastern Gardens about the width of a runway, 4 (3 of 106 and 1 of 49 Squadrons) were successful despite heavy opposition, and the remaining 2 (49 Squadron) after valiant attempts, during which good use was made of firing the front guns, correctly planted in another furrow. The remaining 50 gardeners put down 244 vegetables off ports in the Gulf of Danzig. Two were missing and one returned early after jettisoning safe in the North Sea. This operation took place almost exactly on the fourth anniversary of the opening by 5 Group of Bomber Command’s mining offensive. During the four years over 30,000 vegetables have been planted, and over 1,000,000 tons of enemy shipping accounted for.
On 18/19th April, and again on 23/24th April, the approaches to Swinemunde received a total of 125 vegetables.
These attacks in the Baltic fill what was a serious gap in the mining campaign in these waters. This year intensive minelaying has been carried out by the Command to the West of Pomeranian Bay with highly successful results. One effect of this, however, was to intensify the use of mine-free waters further east as:-
(i) Training areas for all types of Warships especially U-boats.
(ii) Supply routes for vital imports and military exports to Scandinavia.
(iii) Supply routes to the North Russian front.
Press reports describe very great congestion throughout the Baltic due to closing of ports and channels; P.R.U. cover of the Western Baltic shows some of this, but was unfortunately not obtained of the 5 Group Gardens. Ground reports of sinkings are hard to come by, and take time to reach us, so for the moment we must wait for the news – which will surely come providing our mines were well and truly laid in the swept channels.
The summary of the month’s work is as follows:-
Sorties 80
Successful 77
%age successful 96.25
Mileage flown 126,880
Total vegetables planted 388
The Squadrons responsible were:- 44, 49, 57, 630, 207 and 106.
The Command effort for this month resulted in the successful planting of 2,643 vegetables in some 40 gardens ranging from South West France to the Gulf of Danzig. About half this total was planted in the Baltic, a quarter in the North Sea and the remainder in the Bay of Biscay and Channel. This is easily a record – the previous highest total for one month being 1,869, in April, 1943. A German Naval Correspondent of Transocean, states that in the Channel alone it has been necessary to treble the mine sweeping effort, but discreetly does not mention the Baltic. The problem that faces the German mine sweeping effort is to cope with a great increase in mining spread over some 2000 miles of shipping lanes. The same correspondent complains that we sometimes use 12 different types of mines necessitating the use of numbers of ships fitted with different types of sweeps to clear the same patch, [sic] of water. In fact, the number of different
(Continued in previous column)
types of mine now in use is about four times that number.
A special word of praise is due to the Armament Staffs for their complete success in the unfamiliar work of preparing and loading the vegetables. In particular, East Kirkby’s effort on the 9th April, in sending off 108 in good order, was outstanding. In some cases the weekly stock return continues to be rendered incorrectly, chiefly due to confusion about the different types sterilisers for the new and old marks of mines. The correct use of these sterilisers will literally be a matter of life and death to any of our forces who may operate in areas where we use them, and now is the time therefore, to clear up any doubts as to exactly what types are held.
Station Tracings have proved something of a stumbling block, as have some of the details required in Raid Reports. Both are designed to answer the question – “where do those mines actually fall”, using all the available evidence. Naturally the planning and success of future operations, especially the “triphibious” variety, depend to a large extent on the accuracy of this information.
5 Group News. No. 21. April, 1944. Page 2.
[Page break]
NAVIGATION
There has been a marked improvement in the navigation this month. Navigators are now realising how important it is to obtain constant checks on their position by intelligent use of either H2S or application of the broadcast w/v’s.
H2S navigators and bomb aimers are checking and cross checking all fixes they receive. If the navigator obtains constant D.R. positions along track, say every 15 minutes, and corrects these positions as ground speed checks are obtained, then it is impossible to obtain wrong fixes on the H 2 S. All Navigators should ensure that bomb aimers cross check every fix obtained, no matter how confident they may be. Also remember that a track made good, w/v and G/S check can be obtained from an unknown response. Very few operators make use of this.
The majority of navigators now use the broadcast w/v’s in an intelligent manner. There are a few, however, who [underlined] do not. ALL NAVIGATORS [/underlined] are to make a regular practice of obtaining a D.R. position by use of broadcast winds every 30 minutes – and do not forget to use the “Past” w/v!! If the D.R. position obtained places the aircraft off track, alter course immediately and regain track. Now that 5 Group operate alone, concentration is even more important. Station Navigation Officers must have a concentrated drive in this direction, and ensure that all H 2 S navigators are making the fullest possible use of their equipment, and also that the remainder are making full use of broadcast w/v’s, by obtaining constant D.R. positions checks on ground speed etc.
The importance of timing was discussed in last month’s “News”. We would do well however, to reconsider this subject seriously. Accurate timekeeping is more important now than ever before. The largest discrepancies in timing occur on the return journey. This is due partly to the fact that aircraft do not all bomb at the same time and therefore do not leave the target at the same time. To overcome this it may be necessary to establish a concentration point on the return journey, situated close to the target. It is obvious, however, that many navigators make no effort to achieve good timing; they merely carry on and get there “sometime or other”. There are a few pilots who consistently fly at greater speeds than those laid down, and consequently on the return journey are some 10 or 15 minutes ahead of the main force, By so doing they give the Hun a few extra minutes warning of the route home, apart from exposing themselves to individual interception. Station and Squadron Navigation Officers must watch for and stem any tendency for bad time-keeping. Sufficient navigational aids are now available to ensure that you are on track and on time. Now it is up to [underlined] YOU [/underlined].
[Underlined] BROADCAST W/V’S [/underlined]
April has been a very good month for broadcast w/v’s, particularly since the Group began operating alone. Windfinders have been doing an excellent job. On two occasions this month more than 300 w/v’s were received from aircraft – an excellent effort. Windfinders are transmitting all the winds they obtain. If you note a sudden change in the wind direction or speed, then provided you are satisfied with the fixes used, send back [missing word] w/v immediately.
There are one or two cases, however of navigators chosen as windfinders not realising their responsibility. One navigator for instance, stated that he just couldn’t be bothered to send back w/v’s!! Another said that sufficient w/v’s were being sent back by other aircraft, so he didn’t bother either. Those few navigators who are chosen as windfinders must realise that the whole Group is navigating on the w/v’s they transmit to Base. We cannot afford to have anyone “not bothering”. So buck up chaps, the vast majority of you are doing an excellent job, but those few, who just “don’t bother” – well -- !!
Many experiments have been carried out on French targets to ascertain the most accurate and practical method of obtaining a bombing W/V, which must of course, be a w/v prevailing in the target area. The experiments have proved that the most accurate method is to use a datum point in conjunction with the A.P.I. It is hoped therefore that this method will be adopted on all future operations where practical. Any suggestions or criticisms on this subject will be welcomed.
[Underlined] ASTRO NAVIGATION. [/underlined]
It has been decided that Astro can no longer be considered as an essential aid to navigation. Much time has been devoted to teaching this subject to Navigators, but the results obtained do not justify this training. Therefore this training time is to be devoted to improving the general standard of navigation. More time is to be devoted to plotting and computing two of the weakest links in navigation at the moment.
This decision for not mean that Astro is now “dead” and can be forgotten by all., It is still a standby aid, and all navigators should keep themselves in practice. There have been isolated incidents where a Polaris shot or an Astro fix have been the means of saving an aircraft. You may find yourselves in such a predicament one night – so be ready.
All Astrographs and sextants are to be withdrawn from aircraft, but those navigators who are considered by the Station Navigation Officer as competent Astro Navigators may draw the equipment from the station stores.
[Underlined] SUGGESTIONS AND IDEAS [/underlined]
(i) Many station and squadron navigation officers find it impossible to spend as much time as they would like in supervising the work of a new navigator, and teaching him all the things he should know. To overcome this [underlined] East Kirkby [/underlined] put each navigator under the care of a very experienced navigator whose responsibility it is to supervise the other at briefing, to check his log and chart the next day, and to pass on to him all useful information and “tips”. In short the senior navigator acts as a “father” to the “sprog”.
This scheme is working extremely well, and should be adopted by all squadrons.
(ii) Many navigators cannot remember to check compasses regularly. [Underlined] Dunholme [/underlined] have overcome this by marking red or green dots on the face of the Astro watch. This serves as a constant reminder to the navigator. It is recommended that compasses be checked every 20 minutes, and therefore the dots on the face of the Astro watch should be spaced accordingly.
(iii) [Underlined] Metheringham [/underlined] suggest that since Astro will no longer be used to any great extent that astrograph films should be treated and used instead of Gee charts. The procedure would be to mark on the film the lattice lines in the same way as on the Gee Charts. The film or films applicable for each night’s operation would be placed in the aircraft before take-off.
There are two great advantages:-
(a) Fixes would be plotted directly on the plotting chart, thus saving time and reducing the risk of errors.
(b) It would not be necessary to carry a large supply of Gee Charts as at present.
[Underlined] P.F.F. [/underlined]
We welcome the arrival of the 3 P.F.F. squadrons to this Group. There is no doubt that we shall be able to pick up from them many useful ideas and suggestions. These will be passed on to Squadrons as soon as possible.
It is hoped that all station navigation Officers will make a determined effort to visit these 3 squadrons whilst they are attached to the Group.
[Underlined] AIR POSITION INDICATOR [/underlined]
It was stated in last month’s Summary that one A.P.I. was being modified by having a “miles flown counter” fitted. This has been done & has been tested by No.617 Squadron on three 6-hour cross countries, undertaken at operational height.
The results are as follows:-
Miles flown registered on counter = 2927
Miles flown calculated by navigator = 2892
Percentage error = 1.2
These tests have proved conclusively that the over reading error in the A.P.I. is negligible.
Permission is now being obtained from Bomber Command for the fitting of the “air miles flown” counter to all A.P.I’s. The manufacturers state however, that the modification may not be retrospective.
There is still considerable difference of opinion as to the best method of using the A.P.I. One third of the Group prefer to reset, the remainder prefer the “graphical” resetting method. It is not necessary to lay down any one method of use but Station Nav Officers must ensure that all Navigators use one of the above two methods.
Station navigations officers are to discuss the use of the A.P.I. with all navigators. Any suggestions on improvements or methods of resetting etc. should be tried out immediately and if successful passed to Group Headquarters.
[Underlined] ANSWERS TO LAST MONTH’S QUIZ [/underlined]
1. Put the switch on the heading Control unit to “Manual” and by means of the setting knob adjust the line of flight marker until it corresponds to the true course as indicated by the P.4 compass. Maintain the switch on “manual” until the D.R. compass is functioning correctly, when you should switch to “Auto”.
(Continued on page 4, Column1.)
GROUP NEWS. NO.21. APRIL, 1944.
[Page break]
NAVIGATION (CONTD.)
(Continued from page 3 column 3)
2. To obtain ground returns, tune in brightest responses on the P.P.I. by means of brightness, contrast, gain and tuning controls. To obtain correct height set range drum at zero and adjust the range marker ring by means of the height control until it is on the first ground returns.
3. (i) Check the pinpoint yourself, visually and by the aid of D.R.
(ii) If pinpoint correct, alter course immediately to regain track by 30° if more than 10 miles off track, by 15° if less than 10 miles off track.
4. You would lose the time in hand by flying small dog legs, preferably either side of track, and of a maximum duration of 2 minutes. Dog legs to be completed before reaching a position 50 miles from the target. Navigator must use his own discretion as to the most suitable area in which to lose time.
5. (i) France (ii) Germany (French name for AACHEN) (iii) Germany (iv) Belgium (v) Czecho-Slovakia (vi) Germany (Part of Berlin).
6. Stuttgart to London.
[Underlined] UNION NEWS [/underlined]
S/Ldr Quinn, DFC. Sqdn Nav. Officer 50 Sqdn to Stn Nav. Officer, Skellingthorpe.
F/Lt Cunningham 50 Sqdn promoted to Sqdn Nav. Officer.
F/Lt. Waterkeyn Sqdn Nav. Officer 44 Sqdn to P.F.F.
F/Lt. Woodhouse, DFM. H2S Instructor, Metheringham to Sqdn. Nav. Officer, 44 Squadron.
P/O Blackham 49 Squadron to H2S Instructor, Metheringham.
F/Lt. Bone, DFC. H2S Instructor Swinderby to Sqdn. Nav. Officer 106 Squadron.
F/Lt. Murphy Sqdn. Nav. Officer No. 467 Sqdn. to No. 61 Squadron (with W/Cdr Doubleday)
F/O Abbott 467 Squadron promoted to Sqdn. Nav. Officer.
F/Lt. Bonefield Sqdn. Nav. Officer, No. 9 Squadron – Missing.
F/Lt. Jones Nav. Officer, 1660 Con. Unit to Sqdn. Nav. Officer 9 Squadron.
S/Ldr. Georgeson, DFC. Sqdn. Nav. Officer No.83. Squadron.
S/Ldr Stevens, DFC. Sqdn. Nav. Officer, No.97 Squadron.
HONOURS & AWARDS [Cartoon]
The following immediate awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O M.R. HEAD D.S.O.
[/Underlined] 44 SQUADRON [/underlined]
P/O J. CHATTERTON D.F.C.
P/O R.T. MANNING D.F.C.
P/O J. BRADBURN D.F.C.
[Underlined] 49 SQUADRON [/underlined]
SGT. A. WARD D.F.M.
SGT. R. MACHIN D.F.M.
SGT. R.A. FRIARS D.F.M.
P/O SANDERS D.F.C.
SGT. R.H. HUDSON D.F.M.
P/O A.W. SHINN D.F.C.
F/L. D. MILLER, D.F.C. D.S.O.
F/O J.E.W. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O H.H. LLOYD D.F.C.
W/CDR. A.W. HEWARD D.F.C.
F/O G.A. BERRY D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O J.S. LUDFORD D.F.C.
F/O F.A. THOMAS D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O H.H. FARMILOE D.S.O.
F/O S. HALLIWELL, D.F.C. Bar to D.F.C.
P/O D. PAULL D.F.C.
SGT. P. MCGABNEY D.F.M.
P/O D.C. FREEMAN D.F.C.
SGT. L. CHAPMAN C.G.M.
[Underlined] 97 SQUADRON [/underlined]
P/O F. GRIFFITHS D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/SGT T.W.J. HALL D.F.M.
F/O R.F. ANDERSON D.F.C.
P/O G.S. MILNE D.F.C.
F/O J.B. LATHAM D.F.C.
[Underlined] 467 SQUADRON [/underlined]
W/CDR. J.R. BALMER D.F.C.
[Underlined] 617 SQUADRON [/underlined]
W/CDR G.L. CHESHIRE, D.S.O. & BAR 2nd Bar to D.S.O.
S/LDR J.L. MUNRO, D.F.C. D.S.O.
F/L C.K. ASTBURY, D.F.C. Bar to D.F.C.
S/LDR J.C. MCCARTHY, D.S.O. D.F.C. Bar to D.F.C.
W/O W.G. BICKLEY C.G.M.
[Underlined] 630 SQUADRON [/underlined]
F/L W. KELLAWAY, D.S.O. Bar to D.S.O.
[Underlined] 83 SQUADRON [/underlined]
W/CDR A.S. JOHNSON D.S.O.
The following non-immediate awards have been approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O E.J. KNELL D.F.C.
F/O R.H. SMITH D.F.C.
F/L J.F. MITCHELL D.F.C.
F/O J.N.G. WYATT D.F.C.
F/SGT. K.J. DAGNALL D.F.M.
F/SGT R.N. BROWN D.F.M.
SGT. E. SULLIVAN D.F.M.
SGT. E.R. BAKER D.F.M.
F/SGT. E.G.B. COLE D.F.M.
F/SGT. T.F. PARSONS D.F.M.
[Underlined] 44 SQUADRON [/underlined]
F/SGT J. MURPHY D.F.M.
F/O D.C. ARMSTRONG D.F.C.
F/SGT. A. HOLDEN D.F.M.
W/O G.A. WILKIE D.F.C.
P/O G.G. WHITEHEAD D.F.C.
F/SGT J.R. OSWICK D.F.M.
[Underlined] 49 SQUADRON [/underlined]
SGT. J. CHALONER D.F.M.
SGT. (NOW P/O [sic] A.E. BOASE D.F.M.
P/O H.C. DARNTON D.F.C.
P/O G. SERGEEV D.F.C.
SGT. R. JEFCOCK D.F.M.
F/SGT (NOW P/O) W.A. MOORE D.F.M.
F/L D.J. BACON D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O W.C.B. SMITH D.F.C.
F/O E.C. WEATHERSTONE D.F.C.
P/O A. BEALE D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O A.W. FEARN D.F.C.
F/L R.V. MUNDY D.F.C.
F/L R.K. EGGINS D.F.C.
[Underlined] 61 SQUADRON [/underlined]
F/O J.H. PULLMAN D.F.C.
[/Underlined] 97 SQUADRON [/underlined]
F/L J. SEARS, D.F.C. Bar to D.F.C.
P/O R.E. KNIGHTS D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/O E.C. GREENHALGH D.F.C.
S/LDR A.R. DUNN D.F.C.
F/SGT. M.D.J. PARKINSON D.F.M.
F/SGT. L. BENDING D.F.M.
F/SGT. T.J. FLOWER D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/O R.O.P. BEATTY D.F.C.
P/O D.E. FREEMAN D.F.C.
P/O H. THOMAS D.F.C.
P/O L.W. MITCHELL D.F.C.
P/O C.M. LAWES D.F.C.
F/SGT. P. PULLAR D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O J. ROBERTSON D.F.C.
P/O W.T. LOFTUS D.F.C.
P/O W. BOOTH D.F.C.
[Underlined] 630 SQUADRON [/underlined]
SGT. R.W. JAGGS D.F.M.
F/O H. McDONALD D.F.C.
F/O C.H. JOHNSON D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O N.H. KOBELKE D.F.C.
W/O H. McCABE D.F.C.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 4
[Page break]
SIGNALS/RADAR
April has provided another milestone on our road to the fullest use being made of radiations and echoes helping to get more bombs on the target. V.H.F. R/T has been fitted to two more squadrons – W/T has provided almost 100% communication between Controllers and Main Forces – the serviceability of all Radar devices has improved.
We are grateful to all those outside the Group who have helped us so readily – particularly 92 Group and the Signals Schools with their special drive to train Wireless Operators to read morse through severe interference and to tune their W/T sets with one eye on a C.R.T.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
A hearty welcome to all those faces, both old and new, that have appeared within the Group since our last edition.
April 1944 will long be remembered in the history of 5 Group as a month of hard work, which was crowned with the success it so richly deserved. Wireless Operators (Air) played their part with the energy and determination that is always to be found when there is an extra job to be done, and a large slice of the credit for our recent achievements is due to them.
As usual, the “Back Room Boys” at stations and in our own W/T cabin at Headquarters gladly threw their weight into the fray, and we are indebted to them. Their keenness has always been an inspiration.
Several points have been brought out this month, first and foremost being the quality of morse emanating from the Controllers’ aircraft. There has been a noticeable difference between operators, which, if all past suggestions re training had been acted upon, should never re-occur.
It has been stressed time and again that ANY ONE Wireless Operator (Air) may be called upon to transmit control signals and the only way to ensure perfection is by constant practice.
In this connection, it is pointed out that the Group exercise is an ideal medium for improvement of morse (although not even a whisper of control code must be allowed to pass through the other), and during the coming month the exercise frequency will be closely watched.
