1
25
54
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5779/PCavalierRG17010006.1.jpg
60a64c436eeee7e3cd0bbfc9e11b4e18
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Halifax Mk 1 in flight
Description
An account of the resource
12 air-to-air photographs of a Halifax. Captioned:
'Bomber Command 4 Group.
Halifax A/C 76 Sqd. Sqd/L. Bickford.
R.A.F. Middleton St. George, Yorks.
August 6th 1941'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-08-06
Format
The file format, physical medium, or dimensions of the resource
12 b/w 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
PCavalierRG17010006
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1941-08-06
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.
Language
A language of the resource
eng
4 Group
76 Squadron
Halifax
Halifax Mk 1
RAF Middleton St George
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5780/PCavalierRG17010007.2.jpg
358b95ffba45824c9947d28cad1edee8
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operations boards
Description
An account of the resource
Photograph 1 is of the operations board for 76 Squadron.
Photograph 2 is of the operations board for 78 Squadron 30 May 1942.
They are captioned: 'Operations Board, Target Cologne Germany, June 1942. 76 Squadron, 78 Squadron, Halifax A/C. R.A.F. Middleton St. George, Yorkshire'.
Photograph 3 is of the operations board for 226, 88 and 342 Squadrons. Captioned: 'Operations Board 10/11 June 1943. 226 Squadron, Mitchell A/C. 88 Squadron, Boston A/C . 342 Squadron Lorraine, (Free French) Boston A/C R.A.F. West Raynham, Norfolk.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-06
1943-06-10
1943-06-11
1942-05-30
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs on an album page
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
PCavalierRG17010007
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
Free French Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Durham (County)
England--Norfolk
Germany--Cologne
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-06
1943-06-10
1943-06-11
1942-05-30
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Darren Sheerin
226 Squadron
342 Squadron
76 Squadron
78 Squadron
88 Squadron
B-25
bombing
Boston
Halifax
operations room
RAF Middleton St George
RAF West Raynham
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5781/PCavalierRG17010008.2.jpg
dace942fb084e910bd494b73275768d5
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Daylight attack on Brest docks
Description
An account of the resource
Two vertical aerial photographs of the docks at Brest. The upper photographs shows some of the bombs being dropped. Captioned: 'Daylight raid on Docks, Breast [sic] France. R.A.F. Middleton St George, Yorkshire. Bomber Command, 4 Group. Halifax A/C. December 18th 1941.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-12-18
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs on an album page
Type
The nature or genre of the resource
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Geolocated (cumulative polygon)
Spatial Coverage
Spatial characteristics of the resource.
France
France--Brest
Temporal Coverage
Temporal characteristics of the resource.
1941-12-18
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
PCavalierRG17010008
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
4 Group
aerial photograph
bombing
Halifax
RAF Middleton St George
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5782/PCavalierRG17010009.2.jpg
ed46ef7f03f228c75551a142afae6e21
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Berlin and Brest
Halifax in flight
Description
An account of the resource
Photograph 1 shows a railway running left to right through an urban area. Captioned '1. J.D.S. 382.X.12782.76.N/T.7/8 -8-41 F.8. ➝'.
Photograph 2 shows a mostly rural area, much obscured by anti-aircraft fire and light flare. Captioned 'T.K.A. 073 Z 76 N/T 2/3 .8.41 F8 ➝'.
This photograph also captioned 'Night raid on Berlin Germany, Halifax A/C. 76 Sqd. Bomber Command, 4 Group. R.A.F. Middleton St. George, Yorks. 2/3 Aug 1941.'
Photograph 3 is of the port of Brest.
Photograph 4 is a vertical air-to-air photograph of a Halifax flying over a coastline. It is captioned 'A. 23 A(A) 76 30.12.41 F/8'. Captioned '18. Dec 1941.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-08-02
1941-08-03
1941-08-07
1941-08-08
1941-12-30
Format
The file format, physical medium, or dimensions of the resource
Four b/w 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
PCavalierRG17010009
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
France
France--Brest
Temporal Coverage
Temporal characteristics of the resource.
1941-08
1941-08-02
1941-08-03
1941-08-07
1941-08-08
1941-12-30
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.
Language
A language of the resource
eng
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
4 Group
76 Squadron
aerial photograph
anti-aircraft fire
bombing
Halifax
RAF Middleton St George
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5841/PCavalierRG17010030.2.jpg
51c81992d716b9d0bde090e3fb13ecd9
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/.
Conforms To
An established standard to which the described resource conforms.
Pending geolocation
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reconnaissance photographs
Photographic Recognizance of Targets in Enemy territory
Description
An account of the resource
Photograph 1 is a vertical aerial photograph of the city of Aachen. There are numbered and arrowed points of interest on the image plus a north arrow. It is annotated 'R405 B/218.3.PRU 22.14.7.41 28" ' Captioned '14th July 1941 Archen [sic], Germany.'
Photograph 2 is a vertical aerial photograph of the city of Cologne. On the right can be seen the Rhine and a railway bridge. There are numbered and arrowed points of interest on the image plus a north arrow. It is annotated '481 B/131 6 3 PRU 8.4.41 F/20" ' Captioned '8th April 1941, Koln, Germany.'
Photograph 3 is a vertical aerial photograph of Munster Aerodrome. There are numbered and arrowed points of interest on the image plus a north arrow. The marshalling yards and canal are clearly visible. It is annotated '424 B/263 3PRU 3 7.7.41 20" ↓ R'. Captioned 'July 7th 1941 Munster Aerodrome, Germany'.
Photograph 4 is a vertical aerial photograph of the docks at Kiel. Large naval ships and a floating dock are visible. There are numbered and arrowed points of interest on the image plus a north arrow. Captioned 'Docks at Kiel'
Photograph 5 is a vertical aerial photograph of the docks at Hamburg. There are numbered and arrowed points of interest on the image plus a north arrow. It is annotated '411 B/183 3 PRU 11 21.5.41 36" ↑ R' and captioned April 5th 1941 Hamberg [sic], Germany'.
Photograph 6 is a near vertical aerial photograph of RAF Middleton St George. A railway runs top to bottom and the airfield is on the right. Captioned 'R.A.F. Middleton St George. April 1942.'
The page is titled 'Photographic Recognizance [sic] of Targets in Enemy territory.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-04
1941-07
1942-04
Format
The file format, physical medium, or dimensions of the resource
Six b/w 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
PCavalierRG17010030
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Germany--Aachen
Germany--Cologne
Germany--Hamburg
Germany--Kiel
England--Durham (County)
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941-04
1941-07
1942-04
Conforms To
An established standard to which the described resource conforms.
Geolocated (cumulative polygon)
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.
Language
A language of the resource
eng
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
aerial photograph
Photographic Reconnaissance Unit
RAF Middleton St George
reconnaissance photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5852/PCavalierRG17010031.1.jpg
a3a07d7776bf1d9baf415f700a35a7a7
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
RAF Middleton St George Photography Section
Description
An account of the resource
Photograph 1 is of eight airmen in two rows and is signed by seven of the individuals. Captioned 'R.A.F. Middleton St George, S.H.Q. Photo Section. 3rd April 1942.'
Photograph 2 is of an airman in battledress carrying a Thompson machine gun and wearing a helmet and gas mask haversack. The photograph is signed and dated. Captioned: 'Ready for the invasion, 24th [blank] 1942, Bob Gleave'.
Photograph 3 is of five airmen lying on bunks and making 'V' signs with their fingers. Captioned 'Night Ops. S.H.Q. Photographic Section. Bill Maxwell Chris Carruathers [sic] Arthur Carr R.G.C. Bill Welesby. 22 Jan 1942.'
Photograph 4 is of three airmen in an office with a world map and training aids.. One is standing beside a camera, one is sitting in front of a screen with a name plate under his chin and the third is seated with an aerial camera in his lap. Captioned 'Lecture Room, S.H.Q. Photographic Section, Frank Ashworth R.G.C. Bill Welesby.'
Photograph 5 is of two airmen in helmets and haversacks, one with a Thompson machine gun. Reginald George Cavalier is on the left with a pipe in his mouth. Captioned 'On guard. Jack Cuthbert, Me. 24th April 44.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-01-22
1942-04-03
1944-04-24
Format
The file format, physical medium, or dimensions of the resource
Five b/w 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
PCavalierRG17010031
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1942-01-22
1942-04-03
1944-04-24
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--Durham (County)
Language
A language of the resource
eng
ground personnel
military service conditions
RAF Middleton St George
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5857/PCavalierRG17010032.2.jpg
099a9e817f19e8057452aaf7c5403009
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reginald George Cavalier
Description
An account of the resource
Photograph 1 is a group of eight airmen. Reginald George Cavalier is standing far right. Seven of the individuals have signed the photograph.
Photographs 2, 4, and 6 are Reginald George Cavalier in uniform in various poses.
Photograph 3 is Reginald George Cavalier and two airmen.
Photograph 5 is of Reginald George Cavalier painting at a desk.
Captioned:
'R.A.F. Middleton St George. April 1942'
Added note: 'RG Cavalier
Reginald George'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-04
Format
The file format, physical medium, or dimensions of the resource
Six b/w 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
PCavalierRG17010032
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1942-04
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--Durham (County)
Language
A language of the resource
eng
ground personnel
RAF Middleton St George
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5861/PCavalierRG17010033.2.jpg
995110fd7ed36cc46f17faf4cc4bed6e
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Middleton St George
Description
An account of the resource
Photograph 1 is of Reginald George Cavalier amongst several loaded bomb trolleys. In the background are trucks and aircraft.
Photographs 2 and 3 are of a group of airmen watching a 4000 lb bomb being lifted on slings. Captioned '1000 lb bomb.'
Photograph 4 is of four Naval officers looking at the rear gun turret of a Halifax.
Photograph 5 is of three airmen handling bombs on a crane, watched by Naval officers.
Photograph 6 is a discussion between Naval officers and airmen beside bombs stored on the ground.
Captioned 'Visit of the Royal Navy, R.A.F. Middleton St George. 14th July 1942.'
Photograph 7 is of three Halifaxes, one coded 'Z-ZA', another 'T', a hangar, a truck and two trailers. Captioned 'View from Photo Section window.'
Photograph 8 is of four airmen sitting on top of a Halifax.
Photograph 9 is of Reginald George Cavalier in the cockpit of a Halifax. Captioned 'R.G.C. in cockpit of Halifax A/C.'
Photographs 10 and 11 are of a Halifax, one coded 'H-MP'. Captioned 'Halifax A/C. 78 Sqd.' [Squadron code MP is for 76 Squadron.]
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-07-14
Format
The file format, physical medium, or dimensions of the resource
11 b/w 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
PCavalierRG17010033
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Navy
Temporal Coverage
Temporal characteristics of the resource.
1942-07-14
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham (County)
Language
A language of the resource
eng
Contributor
An entity responsible for making contributions to the resource
Darren Sheerin
10 Squadron
76 Squadron
78 Squadron
bomb dump
bomb trolley
ground personnel
Halifax
hangar
RAF Middleton St George
service vehicle
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/5867/PCavalierRG17010034.2.jpg
ec71ca8048f6675f72226db5cdea410d
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Whitleys at Middleton St George 1941
Description
An account of the resource
Page caption: 'Middleton St George 1941'
Photograph 1 is of eight airmen under the nose of a Whitley. Captioned 'Pilot Sgt B. Jones with his Ground Crew, Whitley. A/C.'
Photograph 2 is of a sergeant pilot wearing a flying helmet and pointing to the underside of an aircraft. It is is signed 'To Reg, with every best wish Bernard Jones 'Aussie' 29/7/41'.
Photographs 3, 4 and 5 are of a crashed Whitley, largely intact with bent propeller blades. Captioned 'Sgt Jones crashed Whitley A/C on the Yorkshire Moors returning from a night bombing rad on Germany. Aug.1941.'
Photograph 6 is a cartoon of a boomerang with Hitler hanging underneath. Captioned: 'The 'Mascot' on Sgt Jones Whitley A/C painted by Me, July 1941.'
Photographs 7 and 8 are of five airmen in front of a Whitley 'T'. Captioned 'Pilot Sgt B. Jones (Aussie) with his Air Crew, Whitley A/C.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-07
1941-08
Format
The file format, physical medium, or dimensions of the resource
Seven b/w photographs and one cartoon on an album page
Type
The nature or genre of the resource
Photograph
Artwork
Identifier
An unambiguous reference to the resource within a given context
PCavalierRG17010034
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham (County)
England--North York Moors
England--Yorkshire
Temporal Coverage
Temporal characteristics of the resource.
1941-07
1941-08
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.
Language
A language of the resource
eng
aircrew
crash
forced landing
ground crew
ground personnel
Hitler, Adolf (1889-1945)
nose art
pilot
RAF Middleton St George
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/6113/PCavalierRG17010060.2.jpg
2ac17f0299657a8a16e72a3fbf8d9188
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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
Cavalier, RG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
B-25, Boston, Stranraer
Description
An account of the resource
Photograph 1 is of a B-25, undercarriage down, low level, port side, captioned 'Whitley A/C. R.A.F. Middleton St George, 1941'.
Photograph 2 is of the starboard side of a Boston 'P', in flight, captioned Boston A/C. R.A.F. Hartford Bridge. 1944. 88 Sqd F/L Bance, W/O Gill, P/O Hastings.'
Photograph 3 is a Stranraer seaplane, K7292, 'P', at its moorings.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941
1944
Format
The file format, physical medium, or dimensions of the resource
Three b/w 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
PCavalierRG17010060
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Coastal Command
Temporal Coverage
Temporal characteristics of the resource.
1941
1944
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--Hampshire
England--Durham (County)
Language
A language of the resource
eng
88 Squadron
B-25
Boston
RAF Hartford Bridge
RAF Middleton St George
Stranraer
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/81/7914/LGodfreyCR1281391v10001.2.pdf
2bb4feee369606f050f7e0e0563b6922
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
Godfrey, Charles Randall
Subject
The topic of the resource
World War (1939-1945)
Description
An account of the resource
64 items. The collection concerns Flight Lieutenant Charles Randall Godfrey DFC (b. 1921, 146099, Royal Air Force) and consists of his logbook and operational notes, items of memorabilia, association memberships, personnel documentation, medals and photographs. He completed 37 operations with 37 Squadron in North Africa and the Mediterranean and 59 operations with 635 Squadron. He flew as a wireless operator in the crew of Squadron Leader Ian Willoughby Bazalgette VC.
The collection has has been donated to the IBCC Digital Archive for digitisation by David Charles Godfrey 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 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
Godfrey, CR
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-18
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
Charles Godfey's observer's and air gunner's flying log book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Identifier
An unambiguous reference to the resource within a given context
LGodfreyCR1281391v10001
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Egypt
France
Libya
Greece
Germany
Gibraltar
Great Britain
Netherlands
Scotland
Atlantic Ocean--Baltic Sea
Belgium--Haine-Saint-Pierre
Egypt--Alexandria
Egypt--Cairo
Egypt--Ismailia (Province)
Egypt--Marsá Maṭrūḥ
Egypt--Tall al-Ḍabʻah
England--Berkshire
England--Cambridgeshire
England--Cumbria
England--Devon
England--Gloucestershire
England--Hampshire
England--Kent
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Northumberland
England--Oxfordshire
England--Rutland
England--Shropshire
England--Suffolk
England--Wiltshire
England--Worcestershire
England--Yorkshire
France--Angers
France--Caen
France--Creil
France--Mantes-la-Jolie
France--Nucourt
France--Rennes
Germany--Wiesbaden
Germany--Berchtesgaden
Germany--Bottrop
Germany--Chemnitz
Germany--Dorsten
Germany--Dortmund
Germany--Duisburg
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hannover
Germany--Karlsruhe
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Ludwigshafen am Rhein
Germany--Mainz (Rhineland-Palatinate)
Germany--Merseburg
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Osnabrück
Germany--Osterfeld
Germany--Stuttgart
Germany--Troisdorf
Germany--Wanne-Eickel
Germany--Wesel (North Rhine-Westphalia)
Germany--Wesseling
Greece--Ērakleion
Greece--Piraeus
Libya--Darnah
Libya--Tobruk
Netherlands--Hasselt
Netherlands--Rotterdam
Scotland--Moray
Germany--Münster in Westfalen
England--Cornwall (County)
North Africa
Libya--Banghāzī
Germany--Ruhr (Region)
Libya--Gazala
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1942-03-23
1942-06-10
1942-06-11
1942-06-12
1942-06-13
1942-06-14
1942-06-15
1942-06-16
1942-06-17
1942-06-18
1942-06-19
1942-06-20
1942-06-22
1942-06-23
1942-06-24
1942-06-25
1942-06-26
1942-06-28
1942-06-29
1942-07-02
1942-07-03
1942-07-05
1942-07-08
1942-07-09
1942-07-10
1942-07-12
1942-07-13
1942-07-15
1942-07-16
1942-07-17
1942-07-19
1942-07-20
1942-07-25
1942-07-26
1942-07-28
1942-07-29
1942-07-31
1942-08-01
1942-08-06
1942-08-07
1942-08-08
1942-08-09
1942-08-14
1942-08-15
1942-08-16
1942-08-17
1942-08-18
1942-08-19
1942-08-21
1942-08-22
1942-08-23
1942-08-24
1942-08-25
1942-08-26
1942-08-27
1942-08-28
1942-08-29
1942-08-30
1942-08-31
1942-09-01
1942-09-03
1942-09-05
1942-09-06
1942-09-08
1942-09-09
1944-05-06
1944-05-08
1944-05-12
1944-05-13
1944-05-27
1944-05-28
1944-05-29
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-12
1944-06-13
1944-06-15
1944-06-16
1944-06-23
1944-06-24
1944-07-07
1944-07-09
1944-07-10
1944-07-14
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-30
1944-08-01
1944-08-04
1944-11-17
1944-11-18
1944-12-04
1944-12-06
1944-12-07
1944-12-12
1944-12-15
1944-12-18
1944-12-24
1944-12-28
1944-12-29
1945-01-01
1945-01-02
1945-01-05
1945-01-07
1945-01-08
1945-01-23
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-07
1945-02-08
1945-02-09
1945-02-14
1945-02-15
1945-02-18
1945-02-20
1945-02-21
1945-03-07
1945-03-08
1945-03-22
1945-03-24
1945-03-25
1945-03-31
1945-04-11
1945-04-13
1945-04-14
1945-04-25
1945-04-30
1945-05-05
1945-05-07
1945-05-15
1945-05-22
1945-06-08
1945-06-18
1945-08-03
1945-08-05
1944-06-06
1944-08-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Observer's and air gunner's flying log book for Pilot Officer Godfrey from 3 of February 1941 to 25 of September 1945 detailing training schedule, instructional duties and operations flown. Aircraft flown were Dominie, Proctor, Wellington, Hampden, Anson, Defiant, Martinet, Stirling, Lancaster, C-47 and Oxford. He was stationed at RAF Manby, RAF Bassingbourn, RAF Harwell, RAF Lossiemouth, RAF Downham Market, RAF Hemswell, RAF Wittering, RAF Abingdon, RAF Upper- Heyford, RAF Upwood, RAF Gillingham, RAF Cranwell, RAF Melton Mowbray, RAF Church Fenton, RAF Market Drayton, RAF Waddington, RAF Upavon, RAF Sywell, RAF Carlisle, RAF Linton-On-Ouse, RAF Newbury, RAF Cottesmore, RAF Brize Norton, RAF Exeter, RAF Andover, RAF Hampstead Norris, RAF Hythe, RAF Gibraltar, RAF St Eval, RAF El Dabba, RAF Shaluffa, RAF Abu Sueir, RAF Almaza, RAF Blyton, RAF Ingham, RAF Marston Moor, RAF Leeming, RAF Acklington, RAF Middleton St. George, RAF Newmarket, RAF Moreton-in-Marsh, RAF Leconfield, RAF Skipton-on-Swale, RAF Wyton, RAF Warboys, RAF Westcott, RAF Gravely and RAF Worcester. He completed 37 operations with 37 Squadron in North Africa and the Mediterranean and 59 operations with 635 Squadron to targets in Belgium, France and Germany. Targets included: Heraklion, Piraeus, Derna, Tamimi, Benghazi Harbour, Gazala, Mersa Matruh, Ras El Shaqiq, El Daba, Tobruk, Fuqa, Quatafiya, Düren, Munster, Mantes- Gassicourt rail yards, Haine St. Pierre rail yards, Hasselt rail yards, Rennes, Angers rail yards, Caen, Ravigny rail yards, Nucourt, Wesseling oil refineries, L’Hey, Kiel, Stuttgart, Hamburg, Notre Dame, Trossy St. Maximin, Karlsruhe, Merseburg, Essen, Ludwigshafen, Duisburg, Dusseldorf, Mönchengladbach, Troisdorf, Dortmund, Nuremberg, Hannover, Munich, Gelsenkirchen, Mainz, Wiesbaden, Osterfeld, Kleve, Wanne- Eickel, Chemnitz, Wesel, Worms, Hemmingstedt, Dorsten, Bottrop, Osnabruck, Berchtesgaden, Ypenburg and Rotterdam. Notable events are that Charles Godfrey undertook a search and rescue operation in a Defiant and during the operation to Trossy St Maximin 4 August 1944 his aircraft, Lancaster ND811, was brought down by anti-aircraft fire. Whilst he survived and evaded, his pilot, Ian Willoughby Bazalgette was awarded the Posthumous Victoria Cross. The hand written notes added to the end of the log book give a description to the crash, and his attempts to evade capture. Pilot Officer Godfrey also took part in Operation Manna, Operation Exodus and Operation Dodge.
11 OTU
15 OTU
20 OTU
37 Squadron
635 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
C-47
Cook’s tour
Defiant
Dominie
evading
Hampden
killed in action
Lancaster
Martinet
missing in action
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
Proctor
RAF Abingdon
RAF Andover
RAF Bassingbourn
RAF Blyton
RAF Brize Norton
RAF Carlisle
RAF Church Fenton
RAF Cottesmore
RAF Cranwell
RAF Downham Market
RAF Graveley
RAF Hampstead Norris
RAF Harwell
RAF Hemswell
RAF Ingham
RAF Leconfield
RAF Leeming
RAF Linton on Ouse
RAF Lossiemouth
RAF Manby
RAF Marston Moor
RAF Melton Mowbray
RAF Middleton St George
RAF Moreton in the Marsh
RAF Newmarket
RAF Skipton on Swale
RAF St Eval
RAF Sywell
RAF Upavon
RAF Upper Heyford
RAF Upwood
RAF Waddington
RAF Warboys
RAF Westcott
RAF Wittering
RAF Wyton
shot down
Stirling
tactical support for Normandy troops
training
Victoria Cross
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/459/8038/LNorthGJ173836v1.1.pdf
158f980ba904ff91970b193456df0034
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
North, Geoffrey John
North, G J
North, Johnny
Description
An account of the resource
31 items. The collection concerns Flight Lieutenant Geoffrey John 'Johnny' North, DFC, (173836, Royal Air Force) who served as a rear gunner on 428, 76 and 35 Squadrons flying Wellington, Halifax and Lancaster. He was called up in 1940 from his job as a tailor in Saville Row where he returned after the war. He was shot down on an operation to Duisburg on 21 February 1945. The collection contains his logbook, an account of his shooting down, capture and time as a prisoner of war, including documentation, forced march to another camp in 1945, liberation and repatriation. The collection includes membership documents for Royal Air Force Association, Pathfinders Association and Caterpillar Club as well as personnel documentation, Pathfinder badge correspondence and photographs of crew and squadron as well as other memorabilia.
The collection has been donated to the IBCC Digital Archive by Carole Bishopp and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-20
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
North, G
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
Geoffrey North’s observer’s and air gunner’s flying log book
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LNorthGJ173836v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
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One booklet
Language
A language of the resource
eng
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Belgium--Hasselt
Belgium--Leopoldsburg
England--Berkshire
England--Cambridgeshire
England--Durham (County)
England--Lincolnshire
England--Yorkshire
Wales--Gwynedd
France--Boulogne-sur-Mer
France--Calais
France--Douai
France--Juvisy-sur-Orge
France--Laon
France--Longueau
France--Noyelles
France--Orléans
France--Saint-Nazaire
France--Trouville-sur-Mer
Germany--Aachen
Germany--Berlin
Germany--Bochum
Germany--Bottrop
Germany--Chemnitz
Germany--Dortmund
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Landshut
Germany--Leverkusen
Germany--Magdeburg
Germany--Merseburg
Germany--Munich
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Peenemünde
Germany--Soest
Germany--Stuttgart
Germany--Wanne-Eickel
Germany--Wilhelmshaven
Germany--Saarbrücken
Germany--Düren (Cologne)
Germany--Mannheim
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Mönchengladbach
Germany--Urft Dam
France--Neufchâtel-en-Bray
France--Laval (Mayenne)
Germany--Ruhr (Region)
France--Juvincourt-et-Damary
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-01-26
1943-02-06
1943-02-07
1943-02-19
1943-02-28
1943-03-03
1943-03-04
1943-04-14
1943-04-15
1943-04-16
1943-04-17
1943-04-28
1943-04-29
1943-05-04
1943-05-05
1943-05-12
1943-05-13
1943-05-21
1943-05-22
1943-05-28
1943-05-29
1943-07-13
1943-07-14
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-08-02
1943-08-03
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-24
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-05
1943-09-06
1943-09-07
1943-09-22
1943-09-23
1943-09-27
1943-09-28
1943-10-04
1943-10-05
1944-05-11
1944-05-12
1944-05-13
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-27
1944-06-07
1944-06-08
1944-06-09
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-23
1944-06-24
1944-06-28
1944-06-29
1944-07-01
1944-07-04
1944-07-09
1944-09-17
1944-09-20
1944-09-25
1944-09-30
1944-10-05
1944-10-06
1944-10-14
1944-10-15
1944-10-19
1944-10-21
1944-10-31
1944-11-02
1944-11-04
1944-11-06
1944-11-16
1944-11-18
1944-11-29
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-24
1945-01-06
1945-01-07
1945-01-08
1945-01-14
1945-01-15
1945-01-16
1945-01-22
1945-01-23
1945-02-13
1945-02-14
1945-02-15
1945-02-20
1945-02-21
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Royal Air Force observer's and air gunner's flying log book for Pilot Officer Geoffrey North, air gunner, covering the period from 17 June 1942 to 29 September 1945. Detailing training, operations, repatriation and post war flying. He was stationed at RAF Llandwrog, RAF Harwell, RAF Dalton, RAF Driffield, RAF Topcliffe, RAF Middleton-St-George, RAF Dishforth, RAF Holme-on-Spalding Moor, RAF Catfoss, RAF Warboys, RAF Graveley, RAF Huntingdon. Aircraft flown in were, Whitely, Wellington, Halifax, Lancaster, C-47. He flew 71 operations, 26 Night operations with 428 Squadron, 4 daylight and 12 Night operations with 76 Squadron and 9 daylight and 20 night operations with 35 Squadron. Targets were, Wilhelmshaven, St Nazaire, Hamburg, Stuttgart, Mannheim, Dortmund, Bochum, Aachen, Essen, Peenemunde, Leverkusen, Berlin, Nurenberg, Munchen-Gladbach, Munich, Hannover, Frankfurt, Trouville, Hasselt, Boulogne, Orléans, Bourg-Leopold, Juvisy, Laval, Longueau, Douai, Fouillard, Laon, Noyelle, Bainville, Martin L’Hortier, Chateau Bernapere, Calais, Bottrop, Saarbrucken, Sterkrade, Dusseldorf, Gelsenkirchen, Duren, Wanne-Eickel, Urft Dam, Soest, Merseburg, Hanau, Magdeburg, Bohlen and Chemnitz. He failed to return from his 71st operation to Duisberg on 21 February 1945, becoming a prisoner of war. His log book shows him being repatriated on 8 May 1945 from Landshut via Rheims and Juvincourt to RAF Westcott. His pilots on operations were Flying Officer Morgan, Sergeant Williamson, Sergeant Staight, Sergeant Silvester, Warrant Officer Harrison, Pilot Officer Cole, Group Captain Dean, Squadron Leader Hall, and Flight Lieutenant Tropman.
15 OTU
1659 HCU
1664 HCU
35 Squadron
428 Squadron
76 Squadron
Advanced Flying Unit
air gunner
Air Gunnery School
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
C-47
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
mine laying
missing in action
Operation Exodus (1945)
Operational Training Unit
Pathfinders
prisoner of war
RAF Catfoss
RAF Dalton
RAF Dishforth
RAF Driffield
RAF Graveley
RAF Harwell
RAF Holme-on-Spalding Moor
RAF Llandwrog
RAF Middleton St George
RAF Topcliffe
RAF Warboys
RAF Wyton
shot down
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/654/8926/PWarnerJ1609.1.jpg
072e24b732f93e294383635919e4300b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/654/8926/AWarnerJ160401.1.mp3
0b63db78926e05bbe3defaa6fd01fb94
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
Warner, Jack
J Warner
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Warner, J
Description
An account of the resource
Ten items. An oral history interview with Flying Officer Jack Warner DFM (b. 1923, 183090, 1623709 Royal Air Force) his log book, his memoir, a newspaper cutting and photographs. He completed a tour of 37 operations as a flight engineer with 428 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jack Warner and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GR: Hello. This is Gary Rushbrooke for the International Bomber Command Centre. I am with Flying Officer Jack Warner DFM, a flight engineer on 428, Royal Canadian Air Force Squadron. We’re at Jack’s home near Huddersfield and it’s the 1st of April 2016. Right then, Jack. Tell me a little bit about yourself.
JW: That’s good.
GR: Was you born in Huddersfield?
JW: Yes. I was born and bred in Huddersfield.
GR: Yeah.
JW: My mother was matron at the local hospital and my father was the village blacksmith at Lindley. And they met at a dance.
GR: Yeah.
JW: Down here at Mill Hill. Got married. And she went to live with the village blacksmith. The life you see. And I was born in 1923.
GR: 1923.
JW: So she would be a matron in the 1920s really.
GR: Yeah.
JW: So that’s how I came to be in Huddersfield.
GR: Yeah. Brothers and sisters?
JW: Yeah. Two brothers. Younger brothers.
GR: Younger brothers.
JW: But we were all quite close. We never had anything wrong with each other. At fifteen I became interested, well earlier than that, I became interested in model aeroplanes. And myself and Brian Wilkinson who is in that book there were interested in making aeroplanes and flying them from Golcar. So we made the most of several years and in that time I joined the Cadets in Huddersfield. The Air Cadets.
GR: Yeah.
JW: When I was about fifteen. From then I was interested in —
GR: Had, had you left school then?
JW: Oh yeah.
GR: Yeah. You’d have left school about thirteen, fourteen. Yeah.
JW: About fourteen then.
GR: And was you working or –?
JW: I should just be working maybe.
GR: Yeah.
JW: And I was interested in flying with the Cadets although we never got to fly. The tuition was very good and interesting. All to do with aeroplanes. Anything to do with aeroplanes I used to like. And I used to read them out of the library in Lindley and I remember the name quite distinctly of the pilots I was interested in in 1914/18. And the most impressive one was a chap called Billy Bishop who got eighty kills flying with the Royal Air Force in 1916 to 18. And from then on I became very interested in it and I joined the Cadets in Huddersfield. And they taught us all sorts of things which you wouldn’t get anywhere else.
GR: Yeah.
JW: So, I became very interested in that as well. And when I got to seventeen I felt well I can register in the Royal Air Force.
GR: You can volunteer at seventeen.
JW: Volunteer. RAF volunteer in the Royal Air Force when I was seventeen. So I joined up and went home. They said, ‘We’ll call you when we need you.’ Mind you the war was going on all this time and I just went home and carried on with my work and my reading and everything about the air force and then when I was eighteen they called me up to serve in the Royal Air Force as air crew.
GR: Right.
JW: I passed as aircrew by the Cadets and I joined as aircrew after going out to Cardington.
GR: Where did you go first of all then? So you got your call up papers.
JW: Yeah. Then they called me up to Cardington which was the aircrew selection board at Cardington. And I went in my Cadet’s uniform which was a mistake because it was right uncomfortable. I went there and I passed as a wireless operator/air gunner. I wanted to be a pilot. Which everybody did.
GR: Everybody wants to be a pilot.
JW: I passed for wireless operator/air gunner and they sent me home. They said, ‘When we’ve got a vacancy we’ll call you.’ So I went home. It was maybe a few months later. Not very long. And they called me over to say that I could train as a wireless operator/air gunner if I reported to a certain place at a certain time. I forget where it was. It might have been — was it Cardington? Where they dispersed aircrew.
GR: Yeah.
JW: Where you picked your uniform up and joined the air force. Simple as that. You’re in when you’ve got your uniform aren’t you?
GR: That’s, yeah.
JW: So I did that and I got in the air force and went to, first of all we went to Filey for what was, I considered to be the best six weeks I had in the Royal Air Force. It was six weeks square bashing. Intense cross country. Shooting. All sorts of things imaginable. But the best part of it which I thoroughly enjoyed was the square bashing. And our instructor were a chap called Flight Sergeant Gamble. He was an all in wrestler and he had us on the, on the parade ground which was the tennis courts at Filey and he really gave us rigid instructions. No messing about with Flight Sergeant Gamble. And it did me a hell of a lot of good being subjected to that type of discipline initially as I went into the air force and I still think it did me good.
GR: Yeah.
JW: All that time since. Everybody said, ‘Well, you shouldn’t do that Jack.’ I said, ‘Well I will do it and that’s it.’ You know. And my daughter said, ‘You can’t do it dad.’ ‘I will do it, Francis.’ And she’s amazed that I talk like that after all this time. The discipline is still there. You tell me to do something and I’ll do it. [unclear] So I was in the air force there.
GR: So six weeks of square bashing.
JW: That was good. I enjoyed that.
GR: Get you in shape.
JW: That was good.
GR: Yeah.
JW: I thoroughly enjoyed that. In the air force at Filey. And we were stationed in the Victoria Hotel, right on the, a massive hotel, right on the seafront at Filey.
GR: I know it.
JW: Yeah.
GR: I’ve stayed in it. Yeah.
JW: I was in a front bedroom, three storeys up for six weeks. You can’t get a lot better than that can you?
GR: You can’t.
JW: And square bashing initially and then rifle shooting. PT on the sands. It was a good six weeks that. I don’t think a lot of blokes enjoyed it but I did. So I was in the air force then at Filey.
GR: So after Filey square — yeah.
JW: And then. Yeah. We went to flight mechanics course. They had us down as wireless operator air gunners.
GR: Yeah.
JW: But I got a note from Cardington saying that there were no vacancies as a flight operator —
GR: Wireless operator.
JW: Wireless operator air gunner but you could immediately come in to the service as a flight engineer.
GR: Right.
JW: If you were so inclined. I said, ‘Yes, I’d like to do that.’ I wanted to get in. Get going, you know. So I went in and took a flight mechanics course which all flight engineers did and then I took a flight engine — that was at St Athan which was a very big station. Packed with people. It’s now making cars there now.
GR: Right.
JW: Jaguar are making cars there now. But it was a very big station and a good station. And I took a flight mechanics course there. And the fitter’s course. And the flight engineer’s course. And the training was excellent. And from there we were able supposedly to fly. So we’d had no flying experience at all. So after that I passed as a flight engineer which is another sort of section in this story.
GR: Yeah. How long did the training take to be a flight engineer? Can you remember how long you was there for?
JW: It was, I was about six weeks at Filey.
GR: Yeah.
JW: I should say the mechanics course was about six or eight weeks. It was a long course but mainly it was the mechanics course was the main course. We took that and passed. Passed them all alright.
GR: Yeah.
JW: And then took a short flight engineer’s course and from there we were classed as aircrew. In other words you were, you were going to fly and that’s it.
GR: Yeah.
JW: And with that knowledge you got enough knowledge to suss anything out out that might go wrong. Supposedly. So I went to, posted then to Croft which was a Conversion Unit. There were three, all in a row. From the A1 there’s Topcliffe, Croft and Leeming. Leeming was the army intake. I went to Topcliffe or Croft because it was a Conversion Unit for people who had flown Wellingtons as a crew.