Signals Leaders, get this fact thoroughly instilled into your flock – “The ultimate success or failure of future operations may depend on the ability of a Wireless Operator to send or receive signals”. Display it in your training room, convert it into morse symbols, give morse tests regularly each week for we have reached a stage in the conflict where every minute spent in training counts one hundred fold in the air.
[Underlined] EARLY WARNING DEVICES [/underlined]
The following is a combat report from 619 Squadron for the night of 22/23 April:-
“The first indication was a contact by W/Op. on Visual Monica Mark V at 1,800 yards… E/A dropped back out of gunner’s sight and W/Op reported it 800 yards astern down… E/A broke away to starboard and disappeared from gunner’s sight, W/Op again reported E/A 1100 yards, closing slowly…E/A disappeared and was reported once again by the W/Op.”
The outcome of this combat was one JU. 88 probably destroyed. Sgt. Brady, Wireless Operator (Air) deserves the highest praise for his reporting.
You see, it can be done, and when handled in the proper manner not only SAVES YOUR AIRCRAFT but probably destroys a Hun, which reduces the total that can be put in the air against you on the following operation.
Once again, there is only one path to take to success, and that path is labelled TRAINING. Constant practice with your Early Warning devices will pay handsome dividends.
Points for Signals Leaders to include in their “daily ration” to the Section:-
(i) Spare Groups No.12 and 15 in CD.0250.
(ii) X114 and X623 are still being used by some careless operators.
(iii) Log keeping could improve (we have seen some good logs this month).
(iv) More practice – or has that been mentioned somewhere before?
F/O Cook, D.F.M., has gone to No.9 Sqdn., as Signals Leader.
F/Lts Gronow and Chambers, D.F.C. are the Signals Leaders of Nos.83 and 97 Squadrons respectively, who are to be congratulated in accepting such a sudden change of procedure and dovetailing into the 5 Group system with the minimum of trouble.
[Underlined] SIGNALS MAINTENANCE [/underlined]
Facts and Figures about Failures
Out of a total of 2034 operational sorties during the month, 34 Signals failures were reported. Although these represent an increase over last month’s figure, this can be attributed almost entirely to the rise in Category 4 failures (miscellaneous). It is again stressed that Category 4 failures are most unsatisfactory. Most of the failures in this Category are of the type “Equipment reported u/s. O.K. on ground test. No fault found.” Every effort must be made to pin down any reported failure to some definite cause.
An investigation into failures in this Group over the past year reveals some interesting results. Apart from an unfortunate month in February, the percentage of failures shows a slight decrease over the year. This unfortunate February figure coincides with a large percentage of miscellaneous failures as well as a large percentage of T.1154/R.1155 failures. Category I (Equipment) failures show a general tendency to rise during the year. The other categories (2 and 3) have a see saw effect and no general conclusion can be made.
Intercom. failures over the year show a pronounced tendency to decrease, while T.1154/R.1155 failures show a corresponding pronounced increase. The reason for the former can be put down to the energetic drive which Signals Officers have kept up in their Squadron Maintenance Sections against this type of fault. The reason for the latter is not hard to find. During the past year the W/T installation has come into its own again and is an essential piece of equipment for the success of current operations. Whereas in the past unserviceability of the of the main W/T installation may have gone by unnoticed, now it cannot escape report.
[Underlined] THE OLD ORDER CHANGETH…. [/underlined]
Authority has finally been given for the removal of S.D.A. equipment from all Lancaster aircraft in 5 Group. This event has fortunately coincided with the partial introduction of V.H.F. (T.R.1143) installation. Command have agreed in principle that the fitting of V.H.F. is a necessity for the success of the type of operation now being undertaken by 5 Group, and every endeavour is being made to find sufficient equipment to fit all 5 Group squadrons. Careful thought has been given to the possibility of utilising the S.B.A. connectors as a small contribution to ease the very tight V.H.F. equipment production. The only small saving envisioned is the main receiver aerial and lead in; the length of the aerial will, of course, have to be shortened.
[Underlined] RADAR [/underlined]
Last month saw a great improvement in the serviceability of all Radar equipment. However, before anyone relaxes and sticks his chest out, it should be remembered that the advent of warm, dry weather was a contributory cause. In addition, many sorties have been at lower altitudes than usual, which would eliminate many of those non-reproduceable faults.
(Continued on page 6, col.1)
Then and Now – and how!!
[Underlined] Then [/underlined] In Ancient times, the D.S.O.
Performed his duties staid and slow.
He did his routine work by day,
And dozed his duty nights away,
Untroubled save for threats of violence
‘Gainst those who busted wireless silence!
[Underlined] Now [/underlined] The aethor’s full of legal dope
Which we receive, (at least we hope!).
It’s also full of surplus dits
Transmitted by the brainier twits;
While brighter souls – misguided clots –
Originate redundant dots!
Amendments to a basic plan
Are never ending, and unman
The D.S.O. who, frantic, chases
Vital gen in awkward places;
And rubs – with bitter rueful tear –
His Port, or Telephonic, Ear!
Poor chap, how like a sponge his brain,
Which, like a sponge, he’ll learn to squeeze;
And fill it daily once again
With brand new gen – with practiced ease!!
ANON (CIRCA 1944)
5 GROUP NEWS. APRIL, 1944. NO.21 PAGE 5.
[Page break]
SIGNALS (CONT.)
(Continued from Page 8, col.3)
Having however, realised the existence of those contributory causes, it is possible to say that a considerable increase in serviceability was due to more efficient maintenance and manipulation. It is sincerely hoped that this improvement will continue.
[Underlined] H 2 S [/underlined]
A total of 767 sorties was flown with H.2.S, with 99 defects for a serviceability rate if 87.87. This is an increase of 10% over March. With an extra effort, and the weather on our side it could be made over 90% in May.
There has been a noticeable drop in filament transformer failures, largely due to the weather and height conditions. It is not expected that we will see the end of filament transformer breakdowns until the new type is introduced. The same is true for the 2000v condensers.
The expansion of H 2 S training in Conversion Units should go a long way towards eliminating the alarming number of manipulation failures. Manipulation and maintenance failures can be eliminated by constant training.
The arrival of 83 and 97 Squadrons has given us a taste of equipment to come. These Squadrons have a few Mark III sets and every one is very pleased with their performance. To date, the serviceability of the equipment is 92.8% which is very satisfactory for a new set. In this connection a debt is owed to 8 Group for having pioneered so well and eliminated most of the teething troubles. We can now look forward to a general changeover to Mark III with confidence in our ability to maintain and use it.
[Underlined] FISHPOND [/underlined]
Fishpond was 86% serviceable, an increase of 8% over March. This increase is of little value of W/Ops are not fully trained in the use of this equipment. The necessity for the Navigator – W/Op co-ordination cannot be overemphasised. Efforts have been made to reduce the minimum range below its present 600 – 800 yards. These have been unsuccessful, but it is believed the “back room boys” are now on the right track, so an answer should be forthcoming soon.
[Underlined] GEE [/underlined]
As usual, Gee is top man when it comes to serviceability. In 96.5% of sorties, Gee was 100& serviceable. This reflects credit on both maintenance personnel and navigators, as it is an increase of 1.2% over last month. Gee could be made almost 100% serviceable; those last few percent are hard to get, but keep trying. The next few months of dry weather should give ample opportunity to break all records.
[Underlined] MONICA MARK IIIA [/underlined]
The expression “Ever Upwards” could be fittingly applied to Mark IIIA serviceability. This Group has watched Monica grow from an idea to a headache when the word “Switchmotor” nearly drove a Radar mechanic mad, and now to a reliable and efficient tail warning device. April serviceability was 91.6% out of 534 sorties, an increase of 1.3% on March.
An examination of combat reports provides innumerable examples of Monica’s capabilities in the hands of a trained operator. The fitting of 10 aircraft at 5 L.F.S. should relieve squadrons of a great deal of preliminary training.
[Underlined] MONICA MARK V [/underlined]
Another 5 Group “baby” (Lulu to some) is growing up, after a rather shaky beginning. Out of 299 sorties flown, 259 were trouble free for a serviceability rate of 86.7% - an increase of 5%. Now that the initial teething snags are over, it should be possible to make Mark V follow the footsteps of IIIA and push serviceability to 90%.
TACTICS
[Underlined] PRECISION ATTACKS [/underlined]
The big step made this month towards perfection of target marking, with its detailed methods of target illumination, initial marking, assessing, backing up, and controlling the force, although introducing many new ideas and problems, has brought little change in basic tactics. Indeed more attention than ever must be directed to tactics, particularly to precise orders and instructions given out for each operation. Special attention must be paid to timing and track keeping, adherence to allocated heights, compliance with instructions from the Controller and an exact knowledge of the marking method. These are dealt with separately.
[Underlined] TIMING AND TRACK KEEPING [/underlined]
The force employed on each target is now normally very much smaller than that in the past. This means that greater accuracy is needed in timing and keeping on track. It also means that if you stray a few miles off track with force of 150 aircraft or less, you are more likely to be singled out by G.C.I. than if you stray the same distance with a force of 800aircraft. Timing is vital. Only a limited number of target markers are dropped, and unless all aircraft are ready to bomb on time, these may be obscured by smoke or blown out by the bombs that drop before yours, and in any case may be difficult to locate.
[Underlined] HEIGHT BAND [/underlined]
The allocation of height bands to Bases, which means that each crew must fly at a given height, has been introduced for several reasons and entirely for your own protection. Firstly, it is intended to protect the force against a collision risk, mainly in the target area, where it may be necessary to do dog legs. Secondly, as a countermeasure against barrage flak. The Hun must now put up the same number of rounds into a very much larger area than before, thus decreasing the chance of individual aircraft being hit. Thirdly, combined with extremely accurate timing, the length of the stream can be very much shorter, and therefore less liable to interception by radio controlled fighters. To achieve the full advantage of this scheme, it must be accompanied by a drive by each Captain to make sure that Window is always thrown out correctly, particularly OVER THE TARGET AREA. If this is done, then there is no reason why crews at the lower heights need have any concern. It is, however, their duty to tighten up the normal crew search procedure and to be aware of fighters which may attack from above.
[Underlined] CONTROLLER’S INSTRUCTIONS [/underlined]
It is essential to comply strictly with the Controller’s instructions throughout the attack, and his decisions should never be questioned in the air. A wrongly timed load of incendiaries dropped whilst the Mosquitos are examining the roof tops to assess the marking, may upset the whole routine and possibly divert the main weight of the attack.
[Underlined] TARGET MARKING METHODS [/underlined]
All crews must be quite clear before leaving the briefing room of the colour of the spot-fires to be used, and the details of the controlling code. It doesn’t pay to be doubtful after you have taken off. You must be ready to carry out orders given over the target without hesitation.
(Continued in col.2)
TACTICS (Continued from Col.3)
[Underlined] TAIL WARNING DEVICES [/underlined]
The fruits of good training in tail warning devices are borne out by the following Combat Report. Each month there are many similar instances of fighters which have been beaten off because the correct drill has been carried out. Each month there are also instances of fighter damage sustained, and the fighter that did it is not picked up until after the attack. It pays to practice the reporting code at least once a day!
“First indication was contact by W/Optr. on Visual Monica Mk.V, 1,800 yards, Port Quarter down. Pilot altered course and E/A followed and closed in to 800 yards. W/Optr. ordered corkscrew to Port, and at the same time E/A opened fire and scored hits on tail unit on Lancaster “G”. R/G sighted E/A at 500 yards, Port beam down 30° and opened fire. E/A fired again and missed Lancaster. W/Optr. reported E/A closing in slowly and R/G sighted it at 500 yards astern level. R/G opened fire and E/A broke away to Starboard Quarter up. Hits claimed on E/A which disappeared from Gunner’s sight. W/Optr. again reported E/A on starboard quarter up at 1,100 yards and closing slowly. Rear and Mid-Upper Gunners sighted E/A simultaneously at 500 yards, Starboard Quarter level. Both gunners opened fire and scored hits on E/A which broke away at 300 yards, diving to Port Quarter down with smoke pouring from both engines.”
The Station Commander’s comments are self-explanatory: “I consider that Mark V Monica saved this crew. The Wireless Operator’s commentary was excellent, and the crew co-operation of a very high standard.”
FLYING CONTROL (Continued from page 15)
play a part in the final choice. From the condition of the airfield right down to such small items as the cleanliness of the flare path party room will be reviewed, so if you want to top the bill S.F.C.O’s, start cracking the whip NOW.
[Underlined] BLIND LANDING EQUIPMENT [/underlined]
It has been decided by this Group to remove all S.B.A. equipment from operational aircraft and it is hoped that in the not too distant future other and better means will be introduced. The first piece of equipment which we hope to get is a P.P.I. which will be installed in the watch tower and on which will be indicated the positions of all aircraft in the circuit.
Other equipment such as Radar Landing Beam, coupled with a Radar G.P.I. Radar Homing Beacons will all follow in due course. These will naturally give Flying Control Officers more work and more responsibilities but with the increased safety of aircraft this work and the short training required will be well repaid.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 6
[Page break]
AIR BOMBING
April has been a most satisfying month for the bombing crews of 5 Group. Numerous precision attacks have been carried out with a great measure of success. The front pages of the Daily Press made public the achievements of 5 Group when they printed the after-bombing photographs of the marshalling yards at JUVISY, South of Paris. Equal success rewarded the attacks at TOURS and LA CHAPPELLE. The raid on MUNICH was successful, and a fair measure of success resulted from the attacks on BRUNSWICK and SCHWEINFURT. Finally, further small factories near OSLO, BORDEAUX and CLERMONT FERRAND are now devastated.
[Underlined] HOW HAS ALL THIS BEEN ACHIEVED? [/underlined]
Firstly, of course, most credit is due to the marking success of 54 Base. The next main contribution to the Group’s success has been the intense practice bombing carried out by the squadrons for the last year.
Owing to the very limited time available for bombing training at Conversion Units the final co-ordination of the bombing team has to be carried out on the squadrons. Much credit is due to the Conversion Units for their efforts, and particular praise is due to the Lancaster Finishing School who have elevated the importance of crew practice bombing to the extent of averaging between 12,000 and 18,000 feet in all bombing exercises over the last three months!!!
However, the crews are inexperienced with both aircraft and bombsight on arrival in the squadrons and intensive training is essential to bring them into line with the precision our operations require.
[Underlined] THE MARK XIV BOMBSIGHT [/underlined]
This bombsight has proved its worth. Although it is by no means a perfect sight, it is true that provided it is expertly maintained by the Instrument Sections and carefully handled by the Air Bombers, it can put bomb loads on to a target.
Air Bombers should make sure that their bombsights [underlined] are [/underlined] serviceable. It is the most important individual item of equipment that your aircraft carried, and as such should be the most carefully maintained. Its best test is on the practice bombing range – 6 bombs aimed accurately on different headings should produce a CLOSE GROUP. If not, then SOMETHING is wrong – report it to the instrument section – help them to find out what is wrong and then test it again. It may not always be possible to get this test exercise in the air – if not you must do the next best – carry out the exhaustive N.F.T. check.
In every P.R.U. picture there are sticks off the main concentration – it is almost certain that these sticks are wide because they were aimed with an unserviceable bombsight – are they yours? Were you absolutely certain that on Juvisy, La Chappelle, Tours, Brunswick, Munich or Schweinfurt, your bombsight was functioning correctly – when did you last do practice bombing with it – did you give is a thorough check during your N.F.T. or Ground Check? Did you??
[Underlined] NOTE [/underlined]
O.R.S. at Bomber Command have conducted a painstaking analysis of 5 Group’s practice and operational bombing. They report that
(Continued on Page 8 Column 1)
[Underlined] HIGH LEVEL BOMBING TRAINING [/underlined]
(ERRORS IN YARDS CONVERTED TO 20,000 FEET)
[Table of Bombing Training achievements by Squadron and Conversion Units]
[Underlined] THE BEST RESULTS FOR APRIL. [/underlined]
In previous months all crew errors at 20,000 ft. of less than 150 yards were listed in this column However, in April [underlined] 103 [/underlined] such results were obtained and it is therefore impossible to record them all. The crew errors of less than 100 yards are shown this month but it is confidently expected that in future space will only permit inclusion of results of less than 75 yards. It is possible – the list below proves it – therefore it must be done!!!
Squadron or Unit Pilot Air Bomber Navigator Crew Error at 20,000 ft
9 S/Ldr. Keir F/Sgt. Coates P/O. Lewis 54 yards
44 F/O. Oldham F/O. Petts Sgt. McKerrow 99 yards
49 F/Lt. Adams F/Sgt. Underwood S/Ldr. Evans 84 yards
F/O. Edwards F/O W. Smith F/Sgt. Cavanagh 83 yards
50 P/O. Lundy F/O. Bignall F/Sgt. Jordan 90 yards
P/O. McFarlin Sgt. Ball Sgt. Elliott 75 yards
F/O. Botha Sgt. Thompson F/O. Bishton 95 yards
S/Ldr. McLeod Sgt. Price F/Lt. Cunningham 80 yards
61 P/O. Ascott F/Sgt. May F/O. Ward 98 yards
F/O. Jeavons Sgt. Graham F/Sgt. Dow 93 yards
F/O. Paul P/O. Cook P/O. Griffin 40 yards
W/Cdr. Stidolph F/O. Aley F/O. Dyer 71 yards
F/Sgt. Woolnough F/O. Ravenscroft F/O. Haggerstone 71 yards
467 F/Lt. Marshall F/Sgt. Borman F/O. Easton 96 yards
619 P/O. Roberts F/Sgt. DeViell F/Sgt. Lott 43 yards
P/O. Saunders F/O. Rosenfield F/Sgt. Greacen 84 yards
630 F/Lt. Roberts F/Sgt. Jeffery F/Sgt. Davies 75 yards
S/Ldr. Calvert F/Sgt. Hogg F/O. Beaudoin 95 yards
Sgt. Mallinson Sgt. Pomeroy Sgt. Nassau 73 yards
F/O. Joblin F/O. Beeson F/O. Lambton 80 yards
1654 F/O. McLaughlan Sgt. Leeson F/O. Phillips 90 yards
F/Sgt. Pethick Sgt. Wallace F/O. Baldwin 82 yards
P/O. Richards Sgt. Buckby Sgt. Fazackerley 93 yards
F/O. Long F/O. De Sautels Sgt. Thomas 88 yards
1661 Sgt. Marsh Sgt. Carr ? ? 98 yards
5 LFS F/O. Oldham F/O. Petts Sgt. McKerrow 98 yards
617 F/O. Knights F/Sgt. Bell ) The best two 49 yards
S/Ldr. Munro F/Lt. Astbury ) exercises 53 yards
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 7
[Page break]
AIR BOMBING (CONTD:)
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
APRIL has produced the first maximum entry for the Competition since its inception in June, 1943. Some excellent results have been submitted and hearty congratulations are due to 61 Squadron for their outstanding exercises. The results are as follows:-
PILOTS AND AIR BOMBERS NAVIGATORS
1st 61 Squadron – 55 Yards 1st 50 Squadron – 59 Yards.
2nd 619 Squadron – 63 Yards 2nd 61 Squadron – 84 Yards.
3rd 49 Squadron – 71 Yards 3rd 619 Squadron – 96 Yards.
4th 50 Squadron – 80 Yards 4th 630 Squadron – 98 Yards
5th 44 Squadron – 81 Yards 5th 463 Squadron – 111 Yards.
6th (630 Squadron – 90 Yards 6th 44 Squadron – 125 Yards.
(106 Squadron – 90 Yards 7th 57 Squadron – 136 Yards.
8th 207 Squadron - 101 Yards 8th 467 Squadron – 141 Yards.
9th 9 Squadron – 112 Yards 9th 49 Squadron – 152 Yards.
10th 463 Squadron – 116 Yards 10th 106 Squadron – 163 Yards.
11th 467 Squadron – 125 Yards 11th 9 Squadron – 167 Yards.
12th 57 Squadron – 135 Yards 12th 207 Squadron – 188 Yards.
Group Captain Butler (R.A.F. Dunholme Lodge) produced a token cup to celebrate 44 Squadron’s victory in March. It is hoped that 44 will pass on the token to 61 Squadron.
It is noteworthy that the three Squadrons of 52 Base are all in the first five.
[Underlined] LEADER COMPETITION. [/underlined]
Only two entries were received this month:-
1st F/Lt. FARARA (630 Sqdn) – 85 yds.
2nd F/Lt. McDONALD (61 Sqdn) – 160 yds.
Congratulations F/Lt. Farara!!
(Continued from Page [sic]
our errors on both are similar – that means that 5 Group Bombing Teams achieve substantially the same results on German targets that they obtain at Wainfleet, Epperstone, Owthorpe and Bassingham Ranges, therefore, it merely remains to improve our results on the “home” ranges in order to obtain more hits on the “away” targets.
[Underlined] “GEN” FROM THE SQUADRONS. [/underlined]
[Underlined] 106 Sqdn. [/underlined] (F/Lt. Wake DFC) reports that their descent from top position in the Bombing Competition is only temporary and is due to their best crews finishing about the same time. Other Squadrons are warned that 106 intend to be back at the top by the end of May.
[Underlined] 44 Sqdn. [/underlined] (F/Lt. Lowry) have constructed an effective Mk.XIV mock-up as follows:-
1. No suction used – Gyros are counter-balanced in Sighting Head and Computor.
2. All electric motor is used to obtain pressure.
3 Airspeed and Height operation is obtained by connecting two external sylphan tubes to the static and pitot heads of Computor Unit. Attached to sylphan tubes are adjustable thumb screws to enable airspeed and height indicators to be carried throughout their range.
This go ahead Bombing Section have also introduced the use of Navigator’s Log Books (an idea borrowed from 5 L.F.S Syerston) in which are posted all permanent information such as Bomb T.V’s Conversion of True to Indicated Wind speed tables, etc. and is also used to carry target maps and operational bomb load instructions.
[Underlined] 1661 Con. Unit. [/underlined] (F/Lt. Brewer, DFC.) have completed the installation of Mk. XIV bombsight complete, in the A.M.B.T. A really first-class job by all concerned!!!
[Underlined] 61 Sqdn. [/underlined] (F/Lt. MacDonald) Competition winners for April, report that W/Cdr. STIDOLPH and crew set the pace with a Crew Error of 71 yds. This aroused competitive spirit to a marked degree in the Squadron. The following result was obtained:-
Crew Error ar 20,000 ft. – 40 yards
Navigator’s Error – 25 yards
Pilot & Air Bomber’s Error – 37 yards
The crew were:- Pilot – F/O PAUL
Air Bomber – P/O COOK
Navigator – P/O GRIFFIN
[Underlined] 9 Sqdn. [/underlined] (F/Lt. Bell, DFC.) reports the following excellent method of plotting crater positions from night photographs.
Plot the centre of the photograph on tracing paper pinned on to the target illustration. Mark the heading accurately from the compass rose on the tracing. Calculate distance between centre of the bombing photograph and centre of bomb craters commencing with position of bomb and flash release. The distance from this position to the centre of the photograph is the ground speed of the aircraft in feet per second multiplied by the flash setting; a deduction being allowed for the 5° aft tilt of the camera.
Forward travel of the bombs can be noted in A.P.1730A.Vol.1. to which must be added or subtracted the distance due to the wind component.
Plot this distance forward along track on the tracing paper and the approximate position of the centre of the stick is recorded. The stick length is known and should be drawn to scale. This method if accurate provided that:-
(i) the aircraft maintains heading and attitude from bomb release to explosion of flash (this can be checked by study of pre-bombing frames on the film)
(ii) There is only a small error due to cross trail - allowance can be made for this if necessary.
9 Squadron have found that their plots using this method are accurate to within 100 yards by subsequent comparisons with P.R.U. photographs.
[Underlined] 617 Sqdn. [/underlined] (F/L Astbury, D.F.C) reports the following outstanding exercise:-
F/L Clayton, Pilot, F/O Watson, Air Bomber, carried out an application exercise from 20,000 ft. And averaged 73 yards. Two of the six bombs were DIRECT HITS!!
[Underlined] “G”N” [sic] FROM THE BOMBING RANGES [/underlined]
(I) [Underlined] Wainfleet [/underlined] – plotted 5,492 bombs aimed by 1,044 aircraft during April. Thus in one month 28 tons of practice bombs have been dropped at this range.
(ii) [Underlined] Epperstone [/underlined] – plotted 990 bombs aimed by 200 aircraft.
(iii) [Underlined] Owthorpe [/underlined] – plotted 916 bombs aimed by 147 aircraft.
[Underlined] AIR BOMBERS’ QUIZ. [/underlined]
1. What would happen to the Mk. XIV Bombsight if the Port Inner engine had to be feathered?
2. How would you use the Quadrant Plate and Pointer at 13,000 feet?
3. How could you jettison a load of incendiaries “SAFE” with reasonable certainty?
4. If the Pilot operated the Jettison toggle what would happen to your Jettison bars and what extra action is necessary to put them back to “SAFE”?
[Underlined] BOMBING LEADERS’ CORNER. [/underlined]
[Underlined] F/Lt. Abbott [/underlined] is now Bombing Leader at 49 Squadron. It is noted that 49 moved from hitherto unplaced position in the Competition up to [underlined] 3rd [/underlined] in April.
[Underlined] F/Lt. Stoney, DFC. [/underlined] (1660 Con.Unit) has moved to 97 Squadron for his 2nd tour of operations. Good Luck!
[Underlined] F/O Lowans, DFM. [/underlined] has moved from 49 Squadron to 54 Base where he is attached for Bombing Leader duties.
[Underlined] F/O Tibbs (207 Squadron) [/underlined] obtained “B” category on No. 79 Bombing Leaders Course.
[Underlined] F/O Kennedy (619 Squadron) [/underlined] and F/O Martins (106 Sqdn) obtained “B” categories on No. 80 Course.
[Underlined] P/O Ball, DFM. (1660 Con. Unit) [/underlined] has been attached to Headquarters, Bomber Command for Bombing Analysis duties.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 8
[Page break]
RADAR/NAV
[Underlined] H 2 S [/underlined]
Considerable changes have taken place in H2S training during the month, the most notable being:-
(i) H2S training has been expanded at the Conversion Units to cover 12 crews per course, to meet increased demands of the squadrons.
(ii) To standardise training throughout the Group, a Ground Training Syllabus has been issued outlining the minimum amount of ground training to be carried out by H2S crews, whether trained on squadrons or Conversion Units.
(iii) Greater emphasis is being placed on the Navigational aspect of H2S to increase further the reliability of fixes and winds obtained.
A concentrated drive is being made by all Instructors to improve D.R. navigation by H2S, to ensure that failures due to lack of confidence and inability to interpret the P.P.I. are things of the past. The tendency to slur over H2S navigation must be overcome as a successful H2S bombing run is largely dependent on a correct navigational approach to the target. This does not mean however that blind bombing is to be relegated to a mere fraction of the training time; on the contrary a large part of training can be devoted to blind bombing technique when crews are able to navigate accurately by H2S and ensure that the target is reached at the correct time.
Manipulation failures still continue to be reported and every effort must be made by operators to prevent such failures being attributed to their neglect. Now that the Air Bomber is required to sit in the navigator’s compartment and manipulate the H2S equipment, manipulation failures should be on the downward path. Two heads are usually better than one and with the list of H2S faults and remedies, one of them should at least have some knowledge of the symptoms and their correction. The impression conveyed is that many of these manipulation failures are due to lack of understanding of the equipment. The Technical Radar Officer is always willing to part with “gen” providing questions are asked. Don’t be afraid to worry these officers because in the long run by asking questions about your equipment you are probably saving their time and yours.
Leica cameras are now being used to photograph the P.P.I. on training flights and several remarkable prints have been obtained. particularly [sic] on Edinburgh and London. Two squadrons are now equipped and it is eventually hoped to obtain further cameras for the remainder. With the advent of P.P.I. photography blind bombing can be carried out irrespective of cloud cover and accurate results obtained. Much information can also be obtained on the definition of built up areas and it is hoped eventually to relate individual bright responses with definite structures in these built up areas. It is therefore essential that the camera operator fills in the photographic interrogation report in a concise and accurate manner, enabling much valuable information to be obtained for use of H2S crews on future operations.
The results of the blind bombing competition have now been received and are published below. All crews who participated are to be congratulated on the excellent results obtained.
[Underlined] Final Order Captain Squadron Av. Error. in miles. [/underlined]
1 P/O Rogers 630 .33
2 F/S Canever 57 .38
3 P/O Manning 44 .42
4 F/L Smith 57 .46
5 P/O Ross 57 .46
6 P/O Higgs 44 .48
7 F/O Bayley 57 .49
8 F/L Healy, DFC. 49 .60
9 F/O Penman 106 .64
10 P/O Shinn 49 .65
11 P/O Jones, J. 49 .66
12 F/O Thomas 57 .87
13 F/L Kellaway, DSO. 630 1.12
14 F/L Roberts, DFC. 630 1.15
One point arising out of blind bombing on H2S which has been noticeable on operations during the last month is that many H2S operators who claim to mark blind are unduly influenced by the markers showing a lack of faith in the instrument. Complete confidence can only be built up by sufficient training in which advantageous use should be made of the synthetic trainer.
Talking about synthetic trainers, East Kirkby have introduced a modification to the trainer which gives correct crystal current movement and a tuning position, thus enabling operators to practice manipulation on the trainer. It is hoped to introduce this modification to other trainers in the Group as soon as the technical details are settled.
This month we welcome 83, 97 and 627 Squadrons into the Group. They have brought with them new equipment and methods and it is felt that as pioneers in H2S much can be learnt from them. It is hoped that all H2S Instructors will take the opportunity of visiting these squadrons and utilising the information gained to the benefit of their respective units.
[Underlined] GEE [/underlined]
Gee range has improved considerably during the month and many navigators obtained fixes over targets attacked. However, there is still a tendency to neglect Gee when jamming appears.
Some navigators had opportunities of using the new North Eastern chain this month with gratifying results, many fixes being obtained further than 8° East, and off chart coverage. Providing navigators continue to give reports on the reception they receive outside the limits of the present lattice charts, something can be done to produce additional charts.
Coding has not caused any confusion, and the blinking of the “A” pulse appears to have been a success. There is one point, however, which must be borne in mind by all navigators and wireless operators regarding the use of coding in distress signals. All fixes passed for transmission during distress procedure must give the true lattice line values and therefore the coding figures must be deducted by the navigator from the indicator readings prior to passing the fix to the Wireless Operator. Watch this or you will be plotted miles away from your true position.
Manipulation failures are still too high and these can be overcome only by constant practice in setting up and correction of faults. Many navigators to whom manipulations faults have been attributed are still changing over alternator plugs with the set switched on resulting in fuses being blown. When changing the R. F. Units or alternator plugs, Gee must be switched OFF.
The following is an extract from a report on Gee which should be of interest to all navigators:-
“There seems to be a popular idea with navigators that XF’s necessarily give extra range. This is based on the fact that when they were first introduced, they gave extra ranges before the enemy had time to organise counter measures. The main advantage of XF’s is not to give extra range but to make the enemy spread his jamming over more than one frequency, tending to make it less intense on any one frequency”
Another point is that many navigators are using stud settings and RF Units which have not been detailed for the operation in question. There is even a case this month of a navigator using a chain which was not detailed, and he claimed far greater range though admitted the fixes were unpotable.
(Continued on page 14, col.2)
Link Trainer
The nil returns for 630, 617 and 627, and the very low return for 57 Squadron were due to the absence of Link Trainers at East Kirkby and Woodhall. Machines were, however, installed at these Stations at the end of the month and it is hoped these Squadrons will make up the deficiency by an increased effort next month. A revised Link Trainer Syllabus is being drafted and should be available to Units by the middle of the coming month. The amount of Link done on the squadrons still warrants improvement and it is hoped that the new Syllabus will assist in this.
[Table of Link Trainer Sessions by Squadron and Unit]
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 9
[Page break]
[Cartoon] SPORTS [Cartoons]
April, and the first few days of May, saw the last of the two Group Competitions – the Lancaster Seven-a-Side Rugger Trophy, and the Matz Cup.
[Underlined] The Lancaster Seven-a-Side Competition [/underlined] has had a very mixed reception. Although designed on a Group inter-squadron basis, to include every crew in each Squadron, and having a system of points that favoured squadrons fielding the greatest number of teams, no squadron outside 53 Base even began the competition. But within 53 Base it was an amazing success. 86 teams took part, and the resulting increase in fitness, and the keenness that developed, fully repaid the efforts of A/Cdre. Hesketh who originated the competition. Next season this is going to be one of the Rugger high-lights, with a smashing Boxing Day final meeting of all the squadron finalists, followed by “noggins for all” round “Ye Olde Yule Logge”.
[Underlined] The Matz Soccer Cup. [/underlined] Coningsby crowned a successful soccer season by beating Winthorpe 2 – 0 in the Matz final on the Lincoln City ground on 6th May. In their semi-final game, Coningsby met the Group “giants” – Scampton – at Waddington, and emerged successfully after a terrific duel. Winthorpe had to play three games with Metheringham before they got to the semi-final stage. Then they defeated Skellingthorpe 3 – 2, after being 2 goals down with only twenty minutes to go. The final was worthy of the competition, and produced a clean, hard fought duel, perfectly even in the first half, but with the Coningsby forwards more dangerous than their opposites in the second. Winthorpe goalie and backs are to be congratulated on their fight, they certainly kept the flag flying. Coningsby’s first goal came from a penalty, their second from a beautifully placed header into the corner of the net in classic “corner kick” style. Coningsby were minus their professional left winger, Colinridge, but his successor ably filled the bill, and the forwards were presented with many openings by a clever half back division. After the game, Mrs. Cochrane presented the cup in the stand, and the A.O.C., who had been a delighted spectator, congratulated the teams in the dressing rooms on their splendid show. Later the teams had tea together in Lincoln, and later again the Cup was christened with the traditional quart of “old and mild”, we hope.
[Underlined] The Wines Rugger Trophy. [/underlined] Dunholme are hot on the scent of this “pot”, and it will take a good side to stop them. Winthorpe are in the remaining semi-final with Waddington. It is proposed to polish off the semi-final and the final before the 14th, leaving King Willow in peaceful possession.
[Underlined] 5 Group Mixed Hockey Trophy. [/underlined] East Kirkby reached the final by beating the redoubtable Swinderby on their own ground. It now remains for Metheringham to play Waddington and the winner to meet Scampton, to provide the other finalist. This competition must be polished off quickly, before hardening grounds make the ball a little too lively for all but the steel shinned types. This new competition has proved very successful and should provide a most interesting final.
[Underlined] FOOTBALL [/underlined]
SCAMPTON played eight Station matches, during the month, of which they lost only one, 2 – 1 to R.A.F. Ingham. In the semi-final replay of the Lincoln and District Amateur Cup they defeated R.A.F. Wickenby 3 – 0. In the final with Lincoln Rovers on City ground they played magnificently for a 5 – 4 victory, finishing the game with only nine men. Now they are all out for the Lincoln and District League Championship. They have had a most brilliant season.
DUNHOLME had six games, of which they won four. Their two losses were to Scampton – 1 – 5, and to Headquarters 5 Group 3 – 4. Eight inter-section games were played off.
FISKERTON laid out two soccer pitches during the month and gained a considerable impetus in ensuing activity. The station team won its last three Lincoln League games. A combined league and knock-out competition is running with eleven teams competing. 49 Squadron has three teams entered. Two games per day is common; B.A.T. Flight v Echelon have already fought three pointless duels, playing extra time in the last two games. Which shows what a new pitch can do.
BARDNEY have a very strong team, and won six out of their seven April games, including Coningsby and Skellingthorpe, Matz winners and semi-finalists, among their victims. They challenge all comers to do battle! and they are keen, they even cycled to a match – and won!!
METHERINGHAM were unlucky in having three station games cancelled. They played three losing to Digby and 373 Battery, Woodhall, but beating Woodhall Spa 5 – 2. Inter-section fixtures (league and knock-out) produced 14 games, Squadron Armoury, the League champs, being knocked out by R.A.F. Regiment.
H.Q. 5 GROUP team is building up steadily, the laying out of a pitch having provided a much needed stimulus. After winning the opening game against Wigsley, 3 – 1, on the new pitch, the Group lost to Skellingthorpe away. Six games yielded four wins, a draw with 93 M.U. the old rivals, and one defeat. In early May, there was much creaking of joints when an officer’s team emerged minus winter woollies and held the Group side to a mere 3 – 1 triumph.
RUGBY
DUNHOLME, finalists in the Wines Trophy, have a powerful side. They defeated Swinderby 8 – 0 in the Wines’ second round, defeated 2 A.A. Command School both away and at home, and Scampton 7 – 6 on the latter’s ground. They are all out for the Wines Trophy and beat Fiskerton 27 – 0 in the semi-final.
METHERINGHAM with a greatly improved side held Waddington to a 9 – 0 victory, and win one and lost one with R.A.F. Digby.
[Underlined] HOCKEY [/underlined]
SCAMPTON certainly got in plenty of practice, with eight April games. They won five, knocking Syerston out of the Group Trophy, their victories also included Ingham, Faldingworth and 5 Group. They are in a strong position for the Trophy competition.
H.Q. 5 GROUP team is most active. Through the generosity of Swinderby they hold “home” games there pending completion of their Morton Hall pitch. During April they played six games winning two, with one draw. East Kirkby proved their downfall in the Group Trophy. A friendly three game duel with Swinderby has produced one win each and one draw. It is hoped to continue hockey, even if only in inter-section “sixes” throughout the summer.
[Underlined] GENERAL JOTTINGS. [/underlined]
SOFT-BALL 0 Fiskerton have a team in the Lincoln area league. Metheringham are also running a team, playing in a Digby League. 5 Group H.Q. have a willing, if unskilled, nucleus who like to “play ball”. There should be some scope for friendly games within the Group.
TENNIS and BOWLING – Bardney and Metheringham are lucky in having village facilities available, and the games are in full swing.
CYCLING is popular in Bardney. The tough kind with a “cow’s horn” handlebar and a “tail up” racing crouch. Any ex “roadmen” are welcomed to compete in a friendly “25”. A perimeter track is the proposed venue.
CRICKET – The great concern of every captain’s heart is the pitch. The sacred sward where worms and birds both “fear to tread” is THE FOCUS OF ALL CRICKETERS THOUGHTS. May we remind stations that it will be appreciated if they will keep to the date schedule of the Group competition, and not insist on a too Velvet like patch before playing their first round.