GR: Yeah.
JW: To pick up a flight engineer on the four-engined aircraft. And they’d never seen one before and I hadn’t seen one before.
GR: And I’m just checking your logbook.
JW: Yeah.
GR: And I think it was 1659 Conversion Unit.
JW: Croft. Croft or Topcliffe.
GR: Yeah. Yeah.
JW: Yeah. One or two. There were two Topcliffe and Croft.
GR: Yeah.
JW: You want one or the other.
GR: Yeah.
JW: So I was then in the air force and then subject to flying. And the five lads which I joined —
GR: Because they were already a crew weren’t they?
JW: They were a crew.
GR: They’d trained on Wellingtons.
JW: That’s right.
GR: And they would have been missing a flight engineer.
JW: That’s right.
GR: And a mid-upper gunner.
JW: That’s right. George.
GR: Yeah. Yeah.
JW: And they picked George and me up and we got on alright. The pilot was a Canadian called John Sinclair. He was a very nice chap. He was twenty four years old and we thought he was an old man. The crew were all nineteen. We did. Honestly. You wouldn’t believe it.
GR: Yeah.
JW: But at the time we picked him up. Twenty four years on. God he’s ancient. Ancient. But he was a nice chap was John Sinclair.
GR: Yeah.
JW: He was a teacher. Canadian. From Vancouver. And I met him in Vancouver since and we got on like a house on fire. He was a teacher. Very down to earth. No shouting or bawling or bossing about like that.
GR: Yeah.
JW: The only thing about him was that he used to insist on carrying a gun in his flying boot. Loaded. In case he was shot down and he had to meet a German. He was going to get the first shot in. [unclear] of a German. But a really nice chap.
GR: Because you were allowed to carry guns weren’t you?
JW: Yes. You were. They were issued.
GR: They were issued.
JW: Yeah.
GR: Yes. Yeah.
JW: Stuffed them in your flying boot.
GR: That’s a bit later on when you joined the squadron so —
JW: Oh that’s later. Yeah.
GR: So you’re still at Conversion Unit at the moment.
JW: Conversion. Yeah.
GR: And I’m just again checking the logbook and I think it’s around about the beginning of August 1943 that you started doing your training with Sergeant Sinclair.
JW: Charles.
GR: Oh yeah.
JW: Charles was first.
GR: Yeah. Your first pilot on training was.
JW: They were instructing John first.
GR: Yeah.
JW: Instructing the pilot first. Then they put the crew in with the pilot after he’d been trained. After —
GR: Yeah.
JW: The pilot had been trained. So he did his training and we then joined him as a crew. We got on alright together. We just stood and sat where we had to do and did what we had to do and did the job we were taught to do as a flight engineer and everything went fine. No problems at all. You’d have thought there might have been but there wasn’t.
GR: No.
JW: They were an experienced crew of five of them and we joined as a flight engineer as an extra. And George was the mid-upper gunner and he was extra as well. So we all got on fine as a crew. I’ve got pictures of them in that.
GR: I will — we’ll come to the pictures in the scrapbook in a bit.
JW: That’s right. Those are good. Yeah.
GR: Yeah.
JW: And I’ve got photographs there.
GR: Yeah.
JW: And we got on fine at Topcliffe. I think we did six weeks about, at Topcliffe or Croft.
GR: Yes.
JW: That was just off the A1 in Yorkshire.
GR: Yeah.
JW: And all of Yorkshire, if you could draw a map, is all 6 Group Royal Canadian Air Force and we were 428 Squadron and joined the 428 Squadron at Middleton St George as a crew of a Halifax.
GR: Yes.
JW: Able to fly and control a Halifax aeroplane.
GR: And I’m just checking again and I think you’re first trip there was on the 8th of September 1943. You did —
JW: [unclear]
GR: You did yeah.
JW: Yeah.
GR: An air test.
JW: A long trip.
GR: An air test.
JW: Yes.
GR: With Pilot Officer Eaton.
JW: Yes.
GR: And then a few days later you did your first air test.
JW: Yeah. As a crew.
GR: As a crew.
JW: Yeah.
GR: So —
JW: We were soon up in the air after that. Flying operations after that.
GR: Yes I can see that you arrived.
JW: No big gap there. We just —
GR: You arrive in squadron at the beginning of September.
JW: Yeah.
GR: 428 Squadron. And so tell me a bit about that first day — 15th of September 1943.
JW: Yeah.
GR: You did your first operation to Montlucon.
JW: Montlucon. It was right down in the south of France. Almost bordering Italy. And really there didn’t seem to be much activity at all to me. Just easy.
GR: But how did it all start? So that day you were told you were on operations.
JW: Yeah. We all got our life jackets and parachutes issued. When you know you’re on ops they tell you to go and get your parachutes and your Mae West which is hung up in a separate place to go. So we picked those up and went down to, the briefing was at a certain time and you had to be there as a team or as a crew of a Halifax. And we went to briefing and they told us where we were going, what we were going to do and what the target was. But it was a hell of a long way. About ten hours I think.
GR: Who was in the briefing? Was it just yourself and the pilot?
JW: Oh no.
GR: The whole crew.
JW: The whole crew. And the squadron.
GR: Right.
JW: Altogether.
GR: Yes.
JW: In a big room. There could be a hundred or two hundred people in there depending on how many aircraft were flying.
GR: Yeah.
JW: But usually it was quite packed with every crew that was flying in an aeroplane that night were at the briefing. So they showed you where we were going, where we were going to do, what the bomb load was, which overall was about twelve thousand pounds depending on whether they were incendiaries or high explosives. Or the really big one. The four tonner.
GR: Yeah. How did you feel when you knew?
JW: Alright.
GR: Yeah.
JW: No problem. I thought it was a nice trip.
GR: Yeah.
JW: John Sinclair, he said, ‘The trouble with you Jack you’re flak happy.’ And that’s it and I was like that all the way through. I used to enjoy getting to briefing and listening to everything they were going to do.
GR: Yeah.
JW: I thought well I can go again and have a really good flight. Not enjoy myself — but it was exciting.
GR: Yeah. So no nerves. You were —
JW: None at all.
GR: Yeah.
JW: None at all and none of the crews was nervous.
GR: Yeah.
JW: We never had any problem in that direction.
GR: And I’m just checking your logbook again and obviously the 15th of September was your first op and you were back up the next night.
JW: Yes. Modane.
GR: Modane.
JW: Which was another long trip.
GR: Nine hours.
JW: That was a long trip you know.
GR: Yeah. Yeah.
JW: Once again it was in France. It was the south of France area. Towards Italy.
GR: Yeah.
JW: And I think they might have been picked as an easy one for us to start with again.
GR: Yeah.
JW: It was so easy. There were no problem. Hardly any flak or searchlights.
GR: Yeah.
JW: Or anything over France.
GR: So at this time you were probably thinking quite easy this job.
JW: Oh yeah. No problem. Just enjoy my flying with I did. I thought it was great. Flying. You know.
GR: Right. But what happened a few days later when you went to Hanover?
JW: Oh that was in the German Ruhr valley which was a string of targets. There was Hanover Castle, Dusseldorf, Berlin, Leipzig all clustered around an area which is called Happy Valley.
GR: Yeah.
JW: Because there was some searchlights.
GR: Yeah.
JW: Flak. General goings on that made it very, very exciting. And once again, I thoroughly enjoyed myself because I was flying. And everybody was quite happy in the crew. We’d no problems with any over-eagerness at all. We just did our job that we were taught to do and we got through all right.
GR: Excepting you’re — I am quoting.
JW: Hanover.
GR: I am quoting from your logbook. Hanover. Coned for five minutes. Nose of aircraft holed by flak.
JW: Yes. It was.
GR: The pilot was very lucky to recover.
JW: He was. We were lucky to recover at all.
GR: Yeah.
JW: That’s Hanover that was. There was two Hanovers. I thought that was in the second one.
GR: No. That was the first one.
JW: In the first.
GR: Yeah.
JW: Hanover Castle, Hanover.
GR: Yeah.
JW: Berlin, Leipzig, Frankfurt.
GR: Yeah.
JW: I can remember them off by heart.
GR: So what happened when the aircraft was hit by flak?
JW: Well it was hit. Normally I think it was a big bang in front of you but it isn’t. Its pieces of iron that’s –
GR: Shrapnel.
JW: Shrapnel coming off the shell.
GR: Yeah.
JW: After the explosion.
GR: Yes.
JW: And the explosion itself doesn’t do much damage because the flak is out and it’s flying all over the place if it was anywhere near you. And a piece of flak went right through the dome and it injured the bomb aimer who was laying flat like that. And I could see most of the things out of my astrodome. And generally I helped John Sinclair, who was the pilot, to keep an eye on everything that was happening outside because he was looking to fly the aircraft all the time. And I thought it was good. We enjoyed that apart from being hit. It didn’t affect us at all. We were just hit and a piece of flak went through the front dome and it shattered the dome.
GR: So was the plane difficult to control?
JW: No.
GR: Or did you just keep on going?
JW: No. No. We just kept on going.
GR: Yeah.
JW: Without the astrodome. It knocked most of it out.
GR: Yeah.
JW: There was a bit there.
GR: Was it before the bombing run or afterwards?
JW: Before.
GR: Before.
JW: Yeah.
GR: And you kept, did you carry on with the bombing run?
JW: Oh yes. Oh yeah. We just carried on.
GR: So even though the bomb aimer was injured.
JW: Yeah.
GR: You all carried on.
JW: You were disciplined to do that.
GR: Yeah.
JW: Which is why I say the first six weeks of my air force career was the best thing that ever happened to me.
GR: Yeah.
JW: It really was.
GR: Yeah. ‘Cause that was only your third operation.
JW: Yeah.
GR: And hit by flak.
JW: Hit over Hanover castle, Hanover.
GR: But you carried on.
JW: Hit by flak.
GR: Yeah.
JW: We just carried on. We’d been trained to do it. We’d been told to do it. We were disciplined into doing it. Not that that mattered anyway. You just did it.
GR: Yeah.
JW: So a lot of people said, ‘It must have been awful Jack.’ I said, ‘No. It wasn’t.’ It was exciting but that was it.
GR: Yeah. And again just taking you through your logbook a little bit. You went through October in to November.
JW: Yeah. Castle we went to.
GR: What about your first Berlin trip?
JW: Yeah. The Berlin trip.
GR: So you went in the briefing in the briefing room.
JW: Yeah. In the briefing room.
GR: And the thin red line was going to Berlin.
JW: Yeah. And a lot of people said there was a shout of, ‘Oh’, but there wasn’t. There was not a word said. On the television they say, ‘You’re going to Berlin, lads,’ And the Americans said, ‘Oh.’ We didn’t. We just sat there and said, ‘Right. We were going to Berlin,’ and that’s it.
GR: Yeah.
JW: We’d no problems going to Berlin and back. It was just a long way. And a hell of a sight because all the lights were, it were all lit up.
GR: Yeah.
JW: With previous raids. The fires were still burning over Berlin for a period of a couple of months.
GR: Because you attacked Berlin right in the middle of Bomber Command’s big push.
JW: That’s right. We happened to be flying in a Halifax aircraft but the English 4 Group were flying Lancasters.
GR: Yeah.
JW: And they took over Hamm of the Berlin raids. I know one chap who was, I know him very well, he was the father of my son in law. He was flying a Lancaster from 4 Group in a well known station and he did twelve operations to Berlin. In Lancasters.
GR: Yeah.
JW: And he got away with it.
GR: Yes.
JW: And I’ve read his scrapbook and he was a beggar.
GR: Yeah.
JW: He was a farmer from Alford in Lincolnshire. And he came from Lincolnshire and Patrick came from Lincolnshire. My daughter married him. That’s him there. That’s his son. And he was renowned for being a risky little beggar, you know. It says, in the book I read, the chunky little farmer from Alford. He was, he was flying Lancasters from —
GR: Yeah.
JW: It was a famous station in 4 Group.
GR: Yeah. It could have been — I think —
JW: I don’t — and the name of the station. They do a lot of specialist work and did a lot of —
GR: Yeah. Could have been Waddington, Scampton.
JW: It wasn’t Scampton.
GR: East Kirkby. Coningsby. There was twenty seven bomber bases in 4 so —
JW: That’s right. Yeah.
GR: But so your first Berlin went ok.
JW: No problem. Yeah.
GR: Yeah.
JW: We just did an ordinary trip to Berlin and came back. No trouble at all.
GR: Yeah.
JW: There was all this talk and there was a lot of action there. Which we hadn’t seen in [Montclus?] or Modane but a lot of anti-aircraft fire going on.
GR: Yeah.
JW: And we had to keep our eyes open all the time. Without fail. For the aircraft. Fighter aircraft.
GR: Yeah.
JW: You had to do. That was your job.
GR: Was you aware of the casualties at the time?
JW: No.
GR: Because sort of November.
JW: No.
GR: December ’43 into early ’44 was bad for bombing.
JW: It were appalling. It were appalling.
GR: Yeah.
JW: I’ve read accounts —
GR: But you didn’t know that at the time.
JW: No. No. You just carried on. It was just another raid. Berlin. It was a pretty picture all lit up with pointy flak. We didn’t see any fighters but the experience was quite illuminating you know.
GR: Yeah. And what about the squadron? Was the squadron suffering casualties at the time?
JW: Yeah. I mean 419 was taking heavier losses than us. That’s 419 Squadron was the other squadron at Middleton St George.
GR: Yes.
JW: And then the same, we’re in the same mess and everything and we just separated at briefing times. But we got together at briefing so we were all going on the same raid. They were just the same land. It was a Canadian squadron. Like all 6 Group were Canadians.
GR: And. Right. So after Berlin.
JW: Yeah.
GR: You were getting ready on the 3rd of December to celebrate your twentieth birthday.
JW: That’s right. I was.
GR: And what happened to you then?
JW: Nothing. I went, I went before we went I went to the mirror where we were stationed at Dinsdale House and I went up in to the bedroom there. We hadn’t gone on to the operations station then. I went up to the washroom and there were a whacking great mirror and I just thought I’m going to look at myself. Now. And when I come back. See if there’s any difference. It’s one of those strange things isn’t it?
GR: Yeah.
JW: I remember looking in this bloody great mirror at myself and seeing, you know, a normal bloke that’s going flying on his twentieth birthday to Leipzig. And we went and we flew it and it was near Berlin.
GR: Yeah.
JW: It isn’t far away but it were a good trip.
GR: To celebrate your twentieth birthday you were flying a Halifax over Leipzig.
JW: Over Leipzig. Yeah.
GR: Happy birthday.
JW: Yeah [laughs] You wouldn’t think it’s possible now but that’s what happened.
GR: Yeah.
JW: You know. But when you reckon up when we looked upon John as being pretty old. He was only twenty four was John Sinclair.
GR: Yeah.
JW: He was a pilot but we thought he was bloody old.
GR: Yeah. The old man.
JW: The old man of the crew.
GR: Yeah. Now then. We’ve got a few so we’re in to January 1944.
JW: Oh yeah.
GR: In January ‘44 was two more to Berlin.
JW: Yeah.
GR: Yeah. And then —
JW: I did two or three Berlin but chaps like Harold Blow they called him he was — I’ll show you on Dusseldorf, Berlin, Leipzig. Harold Blow was in the same, I put a star opposite the operations.
GR: There’s one there.
JW: Berlin and Leipzig.
GR: Yeah.
JW: Harold Blow was —
GR: We’re just looking through the logbook.
JW: It was on the same operation as I was. Flying his Lancaster.
GR: Right.
JW: And I was flying in a Halifax.
GR: Yeah. Right then. So into 1944 and what looks like a very interesting gardening operation to Oslo.
JW: Oh yes. Yeah. I’ll never forget that. Never forget that. Yeah.
GR: Yeah. According to the logbook and you can tell me a bit more about it. Oslo. First run bomb doors stuck.
JW: Yeah.
GR: Pilot decided to go around again. Hit by flak over target.
JW: That’s right.
GR: Port engine put out of action.
JW: Yeah.
GR: Had to return on three engines.
JW: We did.
GR: And as we passed over the dock the Scharnhorst and Gneisenau were in dock.
JW: They were. And we had a hell of a big mine. One big mine. One of the electronic mines and we dropped this right in the harbour at the old wharf. And we did it. We went around once and the bomb doors were stuck and John Sinclair said, ‘Come on Mick. Get the bloody thing out.’ He said, ‘I can’t. The bomb doors are stuck.’ And the flak was coming up like God knows what. We were right over it at Oslo. So we went around again but we had to go a big circle to get right around and in to line for a run in onto the target. And the Scharnhorst and Gneisenau were down there and we were flying dead above them and that time Mick got the bomb doors open and said, ‘Ok Sinc, get a run now.’ So we did a run on in and dropped it successfully. As soon as we dropped the bloody thing all hell were let loose with the flak. And it was coming up like nobody’s business but the bursts weren’t exactly on us but we weren’t at twenty thousand feet. We were about ten thousand because of the weight of this thing. So we dropped the thing from what’s considered a low level and we dropped it in exactly the place they wanted it which was right in the harbour. And as soon as we dropped it we were hit on the port engine side by a piece of shrapnel on the port inner engine. And I was looking at the gauge, had to look at the guages all the time. If you’re in trouble like that. That’s your job to look at them and I could see the port inner engine temperature was going up and the pressure was going down. The oil pressure. So I could see there was something radically wrong with the port engine. It was still going and I said to John, I says, ‘Feather the port engine Skip. The port inner engine Skip.’ ‘Ok Jack.’ Just like that. No messing about [pause]
GR: So, and it just says here returned on three engines.
JW: We did.
GR: Yeah.
JW: We came back and it was a beautiful night. It was snow covered all over Sweden and Norway. And after we’d feathered the engine, he feathered it ok did John by himself. I’m supposed to help him a bit there but I was looking at my gauges and —
GR: Yeah.
JW: And I said, ‘Feather port engine,’ you see. Just like that. And he did it. Just like that.
GR: Yeah. And not many operations in March.
JW: No.
GR: For some reason. Just did a couple. And then moving on into April 1944 and May 1944 I presume this was the big build up to Normandy.
JW: That’s right.
GR: And the D-day operations.
JW: Yeah. Now, you’ll see from the list of operations.
GR: Yeah.
JW: That this were from the Ruhr Valley which had been battered heavily anyway.
GR: Yeah.
JW: To about here.
GR: Yes.
JW: Where you could see they were going to use Bomber Command as much as they could towards the invasion of Europe. And they did and a lot of people don’t know it but that period there we were bombing and —
GR: This is April and May 1944.
JW: Yeah. We were either bombing or mining. It’ll be listed as gardening.
GR: Yeah.
JW: That was mining but a ruddy great mine on like we did at Oslo.
GR: Yeah.
JW: And we were, Bomber Command were instructed obviously to get the ports mined. Every single port had to be mined from right up Narvik right down the Norway Sweden coast.
Yeah.
Right down France. Germany. Right to Southern France. All those ports had to be either attacked by bombing or by the use of mines.
GR: Yeah.
JW: And beggar the Ruhr and Berlin and all that sort of thing. So that was our job and the job of all 6 Group to mine the whole of the coastline so that no German ship could get out of port.
GR: No.
JW: At all.
GR: Yeah
JW: Not the slightest chance. They hadn’t the chance to get out.
GR: And we’re looking at during that period. Going to Lisle, Le Havre.
JW: Yeah.
GR: Rostock, Cherbourg, Villeneuve, [Morleau?] Morlay, Brest.
JW: All to keep the German.
GR: Yeah. Dunkirk.
JW: Yeah. Otherwise they’d have come out and shot the invasion fleet to bits.
GR: Yeah. Yeah.
JW: The could quite easily.
GR: And again in so one, two, three, four, five, six, seven, eight. So nine operations in April.
JW: To drop mines.
GR: Yeah. And again in May — one, two, three. Another eight in May.
JW: Yeah.
GR: So that was building them up.
JW: During the daytime the 8th Air Force were under Eisenhower. He was in full command of the 8th Air Force and they didn’t half use it as a hammering force of bombers.
GR: And what about the 5th and 6th of June 1944?
JW: Oh yes.
GR: Actual D-day. Because you went to —
JW: Merville.
GR: The Merville Batteries
JW: That’s right. Yeah.
GR: Which had to be taken out.
JW: That’s right. They were covering the whole of the beaches from right up to Pointe du Hoc? Where the other gun placement was.
GR: Yes.
JW: Pointe du Hoc and Merville at this side and there was Merville village or town there. And all the invasion beaches were stretched from Merville right up to Omaha and beyond. Up to Cherbourg. Well towards Cherbourg anyway. Those were all covered with troops and they were all instructions from the navy and army. When to move, how to move and do it. We went in about a quarter or a half an hour before the actual invasion. We were supposed to, oh we did our best to bomb all the beachheads from Merville and our target was a Merville gun emplacement. And I don’t think we hit it. It was mainly a good attempt. As best we could with the stuff. There were no lights at all over Merville. And the beach was just a flat beach. You couldn’t see where you were. But we were only maybe five or ten thousand feet up so we should have got it but if it had been lit up previously we could have hammered that gun right out of action but it wasn’t lit up. Or no indication where it was. I mean they said, ‘Right. You’re going to Merville.’ Oh right. To Merville. Yeah. But to attack a gun emplacement like that you want it lit up and illuminated.
GR: And it wasn’t.
JW: Nothing at all. And I think they missed that part.
GR: And did you see the invasion fleet?
JW: Yeah.
GR: Flying across the channel. What was that like?
JW: Coming back. We came back and it was just fantastic. All the ships. Hundreds of them. And I saw all that because I had nowt else to do. I was looking at it and you could see all the ships down there. It was a blaze behind you. And we saw all the ships coming in and we were just going out. It was quite an experience actually.
GR: It would be. Yeah.
JW: There was very little opposition.
GR: No.
JW: Not much opposition at all. But and we flew back to Middleton St George. Right. We went to sleep. We went to bed after us bacon and eggs. We went to bed and halfway through the day they called us out saying, ‘You’re out tonight.’ We said, ‘Right we’re going tonight as well.’ So we did.
GR: [unclear]
JW: [unclear] which was a railway junction south of the beach head.
GR: Yeah.
JW: And that was a railway junction for German troops enforcements and ammunition. Anything the Germans wanted. Had to go through [unclear] to feed the invasion beaches which stretched for about five or ten miles.
GR: Yeah.
JW: I’ve been there and it’s a wonderful holiday. To see all the beaches and to go up to Omaha. And see the American Cemetery.
GR: Yeah. And obviously that brought back memories.
JW: Yeah.
GR: So —
JW: It did.
GR: It did. And all this time your crew, was it the same crew?
JW: Yeah.
GR: Yeah.
JW: No problems.
GR: So you all got through.
JW: Yeah.
GR: Yeah.
JW: No problems. We all got through. After [unclear] we did a couple, I think it were Brest.
GR: Brest. I’m just looking. Yeah.
JW: But you see you’ve still got to keep the invasion fleet away from the Germans. So we still had to hammer the ports all the way up. We kept bombing the ports to stop the German boats coming out to attack the invasion fleet which would have been easy meat for them really. And it was successful because we didn’t have any reports. Anything bad about it. It was successfully done by Bomber Command.
GR: And how did you feel a couple of days later. The 10th of June, going to Brest was your last operation.
JW: Hammering the docks again to keep the boats —
GR: Yeah.
JW: The German boats away from the invasion fleet which was still pouring across. Eisenhower poured tonnes and tonnes of stuff in to that fleet you know. When it was going over there for weeks and weeks on end.
GR: And talking to you I should think you were disappointed because you weren’t doing any more operations.
JW: No more flying. It’s a damned shame really. I applied for another tour of operations to follow it.
GR: Yeah.
JW: To go on straight away. I would have gone on another tour of operations. But they said, ‘No. You’ve got to take at least three months leave.’ I said, ‘Right then. That’s it.’
GR: You didn’t want to do it.
JW: No.
GR: You’d have gone back flying.
JW: I would have gone back flying straight away.
GR: So was you on three months, was you on three months leave or did you do some training?
JW: No. They just posted me to Training Command.
GR: Yeah.
JW: At Wymeswold which was a bloody awful station. Training Command after being on an operational bomber squadron.
GR: And that was just helping train people basically.
JW: Train people.
GR: Yeah.
JW: On the Douglas Dakota.
GR: Yeah.
JW: And I did that for several months and one of the squadron commanders. I remember him distinctly. He was older than me but he wanted to get back flying like I did. He said — I got a call from him, Flying Officer Warner report to squadron leader so and so I reported to him. ‘Sir.’ ‘Would you like to join me to go back flying, Warner? ’ I said, ‘Yeah. Yeah I would.’ So, ‘Well I’m going to apply for a flying permit to go back on to operations.’ He were fed up with it and all and I was so, you see you have to wait a couple of months to see what they say. And they got a rejection. Both of them. Both rejected. Do you know why? Because they were all flying bloody Lancasters then.
GR: Yeah.
JW: There were no Halifax flight engineers wanted. And I were right disappointed I’ll tell you ‘cause Wymeswold were just dead.
GR: Yeah.
JW: It was awful.
GR: You did a bit of flying in January 1945.
JW: Yeah. We took a Halifax over to Maison, not Maison Blanche er Morocco.
GR: Oh right.
JW: A station in Morocco. We took a standard Halifax over. They dropped me. I were having my dinner one day and somebody came up, tapped me on the back, and said, ‘How would you like to go to Morocco, Jack? ’ I said, ‘Flying?’ he said, ‘Yeah.’ I said, ‘Oh I’ll go. I’ll go.’ Yeah. I’ll go so we joined a crew down at the big base down in Cornwall. Where the big aeroplanes go from. St Mawgan.
GR: Yes.
JW: We flew from St Mawgan, it’s in my logbook, with a chap called Flying Officer Pearson who was an ex- First World War pilot. And he was old. He must have been sort of sixtyish, you know.
GR: Right.
JW: Well he was studying the aeroplane up and down.
GR: Yeah.
JW: He said, ‘Would you be my flight engineer, Jack? ’ I said, ‘Yeah. That’s what I’m here for.’ So I hopped in this Halifax and we took it to Maison Blanche. I think it was.
GR: Yeah. Which is good. Now then. Obviously you were awarded the Distinguished Flying Medal.
JW: Yeah.
GR: And this was awarded in August 1944. So awarded after your operations.
JW: Yeah.
GR: Yeah.
JW: It was. Yeah. I was at Wymeswold when that came through. It went up on the notice board at Wymeswold.
GR: Yeah. So the war finished. And what happened to yourself?
JW: Well I wanted to stop in the air force. I applied to stop in the air force but they didn’t want me. I was a flight engineer. Halifaxes. Nobody wanted me.
GR: Nobody wanted. No
JW: No.
GR: No.
JW: I was very disappointed. Some of the other crew stopped in. The navigator stopped in. George stopped in and got a second tour of operations. George. The mid-upper gunner. George.
GR: The mid-upper gunner. Yeah.
JW: He applied for a second tour of operations. And he was a mid-upper gunner. He could do a bit of rear gunning as well. He wasn’t bothered. He was quite a nice bloke was George.
GR: Yeah.
JW: Next to me. I was in the same billet as him.
GR: Yeah.
JW: In the same room on the billet on operations as George. And he used to play the trumpet. And he went and he got a second tour of operations. I said, ‘What was it like George? ’ he said, ‘Like bloody hell,’ he said. He said, ‘You know what they did, Jack?’ he said. I said, ‘No.’ He said, ‘They put me on Pathfinders as a rear gunner.’ I said, ‘Blimey.’ He said, ‘That was a right bloody easy job that you had.’ I said, ‘We got through George.’ He said, ‘Yeah, but it were — you should see what they’re doing now on Pathfinders.’ He said, ‘It’s like a bloody lunatic asylum. All the flak coming up. Fighters coming up and especially on the run in you know because the Pathfinders were dropping the markers.
GR: Yes.
JW: And if you got the Pathfinders out they buggered the operation up straight away. So he got, he got another tour of operations. But a tour of operations on Pathfinders was only twelve operations. Which you don’t normally get through them anyway. He got through them anyway and he got the DFC. George.
GR: Now, we’ve talked all about action over Germany and France.
JW: Yeah.
GR: Tell me a bit about your love life during the war. Because I know you met your wife during the war didn’t you?
JW: No. Just after.
GR: Just after.
JW: Yeah.
GR: Right.
JW: I had a girlfriend called Dorothy Crossland at the time and she were only eighteen and I was nineteen. I used to write to her all sorts of different ideas and George gave me a lot of what to write. I said, ‘What shall I put next, George?’ Tell her this, tell her that, tell her everything Jack. I said, ‘Right. I will do,’ because there’s nought else to do at night you see.
GR: Yeah.
JW: I used to write to Dorothy Crossland. She were a nice lass. But I were only nineteen. She were eighteen. I got a bit fed up and I packed it in. And her mother went to see my mother to see why Jack had packed Dorothy in. She said, ‘How the devil do I know that? You’ll have to go and see him yourself.’ So she didn’t do. But she were a nice lass were Dorothy.
GR: Yeah.
JW: And I met my wife much later. I made a foursome up at tennis with Margaret. My mate Brian Wilkinson was in there. Rang me up. He said, ‘Can you make a foursome at tennis Jack? ’ I said, ‘Yeah,’ I said, ‘Who with? ’ ‘Oh Barbara and Margaret.’ I said, ‘Aye. That’s alright.’ So I went down to Green Head Courts from Lindley. We all four went down. I knew Margaret. I’d played tennis with her. Watched her play. And Barbara was a cousin. So we took the two girls out to see a film at the Ritz Cinema. And that’s how I first met Margaret.
GR: Right. And Margaret had been a WAAF.
JW: Yeah. She’d been a WAAF. Yeah. She was in the WAAFs abroad. In Algiers.
GR: Oh right.
JW: So she’d been around a bit had Margaret.
GR: Yeah.
JW: She were out there a couple of years. And she showed me photographs.
GR: Were you both still in the RAF then or had you come out?
JW: I came out.
GR: You came out. Yeah.
JW: And she came out about the same time.
GR: Yeah.
JW: So we met actually at a game of tennis. They wanted a foursome so I said, ‘Yeah. I’ll be the foursome.’ And that’s how we met. She’d been in the WAAFs two years. Mainly in Algiers and Morocco. She unfortunately got attacked by the mosquito and got [pause] what do they call it?
GR: Malaria.
JW: Malaria. She got malaria and she were very poorly with malaria which flew back in later years which finished her off. She got malaria but she got through all her jobs alright. She were a bright lass were Margaret. She was.
GR: Yeah.
JW: A really brilliant as a typist. Mainly as a secretary. They all wanted Margaret as a secretary. Well anyway we got married but later on she got very poorly. I mean much later. She were eighty one when she died. And we’d a damned good life together.
GR: Good. What did you do after the war, Jack?
JW: I went straight to Brook Motors. I said, ‘Have you got any jobs?’ I had no job. Just went there and they said, ‘Yeah. You can be a balancer. Balancing rotors.’ I said, ‘Right. Show us what to do and I’ll do it.’ And I was there for about a couple of years. Ten pound a week. That’s what I got then. Ten quid a week.
GR: Ten pound a week.
JW: That’s what I got for being up in the air [laughs] It was the biggest come down really. Not in a lot of respects but I didn’t mind.
GR: Yeah.
JW: I’d do anything just to get going again.
GR: Yeah.
JW: So we both got going. Unfortunately in later years she got, she was a right little worker Margaret, a real good little worker. That’s her there.
GR: Yeah.
JW: We ran this place. A half an acre of ground there. We ran it as a nursery in my spare time and her spare time. Chrysanths, buddy roses, conifers, bedding plants. Everything like that.
GR: Yeah.
JW: And we made quite a bit of brass.
GR: Well done.
JW: And it’s a good old house is this and a good living cellar down below. Used to fill it with tanks of water and put all my flowers in and everybody came on a Friday night for them.
GR: To buy flowers.
JW: It’s down there at the bottom there. The shop at the bottom took most of them but everybody took them.
GR: Wonderful.
JW: I’d sell them for a half a crown a bunch.
GR: Yeah.
JW: When a half a crown were a half a crown.
GR: Yeah. How long have you lived here Jack?
JW: Sixty years.
GR: Sixty years.
JW: Yeah. Two acres at the back and I grabbed it. Nobody else wanted it.
GR: No.
JW: No. This is an old house.
GR: Yeah.
JW: There isn’t a brick in it.
GR: Yes.
JW: It’s a stone built house.
GR: Yes.
JW: The walls are solid like that. It’s cold and it’s all stone all over. Right into the cellar. Which is like a living cellar. You could go — the chap who owned, he used to live in it. And it was three flats. And when I came to buy it he said, ‘Well it’s three flats.’ I said, ‘I don’t mind.’ I didn’t want. I took out all the central heating plant out and threw it away. Now I wish I had central heating put in but nobody had central heating.
GR: No.
JW: But nobody had it in those days.
GR: No.
JW: Sixty years ago nobody had it.
GR: Nobody had central heating.
JW: They put all those semis up. None of them had central heating but they have now.
GR: Right. I will, on that note I will bring this interview to a close. Thank you very much.
JW: Been very interesting. Thank you very much.
GR: No. No. 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
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Interview with Jack Warner
Creator
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Gary Rushbrooke
Publisher
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IBCC Digital Archive
Date
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2016-04-01
Type
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Sound
Identifier
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AWarnerJ160401
PWarnerJ1609
Conforms To
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Pending review
Contributor
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Julie Williams
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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.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-06-05
1944-06-06
1945
Description
An account of the resource
Jack Warner grew up in Huddersfield. He volunteered for the Royal Air Force and trained at RAF Filey and RAF St Athan. He completed a tour of 37 operations as a flight engineer with 428 Squadron from Middleton St George. On one mine laying operation the bomb doors on his aircraft Halifax stuck and they had to do a second run despite the heavy anti-aircraft fire. His crew were part of the attacks on coastal gun emplacements during the Normandy landings on D-Day. He remembers seeing the invasion fleet moving across the channel. He spent his twentieth birthday on an operation to Leipzig.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Yorkshire
France--Merville (Nord)
Germany--Berlin
Germany--Hamm (North Rhine-Westphalia)
Germany--Hannover
Germany--Leipzig
Wales--Vale of Glamorgan
Germany--Ruhr (Region)
France--Pointe-du-Hoc
France--Merville (Nord)
Format
The file format, physical medium, or dimensions of the resource
00:49:02 audio recording
428 Squadron
aircrew
anti-aircraft fire
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
C-47
Distinguished Flying Medal
flight engineer
Halifax
mine laying
Normandy campaign (6 June – 21 August 1944)
RAF Hunmanby Moor
RAF Middleton St George
RAF St Athan
RAF Wymeswold
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/654/9902/LWarnerJ1623709v1.1.pdf
91709a60b0ecc39d87beb002ea42b4f3
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
Warner, Jack
J Warner
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Warner, J
Description
An account of the resource
Ten items. An oral history interview with Flying Officer Jack Warner DFM (b. 1923, 183090, 1623709 Royal Air Force) his log book, his memoir, a newspaper cutting and photographs. He completed a tour of 37 operations as a flight engineer with 428 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jack Warner and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Jack Warner’s navigator's, air bomber's and air gunner's flying log book
Description
An account of the resource
Navigator's, air bomber's and air gunner's flying log book for Jack Warner, flight engineer. Covering the period from 2 July 1943 to 28 January 1945. Detailing his flying training and operations flown. He was stationed at RAF Topcliffe, RAF Leeming, RAF Croft, RAF Middleton St George and RAF St Athan. Aircraft flown in were, Halifax and C-47. He flew a total of 37 night operations with 428 squadron. Targets were, Montlucon, Modane, Hannover, Kassel, Dusseldorf, Berlin, Leipzig, Frankfurt, Kiel, Oslo, Brest, Meulan le Mureaux, Lille, le Havre, Rostock, Laon, Cherbourg, Villeneuve, Morlaix, Morlaye, Borcum, Heligoland, Mont Couple, Dunkirk, Merville and Coutances. His pilot on operations was Pilot Officer Sinclair. Notes on the last pages of the log book discuss his operations on 5 and 6 June 1944 and the hazards of minelaying.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWarnerJ1623709v1
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
Norway
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
England--Yorkshire
France--Brest
France--Cherbourg
France--Coutances
France--Dunkerque
France--Laon
France--Le Havre
France--Lille
France--Merville (Nord)
France--Modane
France--Montluçon
France--Morlaix
France--Pas-de-Calais
France--Villeneuve-lès-Avignon
Germany--Berlin
Germany--Borkum
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Helgoland
Germany--Kassel
Germany--Kiel
Germany--Leipzig
Germany--Rostock
Norway--Oslo
Wales--Glamorgan
Germany--Ruhr (Region)
England--Durham (County)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-09-15
1943-09-16
1943-09-17
1943-09-22
1943-09-23
1943-10-03
1943-10-04
1943-10-08
1943-10-09
1943-11-03
1943-11-04
1943-11-22
1943-11-23
1943-12-03
1943-12-04
1943-12-20
1943-12-21
1944-01-20
1944-01-21
1944-01-28
1944-01-29
1944-02-03
1944-02-05
1944-02-06
1944-02-11
1944-03-02
1944-03-03
1944-03-04
1944-04-09
1944-04-10
1944-04-13
1944-04-14
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-05
1944-05-07
1944-05-08
1944-05-21
1944-05-22
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-02
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1659 HCU
1664 HCU
408 Squadron
428 Squadron
aircrew
anti-aircraft fire
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
C-47
flight engineer
Gneisenau
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
mine laying
Normandy campaign (6 June – 21 August 1944)
RAF Croft
RAF Leeming
RAF Middleton St George
RAF St Athan
RAF Topcliffe
Scharnhorst
training
Window
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/669/10073/AAn00086-150722.1.mp3
b69da3885a99576f6754191029cb4a7c
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
An00086
Description
An account of the resource
An oral history interview with a flight engineer who completed a full tour of operations on Lancasters. The collection has been donated to the IBCC Digital Archive by a donor who wishes to be anonymous and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
An00086
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AS: My name is Adam Sutch and I’m conducting an oral interview for the International Bomber Command Centre Archive. It’s the 22nd of July 2015. The interviewee wishes to preserve his anonymity but I can record that he was a flight engineer on a Lancaster squadron from May 1944 carrying out a full tour of operations. Thank you so much for agreeing to this interview. I’d like to set the scene by asking you to describe your life before joining the Air Force.
Anonymous: My life before joining the Air Force. Right. Well, I was one of three sons of a widowed mother and in 1939 I was fourteen years old, I think. Yes. Fourteen. Both my brothers, well one brother was already in the Royal Navy having joined when he was twenty one in 1936. So he was at sea when the war started and my second brother joined the Air Force a few months later. So I was left at home to comfort mother and because most of our school in Kent were disrupted by evacuation of children I left school and worked in Chatham Dockyard for a time in various jobs and took the apprentice’s exam there. And was about to sign indentures to become a bench carpenter or something similar but backed off that and my mother couldn’t persuade me from setting my sights on joining the Air Force when I was eighteen. But before that I attempted the aircrew selection board at seventeen and a quarter. I expect you know about that. When one went to London for a selection day and went home miserable because one had failed. But, and they told me to come back when I was eighteen. Ok. And so I went back to Chatham Dockyard and then I, as soon as I was approaching eighteen I volunteered for the Royal Air Force. For ground duties in fact because I’d failed the Aircrew Selection Board first time around. Then what happened? Yes. I was called up. Did the usual rooting through square bashing at Skegness for six weeks and did ability, multiple, multi-choice questionings to see what I was fit for. And they said, ‘Well, you would make a half decent flight mechanic.’ So I was then posted to Cosford for a six month flight mechanic’s course I sort of quite enjoyed. During the course the aircrew occupational flight engineer was introduced. And I think that was in ‘42/’43. Hang on a minute. Ok. Yes. So that was halfway through that flight mechanic’s course. They sent around recruiting sergeants to gather volunteers for aircrew you see. And, and I saw it as an opportunity to do what I’d wanted to do from the start. Aircrew selection board at Birmingham. And I passed that one. Some of the questions were the same ones as I’d answered earlier. But anyway, anyway I passed that one and then I had to complete the flight mechanic’s course before I could go down to St Athan. Anyway, I did that. I did quite well in the exam when I passed out. Then I had to wait for the, for the entries to be teamed up properly you know. In the right capacities and so on. So I did a period of maintenance work on Spitfires on 222 Squadron at Hornchurch. Then in [pause] when did I go? September ’43. Oh, that’s when, yes then I went to St Athan in ’43 as part of the entry of — oh we were all ex-flight mechanics in that particular entry because they based your training to be a flight engineer on your previous experience. So they had a good history of that you see. So that was that and that lasted until January ’44. Way into the spring of ’44. And the day of my final exam I was in hospital with the flu. But anyway, so I was delayed from my colleagues and that’s just a by the way. I lost track of them. But in due course, it was only about two or three months, two or three weeks later I went to Dishforth in Yorkshire to do something called a Heavy Conversion Unit. You’re familiar with those?
AS: Yes.
Anonymous: Yeah. Dishforth. And from there I joined, well I joined up with a crew of Canadians and an American pilot on 419 Squadron. They’d already done, they’d been up to, what do we call it? Operational Training Unit. You know, they were, they’d been through the first bit of being a crew. A six man crew. But they had no flight engineers. They didn’t train them in Canada apparently. So we were bolted on at the Heavy Conversion Unit stage using ancient Halifaxes to, to get familiar with four engines, you know. And for the pilots too because our pilots, you know they were astounded by the size of the four engine ones. And so it was, we were only there for about a fortnight. And then we went on to Middleton St George in, when was that? May, I think. May. Yeah. Just after. Yeah. Yeah. Just after that. May ’44. Went to Middleton St George. And I don’t know if you want any silly humorous things. Semi humorous things. The first thing we did when we got there all the flight engineers on our course concentrated on Halifaxes. This is a typical bit of service. So, I learned all about a Halifax. This will tell you all sorts of things about a Halifax in there. And when we got to Middleton they’d just converted to Lancs you know. Great. Great. Only two weeks previously. So we all had, I had to do a lot of re-learning and, and we did our customary getting used to flying the Lancaster thing. And we wrote off the first one we rode. There was a tyre creep that we weren’t familiar with and the bell blew off halfway down the runway on a very fine Sunday afternoon. So we spent two or three hours messing about over Stockton on Tees etcetera getting rid of petrol. And then we had to attempt a two wheel landing on one of the — I should have said that the, the portside tyre blew off or burst when we were half the way down the runway. We were empty fortunately. No bomb load. And so we stooged around and got rid of the petrol and then we were carrying on to the rear wheel and the good wheel and we were doing very well and holding it levelly until the speed diminished and the wing dropped. And the, where the tyre had burst it dug into the, into the edge of the runway and slewed the aircraft right around and broke its back. And by some quirk of fate it was the particular aircraft that the CO had selected to be his own [laughs] Such as [laughs] Yeah.
AS: Promising start.
Anonymous: So the next time he saw it it was at the end being towed away rather sadly to the end of the runway. The end of the airfield. And I don’t know what happened to it after that. Poor chap. But it was interesting being with Canadians and an American. You know, there was the cultural difference. I mean they eat like eating your first meat meal with jam on it which my pilot liked doing. American Joe this was. I don’t know if you’ve heard of Joe Hartshorn. He was, he was quite a distinguished American pilot and, well he did very well with us actually. But yeah he was a geologist by profession and a very interesting man. And I’ve got something here that he wrote. I don’t know if it, I wonder if it would be any help to you. He wrote his account of life in Bomber Command as an American and he called it, “Under Three Flags,” because he was an American. He went into the Canadian Air Force because he, before the war, before America was in the war and then he was flying under the Union Jack as well. So under three flags. Yeah. They were an immigrant family. His father was a miner in the North Country and they’d gone over there. Anyway, so where were we? On —
AS: You’d just written off the COs Lancaster.
Anonymous: Was it? We then embarked on our, on our operational tour. And I’ve got my logbook. It’s, it’s a very poor standard of paper in some of the logbooks. I suppose it didn’t get a lot of priority really at that time. Is this stuff I’m giving you any use to you?
AS: It is. If there is something beyond gold dust Ken this is it.
Anonymous: Oh right [laughs] Right. So where do we go first? We did our first one. Let’s have a look. That was number seven. [unclear] in, a French troop camp and rest centre. In Belgium it was. Four hours thirty minutes.
AS: Ken, this was just before D-Day you went on ops was it?
Anonymous: Yeah. Well, sadly, it was. Yeah. Because it wasn’t enough before D-Day for us to get the Aircrew Europe medal. Medal. We did, well I’ll tell you, you needn’t write this down early but we did, we completed a tour of thirty two sorties and collected three DFCs and a DFM but we didn’t get the Europe. Anyway —
AS: Because it stopped after the 6th of June didn’t it? it was the —
Anonymous: Yeah.
AS: Yeah.
Anonymous: Something like that. Yeah. I’ve long since ceased crying myself to sleep to do that. You know. So that was that. Now that was about the time that the only Canadian VC was earned. You know, the Polish chap.
AS: Mynarski.
Anonymous: That’s him. Yeah. He was on 419. I think, yeah there were two air, there was two squadrons on 419 but I’m sure he was 419. We didn’t know him because we’d only been there about a couple of weeks, you know. But reading accounts of how he earned his VC that’s where it places him. Yeah. So that was interesting. That was a revelation to us all. And of course Joe, the pilot, had done two earlier ones as spare pilot for experience with, with an experienced crew. Just, just went as second pilot on those but that didn’t affect the rest of us. So then we started here. When the first, I mean after the initial shock of seeing, they saw this illumination and explosion ahead of you that you’d got to go flying through we — I don’t know if you want to read that little bit. It came out of the local paper. The paper the Canadians produced. Lorne Vince. That’s it.
AS: It’s staggering that. You know.
Other: It’s great isn’t it?
AS: Yeah.
Other: It’s amazing what’s on there.
Anonymous: I think I’m the only survivor of these you know.
Other: Amazing.
Anonymous: Yeah. Yeah.
Other: But did you kept in good touch after the war?
Anonymous: Yes. I’ve got some photographs of meeting the two gunners and their wives in Toronto when it was our golden wedding anniversary.
Other: Oh brilliant.
Anonymous: We did Canada that year. Yeah.
Other: That would have been rather touching wasn’t it? Catching up after all that time.
Anonymous: Yes. I’ve kept in touch with Joe the pilot by correspondence as well.
Other: Yeah.
Anonymous: Yeah.
AS: That is amazing. Was this your first trip? When you went on to —
Anonymous: No. That was number — let’s see. It was up the Ruhr somewhere wasn’t it? Yeah. Let’s have a look.
AS: That sounds quite hairy. Perhaps you could tell us a little bit about that.
Anonymous: It was. It was rotten. Yeah. June the — what was it? Number six I thought it was. Bad luck when you can’t read your own logbook isn’t it? Fighter cover. Oh, Sterkrade. That’s the one.
AS: Ok.
Anonymous: That’s the one. Number six.
AS: Ok. So, so that was a daylight op.
Anonymous: No, it was night.
AS: Ok
Anonymous: Does it, does it give a departure time or —
AS: It does. Yeah. 20:14 you’re right
Anonymous: On there. It doesn’t say that?
AS: 20:14. Yeah. You’re right.
Anonymous: Yeah.
AS: So obviously your gunners are heavily involved. What, what happened on that particular occasion? Can you tell us a little about that?
Anonymous: Well we were, there was a lot of, let me just refresh my memory on it. Then it was, “Shot up by a fighter.” Yeah. “Hammy injured.” Yeah. Ok. Yeah. What happened was the rear gunner shouted out. We were, we were within sight of the target in the Ruhr and Lorne Vince, the rear gunner, shouted, ‘Corkscrew.’ You know, ‘There’s a fighter coming in.’ Or whatever he said at the time. And he let off a burst and the chap came around again. He must have ducked under us and come up again and he raked us from the rear turret right up through the aircraft. The mid-upper turret had a hole, both sides of it, both sides of the globe, you know and poor old Jason was sat there with his head still on, you know. But he was alright. A bit shaken up. And then it came up through the, through the crew area. You know. Up at the front. And some of the flying shrapnel or whatever it was wounded the navigator in the arm and in the leg and he lost a good number of his instruments. And there was a certain amount of flapping going on up there as well. And anyway, Joe kept the aircraft under control and, and Lorne Vince, the gunner must have let off another burst because he got it credited to him as a probable you know. A bit stronger than a probable maybe. Anyway, they decorated him from it and, but we were like a colander by this time, you know, we’re — yeah. And it was very hairy alright but the bomb aimer was ok and we sort of pressed on and got rid of our bombs and got back home in a mess. As Joe, the pilot said, with less aircraft than we started with [laughs] Yes. And so that was our, that was our initiation into the real thing, you know. Yeah. So that was, but Hammy by the way, the navigator, he navigated us home by dead reckoning. You know. He’d lost so many of his instruments and, and so on. Anyway, so he was decorated as well for that account and repatriated so we didn’t see him again. He was the, he was older than the rest of us.
Other: Was he?
Anonymous: Yes. There he is. Hammy. The tall, the tall one second from the right. Left is it?
AS: Yeah.
Anonymous: Yeah. That’s it. That’s Hammy. Yeah. Yeah. And, yeah, he died. He died quite a young man, I think. After the war. But, but he was two or three years older than us and it sort of showed when some of you were nineteen, you know and you’ve got a twenty six, a twenty six year old chap with you, you know.
AS: It’s taking your grandad along.
Anonymous: Yeah. Oh yeah. Yeah. He was great. He was a great chap actually. Anyway, so yeah, so that’s our, then it, I mean I can’t tell you about the variations of the various trips. These were all — if these are in green they’re daylight and if they’re in red they’re night ones. So we, you know, by number eleven we were up the Ruhr again and I mean the typical report would be, “Heavy flak. No fighters.” You know. That was a rail one actually. “Heavy barrage over target,” at Kiel and so on. Stuttgart — flak over target. And so we went on until August time and we were now getting to be a, a sort of an experienced crew you know. And regarded as having a certain amount of luck. Then we had to go, on our twenty third trip we had to go to Stettin which is a long way north isn’t it? And very heavy flak there. I mean the trip took eight hours. It was the longest one we’d done actually. Eight hours and fifty minutes. That’s virtually nine hours isn’t it? And, but we got back unscathed from that. Then we all went on leave and when we got back the first one we were booked for was Stettin [laughs] again. Now this time, I’m speaking from memory now, we were carted around to the dispersals to get in the aircraft, which we did. And we started up and we started taxi-ing around to the, to the hut you know and the breaking and the steering on the ground is all controlled by the rudders. The rudders isn’t it? It was. And there was some fault in that and so we had to stop on the, on the, not on the runway but on the track around. Perimeter track. And they fixed that. Cost us about a half an hour. Three quarters of an hour I suppose. But it’s like going to the pick your own at the supermarket. You know. You get the benefit and then you’ve got to pay for it. By the time we got over the, over to Stettin the main stream had gone through. We’d lost the benefit of Window. You know. The strips. So we were virtually doing a solo act. Not quite of course. There must have been others around. But anyway we were coned by searchlights on the bomb run and, and there wasn’t serious damage but we did [pause] it did start a fire in the starboard inner engine. And we lost, we lost height and we [pause] sufficiently to say in the logbook that we bombed at eleven thousand feet which was quite low, you know. So, and the, I mean it’s quite frightening really when you see these flames going back over the fuselage on the main plane. And the poor old rear gunner in all the noise and shouting and searchlights and so on he [laughs] he came on, ‘What the hell’s happening up there?’ He said, ‘I can’t see a thing.’ You know. So we had to put him in the picture and fortunately we had this cockpit controlled, control for fire extinguishing on each engine. You’d got four, four buttons and you pressed one for each relative engine. And the fire went out. Yeah. It was between fuel tanks. You know, the engine. The starboard inner. And then there was the fuel tank and then another engine but the fuel tank in the middle. It hadn’t got across there and there were no leaks sufficiently to get a big fire going. And what happens with the, when you press that button the engine feathers as well, you know. The blades come around. Do you fly by the way?
AS: A little bit.
Anonymous: Yeah.
AS: A little bit. Yeah.
Anonymous: So you know what I’m talking about when I say feathering.
AS: Yeah.
Anonymous: Yeah. And, and the fire went out. So we all breathed a sigh of relief and set off home, you know. And the practice on our squadron was, half way home normally, if you were over the water you would open the bomb bay doors, give it a shake around a bit to make sure there were no hang-ups and then close the doors again and proceed. When we did that the aerodynamic effect was that it changed the setting of the damaged engine’s propeller and it started unfeathering. All the temperatures went up in there and the fire started again. We were, you know we were well over the North Sea now. Between Stettin and Darlington if you like. Yeah. And we pressed the button again and by some act of God the fire went out again. So we, well to cut the rest of it short we got back [laughs] but it was remarkable really. It was a dickens of a way to contemplate going. Yeah. I mean the Lanc was quite capable of flying on three engines with quite a load on but, yeah but that distance over water, very cold water. Yeah. Anyway, yes, whatever, which one I started. These are not here. But do you know it’s a funny frame of mind you’re in when you’re on these tours. There’s some sort of, oh I don’t know the word [pause] togetherness you know. And a lot of, a lot of genuine feeling is disguised by either bad language or drinking or, or too much bonhomie. You know. That sort of thing. But by and large there was very very few that you come across that were blighted with this wretched, what was it, LMF thing, wasn’t it? Yeah. Yes. That was dreadful. Yes. It’s the only service that punish people to that extent to make it so [pause] Yeah. Yes ok. So there we go. Then we got up to twenty and we began to get hopeful now. By this time, by the way we were going on a number of daylights. D-Day would pass and we were doing army support ones. And the only thing I mention that for is that here you might have seen this in oh that’s one little thing. That was, that was an unofficial photograph taken at the sergeant’s mess on the occasion of that.
AS: The Moose Men. 419 Squadron.
Anonymous: Yeah. Yeah. And that’s yours truly holding that end up.
[pause]
AS: No tie, Ken.
Anonymous: Hmmn?
AS: No tie.
Anonymous: [laughs] No. We were just come back. I don’t know. We used to say that the last thing the cook and butchers did in the kitchen when we were taking off, as soon as the sound died down they put our fried eggs on. They were like yellow rubber heels by the time we got back. So, no. No. This was, the reason I mentioned daylight ones was you might have seen this in, in journals of some sort.
AS: So this, taken from an another aircraft above.
Anonymous: Yeah.
AS: The Lancaster almost directly underneath. That must have been quite a scary position to be in.
Anonymous: Oh yes. For them it was. The thing is, it was at, we took the photograph.
AS: Oh right.
Anonymous: Yeah. And I’ve got the original. The photographic department broke all the rules and gave us the photograph. Yeah. So, it was us that took the photograph. And what it, it wasn’t somebody aiming a camera at it. It was the, you know at the end of the bomb run, the last exposure on the camera which was photographing the target would be the result if they could. And so that was what, that’s what got caught in the, in the last flash. And you’ll find that in many, many journals on it. Yeah.
AS: That’s extraordinary.
Anonymous: Yeah.
Other: Good framing isn’t it? Great.
Anonymous: Yeah. So, the only other thing we did we — D-Day the Canadian army I think it was, was held up in the Falaise Gap. You know. And we were doing a daylight on the 14th of August in ’44. And it was the one occasion when we earned one of those. Have you seen one of those before?
AS: I have not seen an original. I’ve actually seen a copy of this one.
Anonymous: Have you?
AS: On the internet. On the Moose Men website.
Anonymous: Oh yes.
AS: I have never seen the target token original. That’s just fantastic.
Anonymous: Yeah. That’s one you can take away, I think. If you wish.
AS: Absolutely. Thank you. That will, that will go in the archive.
Anonymous: Yeah.
AS: Absolutely go in the archive.
Anonymous: Yeah. Ok. And so that was, claimed to be a direct hit you see, on the target which did us all a lot of good, you know. And this — we’d, we got out of our aircraft coming back from a daylight. An early morning one, you know so about a 6 o’clock take-off when we were attacking the flying bomb sites. Ok. And I don’t know, one of the WAAFs I expect had a camera that she shouldn’t have had. And she was down at the dispersal and she took one of each of us as we got out. Apart from Joe. He stayed in.
AS: How did you feel about being photographed? A lot of crew have told me that, or some crew have told me that they felt it was, it was not good luck.
Anonymous: Oh really.
AS: I didn’t, obviously didn’t bother you.
Anonymous: No. No. I don’t think that. I don’t think we discussed that one. No. We were all too vain I expect. Yeah.
Other: How old was the oldest?
Anonymous: Hmmn?
Other: How old was the oldest crew member?
Anonymous: Hamilton. But he only did six with us so he was [pause] I suppose the next one might have been Joe but he was only two or three years older than us, you know.
Other: Yeah.
Anonymous: Yeah.
AS: Shall we, shall we have a pause there Ken?
Anonymous: Yeah. Why not.
[recording paused]
AS: Here we are back from, from our break. Ken, I’d like to go into your memories of the crew as individuals and then perhaps some of the reunions and the way you kept in touch after that war. If that would suit.
Anonymous: Yes. Right. Well from the top then. We had this maverick chap with us. An American lieutenant of the American Army Air Force who had originally gone up across the relevant parallel to join the RCAF, the Canadian Air Force, before America came into the war. And he did this at the risk of losing his American citizenship in those early days. This was later changed when — after Pearl Harbour. So Joe was a man of great flying ability and saw us through many tight, out of many tight corners. And we were pleased to say that at the end of his time with the Canadian Air Force he went back to the Americans and had quite a distinguished career. A career with them. And became one of the few people in the Air Forces who had a DFC from both of them. Who earned a DFC from both of them. I don’t know why he got it in the American one but I know he stayed in the reserve after the war but we’re thinking about wartime relative. W/O Keelan, Keelan, Bill Keelan was, now where did he live? Somewhere near the Rockies. And he, we acquired Bill when we lost our original navigator over the Ruhr on our sixth trip. Bill was a very quiet chap and kept into, kept at his desk. Rarely came out to view the bomb run or anything of that sort. But he was surprised on one occasion and a bit startled I think when he did pop his head out and saw three or four flamers going down not too far away from us during the bomb run. So he was, it didn’t affect him fortunately. So, and then there’s Tony Delaney was the bomb aimer who often, people who wanted to be pilots but lacked some characteristic that was required and often became bomb aimers. Did you come across that before?
AS: Yes. I think so. Yeah.
Anonymous: You know a lot of people going over from this country had the same sort of selection process I think. And then W/O Lyall. He was quite experienced. The wireless operator. Always anxious to be in the middle of things and, and when he, when he was involved in the shoot up over the Ruhr he was, he was very active in trying to get around and see what else he could do apart from wireless operating at the time. Fred. Fred Grumbly and Lorne Vince both had the same characters really in the sense that they were quite at home being alone for some of these long trips with nobody around them or close to them. You know. And I don’t know what else I can say about them really. So, about the, what we were saying about, yes, seeing them again. Yeah. That’s right. Seeing them again. Yes. For our, for our personal golden wedding my wife and I went to Canada and by arrangement we met both Fred Grumbly and Lorne Vince together with their wives at Toronto and had a marvellous day around the, what is it? The CN Tower or something?
AS: The CNN I think it is. They’re broadcasting towers, I think. Broadcasting.
Anonymous: That’s right. Yeah. Yeah. So that’s — oh then in addition to that Joe Hartshorn and I kept in touch for most of the period. And he was coming over to Europe on one occasion and came and stayed in Modbury which is quite, that’s this little town here. And he’d expressed a wish to go to an old English pub and stay with his partner and we duly fitted him up with that. And he came over and we had some time together. Took him over on Dartmoor and showed him all the sites over there. And then when he saw me the day after they’d spent their first night in the pub I’d put them in. He said, ‘Marvellous, ‘he said, ‘Lovely flagstones floors.’ You know. He said, ‘It’s the first building I’ve seen in the whole world and I’ve been around a bit,’ he said, ‘That didn’t have a straight wall in it, [laughs] or a right angle in it.’ A right angle. The first building he’d found without a right angle. Yeah.
AS: As a crew. Not when you were operating. When you were down did you all live together?
Anonymous: Well, I mean we were, we were non-commissioned people. Joe, Joe and the navigator Bill, oh wait a minute. Joe was in the officer’s mess, Keelan wasn’t. Delaney was in the officer’s mess. So there were just two in the officer’s mess and the rest of us were in the sergeant’s mess, you know. NCO’s mess. Yeah. So, but socially some of us used to go to the dance hall in Stockton on Tees. The Maison de Dance I think it was called [laughs] with the pub right opposite the door. Yes. So that was our, that was our sort of, I don’t know, our respite I suppose. Swap one noise for another. Yes. But I shall forever remember the Glenn Miller record of “American Patrol,” because we used to think at times it was the only one the band knew. But it stayed with me you know. The American.
Other: The theme tune.
Anonymous: Yeah.
AS: Your tour seemed to pass relatively quickly. You got thirty two ops in in what, four months which is, is quite — did you feel that you were, it was all happening under pressure? Bang bang bang or did you get lots of time off?
Anonymous: I don’t, I can’t recall. I don’t think we were ever concerned about the frequency. Only if we’d had four in one week we might have done but it was sufficiently phased, I think, to avoid that. I mean during the, this isn’t for, for the narrative by the way, my narrative. My personal view is that the area or the timing of the, all the bravery and so on of Bomber Command doesn’t give enough attention to the early ones who would take off, six or eight of them. Blenheims would take off from Detling and if a couple came back, you know, they’d had a good day. Their navigation wasn’t as good and the equipment wasn’t, was it? You know. But some of those chaps were doing very very long deep European ones and coastal ones. Heavily defended. You know, around the dockyards and so on. I sometimes think that they almost deserve a separate recognition but I know that’s, that’s a vain hope. I do feel, you know, it’s quite right. I mean, if you lose fifty four thousand people and you’re the only command that ever, that was still going at the end of the war that started off then there’s going to be a lots of bravery. I mean there must have been thousands of acts of bravery that nobody will ever know about. Mustn’t there? Yeah.
AS: Someone has to come back to tell. Yeah.
Anonymous: That’s right. Yes. I mean if our, if our engines hadn’t reignited or if the one hadn’t come to life again we could have been in the bottom of the North Sea couldn’t we? In August 1944. No trace. That’s what Runnymede is largely about you know. People who, well they don’t know whether there’s any grave for them. Yeah. Ok. So what was the question?
AS: We were, we had been through your recollections of your crew and keeping in touch after the war. Perhaps we could, we could move on a bit to a different aspect of being a crew. I mean it’s often said that the, the successful and surviving crews were in large part very very disciplined and very skilled. Was your captain? Were you, as a crew practicing your drills, emergency drills religiously? How did you become such an efficient and surviving crew?
Anonymous: Yeah. [pause] I can’t say there was ever any dedicated. You’d have to be selective about what you put here because I don’t want, the last thing I want to do is ruffle, ruffle any feathers. We rarely had team cooperation lectures or practices. We used to do it in practical ways by doing cross country’s at night, you know. And bombing Hull at night. That sort of thing. Yeah. It was practical. Hands on building really. But the most thing, the best thing to build the morale and so on was to get involved in to our Ruhr experience and see what comes out. You know. See where the deficiencies are. Because I mean, talking in modern, modern terms we have this thing called the annual review in big business now don’t we?
AS: Yeah.
Anonymous: And there was a lot of suspicion about it when it first came in wasn’t there? Because they thought it was a way of getting rid of me but in fact it was the positive was you got many good qualities which we want to further and exploit and tidy them up or you’ve got several bad habits that are not acceptable. You know. There was a [pause] but I mean none of that, the services have got the basis, or the big advantage of having discipline haven’t they? You know. Ranking. If you come, I was asked to come and work in Plymouth for a time. You can’t say to a man in Civvy Street, ‘You’ll do this because,’ you know, ‘I’ve got three pips and you’ve got three stripes,’ you know. Yeah. You can’t do that. But the military and all the, all those people that have the big weapon of discipline haven’t we? Disciplinary procedures and so on. Anyway, I don’t know why I’m telling you all that but that’s what came more when I was I was doing, well involved in personnel work before I retired you see. So.
AS: I think there’s an element of doing a post mortem really after action. And you linked it to the Ruhr. Your Ruhr operations. So was that, was that a feature of your crew interaction that you discussed previous operations? Hairy experiences or —
Anonymous: I didn’t, I wasn’t party to any discussion on that.
AS: Yeah.
Anonymous: No. No. I mean there’s a certain amount of, of relief really that the survivors if you like come back. I don’t, I can’t recall any where they said well we knew there was a bit of a weak link there, you know. Or he ought to be off to Eastchurch. To the LMF camp. You know. Yeah. Yeah. So —
AS: Could we go down a slightly different track and this would be very familiar to you but perhaps not to many people who’ll listen to this interview. Could you, could you take me through a raid from, from basically getting up, going through the briefing. I know a lot of them are different but if you —
Anonymous: You’re asking a lot.
AS: Ok.
Anonymous: I mean I’m ninety one next month, you know. You’re doing very well. You’re dredging all that [laughs]
AS: Would you like me to stop?
Anonymous: Yeah. Go on. Stop it for a minute. Yeah.
[recording paused]
Anonymous: That was not dealt with. No. No. That’s, that’s not right. There wasn’t any so it didn’t need to be dealt with. Joe was a very good, very good captain and, yeah, he really was. He was, he was quite an impressive bloke. He was, he didn’t go, he didn’t socialise a lot. He would, he would never go to hear the, “American Patrol” in the dance hall, you know. You wouldn’t find him there. But, yeah, he was, he was a good man and he held the team together very well. Yeah. So no. I can’t, I can’t deal with that question very, very much I’m afraid from personal experience.
AS: That’s absolutely, absolutely fine.
Anonymous: Ok. But I mean as far as the sequence goes each, each aircrew category had their own building somewhere on the, you know, their hut. The flight engineer’s hut was down near the dispersals. So you’d go down there in the morning and on the wall there was a list like a league table and and it would say, “Flying tonight,” Or whatever, you know, “Engaged tonight.” And there would be the captain’s name all the way down. And then the last figure on it would, I think from memory, fuel load. You know. Which caused speculation then because they said fuel load, or bomb load, whichever. If the, if it was a lot of petrol and not so much bomb load you knew you were going a long way. That’s right. So, so there’d just be the captain’s name and then briefing would be about, well it would depend on the take-off time really. And you’d all go down to the, to the central building and be briefed. All the crew. 419, everybody went. You know. The whole crew. And you were briefed by the various people. The Met people and the navigational people and one or two others and yes I remember the day of Arnhem. Arnhem was it? Yeah. Arnhem. Joe was, Joe was labelled with the name of ‘fearless Hartshorn’[laughs] Yeah. He carried that label for some time. But they had this tape going across Europe you know. The end of the tape would be the target. And, and then there was one that finished on the, right on the coastline. And I remember the, the briefer saying, ‘Don’t get fooled by that one that finishes at the coastline. It’s not Fearless off on his own again,’ you know, or something like that. And [laughs] but in fact it was, it was the Arnhem flight that was being carried out by the airborne people. And they were just telling us this would be about. You know, there would be a lot of activity down there. And we were doing, we did a diversionary raid further south. I can’t remember when it was but if you know the date of Arnhem I could probably tell you when it was from here. But anyway, yeah so that would and then we’d all troop off and go and have our yellow rubber heel at the, you know [laughs] Or was that when we came back wasn’t it? When we came back. Yeah. That maligns the cooks and butchers of course but it was one of those things that happened in the service isn’t it? Yeah. So we’d then go back to our huts or whatever and get ready in our own ways, you know. Personal ways. Prepare. One thing I don’t know. We were in Nissen huts until we could get a room in the sergeant’s mess which was usually overbooked and you’d get about eight or ten of us in a Nissen hut. And you know what they are don’t you? Nissen huts.
AS: Yes.
Anonymous: I’m sure you do. Yeah. And there was only one. Replacement crews would come in. You know, the NCOs of replacement crews would come in to make up the numbers in the crew. And one of the bravest acts I saw within the service culture was a Roman Catholic Canadian. It might have been a French Canadian who came in with some replacements and came about, I don’t know, late evening. We’d all started settling down. And he kept his light on and he actually knelt by his bed and did his prayers. You know. And it took courage of a great sort I think, you know. He was laying himself open to a lot of leg pulling and so on. Yes. But they didn’t make it back from their first trip. Yes. Sad little story but —
Other: In a group of young men it was a pretty brave act wasn’t it?
Anonymous: Well in that, at that company yeah I think it was so unusual. Nobody, nobody made anything of it you know. Mind you we were a good lot. A decent lot in our hut you know. Yeah. The best hut to be in. Yeah. Ok. Alright. So, there we go. So where are we now Alan?
AS: We were preparing ourselves for, or you were preparing yourselves for, for the op.
Anonymous: Oh yes. Well then you’d gather your stuff. Any lucky omens you’d got you stuck in your top pocket, you know and all that sort of thing. And you’d go down and go to the equipment room and pick up your parachute and, and any other gear you’d got in your locker that you needed to take. And then get carted out in the in the wagons, you know to the dispersals. And there you would wait until you got the word to get in. To load up, so of speak. And that one, that one, this one here — that would have been that stage there. Some of them have got their Mae Wests on haven’t they? Yeah that’s right. So we were ready to that stage, you see. Got their Mae Wests and their parachute harness on. Joe, the pilot was quite different because he had to have a parachute he sat on didn’t he? But the others had them clipped on there. But yeah, so you’d then get the word to get on, load up and then you’d get your signal to join the queue going around the perimeter track and you’d be four or five back from the, what was it? Black or white hut was it? Where the starter was. Anyway —
AS: Runway control van.
Anonymous: Yeah. Run control. That’s right. So then you’d, in due course roll around to the start you know, when you got the signals and do your run up. And get the engines going nicely and when you got the green off you went. And at Middleton St George the main runway ended with quite a valley across it. If that was the runway, that was the runway, there was a valley and on the other side of the valley there was a very nice farmhouse. And during the summer, it was double British summertime don’t forget, you could be quite late and the farmer and his wife and family would all come out and we used to think well that was decent of them to come and see us off, you know. What they were scared of was that we weren’t going to make it off the end [laughs] you know and they were the first in line. Yeah. That was the cynical view of it, you know, but, yes, so that was the sort of thing you know. Then the flight engineer and the pilot or the bomb aimer, sometimes the bomb aimer assisted. Sometimes the flight engineer assisted on following up with the — because you’ve got the throttle and you have the revs you know, haven’t you? You know, so the person assisting the pilot would be the follow up hand on the quadrant that increased the power. You know all about that. And hopefully two thirds of the way down you’d feel the big lift, you know. Yeah. Then you’d stooge around for an hour over the coast. And then when the stream was formed off you’d go, you know. Yeah. And —
AS: Could I just pause you there about, I’m interested in the, in the forming up process.
Anonymous: Yeah.
AS: Some stations had an assembly point. It sounds like you did too. Over the coast where you climbed to height.
Anonymous: Yeah. I think it was often when there was more than one station. One more airfield you know, involved. Maybe four or five squadrons, you know. And I suppose it was a precautionary thing as much as anything. As strategic. Because what’s the position? You want, say five hundred aircraft bombing a target you know. That’s a lot of aircraft milling around isn’t it? So you’ve got to have some discipline about altitude and longitude and all positions, I think. Yeah. So that was I think functionally necessitated. A functional necessity. Yeah. Yes. And the Window cover as well. You know. The bomb aimer used to hate that job. They were like, you know these Christmas wrappers. Christmas crackers. No. Chains. Paper chains you used to make. Strips of paper about like that but about that size those Windows were and they were silver paper. A little more. And he had a little chute by the side of his position and he had bundles of these all the way up. But he thought it was a very menial job for him to be doing. He wanted me to do it. No [laughs] He never told me I should be doing it but I didn’t volunteer. So yeah. It’s all these little things that make life what it is you know.