WAR SAVINGS
FISKERTON are to be congratulated on another fine effort in National Savings this month. Last month’s increase of 143% to £884 has again been increased by 34% to £1185.
FISKERTON will doubtless be only too pleased to pass on details of their fruitful methods to other Stations – if only to get a bit of competition!!
(a) Pence saved per head of strength.
(b) Percentage of personnel saving.
(c) Total amount saved.
[Table of War Savings by Station]
TOTALS 6309.13.4.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 10
[Page break]
ACCIDENTS
[Underlined] SLIGHT IMPROVEMENT IN ACCIDENT RECORD [/underlined]
The month of April showed a welcome drop in the number of accidents in the Group compared with March, but though there was a large increase in total flying hours, this accident rate did not improve in the same ratio, and is still well below the Group’s best standards.
In all 40 aircraft were damaged during the month, 19 of which were classed as “avoidables”. The remainder were classed as technical failures or obscure. The total of “avoidables” may be subject to alteration as one or two accidents occurring at the end of the month have not been fully investigated and are not included. At the moment they appear to be technical failures or entirely obscure.
[Underlined] AVOIDABLE [/underlined]
The details of the avoidable accidents are as follows:-
Ground collision (including taxying) – 6
Swings … 2
Heavy landings …2
Low flying … 2
Overshoots landing … 2
Mid air collisions … 2
Errors of judgement landing … 1
Other errors of judgement … 2
TOTAL … 19
51 Base accounted for 11 and Squadrons 8.
[Underlined] M.T. COLLISIONS & TAXYING [/underlined]
There were again two M.T. accidents this month. In spite of strenuous efforts to stamp out this type of accident it still recurs. Next month [underlined] MUST [/underlined] be “M.T. Accident Free”.
Of the taxying accidents two occurred at night and two during the day. One of the “night” accidents was caused primarily by the pilot neglecting to use an Aldis lamp or taxying light. He struck an obstruction just off the dispersal lead in. In this instance his Flight Engineer was aware of the obstruction but did not warn his captain. Both log books were endorsed in RED.
A Lancaster pilot had just landed landed [sic] and was proceeding round the perimeter, when he told his Engineer to cut the outer engines. The Flight Engineer did so, but opened the starboard outer throttle fully before the propeller stopped turning. The engine roared into life and swung the aircraft off the perimeter. Again, the log books of both pilot and F/E were endorsed in RED.
[Underlined] SWINGS AND HEAVY LANDINGS [/underlined]
Both Swings this month were on take off – one Stirling and one Lancaster.
In the Stirling the pupil pilot swung off the runway, throttled back completely as per drill, but did not stop before his aircraft struck another in dispersal.
The Lancaster pilot ignored all he had ever been told about take-off procedure, handed over his throttles too soon to the Flight Engineer, swung to port at “full power”, over-corrected and broke his undercarriage on a final swing to starboard. His bomb load exploded. Luckily the crew got clear before this happened.
This pilot made another mistake in running up to +4 lbs, 2650 revs. against the brakes.
Heavy landings were of the usual pattern. One occurred at Conversion Unit in unfavourable weather conditions. The other was the result of a Lancaster pilot levelling off too high and not using the engine to correct.
[Underlined] MID-AIR COLLISIONS [/underlined]
There have been four mid-air collisions in the Group in recent months – two in April. There are so many aircraft over this country both by day and night that crews must keep absolutely on their toes at all times. We hear reports of “narrow squeaks” almost every
[Cartoon]
Dot and Dash, the immaculate W.A.A.F’s … “and I’d have been all right if that Stirling hadn’t backed into me”
day. The answer, of course, is to maintain a thorough look-out.
Don’t ignore the new “look-out” drill which was sent out this month. There should be no tendency to relax when an aircraft comes back into the circuit after an Op. or any other flight. The danger of collision is always present, and as the pilot is necessarily busy with his cockpit drills, it is up to the rest of the crew, especially gunners, to ensure the safety of the aircraft by keeping up a search and warning the captain of other aircraft.
[Underlined] OTHER INCIDENTS [/underlined]
A pupil pilot in a Stirling was out of line with the runway at 500’ on a good clear night. He landed anyway, off the runway, and knocked over the wind sock.
An Instructor in a Lancaster in showery weather, also found himself out of line with the runway. Instead of going round again he landed off the runway. His speed was excessive and he overshot. A deliberate ground loop placed the aircraft – CAT AC.
A Conversion Unit Mid-Upper Gunner was unloading his guns after a flight. One went off and fired a round into the “fin”. The fin had to be replaced. Gunners! make sure your guns are on “Safe” – all of them.
One Lancaster crashed this month in obscure circumstances. The aircraft was seen coming out of cloud in a high power dive. The tail fell off and then the aircraft broke up. The suggestion at the moment is that the pilot lost control in daylight in cumulo-nimbus cloud. The Accidents Investigation Branch may produce further evidence.
Further proof of the merits of the Lancaster came out this month. An aircraft returned on two engines after being badly shot up. On making an approach at a strange airfield, the pilot could not get his wheels down and went round again from a low height. Unfortunately on his second attempt the pilot overshot on a short flarepath and crashed.
RECENT GOOD SHOWS
P/O Milne of 50 Squadron displayed exceptional airmanship, and also proved that the Lancaster can be flown on two engines even with a load. He lost both starboard engines while outward bound on ops., at 3,000 feet. Forced to return to Base, he jettisoned the fuel from the inboard tanks and effected a perfect approach and landing still carrying full bomb load.
F/Sgt Young, a pupil at 5 L.F.S., put up a good show which also reflects credit on his Instructor. Shortly after take-off on his first solo in a Lancaster, the starboard tyre burst. F/S. Young was diverted to Woodbridge where he made a successful landing without causing any further damage to the aircraft.
F/Sgt. White and F/Sgt Millikan, the Navigator and Air Bomber of a crew under training at Conversion Unit, set an example which would have done credit to an experienced crew. While on a high level cross country flight, their pilot passed out through lack of oxygen and lost control of the aircraft. F/Sgt Millikan regained control of the Stirling and under the direction of F/Sgt White who assumed the responsibility of captain, they flew the aircraft for 1 1/2 hours back to Base when the pilot had recovered sufficiently to land the aircraft.
The “Plumbers Union” have also distinguished themselves. F/Sgt Gledhill, a Staff Engineer of 1660 Conversion Unit, was a member of a crew of a Stirling. While the aircraft was taxying to dispersal, the port inner caught fire. The Graviner had no effect, and F/Sgt Gledhill promptly removed the engine cowling and extinguished the fire with a hand extinguisher, saving the aircraft from much more serious damage.
(Continued on page 12, col.3)
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 11
[Page break]
GUNNERY
[Underlined] CLAY PIGEON SHOOTING [/underlined]
F/Lt. Lucas of Flying Training Command visited the Group during April to advise on the subject of Clay Pigeon Shooting, this Officer is stationed at 54 Group Headquarters, and is responsible for Clay Pigeon Shooting in the I.T.W’s. It was obvious that we are getting little if any training value out of clay pigeon shooting at present, due to the lack of proper ranges and the fact that very few Gunnery Leaders have ever had instruction in the art.
A trap house was constructed at Waddington from sandbags, and seven firing points laid out; this work was done in two days. The lay-out in use at I.T.W’s has two trap houses, but this was not considered necessary for our purpose. A request has been made for an officer from Flying Training Command to be attached to the Group to give advice and instruction to all stations, and the possibility of constructing a sandbag trap house on each station is under consideration. A demonstration of the lay-out at Waddington, makes it obvious that clay pigeon shooting must be done on a properly constructed range under the supervision of an instructor; under these conditions it is an excellent quickening exercise and when gunners are proficient in hitting clays, they have confidence in themselves.
[Underlined] .5 UNDER DEFENCE GUN. [/underlined]
Six squadrons have aircraft fitted with this gun and squadrons have been asked for opinions on the value of the gun on operations, and if H 2 S is preferred to the gun, as the aircraft can obviously only have one or the other. Opinions given to date are not very favourable as several snags have been encountered during the trials carried out so far. With the gunner strapped in his seat it is difficult to follow the gun round on the beam; it is difficult for the gunner to get his head down behind the sight as it tends to push the oxygen mask upwards on the gunners face; and also considerable vibration is experienced on the sight when the gun is fired.
[Underlined] COMBATS [/underlined]
Combats for April numbered 81, resulting in 5 enemy aircraft claimed as destroyed, 1 as probably destroyed and 7 damaged. The maximum number for any one operation was 24 and this was on the 22/23rd April on Brunswick five claims being made on that night; 1 destroyed, 1 probable and 2 damaged. Combats on French targets were few, but these sorites are not to be treated lightly by air gunners and the most vigilant search is to be maintained at all times. Squadrons must include instruction on search during night vision training. Search from the rear turret is difficult as it entails the rear gunner standing or crouching in a most uncomfortable position for short periods to enable him to see below and astern; this must be carried out as the view below is very poor when the gunner is in the seat.
[Underlined] SELF TOWED DROGUES [/underlined]
This practice has not been carried out on the scale it was hoped for, due to a variety of reasons, the main one being the shortage of brackets for attachment to the aircraft. Some Stations have had difficulty in obtaining the material for the manufacture of these items and snags have been met in obtaining the quick release unit. Gunnery Leaders should press for this equipment to enable a consensus of opinion to be obtained on the value of the exercise. Self tow at night with the drogue illuminated is the best step and should present no difficulties when Squadrons are satisfied that the existing equipment is satisfactory.
[Underlined] RESULTS OF C.G.S. COURSE. [/underlined]
[Underlined] NO. 77 COURSE. [/underlined]
F/O Wyand – 9 Sqdn. – 83.8% - Cat. “B”.
F/O Fisher – 1660 C.U. – 77.8% - Cat. “B”.
[Underlined] SPECIALIST SIGHTING COURSE AT MANBY. [/underlined]
[Underlined] COURSE NO. 14. [/underlined]
F/O Gross – 1660 C.U. – Cat. “B”.
[Underlined] COURSE NO. 17. [/underlined]
P/O Hammond – 619 Sqdn. – Cat. “A”.
Congratulations to P/O Hammond on obtaining first place on the course.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
49 Sqdn. “M” 20/21st April,1944 FW.190 C.
106 Sqdn. “G” 22/23rd April,1944 ME.109 C.
467 Sqdn. “N” 26th April,1944 FW.190 C.
630 Sqdn. “B” 29/30th April,1944 FW.190 C.
[Underlined] PROBABLY DESTROYED [/underlined]
619 Sqdn. “G” 22/23rd April,1944 JU. 88 C.
[Underlined] DAMAGED [/underlined]
44 Sqdn. “Z” 9/10th April,1944 ME.110 C.
207 Sqdn. “A” 22/23rd April, 1944 ME.210 C.
467 Sqdn. “W” 22nd April,1944 ME.109 C.
630 Sqdn. “J” 24th April,1944 FW.190 C.
630 Sqdn. “T” 24th April,1944 ME.109 C.
97 Sqdn. “Q” 24th April,1944 JU.88 C.
[Table of Air Training for April showing Fighter Affiliation and Air Firing Exercises by Squadron]
[Underlined] ACCIDENTS (Contd. From page 11, col.3) [/underlined]
- AND SHOWS NOT SO GOOD
A Stirling made a crash landing last month and the only man injured was the rear gunner. He was also unique in that he was the only man not in his crash position.
A Squadron aircraft crashed in poor visibility. There were several diversion airfields available and the pilot was told to stand by and orbit Base. But he thought he’d come down to have a look!! He and two occupants were killed as a result.
Two aircrew baled out over the Wash. They did not take their ‘K’ type dinghy, and so threw away their last chance.
An experienced captain was recently forced to make an early return. His Flight Commander removed his pitot head cover for him when he landed.
Another “gen man” thought it unnecessary to await the ground crew’s signal to leave dispersal. He taxied into the tail of an aircraft in front of him. Both aircraft are CAT A/C!!
A very much sadder and wiser crew landed badly shot up recently. They explained they had lost the Concentration. The pilot had put red on black on one course. Yes it can still happen!!
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 12
[Page break]
PHOTOGRAPHY
The number of photographic attempts during the month of April was 1635, of these 952 produced plottable ground detail, this increase being due to better conditions and the type of attack. It will be seen from the analysis that the percentage of failures is still excessive with a considerable increase in failures attributed to “no flash” illumination”. [sic]
There can be no doubt that, in the past, many flash failures were passing through as “flash muffled by cloud”, since it is impossible to assess bombing frames exposed by the light from fires on the ground when cloud conditions are 10/10ths. This is no attempt to draw attention to the high percentage of Armament failures; failures, whatever the cause, result in the loss of very valuable information and represent a loss in efficiency.
Photographic and Armament personnel must co-operate with each other to establish the [underlined] real cause [/underlined] of these failures; Type 35 camera controls and photo flash fuse settings must be identical with each other. It is not enough to set the control pointer to the required setting. Make sure that the timing of the control agrees with that indicated upon the setting dial before it is fitted to the aircraft; adjustments can be made to the pointer where necessary.
It is again necessary to stress that once the aircraft have returned from the attack, the production of the photographic results in the minimum period of time is essential to the Air Staff. The majority of the section personnel are aware of this fact, but improvement can be made by better organisation and attention to the following:-
(i) Ensure that everything is ready to commence processing as soon as the first magazines arrive (at one section seven minutes were lost between the time of the first magazine going into the darkroom and the lights being switched off).
(ii) The photographer detailed to receive the film magazine from the aircrew must obtain essential information and pass the first four or six magazines to the processing section in the quickest possible manner. (One section wasted valu-
{Continued on Page 14 Column 3)
[Table of Photographic Analysis Results by Squadron]
TRAINING
[Underlined] RECORD MONTH FOR TRAINING BASE [/underlined]
During April, 51 Base flew more hours and passed out more crews than ever before in its existence. The Stirling Conversion Units produced a grand total of 5500 flying hours, and the Lancaster Finishing School a total of almost 1900 hours. The Lancaster Finishing School posted 109 crews to squadrons and 95 crews were posted into the Lancaster Finishing School for Lancaster training.
These results were achieved as a result of strenuous efforts on the part of maintenance personnel and instructional staffs throughout the Base, despite the fact that the first ten days of the month produced little flying owing to bad weather. The operational stations in the Group assisted by providing their airfields for circuits and landings when training base airfields were overcrowded.
With excellent co-operation between this Group and 10 and 12 Fighter Groups, Training Base flew Bullseyes on 18 nights. Crews also took part in Command Bullseyes, including three spoofs over the North Sea which, in addition to providing good D.R. practice for the Navigators, helped divert the enemy’s fighter strength from the operations against enemy centres in France.
The main concern during the month has been burst tyres on Lancasters and Stirlings, and every precaution is being taken to reduce these to a minimum, because it is fully appreciated that the minor mishap caused by a burst tyre can well lead to a serious accident. The overall total of accidents for the Base is still too high, and the staff is pressing forward strongly with an “accident reduction” drive.
The forthcoming expansion in Training Base by which 132 crews are to be produced each month, has led to a revision of the Ground Syllabus and the Flying Syllabus. The revised Flying Syllabus is not yet effective, but will come into operation during May. There has been an expansion of H 2 S training in the two Units at present equipped for this training, and when 1654 Conversion Unit at Wigsley becomes productive, the periodical shortage of H 2 S crews should cease.
AIR SEA RESCUE
It is a very easy thing, when ordered to practice Parachute or Dinghy Drills to go out to an aircraft sit around smoking for half an hour and then report back to the Flight Office “D.C.O.” These drills are the “Safety Drills” and the instinct of self preservation alone should make crews practice them until “Practice makes Perfect”.
Generally speaking parachute drills are carried out more conscientiously than Dinghy Drills, but in recent incidents in this Group it appears that even this drill is not receiving the attention it should. Note the findings of the investigating officer after a recent fatal accident. “It seems doubtful whether the crew had done the amount of parachute drill accredited to them in the “Flight Records”. In other words completed records may save you a lot of bother, but unless the records are true they are valueless and wasteful.
Let us face facts. Even [underlined] you [/underlined] may be shot down and bale-out or ditch some time or other. If you have just a rough working knowledge of the drills, some of the crew will probably save their lives, but, equally probably, some will lose their lives. If you and your crew are word and action perfect in the drill, you will live to fight again, and get a good spell of “Survivors’ leave” into the bargain. Most probably!
Saturday morning had now been set aside as the time when every available crew is to spend at least an hour on these Safety Drills. It should also be regarded as a suitable time to acquaint aircrews with the latest safety equipment and modifications. This period, however, should not be regarded as an excuse for not doing drills at other times. There’ll be the odd occasion when you are elsewhere on a Saturday morning.
One Base has issued instructions that crews are to be ordered at Briefing, from time to time, that they are to do these drills after landing from Operations – when tired and in darkness, when their physical condition is similar to that when facing a real “Bods out” or ditching, or baling our [sic] conditions. This is a very good way of doing things – you get the maximum benefit, as you are already in full flying kit, with the minimum of effort.
In March 36.9% of aircrews in all Groups who ditched in “Home Waters” were saved, while 397 lost their lives. The fact that 73 lives were lost in crews where other members were saved stresses the importance of drills. The Americans are still making better use of your Air Sea Rescue Service than you are.
[Underlined] ARMAMENT (Continued from Page 15 Col.2) [/underlined]
stations in the near future to service the F.N.64 turrets prior to their being returned to Maintenance Units – a step in the right direction at last. All Armament Officers can assist in speeding up this servicing process by ensuring that a hydraulic turret test rig and a complete set of tools are available for the party when they arrive. Don’t leave it until the day the party is expected, and so waste a day collecting the equipment from various dispersed points around the station. Do it now and ensure that the floor space at present cluttered up by these turrets is made available for more important equipment.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 13
[Page break]
ENGINEERING
A record number of sorties has been carried out during April and it was pleasing to note that note that the cancellations due to technical defects were: Early Returns .73% - Cancellations .69% - both being very definite improvements.
The number of engine failures which occur and necessitate change of an engine before the completion of its life are not decreasing at the rate we should expect now that a more reliable engine forms the bulk of our holdings. The Merlin 24 from which we expected such high performance is doing its best to produce this performance. It is however handicapped by the fact that paddle-blade propellers and AY/118 constant speed units have invariably been fitted to this type of engine, the results being that instances are occurring of over speeding and the odd case of engine disintegration. Action is in hand to fit modified C.S.U’s and this must go ahead with all possible speed.
The Merlin 28 and 38 still suffer from loss of coolant occasionally, and we still get failures due to fracture of the oil pipe to the dual drive, mainly due to the slow rate at which the modified oil pipe is being supplied.
It is pleasing to see the local improvements which are being carried out by C.T.O’s the improvement of technical sites on the “self help” scheme and the general clean-up and overhaul of equipment.
Although the introduction of a technical adjutant was mainly to allow the C.T.O. to be out amongst the aircraft more, there may be a tendency for the C.T.O’s to leave too much to the technical adjutant. This is a point which must be watched and although it is not the intention to pin the C.T.O. to his office, he must keep a tight control on correspondence, returns and technical reports and keep “au fait” with all leaflets and technical letters issued.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
It is gratifying to note that the maintenance of the Mk.XIV Bombsight improves month by month, as is evidenced by recent photographs of targets after a visit by 5 Group. Ground crews in general share in these achievements, but the instrument repairer deserves a special pat on the back for the hours well spent in tuning and levelling the Bombsights to produce these results.