AS: So on the way you’d be at least, you know a pair of eyes in the cockpit.
Anonymous: Oh yes.
AS: And also was it also fuel management? Was that your main responsibilities?
Anonymous: That was. Yes. Yes. Yes. I’ll show you a book. A dear friend of mine who died three or four weeks ago gave me and it’s the, it’s a book on the Lancaster and it’s got marvellous pictures of the panels of the — it’s got, it’s got the original requirement of contractors to build this. To build the Lancaster. Yeah. I don’t know where he got it from but he was, he was an enthusiast. A Lancaster enthusiast. And he used to ask me questions. He was a trained, a trained mechanical engineer and he used to ask me questions about the Lancaster that I couldn’t answer [laughs] Typical, you know. Yeah. Because he really examined them right down. Yeah. But I’ll show you that book.
AS: That would be great. And you must have been a Jack of all trades because it’s hydraulics, its pneumatics, it’s electrics. It’s —
Anonymous: Oh yes. What staggered me, I don’t want you to mark it for neatness or anything but that was the sort of thing. This was the, this was the pre — this was the learning about the internal combustion engine to start with. Which was a lesson to me. And then you moved on to a specific aircraft. Your last six or eight weeks of training and you learned everything about that aircraft. And this one was the Halifax Mark 3 with a radial engine with a sleeve valved engine. You know. A very, a very unusual engine and so this is, there’s the engineer’s panel look. Open.
AS: Was that standardised with the Lanc or is that too much to expect?
Anonymous: Oh no, they were. I should think they were in competition really but, for the work but I imagine the language was the same but the, the construction would have been you know the positioning and so on.
AS: So this is what you were saying earlier that suddenly when you go to 419 and you’re on Lancs you have to relearn.
Anonymous: Yes. Who’s that?
Other 2: It’s only me.
Anonymous: Oh is there —
[recording paused]
Anonymous: When the bandit was behind us, ‘Corkscrew. Corkscrew. Corkscrew left. Corkscrew left,’ you know. Get out of the way. You know. And this was to reduce the area that the fighter had to fire at but you all had an observation point for fighters anyway and mine was the [pause] where’s that, is there a — where’s that picture gone? Yeah. The, no, the flight engineer’s position was on the, that’s it on the starboard side. Level with the pilot. But well just a little bit behind that. Just there. And there was a sliding window there and that was with a, with a blip, an observation blip. You know. Bubble in the —
AS: A blister. Yeah.
Anonymous: In the window. Yeah. And that was my, so that I could see. So the flight engineer could see below.
Other 2: A small one for you.
AS: Ok.
Other 2: A slightly larger for you.
AS: Is mum home?
[recording paused]
Anonymous: Yeah. Well, my responsibility was to observe through this what would you call it? Bubble window I suppose, which just stuck out a bit from the fuselage and to see if any aircraft, any bandits as we called them were coming up that way. But why I was really telling you that was, when the, when the chap hit us with that spray from the rear turret up through and through the front the window, I was looking at, out of, disappeared. It disappeared [laughs] It just went. Now, I don’t know if there was a break in his bullet supply or whether it was afterwards. We thought it was the pressure really building up inside the fuselage that blew it out. But, you know, I might have come home without my head. But —
Other: So were you guys strapped in? I mean if the window disappears surely there was quite a high chance that you might too.
Anonymous: Yeah. Well it wasn’t that big a window. It was, well I suppose about that.
Other: Ok.
Anonymous: Like that. And it had this like a pregnant window. And it was to enable you to see under the aircraft. ‘Cause one of their wicked weapons afterwards was the upward firing cannon wasn’t it? Yeah. So there we are. So we lost that and Joe lost part of his window and so did the bomb aimer right down there. So that was a good rake from back to front. He must have thought he’d nailed us, you know. But I mustn’t concentrate just on that one but that was it but it’s the best one. I can’t remember many details. I’ve got so many of them. But, sorry Alan. You said you’d got me to where?
AS: You, you were airborne. That’s one of your hairiest moments. Was there any discussion about going on or going back or just the pilot decides off you go?
Anonymous: I think the [pause] I’ll tell you, I mean I can tell you something from memory which I wouldn’t want put in any, anything subsequently.
[recording paused]
Anonymous: Yeah. I suppose my most vivid recollection of flak and its potential was the raid — I might find it here. It’s towards the end of our lot. Calais. Duisburg. We, it was on the 29th 27th of September. Duisburg. It was a lovely day you know. Lovely autumn day I suppose. And we had, what was the target? Bombing results not observed. Let’s have a — right. There was this thing called the random, not the random flak but the flak they just put on with the searchlight on us, on it, you know. Using the same setting as the searchlights. But then they had, they’d put up, they would put up a thing that was radar controlled. They would produce this cone of [pause] not cone. I don’t mean a cone. A cube. A cube of flak. Bursting flak, you know. If you can imagine that and that was, once they’d sorted out your route and what the target might be then they put this rectangle but in fact it had another dimension and it was a cube of flak. And you knew you’d got to go through that. And the most striking time that personally I experienced was on this Duisburg raid. Predicted flak. That’s what it was called in those days. In target area. Obviously once they’d identified that they’re own explosions of their shells from the ack-ack batteries would be concentrated in the area above the target. Where the bombs were likely to be dropped. Yeah. But [pause] so what did we say? Ten ten I don’t know what that is. Not — results not observed. Ten stroke ten.
AS: Perhaps that’s ten tenths cloud was it?
Anonymous: Oh, you’ve got it actually. Yeah. There must have been a layer of cloud as we were coming out. I don’t remember the clouds. But that, I’m sure that’s what it is. Yeah. Yeah. Anyway, that was the cloud so it was sort of, it wasn’t an option. There were no options other than go through it, you know. Yeah. And so you’d go through and get rocked about a bit and I mean goodness knows where all their shrapnel went but, you know but it got some of them. I think it was operation number [pause] one of the early ones we were. We were in a stream. I forget where we were going now but anyway suffice it to say we hadn’t a a clue what was around us in the way of friendly aircraft, you know until we saw some flames on our starboard side. Starboard side. Port side. Anyway. Starboard side. And suddenly the flames became all-consuming and we saw it was a Halifax and he just fell away behind us and down. You know. We never knew what had happened to that. What happened to that. But then you get all this illumination. You lose your night vision yourself. So you can’t see anything. So you just hoped that the gunner’s guns aren’t going trail you now. But yeah I sometimes find it difficult to recapture one’s feelings. I mean what was 1944? Fifty six. Sixty one years ago isn’t it? Sixty one years ago. A long time isn’t it? To remember things.
AS: It’s entirely, entirely understandable.
Anonymous: Yeah.
AS: It is.
Anonymous: But I’m sure it’s all therapeutic. Yes.
Other: But I suspect if you knew you had another mission to do that you didn’t really indulge in too much thought about feelings did you? Because you knew you had to go back.
Anonymous: Well yes.
Other: So —
Anonymous: I think we used to put it on the back burner until we saw our name on the morning mist you know. Yeah. Yeah. Yes. But I [pause] it’s surprising really. You know, you hear stories about people not making it. Well, we’re all different, aren’t we? And there must have been thousands of reasons why people couldn’t cope with it. Yeah. Anyway, I don’t know. I don’t know. I don’t ever remember being actually frightened. Now, that’s, that’s in no way bragging at all. It doesn’t say anything about me that’s worthy you know. But it’s, I don’t know, I seemed to have some assurance that, well I didn’t think about it really. I mean that doesn’t just say I didn’t feel apprehension because I did. It would be difficult not to wouldn’t it? Yeah. And the actual operation six incident, you know it was all over so quickly. You suddenly come out of it you know. But then you’ve got to get back. I was reading the, some accounts of the dam busting the other day. I think it was Guy Gibson’s. Was it Gibson done that one?
AS: Yes.
Anonymous: It was wasn’t it? And some of the reports of his, of the aircraft that took on that you know. And you can see, well it sort of, it reawakens your sensations or speculations as you’re approaching it. But you try to keep occupied I suppose. Yeah. Yeah. I can’t say more than that Adam. I can’t say.
[recording paused]
Anonymous: Period.
AS: Ok.
Anonymous: And the first thing, I mean we had some army instructions there about map reading. You know, he had a dozen of us and we sat down on the grass. And he gave us a reference and he said, ‘Where’s this reference?’ You know. And of course obviously to the army mind it was where we had our backsides then. You know. ‘We’re sitting on it sergeant,’ you know. That sort of thing. We had to do the usual coupling up with another person and being carted away from the camp about, I don’t know, twenty miles. Something like that. Making your own way back to the camp. So we had that one. We had the good fortune to find a lorry with a friendly driver I think [laughs] Anyway, that was that. And then we had to do the underground bit where you had this, oh about that size had been dug to a depth. I don’t know how deep. I can’t remember now. And then a long, a long tunnel and then coming up the other end. We had to do that. There were no lights there. You just followed the smell in front of you, you know and looked for daylight. So that was about the sum of it. At the time things like going away in the lorry become a challenge of another sort don’t they? You had to outdo your own people [laughs] and do all the things they told you you weren’t allowed. So that was the, it didn’t take I mean the whole Heavy Conversion Unit didn’t take long. I don’t know how long. Maybe a fortnight at the most and we went from there to Middleton then. Yeah. So air to air firing, practice bombing. Yeah. Yeah.
AS: And did you see any escape training films or training films generally prepared for you?
Anonymous: We used to have talks on survival. Yeah. About cooking in the field and so on, you know. But if you, if you get an [unclear] if you catch a hedgehog and cover it with mud and get a good fire going. Bake it. You break the cake off it at the end and all the, all the needles will come out of the hedgehog and you can eat it then. You know. That’s desperation for you.
Other: Lighting a fire might be a bit dodgy.
Anonymous: I don’t think it would catch on here. No. So, yeah that sort of thing we had. Yeah. Quite a number of talks on that. Yeah. Because these are only I mean the logbook is is sort of a structure. That’s all isn’t it? You can’t [pause] flying, bombing an installation. Yeah. There were quite some interesting ones when you read through. It does me good to have to read through this again sometimes. Things we got up to. I’ll tell you one thing we saw when we were on a daylight doing air to air firing or something like that. We were up in the, up in Yorkshire somewhere. Flying over Yorkshire. It was lovely. Another lovely day. Hello dear.
[recording paused]
Anonymous: I can’t remember the purpose for our flight but this brand new looking Halifax suddenly appeared in our, our rear and he overtook us. You know. Overflew us. And I was saying the weather was beautiful. Lovely. And he got ahead of us and we could only assume that he was going to show this damned Lancaster pilot and his crew that the Halifax was just as good. And he flew on. And he started messing about and he stalled. And from about, it couldn’t have been more than two or three thousand pounds he, not pounds, feet, he just fell straight to the moors. No survivors at all. He just stalled, you know. He just tipped it up on its wing tip. Brand new. It looked brand new. So we had no more engagement other than to just mayday the event and fly on. Couldn’t do anything about it. But that, that was a bit of a dampener in our day. Yeah. See these little incidents that just, they’re still there but they’ve just got to be dug out. Yeah. So, so what was the next development now?
AS: Could we talk a little about the emergency landing grounds? What you knew of them. Whether you used them at all.
Anonymous: We knew of them. Yeah. I mean we were diverted twice I think but not for those reasons but because the weather had deteriorated or they’d got it wrong and the raid was off so we were diverted to places like Little Snoring in Lincolnshire. And another one somewhere over on the east coast. But I knew about — what’s the one on the east coast? That’s the big one. That’s the three miler.
AS: There’s Manston. And then Woodbridge in East Anglia.
Anonymous: Oh Woodbridge was the one we were most interested in to know where it was and what it was capable of because [pause] yeah. But we had it clear documented but not used. Yeah. And at Manston was, I’d forgotten about that one. The Battle of Britain must have been useful. I mean it must have been useful at that time, yeah because that’s pretty well on the coast isn’t it? Manston. It is. Yeah.
AS: Yeah. Yeah. I think —
Anonymous: Is Woodbridge still open?
AS: No. I grew up near Woodbridge actually. But it became an American fighter base after the war.
Anonymous: Oh, did it? Yeah.
AS: And it’s now open for the army engineers.
Anonymous: Oh, is it?
AS: It’s called Rock Barracks. The runway’s still there.
Anonymous: Oh is it?
AS: Yeah.
Anonymous: Yeah. Yeah. So I can’t, I can’t offer much comment on that other than we knew of them and were glad of them, you know. Glad of the resource being there but fortunately never having to use it. I suppose the only time was the second trip to Stettin that might have involved us going there. I can’t say now can I? Anyway, it was better to get back home. Yeah. I mean we did one, I can’t remember when where we were diverted. And then we did our next op to where we were diverted to. Yeah. You know. Little Snoring. You did that upside down [laughs]
[recording paused]
Anonymous: Look at that. “Cross country. Weather duff.” I don’t, I don’t know if we had to, we took three thousand and fifty minutes. I’m sure we did. “Very moonlight. Good bombing.” Oh dear. Sad isn’t it?
AS: But that was the task.
Anonymous: Middleton St George. “Very moonlit. Good bombing.” Oh dear. Six hours and fifteen minutes. What’s interesting, ops on daylight attack. Siracourt Oh that was a, what was the flying bomb site. Flying bomb sight. There was just a field. You just had a field to bomb and you know if you knocked that one out they moved to the next field. Yeah. Daylight attack on Cannes. Oh yeah. Just forward of Canadian. Oh, that’s the, that’s that one.
AS: Oh the one you got the aiming point photograph.
Anonymous: Yeah. Daylight attack. Was it this one? On Cannes. Just forward of Canadian beach head. “Light flak over target. Good result. Four thirty.” Well we would have. Yeah. They were quite rare you know those. So we were quite happy to get that. What else have we got here? Another one in. I didn’t realise we’d been to Ruhr as many times as this. “Great number of searchlights. Heavy flak. No fighters.” That was a big relief. Flying bomb. We did a number of these bomb installations here. Kiel. See this is supporting the army. And the heavy barrage. Flak over target. Kiel. You know these naval places. Hartshorn, engineer. Stuttgart. What was Stuttgart here? Crikey. Nine hours and ten. That was a long one. I’m grateful to you for making me read it. Read it again. You had your disappointments. Four hours and twenty minutes and we didn’t bomb because it was too cloudy. Yeah.
AS: That would still count as an op would it?
Anonymous: Well it was if you — yes it would. Yeah. The Canadians used the hundred and twenty point system. And they graded the targets as either three points or four points.
AS: I’ve not heard about that.
Anonymous: Yeah. Well that’s how we assumed it was. So if you did the daylight ones over the flying bomb sites would be three points, you know. And the Stettin would be four. I don’t think it ever went above four. And you had to accumulate a hundred and twenty. Or the pilot did if you were a crew. You know. Yeah. So, yeah, that’s what it was. If there was any doubt you used to write the number of points. Stettin. Very heavy flak. Yes. So there it is. I don’t like, I don’t ever, I don’t want to let this go out of my possession you know because I think the children wouldn’t forgive me for that.
AS: Indeed.
Anonymous: From what Gill was saying. Yeah. So, so what more can I answer? You’ve got a picture of him I expect?
AS: Yes. I’ve sat in his office.
Anonymous: Did you?
AS: Yeah.
Anonymous: So did the chap — that’s the chap who writes, who wrote books on the Lancaster and well Bomber Command generally I think. He isn’t.
AS: [unclear]
Anonymous: Yes. That one. And he wrote to me and wanted some information so I sent him copies of pretty well, I sent him everything that I’d got and he photocopied it all and he’s written books. I think he must have died because he suddenly stopped writing to me. The other interesting contact I made as a result of John — Joe. Joe Hartshorn was my pilot, you know. He was a great friend. Apparently he’d met him somewhere. One of the air artists. And he got to be very friendly with him and the artist got in touch with me to see if I’d got any photographs. And yes, he gave me a copy. An original copy of one of his big bombing ones. You know. Yeah.
AS: Yeah.
Anonymous: I think he’s now married a Polish girl and gone to Poland. So that was interesting.
[recording paused]
Anonymous: The attention that was paid to it until the monuments hit the headlines. You know. In Green Park. Yeah. And there’s been a sudden, the Bomber Command Association I think stirred it all up again. There must have been somebody who found the formula for getting it going. And I think that’s marvellous and I think it’s grown since then and they themselves have been largely responsible for the monument haven’t they? Which has been vandalised a few times I think but, yeah. So it was alright to complain, well not complain. I’m not complaining about what the government could do, or the Air Ministry could do in the early days of the war. They could only use what resources they had. What I’m saying is that the accounts we read of Bomber Command a lot in the war doesn’t always pay a lot of attention to them. It might say, you know eight Blenheims attacked Wilhelmshaven and, but but it doesn’t say a lot about them. But I mean you can’t. I was thinking of something else just now. I mean like the, I mean what about the clasp for Bomber Command on the — I’ve heard it called all sorts, you know. Like a Brownie knitting badge or something you know and that sort of thing. But does it really matter. What’s it for? I mean medals are. It’s alright isn’t it? I mean I think they’ve lost their impact actually because with all due respect to the people that have fought in Afghanistan and so on and Ireland and so on you see young soldiers of about twenty five to thirty and they’ve got about eight campaign medals, you know. But it depends what your take is on these things, you know. Yes. Yeah.
AS: So the, have you got your Bomber Command clasp?
Anonymous: Yes. I got it at Coningsby. The group captain there was a very delightful man and Gill, the one that, our daughter that you went to first she did all the paperwork for us there. Yeah. So I’ve been there and sorry what was the question?
AS: Had you got your clasp? Which you obviously have. Yeah.
Anonymous: Yeah. Well, he wrote and invited us up to come up for the lunch and hear the ladies choir sing and all that sort of thing, you know and I thought it was marvellous. So we, we went up, all five of us. Our two daughters and our son and Vera and me went up. And we had a couple of nights in Grantham. Yeah. And yeah. That was, that was very good. Yeah. And what else was I going to say about Coningsby? Yeah. He was, they were very good to us and I met two or three chaps from Middleton St George. Because it was a Canadian thing you know and there weren’t many of us there who had actually served in a Canadian squadron. So I didn’t notice [unclear] too much you because there were so many people there. I mean there were about eighty or ninety people who, who took the group captain’s offer of re-presenting them with their clasp if he wished them to. So I had already got mine and had it put on my — so I gave it to his person. His right hand. And then when the time came you know we were sitting in numbered rows and when my name was called I went and he pinned, he came around and pinned it on me, you know. That was a bit of service flannel really, you know. But it was rather nice. He was such a nice man the group captain. He made himself known all around the place to the seniors. Apparently the veterans have got quite a good reputation in service you know. Yeah. I mean we got our retired group captain in the village here. And another one who was a, he was a navigator I think so I think he must have come off navigating quite early to get into some other stream. Anyway, the other one was a, used to fly Canberras I think. He was a wingco. And yeah, you know, they always regard with respect anybody who was on Bomber Command. Because they’ve seen the other side haven’t they?
AS: Yeah.
Anonymous: They’ve seen. They’ve probably seen some pretty horrible sites. Crashing on to the home runway.
AS: I think that respect is universal and that underpins really some of what we’re doing at Lincoln really.
Anonymous: Yeah.
AS: Hopefully. Hopefully so.
Anonymous: Yes. How did you become?
AS: Ken, how did you actually become the flight engineer on Hartshorn’s crew?
Anonymous: Now, well it happened because I was the last member of a seven man crew. The six man crew having been formed earlier into one stage of operational proficiency but without a flight engineer. And so when it got to the Heavy Conversion Unit stage the six man crew would select a flight engineer. And whilst I was waiting at a bus stop in Ripon one evening an American brown uniformed flyer came up to me and invited me to be their flight engineer. Apparently he was an American who’d joined the RCAF originally but was now having to do a tour with the RCAF as a recompense presumably. Yeah. Something like that. Is that enough?
AS: That’s great. And did you instantly accept or did you think?
Anonymous: Oh, I said yes. Of course. I think it was getting a bit short because I think some of them already knew each other you know. But I couldn’t have made a better choice.
AS: Excellent.
Anonymous: Pure luck. Yeah.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with an Anonymous Interviewee (An00086)
Creator
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Adam Sutch
Publisher
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IBCC Digital Archive
Date
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2015-07-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AAn00086-150722
Conforms To
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Pending review
Pending revision of OH transcription
Format
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01:32:47 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Description
An account of the resource
This interviewee was working at Chatham dockyard before he was accepted by the RAF as a mechanic. He then remustered as a flight engineer which fulfilled his hopes to be accepted as aircrew. While waiting for a place on the training course at St Athan he did maintenance work on Spitfires for 222 Squadron at RAF Hornchurch. At his Operational Training Unit the crew had the unfortunate of experience of crashing the command officer’s aircraft. The crew were posted to 419 Squadron at RAF Middleton St George. On one operation there was a fire in the engine which they managed to extinguish but while undertaking a manoeuvre on the flight home the engine again caught fire. Luckily they were again able to extinguish the fire. On another operation they were attacked by a night fighter and were raked from one end of the aircraft to the other but luckily were able to fly home despite the damage. However, the navigator was injured and was repatriated home. On a training flight over England a Halifax overtook them and apparently wanted to engage in a friendly way but tragically it stalled and the aircraft plunged to the earth with the loss of the lives of all on board.
Contributor
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Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Durham (County)
Germany--Duisburg
Wales--Vale of Glamorgan
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1939
1944
222 Squadron
419 Squadron
aircrew
bombing
coping mechanism
crash
evacuation
faith
flight engineer
ground crew
ground personnel
Halifax
Halifax Mk 3
Lancaster
memorial
military service conditions
Operational Training Unit
RAF Hornchurch
RAF Middleton St George
RAF St Athan
searchlight
Spitfire
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/259/10567/LWhittleGG1397166v1.2.pdf
3a37e26ec6af5f4c6db4347046d1c8c0
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
Whittle, Geoffrey
G G Whittle
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-26
2016-08-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Whittle, G
Description
An account of the resource
12 items. An oral history interview with Squadron Leader Geoffrey Gordon Whittle DFM (1923 – 2016, 1397166 Royal Air Force), as well as his log books, photographs and memoirs.
Geoffrey Whittle flew operations as a navigator with 101 Squadron from RAF Ludford Magna.
There is a sub-collection of 25 Air Charts, mostly of Great Britain.
The collection has been donated to the IBCC Digital Archive by Denise Field 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
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Geoffrey Whittle's observers and air gunners flying log book. One
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.
Description
An account of the resource
Observers and air gunners flying log book for Geoffrey Whittle, navigator, covering the period from 4 November 1942 to 26 July 1953. Detailing his flying training, instructor duties and post war flying. He was stationed at RAF West Freugh, RAF Lichfield, RAF Lindholme, RAF Ludford Magna, RAF Hemswell, RAF Millom, RAF Portreath, RAF Halfpenny Green, RAF Upavon, RAF Middleton St George, RAF Brize Norton, RAF Leeming, RAF West Malling and RAF Kabrit. Aircraft flown in were, Anson, Wellington, Lancaster, Warwick, Walrus, Proctor, C-47, Auster, Mosquito, Hastings, Valetta, Meteor VII and XI and York. He flew a total of 16 night operations with 101 squadron and following his 15th operation the whole crew were awarded gallantry medals, pilot and flight engineer the Conspicuous Gallantry Medal, wireless operator, navigator and air gunners the Distinguished Flying Medal and the bomb aimer the Distinguished Flying Cross. Targets were, La Rochelle, Koln, Gelsenkirchen, Hamburg, Turin, Mannheim, Nurnberg, Peenemunde, Leverkusen, Gladbach, Berlin, Hanover and Dusseldorf. His pilot on operations was Warrant Officer Walker. The log book also contains newspaper clippings and articles relating to the operation on which the awards were made.
Creator
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Great Britain. Royal Air Force
Contributor
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Mike Connock
Format
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One booklet
Language
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eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWhittleGG1397166v1
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.
Egypt
France
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Egypt--Suez
England--Cumbria
England--Durham (County)
England--Kent
England--Lincolnshire
England--Oxfordshire
England--Staffordshire
England--Wiltshire
England--Yorkshire
France--La Rochelle
Germany--Berlin
Germany--Cologne
Germany--Düsseldorf
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hannover
Germany--Leverkusen
Germany--Mannheim
Germany--Nuremberg
Germany--Peenemünde
Italy--Turin
Scotland--Dumfries and Galloway
England--Cornwall (County)
North Africa
Germany--Ruhr (Region)
Egypt--Kibrit
Temporal Coverage
Temporal characteristics of the resource.
1943-07-03
1943-07-04
1943-07-06
1943-07-07
1943-07-08
1943-07-09
1943-07-10
1943-08-02
1943-08-03
1943-08-07
1943-08-08
1943-08-09
1943-08-10
1943-08-11
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-31
1943-09-03
1943-09-04
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-11-03
101 Squadron
1656 HCU
27 OTU
Air Observers School
aircrew
Anson
bombing
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
C-47
Conspicuous Gallantry Medal
Distinguished Flying Cross
Distinguished Flying Medal
Heavy Conversion Unit
Lancaster
Meteor
mine laying
Mosquito
navigator
Operational Training Unit
Proctor
RAF Brize Norton
RAF Halfpenny Green
RAF Hemswell
RAF Leeming
RAF Lichfield
RAF Lindholme
RAF Ludford Magna
RAF Middleton St George
RAF Millom
RAF Paignton
RAF Upavon
RAF West Freugh
training
Walrus
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/10757/PCulkinJ1702.2.jpg
76d9891f9516091d87227b71d1507485
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/10757/ACulkinJ170913.2.mp3
d6e8c804c247fbcca49d095ec677db49
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
Culkin, Jean
J Culkin
Description
An account of the resource
10 items. An oral history interview with Jean Culkin, née Dodds (b.1924), photographs and documents. The collection also contains an album of photographs and newspaper cuttings. Jean Culkin grew up in Sunderland and worked in a reserved occupation. Her husband, John George Mackel Culkin, served as ground crew.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jean Culkin and catalogued by IBCC Digital Archive staff.
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
2017-09-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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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Culkin, J
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CH: This interview is being conducted for the international Bomber Command Centre Digital Archive. The interviewer is Cathie Hewitt. The interviewee is Jean Culkin. Also present is Sue Kendall, Jean Culkin's daughter. The interview is taking place at [buzz] in Washingborough. Ok. Thank you for agreeing to be, agree to be interviewed, Jean. I just need to say the date is the 13th of September 2017. If you could start by telling me something about you early life, and your family and where you were brought up, please.
JC: I was born in Sunderland. I can't remember the name of the street. I think it was Rosewood Street and it was the West End of Sunderland. I had a sister, my mum and dad. My dad worked for Ringtons and they sent him when I was five years old from Sunderland to Newcastle. I went to school at Newcastle. I left school when I was fourteen. I left school on the Friday and on the Monday I was working. I had to go down to the Bureau and they used to say, ‘What would you like to do, Jean?’ ‘I’d like to work in an office.’ And sure enough that's how I started. Tea girl in an office when I was fourteen. And of course, the war was just around the corner. I didn't want to join the Services. I was a home girl really and that was it. But I left school on the Friday and I started work the following Tuesday in an office as a tea girl. Then you go from that, sort of doing invoices and teaching me to type. I got fed up with that job. I was there for a year. Applied for another job and went on from there. I went to typing school. That was about eight months. I wanted to do shorthand but I couldn't remember all the figures. The alphabet is entirely different and that was it. That’s how I finished. In an office as a typist. There was five or six of us typists, two manageresses and the boss and it was a sweetie factory. And you couldn't be called up because sweeties, sugar that came under the rationing so some of the girls wanted to join the Services and the boss man said, ‘If you want to go you'll never come back.’ Because once you were in this job its government. Yeah. Food. And that was it. I was there. I left when I was twenty one. Yeah. That’s all.
CH: When you were twenty one, what year was that?
JC: I was born in ’24. ’45. No. Was it thirty, ’45?
CH: So, you were working in the sweet factory during the war.
JC: The war was just around the corner. Yes.
CH: The war hadn't actually started.
JC: No. But it was on its way, you know. That’s why some of the girls wanted to join the ATS, the WAAF —
SK: But when the war started you used to sit with a bucket of sand didn’t you? In the dark.
JC: Sorry?
SK: When the war started in Newcastle and they were dropping bombs you had to sit in the factory with a bucket of sand.
JC: Yes.
SK: On your own through the night.
JC: Yes. That’s right.
SK: In case a bomb dropped.
JC: In case [laughs] What I would have done, I couldn’t even work a stirrup pump properly.
SK: No.
JC: You know. The pump. But I’m still here so I must have got through it.
CH: So, when the war started —
JC: Yes.
CH: Where were you working?
JC: This was at the sweetie factory. Yes. Yes.
CH: And you stayed working there throughout the war, did you?
JC: Yes. Yes.
CH: Could you tell me a little bit about working there? What you did.
JC: It was, well the orders used to come from upstairs where the factory was because they had a van that went out to all the sweetie shops and they used to take orders, go back up here and give it to all the guys that made the toffee and the sweets. And halfway through the week one of the ladies would come down and say, ‘Right, this order is for this shop.’ This shop. This shop. Now, the boss used to say, ‘Right. You do that. You do that, and you.’ So we had sort of, you know your own section to do. Yeah. Now —
CH: Did you work shifts?
JC: No. No. It was nine ‘til five. 1 o'clock on a Saturday. Yeah. No half days. No. No. It was quite, quite interesting.
CH: So, during the war did you see much of bombing?
JC: Well, yes because in the garden we had an Anderson air raid shelter and we’d just probably just go to bed about nine, half past nine, 10 o'clock, just get nice and comfortable. Mom and dad were in the front bedroom, my sister and I were in the bedroom and the siren would go and my dad would say, ‘Right. Up.’ Just leave your nighties and dressing gown on and run down the stairs, the back stairs into the Anderson shelter. But my mum would say, ‘Just a minute. I've got to get the case.’ That big, with the policies. Full of policies for the house. Yeah. Anyway, there we were freezing cold. ‘Right. Go on. Get in the shelter.’ And we’d [coughs] excuse me we’d sit in there until the all-clear went. And eventually my dad thought, ‘Right, we'll have to make this comfortable.’ So then he got some cushions from somewhere and we had cushions to sit on instead of the wooden seat and you could sort of lie down. The all-clear would go maybe three, four, 5 o'clock and you’d think, ‘Oh God. Right. Can we go up now?’ ‘Yeah.’ My dad wouldn’t let us leave unless that siren said mmmmm. Go upstairs and my mum said, ‘Right. It's nearly time to go to work.’ Pointless going to bed. It’s 7 o'clock in the morning. Go in the bath and get washed, changed, clean your teeth. Toast. Cup of tea. Off. My sister to the fruit shop at the top of the street where she worked and meto Cowper and Dodsworth where I worked. The sweetie factory.
CH: Cowper and —
JC: Cowper and Dodsworth.
CH: Dodsworth.
JC: Yes. Yes. We never saw Mr Cowper. He lived in Jesmond and he was very rich. We went up there one Wednesday afternoon. Miss Tomlinson, the boss said we’d been invited to Mr Cowper’s house. Jesmond. And we went and, oh it was beautiful. Beautiful. And they had a swing in the garden. The girls would say, ‘Can we sit on here?’ ‘Can we sit there?’ And we had glasses of lemonade and we were there for about two hours. And then Miss Tomlinson, our boss said, ‘Right, girls. We’d better go now.’ Yes. So we all got on the bus and came back to Cowper and Dodsworth and finished off what we were doing. That was Mr. Cowper. Very posh, you know in those days.
SK: Yeah. Yeah.
JC: Yeah. We never saw him at work but it was Mr Dodsworth in the office.
SK: Probably just counting the money.
JC: And Miss, there was a door there, Miss Tomlinson, our boss lady. She was here. And then the typists here. Shorthand typist there and there was Stella McQueen. She was the youngest. She was fifteen.
SK: I wonder where she is now.
JC: She came in one day, she’d only been there about four months and she came in one day and she said, ‘You know my brother. He’s eighteen. He's just been called up for the Air Force and he’s been posted to the Middle East.’ ‘My God.’ I said, ‘What's his name?’ ‘Steve McQueen.’ You can't forget Steve McQueen. And by this time I was writing to your dad. I got a letter and he said, ‘You wouldn't believe it Jean but I've got an airman here called Steve McQueen and he says he has a sister that works with Jean Dodds. In the Middle East.
SK: Oh, wow.
JC: Because Jack’s squadron was with Monty. You know, they were behind. Monty was on, all the Halifaxes were here. Now, how's that for a coincidence, eh?
SK: Yeah.
JC: Yeah. Yeah. That was it.
SK: Didn’t he meet somebody who knew Auntie Anne who lived in Schimel Street? Dad.
JC: What? In the RAF?
SK: When he was away he met somebody.
JC: I don’t know.
SK: And he said his sister lived in Schimel Street and that he had —
JC: Is that how they got —
SK: Somebody Dad was with in the RAF who, who knew. Knew Schimel Street. At the top of the other end, I think.
JC: I can't remember that, sweetheart. No.
CH: Can we go back to when you were working in the factory?
JC: Cowper and Dodsworth. Yes.
CH: Can you tell us a little bit more about that?
JC: The delivery man, yes. It was horse and cart. Well, couldn't get petrol. Yes. And his name, the driver, Ambrose and Ambrose used to come to the office every morning at half past seven because there was always somebody around and say, ‘Right. I'll be back in an hour. If I can have my order sheet. As soon as I get the order sheet I’ll get the sweeties from over there in jars. So I can put it on my van.’ With the horse. Yeah. Yeah. I think he was about seventy, Ambrose. Yeah. But he was lovely. I’ll always remember him. Nice old man. Yeah. Load the back of the cart with all the jars of sweeties and paradise fruits and peppermint, you know, bon bons. Yes. Yeah. What else can I tell you? It was nine to five. An hour for lunch.
SK: How much did you earn?
JC: Seven and six. What’s that today? I mean, but in those days you know, I mean, I think my dad was on about two pound ten shillings a week. The rent at Rothbury Terrace, seventeen and six a week. I don’t know. Upstairs flat you see.
CH: What did your father do?
JC: He worked for Ringtons Tea. He was, there again a van. They had the van. If you get the tea packet out I’ll show the lady, and the horse. And he used to start, he had to be, 7 o’clock he used to start work. He used to get to the factory, go around the back and the young boy would give him the horse and my dad would come down with the horse and the van there and he’d have to put the horse in to the van and kit it all out and what not. Yeah. And then the van boy who was with my dad would say, ‘Right, we're off, Mr Dodds, are we?’ Sure enough, yeah. He’d have his order for where he had to go. Gateshead. You know. All around. Heaton. Yeah. And he’d be out. I often wonder, he used to get terrible chilblains because he used to have to knock on doors. He used to wear mitts. My mum made him mitts but they didn’t get rid of the chilblains. Yeah. And he used to have to be out on the street at 8 o'clock and he’d get back about 7 o'clock at night. As you did in those days, you know. It wasn't a nine to five job. And I used to think, my God in all the rain because there was no front on the front of the van in those days. It was just the horse and the boy by him, you know. Helping him. Yeah. He must have got soaked. That's why he had blooming chilblains. Yeah.
CH: How old were you when you met Jack?
JC: Sixteen.
CH: Could you tell us a little bit about meeting him?
JC: Yes. I can tell you an awful lot.
SK: You’ll hear his life story.
JC: I lived in [laughs] I lived in Newcastle. Right. And I had a cousin, my cousins all lived in Sunderland and Dorothy, she was three years older than me, she wrote to me. No telephones in those days. She wrote to me and said, “Why don't you come through this weekend? I've got some friends coming.” We used to play Newmarket. Cards. I said yeah. I wrote back and said, “Alright. I’ll come.” So, I packed my little case. That was on the Saturday, 2 o’clock and went to Dorothy and she said, ‘Wait, I've got some friends coming tonight. There's Danny Culkin and he's got a nephew. He’s in the Air Force.’ I said, ‘Oh, OK.’ ‘He doesn't know anyone here. So, you know, play Newmarket cards. Snap. Anything.’ And sure enough Uncle Danny came with another friend and Jack. And Jack. Oh my God. That was it. It went [pat pat]. But he was so shy. He really was so shy. Really. There's some photographs in there you can see. He, he had three sisters. You’d think he’d be used to women but he was with boys you see. He joined the RAF at fifteen. It was all boys, and he was just very shy. I met him twice. He didn't know me. Not really. He knew my name playing cards and what not. And then eventually you see, the war was coming on and Dorothy wrote and she said, ‘Do you know what, Jean? I think, why don’t you come through this weekend? I don't know how long Jackie will be here.’ Because his uncle said he might be going soon. ‘Where are they going?’ ‘I don't know.’ So I did. I went for that weekend and funnily enough Dorothy said to me, ‘I'm washing my hair tonight, Jack so I can't take you to the bus stop. I'll tell you what. Our Jean will take you.’ Oh God. Pouring with rain outside. Head square, riding mac on and we walked. It was only a ten minute walk to the bus station because he had to go to Durham. You see his squadron was at Durham. He’d finished his training by the. And then the bus came for Durham. He said, ‘Oh, I have to go.’ Then he gave me a kiss. And he sat on the back seat on the bus and he just waved like that. And that was it for the next three years.
SK: Five years [laughs]
JC: Five [laughs] Three and a half years I think because then Dorothy had written to me and said, ‘Hey, how’s about, they’re always on —’ because her fiancé who was taken prisoner of war, Ralph in Germany. He'd only been in the Army, he was called up, he’d only been I think eighteen months and he was a prisoner of war. So Dorothy said, ‘Tell you what, Jean. Why don't you write to Jackie Culkin because I'm writing. I'll send you his address.’ So, I thought, ‘Yeah. Ok.’ So I started writing. And that was it. For the next three and a half years. At the start he didn’t know me. I knew him. He didn’t know me. And that was it. And we’d been writing how many? Two years. Two years, because he was away what, three, three years, wasn't he? So, two years we'd been writing and then he said, “Why don't we get engaged? By proxy.” Yeah. Alright then. So, we got engaged by proxy.
CH: How old were you both then?
JC: Twenty. And Jack was twenty one. Yeah. Twenty one and a half. There was eighteen months between us. And we had the proxy engagement party at my cousin Dorothy's house and Jack’s mum, a wonderful cook, she made cakes. My mum made scones. Rationing, you know. And that was it. I didn't have a ring so Jack’s, Nanna Culkin said, ‘Look, Jean, here, take mine off.’ Gave it to dad and he put it on my finger. He said, ‘Right. You’re now engaged to my son.’ Lovely. But I hadn’t seen him. I mean, it was just writing. You see, I think when you write letters you open your heart out, don't you? And that was it. Then of course how long did I have to wait? It was another eighteen months before he came home because don't forget he was in the Middle East and the war was not, and eventually Shirley the youngest sister wrote a letter and said, ‘Our Jack’s coming home so you'll have to get some holiday.” Which I did. God. I thought I was going to have a heart attack. It must have been worse for him because Nanna Culkin, she was a wonderful cook and I think she spoiled him when he first came, you know. After the war. After the desert he wouldn't eat. And I could never ever buy a tin of corned beef. He used to say, ‘Jean, never ever buy corned beef. Bully beef.’ That's what they lived on. He wouldn't have corned beef in the house [laughs] He wouldn’t. Yeah. So that was it more or less. I had to go through to Sunderland of course and he got there on the Saturday afternoon. I thought he would open the front door. Don't forget I hadn't seen him all this time. Just writing. But he hadn’t and it was his sister that opened the door. ‘Oh, come on in Jean’ I had my little attache case for my whats, my nightdress, no pyjamas I think in those days, dressing gown blah blah and his mam came through. She said, ‘He's not well.’ I said, ‘What?’ ‘He's been sick all night. He’s killed the goldfish.’ ‘Pardon?’ The goldfish was in a bowl in the main bedroom and he was sick. There was nowhere to be sick. So when he came he said, ‘I've killed Goldie.’
SK: I think it was nerves because it was such a long time.
JC: It was because, you know what nanna was like for cooking and I think she gave him too much food and he hadn't been used to food. Anyhow, I had to sleep with the girls in that room and Jack was in the main bedroom and nanna and grandad were in the spare room and of course nanna, you know what she was like. Up in the morning. ‘Our Jack, come on get up. Jean’s already up.’ I got up, went to the bathroom, changed, you know. Cleaned my teeth and whatever. Did my hair.
SK: And you still hadn’t seen him.
JC: No. I still hadn’t seen him. I was in the kitchen where the cooker was there. Nanna was doing the breakfast and he came down clunk clunk clunk. Oh my God. He just came over and just said, ‘Oh, how are you?’ And just kissed me on the cheek. That was, so Nanna said, ‘What do you want for breakfast, son?’ He said, ‘Nothing. Just toast.’ And he was looking at me and you see it was just writing but he used to say when you write to someone you pour your heart out, don’t you? And that was it. We had toast and a cup of tea and mum said, ‘Right. Go for a walk. Dinner,’ this was Sunday, ‘Dinner is on the table at 1 o'clock.’ And when she said 1 o'clock, she meant it. So, she said, ‘Go on. Take take your girlfriend out.’ So we had Thompson’s Park and he was actually holding my hand. Yeah. And then he said, ‘Can I kiss you?’ I said, ‘If you wish.’ And that was it, and he looked at his watch and he said, ‘Five to one. We’d better get home.’ Because it was only a ten minute walk and of course the dinner was on the table and all the family were there, you know. His sisters and two brothers. That was it. And then I was going to help Aunt Anne wash up. You know, do the washing up and mam said, ‘No. Go on our Jack. Get out. Get yourself down to Seaburn by the seaside. Fresh air.’ And we spent the afternoon at Seaburn. Walking in Seaburn.
SK: But then unfortunately the two families didn’t get on, did they?
JC: Not really. At the time, don’t forget we were engaged, weren’t we and my dad said, ‘Right, we’ll make —’ There was still rationing going on, ‘We can have a little wedding, you know. It’ll be, we can't afford a lot. At Newcastle, St Gabriel’s?’ ‘Yeah. That’s right.’ Jack said, ‘Yeah. Yeah. Whatever. I don’t mind.’ Through to Sunderland and mum said, ‘No. No. You’ve got to get married in the church at the end of road.’ And I said, ‘Well, my dad wants, I've lived in Newcastle and all my friends are there.’ No. Arguments started. Your dad had, he'd gone back to wherever and that was it. He said, ‘I can't stand this, Jean.’ He used to come home every other weekend because you only got so many railway warrants a year, didn’t you. ‘I can’t stand this.’ So, he came one weekend. He said, ‘I’ll be at Sunderland this weekend. Ok?’ So, I thought, ‘Right. Yes, ok. I’m going through. See what’s going to happen and I got there and there’s Jack’s sister and mam and his other sister sitting by the window. You know, on the settee. And he said, he looked awful. I said, ‘What's wrong?’ He said, ‘I've had a busy week at work.’ He said, ‘But can I speak to you privately? Is it alright mum? I’m just going to take Jean upstairs. I’ve got something to say.’ And I thought, ‘That’s it. It’s off.’ So, we went upstairs, sat on the bed and he closed the door and then he said, ‘Don’t say anything.’ I said, ‘What?’ He said, ‘Shush.’ And then he opened the door. He thought somebody might have gone upstairs listening. So, he said, ‘Don’t get upset. I said downstairs the wedding is off for the time being. It isn't. It’s on. We’re getting married August the 21st, Weston Super Mare Town Hall. I’ve got a special licence. I’ve booked a room in a farmhouse just on the outskirts of RAF Locking.’ Which was the Air Force then. ‘So that’s it. I’ll send you your ticket.’ How the heck he did that from Weston Super Mare I don’t know but he did. So, I got the, I got the train. I packed my case and I had it for two weeks holiday and my mom said, ‘Right. Send us a card when you get there to make sure you’re alright.’ So, I said, ‘Yes. Alright.’ Got the bus from Simonside [unclear] to Newcastle Central. I think it was the 10 o’clock train to Bristol Temple Meads because Jack said he’d meet me there at 4 o’clock when the train got in. And I’d got my case and this and that with me and I thought, ‘My God, what if he isn’t there? I’ve got ten shillings in my purse and he’s not there.’ I thought, Oh God. And it was hours, you know. The 10 o’clock train got in to Temple Meads at four and sure enough he was there. Oh, thank God. So, I said, ‘What now?’ He said, ‘Right. We’ve got to get the bus to Weston Super Mare.’ Now to RAF Locking it’s the village. t’s actually, it’s a farmhouse and she rents out rooms so we’ve got that for the next week. And then we’re off to Bournemouth for a week. Ok?’ ‘Alright then.’ So, I take my little case in and Jack said, ‘Right. We’re getting married on the Wednesday so I’ll see you —’ This was Saturday. Sunday. He said, ‘I’ll see you on Monday morning. I want to bring my civvy stuff here because I’ve got to lock up and clear from the station.’ So, I said, so I was all by myself in this strange place but the landlady was very nice. She took me around where the farm was, you know. It was growing apples and stuff and whatnot. I wasn’t in the least interested but you’ve got to say yes. Yeah. So I was in B&B for two days and then your father came with his civvies and what not. He wouldn’t get married in uniform. I said, ‘Oh, please.’ ‘No. No. No. I wear a uniform all day.’ Hmmn hmmn. And he wouldn’t. He just had his best suit on, you know. RAF tie. He left me there, and then he came on the Wednesday morning. We were married at 3.15. He came and he put his case in and his uniform ready to go back to work and what not and on the morning of the wedding I didn’t see, I saw him that night and he said, ‘Right. I’ll see you tomorrow.’ And he came, we were married at quarter past three and he came at 12 o’clock. The lady made him a cup of tea and whatnot. You know, the landlady and whatnot and then we got the bus into Weston Super Mare to the Town Hall. We had to be there at 3.15 and the best man was a corporal. He was getting married on the following Wednesday. So we went, and he had his fiancé. She wanted to meet me. So we go in front of the registrar and he said, ‘Right. Yes. Alright. Sergeant Culkin?’ ‘Yes.’ ‘And you are Jean Dodds.’ ‘Yes.’ ‘And you are —’ What was his name? Oh God. I can’t remember his name now. I can’t remember the best man’s name but he was, he was a corporal. Yes. That’s right. And the registrar and, oh Florence, his fiancé was there as well. She was one of the witnesses, and the registrar said, ‘Right. Yes.’ And he said to Florence, ‘How old are you, Florence?’ She said, ‘I’m eighteen.’ He said, ‘You can not be a witness. You’re eighteen. You’ve got to be twenty one.’ You did in those days. So the registrar said to one of the clerks, ‘You’re going to have to get somebody.’ So we walked down the street and this man, ‘Can you register the wedding with us?’ And he came in. Who he was I don’t know. Yes. And that was it. We got married and the registrar said, ‘It is exactly the same as a church wedding. We’ve got no hymns, we’ve got no bells and we’ve got no confetti but it is legal. Oh, and by the way the Bishop of Bath and Wells is in the next office. Would you like him to officiate?’ I said, ‘Oh yes.’ And Jack said, ‘No. Would you get on with it please.’ And he wouldn’t have the Bishop of Bath and Wells. Next door. I thought well this is it, you know. I thought it was just the same as the church wedding but there’s no hymns, no bells, no nothing. But it is legal. Yeah.
CH: So nobody knew you were getting married.
JC: No. So we got outside and John, the best man, John Turner, he said, ‘Right. I've got to go. I've got to see where Florence is. She's around here somewhere.’ So off they went. He said, ‘I’d better take a photograph.’ We didn't have a camera. So, he took the photograph. Otherwise, we wouldn't have that photograph. So off they went and your dad said, ‘I'm starving.’ And I said, ‘I'm absolutely parched.’ He said, ‘First of all there’s a Post Office over there. Let’s go over, get a card each. One to your mum and dad and one to my mum and dad.’ Which we did. “Dear mum and dad, arrived safely. Yes, Jack met me at the station. Oh, by the way we were married at 3.15 this afternoon. See you in two weeks. Love Jean and Jack.”
CH: Wonderful.
JC: So this, this is what he wrote to his mum and dad. A card. That was it.
SK: Nanna would have loved that.
JC: Eh?
SK: Nanna Culkin would have loved that.
JC: [unclear] Well, she’d have been, you know. So we did and I said, ‘Now what?’ He said, ‘Oh, let’s go and have something to eat.’ So we had, remember Fortes? The catering people? Before your time. Fortes. Yeah. There was a cafeteria. Straight in there. Tea for two. Steak, egg and chips. Brown bread and butter. White bread and butter. No, I don't think we had a cake afterwards. No. Don't forget things were still rationed.
SK: You didn’t have any money, did you?
JC: No. I had, I think I had ten shillings and your father had forty. Forty quid. A lot of money.
SK: But luckily dad found some jewellery, didn’t he?
JC: No. It was a cigarette box. We’d had, we finished with Locking. The village of Locking. Then we had to get to [pause] where was it? Bournemouth. That was it. We had to get to Bournemouth. So we had to get, I think we got the bus to Bournemouth because we had a room for four days, five days, I think in Bournemouth. Yeah.
SK: Where did dad find the —
JC: Oh, yeah. That was, we were out one morning walking and we said, ‘Right. Let’s go and have a cup of tea.’ It was all tea in those days not coffee and he, he knocked something and I said, ‘Well, that’s shiny. What the heck’s that?’ And it was a cigarette case. Picked it up, opened it, nothing inside. So, he said, ‘Hey, I know. What if I find a jeweller shop? Maybe we could sell.’ I said, ‘Can’t you take it to the police?’ ‘No. Finders keepers.’ So, we went into this little shop and they said, ‘I’ll give you —’ I think it was five pounds. So, we had five pounds. Yeah. That made us rich. I didn't have any money left by then but your dad had his fiver.
SK: Didn't dad by a silk shirt or something?
JC: Oh, that was, that was our last day at Bournemouth. There was a sale on at this gent’s shop. We were looking in the window and he said, ‘Oh, look at that shirt.’ It was silk. Brown. A very light brown with a little stripe in. I think it was about three pounds. Something like that. I said, ‘Oh, go on. Get it.’ So he, yeah he got, out of that money that we got for the cigarette case we went to the cinema with that and we were able to eat. Don't forget we were only B&B. Then he bought this shirt. Yes. Silk shirt. It was lovely. It was a fawny brownie.
SK: So, somebody’s probably at home now saying oh that silk shirt —
JC: Yeah. That shirt. So that was Bournemouth. Yeah. That was it.
SK: Well done, mum.
JC: Do you reckon?
[recording paused]
CH: OK. Jane, if you could tell me something about your husband, Jack. Please.
JC: Yeah. He was born in Sunderland, 14th of May 1923. He had three sisters and two brothers. They lived in a council flat in the East End of Sunderland. His dad was a tugboat skipper. He used to bring the big ships into the River Wear, you know and he was on, I suppose shift work. He couldn’t, he didn’t, never had a nine to five job. Yeah. Dad was lovely. Yeah. As I say three sisters and two brothers. Two brothers. So six children altogether. Yes. But the flat was so small that his two brothers had to go and live with an auntie. Aunt Anne at the other end of town. It was only a two-bedroom flat you see and you can't have boys and girls sleeping together. No good. Yeah. Then he went to a local school and then he went to Sunderland Junior Tech. I think he was fifteen. Yeah. He was fifteen when he was [pause] Yeah he was fifteen years old and he told me that he was coming out of the gate at night, you know, after school and there was this man standing giving out leaflets and he gave it to all the boys. All these boys got a leaflet. So when he got home mum was, ‘Empty your pockets.’ Marbles and everything and there was this piece of paper in there and she had a look in there and said, ‘Oh, I'll let dad have a look at this.’ So when dad came in from work about 8 o'clock that night he said, ‘Oh, look they’re wanting, it’s the Royal Air Force. They’re wanting apprentices. What do you think about that, Jack?’ He said, ‘No. I want to be a draughtsman. I want to go to sea.’ He said, ‘Well, no. Look. Look. What I'll do I'll write a letter to this address and tell them blah blah blah and we may get a reply. We might not.’ Sure enough the next week there came a reply and it was a railway warrant. He'd never been out, he’d never been out of Sunderland. He was fifteen. First time on a train on his own. Down to King’s Cross to see the RTO which is what it said on this paper and the RTO took him to the other side of the station and he got a train to RAF Halton. And that's when it all started. He met other guys and what not. I think he was there for about two weeks. Did PE and just, they were just talking about the RAF and what they wanted to be, you now. He had a medical. He passed the medical. And then they said, ‘Right. You can go home now and we’ll let you know.’ So getting home he told mum and dad and they said, ‘Oh, that’s it then.' Sure enough a week later there was a train warrant for RAF Halton and that was the beginning.
CH: And how old was he then?
JC: I think he was sixteen. Fifteen. Sixteen. So, from the very beginning because the very first time I saw him before he went to war he had sort of silver thing on here and that was to say he was an apprentice. Part of the uniform. Because I used to think that's funny, normally you get stripes or what not but it was on the arm. Yeah. And being shy I didn't like to ask him, ‘What’s that for?’ That's about it, I think.
CH: Did he tell you much about his time at RAF Halton? He was known as a Halton brat wasn't he?
JC: That's right. Yes. A brat. Right. There's a lovely photograph in there if you want to look at it. Yes. All boys. All boys. Yeah. He enjoyed it. I think at the first week he was actually there I think they went into this huge hall and there were these guys sitting at a table and as you came you know along here you sat there and they’d say, ‘What would you like to do if we accept you in the Royal Air Force?’ He said, ‘I like cars. I like bicycles.’ ‘Engineering.’ And that was it. So he was put on a course for airframes and engines. That was it, you know. Did all his training there and everything. Getting up the PTI used to come into the room where all the guys were sleeping. I think it was six o'clock. ‘Right. Out of bed, shorts on, toilet, we're going for a run.’ Summer and winter 6 o'clock. And he ran, I think for about a mile. Get back. Straight into the shower. Get your work clothes on, your overalls and then have breakfast and then go to your classroom. And that was it until about 5 o'clock at night. Then probably have homework, then have dinner, change of clothes, have another shower, change of clothes, and then do your homework ready for the next day. And that was it. Yeah. So a busy time. Yeah.
CH: So, did you know Jack then when he was apprentice?
JC: Not really. Not really. I knew with my cousin I knew of him you see. His name and whatnot but that was about it. No.
CH: Did you meet up with him when he came back on leave?
JC: Yes. Of course, in those days leave was few and far between, you know. A forty-eight if you were lucky. And there was one weekend I was through at my cousin’s because she had written me to say, “Jackie Culkin is coming this weekend. You’d better come because you might not see him for a month.” So I went that weekend and the usual thing, you know playing cards, you know and whatnot. And that was the last time I saw him until three and a half years later. He didn't realise at the time that was embarkation leave. But of course, you can’t, you don’t say anything, you know. Yes. That was embarkation leave. Yeah. So that was when I started writing. I thought I’d carry on because my cousin, her fiancé had been taken prisoner so she said, ‘I’ll write to Ralph, Jean but you’ve got to, you know start writing to Jack.’ And he told me the last time he saw England, because two of the guys were quite well to do and they had a car, a two-seater racing car and so one of them said, ‘What will we do with this?’ And the corporal in charge the whole lot said, ‘Nothing we can do. It’ll just have to stay in the hangar.’ ‘But where am I going? I’m going overseas.’ ‘Sorry.’ So they just had to leave the cars.’ And of course, they weren't there three and a half years later, were they?’ Yeah. Yeah. That was one of the story Jack told me. Yeah.
CH: What do you know about Jack's time in the RAF war broke out?
JC: Not a lot. But you see it was all Yorkshire. He was on the bombers. The Halifax bomber. It’s the same as the bombers here. I was told the name Halifax. Lord Halifax was a Yorkshireman, and they had these big bombers and they said, ‘Right. What are we going to call this one is the Halifax.’ Because Lord Halifax had a lot of money and he backed them. That’s the story that your dad told me.
SK: But he went off to Italy. Or North Africa?
JC: Yes. Yeah. He went, because Monty was with the 8th Army. I think they were behind the 8th Army. I’m not sure. Or they perhaps they loaded the aeroplane up, dropped the bombs and then Monty would come up. He was with the 8th Army. He was attached to them. Yes. Definitely.
SK: And then he went to Italy.
JC: Yes. Yes.
SK: And which side were Italy on then? Our side? Was that when they, because dad liked the Italians, didn't he?
JC: Oh yes. He loved Italy, yes. He liked the Italians. They were very friendly. Very friendly.
SK: Were they on our side then?
JC: Oh definitely. Yes. But don’t forget Italy capitulated in the beginning. Oh yeah, they were very kind because when they were in the desert if they were near a farmhouse one of the lads would say, ‘Right. Geordie. Jack, I'm going to that farmhouse, see if we can get some eggs.’ So what the RAF lads used to do, they used to get these food bags from the UK and it was tea bags and of course these had all this tea, the lads in the hangar had the tea and then the dried tea bags they would take to the farmer and the farmer would give them six eggs for one tea bag and little did they know the tea had already been done. That was cheating, wasn’t it? Honestly. That’s what he told me [laughs] So, that was awful. You shouldn't do that. He said, ‘No. When you're young and in the middle of the desert waiting for Monty to do something.’ Yeah.
CH: I’m just looking at Jack’s notes that he made.
JC: Yes.
CH: It says that in 1939, when war with Germany was declared he was transferred back to RAF Halton to finalise the shortened apprentice training.
JC: Yeah.
CH: And he passed out as an Aircraftsman First Class.
JC: Yes.
CH: And he was not classified as still under eighteen years of age and not eligible for [man’s] service.
JC: That's right. Yeah. He was still a boy entrant.
CH: And then in 1940 he was posted to Number 4 Group Headquarters at Heslington Hall in York.
JC: Yeah.
CH: And it says after a cup of tea he was sent to Number 4 Group, Bomber Command Communication Flight, Rawcliffe Lane, Clifton, York.
JC: Rawcliffe, yeah.
CH: And it says here, “Apprentice J Culkin became a popular airman to take around on site visits to look after aircraft and to do starting drills. Eventually most staff officers took an interest in showing the apprentice how to fly and allowing him to take the controls of most of the flights. He became a very good flyer.”
JC: Yes.
CH: And on the 2nd of July he was re-classified Aircraftsman First Class and now classified to carry out the duties of Fitter 2 on engines on all —
JC: Yeah.
CH: RAF aircraft.
JC: Yeah.
CH: He worked on flight aircraft including the Westland Lysander, a Hawker Hurricane, Supermarine Spitfire, Albatross, the Bristol Blenheim, the Bristol Botha, Handley Page.
JC: Yes.
CH: And then on the 3rd of December he was posted to 35 Squadron RAF Leeming in Yorkshire which was the first squadron equipped with the Handley Page Halifax bomber.
JC: Yeah.
CH: Did he ever talk much about flying the Halifax?
JC: No. I think he enjoyed it. I think he enjoyed it. Yes. Because he knew that the lads that he worked with were good engineers. He knew that aeroplane would fly. Definitely. Yeah. He was good to the lads.
CH: Do you know what was actually his role?
JC: What? As an aircraft fitter? Teaching. Teaching them to use the tools properly. You know. Because we were stationed in Germany weren't we? What was the first when you went to boarding school.
CH: Hildesheim.
JC: Hildesheim. It was RAF Hildesheim, wasn’t it? And that was the Army Air Corps and we were the only RAF people, all the others were Army and Jack had to train some of the Army boys how to service the helicopter. And they used to come to work in hobnail boots and he’d say, ‘There’s no way you're getting on that aeroplane with those boots. Go back. Get your plimsolls on.’ Yeah. Hildesheim RAF Hildesheim] yeah. We were the only RAF people there. What was dad? Sergeant. Flight Sergeant then.
SK: Flight sergeant.
JC: Flight sergeant I think he was. Yeah. Yeah. In fact, Major Begby, in charge of the whole lot we were coming back to the UK and he said, ‘Look Jack. Why don't you come with us?’ ‘What?’ ‘Join the Army. You’re a sergeant now. If you join the Army now in six months you’d be a staff sergeant. Then you’d get warrant.’ I think Warrant Number 2 and then you’d go Warrant Number 1 he said. He came home. He said, ‘What do you think, Jean. What about the Army?’ I said, ‘The Army? No. I want to stay with the RAF. I like the RAF.’ And with the Army you move in a battalion. With the RAF, you’re single, you know. You know, you’re posted. A sergeant posted here. Corporal posted there. But you’re not in a group so you’re with the same people all the time. I said, ‘No. I like the RAF.’ So that was it. We stayed with the RAF.
CH: I’m just going back to Jack’s notes. It says in 1941 he sat and passed the Trade Test Examination and was re-classed leading aircraftsman and is now heading a modification team working on such projects such as fitting all squadron aircraft with propeller de-icing systems.
JC: Yes.
CH: Modifying air intake and modifying engine controls and the station was bombed on several occasions with the station commander being killed.
JC: That would be in Yorkshire. RAF. Dishforth? No. [pause] It doesn't say does it? No.
CH: It says he flew, so he was posted to 76 Squadron at RAF Middleton St George.
JC: Yes.
CH: County Durham.
JC: Yes. Yes.
CH: And he flew with the squadron to Tain in Scotland with a full bomb load aboard.
JC: Yes.
CH: Waited several days for the weather to clear and for the squadron to bomb the German pockets battleship. The Tirpitz.
JC: Yes.
CH: It was hard work and long hours.
JC: Yeah.
CH: And he was now in charge of a maintenance crew responsible for one Halifax bomber.
JC: That’s right.
CH: And then in 1942 he mentions a court martial. Would you like to tell me something about that?
JC: All I know about this he was one minute late. It was his turn to do guard duty and he was one minute late and the corporal in charge said, ‘Right. I’m going to charge you, Culkin. You are one minute late.’ ‘But corp, I was working on an aeroplane.’ Anyhow, the Group Captain found out about this as it goes in orders and he had the two of them in front of him and he said, ‘Do you know what corporal? The thing is this young boy is working on an aeroplane. Perhaps he's got one screw to fit in. One minute late. Admonished. No. You go back to work, Culkin.’ That was it. He could have been court martialled for one minute late. But they had to be like that, you know.
SK: [unclear]
JC: As your dad, I mean, you know you’ve got two stripes on your arm. Wow.
CH: It actually says this happened on his nineteenth birthday.
JC: Yeah. His nineteenth birthday. Yes. Just before he went overseas.
CH: That was in May and then on the 10th of July all the squadron aircraft and selected crews and personnel took off in the early hours for a mission in the Middle East and he was one of them. They planned to fly and land at Mersa in North Africa.
JC: Yeah.
CH: Via Gibraltar. It took a few days to service the aircraft and load the bombs, fly back to base by flying over southern Italy and bomb the Italian fleet at Taranto. Over the Alps and back to base. A total tour of sixteen days. Did he ever talk about that much?
JC: No.
CH: No.
JC: Not things like that. No.
CH: If we go forward a little bit to when you got married which year, what year was that in?
JC: 1946. Yeah.
CH: So, the war had finished.
JC: Yes. Yes.
CH: Would you like to carry on about your life together then?
JC: It was, it was wonderful. Not a lot of money around. I mean the pay wasn't very good. He was stationed at RAF locking and we had to live in rooms. I’d never been away from home any length of time. He eventually got us the first set of rooms. There was a bedrooms and the use of the kitchen. That was on the main road in Weston Super Mare. We were there for about two weeks. Jack used to go on his cycle, go to work and I used to just potter around in the bedroom and then think, oh, I'll go for a little walk. We were there for two weeks and then the landlady decided, ‘I'm sorry but you're going to have to go. I've got summer visitors coming.’ ‘Pardon? We've only been here two weeks.’ ‘Well, I’m sorry. You've paid the rent so you know, you can go.’ And we had to go and find accommodation. Little did we know that this was a council house on the main road and you're not supposed to sublet. So someone had obviously said mmm mmm because seeing Jack in uniform. Yeah. So somebody said. So, then we had, he had to go back to the mess and find out the roster where rooms, you know were. We did eventually get a couple of rooms but oh living with someone. Having your bedroom which you had to keep tidy which was fair enough. Use of the kitchen. Oh. Which the landlady put some money in the gas and I'd come in, ‘Oh, you can’t use that. That’s mine. You can come in half an hour and use your area.’ Oh, it was awful but you're young you know. Twenty two nearly. That was it. So we had three lots of rooms while we were, no married quarters in those days. Then eventually I found out I was pregnant. I thought oh great. Jack said, ‘Do you want to stay at Weston?’ I said, ‘No. No. I want to go home to my mum.’ So we came back. Yes. Oh, and then he had to go to RAF Locking and continue. I think he was teaching there. I’m not sure. So I stayed at home and went to see the doctor and whatnot and Dr Goodman says, ‘Get on there. Let me have a look.’ And my mum was standing by me. He felt my tummy. He said, ‘Yeah. When was your last period?’ January the what? 5th. Just a minute. October the 12th your baby is due.’ So, I said, ‘Ooh hospital.’ He said, ‘Oh no. Well, you're late. When you get pregnant you’ve got to come and see me ASAP. You can’t leave it two times, three times. You can’t. We’re all full up. I’m sorry. You’re having the baby at home.’ I said, ‘Oh, ok then.’ So, mum was with me and she said, ‘That’s alright.’ So Dr Goodman said, ‘There’s a midwife lives in your area. I’ll send her. Her name is Mrs Bowmaker so she’ll come and see you. Probably tomorrow.’ And that was it. So she was born at home. It was lovely because Mrs Bowmaker just lived around the corner. She was our local nurse. Yeah. Remember names. It's amazing. She was lovely. She really was.
SK: When did you join dad again then?
JC: After you were born. I think it was the end of January. You are born October. It must have been January, February because where was he posted then?
SK: Debden.
JC: Yes. RAF Debden. That’s right. And we got a married quarter. Yeah. Our first married quarter.
SK: But I can remember before, where was it we had to queue outside in the cold for food? That horrible place.
JC: RAF [pause] RAF Croft which is just on the outskirts because your dad was posted to Padgate. RAF Padgate, and just on the outskirts, RAF Croft waiting for the married quarters to be built in, it was Canberra Square. That was the married quarter we got. We had to live at RAF Croft. Oh, John was in his pram wasn’t he?
SK: You were like Nissen huts, weren’t they?
JC: That’s right. Yeah. They were Nissen huts.
SK: Awful. And we used to have to queue outside.
JC: We had to. Yes. Breakfast we had to eat with the airmen. All the people, RAF people coming back from overseas. Wives you know and sisters and brothers and all coming back to RAF Croft. Nissen huts they were literally. And we were given two rooms in a Nissen hut because we had two children. Group captain’s inspection every Thursday morning and I think did you go to like a Kindergarten?
SK: I just remember queuing for food, mum.
JC: Yes.
SK: With the [twins]
JC: We had to go to the main mess hall, didn’t we? Because John was in the pram wasn’t he?
SK: I can remember mounds of coke and coal.
JC: That’s right. Yes, that’s right.
SK: You had to queue and go nearer and nearer the [unclear]
JC: Yeah. I know.
CH: So this Nissen hut. This was for you?
JC: Yeah.
CH: Or families.
JC: Families coming back from Egypt and you name it. Coming back from overseas. Aden.
CH: Do you remember which year this was?
JC: Our John. What year was —
SK: I can remember queuing [unclear]
JC: John was, you must have been four five. Five. He was five. What year was that?
SK: In fact, you said that a lot of the women whose husbands weren’t there were doing things they shouldn’t be.
JC: That's right because they were dumped there. The wives and kids were dumped there you see
SK: And dad was court martialled nearly there wasn’t he?
JC: Yeah, because he ah that was because we had a smelly drain. We had two rooms, didn’t we? We had a drain outside and he said, ‘This is disgusting. This really is.’ So he went to his superior and he said, ‘Right, we’ll see what we can do for you sergeant.’ They didn’t do anything about it.
SK: The families officer came around didn’t she?
JC: Yes. Yeah. Wondering what we were complaining about and the smell was awful because it was all the nasty stuff you know.
CH: What facilities did you have in the Nissen hut?
JC: We had a table and four chairs. A dining table in one room. And in the other room was, Sue was in a bedroom. Was John in the same bedroom because he was a baby then. I can’t remember.
SK: I can’t remember. All I can remember is queuing for food.
JC: Food. Yes. Because we had to go to the mess hall for food. There was no cooking facilities in the Nissen huts. None at all. So we had to be up and be at the mess hall for seven, 7.30 when the corporal behind, you know, the cooks used to say, ‘Right. What do you want?’ Bacon, egg blah blah blah. ‘Oh, and you’ve got a baby. I can give you an extra pint of milk,’ because John was a baby. Yeah. And it was awful wasn’t it really. Did you, you didn’t —
CH: Did you have shared toilets?
JC: Well, the toilet was right at the end of the Nissen hut. Yes. We shared a toilet. All these people coming from the Middle East and whatnot you know.
CH: And how long did you live in that for?
JC: Well, we were waiting for a married quarter at Padgate. I think we were there about five months. Four months. Five months.
SK: I can remember moving in to Padgate.
JC: Yes. Padgate. Brand new quarters. Canberra Square. Lovely because Sue was about six.
SK: No, not that old. I’ve got a picture on my [Gresham] Flyer haven’t I?
JC: Oh yes. Yes.
SK: With John on the back. John would then be about two I suppose.
JC: Two. Yes.
SK: I’d be about five.
JC: Well, there was three and a half years difference roughly but yes. Eventually got a married quarter. It was lovely.
CH: What year was this then that you moved to Padgate?
SK: I’d be [ ]
JC: You were about —
SK: ’53.
JC: Yeah. You were.
SK: Fifty —
JC: Were you eight or seven?
SK: No. Not that old.
JC: Eh? Were you older?
SK: It was when dad went to Aden.
JC: That’s right. Yes. Yeah.
[recording paused]
CH: Ok. So you were at, moved into married quarters at RAF Padgate.
JC: Padgate. Yes. Yeah. Brand new married quarters. Beautiful. I think we were there for about eighteen months weren’t we? And then your dad was PWR. Right. Preliminary Warning Roster. So he was put, he had to go and get his jabs and whatnot and he was going to go to Aden. Khormaksar. It was either Steamer Point or Khormaksar and he was going to Khormaksar. I’m not sure whether they had a helicopter there or [pause] I don’t know what the aeroplanes were really. He was there what —
SK: We were supposed to join him weren’t we?