The same degree of accuracy is unfortunately not apparent in the A.P.I./A.M.U. Cases are still being reported of “racing” of the A.M.I. despite the fitting of Command Modification No. 57. This “racing” can be attributed in most cases to incorrect tension of the relay spring and as no test equipment is yet available the fault cannot be laid at the door of bad maintenance. Efforts are being made to obtain the necessary tension gauges so that this fault can be cured. In the meantime units must make every effort to complete the manufacture of the Coningsby A.P.I./A.M.U. test bench, details of which were forwarded several weeks ago.
April witnessed the introduction of new equipment the responsibility of which rests on the instrument repairer. The most important is the nitrogen installation. It is not necessary to demand the ground charging equipment, but units must advise their Equipment Officer when an aircraft with nitrogen is received so that the necessary steps can be taken to obtain the charging equipment. At the same time the Group electrical officer must also be informed.
The other item of new equipment arriving in aircraft is the Mk.VIII Automatic Control, the introduction of which should ease maintenance problems. The Group servicing van has been round all operational stations to give preliminary instructions on the maintenance of this instrument and courses of three weeks’ duration will shortly become available to those personnel who have already attended the Mk.IV Control course. The question of the inferior luminous markings of the Mk.IA repeater has been brought to the notice of Headquarters Bomber Command, and it is hoped that an improvement will be made shortly.
The Electrical Sections – particularly those in Base major servicing units – continue to do a good job of work, despite the increasing number of modifications in which the Electrician is involved. Further modifications of an operational necessity are on the way, so electrical officers must give all future suggested modifications very serious consideration before submitting them to higher authority, if the electrical sections are not to be overburdened.
A word about Bumph. There appears to be a rooted objection among electrical officers to put pen, pencil or typewriter – if you can get one – to paper. Base and Station electrical officers must realise that it is impossible to get on without a certain minimum of paper work and promptness in replies is essential. If you are asked to reply to a question by a certain date make sure that your reply is one time.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of aircraft serviceability for Stirling and Lancaster]
[Underlined] RADAR/NAV. (Contd. From Page 9 Column 3) [/underlined]
This dangerous habit must cease. Some navigators seem to use R.F. Units and Stud Settings as toys to be changed and switched about to see what fixes they can obtain; the result is incorrect fixes, and chaos. These navigators are playing right into the enemy’s hands, particularly if they obtain signals which do not emanate from our Gee Stations!”
All Navigators must realise the importance of the above points as it is possible that in future several operations per night may be planned with an XF possibility for each operation. If navigators persist in using XF’s which are not assigned to them and phased for their route, there will be multitudes of incorrect fixes, and possibly casualties as a result of careless navigation.
Flight Engineers
In the past the Flight Engineers have been selected from Group I or II tradesmen; having been in the R.A.F. for long periods they gained quite considerable experience of many types of aircraft and engines, and therefore the changeover to their new duties was easy.
To-day we are faced with the problem of having to train pupils who perhaps a few weeks ago, had never seen inside an aircraft. During their training in the early stages, many subjects are taught which would appear to have no bearing on their job as Flight Engineers; this must be done however, so that later in the course, when boost control, hydraulics and pneumatics are explained, the pupil will have the basic knowledge to understand them. This takes time, and as we must produce more and more Flight Engineers, time cannot be spared to train them as Fitters. They are trained as Flight Engineers but perhaps a few corners remain that can be “polished off” by the Flight Engineer Leader.
The Flight Engineer Leader in a Squadron is responsible for training new members until he is satisfied that after a personal check, they can carry out the duties as laid down in A.M.O. A.538/43. He must make them continue their practical training, and whenever possible let them be with the ground crews on Daily Inspections, or any other work on their aircraft. Only in this way will good aircraft familiarisation be gained.
The training to be carried out in Squadrons must consist of Daily and Between Flight Inspections, instructions on the electrical panel, log keeping and engine limitations. The last subject is most important; only last month an early return which could have been avoided was made by a crew in this Group. On this occasion the oil pressure dropped to 50 lbs. per square inch at 20,000 feet, but the temperature remained at 80°C. Engine limitations laid down in A.P. 2062C (Pilot’s Notes) are:-
Oil Pressure minimum 45 lbs. per sq. in.
Oil temp. maximum 90°C.
[Underlined] PHOTOGRAPHY (Continued from Page 13 Col.1) [/underlined]
able time in processing a batch of films which had not been exposed, for the simple reason that the bombs had been brought back. This was negligence on the part of the airman who took over the magazines from the aircrew.
The photographic N.C.O. is responsible for the first film analysis and must decide whether it is a success or failure. Despite repeated instructions, many instances still occur where films are sent to this Headquarters as successes when in fact they are failures, and failures which should be classified as successes. This wastes the time spent on correspondence and telephone calls. One N.C.O. stated that it was because everything was required in a rush; this is true. THE AIR STAFF MUST HAVE PHOTOGRAPHIC RESULTS as soon as they can be produced and in ensuring this there must be no reduction of effort. Once the prints have been despatched, all films should be carefully re-examined, to ensure that no mistakes have been made.
Now that Headquarters, Bomber Command have reduced the amount of photographic printing, an improvement in the printing quality is expected. Faint ground details which could be plotted is often lost through poor processing and printing.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 14
[Page break]
ARMAMENT
[Underlined] BOMB DUMPS [/underlined]
The expression “unable owing to pressure of work” has become the password for excusing a dirty and untidy bomb dump. A slovenly bomb dump is too often the hall mark of poor workmanship and the effect is cumulative until unstacked empty cases, broken trollies and transporters disposed at random are taken for granted.
It takes little longer during a fusing operation to stock the tail boxes when removing the tails, rather than strew them indiscriminately over a large area; the effort is not great but the resultant tidiness is surprising.
A scene reminiscent of Napoleon’s retreat from Moscow can be avoided if only a few men are employed on cleaning up after a fusing detail. If the broken transporters, trollies and liners are not repairable, write them off for scrap metal – the country needs it.
[Underlined] PHOTOFLASH [/underlined]
Nearly 7% of the total number of photoflashes carried in April have been classed as flash failure. The classification flash failure is given when:-
(i) There is no indication of illumination on frames 6, 7 and 8 (or 4, 5 and 6 in the old sequence) of the film.
(ii) The fusing wire from the fuse is brought back.
(iii) There is no indication of violent evasive action on any of the bombing frames.
(iv) The camera control is checked and found correct.
(v) The electrical circuit and release slip are found serviceable.
This figure of 7% is excessive and so much higher than any previous month that it must be assumed, as in many cases the same lot numbers were used over two consecutive months, that some of this 7% was, in fact, incorrect fuse setting and bad maintenance. Co-operation with the photographic section can solve this problem.
[Underlined] “J” CLUSTERS [/underlined]
Loading ramps and rollers for 500 lb “J” clusters should be spring cleaned so that the clusters which are now arriving in quantity may be loaded directly on the rollers, thus saving double humping.
[Underlined] SUPPLY [/underlined]
Owing to the present precarious supply position of certain weapons the C.O. and personnel of No.93 M.U. have been called upon to produce stores at a moment’s notice from nowhere. To the credit of 93 M.U. these stores always turn up, but it is realised how much extra work is entailed in meeting a rush demand.
The staff of 93 M.U. are extremely well informed regarding the requirements and difficulties of operational armament, but it is doubted if Armament Officers realise the difficulties of the M.U. who handled nearly 30,000 tons of bombs last month.
It is suggested that Armament Officers could spend a profitable day by accompanying an Austin to the M.U. and see for themselves how large scale humping is organised.
[Underlined] MANIPULATION FAILURES. [/underlined]
A marked increase in manipulation failures has been apparent this month resulting in a large number of bombs and pyrotechnics being returned to base. The more outstanding “boobs” are set out below:-
1. 2 S.B.C’s complete with contents returned to Base – distributor arm fouled by the quadrant peg card. No jettison action carried out.
2. The following stores were returned to Base due to non-[underlined] selection [/underlined]:-
2 x 4.5” photoflashes
2 x 250 lb Target Indicators
2 x 7” Hooded Flare Clusters
1 x 1000 lb M.C.
NO FURTHER COMMENT IS NECESSARY.
[Underlined] FN.64 TURRETS [/underlined]
The turret servicing party is visiting all
(Continued on Page 4 Column 2) [sic]
[Table of Failures by Squadron]
FLYING CONTROL
The high standard of landing achieved last month has been maintained during April. It is significant to note that SKELLINGTHORPE who pioneered this scheme when it was first introduced and in fact, carried out all the trials, have risen to the top of the ladder with an excellent average of 1.85 minutes.
The most outstanding figure for the month, however, is 30 aircraft landed in 36 minutes at Waddington. This is, in fact, the finest performance which has ever been put up within the Group and possibly within the Command. The following are some examples of really first-class performances for the month:-
[Table of Selected Flying Control Sessions by Stations]
[Underlined] FLYING CONTROL COMPETITION [/underlined]
It is hoped to introduce shortly a competition embracing all Flying Control aspects. This will be judged on a quarterly basis and the condition and efficiency of every part of the Station Flying Control organisation will
(Continued on Page 6 Column 2)
[Table of April Landing Times by Station]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
5 GROUP NEWS. NO.21. APRIL, 1944. PAGE 15
[Page break]
OPERATIONS
Our brief this month was abundantly clear. With the Allied air offensive continuing almost uninterruptedly on a rising scale against communications targets and airfields, it appeared certain that our own role would be integrated in the common plan to wear down the Western Wall. To this end we have seen during the course of the month a revolution in our bombing technique confirming the undoubted accuracy of low level precision attacks.
The importance of hammering railway targets as a means of reducing the enemy’s capacity to meet a threat from the West was fully recognised. On 10/11th TOURS was effectively attacked, followed by JUVISY and LA CHAPELLE on 18/19th and 21/22nd respectively. The results in each case were impressive. At Tours an exceptional concentration with over 100 hits fell on the track disrupting all communications. A particularly high precedent was established at Juvisy. Here we achieved one of the greatest concentrations of craters yet obtained on a target of this type – the attack almost completely devastating the marshalling yards.
The attack on La Chappelle was no less successful. Damage is severe at the southern end of the Marshalling Yard which sustained the main weight of the attack. Large fires were still burning in the area the day following the raid, and it could be seen that tracks had been severed at several important junctions. The importance which the enemy attaches to keeping his railroads open, and the difficulties which he is experiencing in handling even high priority traffic is perhaps reflected in the fact that some 50000 Germans have now been transported into France to relieve the situation and, furthermore, German branch lines have been torn up to provide new tracks.
This wearing down process is also being applied with particular attention to the Luftwaffe itself, its sources of supply being very seriously threatened by repeated attacks on aircraft factories. On 5/6th, 605 tons of bombs were dropped on four plants at TOULOUSE. The S.N.C.A.S.E. Aircraft Assembly Plant has sustained serious damage to its three main buildings – the assembly plant, component store, and testing shop. At the A.I.A. Works, every building is more or less severely damaged, while the Aircraft Factory buildings are all damaged – amongst those completely destroyed being the components manufactory shop, components store, drawing offices, heat treatment and plate shop. The Montaudran Airfield is now without its three principal hangars, and has suffered damage to other unidentified buildings.
Coupled with the first attack on St. Medard-on-Jalles (reported later) was a raid on the KIELLER Airframe Factory near OSLO – PRU cover is not complete, but the photographs available indicate that damage is considerable in the North Eastern part of the target area, including heavy destruction in the Bayerische Motorenwerke.
It is perhaps interesting to note that following the attack on CLERMONT FERRAND Aulnat Aircraft Factory, the sick bay is almost the only building undamaged. It is open to some doubt as to whether this fact can be accepted as a tribute to our precision bombing, but whatever the position may be in this respect, it is manifest that this Repair Factory will not be available to the enemy for a long time to come.
The attack on the ST CYR Signals Equipment Depot on 10/11th was highly successful – resulting in the destruction of several of the principal buildings in the Depot.
Although the focus of attention was directed on rail centres and other special targets in the occupied zone, this concentration in policy did not imply that other forms of attack would be discontinued; still less that they were conceived independently of the supreme invasion task. In fact four “blitz” attacks were staged during the course of the month. AACHEN was singled out for attack on 11/12th. Throughout the city – particularly to the South and South West, industrial and residential damage has been fairly severe, while the Main Station and sidings, large Passenger Station, Locomotive Sheds, and Goods Depot Shed have suffered heavily. Reconnaissance following our attack on BRUNSWICK on 22/23rd is not complete, but from the photographs obtained, it can be seen that damage is considerable in the business/residential area South of the City Centre, with many hits in the South Eastern marshalling yards. A high measure of success also attended the attack on MUNICH on 24/25th.
[Underlined] RIDER [/underlined]
Until that date this Nazi birthplace had escaped serious damage, but it is now known that the town has suffered its first heavy battering. No interpretation of the reconnaissance photographs is yet available but even to the unpractised eye it is obvious that the target is severely hit. Widespread areas of devastation are apparent in the old city (which is 30 - 40% gutted) continuing in a wide sear from East to West up to and including the Main Railway Station. The Nazi Party meeting place Kreig Ministerium and Prinz Leopold Platz, to mention but a few of the important Municipal Buildings are either destroyed or severely damaged.
Fierce fighter activity was encountered in defence of SCHWEINFURT on 26/27th. Despite this violent reaction, however, the attack was pressed home, resulting in severe damage to all five ball-bearing plants, in particular to the Deutsche Star Kugalhalter where two thirds of the machine shops have been demolished. The adjoining marshalling yards have also sustained damage, and there are many incidents throughout the town.
No less important were our minelaying trips on 9/10th, 18/19th and again on 23/24th. These sorties probably lack the spectacle of a bombing attack, but their sinister loads will doubtless reap a very real contribution in the war harvest.
The culminating stage of the month was in the final raid on 29/30th against the Explosives Works at ST. MEDARD-on-JALLES. A pass had already been made at this same target the previous night, but had been frustrated by unfortunate weather conditions. So with redoubled vigour another attack was launched. On this occasion the weather chose to be our ally, and the opportunity afforded was seized to produce one of the most impressive pyrotechnic displays. For more than half an hour the target was in the throes of a succession of violent explosions. The greatest concentration of the attack fell to the North East of the works area extending across the centre of the works to the western border. A most heartening result and an inspiring conclusion to the month’s work.
The above achievements were contributed by 1950 Lancs and 84 Mosquitos – 88.6% of which were successful in attacking the primary, with 2.5% casualties.
WAR EFFORT
[Table of Statistics by Squadron showing Availability, Sorties, Results and Points]
5 GROUP NEWS. NO.21. APRIL, 1944
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V Group News, April 1944
5 Group Newsletter April 1944
Description
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Five Group Newsletter, number 21, April 1944. Includes a foreword by the Air Officer Commanding, and features about process of servicing, gardening, navigation, honours and awards, signals / radar, tactics, air bombing, radar / navigation, link trainer, sports, war savings, accidents, gunnery, training, air sea rescue, engineering, armament, flying control, operations and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
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1944-04
Contributor
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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16 printed sheets
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eng
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Text
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MStephensonS1833673-160205-25
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
Germany
Great Britain
Norway
England--Lincolnshire
France--Clermont-Ferrand
France--Tours
France--Toulouse
France--Saint-Cyr-sur-Mer
France--Saint-Médard-en-Jalles
Germany--Aachen
Germany--Braunschweig
Germany--Munich
Germany--Schweinfurt
Norway--Oslo
Temporal Coverage
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1944-04
1944-04-05
1944-04-06
1944-04-18
1944-04-19
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of Toulouse (5/6 April 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Coningsby
RAF East Kirkby
RAF Metheringham
RAF Waddington
RAF Wainfleet
rivalry
sport
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46465/SHarriganD[Ser -DoB]v310002.mp3
dba55bcfd3288733e70c03b9fff85978
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46465/SHarriganD[Ser -DoB]v310004.mp3
af811d089815158df987ec0309af7ee5
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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Aviation Heritage Lincolnshire
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-19
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
Aviation Heritage Lincolnshire
Description
An account of the resource
34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire.<br /><br />Interview with Bertie Salvage <br />Three part interview with Dougie Marsh <br />Interview with Terry Hodson <br />Interview with Stan Waite Interview with John Langston<br />Interview with Nelson Nix <br />Two part interview with Bob Panton <br />Interview with Basil Fish <br />Interview with Ernest Groeger <br />Interview with Wilf Keyte <br />Interview with Reginald John Herring <br />Interview with Kathleen Reid <br />Interview with Allan Holmes <br />Interview with John Tomlinson <br />Interview with Cliff Thorpe and Roy Smith <br />Interview with Peter Scoley <br />Interview with Kenneth Ivan Duddell <br />Interview with Christopher Francis Allison <br />Interview with Bernard Bell <br />Interview with George Arthur Bell <br />Interview with George William Taplin <br />Interview with Richard Moore <br />Interview with Kenneth Edgar Neve <br />Interview with Annie Mary Blood <br />Interview with Dennis Brader <br />Interview with Les Stedman <br />Interview with Anthony Edward Mason <br />Interview with Anne Morgan Rose Harcombe<br />
<p>The following interviews have been moved to the relevant collections.<br /><span>Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a></span><br />Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a></p>
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
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Part 1.
Interviewer: This is an interview with Mr Bob Panton in RAF Coningsby on the 19th of May 2011 talking about his post-war experiences in Lincolnshire. So what are your memories of the war, Bob?
BP: Well, all of it. All of it really. It was very fascinating with all the bits and pieces that went on. I can recall that after the 9 o’clock news every night apart from one there was a programme called, “Into Battle.” It lasted about ten minutes and you used to be absolutely glued to the radio listening to this every night which was part and parcel of what it was all about, you know. We saw very very strange things happen obviously. Only very recently was a report about someone finding an enemy aircraft which was downed in the sea. Yeah, and the powers that be were going to restore this aeroplane or get it out of the sea and it was a Dornier 17 and they did appeal for anyone that knew anything about Dornier 17s as I did. I didn’t do anything about it. Don’t get me wrong. And it was in August 1940, I was on holiday obviously, 12 o’clock father was coming down the garden path on his, pushing his bicycle and then from the south, west southwest of where we were I saw three Dornier 17s and of course as a young fellow who knew every aircraft inside out and backwards and I said to father, ‘There are three German aeroplanes.’ Father came out with some remark which I’ll not repeat and there appeared closer still three Dornier 17s. All of a sudden out of the sun appeared six Spitfires which we later understood came from Digby. Three of the Spitfires peeled away and the other three set about the Dornier 17s and I watched them shoot them down. That was a personal experience which I’ll never forget. One of them they actually sawed the wing off. It’s port wing. Just as if it had gone through a hacksaw. It just went like that and fell down to the ground. Almost immediately in our wisdom a good friend of mine who was equally mad about aeroplanes jumped on our bicycle to find the first one which came down which we knew wasn’t too far away. We got there before the Army did which the Army were not very pleased about because of course the prisoners, the aircrew had baled out and the fact that the blooming thing still carried a full load of bombs [laughs] If you look in the Visitor Centre you will see some of the remains of that Dornier 17. That was a very unusual thing to happen. They gathered all the crews together like eventually. What actually happened was not very nice. One of the poor souls was decapitated as he baled out. Got his head crushed and that was it. It parted company from the rest of his body. Another one was taken from Bilsby where this aircraft crashed to Alford Cottage Hospital by the village parson, Reverend Fletcher and when he was admitted to hospital he actually spat in the nurses face.
Interviewer: Oh dear.
BP: Which made him a very unpopular fella. But eventually three of them were killed and they were laid to rest in Bilsby Churchyard for a lot of years. And all of a sudden one day I showed somebody these graves and they weren’t there anymore.
Interviewer: Really.
BP: They’d taken the remains back home. ‘Well, that’s funny. I knew they were here.’ [laughs] Just one of the experiences, you know. You never forget. Amazing really. Joined the ATC as soon as ever I possibly could and eventually became a Senior Cadet NCO of 1073 Squadron. Won a scholarship which was mounted by the college at Manby and learned to fly with the University Air Squadrons on Tiger Moths of all things which was very nice. Open cockpit you see.
Interviewer: Yes.
BP: A true plane. And then at seventeen and a half joined the Royal Air Force and went on to do flying training on Tiger Moths to start with. On to Harvards and then on to the four engine ones. The only problem with my flying was why I finished up on big things because I couldn’t have any idea at all of navigation. It never clicked. Most of the exam we had to we cheated like mad. Once outside the boundary of the airfield that was it. So I had to have a navigator behind me [laughs] as it were.
Interviewer: So, you flew Lancasters.
BP: Yeah. Yeah.
Interviewer: And where would that have been?
BP: Mildenhall, Wyton.
Interviewer: Wow.
BP: Upwood for a little while. Variously saw an amount of service and then went on to eleven weeks with Operation Plane Fare which was what it was all about on Tuesday. The Berlin Airlift.
Interviewer: Right. You were in involved in the Berlin Airlift.
BP: Used to fly, flew Yorks on the Berlin Airlift.
Interviewer: Right.
BP: Yeah. Which was really quite something.
Interviewer: Yes.
BP: It was pure and simply a cowboy outfit from the word go because that was the way it had to be. The Russians had blockaded the city. We couldn’t get anything in by road or rail and of course the surrounding territory was the Russians. They wanted us out. It wasn’t all their fault. We did things that they didn’t like and vice versa. We changed the currency without really telling them which wasn’t a very good thing to do. And I did forty nine trips from Wunstorf to Gatow with eight and a half short tons of coal in the back. So somebody trained me to fly aeroplanes and I finished up being a coalman [laughs] which was what this trip was all about. The York down at Duxford apparently when we got it sorted it all out it was apparently one of the aircraft that actually flew on the Berlin Airlift.
Interviewer: I’ve heard about the coal dust.
BP: Yeah.
Interviewer: Still being in the Lancaster years later.
BP: Oh yeah. Well, this one was in the repair depot at Duxford many years ago. I remember seeing it and I did enquire if this thing had been found to have coal dust anywhere and somebody would come and have a look and they did. Nooks and crannies. The lot. And I learned on Tuesday when they took the floor up from the York it was absolutely covered in coal dust. But it solved a problem because they got the historical records of the aircraft and I got my historical records and it fitted. It was one of them. So it was a problem that solved after about twenty three years [laughs] Very nice. I don’t —
Interviewer: What was it like to fly the Lancaster?
BP: Physical.
Interviewer: Hard work.
BP: Yeah. If you like. It was physical. Not like today’s modern aircraft. There were no computers, no power control. It was pilot flying which was what pilots were supposed to do really [laughs] if you like. But it had a few little tricks which it liked to remind you of at times like pulling off the runway because all the props turned in the same direction but the pilots that were around were good at having to. Yeah. Lovely aeroplane. The Lincoln of course was another version. Bigger in every respect and obsolete before it really came out. Only built five hundred and three I think. The only operational service it did was with Mao Mao out in Africa. That was about it really. No way would it have even if we had gone to war they would never have launched them.
Interviewer: No.
BP: The ones that jacked it up. We were told that if we did go in to action then piston engine aeroplanes like that wouldn’t have lasted two minutes and they shot Gary Powers down didn’t they?
Interviewer: Yes, they did.
BP: From about five or six miles. I don’t think a Lancaster would have lasted very long. Thank goodness it never happened like that, you know.
Interviewer: Did you sort of see the demise of the Lancasters?
BP: Oh yes.
Interviewer: Less and less of them around.
BP: Yeah.
Interviewer: And —
BP: Yeah. Yeah. You’ll never ever see another one as good as this one because that one is better than brand new. They’ve been here in the wintertime and seeing what they do it every wintertime it’s amazing. They virtually take it to bits every year.
Interviewer: Yes.
BP: And then every six years. Now, eight years. It goes away to British industry to do a complete service on it. Take it virtually to pieces every time. It only does about a hundred hours a year but it’s perfect.
Interviewer: Yes.
BP: Inside it’s exactly the same as it would have been many years ago. All the bits and pieces have all been found and put back where they should be but it’s dual control now of course which it wasn’t. Which it wouldn’t have been. The main reason being because we always for safety sake there was two pilots there. Bearing in mind they don’t fly it at twenty thousand feet anymore. It’s about a thousand feet over a lot of people.
Interviewer: Yes.
BP: So they always have got to be in safety.
Interviewer: You’re not a small man and I know a few men in the war weren’t small pilots and like Gibson wasn’t —
BP: That’s right.
Interviewer: Over tall, and a few of the others. What difficulties would he, could you see him having?
BP: They always said he wanted to put wood blocks on the rudder pedals. I don’t think anybody dare tell Gibson that because he wasn’t a nice man to know in some respects. He was very very blunt and could be rude. Extremely rude. That’s what he had to be.
Interviewer: Yes.
BP: He got the thing done did he not? Yeah. Amazing. But in this area of course this is where it all happened.
Interviewer: Indeed. Yes.
BP: The great shame I think is that the Bomber Command Memorial is going in Green Park in London. I think the Memorial should be outside of Lincoln Cathedral or somewhere adjacent because that was the pinpoint all the bombing lads looked for.
Interviewer: Circling Lincoln cathedral as they came back.
BP: That’s right. Absolutely. It was a leading landmark.
Interviewer: I suppose we should be grateful we’re having one at all.
BP: Oh, we shall. Yeah. One of the things that happened amongst several. Think about the Poles and the Czechs even left out of the Victory Parade in London.
Interviewer: That was —
BP: That was absolutely disgusting.
Interviewer: It was reprehensible.
BP: The bravest of the brave. They really were. Poor old Bomber Harris was treated like a piece of dirt when it was all over and before it was all over actually.
Interviewer: Yes.
BP: The Dresden raid he took full responsibility. It wasn’t his orders at all. It was Churchill’s. It had been requested by Joseph Stalin to give him a little bit of support in the eastern part of Germany and that’s what happened.
Interviewer: Yes.
BP: Passed the buck.
Interviewer: Yes.
BP: We’re still deal with it a bit sometimes don’t we? I don’t know about sometimes but anyway, yeah.
Interviewer: So how long did you stay in the RAF altogether?
BP: I stayed nearly six years and the problem I got was eye trouble. I got astigmatism in one of my eyes and virtually given the chance to say you can stay in the Royal Air Force as ground crew or you can leave. So I left. Today they can cure that problem in three seconds with laser treatment.
Interviewer: How did you feel when you left the Air Force?
BP: Oh devastated. Devastated. And then twenty five years ago I came back and joined up again [laughs] which was rather nice.
Interviewer: And you’ve been a guide here at Coningsby for twenty five years.
BP: Yeah. Yeah. Twenty five in ’86. Yeah. Yeah.
Interviewer: You see the veterans come sometimes.
BP: Yeah. Quite, oh yeah quite often. We’ve had all sorts of people from all over the world. No doubt about that. Wonderful people that remember things. We were talking only last week to a party and we were talking about the Poles and the Czechs in front of the Mark Five Spitfire because it’s marked as one of their aircraft. And one of the gentlemen was listening very intently and when he came out with his driving licence and there was the funny name. And his grandfather was a fighter pilot on 303 Squadron. That very aircraft.
Interviewer: Goodness.
BP: Yeah. And he was, I just began to wonder whether I’d said anything wrong [laughs] but he was very interested in what happened and I said to him at the end of the day, ‘Remember the brave.’ Because he was one of them.
Interviewer: Dear.
BP: 303 Squadron. Fortunately, he lived to see the war over. Amazing.
Interviewer: Have you had any family in the war as it were?
BP: Oh, two. Two brothers.
Interviewer: Yes.
BP: Two elder brothers.
Interviewer: And they —
BP: One was a rear gunner on Wellingtons for quite a time until he got virtually shot to bits and the other one strangely enough was a trainee solicitor in Gloucester, called up to the Royal Air Force. Where do you think he got posted? Royal Air Force Records Office, Gloucester and stayed there the whole war. Absolutely [laughs] Anybody else you’d put preference down and say you wanted to stay in Coningsby they’d send you up to the north of Scotland.
Interviewer: Best not to let them know.
BP: He was there right through the war. Yes. Fascinating.
Interviewer: How did you feel about your brother being in Wellingtons? What age would he have been?
BP: Oh, he’d be twenty years, a bit more than that older than me. He’d be, today he would be well over a hundred but in those days he’d be something like twenty two or three. Something like that. But he actually got the canopy, his Perspex shot to bits all around him and he wasn’t touched. Amazing. Turned into a blithering idiot. He was shaking like this. It happened to him twice and he got discharged to, he was at least six years before he was ever any good again.
Interviewer: So the war took its toll on, on your brother.
BP: Yeah. Oh yeah. He was absolutely devastated. I can imagine it too. I mean the rear turret was not a very nice place at the best of times but—
Interviewer: No.
BP: Having it all shot to pieces. Yeah. Poor old Jack.
Interviewer: And he did his service in just Wellingtons?
BP: Yeah.
Interviewer: Yeah.
BP: But it, he wasn’t the only one of course. The aircrew like that.
Interviewer: No.
BP: The only possibly awkward thing was and not very nice at all was when someone got absolutely petrified they could be given a special title which was LMF. Lack of moral fibre.
Interviewer: Yes.
BP: And they were treated just like that. Banished. Wherever they were based they never saw them again.
Interviewer: Yeah. They were sent away.
BP: Put away somewhere and discharged and that was it.
Interviewer: Different to, different commanders had different attitudes didn’t they?
BP: Oh yeah. Yeah.
Interviewer: Gibson who you’d think would be a real stickler for this didn’t really hold with anybody, sending anybody LMF did he?
BP: No. No.
Interviewer: He would get the doctor to sort of dismiss him and —
BP: Yeah. Yeah.
Interviewer: And do it like that.
BP: Yeah. Yeah.
Interviewer: Which is quite, you know contradictory to his —
BP: LMF is a terrible thing to do to anybody.
Interviewer: It is. Yes.
BP: Even if he was a coward it’s a horrible thing to do. I mean not necessarily be a coward because he was deadly frightened. He was petrified. But that’s what happened.
Interviewer: Indeed.
BP: Canadians and Australians. New Zealanders. You name it the lot was there. We even lost one Israeli pilot in the Battle of Britain which was unusual. Just one. I think there was only one plane. There we are. Amazing.
Interviewer: Well, thank you very much, Bob.
BP: No problem. My pleasure.
Interviewer: That’s been very very interesting. Thank you.
Part 2.
Interviewer: This is an interview at RAF Coningsby with Mr Bob Panton discussing his experiences as a boy during the war and his RAF career afterwards.
BP: Yes. First interested in flying an awful long time ago when we had a barnstormer at the bottom of Miles Cross Hill near Alford with this old Avro 504k and he was a friend of my very eldest brother who was a lot older than me and I was, I was led to believe, I was three and I actually got a flight in this Avro 504k. The only problem is for a lot of years I thought I’d done it but we didn’t. Only did because I couldn’t see over the hedge. It was taxied a few yards and that was my flight [laughs] From then on the bug was there. Flying was the dream and eventually of course became senior NCO, Cadet NCO, 1073 Squadron ATC and went into the Royal Air Force and learned to fly on a scholarship with the University Air Squadron on Tiger Moths and eventually finished up as a four-engine aircraft pilot. The main reason being because I couldn’t do navigation very well which usually raises a bit of a titter but it was perfectly true. Never was any good. By then of course the wars were all over but another one was in the offing and that was a war, the Cold War. And I took part in eleven weeks on the Berlin Airlift when the Russians blockaded the city and we had to feed two million people and all the rest of their needs and did forty nine trips from Wunstorf in western Germany to Berlin with eight and a half short tons of coal in the back of a York.
Interviewer: Did you just take coal or anything else?
BP: Only coal. Yeah. Yeah. They gave all these mucky jobs to us sprog pilots and we were called actually on Wunstorf, sprog pilots. The five of us were all fairly young and we were all there to fill in the gaps. Anyone who went sick or anything like that we took his aeroplane and did it. And unbelievably now thinking about it quite often although we were not obliged to do it we actually went on trips as passengers [laughs] Just to say we’d been flying. That was really amazing. The memory was brought back to me on Tuesday. This last Tuesday at Duxford, the Imperial War Museum when I was actually reunited with a York that had actually flown on the Berlin Airlift which was rather nice. It had been in the offing for many years but it was proved it was one of the actual aircraft. I finished up flying Lancasters on their last few trips within the Royal Air Force and then of course went on to Yorks and then to the Lincoln. And I’ve been a guide at Coningsby now for twenty five years which gives us a lot of pleasure. To be reunited again with the Lancaster which was very nice. The best Lancaster ever. Looked after like a baby thank goodness and I’ve actually had the opportunity to fly in it a few times which is very nice. Can’t do that now because there isn’t time but it’s quite something.
Interviewer: You must have seen the devastation of Germany. You know, what did you think about that?
BP: Oh, it was awful. It was really awful. But it was war and that’s what it was all about. By then even in ’48 ’49 the city of Berlin was awful. Blown to bits. Hardly a building left standing.
Interviewer: As in Cologne or —
BP: Aye Cologne. The city of Cologne of course was and by divine judgement or bad bomb aiming we didn’t up the cathedral.
Interviewer: No.
BP: Chipped a few bits off it like but [pause] And then afterwards of course when that was all over we had a very strange experience. The Manna drop which was by kind permission of the enemy. We took Lancasters with not a bomb load but food to feed the starving people out in Holland.
Interviewer: They were always very grateful for it weren’t they?
BP: Oh yeah.
Interviewer: And still are.
BP: Yeah. They were. Oh yeah. We, odd times we get someone. I haven’t seen anybody for a long time now but odd times we still get one or two people like that who remember that experience. I didn’t do it but it was there. Somebody had written it into the annals of history of the Air Force. There we are.
Interviewer: But as a boy living in Lincolnshire you had an experience with the, as I say with three Dorniers.
BP: Oh. Yeah. That was quite [pleasant] yes.
Interviewer: Would you like to tell us about that please?
BP: 12 o’clock lunchtime at home in Alford and father was just coming down for his mid-day meal and looking to the west southwest where I was there was three ever growing larger specks in the sky. As a very very keen observer of aircraft I knew exactly what they were and I was right. They were Dornier 17s. Reports later on, a lot later on guessed at the fact that they were lost and they were, had been sent to bomb the airfield at Horsham St Faiths which was Norwich Airport now and all fully loaded with bombs. And eventually six Spitfires appeared. Three of them from out of the sun and set about these three aircraft. The first one they shot it down and virtually what looked like sawed its port wing off which was the blow was sufficient to make it just drop off plus the engine All three of them bit the dust and quite an experience really. Not very long after that gathered up a good friend and we went to explore the first crash site which we eventually found. Unfortunately, we got in to severe trouble by the Army because they were sent to gather up the prisoners and we weren’t supposed to be there. Plus the fact that all three aeroplanes still had still got a full bomb load onboard which was we didn’t know that either. A lot of stories around that. The local parson at Bilsby which was where the first one crashed, Reverend Fletcher carried one of the damaged crew to Alford Cottage Hospital and when he was admitted he actually spat in the nurse’s face. Nurse [Hundleby]. Amazing story. Three of them were killed outright. One of them was actually decapitated because he was trying to get out of his aircraft and they were buried in Bilsby Churchyard. Quite a few years ago now I had the opportunity of showing someone where these guys were buried and when I got there they weren’t there anymore. Obviously, their remains had been taken home which happened quite a lot.
Interviewer: I think a lot of the Germans were sort of disinterred and taken around —
BP: Yeah. Yeah. And vice versa.
Interviewer: Yes.
BP: Yeah.
Interviewer: I think a lot of them found their way to Cannock Chase, didn’t they?
BP: Yeah. They did. Yeah.
Interviewer: And buried, reburied there.
BP: Oh yeah. Yeah. Maybe. It was, it was quite an experience that was.
Interviewer: Very exciting for a young boy.
BP: Yeah. It really was. Yeah.
Interviewer: At that time.
BP: And as I say there are some of the remains of the first Dornier shot down was in the Visitor Centre at Coningsby now. Gathered those up and gave some away like. A few. But there we are. Very nice too.
Interviewer: But very exciting and of course —
BP: Well, war was like that. It really was. Some of the memories are really it’s a job to believe them. Like the blackout. I mean that was quite something. I mean everything was in pitch darkness. You wanted to go anywhere you had to feel your way along.
Interviewer: Yes.
BP: The streets, the footpaths, no lights as we walked past at all of any kind. Rationing was another one. One egg a week. Well, that was ridiculous in Lincolnshire. I mean for goodness sake there was millions of the jolly things. And every, everybody who knew anything about the job had a pig tucked away somewhere. So we were never short of anything really to be honest.
Interviewer: You came from a town, a rural, or a rural —
BP: Oh yes.
Interviewer: Yeah.
BP: That’s right. Yeah. Amazing.
Interviewer: And your parents at this time they’d seen your elder brother go off and —
BP: Yeah. Yeah. Yeah.
Interviewer: And his experiences.
BP: He was a rear gunner on Wellingtons and eventually having had the canopy, the Perspex on his turret shot to bits around him his nerve went. As simple as that and became a dithering idiot for quite some time.
Interviewer: Then went back in.
BP: No. No.
Interviewer: Right.
BP: He was discharged. Medical discharge.
Interviewer: Right.
BP: In case it reoccurred again of course.
Interviewer: Yes.
BP: But hardly surprisingly it must have been an awful experience for anybody.
Interviewer: Absolutely, I mean they say the rear gunner was the worse position.
BP: Yeah. The rear gunner. Rear gunner the rear position of a Lancaster. It was bad enough to look at its a terrible place to be. Even at peace. It really is. Claustrophobic beyond belief but somebody had to do it. That’s what it was all about.
Interviewer: But you’re a tallish man so you would find flying a Lancaster not that difficult.
BP: No. No. It was quite —
Interviewer: Some of the shorter men.
BP: Yeah. Yeah.
Interviewer: Like Gibson.
BP: Yeah. We had one at Coningsby. We called him Andy Tomlin. A smashing little chap but he was only about five foot four. We always chided him about his wooden blocks under the bench. They always, prior to actually taking command of Coningsby one of the basic needs was how to be able to fly the Lanc. Most of them had never done it. COs only lasted three years at Coningsby you see and they used to fly the Shackleton at Lossiemouth as a training aircraft. You can’t do that now of course. There isn’t one.
Interviewer: No.
BP: So they have to learn on our own Lancaster. That’s why, one of the reasons why it’s dual control. It’s on the job training if you like [laughs]
Interviewer: And where did you fly from?
BP: Mildenhall, Wyton, 15 Squadron. Upwood for a time.