JC: Yes. We were joining. We were supposed to be. It was a two year tour. You had to wait one year for a married quarter so if the wives and families went out it would be twelve months. Jack was there for about six months but before he went away he said, ‘Right You have your inoculations. Leave the children because [TBT] was a nasty one. It makes you feel ill. So I thought, ‘Right.’ I’ll go up to the Medical Centre and have my inoculations. What not. The children could have theirs later. He’d been out there I think six months if that. Sue’s birthday was coming up October so mam came down. Auntie Mary with Steve and Alan. Nana Culkin came. October the 12th. Your birthday. Great. So we’d all been in to town. We did some shopping. Cakes and blah blah. Came back and there was a notice on the letterbox.” Urgent.” I though oh good. We’ve got a married quarter. Went in. Emptied the shopping. I thought, oh I’ll open this. “Dear Mrs Culkin, sorry to inform you —” I thought, what? “Your husband is seriously ill in hospital. The CO will get in touch with you.” I thought, oh my God. So mum, Jack’s mum said, ‘It’s alright. Auntie Mary and I will look after the kids. You go and see someone.’ So it was only about a ten minute walk to the actual entrance to the offices and whatnot. The headquarters. So I went around there, saw the corporal. He said, ‘Oh, I’ll see if the groupie is in and he will see you, Mrs Culkin.’ So I waited for about ten minutes. Then the group captain, ‘Would you come in please.’ So I went in, sat down and he said, ‘I had a signal from Khormaksar this morning. I’m sorry to tell you that your husband is seriously ill.’ I said, ‘What?’ ‘He’s had a stomach ulcer that burst.’ He said, ‘I’m getting more information. You got the telegram?’ I said, ‘Yes.’ ‘Well, I’m on the wire all the time. I get it before you.’ So I said, ‘Yeah. What happens now?’ He said, ‘Well, have you had your innoculations?’ I said, ‘Yes. I’m up to date. I had them before my husband left.’ He said, ‘Because maybe this week I could fly you out. It depends. Who could look after the children?’’ That’s ok. Somebody would.’ So he said, ‘Could you come and see me tomorrow at 9 o’clock? I’ll have another signal by then.’ I said, ‘Yes. Certainly.’ So I came home. That was Sue’s party. So I went around the next morning. He saw me straight away. He said, ‘Right. Sit down.’ I thought, oh this is terrible. He said, ‘No. There’s been a slight improvement. He’s taking tablespoons of goat’s milk.’ No cows over there. It’s goat’s milk. ‘He can’t eat anything but he’s having these tablespoons of goats milk. He’s been unconscious for over twenty four hours but now he’s coming around,’ from whatever, you know. The MOs quite worried about him but we’ll keep you in touch.’ So the group captain said, ‘I’m not flying you out. I don’t want to do that now. Come and see me tomorrow at 9 o’clock if you will.’ I said, ‘Yes, certainly.’ I went around and he said, ‘Good news Mrs Culkin. He’s much better. He’s not taking food but he’s drinking milk. It’s goat’s milk. No cows in Aden.’ So, he said, ‘I’ll be on to them again sometime tomorrow. But you can come and see me tomorrow any time. Whatever time you wish. I’ll have time for you.’ And so I had to come back and tell the family blah blah blah. Mary had to get home because the boys had to do schooling and what not. I think Nanna Culkin had to go home. So there was just Jean and Sue and John. I went and saw him the next day, the groupie and he said, ‘Good news. I'm not flying you. Your husband has gained consciousness and we don't know whether he is going to finish tour out there. I said, ‘Oh, we’re probably near the top of the housing list.’ He said, ‘Oh that’s the by and by. No.’ And sure enough the next day the corporal came around the next day. ‘Sorry, Mrs Culkin, ‘I don't think you're going to Aden.’ ‘I’m not going. Oh, that’s sad.’ He said, ‘Don’t be sad. It’s an awful place. If you see the group captain on Friday he’ll fill you in.’ So I had to go and see him again on Friday. He said, ‘You're not going out. We’re going to get your husband back.’ I said, ‘Back. I thought I’d enjoy it out there.’ ‘No. No. No. No. So, you'll just have to stay in your married quarter and we’ll let you know when your husband’s home.’ He’d probably come home by I don’t think aeroplane because in those days aeroplanes didn’t fly as much for families. I think he was coming home on the Empire Windrush. He came, that's right. Oh you were at sea for —
SK: Was that the one the one they used for the West Indians?
JC: No. It blew up eventually. The Empire Windrush. Yeah. The next. Your dad got home from the Empire Windrush. Right. And he had a months leave. He had to go and see the doctor. The MO. Sick quarters every other day because of his tummy and what not. But the next time the Windrush came it blew up. So he missed it. Yeah. Yeah, he missed it.
SK: That was good luck there then.
JC: I know. I know. Then he was put on lighter duties. I think its A4G4 something it’s called. When you’re not A1 you’re A4G4. So he was on the bottom because of his tummy ulcer and he thought My God. Now, I’ve got to get myself fit to be A1, which he did. Then that was it about Padgate I think.
CH: What job was Jack doing then?
JC: Sorry?
CH: When he came back from Aden what, what job was he doing?
JC: He was, at Padgate he was teaching the old apprentices. Aircraft apprentices. One level to another doing modules. Is that what they’re called? Yes. He was teaching. Yeah. That was a good job because he was eight until five. 8 o’clock until five. Another job it would be God knows when he’d get in. but it was a school for the young apprentices. Yeah.
CH: So, he came back from Aden —
JC: Yes.
CH: Where did he go to after that? Did you stay at Padgate?
JC: No, because we got another posting after that didn’t we?
SK: It must have been, was it Odiham?
JC: It could have been RAF Odiham. That’s where the choppers were.
SK: Odiham.
JC: RAF Odiham. Hampshire.
SK: 11 [unclear] Road.
JC: Eh?
SK: 11 [Unclear] Road.
Was it 11 [unclear] Road. Yes. Yeah. Nice married quarter. Yeah. Very nice. We had a married quarter. Very nice because she went to school there and John started school there didn’t he? Yeah. And we hadn’t bought, we hadn’t had a car then. Didn’t have enough money so I said to your dad, ‘How about me going to work? John is now seven. At school.’ So he said, ‘Alright. I’ll go in to HSQ this afternoon and see if there’s anything going.’ He came back that night and he said, ‘Would you like to work in HSQ?’ I said, ‘Yeah. What?’ He said, ‘You've got to see the Warrant Officer on Monday morning.’ ‘Oh okay.’ I went and saw the Warrant Officer and he said, ‘Have you worked in an office before?’ I said, ‘Oh yes. I've always worked in an office.’ He said, ‘Well, what we’re looking for is a movements clerk.’ I said, ‘Yeah. Ok.’ So he said, ‘Can we see you 8 o'clock Monday?’ ‘Yes.’ So I went and saw him and he said, ‘Right, Mrs Culkin you are working in this room. The orderly room. You are our movements clerk.’ No WAAFs in those days. Not in all the camps. No. No. All airmen. So I was in this room. There's my counter. There's my desk and I've got all these four airmen behind me and the flight Sergeant, my boss was up there. I went and I thought oh my God. ‘Right. Come in Mrs Culkin. Now, have you used a Bradshaw’s?’ I said, ‘What’s a Bradshaw’s?’ ‘Its a timetable for trains.’ You know. ‘And then you’ve got timetables for buses. You’re a movements clerk.’ I said, ‘Yeah.’ ‘What will happen, we get a note from HSQ for boys who are being posted. First of all they’ll come to see you. You are movements clerk. You will already have a letter for me, your flight sergeant to say where these men are going and you’ve got to write out a warrant for which train. You look up the train times, what time they get there, if they change and you will give them a bus warrant. They might need a bus to get to the railway station.’ ‘Yes. Alright.’ God, this was my first day. I’ll die. I can’t do it. I said this to the AC1 behind. ‘I can’t.’ He said, ‘Can I call you Jean?’ I said, ‘Yes, of course you can.’ He said, ‘That’s it. You’re now a movements clerk. Yeah. Ok. So —
CH: That was a lot of responsibility.
JC: It was, yeah.
CH: To make sure they were on the right train and in the right place.
JC: Yeah. The mail used to be brought in to the next office and it was all sorted. And then Movements. I’d get my pile here and think oh yeah. Oh my God. And then you’d got to go to the Cardex and find the airman, get his card out, put it down here, get your pad. Where does he work? Oh yeah, he’s in hangar number five. Corporal so and so. Account number 5. “Come to see movements clerk ASAP.” Put that in the mailbox and the maily, the corporal would go around and then you’d see these guys. ‘Where am I going, Jean?’ ‘I’m sorry. I’m sorry.’ Where am I going?’ ‘Oh, yeah. Oh you’re going there. Oh. Oh not overseas. No. Not yet. No. You’re not PWR.’ Preliminary Warning Roster. ‘No. You’re not. No. You’re going the other end of the country.’
SK: Could you arrange for them to have better postings then?
JC: Oh no. Oh no. That came from HSQ. No. That was nothing to do with me because some of the maybe a corporal airman, ‘I don’t want to go there, Mrs Culkin.’ ‘I’m sorry.’ You know. And then don’t forget I had the Cardex. So whenever they moved I had to move from one hangar to another and then when eventually, when they eventually left the station that was blocked there. You put their card in there so they’d gone gone gone. They’d probably gone somewhere else you see.
CH: Gosh.
JC: It was very good. It was 8 o’clock until five I think. An hour for lunch.
SK: That’s probably why your memory’s so good now.
JC: Do you reckon?
SK: Yeah.
JC: Oh, it was fun. I mean movements. I’ve got photographs. I was showing you last week. There’s me in the front and the lads behind me.
CH: This was at RAF Odiham.
JC: This was RAF Odiham.
SK: Odiham.
JC: Yes. Yeah. That was a new quarter wasn’t it. Hampshire. Yes.
CH: Gosh. Do you remember how long you stayed at that station for?
JC: Was it three and a half, four years?
SK: No. Not that long because I had to go to boarding school because you went to Germany.
JC: Oh yeah. We were Preliminary Warning Roster. We got our posting to Germany, didn’t we? RAF.
SK: Was that ’58 ’59?
JC: Yes. About ’58. Yes.
SK: Does that tie in?
JC: Yeah, because she was eleven.
SK: If you were eleven and you were in the RAF and you were posted to Germany.
JC: Yes.
SK: You had three big boarding schools.
JC: Yes.
SK: You couldn't go to day school.
JC: No.
SK: You had to go to boarding school because John Hamley went as well didn’t he?
JC: That’s right.
SK: I went to Prince Rupert School in Wilhelmshaven.
JC: Yeah. Because the school only taught to the age of eleven so Sue had to —
CH: So you went to Germany with your parents.
JC: Oh yes.
CH: And you were in boarding school in Germany.
JC: She could have either gone —
SK: Because John was younger.
JC: Yeah.
SK: He went just to the day school didn’t he?
JC: If Sue had wished they said you could either go back to the UK, stay with grandparents in Sunderland or grandparents in Newcastle. But, ‘No. I don't want to do that. So she went to Wilhelmshaven. Boarding school. Yeah.
SK: Which some years earlier had been a big SS base.
JC: Yeah. It was.
SK: On the south coast [unclear]
JC: Was it the Navy? Was it the —
SK: Yes. It was the deepest what do you call it? Harbour.
JC: Harbour. Yes. Wilhelmshaven.
SK: Where all the warships used to come in.
JC: That’s right.
SK: It’s great in the summer but very cold in the winter.
JC: In the winter. But board.
SK: I slept in the old billets I suppose.
JC: Yes.
SK: For the German Navy.
JC: Oh God. Broke our hearts. Never been away from home before and you were, how far were you? Two hundred miles was it?
SK: Two, two fifty something like that.
JC: We couldn’t see you for six weeks because the head said, ‘No. If you come and see the children you’ll upset them. So can you leave it for six weeks?’ So we went up after six weeks but she was fine. We thought oh God. Oh, John thought it was great.
SK: He was at home.
JC: I’ve got my mum and dad all to myself. My sister’s gone away weee [laughs] yeah.
CH: And how long were you in Germany?
JC: Two and a half years. This was when Major Begby who was in charge. Army Air Corps, it was. That’s when he said to Jack, ‘Look, your promotion. What are you? Sergeant? Flight sergeant? If you come to us Jack you’d be a warrant officer two, warrant officer one. Then you’d go for your commission in about five, six years.’ So, ‘I’ll have to go home and ask Jean. See what she thinks.’ He came home and he said, ‘Hey, hows about joining the Army?’ I said, ‘Padron?’ ‘Yeah. Look, we move in battalions. Not like we do. Singly.’ I said, ‘No.’ The Welsh Regiment was there then and the girls, everybody knew each other all the time but you used to know oh yeah. Oh yeah. ‘We’re all going there. Great.’ Mates forever. In the RAF you don’t do that. You make new friends. I said, ‘No, Jack. Do you want to go in the Army?’ He said, ‘Not really. I’ll tell Major Begby tomorrow.’ Yeah. Ok then. So we didn’t go in the Army. Anyhow, the Army go on schemes and the guys are away for about three or four months at a time because the girls, we all lived in, it was a block of flats then, wasn’t it? And the girls they were lovely. Welsh Regiment weren’t they? They could all sprechen sie Deutsch and the girl next door said, ‘Have you been to Germany before Jean?’ I said, ‘No.’ ‘So you can’t sprechen sie Deutsch.’ I said, ‘No.’ She said, ‘I’ll tell you what when they kids have gone to school I’ll take you shopping.’ ‘Yeah. Ok.’ The first thing I learned was kleines weiβes brot bitte. A small white loaf please.
SK: [unclear]
JC: I know. And then she said, ‘Right. We’ll take you to the butcher’s shop. But you get by and it was two and a half years, wasn’t it? And it was wonderful. Yeah. It was absolutely wonderful because the Army Air Corps were good. And I think there was one Royal Navy petty officer. It was funny that. The Army, Navy and Air Force all at, what was the Navy doing with the RAF and the Army? Never knew. But he was a petty officer so he must have been good.
SK: May have got the wrong movements clerk.
JC: I hope not. Not guilty my lord. But Hildesheim was nice. Yeah.
CH: Then it was RAF Leconfield.
JC: Yes. After that posted to RAF Leconfield.
CH: 1961.
JC: Yes. Yes. Sue went to [pause] What happened there? Had you finished?
SK: Longcroft School.
JC: You went to Longcroft. Did John? John was still at school wasn’t he?
SK: I don’t know where. He’d be on camp I think.
JC: Yes. Yeah. Could have been. Yeah. So, Leconfield.
SK: And then on to —
JC: That was Yorkshire. Leconfield wasn’t it?
SK: Then where? Then to here.
JC: What?
SK: Was it Scampton or –
JC: Scampton. Waddington. We went to both didn’t we?
SK: Then to Germany. You went to Germany.
JC: Oh yeah, we went to —
SK: Oh, did you go to Hong Kong? No. You went to Hong Kong.
JC: Hong Kong for a tour. Yes. That’s how, of course we went to Hong Kong. That was lovely. We had a choice. Jack, I think your dad was at Scampton. Waddington. I’m not sure. He saw the movements clerk and he said, ‘The thing is Jack you’ve got a choice. You’ve got Singapore. Hong Kong.’ ‘What do we do?’ So he said, ‘Tell you what. Go home. Discuss it with the family. Let us, let us know tomorrow.’ So he came home that night and talked about it and I didn’t mind either. I don’t know whether it was you said Hong Kong or John. I don’t know. Anyhow, posted to Hong Kong two and a half years. And Sue said, ‘Ok. I’ll come with you but I’m not sure whether I’ll like it.’ And we said, ‘It’’ll be alright, Sue,’ you know. ‘Meet new people.’ Because you were twenty then weren’t you? Twenty. Yes.
SK: Twenty one.
JC: Twenty one. She had her twenty first in Hong Kong, but John, ‘Oh yeah. I’m all for it.’ That was it. So, two and a half years. But after six months.
SK: Yeah. I came back.
JC: Sue couldn’t stand the heat and the crowds and, ‘Dad, I want to go home. I’ve had enough. Can I go back to Lincoln?’ Went to stay with two friends didn’t you. ‘Oh, you can’t go on your own, Sue. You’re only twenty one. Please stay.’ ‘No. No. I’ll buy a wig mam before I go.’ Do you remember you bought a wig?
SK: I did.
JC: You did. Why? I don’t know. You had beautiful hair. Anyhow —
SK: The humidity.
JC: That’s it and the crowds of people. You couldn’t, not used to it.
SK: It was the humidity I think.
JC: But there again you had a job there didn’t you?
SK: A good job.
JC: She had a good, the Hong Kong Electric Light Company. Typist.
SK: I was PA to the boss.
JC: Yeah. She had, do you know what. She was earning more than her father who was a warrant. She was.
SK: [unclear] what I was earning here. I had a super job. I don’t know [unclear] but I did.
JC: ’No. I can’t stay dad. Really. I don’t like it. It’s too, I can’t stand the heat.’
SK: Yes.
JC: That was the spring.
SK: And that’s then end of the story. We ended up here.
JC: Yes. Yeah. She came back and that was it. Met Jim. Jack was due to come out of the RAF.
CH: Ok. Right. So the final base was Waddington.
JC: RAF Waddington. Yes. That was a nice posting. Of course, the children had grown up. I was more or less just doing housework, you now. I’d more or less finished work on camps. On any camp. I thought oh my God. And then we had to think about coming out of the RAF. We knew that these bungalows were being built so we came down. Saw the boss man, put down a deposit and then we got this bungalow. No. That's about it, I think.
CH: That was in the 1980s.
JC: 1980s. Yeah. 1980s. Yeah. I think that’s about it because I think Sue had by then met Jim.
[background voice]
CH: Interview paused for a moment.
[recording paused]
CH: Ok. So, interview restarted. You were just going to put the deposit down on this bungalow.
JC: Yes. Jack was due to come out of the RAF at fifty five. And that was about it, you know. He said, ‘Right. I’ve got to come out some time.’ Because he loved, he loved his job. He loved looking after the lads. The airmen thought the world of him. When we were at RAF Gutersloh the group captain said, ‘Right Jack, when you get back to the UK that will be your last tour so we want to do something special here.’ He said, ‘Oh, please no.’ He said, ‘It’s just a little party.’ Because he got on with all the lads whatever rank, you know. Anyhow, I was working at RAF Gutersloh as well. They wanted someone in the, I don’t know, we did ordering. My friend Carol and I did ordering. Airmen used to come in, Air Publications, ‘Right. Jean, I want this. Can you get me this booklet?’ Every Monday morning a pilot would come in, ‘Can you get me this booklet? This booklet.’ Because all the orders used to go to RAF Bruggen. They arrived there at the weekend and on the following morning they’d be back. They’d be flown back to Gutersloh so all the officers and airmen could come in and get their books and whatnot. I did that for about two years and I loved every minute of it, you know. It was absolutely wonderful. And there was, I must tell you this, Carol, my friend her husband was a corporal. We used to take sandwiches to work and she said, ‘Jean, I'll take you to the Corporals Club.’ I said, ‘I can't. Jack’s a warrant.’ She said, ‘No. We can have a cup of tea. Bring your sarnies and we’ll sit and have a natter and I can say hello to my husband. He’s over there. He's a corporal.’ ‘Yeah, ok.’ So we were having our sandwiches and I’m sitting back listening to all this going on. A lot of lads, you know having sandwiches and natter natter and who walks in the door but Jack in uniform. If he had his hat on like that I knew there was trouble. So he goes straight, he could see me. He couldn’t miss me and I thought oh my God. I thought he’d come for me. No. He’d come to two lads a the counter and he said, ‘What do you think you’re doing?’ You know you're working on blooming helicopters, aeroplanes and you're drinking beer. My office. 2 o'clock.’ I thought oh God. I didn't dare look at Jack. He was so stern. Anyhow, I got back to work and that night he picked me up at five, I finished at five and I said, ‘What was that?’ He said, ‘I couldn't look at you love because I would have laughed but when I put my hat on straight like that they know they're in trouble.’ I thought, ‘What happened?’ He said, ‘I got back to the office, got back to my desk, took my hat off and put it on the side and I said, ‘Right. You two stand there you stupid nincompoops.’ So I put my hat on like that, I said, ‘What the hell do you think you're doing? You're working on choppers. Drinking beer. 12 o'clock. You’re working on engines for Christ’s sake.’ Yeah. And he really really told them off. ‘Sorry sir. We shan’t do it again.’ He said, ‘You do that again I’m going to really report you to the CO. The CO knows nothing about this but he will do.’ And he frightened the living daylights out of them. That told them. He said, ‘But you’ve got to teach them. You can't drink beer when you're working on aeroplanes.’ You know. And that was it. Yeah. I said to Carol, ‘I’m never coming to your club again.’ [laughs] But I'm still in touch with Carol. Yeah. Her husband, when they got back to, they came back to England the year before us. Oh, she was lovely. She comes from Liverpool. And she'd been back a year and then she found out she was pregnant. She had twin girls. And the twin girls I think were two year old and he met somebody else. He, he was an electrician. He came out the RAF, got this job in this factory and the boss of the factory was Swiss, a Swiss lady and it was love at first sight so got a divorce from Carol. So I still write and she says, ‘Jean, never mention his name to me again.’ Because the girl twin girls are now twenty, twenty five years old and got children of their own. We write every month I suppose and she says, she often says in her letter, “You know, my dear friend I can't believe we've been writing from 1970 when we got back to the UK. It’s wonderful.” You know. Yeah. Once a month we write. I haven't seen her. Our Sue says, ‘Why don’t you get a telephone number?’ I say, ‘Sue, if I start talking to Carol I’ll never, I’ll never get off. I mean we write pages and pages Can you imagine the telephone bill?’ No. We keep it as it is. Yeah. Carol, bless her. Carol.
CH: You mentioned Jack —
JC: Yes.
CH: On his final posting they were going to do a little do for him.
JC: Yes. Yeah. Oh, at RAF Gutersloh. Yes. Yeah. I’ve got pictures of that as well. I think they’re in there. I’m not sure. And they said he said we came home on the Thursday night. He was leaving them on the Friday because we had to get back to get back to the UK. He said, ‘There’s something happening at work.’ I said, ‘There’s bound to be.’ He said, ‘Have you heard anything in Air Publications?’ I said, ‘No.’ He said, ‘Well, some of the officers come in? Haven’t they mentioned?’ I said, ‘No. Nobody has said anything. Why would they tell me?’ He said, ‘I’ve got a funny feeling.’ I said, ‘Yes. Ok. God, stop worrying about it. We’ve got packing to do when we get back home and get the boxes ready for going back to the UK.’ Right. So, he said, ‘Ok.’ Came back and that was the Thursday and on Friday he dropped me off at my office, Air Publications and I knew there was something going on because I had, one of the officers had been in. He said, ‘Don’t you dare say anything.’ I said, ‘Promise. I won’t say a thing.’ And he, Jack knew there was something was going on months beforehand because the airmen were disappearing. They got through their work but he thought this is very odd. What the hell are they doing? But they kept up to date with their work, you know and eventually on the day of leaving, because he dropped me off at work at 8 o’clock that morning and I thought I wonder what’s going on. I know. I’m going to ask my flight sergeant if I can walk up to his hangar. And do you know what these lads had built? A wooden helicopter. There’s photographs in there and he’s standing on the steps with a group captain here drinking because the groupie said, ‘You know forty years is a long time, Jack. All the best and I hope you enjoy Civvy Street.’ Yeah. So they said, ‘Right chief. Get in.’ And they pulled him in this chopper right around the airfield. Stopped at every, everything. ‘Bye Jack. Hope you’ve enjoyed your forty years.’ Yeah. Yeah. And it was absolutely wonderful and when he picked me up that night it was lateish. It was half past five, 6 o’clock. He said, ‘Did you know anything about it?’ I said, ‘No. I knew nothing about it.’ I was sworn to secrecy. He said, ‘Did you know they were going to build that little chopper?’ I said, ‘No.’ All out of wood. You see one of the corporals would say, ‘Right. I’m going to disappear for a half an hour. You cover for me.’ And they’d go in to another part of the hangar. This, yeah. It had wood, it was all made of wood. The wings there, two wheels there and two wheels at the back and a little seat inside. And there’s a picture there of Jack on these steps and the groupie standing with a glass of champagne on him [unclear] Yeah, but forty years is a long time and he said, ‘Right. Where are you going Jack?’ And he said, ‘I think I’m in Lincoln somewhere. I don’t know. Waddington. Scampton. I think it might be Scampton.’ He said, ‘Well, good luck. All the best.’ Yeah. I think we went to Scampton first. Yes. Went to Scampton and then Waddo. Yeah. To finish off, you know. But it was good. Open Air Days over here when Jack was at Scampton or Waddo because if you were in uniform, you know Sue and Jim and the boys were only this and no entrance fees. ‘Right. Come on.’ You know. Well, now I think its about, is it about twenty, thirty pound to get in Open Day? It’s quite a lot. But it’s all for a good cause, you know. I mean, I watch it on telly. Absolutely wonderful. All these things that are going on. When Jack and I were in it there’s only a little few sort of little offices where they had cups of tea and sandwiches and biscuits but now it’s ginormous. Which is fantastic, you know. Yeah. So that was the end of that.
CH: Some wonderful happy memories.
JC: I know. Absolutely. And I’ve still got them.
CH: Yes.
JC: Which is good, you know. As I say to our Sue your body might give up but this is the most important part isn’t it, you know. I can say, ‘Help. My legs won’t move today, Sue.’ She’d say, ‘Yeah, alright mum.’ But you see when we left Hong Kong John was what? Seventeen. And our Sue, she was in England, couldn’t stand the heat. And of course, it came for us coming back and he’d finished schooling out there. He was just on seventeen and he said, ‘You know what, Dad, I don’t want to go back to the UK.’ ‘What? What are you going to do?’ He said, ‘I like Hong Kong. I like the life. I've got come nice school mates out here. We've all left school now, passed our exams and done this, that and the other. Do you think I could stay out for a couple of years?’ ‘Oh John. I don't like leaving you.’ He said, ‘I'll tell you what I'm going to look for a job. We have got a month before you get back so I’ll try and get this job. If I don’t get it I’ll come back to the UK with you.’ Damn me. He got this job at Rediffusion. Hong Kong Rediffusion. He came in for his lunch that day. It was only a half an hour. He could walk. ‘Mum and dad if — ’ we had a television about this big, in those days black and white, he said, ‘Watch that tonight. You might see something.’ I said, ‘The news? We know the news. Hong Kong news.’ He said, ‘No. Watch it.’ ‘Ok.’ So he said, ‘I’ll see you about 10 o'clock tonight.’ ‘OK.’ So, the 6 o’clock news came on and it was from RAF. What? ‘And we are now training some of our pilots —' What they do is take you out in an aeroplane, drop you in the water. You’ve got the thing, your life jacket on and whatnot and somebody comes and rescues you. And John says, ‘They’re trying me.’ They were trying him that day. ‘John, will you jump out?’ ‘Ok.’ Our John jumped out and that’s where he was on telly. Yeah. So he came up to the mic and he said, ‘That was the first jump I’ve ever done from RAF Kai Tak. Thank you.’ That was it. So came in that night. ‘I thought the likes of that by God it was scary but luckily I had the life jacket on and everything. Can I stay? Please? I finished my schooling. I think might have a job, you know.’ ‘Where?’ ‘RTHK.’ ‘What doing?’ ‘Television. Look we did all that today and I did most of the camera work.’ Oh God. And that was it. That was John in Hong Kong and that. He didn’t want to come back. Sue couldn’t get back quick enough. She couldn’t stand the heat. It was hot, you know if you’re not used to it. And he’d been out there about three or four years and he sent us tickets for a holiday. First class. BA. Yeah. It was a lovely. Lovely. But by then he’d met Flora and what not. He’d met her. She was in Miss Hong Kong blah blah blah and I think she came in second. And of course that’s Flora. That’s her birthday thing. And he met Flora because with RTHK they were taking photographs and whatnot and he asked her for a date and that was it. They've been married, she's fifty six this year so they've been married, they've had their Pearl wedding anniversary. Yeah. Because Justin is now, their elder son is twenty nine and Emma is eighteen. No. Sorry. She’s twenty one. Yes. And she’s just started university in Beijing where her brother is. Because Justin he got a job in Beijing. He’s marketing and he’s just had a good promotion. He’s just come back from Shanghai. Because now with those phones he can talk to his mum day or night can’t he? I haven’t got one of those phones. Because when she was here yesterday she said, ‘Oh, Justin wants to say hello.’ I said, ‘Oh, hi Just.’ He said, ‘Are you alright nanna? Your hair looks different nana.’ I said, ‘I know. It’s age, you know Justin [laughs] All the curls have gone.’ He said, ‘No. You look good. I’ll see you at Christmas.’ I said, ‘Are you?’ He said, ‘Yeah. We’re coming for Christmas.’ So he's coming and Emma’s coming because Emma’s just started Uni there learning Mandarin. No more Cantonese. It’s all Mandarin because the Chinese took over didn’t they? When we left how many years is that? Quite a few. So you’ve got to learn and our John’s been there all this time and he can not speak Cantonese or Mandarin. ‘I’m not learning that. If they can’t speak English they can’t speak English.’ But you know. So that’s about it.
CH: With Jack and his career in the RAF.
JC: Yes.
CH: You’ve travelled and stayed all around the world.
JC: I know. And I met people, wives who said, ‘Travelling? What? You're moving again?’ ‘Yeah. What about you?’ ‘No. I'm not moving my two boys.’ This was a corporal’s wife. ‘No. My boy’s education comes first. No. My husband can go anywhere he wants.’ And I used to say, ‘No way.’ Jack would say, ‘No way. I’m not putting you down. I want you with me. Why get married? What's the point? Why get married if you're going to leave your wife in a house because of education?’ I mean our Sue and John have done well in their education no matter where we've been they've gone to schools or colleges you know. It's been great for them. I mean we've got Flora now and two lovely grandchildren. Where is Emma? There's Emma. And there’s Justin.
CH: A wonderful family.
JC: I know. Just how old is Justin now? Gosh. Thirtysomething. Our Emma's twenty one. There’s nine years between them. They wanted, isn’t it amazing when you want children, you can't have them then all of a sudden, ‘I'm pregnant.’ Because there's nine years between them. No, but it's great. It’s lovely.
CH: So how long have you lived in this bungalow?
JC: 1974, I think. Jack was leaving the RAF so we had to have somewhere to live and start getting furniture, you know. This is not the same furniture we had when we moved in. Yes. Yeah. And we thought, ‘My God. The garden.’ There was a hell of a garden at the back and at the front. Jack and I used to do it and then of course I lost him. So, our Jim said, ‘Don’t worry mum.’ He loves gardening and he only lived at the top of the hill. Jim does all the gardening. Bless him.
CH: But when did Jack pass away?
JC: 1999.
CH: ’99.
JC: 1999. Yeah. He didn't see the New Year. You know. The centenary. No. We were at my sisters at Albrighton just on the outskirts Birmingham. She said, ‘Jack and Jean why don't you come up for four or five days?’ So Jim said, ‘It’s alright dad. You're not driving. I’ll take you.’ So we went for the weekend. That was Friday and Saturday. It was great. We went out with my sister and brother in law in the morning because Sue and Jim had come back here. And it was on the Sunday afternoon we'd been walking around, you know looking at various things in their village. Got back and Mary had done dinner for us. Spaghetti Bolognese. Really enjoyed it. It was great. I think it was about 10ish and Jack said, ‘Oh, do you mind if I go to bed? I feel ever so tired’ I said, ‘I shan’t be long.’ He said, ‘No. Don’t be long’ So right. So Mary and Bob went to bed and then I went to the bathroom, washed my hands and what not and he said, ‘Do you know I feel a bit odd.’ I said, ‘Do you? Are you too hot?’ he said, ‘No. Not really.’ So, I said, ‘Alright then. You go to that side of the bed and I’ll —’ It was a double bed. It was a six footer. And I think it was about 1 o'clock in the morning I heard him make this funny noise and I thought what the hell was that? I said, ‘Are you alright?’ And his head went like that. I thought oh my God. I got up and put the light on. Mary was in the downstairs bedroom with Bob and I shouted like hell. ‘What?’ I said, ‘Mary, can you dial 999?’ ‘Why?’ ‘Jack’s not very well. Please please hurry up. Hurry up’ So the ambulance, they couldn't find Albrighton. They couldn't find the village and I mean when we eventually got to the Queen Elizabeth Hospital in Birmingham they said you’ve got about four minutes, you know, when you have one of these attacks. It was a massive. He never had heart trouble in his life. Never.
CH: How old was he?
JC: How old was he when he died, bless him? Well, he was two years older than me so, I think he was seventy, seventy five. About seventy five. Yeah. I was about seventy three. Yeah. Seventy five. Just enjoying retirement, you know from the RAF and whatnot. But it was quick. By God it was quick. So we had to, eventually had to get in the ambulance. The ambulance chap was working on him but I thought ahum. There’s something wrong here. And the driver shouting to the back, ‘Can you hold tight please?’ So quick. I mean it was 2 o'clock in the morning. Luckily no traffic around. We got to the hospital and they worked on him but the doctor, lady doctor came in and said, ‘I’m sorry, Jean.’ I said, ‘Oh my.’ In shock. Then of course we had to get in touch with Sue and Jim at three or 4 o’clock in the morning. They got up, got dressed, came straight down you see. Luckily Jim being in the police force he said, ‘Now, what's going to happen mam because we're in a different county there’s going to be a young policeman,’ he said, ‘I've just spoken to him and he's going to take notes.’ He said, ‘He’s just going to ask you a few questions and just answer yes or no.’ Which I did. And then the doctor came in. A female doctor. She was lovely. She said, ‘You’re from Lincoln, aren't you?’ I said, ‘Yes. We live in Lincoln.’ She said, ‘I’ve just done four years in Lincoln Hospital.’ I said, ‘Oh that’s amazing.’ She said, ‘But I’m ever so sorry. There was just nothing we could do. It was a massive coronary.’ Whatever. And that was it. It was terrible coming back home. Jim driving and me in the back. Sue there. And oh God. Sue couldn’t get over it because dad’s favourite. But there you go. That’s life and I thought oh. And that was seventeen years ago almost. What do you do? You can't give in, can you?
CH: What a wonderful life you had.
JC: I know. Absolutely.
CH: Absolutely.
JC: Wonderful. I’d do it all again.
CH: And fantastic memories. I’d just like to, we’ll end it there.
JC: Yes.
CH: But thank you so much.
JC: Yes.
CH: So much for telling your story.
JC: No. You’re most welcome.
CH: It’s been wonderful.
JC: Thank you ever so much.
CH: Thank you very much Jean.
JC: Very kind of you. No. 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
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Interview with Jean Culkin
Creator
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Cathie Hewitt
Publisher
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IBCC Digital Archive
Date
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2017-09-13
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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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Sound
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ACulkinJ170913, PCulkinJ1702
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Pending review
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Description
An account of the resource
Jean Culkin grew up in Sunderland and worked as a tea girl and then a typist in a reserved occupation. She discusses her life and her wedding to her husband, John George Mackel Culkin. He was an apprentice at RAF Halton before becoming a fitter (engines). He served with 35 Squadron at RAF Leeming before being posted overseas to North Africa and Italy. After the war Jean accompanied her husband on postings to Germany and Hong Kong.
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eng
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Civilian
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China
Germany
Great Britain
China--Hong Kong
England--Somerset
England--Sunderland (Tyne and Wear)
England--Yorkshire
England--Newcastle upon Tyne
England--Weston-super-Mare
Germany--Gütersloh
England--Durham (County)
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01:40:34 audio recording
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Julie Williams
35 Squadron
4 Group
76 Squadron
fitter engine
ground crew
ground personnel
Halifax
home front
love and romance
military discipline
RAF Halton
RAF Leeming
RAF Locking
RAF Middleton St George
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/897/11137/AInstoneTS160407.2.mp3
7c8b1df35b6fe1825732490236a0b301
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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Instone, Thomas
Thomas Stanley Instone
T S Instone
Description
An account of the resource
An oral history interview with Flight Sergeant Stan Instone (b. 1925, Royal Air Force). He flew operations as a flight engineer with 419 Squadron and became a prisoner of war.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2016-04-07
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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Instone, TS
Transcribed audio recording
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Transcription
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CB: Right. My name is Chris Brockbank and we are currently in Slough talking with Stan Instone about his experiences with 419 Squadron RAF, RCAF in the war and also his POW experiences. But Stan could we start off please with your earliest recollections of life. The family. Where you went to school and that sort of thing.