Interviewer: And then the York which —
BP: Yeah. York. York. That was we joined the Berlin airlift at Northolt. That was the initiation if you like and became at Wunstorf one of a team of five of which we were christened sprog pilots because we were relatively young but our job was to fill in the gaps as and when they occurred. That was nice really. In fact, it was good. We got more flying than anybody else and that’s what it was all about.
Interviewer: And you saw the Lancs gradually disappear.
BP: Yeah.
Interviewer: And the end of an era.
BP: Yeah. Yeah. Oh yeah.
Interviewer: As far as —
BP: Yeah. Yeah.
Interviewer: It must have been very sad to see them.
BP: Saw a lot of them removed and just junked. Scrapped. Now, we’ve got well about three I think in this country. One of them can fly and the other is in Canada that can fly. The strange thing is in Canada theirs is actually registered to can carry passengers.
Interviewer: Yes. I think they fly over Niagara Falls as well just to —
BP: Yeah. Yeah. Yeah. I don’t know what they charge but it must be nice.
Interviewer: I think a couple of years ago it was a thousand pounds.
BP: Were it? Well, why not? I can remember this thing very well just to fill you in on money. We were at, the flight itself was at Duxford on a Sunday, oh must be twenty years ago now and parked up. I was talking to the engineering officer, Warrant Officer Barry Sears who had gone with it [until he retired] and a chap came over the barrier, approached Barry Sears and said, ‘You’re doing a fly past over Cambridge.’ ‘Yeah, we are doing a flypast over.’ ‘I’ve got two thousand quid if either of you will take me.’ The trip was about ten minutes of course. Cambridge just up the road. We wouldn’t take his money. I said to him I’d have knocked his arm off, knocked his elbow for two thousand quid. He was serious too.
Interviewer: Yes. Yes. There’s something about the Lancaster.
BP: Yeah.
Interviewer: You just —
BP: I mean he would have only just had time to sit down [laughs] But oh dear. It couldn’t happen. There we are.
Interviewer: So you had six happy years in the RAF.
BP: Yes. Unfortunately had to do a discharge because of bad eyesight which today can be cured in three seconds with laser treatment but it wasn’t then. There we are.
Interviewer: But you’re back here at Coningsby.
BP: Yes.
Interviewer: With the, with the Lanc.
BP: Yeah absolutely.
Interviewer: And —
BP: Yeah.
Interviewer: Spreading the word to the public.
BP: Yeah.
Interviewer: That come around.
BP: Yeah. That’s right. Strange experiences quite often. We quite often see tears. That’s not in the slightest bit unusual.
Interviewer: No.
BP: Disbelief quite often which is understandable of course. We look at todays modern pieces of aviation well there’s no comparison whatsoever. Lots of people, if not everybody would give their absolute high teeth to fly in a Lanc and ninety nine percent of them would say never again because that’s what it was about. It’s a very good producer of blood and bad language. Sharp edges and bare metal. But it’s a beautiful aeroplane.
Interviewer: And you have the Poles and the Czechs come around.
BP: Oh yeah. Yeah.
Interviewer: And have a look at the Spits and Hurris —
BP: Yeah. We did. Only as I said last week we were talking about the valiant gallant Poles and Czech pilots in the Battle of Britain who were not in the slightest bit interested in the frilly bits of the Royal Air Force or anybody else’s Air Force. All they wanted to do was get into battle. Stuffy Dowding was the head of Fighter Command refused to make them operational because once airborne they reverted to their own separate languages meaning that nobody had any idea where they were. They wouldn’t remain in formation. If they saw a little something that looked suspicious they went to sort it out. One of their pilots on 303 Squadron was Sergeant Pilot Josef Frantisek and he was actually turned loose. He wasn’t, no pilot was ever supposed to follow enemy aircraft back over the Channel. It was a trap. Frantisek did it every time and eventually they said oh well, carry on. And dear old Frantisek finished up being the highest scoring pilot in the actual Battle of Britain. He shot down seventeen and a half enemy aeroplanes himself. Half a one he shared with another pilot. An amazing chap.
Interviewer: And you’re full of admiration for the ones —
BP: Oh yeah.
Interviewer: Also, that come to —
BP: That’s right.
Interviewer: To see the flights.
BP: All sorts of stories you can tell about the Poles and the Czechs. This chappy last week was talking about these incidents and things and getting on about the Poles and the Czechs and he pulled his driving licence out and it was a Polish name. And his grandfather had actually been a pilot on 303 Squadron which was one of the reasons he came to look at that particular aircraft. It was really quite something. Amazing really.
Interviewer: So you hear all these wonderful stories.
BP: Oh yeah. And experiences. That’s right. We do.
Interviewer: Well, thank you very much, Bob.
BP: No problem at all. A great pleasure.
Interviewer: Very interesting indeed. Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Two part interview with Bob Panton
1029,1030,1031-Panton, Bob
Identifier
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SHarriganD[Ser#-DoB]v31-02, SHarriganD[Ser#-DoB]v31-04
Creator
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Claire Bennett
This Interview was recorded by Aviation Heritage Lincolnshire.
Coverage
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Royal Air Force
Civilian
Language
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eng
Type
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Sound
Description
An account of the resource
Two part interview with Bob Panton.
Part 1. Bob Panton was a child during the war. One day as his father was coming towards their house Bob saw three Dornier 17 come into view. Then out of the sun came six Spitfires and a battle started in front of him. Bob saw the Dorniers shot down and rushed to the crash site with his friend to see the site. Of the surviving German aircrew one was taken to the local cottage hospital where he spat in the face of the nurse. Bob’s brother was a rear gunner in a Wellington and was traumatised when the Perspex in his turret was shot away around him. Bob joined the ATC at the earliest opportunity before joining the RAF proper and training to be a pilot. He took part in the Berlin Airlift.
Part 2. Bob Panton was fascinated with aircraft ever since a friend of his brother gave him a taxi ride on his Avro 504k. After his wartime experiences in his childhood Bob joined the RAF and trained as a pilot. He took part in the Berlin Airlift. In later years Bob became a guide showing visitors around the aircraft of the museum and hearing their own stories and experiences.
Format
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00:18:14 audio recording
00:17:43 audio recording
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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.
Spatial Coverage
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Germany
Great Britain
England--Cambridgeshire
England--Lincolnshire
England--Suffolk
Germany--Berlin
Contributor
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Julie Williams
15 Squadron
aircrew
childhood in wartime
lack of moral fibre
Lancaster
pilot
RAF Coningsby
RAF Mildenhall
RAF Upwood
RAF Wyton
Spitfire
-
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Title
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Archer, Stanley
S Archer
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Description
An account of the resource
18 items. The collection concerns the career of Flight Sergeant Stanley Archer. He originally trained as a fitter and served in Fighter Command before re-mustering as a flight engineer and flying operations with 97 Squadron from RAF Woodhall Spa. The collection includes a memoir, a joke medal, an engine test report, a diagram of constant speed units, three operation honours cards and 11 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemarie Da Costa and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Identifier
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Archer, S
Date
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2016-04-29
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Permission granted for commercial projects
Transcribed document
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Transcription
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[inserted] F/LT STAN W. ARCHER DFM 97 & 467 SQDNs [/inserted]
My association with the Lancaster started in 1942. I was one of the first Flight Engineers to be trained specifically for operational duty on this new bomber which for a while after its introduction carried two pilots.
The training started with an Air Gunnery course, 6 weeks at Walney Island and the flying carried out on Defiants. We were posted from the Gunnery School to our bomber squadrons in my case 97 Sqdn at Woodall Spa. 10 of us. Ten more went to 106 Sqdn at Coningsby and the remaining 10 went to Waddington.
97 Sqdn with 44 Sqdn have just carried out the incredible daylight raid to Ausburg [sic], 6 aircraft from each [deleted] each [/deleted] Squadron. This raid was to bring Sqdn. Ldr. Nettleton the Victoria Cross. [deleted] and [/deleted] We were received with some incredibility and disbelief, but we were soon to go on to our Lancaster Training. This was 2 weeks at Avros [sic] at Chadderton, followed by 2 weeks at Woodford. As I recall, the Instructors went through the various systems of the aeroplane, but of course there was no flying training and no real Engineer training.
This month with Avro’s was followed
[page break]
by a month at [inserted] No 4 S of T.T. [/inserted] St. Athans [sic] where we were instructed by R.A.F Flight Engineers on the Halifax which had only one thing in common with the Lancaster. The Halifax 1 had Merlin Engines. The course was in my case rather a waste of time, as I had worked as a fitter on Merlin Engines fitted to the Hurricane & Spitfires, and as all of the u/t Engineers were Fitter II E’s most of them knew the Merlin.
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
Training as a flight engineer on Lancasters
Description
An account of the resource
Stanley Archer’s account of his training as one of the first flight engineers for Lancaster operations in 1942. First he attended an air gunnery course then transferred to 97 squadron at RAF Woodhall Spa. He comments on a daylight operation on Augsburg. Training continued for a month at Avro's at Chadderton then Woodford. This was ground based on Lancaster systems, there being no flying training. This was followed by a month at RAF St Athan on Halifaxes. He had previously worked as a fitter on Hurricanes and Spitfires and he considered the course a waste of time.
Creator
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Stanley Archer
Date
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1942
Format
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Two handwritten pages
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BArcherSWArcherSWv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
Germany
England--Lincolnshire
England--Chadderton
Germany--Augsburg
England--Lancashire
Temporal Coverage
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1942
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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David Bloomfield
106 Squadron
97 Squadron
Air Gunnery School
aircrew
Defiant
fitter engine
flight engineer
ground crew
ground personnel
Halifax
Hurricane
Lancaster
RAF Barrow in Furness
RAF Coningsby
RAF St Athan
RAF Stockport
RAF Waddington
RAF Woodhall Spa
Spitfire
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1237/16297/EHarwoodRTWHarwoodJ[Date]-01.jpg
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Dublin Core
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Title
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Harwood, Rupert
Description
An account of the resource
9 items. The collection concerns Pilot Officer Rupert Thomas Harwood (1910 - 1944, 1322764, 178759 Royal Air Force) and contains several letters he wrote to his young daughter Janet. <br />The collection has been loaned to the IBCC Digital Archive for digitisation by Janet Scorer and catalogued by Barry Hunter. <br />Additional information on Rupert Thomas Harwood is available via the <a href="https://internationalbcc.co.uk/losses/110178/">IBCC Losses Database</a>
Publisher
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IBCC Digital Archive
Date
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2016-04-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Harwwod, RTW
Transcribed document
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Transcription
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[underlined] Coningsby [/underlined]
Darling Little Janet
Please do not worry yourself if you hear I am missing, as it is pretty certain I am alright, and will be back home with you as soon as I can. Just keep on being a good girl, helping Mummy and playing.
Lots of love
XXXXX Daddy XXXXX
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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To Janet from Rupert Harwood
Description
An account of the resource
A letter written by Ruper Harwood to his daughter 'Darling Little Janet', telling her not to worry if he is reported missing.
Creator
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Rupert Harwood
Format
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One handwritten sheet
Language
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eng
Type
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Text
Text. Correspondence
Identifier
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EHarwoodRTWHarwoodJ[Date]-01
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Civilian
Spatial Coverage
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Great Britain
England--Lincolnshire
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Frances Grundy
Frank Batten
aircrew
childhood in wartime
In the event of my death letter
missing in action
RAF Coningsby
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Thomson, Thomas
T Thomson
Publisher
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IBCC Digital Archive
Date
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2016-03-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Thomson, T
Description
An account of the resource
18 items. The collection concerns Flight Sergeant Thomas Thomson (1919 - 1991, 1366937 Royal Air Force) He flew operations as a wireless operator with 49 Squadron. It contains photographs, documents, a brief biography and a copy of E J Haddow's log book.
The collection has been loaned to the IBCC Digital Archive for digitisation by Suzanne Fletcher 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
Thomas Thomson Notice Paper
Description
An account of the resource
Thomas' Notice Paper, Certified Copy of Attestation and Oath.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-05-22
Format
The file format, physical medium, or dimensions of the resource
Three printed sheets with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
OThomsonT1366937-160303-030001,
OThomsonT1366937-160303-030002,
OThomsonT1366937-160303-030003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Scotland--Glasgow
Scotland--Buckhaven
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.
1945-05-22
aircrew
RAF Coningsby
recruitment
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22536/MCurnockRM1815605-171114-011.2.pdf
74fa5e15c5e7788b9a6f73056580fbd3
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Kriegie March 2010
Description
An account of the resource
The news-sheet of the RAF ex-POW Association. This edition covers refurbishing the memorial to "The Fifty" and the construction of a replica hut 104 at Zagan., the 65th anniversary of the Great Escape, the Royal Windsor Tattoo, a POW day at High Wycombe, photographs of the memorial at Zagan, the annual dinner at RAF Henlow, Recco Report ofg ex-POWs activities, Obituaries, Book Reviews, changes to the membership directory, and newspaper cuttings about Air Cadets on parade.
Creator
An entity primarily responsible for making the resource
The RAF ex-POW Association
Date
A point or period of time associated with an event in the lifecycle of the resource
2010-03
Format
The file format, physical medium, or dimensions of the resource
21 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-011
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Wehrmacht. Luftwaffe
Royal New Zealand Air Force
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany--Berlin
Great Britain
England--High Wycombe
England--London
Germany--Sylt
Germany--Mannheim
Germany--Kiel
Poland--Żagań
Germany--Helgoland
England--Windsor (Windsor and Maidenhead)
Poland
Germany
England--Berkshire
England--Buckinghamshire
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.
10 Squadron
144 Squadron
57 Squadron
77 Squadron
aircrew
Blenheim
Distinguished Service Order
Dulag Luft
escaping
evading
flight engineer
Hampden
Hurricane
Ju 88
Lancaster
Me 109
memorial
Military Cross
mine laying
navigator
prisoner of war
RAF Bassingbourn
RAF Coningsby
RAF Cranwell
RAF Dishforth
RAF Halton
RAF Hemswell
RAF Hendon
RAF Henlow
RAF North Coates
RAF North Luffenham
RAF Northolt
Special Operations Executive
Stalag Luft 1
Stalag Luft 3
Stalag Luft 6
Stalag Luft 7
the long march
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1085/22871/MPritchard2206805-171108-030001.1.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1085/22871/MPritchard2206805-171108-030002.1.jpg
33d1814b2dc48009b7a622e54a3d367f
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Pritchard, Arthur
A Pritchard
Description
An account of the resource
Six items. An oral history interview with Carolyn Pritchard about her father, Arthur Pritchard (2206806 Royal air Force) documents and photographs. He flew operations as a flight engineer with with 463, 467 and 97 Squadron until he was shot down. He was hidden by the French Resistance until the liberation of Paris.
The collection has been loaned to the IBCC Digital Archive for digitisation by Carolyn Pritchard and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Pritchard, A
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE EXPOITS OF
WARRANT OFFICER
ARTHUR PRITCHARD
By his daughter, CAROLYN PRITCHARD
My father, Warrant Officer Arthur Pritchard, passed away on May 28, 2010, aged 86 years.
His life story is of humour, luck, and courage. It is also a story of the heroism of the French people who took him under their protection at great risk to themselves.
He was born in Beach Road, Y Felinheli (Port Dinorwig), on April 13, 1924, one of seven children of Arthur and Hannah May Pritchard.
[Photograph of an airman] Arthur Pritchard in his Flight Sergeant uniform
He joined the Royal Air Force before his 18th birthday, and did his training at R.A.F. St. Athan in South Wales, where he passed out as a Flight Sergeant and was posted to R.A.F. Winthorpe in Lincolnshire, where he was introduced to his Australian crew as a Flight Engineer. On February 29, 1944 the crew joined 463 Squadron based at RAF Waddington. During their time there they completed 17 sorties over Germany and France.
On May 7, 1944, Pilot Officer Bryan Giddins and crew were posted to 97 Pathfinder Force at RAF Coningsby. They completed a further three missions, seeing action on D-Day.
On their twenty-first sortie on June 9/10, 1944, on a night raid over a railway junction at Etampes, south of Paris, pilot Officer Giddings and his crew failed to return. After releasing flares over the target their Lancaster, ND764, was hit by flak and then attacked from below by a night fighter.
Many years later when he was able to relate his story, my father recollected the moment at the time when the aircraft was hit:- “The inner or outer port side engine was on fire, - it could have been either as there wasn’t much space between the engines. The suicidal height at which we were flying, the noise, the cabin full of smoke and partially lit, communications cut, cramped conditions in the cockpit, no place to wear your parachute (it had to be stored on the floor), frantically searching for it, the rush of cold air from the open back door, trying to prise open the escape hatch at the front, every second wasted making survival more improbable, the whole episode could not have lasted for more than a few minutes, and before we realised it was a doomed machine, we would have had even less time to make our getaway. The Lancaster was not air-crew friendly!”
Out of a crew of seven there were only two survivors. Pilot officer Bryan Giddings and Navigator Bryce Webb bailed out of the blazing plane but their parachutes did not deploy in time. The Lancaster finally crashed in a field near the village of Souzy la Briche. Carrying with it the remaining three crew members – Mid-Upper Gunner John McGill, Rear-Gunner Johnny Seale and H2S Operator Charles Clement. Wireless Operator Bob Bethell had baled out through the rear door, but was captured by a German patrol and ended up in Stalag Luft 7 Bankau, near Kreulberg.
When my father and the crew failed to return from the mission my grandparents Arthur and Hannah Mary received a telegram followed by a letter advising them that their son was missing presumed killed. During the time he was missing they and the family never gave up hope that he was still alive. On one occasion the local vicar called on them to ask permission for a memorial service for him to be arranged in the village. They declined saying “Our son is coming home”.
[Underlined] Their faith was rewarded because Flight-Engineer Arthur Pritchard evaded capture. [/underlined]
The aircraft was on fire and perilously low when he bailed out and he made a heavy landing, spraining his ankle. After wondering around the French countryside with his damaged ankle and famously asking villagers for a way to the coast, he eventually arrived at the village of Egly and entered the local church. Seeing a man by the alter he told him that he was an injured RAF airman. The Frenchman was unable to speak English, but gave him some water and pointed towards a café opposite the church. On entering the café, Dad waving a 100 Franc note from his RAF kit, ordered champagne, as this was the only French word he knew. Panic broke out as
[Boxed] [Photograph of a Lancaster]
The first Lancaster bomber came off the production line at the beginning of 1942. It was designed by AVRO’s chief designer, Roy Chadwick. The plane started out as Avro Manchester, a twin engine model, but in anticipation of the greater range that Bomber Command would require as the RAF took the war to the German heartland, Chadwick modified the Manchester to house four engines. Apart from the engine changes, the Manchester design was so good it did not take much work to come up with the new model, renamed the Lancaster.
The plane came famous later of course following the well-documented Dambuster Raid, when 617 Squadron attacked the Eder and Ruhr dams. [/boxed]
[Page break]
[Boxed] 97 (Straits Settlements) Squadron,
Royal Air Force,
CONINGSBY,
Lincolnshire.
10th June, 1944.
Dear Mr. Pritchard,
It is with deep regret that I must confirm that your son, Sergeant A. Pritchard, failed to return from operations this morning, the 10th June, 1944, and I wish to express the great sympathy which this Squadron feel with you during the [indecipherable] any news comes through.
Your son was taking part in an operation against a military target and [indecipherable] France, Flight Engineer of the aircraft. No news has been received since the aircraft left base last night – we can only hope that they had the chance to bale out and are safe, even as prisoners of war.