TI: Oh yes. Well, I was born on the 1st of January 1925 in a small urban district outside of Nottingham, about three miles outside which was actually a mining community or part of a mining community. And my father was a miner at that time and so I saw very little of my father one way or another. But anyway I had a very happy childhood because we lived next door to my grandmother who I adored and it was a very close community. At the age of nine my father decided to leave the mine and go in to insurance and he got a job in Great Yarmouth actually. So as a nine year old I went to Great Yarmouth which I thought was fantastic. By the sea and all the rest of it. And we were there until more or less the outbreak of war where he got a promotion in his job in insurance and moved to Greenford which is not too far away from here. And oh, while I was at great Yarmouth I was at Great Yarmouth Grammar School. And no great academic. Nothing, nothing startling but, you know I enjoyed it etcetera. But moving down to Greenford it was rather more difficult. I went to Southall County School which was a sort of a grammar school which was a mixed school and I’d only ever been at an all boy’s school and the sight of girls was a bit too much [laughs] I think. But anyway I didn’t stay very long and the bombing started. And my, having a younger sister three years younger than myself and my parents decided that I and my sister should go to my grandparents in Carlton outside Nottingham because it would be in a safer area than the London area you see. Anyway, I was there for a while and then he got another promotion. But this time to Blackburn in Lancashire. So, up I went but by this time I was fifteen years old and I thought school was no longer appropriate as far as I was concerned. And so I got a job with a factory outside Blackburn and it was making Bristol aeroplane Hercules engines. You know the 14 cylinder sleeve valve engine, you see and so right from the start I had a sort of RAF associated background as it were. And we were going through, it wasn’t an apprentice but it was like a trainee going from section to section on lathe milling etcetera etcetera. So I got myself a fair engineering background and also being well aware of how the engine was put, you know the parts you made and how it was put together you see. And at seventeen and a half I volunteered for the RAF and went to, I was in, oh and see I’d joined the ATC in Blackburn. And it was very good because we were, went to various places. Kirkham for air gunnery. They had a turret there we were allowed to fire. At Squires Gate where we actually took off in Ansons and things like that. So, and then I also did a summer course at Silloth near Carlisle where we were flying Ansons you know. They were flying Hudsons but we were not allowed anywhere near the Hudsons. We were allowed to play with the Ansons you see and so that was that. So I had a fair background in the ATC and I had probably about twenty hours I suppose in the, in the air you know. Anyway, I applied for this — pilot of course. I wanted to be a pilot. Everybody wanted to be a pilot of course. And I was rejected almost immediately. And I did a, the next operation was a wireless op air gunner but I seemed to fail my Morse aptitude test. And the only thing on offer was a straight AG. And I thought no. I daren’t go home and tell me mum I was a straight AG because at that time the life expectancy of a rear gunner on ops was about twenty minutes. So that was it. So, anyway I thought well later. So I decided well if I couldn’t fly at least at eighteen I would join as ground crew. I thought I’d be a flight mech you see. So I joined up in Edinburgh and I got my 3021416 and I was posted to Arbroath. That was the square bashing place you see. I’d only been in two weeks, two or three weeks, and the call went through for remuster to flight, they were looking for flight engineers then. But on my first interview flight engineers weren’t mentioned although they were in being of course. But you probably know the original, the early flight engineers were recruited from the ground crew. Corporal fitters to, you know air frame and engines and given a short course and that was it. But then they decided on a direct entry flight engineer. So, anyway within two or three weeks I re-mustered. I volunteered for a flight engineer. And I was then sent to a selection board in Edinburgh and had a whale of time there. I answered all the right questions. I don’t know if you ever did the — they had an SME. They called it a SME 3. It was like a television screen with a rudder bar and control column. And there was a random dot on the screen itself and by, you know operating the control column you went to try and get your dot in line with that. Seemingly I did very well. Anyway, up to the, you know the preliminaries I saw these senior blokes sitting in there looking very important and being an AC2 at that time smart salutes etcetera. And, and they asked me various questions and they said, ‘Well, I think we could recommend you for pilot training.’ I was a bit surprised. He said, ‘But. There’s a but,’ he said, ‘Because there’s so many in, in the queue as it were it was nine to twelve months before you were likely to start the course.’ Because as you probably know any PNBs, that’s pilot, navigator, bomb aimers were being trained in the Empire Air Scheme in Canada. Some in America obviously and, as was then Rhodesia. So, well I’d sort of set my heart on the flight engineer. I said, well I would go for an engineer, a flight engineer. And he was a bit nonplussed. He said, because he like me didn’t know much about what a flight engineer did you see but I remember him saying, ‘You’ll be in charge of three, four very powerful engines,’ you see. So I said, ‘Well, fine sir. Thank you very much sir.’ You know. Anyway, I wrote, went back to my, finished off my basic training and almost immediately I was down to ACRC. That’s the Aircrew Reception at St Johns Wood you know. Lords. Three weeks there. As a serving airman of course. We were in a flight of serving airmen. I mean I’d got oh about three months at that stage mind, you know. Really serious. Anyway, I then was posted to Whitley Bay for ITW. Six weeks there and then St Athan on a six month, well about six or eight months at St Athan and I finished. I finished in June. Early June ’44 at St Athan. Just before, well just around about D-Day it was actually. I had a week’s leave and I found myself at 1664 Conversion Unit. No, there was no preliminaries in between. Finished at the course, the [unclear], and then on to the, and there as you may know the flight engineer’s course is all ground work. No flying whatsoever. In fact at the, the engineering school at St Athan there wasn’t a whole aeroplane. There were bits of one but no, all we had were circuit boards and engine stands and stuff like that, you know. So we had to learn about hydraulics, pneumatics, electrics, you know, instruments. You know. Anything to do with connecting with an aeroplane because although there were heavy bombers — the Stirling, the Halifax and the Lancaster they were all very similar. You know the systems did differ. There were differences as you know but there’s handling differences but basically they’ve all got the same sort of components you see. Anyway, I passed out well and was awarded my sergeant’s stripes and brevet in June ’44. Then as I say a week later I was at 1664 Conversion Unit. Now this was the point that I’d had virtually no flying. I think I’d done three hours in an Oxford over the Bristol Channel I think while I was at St Athan. And that was my total flying experience in the RAF. But I’d come with about twenty hours ATC. I was more experienced than most actually and having got to Dishforth and see these great big black Halifax 2s and 5s. God, have I got to sort of fly those? You know. And so it was a question of you flew as second engineer with whoever would take you. Now, all that meant was that the engineer who knew a bit more than I did would show you the various knobs or levers to pull etcetera. Whatever it was. Anyway, I think we flew like that for a couple of weeks or so. And then one day the tannoy went. Tannoy went and it said, ‘Will all engineers not yet crewed up report to the engineering section at 1400 hours.’ Which I duly went there and we were wondering, there was I don’t know how many engineers there. Probably a dozen or more and, probably fifteen or so, I don’t know. Anyway, there was, I had a friend who I’d been at St Athan with so we were very, very close. You know. Alright. And anyway with that eight Canadian pilots came into the room looking for engineers. And so there was two flying officers and six sergeants. So I thought to myself, ‘Well he’s a flying officer. He must know more than I do,’ so I went up to this guy and all I said, ‘I’ll be your engineer if you like.’ He said, ‘Ok by me.’ We shook hands and that was the selection you see. And my mate went to the other flying officer and did likewise. So, we were taken. We were crewed up then. So we, now my crew had just come up from OTU at Honeybourne. They were flying Whitleys. And we hadn’t, the bomb aimer had dropped out and so we were without a bomb aimer at that particular time. But we did our normal sort of circuits and bumps and local flying and day cross countries and so on and so forth. And then it came to night flying and so we did that. We were scheduled for night circuits and bumps. Well, we had a screened pilot at first you see. So we took off. These were Halifax 2s by the way and I had type trained on Halifax 3s. That was with the radial engines. Nothing to do with Lancasters at that stage. And we took off. Did a few circuits and bumps and the screened pilot said, ‘Ok. Do a couple more on your own and call it a night.’ Well, we took off alright. No problem. But coming on the circuit to land, in the engineers compartment in the Halifax was behind the pilot and it was Rolls Royce engines and of course they had cooling flaps. And I noticed one of the engines was running a bit on the hot side. And the controls for the radiator flaps were like four fingers and up for closed, down for open or whatever it was. Anyway, I thought well I’ll open, you know open the flaps up you see. And then I went to open the flaps. No resistance at all. No hydraulics. So I said to the skipper, I said, ‘There’s no hydraulics on there. We’d better try the undercarriage.’ We tried the undercarriage and expected the, you know the thump and the green lights. And nothing happened. So we were circling around and the skipper tried a bit. Climbing and diving and things like that. Shook it around a bit in the hope that it would happen. And anyway I mean I was starting to panic a bit at that stage you see and — because it appeared that one, one had partially come down and the other was still stuck up in the nacelle. So we, there was an emergency system whereby you opened a cock as it were to allow air into the system and theoretically gravity would take over and the weight of the undercarriage. But there was no spanner missing for the cock [laughs] Anyway, this wasn’t going to happen at all so anyway somebody suggested, well there’s the header tank in the rear of the fuselage. A cylindrical one about this high. And if it contained the fuel there’s a hand pump on the side and a bit of luck you could pump like mad and — but shining the torch in it [laughs] it was like Mother Hubbard’s cupboard. It was bare. Nothing there. Oh God. Now, I don’t know who it was suggested it but somebody said, ‘Well, there’s the elsan there.’ So, we all had a good pee in the elsan [laughs] those that could and we tipped the contents of the elsan into the header tank and believe me the smell was [laughs] terrible. I can smell it today. Anyway, pumped like mad and suddenly clunk and green lights came on. And we landed. Just like that. So, that was my first experience of, of night flying. And that seemed to set the tone for the Blaney crew as we were then called. The Blaney crew. Because everywhere we seemed to went we seemed to run into a certain amount of bother. And that was it. So that was my first experience. And then of course we went on to night cross countries. And ultimately then we were posted to 419 Squadron in September 1944. OH, by the way in the meantime at Dishforth we did a couple of leaflet raids on France while the Normandy operation was, was in being as it were. In the old Halifaxes. And, but, so now seven of those crews that came through at that particular time were posted at the same time to Middleton. The 8th one was still, they hadn’t done quite so well on their, on the OTU so they were behind. But they were subsequently lost. They’d done a leaflet raid and didn’t make it back. So that was the first of the eight crews gone. And at the, at the end of the, well by the time I was shot down the other crew with the flying officer had actually gone to 44 Squadron on Pathfinders. They survived the war. And of the other six one rear gunner survived. So, that was the subverse of the, out of the original fifty seven five of our crew survived. The whole of that George Bates crew survived and one other. I met him in Germany by the way. And so the thirteen out of the original fifty six people you see. And that was the, that was fairly sort of average squadron loss I would have thought at that particular time. So anyway that was the training done and then in October they decided we were good enough to operations. And my first one was a night operation to Essen. We got buzzed by a fighter plane again. But we got, we got back but our squadron commander was killed on that particular one. McGuffin was killed on that raid. And then we did a, the next day we did a daylight on Essen. And this one again there was a great, a great big Lancaster flying above us with its bomb doors open and a four thousand pounder, I’m not joking, it dropped between our port, our port wing and our port tailplane. Just like that. If we’d had a big stick we could have touched it, you know. Really. Anyway, that was, that was that. Then we did a daylight on Essen. On Cologne. Saw the cathedral. But it was fairly quiet that one. And a night Cologne. Anyway, in the space of seven days we did nine trips err nine days we did seven trips. And then we come to Bochum. And that was a nasty one this was. And we’d previously gone from [pause] flying south from Middleton because Middleton was the most northerly of the bomber stations you see. So we’d fly south, congregating around about Reading, around this area. Head over Beachy Head into France. And then nearly all our targets were Ruhr targets anyway so heading north you see. But this particular one was on Bochum which again is a Ruhr target of course. We’d flown over the North Sea, over the Hague and we got flak all the way. All the way from the coast right up to the target. Then suddenly there was no flak. Oh God. You know what that means don’t you? Fighters. And there was. We had five fighter attacks. One after the other. And the rear gunner actually hit a 109, a 110 rather. Twin engine one. And he was, he was credited with that as a kill. The mid-upper had seen you know had hit a ME109 but hadn’t — you know. It was only a possible. Nothing else. But then there was some guy got on the back of us and he really — well that’s it. He knocked out the rear turret. Badly wounded the rear gunner. And we went in to, I don’t know whether it was deliberate or accidental but the pilot put us into a steep dive and we were, you know virtually like that. And we were doing over three hundred miles an hour in a Lancaster which is a bit on the fast side actually. But we managed to pull out about two thousand feet and set course for, for Woodbridge near Ipswich. And so my job then was to find out what had happened to the rear gunner. So I went back and he was still conscious actually but he was [pause] he’d lost an eye and he had wounds, a badly wounded arm and chest but he had more important I didn’t realise at the time because his helmet was blood soaked and he had I think at the end the count was thirty shell splinters in his head actually. Anyway, I got him back to the rest bay and sort of did what I could for him but by that time we were getting closer to Woodbridge so I had to go back and sort of make sure the, because the fuel situation. I mean, after all that’s what the engineer’s main job was fuel management you see. And anyway we got back as far as Woodbridge but the skipper you know on the approach we’d been, we radioed in we had injured on board etcetera and we couldn’t get the tail down. It was sort of, you know sort of down like that and we had to more or less stall it in to get it, you know, to get down. Anyway, the ambulance came and took the rear gunner away to [pause] Ely I think it was. Ely Hospital. And when we went to inspect we found that the starboard fin and rudder was virtually gone and the starboard elevator just, just curled under like that. So how my, how that pilot had managed to pull out of that dive you know with virtually no elevator control at all. Anyway, that was it. So that was a really bad night and that was the, our ninth trip. We had a weeks’ leave and back again. And then it became the winter time had started. We were only flying about two. Two a month then. We did, just went on and on like that, we did a trip to Dortmund, Duisburg. You know. You name it we’d been there. You know, from, on the Ruhr Valley. And the Ruhr Valley was a pretty horrible place. Was, you know because there were so many flak guns etcetera. And if the guns weren’t there the fighters were. And ,and then it sort of went on until the 20th of February 1945. The night we took off on to Dortmund. We’d been there before and [pause] but we didn’t make it. About twenty miles short of the target we were, now the book says we were hit by flak but we were not. We were hit by an upward firing fighter. He hit us in the starboard wing and the bomb bay. Mind you we still had the bomb load on board. We had a four thousand pounder and twelve cans of incendiaries. And there would be about two hundred gallons I suppose in the mid tank still. And I’d my and I’d drained the wing tank. I don’t know if you realise it there’s three tanks in each wing on a Lancaster. The main one’s in board of, in the fuselage in the inboard engines and mid tank between the two engines and then the wing tip tank. And we had, originally we’d had about sixteen hundred gallons which was a normal load for the Ruhr. And anyway the mid tank was on fire. Burning furiously behind me because I [pause] I’d hoped we could put the fire out. Had it been in the engine bay the extinguishers might have worked but the tank we had on fire with that amount of petrol it was hopeless. And then the small fire had started in the bomb bay. Anyway, the skipper gave the order to bale out. And, and the, at that stage the bomb aimer was already in the compartment. He’d opened the hatch but instead of throwing it on to the bomb sight which he was supposed to have done he’d dropped it through the hole. And what happened? It jammed solid in the opening. At that stage the navigator pushed past me because that was [pause] and he was jumping on the, on the thing to try and free it. And at that stage the rear gunner called up saying he couldn’t get out of his turret because the doors, the doors had iced up. Now on some of these some were hinged and some were sliding and the idea was he used to push it like that. But he couldn’t open it because you know even a car door in the icy weather you can’t open it sometimes. Well, that had happened. Now fortunately, anyway I went back, I said I’d see if I could do anything. I went back. By the time I got there the navigator, the wireless op and the mid-upper had gone and the entrance door were swinging open. Things like that. Anyway, I went back to the turret but he’d already turned it around and fortunately for him I think he’d turned it with the flames because I think, we think what happened was the flames from the, the the fire in the wing tip had actually thawed the ice on the doors and he was able to open it. So he managed to open his doors and he went out backwards. Now, on our squadron the rear gunners had pilot type ‘chutes. On some they had an observer type which they kept inside the fuselage. On ours he had the pilot type ‘chute. Well, he went out but he got his foot caught so he was being trailed behind the aircraft. You know, with the flames sort of — not badly burned but sort of. And anyway he rolled over. Had to leave his boot behind. Not his foot. His boot. And he came down. Well, at that stage I’d gone back to the pilot and said, well I just, I’d already got my parachute on and I just sat on the hatch and I expected the pilot to follow me. And I don’t remember any more at all. And I woke up on the way down and there was seemingly bits of aircraft flying with me. You know. Like that. You know I was very comfortable. You know. Lying on my back there falling and [pause] I thought I’d better do something. I pulled the rip cord and suddenly there was this terrible jerk and it sort of shots up and shots up and eased on the shoulders there. I looked down and there was the cloud base and I was just about to drop through it. And I remembered ah that the Met man, he said the cloud base over the target would be eight thousand feet. So I thought oh I’ve got eight thousand feet to go. But I hadn’t. As I dropped through this cloud I saw this dark mass below. What’s that? And suddenly I was in a pine, a pine forest. And I just just went through the tree. Just clump, clump, clump. Just like that. And I don’t think I hit the ground any, any harder than that. So I undid my, you know unbuckled the parachute and took the Mae West off and tried to hide them and started to walk. But I’d been hit in the arm and I was, and the face. Not. Not seriously but it was bad enough to sort of be a bit a bloody as it were. But I was picked up within, within hours. And I’d hoped to get to you know to get up to Holland but I’d lost my escape aids on the way down and so I was struck. So I was in the village lock up for about two days I think. And that was a horrible time. It was damp. Cold. And then I started, my chest then started to really pack up and I was getting so breathless I was [pause] Anyway, after two days the guards came. ‘Raus Raus.’ And there was a truck outside and then there was my bomb aimer and the two gunners and a load of [stiffs?] as well mind you know. And we were taken then to Dortmund. To a Luftwaffe station at Dortmund. A night fighter station it was. And we were then in a, in a cellar there for a couple of weeks. So, at this stage I will have to pause again because —
CB: Right.
TI: I’m sorry about that
[recording paused]
CB: Ok. Right. So we’re just continuing from the night fighter station and what you did at the night fighter station.
TI: Well, at the night fighter station we were put in a cellar. Put in a cellar there with bunks. With very little facilities. There was no, no blankets and very little sort of in the way of bedding at all. But we were, there was quite a number there. There was the four of us actually. The two gunners and the, and the bomb aimer and myself. No sign of the pilot, navigator or the, or the wireless op. And we were there for a few days but I was, and there was an American colonel, a P47 pilot. A Thunderbolt pilot. He’d got very badly burned around his neck and all he had was a paper crepe bandage around there with all pus and stuff. And there was an American bombardier with a large chunk of flak in his buttocks mind so he was sort of face downwards you see and I at that stage I was just, I was really having difficulty breathing actually altogether. Anyway, they decided that there was about four or five of us who were not very well as it were. We should, they would transfer us then to Dulag Luft which was in Frankfurt. And so we were taken by truck and from, from Dortmund, from the, from the [pause] to Dortmund Station. And that is where the article in the book there was. Anyway, there was two guards with us and there’s, there would probably be about a half a dozen more. But two Americans very much in evidence with their uniforms etcetera. And we were there and suddenly an old guy, he’d be about fifty I suppose but by that he was very old by our standard who saw the Americans and he really went wild because he was shouting and screaming and you know by which time the crowd had sort of got attracted to this you see. And some of the guard pushed us into a corner and they put their, held their rifles in front of us and told, told them to go away. And it had got very very nasty actually because I think undoubtedly had the, had the guards not been there we would have been done over. As to how badly is another story. But anyway fortunately a train came in and their trains were not very frequent in Germany at that time and so everybody rushed to get on the train and we were put on this train to Frankfurt. And I think it took us about three days I think to get from Dortmund to Frankfurt because every time there was an air raid the train was stopped and go into a tunnel if there was a convenient tunnel and it just, so it went on you see. And I got to Dulag Luft and, ‘My name is Instone, my rank — ' You know. ‘3021416’ and I was put in solitary confinement. And I had nine days solitary confinement actually. Anyway, on the ninth day the doors had opened. I was taken there and this is the scene I will never ever forget because it was a small room about this size I suppose and there was a German officer. Immaculately dressed. Monocle. Sabre scar, cigarette holder. ‘Ah Good morning sergeant,’ he said, ‘And how are you this morning?’ [laughs] But on his desk was two rather thick orange covered booklets. One said, “419 Squadron” and the other said, “428 Squadron.” And of course my eyes went vrrr to the 419 ‘Ah sergeant. You’re 419 I see.’ He said, ‘There you are.’ He said, ‘There’s all the, there’s all the records,’ he said, ‘Tell me were you a Darlington or a Stockton man?’ Well, of course it was Darlington. Middleton St George is halfway between Darlington and Stockton. So you either went one or the other you see because the train was there. So I was a Stockton man. He said, ‘How’s sergeant — how’s Squadron Leader Black? How’s he getting on?’ He was, he was the squadron leader you know. He knew more or less everything. Oh, he said, ‘By the way,’ he said, ‘Do you go to the Oak Tree?’ Which was just up the road. Well, you know. Anyway, he said, ‘Your crew,’ he said, ‘Your pilot, La Blaney,’ and he went on. And — La Blaney. I said, ‘No. Not La Blaney.’ And I was a bit reluctant to say very much but his initials were LA Blaney but being a Canadian squadron it could have been like a French name like La Blaney you see. But anyway, but all the crew was just there. As indeed was me and crews of others. You know previous things. Anyway, it was eventually, he questioned me about various things which I either didn’t know or was unable to tell him anyway. And we parted. He said, ‘You’ll have a shower now.’ That was a first time I’d had a shower since I’d been down there, you know. Or a wash even. So, and then, we were then sent to a transit camp run by the Americans. Somewhere outside of Frankfurt. And then we were eventually, eventually we were in to cattle trucks. Loaded in cattle trucks. You’ve seen these people going to Belsen and stuff like that. Well, it was very much like that. About, it was supposed to be forty [arms?] and ten horses or something like that in these thing but we were actually packed literally packed to the gills. You could either stand or sit. It was one of those like that. And I think four days there. Between there and Nuremberg. We were allowed out to have a pee, whatever you know but that was all. I don’t think there was any food at all at that stage and when we eventually got to Nuremberg which was Stalag XIII-D. And the first person I saw was my wireless operator. Andy Kindret. And he was waiting at the gates and he’d been waiting at the gate for all the intakes and so we were, so then there was five of us together in Stalag XIII-D. Well, conditions weren’t good there because I think we had a a communal mess I think. Anything that was at seven thirty in the morning. I think it was a slice of rye bread and a bowl of gruel or something like that. And at 6 o’clock or thereabouts in the evening was the same. Same thing. And that was that was then. We did actually manage to get a Red Cross parcel there which was fantastic, you know. And we were not there very long. We could hear the guns from the, from, from the east. Or the west actually because the Americans were coming up. It was the American sector at that stage. And they decided to move us out so by this stage the amount of inmates in that compound was two thousand. So we then, we went, so we marched. Marched is [laughs] shuffled I think more than anything else. We advanced. We had no idea where we were going. We were just going south. Further into Bavaria actually. And we eventually found, got to Moosburg seventeen days later actually. It was nearly a hundred and fifty miles. Nearly. You know. And we got there to Stalag VII-A at Moosburg. And then it was so crowded. It was just almost impossible to move, you know. And there was, the only food we were getting was, because it was nearer the Swiss border we were getting Red Cross parcels through. So there was Red Cross parcels or parts of Red Cross parcels available and that. So we managed actually but we were there. We weren’t there very long. And on the Saturday night, this would be about a week before VE Day I think because we didn’t know about VE Day at that stage there was a pitched battle. Because apparently in the town of Moosburg was an SS garrison and the Americans were on the other side and the camp was used as a firing range as it were. And we spent the nights under the hut actually. But there was no, no captives. All the SS garrison were wiped out apparently. And then General Patton himself rolled into the camp. Into the camp in the Sunday, on the Sunday afternoon. Pearl handled revolvers and all, you know. And what, what did amaze me actually the American Red Cross staffed by girls was there with a bread making machine and a doughnut making machine [laughs] and the queue for [laughs] two miles. Well, I don’t I know how long it was. For a slice of bread and a doughnut. And that was it. But then the Americans started to shift the Americans out because there was two airfields quite close by there. There was Straubing or Regensburg. And they were being shipped out but we were there for about four days after, after the, we were released by then. And we were eventually taken to [pause] I think it was Straubing. That was the camp by the aerodrome. There had been Junkers 52s there. You know, the three engine ones there. And we were there for another three days on the airfield waiting to be picked up. And we were eventually picked up by, again by the Americans in Dakotas and taken to Juvencourt and spent the night in a American transit camp at Reims. Again, the memory that will live with me forever is that there was an open air cinema with Judy Garland in, ‘Meet Me in St Louis,” I think. On a white wall. And so that was — and the American dishes with about fourteen compartments of this that and the other [laughs] you know. And the next day again we went to Tangmere. Well, back to Juvencourt and by Lancaster to Tangmere. And then thence to, from there to Cosford. And that was really the end of the — I was there for another three or four days because I had a [pause] my chest had improved somewhat but not good. But they weren’t very happy about it and I was there for a few days while a medic, and a new uniform and stuff like that. And eventually went home to Blackburn. And then eventually I had about eight weeks leave I think and then back to — I was, back to [pause] I did a course which I thought was demeaning. A flight mech’s course at Melksham. You know. Because I’d already done a leader’s course and I knew more than what the, what the instructors were saying actually. But they were there. And I went then to Hawarden near Chester. I finished up there. And so I was demobbed from, from there in June ’47.
CB: So what did you do at Hawarden?
TI: I was sergeant in charge of mods. We were rebuilding. We were, they were doing Halifax 3s and 7s. Taking the bomb bay out and putting panniers in and flogging them to the South African. The South African government. We were also re-skinning Anson 19s. They were the VIP Ansons, you know. They had plywood wings. Wing covering and that sort of skin like that. And I was in charge of mods and stuff like that, so. It was not a very, it was a job I didn’t like at all. I wanted to get back on to obviously flying or even in something more technical you know. But they decided because of my state of health I suppose that was it. But I tried. I kept saying, ‘Well, can I get back?’ ‘No.’ ‘No.’ ‘No.’ ‘No.’ Anyway, I finished up with a small pension, but it [pause] That was it.
CB: So when in 1946 did you come out?
TI: ’47.
CB: ’47 I meant.
TI: June.
CB: June. Then what did you do?
TI: Well, the place I’d worked at before was no longer. Well, it was British Celanese then. It went on producing. And I worked for a local government for a while. But my health was bad. Blackburn was not the best of places to be in actually because I don’t know, I don’t know if you know much about the north of England but Blackburn was a mill town. And I think at one stage it had a hundred and seven mill chimneys belching forth black smoke and there was always an industrial haze over the, over the town. And if it wasn’t raining it was going to rain, you know. So, it was one of those places. And I was, I had a particularly bad spell and I went to see my, my doctor. Well, he was on, on holiday and his locum was an ex-Merchant Navy doctor I think. A fellow called [unclear] I’ll always remember this guy. He had sticking out hair and wire rimmed glasses, ‘What’s wrong with you then lad?’ I said, ‘My chest. I can hardly breathe.’ So he examined me, you know. He said, he said, ‘Lad,’ he said, ‘For Christ’s sake get out of this bloody place or it’ll kill you.’ He said, ‘Emigrate. Do anything but get out of this place because if you stay here you won’t be around much longer.’ So I literally took him at his word because at that stage my parents had moved down to Weymouth from Blackburn. My father again had a promotion in his job but had left me behind. And so I went down there. That was a good move and a bad move because it improved my health. My health improved considerably because of the southern climes you know and that sort of thing. And I worked for the local police. I worked for the police headquarters in Dorchester. I was in charge of all stores and uniforms. Things like that. Quite an important job really but as a civilian that was. And of course I had the advantage everybody liked me [laughs] And there, but after a while I got to the stage where I was getting nowhere. I’d got as high as I could you know from a money point of view. And I came to London. I had a girlfriend then. She was a nurse in London before, this was before Jenny of course. And I said to her, ‘Let’s go to Windsor. I’ve never been to Windsor before and I want to see the Air Force Memorial at Runnymede. Anyway, as it was we went to Windsor. I was quite amazed. And Runnymede I thought was marvellous, you know. But right next door to the Runnymede was — it was called Shoreditch Training College. Teacher Training College. And I had been doing a night school course in Dorchester on model engineering and such like that and the instructor had said, ‘Have you ever thought about going into teaching?’ I said, ‘No. I’m much too old now,’ you know, because I was in my thirties by this stage you see. He said, ‘I think you’d be alright.’ So I said, ‘Where did you train?’ He said, ‘Oh, I trained at Shoreditch.’ But Shoreditch at that time was in Shoreditch, London you see. But after the war they’d moved out to Cooper’s Hill, you know which was next door to the Runnymede. So I applied and got there. I did three years. Very enjoyable. And qualified as a technology teacher which I continued to do until I was, I retired in 1990 when I was sixty five. In the meantime I met Jennifer of course and the rest is history there. And, but I retired from the school I was at in [pause] well they said, ‘But we’d like you to carry on for a bit,’ so I did another three years part time because you can’t do too much otherwise it affects your pension. And I finished there and the local grammar school said, ‘Can you help us out?’ So I did then another five years part time. So all in all by the time I got to seventy two they said, ‘Well, I’m sorry. But the, we don’t think the insurance company is going to cover you anymore.’ And a, and a friend of mine who I’d worked with before his technician had an accident with a circular saw you see. And he said, ‘I’m desperate. I’m desperate. Can you help me out?’ So I worked there until I was eighty two [laughs] but I didn’t — after that I said, ‘No more. That’s it.’
CB: Fantastic.
TI: That’s it.
CB: That’s very good. Thank you.
TI: I think we’ve got to show you something else now haven’t we?
CB: Just, can I just ask a couple of questions?
TI: Yeah.
CB: One of the interesting things that’s difficult to broach and talk about is how crew members came and went. Now, some people were wounded so they had to go elsewhere. But others because of their mental state. And you said that the bomb aimer didn’t come from the OTU. What had happened to him?
TI: I don’t know. I really don’t. I never. I didn’t find out at all. It was a closed shop as far as I was concerned. We picked up a second tour man actually at, at Dishforth and we remained. He’d, well I don’t know whether he’s still alive but we were in contact until quite recently weren’t we? Mark and I went over to Canada to stay with him for a while. And he’d been over to us. He and his wife. His wife died. His wife died some years ago. But I think the last we heard he couldn’t manage himself. He was in pain at the hospital. But we’ve, in spite of everything I’ve not heard nothing more so if he’s still alive I don’t know but he’s older than me. He’s about three or four years older than me anyway so he’d be well in to his nineties anyway. Other than that now the rear gunner — excuse me I must go to the [unclear] again. I’m not doing very well.
CB: You’re doing fine.
[recording paused]
TI: The rear gunner.
CB: Right. We’re restarting after a short break. Rear gunner.
TI: The rear gunner who had been badly wounded over Bochum on the 4th of November ’44 came to the squadron two days before our final trip. He’d, he’d been awarded the DFM. DFM. He had an eye patch but he was on his way back to Canada but he [pause] so we had a night out as you can imagine. In Stockton. But anyway he was a very — he went back to Canada. He survived the war but he died in a car, a motorbike, a motorcar accident in America in the 60’s I think. Was it, Mark? We found out because he had, he wanted me to go over to Canada because I was one who got him out the turret. He felt he owed me something. He wanted me to go to Canada and get me a job there but with the RAF and my health it was no go. By the time I thought about it he’d gone off the radar as it were. But he’d the last I heard from him he was going into hospital to have these sort of splinters done.
CB: What was his name?
TI: Lanctot. Donald Lanctot. And — but he, he went to the States as a surveyor or something wasn’t it, or a [pause] He’d got some qualification anyway.
CB: Ok.
TI: And he married an American I think. Was it in Malibu? In Malibu I think. Malibu.
CB: It can’t be bad.
TI: Can’t be bad. But he died in a auto accident in the ‘60s.
CB: Sad. What about the other? Because you got through gunners. Several.
TI: Well, we lost, I lost contact with the two gunners. I was in contact with Andy Kindret because Andy was, we were buddies. We shared a room at Middleton and he was with me constantly throughout the march and in fact I said if it wasn’t, if it hadn’t have been for Andy I don’t think I would have made it anyway, you know. But he looked after me and he was a great help. But of course he lived in, just outside Winnipeg and he took a, he got married and had children and he was a commercial, a commercial artist first of all. And, and he worked for Canadian Television on set design and stuff like that.
CB: Ok.
TI: And retired. He was about six months older than me actually. But he died just shortly after he retired. But he’d just, he was just finishing — the last letter I got from him to say, “I’ve just finished a painting of our Lancaster.”
CB: Right. Brilliant.
TI: “And when I’ve done that I’ll send you a copy.”
CB: Right.
TI: He never did actually because he died. I got a letter from his son, you know because his son had sent all his effects to Nanton Air Museum.
CB: Right.
TI: Again near Winnipeg. And again it was Mark that found the information.
CB: Let’s just quickly. Your son Mark. What were you going to say?
MI: I was just going to highlight he is particularly interested in the gunner who went absent without leave at Dishforth.
TI: Oh yeah. Yeah.
MI: And also Kenny Shields.
TI: Oh yes. That’s right. Yes. I’d forgotten about that.
CB: So the one who went absent without leave. What happened there?
TI: He was sent to Sheffield.
CB: Yeah. Prison.
TI: Which was an Aircrew Detention Centre. And he came back but the skipper wouldn’t have him. He said, ‘I can’t rely on you. I can’t rely on you because if you go away. Got to be absolute.’ I mean, and then Ray Altham came in. He was one of the guys around Dishforth you see. So, Lanctot was the rear gunner and Ray Altham was the mid-upper. But when Lanctot, Don Lanctot was, you know, lost the eye etcetera we had to have another. So, Ray Altham opted to go in the rear turret and we got another guy called Kenny Shields. He was actually a wireless operator rear gunner but he was a very, he wanted to fly with us anyway and did. He was killed in a road accident. He was a Canadian but he had relatives in, I think it was Wigan. If it wasn’t Wigan it was one of those mill towns anyway. And at Christmas, we were on leave that particular Christmas and he’d had too much to drink and not being aware of driving on the left, you know. He stepped in front of a bus and that was the end of that. And he was buried at [pause] he was buried at Harrogate. In the Stonegate Cemetery there. And then we got this guy called Nozzolillo. Lou Nozzolillo. And he was first, first Italian descent. First generation Canada. And a good guy. Very. But you know but apparently he did very well in government because he lived in Canberra — not Canberra. Ottawa. And something to do in government. Quite high up. But I’d no real connection with him at all. It was Phil. Phil Owen and Andy. Andy Kindret first of all. Phil Owen came over. And we were, we were buddies then actually. But —
CB: So the crew was all Canadian except you.
TI: Right. That’s right.
CB: And all sergeants except the pilot.
TI: No. No. No. The pilot was a flying officer. As was the bomb aimer.
CB: Right.
TI: He was a flying officer. He was a second tour man actually.
CB: Right. So how did the crew gel?