Sergeant Pritchard had only been serving with this Squadron for a short while, but during that period he was able to operate with us on the opening of the Second Front. He had operated with another Squadron prior to coming here, and had taken part in fifteen sorties, many of which were against major objectives in Germany. On this occasion he was working with his usual crew. Your son was keen and capable as a flight engineer, and he and his crew will be a great loss to the Squadron; we shall all miss them very much.
It [indecipherable] to explain that the request in the telegram notifying you of this casualty was [indecipherable] your son’s chance of escape being prejudged by [indecipherable] he is still at large. This is not to say that any information about him is available, but us a precaution adopted in the case of all personnel reported missing.
His kit and personal effects are being carefully collected and will be sent to the R.A.F. Central Depository, Colebrook, Slough, from whom you will hear in due course.
If any news is received you will be communicated with immediately, and in the meantime I join with you in hoping that we shall soon hear favourable news of your son and the remainder of the crew.
Yours sincerely,
[Signature]
Squadron Leader, Commanding,
No. 97 (Straits Settlements)
[Underlined] Squadron, R.A.F. CONINGSBY. [/underlined]
Mr. A. Pritchard,
10, [indecipherable];
PORT [indecipherable]
N. Wales.
[/boxed]
[Boxed] On the left is the letter dated June 10, 1944, that Arthur and Hannah Mary Pritchard received from the RAF confirming that their son had not returned from his latest mission and stating that his loss and those of the crew would be very much missed. It goes on to say that he may be still at large but that no information about him was available.
It concludes by stating that if any favourable news about him was received that the RAF would communicate immediately with the family in Felinheli. [/boxed]
there were Germans in the village, and he was hastily ushered into a back room. A young teenage boy, who could speak a little English, was brought to the café, and Dad explained his plight and was then taken to a nearby wood where he was hidden overnight in a small air-raid-type shelter in the ground whilst his identity was being checked out.
Once the o.k. was received from London, the local leader of the French Resistance was summoned. Arthur Pritchard was put into the care of Monsieur George Dantan and his family who risked being shot if caught hiding a British airman. He was given civilian clothing; ID as a deaf and dumb Frenchman, and a bicycle. He was told that he was to be moved to a safe house in Antony, near Paris. His instructions were to follow the parcel tied to the back of Monsieur Dantan’s bicycle – but not necessarily follow Monsieur Dantan. On arriving at the safe house several hours later, Monsieur Dantan entered the building, and several minutes later came out and removed the parcel from the bicycle and re-entered the house. This was the signal for Das that it was safe for him to enter. When he did so, the two men embraced, – relieved to have reached their destination safely.
He evaded capture for over two months, being moved several times to safe houses, until the Liberation of Paris on August 24.
On the liberation of Paris his parents received another telegram, this time stating that my father had been found safe and well. On seeing him for the first time, as he came down the steps to his home in an emaciated state, my grandmother fainted with the shock and relief of his safe return.
Whilst in hiding he had many adventures and kept a diary, and his story is told in the book Achieve Your Aim by Kevin Bending, and in a book written in French by Georges Dantan Junior, the English version of which is available on the 97 Squadron Association’s website.
My father was unaware of the fate of his fellow-crew members and he was constantly worried over their safety. He would not be told that they had perished in the crash until his return home. The only Welshman in an Australian crew, he was inevitably called Taffy, and they did everything together – ate, slept, fought, drank and danced. It was a tremendous blow to him when he learned of their fate.
After he was repatriated to the UK, he was posted to RAF West Freugh in Scotland as an Air Traffic Controller. He left the RAF with the rank of Warrant Officer.
Arthur Pritchard met his future wife, Edna May Cardwell, from Liverpool, whilst both were stationed at RAF Waddington, and were married in December 1947 at Llanfairisgaer Church, just outside Y Felinheli. Both are interred in the churchyard there, Edna having predeceased him on October 10, 2001.
Loyal to his wartime crew he made several visits to their war graves, near to where they perished. He was always warmly welcomed by the Mayor and villagers near the crash site, and he always laid wreaths at the well-attended graves of his wartime “family”. On one occasion he was presented with parts from the Lancaster wreckage, including the cam-shaft. The French and Australian families kept in touch over the years and visited him at his home in Wales.
[Photograph of a man wearing medals] Arthur Pritchard (the civilian) in his latter days
In his latter years he took delight in visiting his former air bases in Lincolnshire and was always warmly welcomed by the RAF personnel. On one memorable visit he was privileged to go on board the Lancaster Bomber based at RAF Coningsby – for him an unforgettable experience.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Exploits of Warrant Officer Arthur Pritchard
Description
An account of the resource
A biography of Arthur Pritchard written by his daughter. It covers his training, operations and the night he was shot down. Despite speaking no French he was assisted to a hideout in Paris where he remained until Paris was liberated in August 1944.
Creator
An entity primarily responsible for making the resource
Carolyn Pritchard
Format
The file format, physical medium, or dimensions of the resource
Two printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MPritchard2206805-171108-030001, MPritchard2206805-171108-030002
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.
France--Paris
Great Britain
England--Liverpool
Wales--Y Felinheli
France--Étampes (Essonne)
France
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1944-06-09
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
Anne-Marie Watson
463 Squadron
617 Squadron
97 Squadron
air gunner
aircrew
anti-aircraft fire
bale out
Chadwick, Roy (1893-1947)
crash
evading
final resting place
flight engineer
H2S
killed in action
Lancaster
Manchester
missing in action
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
prisoner of war
RAF Coningsby
RAF St Athan
RAF Waddington
RAF West Freugh
RAF Winthorpe
Resistance
shot down
Stalag Luft 7
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/586/26621/MHorryAH1332586-160818-010001.2.jpg
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f9f14b0c0cfb519b02c0ffd5dc8c8c6c
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
Horry, Margaret
M Horry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Horry, MA
Description
An account of the resource
20 items. An oral history interview with Margaret Horry, and her brother, Gordon Prescott's log book (1582098 Royal Air Force), documents and family photographs. She discusses her brothers' and husband's service during the war. Gordon Prescott flew operations as a wireless operator / air gunner with 12 Squadron and was lost without trace 7 January 1945. <br /><br />Additional information on Gordon Prescott is available via the <a href="https://losses.internationalbcc.co.uk/loss/119000/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Margaret Horry and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-08-19
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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Tirpitz
The Crew
Not Hugh High as mid upper guns removed. Also as front guns
Could not bomb from Russia as plane US so this did not count as an op!
To row L to R
A. Horry (AKA Freddie) bomb aimer
P. Morgan W/OP
G Prettejohns (Vic) F/E
Hugh High AG
Bottom row
Sandy Watt rear gunner
A.G. Williams (Bill) pilot
Roy Harvey N.
TIRPITZ
Black and white photograph of [underlined] THE CREW [/underlined]
Not [two indecipherable words] as midupper guns removed. Also it's front guns
Could not bomb from Russia as plane US so this [indecipherable word] not count as an op!
Top Row L to R
A. Horry (AKA Freddie) Bomb Aimer. P. Morgan W/Op. G. [indecipherable name and words]. [indecipherable words]
Bottom Row
Sandy Watt Rear Gunner. R.P. Williams (Bill) Pilot. Roy Harvey N.
TIRPITZ
Black and white photograph of [underlined] THE CREW [/underlined]
Not [two indecipherable words] as midupper guns removed. Also it's front guns
Could not bomb from Russia as plane US so this [indecipherable word] not count as an op!
Top Row L to R
A. Horry (AKA Freddie) Bomb Aimer. P. Morgan W/Op. G. [indecipherable name and words]. [indecipherable words]
Bottom Row
Sandy Watt Rear Gunner. R.P. Williams (Bill) Pilot. Roy Harvey N.
TIRPITZ
Black and white photograph of [underlined] THE CREW [/underlined]
Not [two indecipherable words] as midupper guns removed. Also it's front guns
Could not bomb from Russia as plane US so this [indecipherable word] not count as an op!
Top Row L to R
A. Horry (AKA Freddie) Bomb Aimer. P. Morgan W/Op. G. [indecipherable name and words]. [indecipherable words]
Bottom Row
Sandy Watt Rear Gunner. R.P. Williams (Bill) Pilot. Roy Harvey N.
Dublin Core
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Title
A name given to the resource
The Crew
Description
An account of the resource
Squadron Leader Bill Williams's crew with 106 Squadron May 1944 to 3 September 1944 and with 9 Squadron September 1944 to March 1945.
'Vic' Prettejohns replaced original Flight engineer. Underneath is annotated the crew's names and positions.
Additional information about this item was kindly provided by the donor.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MHorryAH1332586-160818-010001,
MHorryM[Ser#-DoB]-150520-030005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Contributor
An entity responsible for making contributions to the resource
Jan Waller
106 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
flight engineer
Lancaster
navigator
pilot
RAF Coningsby
RAF Metheringham
Tirpitz
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/787/47003/E[Author]PMaltbyDJH430523.jpg
533497092ab8b9fac558e62700b2f270
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Maltby, David John Hatfeild
D J H Maltby
Description
An account of the resource
Seven items. The collection concerns Squadron Leader David John Hatfeild Maltby DSO, DFC (1920 - 1943, 60335 Royal Air Force) and consists of his pilot's flying log book and documents. David Maltby completed a tour operations as a pilot in Hampdens, Manchester and Lancasters with 106 and 97 Squadrons at RAF Coningsby before being posted to 617 Squadron at RAF Scampton. He successfully attacked the Möhne Dam in May 1943. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by the Maltby Family and catalogued by Barry Hunter.<br /><br />Additional information on David John Hatfeild Maltby is available via the <a href="https://internationalbcc.co.uk/losses/114788/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Maltby, DJH
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Telegram to DJH Maltby
Description
An account of the resource
The telegram congratulates him from Coningsby and Woodhall.
Creator
An entity primarily responsible for making the resource
Patch
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-23
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. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One b/w photocopy
Identifier
An unambiguous reference to the resource within a given context
E[Author]PMaltbyDJH430523
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1943-05-23
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
aircrew
Eder Möhne and Sorpe operation (16–17 May 1943)
pilot
RAF Coningsby
RAF Scampton
RAF Woodhall Spa
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16958/SCheshireGL72021v10035.2.jpg
46fd1622ede4769c7dbef175b2b432de
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Post Office Crest]
POST OFFICE TELEGRAM
C. Civ. New York. 39.3
1053
Mrs. Constance Cheshire
c/o W/Cdr. Cheshire RaF. Coningsby.
Mrs. Riggs in California cannot find shipper
Please suggest another furrier or my wifes furrier, specialising in Minks who made her mink coat can make yours advise
Aaron. E. Koota.
For free repetition of doubtful words telephone “TELEGRAMS ENQUIRY” or call, with this form at office of delivery. Other enquiries should be accompanied by this form and if possible, the envelope
B or C
T51-5274
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
Telegram to Constance Cheshire from Aaron E Koota
Description
An account of the resource
Correspondence addressed care of Wing Commander Cheshire concerning furriers and mink coat.
Creator
An entity primarily responsible for making the resource
A E Koota
Format
The file format, physical medium, or dimensions of the resource
One page handwritten telegram
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10035
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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
Roger Dunsford
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/187/2527/SMarshallS1594781v10064.2.jpg
7d8c0a710c5a3b42f35a14f2a066e473
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
Marshall, Syd. Album
Identifier
An unambiguous reference to the resource within a given context
Marshall, S
Description
An account of the resource
77 items. The album contains wartime and post-war photographs, newspaper cuttings, and memorabilia assembled by Warrant Officer Sidney Charles Marshall (1924 - 2017, 1594781 Royal Air Force). Syd Marshall was a flight engineer with 103 Squadron and flew operations from RAF Elsham Wolds.
The collection has been loaned to the IBCC Digital Archive for digitisation by Syd Marshall and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-08
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
Syd Marshall and Grand Slam bomb
Description
An account of the resource
Photograph 1 is Syd Marshall standing beside a Grand Slam bomb at RAF Coningsby.
Photograph 2 is a group of people outside a building.
Format
The file format, physical medium, or dimensions of the resource
Two colour photographs on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMarshallS1594781v10064
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
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.
bombing
Grand Slam
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1278/19535/MParkerJJ1062881-160315-04.2.jpg
06fdbc9ad3b09bdd35d879cbbeace16b
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, John Joseph
J J Parker
Description
An account of the resource
14 items. The collection concerns Flying Officer John Joseph Parker (1062881, 121671 Royal Air Force) and contains documents, heirlooms and photographs. He served as ground personnel.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ann Pilbeam and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Parker, JJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]The Story of the Brooch[/underlined]
My mother always wore a ‘wings’ brooch during the war (photo enclosed)
When my father (a wonderful character) became mayor of Boston 1973 he took the salute when R.A.F. Coningsby was granted the Freedom of the Borough.
At the dinner afterwards the commanding officer presented my mother with the brooch which Mick had taken a photo of. She was delighted and thrilled and now it is mine and I wear it with pride. It always gets a comment from someone.
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
Story of the Brooch
Description
An account of the resource
Hand written story of the brooch by John Joseph Parker's daughter.
Creator
An entity primarily responsible for making the resource
B Pilbeam
Format
The file format, physical medium, or dimensions of the resource
Hand written note
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MParkerJJ1062881-160315-04
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
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
Jan Waller
heirloom
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2627/46739/MSmithAT560209-230614-02.2.jpg
97b8637e9202f75f3600c8a960cf57a9
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
Smith, Albert Thomas
Description
An account of the resource
Five items. The collection concerns Sergeant Albert Thomas Smith (b. 1908, 560209 Royal Air Force) and contains correspondence, documents and a photograph. He served as an engine fitter with 106 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Diane Ralph and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-06-14
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
Smith, AT
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
Squadron congratulations
Description
An account of the resource
Wing Commander Guy Gibson, commanding officer of 106 Squadron, congratulating the squadron on a month of successful operations and the record tonnage of bombs dropped despite difficulties which were overcome by the ground crews. Anticipating continued success when Lancaster aircraft are received the following month.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Guy Gibson
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-05-01
Temporal Coverage
Temporal characteristics of the resource.
1942-04
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One typed sheet
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
MSmithAT5609-230614-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
106 Squadron
bombing
Gibson, Guy Penrose (1918-1944)
Lancaster
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16923/SCheshireGL72021v10007.2.jpg
efe173afc45d4333f6b57dbe5e3de4b8
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
62
[deleted] 58[/deleted]
[inserted]2 CR [/inserted]
[inserted]1 OPS [/inserted]
R.A.F. STATION
CONGINSBY
8 DEC 194
SIGNALS
CON V GPE AST38/6
FROM FLS ASTON DOWN 061715a
TO G/CAPT CHESHIRE 617 SQDN RAF CONINGSBY LINCS
BT
A120 6/DEC W/CDR THOMAS WOULD APPRECIATE IF YOU COULD ARRANGE TO GIVE A LECTURE ON EITHER THE FOLLWING DATES DEC 16TH OR 17TH. PLEASE CONFIRM BY SIGNAL
BT 061715a
NRK
GP R0621153 RT K
[inserted]617 Sqn 2 [/inserted]
[inserted]CR [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Signal to Leonard Cheshire from FLS Aston Down
Description
An account of the resource
Requests that Cheshire give a lecture on either Dec 16 or 17th.
Creator
An entity primarily responsible for making the resource
FLS Aston Down
Format
The file format, physical medium, or dimensions of the resource
One page printed signal
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Gloucestershire
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-12-08
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Temporal Coverage
Temporal characteristics of the resource.
1944-12-16
1944-12-17
617 Squadron
Cheshire, Geoffrey Leonard (1917-1992)
RAF Aston Down
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16917/SCheshireGL72021v10002.1.jpg
dc0c36dde16be2e3bde112d6b50c428c
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Signal request to Leonard Cheshire for lecture
Description
An account of the resource
Request Cheshire gives lecture at RAF Aston Down and possible dates. Handwritten note 'unable to attend'.
Creator
An entity primarily responsible for making the resource
FCST Aston Down
Format
The file format, physical medium, or dimensions of the resource
One page printed signal
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Gloucestershire
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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.
617 Squadron
Cheshire, Geoffrey Leonard (1917-1992)
RAF Aston Down
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16920/SCheshireGL72021v10004.2.jpg
72fe51abd659d0a63d4bc8ca17f05cdb
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
62
[deleted] 35/deleted]
[inserted]3 CR [/inserted]
R.A.F. STATION
CONGINSBY
2 NOV 194
SIGNALS
CON V GPE AST 1/23
T 617 SQDN
FROM FLS ASTON DOWN 230930a
TO G/C CHESHIRE 617 SQDN RAF CONINGSBY LINCS
BT
A112 23 NOV W/CDR THOMAS WOULD APPRECIATE IF YOU COULD ARRANGE TO GIVE A LECTURE ANYTIME BETWEEN NOV 26 AND DEC 1ST. PLEASE CONFIRM
BT 230930a
AS GM BB K
GPE R1315/23 IB AR AUJLH
[inserted]617 2 ticked [/inserted]
[inserted]CR [/inserted]
[inserted] Refused by letter – until further notice 24.11.43 GLC [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Signal request to Leonard Cheshire for lecture
Description
An account of the resource
From FCST RAF Aston Down requesting Cheshire to give lecture between 26 November and 1 December. Handwritten note 'Refused by letter - until further notice, 24-11-43.
Creator
An entity primarily responsible for making the resource
FCST Aston Down
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-11-02
Format
The file format, physical medium, or dimensions of the resource
One page printed signal
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Gloucestershire
Temporal Coverage
Temporal characteristics of the resource.
1943-11-02
1943-11-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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
Claire Monk
617 Squadron
Cheshire, Geoffrey Leonard (1917-1992)
RAF Aston Down
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16924/SCheshireGL72021v10008.1.jpg
2d4cf556287c8e38fa5bd302ef6196d6
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
R.A.F. STATION
CONGINSBY
SIGNALS
To
W/CMDR THOMAS, FLS ASTON DOWN
From : 617 Squadron
Originators Number A244
Date 7 Dec
Your/my A120 6 DEC
WILL ATTEND 17 DEC. SUBJECT TO OPERATIONAL COMMITMENTS.
W/CMD CHESHIRE
Time of Origin 714
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
Signal from Leonard Cheshire to Wing Commander Thomas
Description
An account of the resource
To FLS Aston down stating he would attend on 17 December subject to operational commitments.
Format
The file format, physical medium, or dimensions of the resource
One page signal form filled in handwritten
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10008
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Gloucestershire
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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.
Creator
An entity primarily responsible for making the resource
Geoffrey Leonard Cheshire
Contributor
An entity responsible for making contributions to the resource
Claire Monk
617 Squadron
Cheshire, Geoffrey Leonard (1917-1992)
RAF Aston Down
RAF Coningsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16918/SCheshireGL72021v10003.1.jpg
823232706fecc8df563762e5dcabbd78
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
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 Leonard Cheshire Archive which 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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Signal from Leonard Cheshire to RAF Aston Down
Description
An account of the resource
States regrets unable to attend
Format
The file format, physical medium, or dimensions of the resource
One page signal form handwritten filled in
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SCheshireGL72021v10003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Gloucestershire
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Correspondence
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which 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.
Creator
An entity primarily responsible for making the resource
Geoffrey Leonard Cheshire
617 Squadron
Cheshire, Geoffrey Leonard (1917-1992)
RAF Aston Down
RAF Coningsby