TI: We did. Absolutely. And that was, that was what, it was the — I couldn’t have wished for a better crew. I would have flown anywhere with them, you know. I had tremendous admiration for my pilot you know, and you know we had a very [pause] you know, and got on very well. And I’ve been asked before but being Canadians there was no bullshit if you understand what I mean. There was very much, it was Christian names all the way down the line as it were. And I mean obviously there was, if there was a ceremonial parade it would have been different but I mean in the air and on the ground it was first names and that sort of thing. And we looked after one another as, as a crew. As a bomber crew particularly you’ve got to look after one another. You know, you do your job in your, in your area and that’s it. And that’s it. But being an engineer I found it suited me great because Lancasters, I went from training on Lanc err Halifax 3s which was the radial engine one which incidentally I’ve never flown in on to Lancaster 10s. So I knew nothing about the Lancaster so I had to learn it very quickly from Dishforth or from the squadron itself at Middleton. And we found the, the Lancaster totally different from the Halifax 2s. It was so manoeuvrable and light. You know. It was. Whereas the Halifax was a bit — on the Merlins I think the 3s and 7s were very good. But the 2s and 5s were with the Merlin engines were not. Very heavy. Very. And on the stalling oh terrible when they stalled. You know, it was a real judder etcetera etcetera. But the Lancaster was a very kind aircraft. It was a pilot’s aircraft I think, you know. And being a flight engineer we sat up front. We had, only had a canvas seat actually. I mean had we been, had we, we sort of had to assist the pilot on take-off and landings obviously and things like that. Well, our main job was to monitor you know the temperatures, pressures of all the, all the instruments and stuff like that. And calculate the fuel because as I say we started off with about sixteen hundred gallons and I think we had six little [pause] you know, gauges. So you couldn’t tell within probably a hundred gallons how many you had in the tank. So you had to work out. We knew exactly. We had a chart anyway but certain revs and certain boosts etcetera we would be using around about fifty gallons per hour per engine, you know. That sort of thing. And depend on if there was a headwind or something like that. But whatever. So we calculated the fuel so we knew more or less what was in the, in each of the tanks. And of course we had to, manually we had to sort of operate. So on take-off we always took off on the main tanks. That was inboard and over the target always on main tanks because you couldn’t be, you know mucking about sort of changing cocks. But on the way out I would drain the mid, the tip tanks and then on the way back we’d sort of juggle it until such time when we were coming in to land we were on main tanks and there. Because as you probably know it was a court martial offence if you landed with less than thirty miles, thirty hours, thirty minutes flying time. Unless it was an emergency mind. So —
CB: So when you talked about your role when sitting next to the pilot how did you — what were you actually doing with the throttles and how was the pilot communicating with you on take-off and landing?
TI: Well, the pilot had the, he had the, you probably know the outer throttles had a — were curled at the top. So the pilot would take them in his right hand and I, as an engineer would push up the, the others behind him you see. So he would actually manoeuvre the aircraft partially by the, by the throttle settings, you see. And it was my job on take-off to be through the gate you know. That was it. Three thousand and up if you were lucky you know. And then after, after then it would be after three minutes he would fly on full power for three minutes. Then you’d throttle back and start your, start your climb etcetera.
CB: So what, what would be the revs that you climbed at?
TI: Well, it would be three thousand initially but then —
CB: Yeah. But then what?
TI: Then we would drop to about twenty six hundred.
CB: And then cruising when you were straight and level.
TI: Well, more or less two six.
CB: Ok.
TI: We were flying out about a hundred and eighty and you’d come back at two twenty. That was the, that was the sort of average speeds for the — dependant on the winds as you know but it would be on an average and we, and we would get approximately one mile per gallon out of a Lancaster.
CB: Right. So you’re going out at one eighty knots.
TI: Yeah.
CB: And there was a reason for that.
TI: Well, I think because you kept, you kept the engines, you kept the revs down to about two six you see and of course you had variable pitch so, so we had to do the prop settings as well you see. There was the —
CB: As an engineer.
TI: As an engineer. And so it was. You had to do your log every twenty minutes anyway to work out your fuel. You know. So it was, you were fairly well occupied, but you had, you could move about the aircraft if you wanted to because everyone else was stationery. You know. They were stuck. But I could go to the bombsight. The idea was bomb aimer used to sit with the navigator. He would look at the H2S and the navigator was the Gee. The Gee one. Well, there was one actually when there was a navigational error which I think was, it wasn’t very funny at the time but as I, and I can’t remember what time it was but I know it was a Ruhr target and I know we flew over Mönchengladbach which was a German artillery school mind [laughs] Anyway, we were due as a second wave on this particular target and when we were, when the first wave was going in the navigator said, ‘Jesus Christ,’ he said, ‘I’m on the wrong chain.’ And we were fifty miles south of track. So we pressed on [laughs] in the better position and of course by the time we got to the target every other bugger had gone home.
CB: When you said, ‘On the wrong chain,’ you’re talking about GH.
GH. Yeah.
CB: And he was on the wrong chain of GH.
TI: That’s right.
CB: The navigation aid.
TI: That’s right.
CB: Yeah.
TI: And I think every flak gun in and around the area opened up. I’ve never seen so much flak in my life. I really haven’t. You could, you could smell it even. When you could smell, when you could smell cordite it’s bad. Well, anyway we got apparently untouched. We got back thinking oh heroes. But no. We got three. Three cross countries to improve navigating [laughs] Anyway, anyway we had [cough] I’ve got a frog in my throat. To follow up on that the ground crew couldn’t get the starboard inner started on the following morning. It wasn’t going. Anyway, the inspection they saw a small hole on just the leading edge. Now as you probably know there’s all the pipes, all the plumbing’s on just behind the leading edge and a piece of flak had actually penetrated the outer skin and flattened the fuel line. But it, while we were in the air I suppose the booster pumps in the tank and the you know the suction of the, in the engine itself had managed to draw fuel. So we had suffered those sort of engine problems but it wouldn’t start. So they had to cut that bit out and put a new bit in actually. But that was, you know surprising, you know.
CB: Amazing. Going back to the fateful incident where you were shot down was the — you said it was a German fighter underneath. Who saw that?
TI: Nobody.
CB: Right.
TI: That was the whole point. You see, the rear gunner said it was two bumps. Two. Two flak. Two bursts of flak. I knew it wasn’t flak because all it was was bump bump. That’s all there was. Just two shells hit us actually and immediately the wing tank burst into flames. And yet its gone all the way through. In Chorley we were shot down by flak but we weren’t. If you read that article there the guy that found us that shot us actually he’d actually scored a hundred and — a hundred and twenty two kills in his career of which —
CB: A German you’re talking about.
TI: Yeah. Of which a hundred and twelve were four engine bombers. And we managed, a friend of ours in Canada had actually had researched it and he found the name of the pilot that actually shot us, shot us down because he shot two down that night. We were, there was one earlier on and then we were the second and he went to return to base. But he, like our rear gunner was killed in an auto accident in the 60s.
CB: Was he really?
TI: He was from a well to do family in wine apparently and admitted in one of the wine in France as a —
CB: At the time you were shot down were you aware of the German Schräge Musik system?
TI: No. We hadn’t. But it was, you see the one I’m talking about over Bochum was that the Wild Boar as they called it was a free for all but in the latter stages the, it was the Schräge Musik actually.
CB: Right. Ok. Now, another question’s to do with when you were a prisoner of war. So, at the end then there was the Long March. So could you tell us about that? How did that come about? And what happened?
TI: Well, it wasn’t. Ours was the short march. As against their —one incident which I failed to tell you about this. On the march. I think three days after Nuremberg we were straggling along the road in between pine trees. It was a narrow, well, a good road but narrow and a deep ditch either side with pine trees either side and there were three Focke Wulfs came over. Three Focke Wulf 190s came over. Followed by three P47s. The Thunderbolts. Oh we were all, all fired up about getting, you know getting the, giving that Focke Wulf what for. But the next thing we saw was the three, three P47s nose down strafing the column. So we were strafed by the Americans. But they broke off. They must have realised. They killed fourteen of the, in the, in there but it was a horrible situation that was. You could feel the bullets, you know. I know we were on the road one minute and the next minute we were in the ditch. I mean I think all the living records were broken [laughs]
CB: And not everybody was killed presumably.
TI: No. No. There was —
CB: Of the people who were hit.
TI: No. It was fourteen. Fourteen were killed.
CB: Killed. And then wounded as well or not?
TI: Yes.
CB: Others.
TI: They broke off and after that a lone Spitfire used to come over every day and waggle his wings to say we know you’re there actually. And then so it was not a pleasant march because the weather was pretty awful at the start. Cold and wet. And you were sleeping anywhere. Outside. Under the hedge. Anywhere that was sort of going. And food was virtually non-existent. And then it improved tremendously as we got further south. So the weather became again almost, almost pleasant you know because it was, I mean one of the nicest nights we had was in the cattle shed. Literally with the cows. And it was warm and dry. Well, nearly dry anyway [laughs] And so it was, it [pause] it was an experience anyway but —
CB: So how many days was the march running?
TI: Seventeen days I think. I think it was seventeen.
CB: And at the other end what happened?
TI: Well, we just in, just all in one compound. A huge compound with lots and lots of people. I think at the end of the war — we actually did visit the camp later. Years later. Was it fifty eight thousand in the, in there?
JI: Eighty. Eighty.
TI: Eighty. There was eighty thousand POWs in Moosburg.
CB: Mainly army were they?
TI: Anybody and, anybody and everybody. It had been. We went there and I must have been I’m sorry about that —
CB: It’s ok. We’ll just stop.
[recording paused]
CB: Restart. Ok. Good. Fire away. What have you got there? “The Final Touchdown.” So what’s that story?
TI: That’s the —
CB: This is a newspaper story.
TI: The one. It was in 2014. That was before Vera. We were due to take a piece of Lancaster. Now, I think Mark ought to come into this because he’s the one that did all the work.
CB: Ok. Let’s just pause a mo. We’re now talking about when the Australian — the new, the Canadian Lancaster Vera came over to Middleton St George and you were there.
TI: This was before.
CB: Yes.
TI: This was before.
JI: Yeah. I think, I think you’re at cross purposes. But there is a story. He’ll tell you.
CB: Ok.
JI: Get it in context.
CB: Right. Go on then Stan. Then Mark.
JI: Quite an interesting one really.
CB: Go on Stan.
TI: Well, it was Mark actually that discovered a German Archaeological Society were looking for some wreckage of — I believe a Halifax wasn’t it? In the Dortmund area. Not having any luck at all. Quite how he got on to them I don’t know but he did and he contacted, he said, ‘Well, I know my dad’s Lancaster blew up around that area in February ’45.’ And so they did [pause] it was a village called Sprockhövel. About twenty miles from Dortmund roughly. I don’t know. And anyway they, they tried excavation and things like that without very much success and they contacted the local farmer who at that time was a six year old. At the time of the shooting down was six years old and his uncle owned the farm and he’d since then inherited it. And apparently he said, ‘Well, I’ve no idea he said but I’ve got an idea that there was. My uncle used a lot of aluminium pieces to repair chicken coops and stuff like that. I’m not all together sure but I think there’s a couple of bits down in the cellar.’ So they went down in the cellar and sure enough there was two pieces of aluminium and on one piece apparently there was a serial number and they could actually, I think again through Mark’s expertise of whatever that they were able to trace it back to Victory aircraft in Canada with the serial number of KB804. And so I was — so they invited us over. And I must say I was very reluctant to go to Germany because having dropped bombs on them I wasn’t too sure what the reception was. But I was totally amazed because they — Sprockhövel is as I say twenty miles south of Dortmund and the nearest railway station is Bochum. And Bochum was the one where we had that nasty incident. But we were met by Karl and his, met by Karl on Bochum station, taken to Sprockhövel and we were given a reception. Mark and his wife went and Jenny and I went and we had a remarkable reception. You know. We were feted and, you know. And then in the town centre at their museum they’d got the, and they had a picture of, of that one. The small one, you know. Which you can get through there anyway. And all the crew and things like that. And they’d this piece of metal. KB804 you see. Quite a thing. Anyway, they arranged newspaper things. The Burgermeister of the town came and a television crew from Dortmund came. So we were feted weren’t we actually? And that was it. And we, you know came away. And a few days later the family came over with a chunk of Lancaster. Would you like to see it?
CB: Absolutely. Yes.
TI: I’ll get it.
CB: Right.
JI: Where is it?
TI: In the garage.
CB: We’ll stop for a mo.
[recording paused]
CB: Stan’s been to the garage so we’re now looking at the piece of metal from his Lancaster that was brought back to the UK by the German family.
TI: Sixty nine years after the —
CB: Sixty nine years after this.
TI: Event.
CB: And you were supposed to take this up to Middleton for the reunion.
TI: Well, Mark took it up.
CB: Mark took it up.
TI: I was in hospital.
CB: Oh right.
TI: I had pneumonia.
CB: Yeah.
TI: Mark took it up but to me it means a lot actually.
Other: Yeah. Absolutely.
CB: Extraordinary.
TI: And so —
CB: So this is a good six feet long and a foot wide.
TI: Yeah. But I was and the point is that I was very proud to be a member of Bomber Command but, but having with my experience of Dortmund, particularly Dortmund station. Having travelled through the streets of Dortmund and seeing the terrible devastation and the chap who’d lost his family to the American bombing etcetera I did feel some remorse as it were you know so — and since then on our subsequent visits to Moosburg, Nuremberg and to Sprockhövel in Germany I found the German people so much nicer than I ever thought they were. You know. And you know I I you know I’ve got a certain amount of regret for dropping bombs on them because at eighteen, twenty thousand feet dropping bombs it’s so impersonal. On the ground you see the devastation. It sort of hits you a bit. And so you know I’ve got a certain amount of remorse as far as of that. I was, I did my job. And I’m glad I did my job but it's the but again isn’t it? How I feel about it.
CB: So, as a crew what was your attitude in terms of going on raids?
TI: Well, we wanted to. It was, well we wanted to do thirty trips and finish. Finish a tour. That was, that was the point. You started off. You volunteered for it and that was your job. It was a job. Nothing more than that. And yes you were worried. You hoped you were going to make it but you always hoped it was going to be somebody else, you know. And that was the point. And I think the navigator in the latter stages had started to feel the effect actually. And I think that was when the muck up of the, you know the navigational south of track etcetera. And he became, he got very, of course the navigator was probably in the worst position of all because he was curtained off behind the pilot you see so he never saw the outside unless he wanted to poke his head behind the curtain. And so he was not aware of the flashes and the bangs and stuff like that you see and I know that if there was any sort of near, ‘What’s that?’ you know. That sort of thing. I think we were finding that he was getting a little a bit, a bit flakey as it were, you know. But we, he was a good navigator as far as I was concerned and I would never have anything said against him or that. But there it is.
CB: Did you ever try to get a reunion of all the crew after the war?
TI: No. Well, I would have liked to have done but we were never, we never were in a position to sort of afford the trip.
CB: It would have been a bit expensive wouldn’t it? Yeah.
TI: And of course they were well spread, you see. There was two in Winnipeg. The two, the wireless op and the rear gunner were Winnipeg. Or near Winnipeg. The pilot, well he was dead of course but New Brunswick on the eastern side. The two, the tail gunner Lanctot and the navigator were Montreal and Lou Nozzolillo was originally Toronto you see. But so they were so spread that it was very difficult.
CB: So they didn’t get together either.
TI: No.
CB: No. Ok.
TI: And, you know I think probably Andy and, and Ray they may have.
CB: Because they were close.
TI: They were relatively close but that was all.
CB: Now, we’ve covered a lot of things and in, in that conversation that’s prompted Vic to think of something. He wants to ask you a question.
Other: When we first started you told us about what it was like to come back. And I don’t think on the record that we actually talked about that. But I mean thinking about different times, different situations these days if somebody that went through something like you went through on a daily basis apparently or near daily basis would be, would be given all sorts of support. But I gather that when you came back —
TI: No. There was nothing.
Other: Would you like to talk about that? And can I put this down on the floor?
TI: You just, you just resumed. You know. My mates were getting demobbed at that time. All the ex-ATC people were getting demobbed at the same time so we formed that. That was our support. But there was no support as far as no counselling. No nothing.
Other: No.
TI: You just got back into the bosom of your family and that was it, you know.
Other: Yeah.
TI: But I found it awful. I did find it awful. I wanted to go back into the air force. I really did because I found Civvy Street dreadful after the air force, you know.
Other: What sort of period are we talking about here in terms of finishing? Well, of course you were still in the RAF weren’t you after —
TI: Yeah. That’s right.
Other: But what about when you were just coming back. What? That’s what I had interpreted.
TI: Well —
Other: When you first —
TI: That was the difficult part because as I say we had eight weeks leave actually from returning from Germany to going back. I was then posted to Melksham which was a camp that had been closed down but they’d reopened it because they didn’t know what to do with redundant aircrew. That was the top and bottom of it. I mean some were lucky enough to sort of still be clearing bomb dumps and stuff like that. And a few were just sort of dropped back on to Training Command or something like that. But the majority of us we were nobody. And especially being, you know with the Canadian Air Force we’d no, we’d nowhere in the RAF at all you see. We had, I mean all I ever did on training. Training establishments as far as the RAF was concerned so I’d nobody. And it was very very difficult feeling. I mean alright I got on, on the course at Melksham. I made friends and stuff like that. And eventually posted to Hawarden. I made friends there and I was quite, quite happy in as much as I would have been far happier had I have been able to fly. Fly again you see. But I was just sort of seeing out my time really because you know my having —my health was gradually improving and you know it was [pause] that was it. But as a [pause] there was nothing if you understand me. You just sort of carried on and did what you could, you see.
Other: Yeah.
TI: And jobs were not easy to get actually because you know especially with the factory I had worked at had closed. Had closed down as far as I was concerned and so I got the job in sort of local government and not that I liked that very much but it was you know it was a job you know.
Other: On a similar theme do you want to say anything about your — I think Kindret was your buddy was he?
TI: Kindret. Yeah.
Other: Yeah. Do you want to tell us about anything, you know? What the support was between the two of you because I think you said something like you didn’t think you’d have got through it if it hadn’t been for him.
TI: Well, at Middleton St George when we — when we went to Middleton St George first of all we were in Nissen huts just outside. Quite close to the Oak Tree in fact. I don’t know. Chris knows. Probably knows where the Oak Tree is but —
CB: Yeah.
TI: But then as crew were shot down or finished their tour or whatever then we moved in. Of course the officers then moved into the officer’s mess and the sergeants into the sergeant’s mess and that was just inside the main gate. And 428 was one side and 419 was the other. Well, Andy and I were fortunate to share a room on the top floor of this, of the mess. And, and we had a great relationship. I mean, you know we had similar interests and things like that. He was, his parents were Ukraine actually and they moved to Canada. He’d been born in Canada so he was first generation there. But he used to write home in Russian. That sort of thing. So, but he was a great, a great artist because I always regret he did a crayon sketch of a Lancaster while we were on the squadron and he gave it to me. And of course in the ensuing moves between families and things like that it’s got lost, you know. So it was something that I do regret. But — and we used to go to Stockton together. He had a girlfriend and I had a girlfriend and that sort of thing, you know. And he had intended getting married to a girl in Stockton actually but when we got shot down that was, well it wasn’t the end of that as far as he was concerned but when we got back to England and he got kitted out again he went up to Stockton to see the girl with the intention of actually getting married but there was a sailor. They, they were of the opinion that we’d been killed you see and so she’d moved on. Moved on to the Navy [laughs] rather than the air force. And so he came to visit me in in Blackburn. I was still with my parent’s house at Blackburn then. And we had one hell of a time before he went back to Canada. And that was really the last time I saw him actually. Although we wrote. We wrote regularly, you know but as we got older you know it got to be a post, you know a letter and then a postcard and that sort of thing. But we were in contact right up to the end as it were. But he did support me. Particularly on, on the march with the, you know because my chest was bad and you know and things like that. And I really quite honestly I wanted to give up. I got to that stage I couldn’t really take much more. He was the one that prompted me, ‘Come on.’ You know. That sort of thing. And it was — so I owe a lot to him. I owe a lot to the crew. To the pilot. To him particularly and, and to Phil the bomb aimer. We’ve been friendly for years and that sort of thing and it’s a great loss to me when the crew, the breaking up of the crew itself.
CB: It was the family.
TI: A family. Absolutely. Yeah.
CB: Yeah. At the end of a raid you returned with the aircraft normally undamaged you said. So what did the crew then?
TI: Well, there’d be a debriefing of course.
CB: Ok.
TI: And then —
CB: And how did that go?
TI: You would, you know, they would do then you would have your meal and go to bed. And that was the end of that. And the following day you would, you’d find out whether you were on. If the battle order had been put up. If not you would push off in to the town or somewhere like that because Middleton was a good station but there was no facilities whatsoever. No cinema. No bar or anything. Oh there was a bar in the officer’s mess. And there was nothing in the sergeant’s mess. All there was was a billiard table. That was all. So, if you wanted entertainment you went elsewhere you see. And it was, as I say it was on the the railway station. The train went one way. Stockton one way. Darlington the other. So it was either or, you see. I got to Stockton. That was my first time there and you know I got established. Got a girlfriend there. Not, not serious, you know. It was more interesting [unclear] there. But it was alright. Then to the local dance hall. La Maison de Dance it was. What a name [laughs] La Maison de Dance. At the end of Yarm Lane. But it was, you know it was entertainment as it were because you you never knew, you know when, where, were you, whether you were going to make it or not you know. That was, it was always at the back of your mind. And I remember that night at the, on Bochum the rear gunner was he was very lively. He was a great one for the girls mind but he was very lively. That particular night he was very very quiet. Very, you know shut in on himself as it were. Totally out of character. Whether, whether some symptons had told him that he was going to get it that night I don’t know. But equally the, on our last last trip, our last trip as it were I had misgivings as well you know. There was something. I didn’t think I would. I never thought I would make it quite frankly.
JI: No.
TI: And I always thought with the amount of sort of, of crews being written off and that sort of thing I didn’t think I would make it actually. I think while I was there, there was only one crew finished the tour.
Other: When you say you had misgivings. Did you have misgivings every time you went?
TI: No.
Other: No.
TI: No.
Other: So —
TI: I mean you —
Other: So it was something quite unusual.
TI: You were, you were worried. That’s not to say you weren’t worried. You really were worried you know.
Other: Yeah.
TI: But it was you got to the stage well if it’s going to happen to us. If it happens to us it happens to us you know and there’s nothing you can do about it. You know. It was —
Other: So you learned to live with a lot of anxiety really.
TI: That’s right. Yeah.
Other: Yeah. When you say you came back and you went to bed. I mean what was sleep like?
TI: You were usually so tired out you know.
Other: So you were exhausted really.
TI: Exhausted. Yeah. Because you were, you were in the air for between six to eight hours and then you went you’d had your, the briefing beforehand. Then you had your debriefing afterwards it would be most of a day you see.
Other: Yeah.
TI: Or a day and a night actually. And I suppose most of our, most of our — I only did two daylights. All the others were night trips you see. So you were getting back 5 to 6 o’clock in the morning sometimes you see. And then of course you were just crashing out. And then all you did was wake up around about lunchtime. Go in to the section to see if there was a battle order up and If you were not on that you sort of, ‘Right.’ So, we said, ‘Skipper?’ ‘Ok.’ That’s it. There was virtually no discipline in the sense that you had to be there. You — if it was ok with the skipper that was ok. And that was, that was it. As much as that. And we had leave every six weeks which was a great thing actually. And on two occasions two of the crew, you know the crew came — the navigator came with me and and the wireless operator, you know. So they came with me for a weeks’ leave in Blackburn of all places [laughs] So, but it was [pause] it was something I wouldn’t have missed if you understand what I mean. It was —
CB: Absolutely.
TI: To me it was every, when I’d got a crew I was really somebody. You know. I felt I was somebody. You know. And we did our job to the best of our abilities but what, as I say what really turned me off was at the end of the war from being a somebody you became a nobody. And that was what really really hurt. It really hurt actually because we were just ignored. That’s absolutely. And I said that the public generally went a bit anti aircrew you see. Especially Dresden. After Dresden of course you know. And, you know, and so that’s why I didn’t bother sending for medals. I didn’t want anything to do with it at all. But it was Mark that actually said, ‘You ought to send for your medals.’ And he did. And of course since then he’s made sure that you know I’ve got as much information as I have done. Other than that, left to myself I wouldn’t have bothered at all.
Other: Were you on the Dresden raid?
TI: No.
Other: No.
TI: I was shot down a week after.
Other: Right.
TI: I would have been. We were on leave. We were on leave. That’s right. On the Dresden raid. We were on leave. Then straight back and shot down.
CB: So, just on this context of when you left the RAF you were very unhappy with the arrangements. You came back from being a prisoner of war. You didn’t have any link with the crew because they’d already gone to other places anyway.
TI: That’s right.
CB: So you didn’t want to take up your documents. That would be your logbook and other things. Did you have anything that you recovered?
TI: Well, in the sense that they sent some things home, you know. To my parent’s home. Yes. But nothing. Nothing really. Just general things you know.
CB: Right.
TI: And no I didn’t and I was sorry that I didn’t get the log. I’m sorry I didn’t get the logbook. But you know. One of those things, you know. And that they said they destroyed it as well. Mark did actually write to Gloucester.
CB: Yeah.
TI: And they said no. They were destroyed and that sort of thing.
CB: So what prompted Mark, your son, to look into your experiences?
TI: He became very interested in medals. Even as quite a young child actually. And he got to [unclear] he knew that I’d been in the RAF you see and he sort of started to of course at that time you could pick up the ’39 ’45 in any junk shop for pennies as it were you see. And I think he started collected. But he was more interested in not the medal themselves but the sort of the story behind the medal you see. And he’s got a fair collection actually on that. And it was through that that he sort of I suppose gee’d me up and said you’d better to do something about it, you know. I’m glad he did because you know otherwise I — and more recently I was, I’d been given the Legion d’honneur of course.
CB: You have. Good.
TI: By the, by the French.
CB: Yeah.
TI: Government. Just for, you know for my small part in the liberation of France etcetera you see. So I feel, another thing I feel very strongly about of course is that they stopped issuing the Aircrew Europe medal after D-Day. So anybody that flew after D-Day was not entitled to the Aircrew Europe. You were just entitled to the France and Germany Star. Whilst I think the guys that were on the D-Day landings more than deserved the France and Germany Star believe me but to bracket us all. Alright, Mark. I’m off [laughs] To bracket us all with the France and Germany star was you know. There’s been some atonement by the fact we have now a clasp for Bomber Command on the ’39 ’45 Star but that’s all. You know.
CB: When did you receive your clasp?
TI: A couple of years ago wasn’t it? About. Sort of like that.
MI: One of the first.
CB: And for your Legion of Honour. Where did you go for that?
TI: Didn’t. Came with the postman.
CB: Oh right.
TI: Came in a box. I didn’t want, I didn’t want the fuss and bother.
CB: Ok.
TI: Being kissed on the cheek.
CB: Any more?
Other: One more.
CB: Yeah. From Vic now. Vic asking another question.
Other: Going back to the Dresden business and the impact that has had. I think you were suggesting from the public on the aircrews. Can you tell me something about how that evolved for you? I mean I’m thinking that there was a Dresden raid. I don’t know anything about how information came around. Like on the BBC and things like that.
TI: What did, what did surprise me I knew nothing about it in — I was on leave I think when the Dresden raid was on. I saw nothing in the newspapers or anything like that at that time. I think there must have been on the radio there was a raid on Dresden. It didn’t make any impact on me. I was shot down a week later in Germany but there was never any mention in Germany of Dresden. And I thought there might have been. There might have been some repercussions etcetera towards aircrew but there wasn’t which was rather surprising in itself. But it was the general public that sort of had gone on and of course —
CB: In Britain you mean.
TI: In Britain. That sort of took and Churchill had turned his back on aircrew you know. He just ignored us then. And he was, he’d been forced you know with Stalin etcetera. He agreed. I don’t think Harris wanted to bomb Dresden. I don’t think so. But it was Churchill’s, you know that sort of the role was supporting the Americans and you know for the Russians because Dresden was, it was the largest garrison town anywhere in Germany and it also was a rail, a rail network as well to the east and things like that. It was a very important town was Dresden. But it was unfortunate that they, they bombed it to, you know, almost to destruction.
CB: Well it was actually in the context of the overall bombing.
TI: That’s right.
CB: It wasn’t unusual in terms of other cities having been bombed to destruction. It was just a more.
TI: I know but I mean I think —
CB: A sensitive topic at the end of the war.
TI: Yeah. It was. Very. It was a bit over the top really. It was a thousand bombers and the Americans as well. But also what annoyed me was the British have been, have been given stick for the Dresden raid yet there’s no mention of any American involvement.
CB: No. It’s really interesting isn’t it?
TI: And you know this is a —
CB: There’s a story associated with that.
TI: I knew very little about the Dresden raid actually. It was only since then of course all the you know the newspaper articles and things like that about Dresden and stuff like that. And it was, there was no question about it that the aircrews were not held in great esteem after the end of the war.
Other: Yeah. So actually the last thing you said it’s the newspaper articles and so on much later is it?
TI: Yeah.
Other: You think. Yeah.
TI: Yeah.
Other: Yeah.
TI: Yes. And it was you just didn’t there was no point I talking about it. You talked with your mates.
Other: Yeah.
TI: And things like that.
Other: Yeah.
TI: But there was no point. Nobody was interested.
Other: Yeah.
TI: That was it. You’d done the job. Just like an ordinary soldier, you know. Whether you’d been in D-Day or were a cook in the cookhouse or anything like that. You were just a soldier or a person. That was it. Full stop.
CB: Now, your wife Jenny’s quite a bit younger so she’s got a comment to make.
JI: Yeah. Well, I was at school. Just getting towards leaving school. CND had just started. I think the first march was 1958. And it was around about that time that a lot of the activists who were marching for CND were building up a pressure group on Dresden. And people were volunteering to go after that to go and rebuild Dresden. I’d never heard of Dresden before that. So I mean I would fix it in 1958 that that’s where it came from.
CB: Yes. Well, there was a very interesting East German component in that but we’ll ignore that for the moment.
JI: I think that went above the head of a sort of seventeen year old schoolgirl. Not necessary.
CB: Any more from you?
Other: No.
CB: I think we’ll stop there. Thank you all very much indeed.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Stan Instone
Creator
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Chris Brockbank
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-07
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
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AInstoneTS160407
Conforms To
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Pending review
Pending revision of OH transcription
Format
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01:33:18 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Thomas (Stan) Instone was working at a factory making Bristol Hercules engines but volunteered to be aircrew as soon as he was of age. Initially his application was unsuccessful but he persevered and trained as ground crew. He later remustered as a flight engineer. After training he crewed up with a Canadian crew and was posted to RAF Middleton. His aircraft was attacked by a night fighter and the rear gunner was seriously injured and ultimately lost an eye. Stan was able to get him out of his turret. Stan and his crew were eventually shot down and the surviving members all became prisoners of war. He was initially at Stalag 13D before the long march to Stalag 7A. His poor health made the journey particularly arduous and he credits his fellow crew member with the strength to carry on.
Contributor
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Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Poland
England--Yorkshire
Germany--Dortmund
Poland--Łambinowice
Poland--Tychowo
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09
1945-02-20
1664 HCU
419 Squadron
Absent Without Leave
aircrew
anti-aircraft fire
Dulag Luft
final resting place
flight engineer
ground crew
ground personnel
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
Lancaster
military ethos
military service conditions
perception of bombing war
prisoner of war
RAF Middleton St George
RAF St Athan
Red Cross
sanitation
shot down
strafing
the long march
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1120/11611/PShackletonH.2.jpg
0790563fc62e7b551572d27dce6b2e22
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1120/11611/AShackletonHL170629.2.mp3
deffa07f6b04fde87f3d4c28d76b63c3
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
Shackleton, Henry Leslie
H L Shackleton
Description
An account of the resource
An oral history interview with Henry Shackleton (b.1922, 68185 Royal Air Force). He flew operations as a pilot with 405 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Shackleton, HL
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CJ: This is Chris Johnson and I’m interviewing Henry Shackleton today for the International Bomber Command Centre's Digital Archive. We are at Henry's home in Kent and it is Thursday 29th of June 2017. Thank you, Henry for agreeing to talk to me today.
HS: It's a pleasure.
CJ: So, first of all Henry could you tell us please where and when you were born and what your family background was?
HS: My father and indeed my elder brother and I are all civil engineers. So when dad came back from Canada with my brother and my sister and he and mother landed in England, I was born in Hailsham which is on the outskirts of Eastbourne. So I’m English but my brother and sister were Canadian.
CJ: Okay. And did you go to school in Hailsham when you were old enough?
HS: When I was a year old mother took me up to Heysham. My father had decided to no longer be a civil engineer but looked at Butlins Holiday Camp and thought, ‘Ah. I'll compete.’ So he bought a castle in Heysham where he had the Morecambe Bay Holiday Campers. And therefore I grew up from the age of one to the age of ten with all the happy campers around me with my mother saying, ‘Darling, if they offer you a sweet you have to say no thank you twice. If they offer it a third time you can have it.’ The number of times I said, ‘Ah. Ah.’ And they went off, but I did get some sweets.
CJ: And did you have an interest in your early years in aircraft or flying?
HS: Just once. Mother and I went down to Blackpool where Gracie Fields was on show and there was a chap there who said, I can't believe it, ‘For ten shillings two of you can come up in a plane over the bay.’ I believe, certainly we did it, mother and I in this plane. And I said, ‘This is thrilling, isn't it?’ But that was the only bit I’d ever done before the war.
CJ: And when did you volunteer for the services? And why did you choose the RAF?
HS: Mother and I, just mother and I alone, my brother and sister were away at work or school just before the war. We were living near this house here at a place called Holmlea, Rhodes Minnis, and I was in the garden and mother called me in from the garden on September the 3rd 1939 and said, ‘Darling, come in. There's something on the radio.’ This was in the days before television. And on the radio there was a voice saying, and, ‘I am Mr Chamberlain and I have to tell you as the Germans have refused to withdraw from Poland consequently this country is at war with Germany.’ So I turned to my mother and I said ‘Hey, I’ve seen Spitfires above Rhodes Minnis. Do you think I could be a Spitfire pilot?’ And she said, ‘Darling, you're far too young. You're only seventeen.’ Anyway, I enquired and they said, ‘You can join The Air Force in Canterbury when you're eighteen and three months’, and I joined exactly when I was eighteen and three months saying, ‘I want to be a Spitfire pilot.’ ‘Oh no. You've got to do various other things including marching.’ A thing I found quite interesting in that first half year before I started being trained as a pilot we had to march to teach us what people did in the Air Force. Obeying orders. But we also were down in Torquay for a weekend break and there I was told that an RAF officer wished to interview me while I was down there. I didn't know it but it was to be an interview to see if I was of officer of material. But I didn't know it but boy did I say the right thing. I went in there and he said, ‘Sit down,’ he said, ‘You arrived here yesterday in Torquay.’ ‘That's right,’ I said, ‘Yes.’ And he said, ‘What did you do? Just go swimming?’ ‘No,’ I said, ‘As a matter of fact I paid ten shillings for a ride on a horseback.’ ‘Oh,’ he said, ‘I have two horses. I’ll tell you I have this model and I have another one here,’ and he told me all about his horses and I got a commission [laughs] Anyway, on we go to the next one. Such was life. Anyway, we did the roundabout and do our duties and I rose from aircraftsman second class to leading aircraftsman to go to Meir, Stoke on Trent where a Flight Sergeant Raffley was to be my instructor on Miles Magisters which is still my favourite little monoplane. Lovely little thing. He said, ‘I’m in the back. You're in the front. You’ll do what I bloody well tell you.’ So I did what he told me. After six and a quarter hours he said, ‘You can go solo.’ And then it rained. So you can't. And it rained for three or four weeks. He said, ‘You can't go up now,’ he said, ‘With that interval you've got to come up with me again.’ So I had to go up another three hours with Flight Sergeant Raffley. ‘Off you go on your own,’ he said. I went up, thrilled to bits, all on my own. And I waltzed around thinking gosh this is wonderful. Oh blimey, where's the airfield? And there was nobody with me to tell me and for the life of me I couldn't find that grass strip. Oh, there's a railway line. And I remembered there was a railway line near it so I went to the railway line and I got on it. And then to my horror above me I saw barrage balloons with wires going down on either side of the railway line to keep the Germans away from bombing it and me in the Miles Magister going where the Germans shouldn't be. And I thought, well I can't turn left or right so I carried on straight. Oh, there's the field. Thank heaven for that. Went down and landed. Thank God for that. So that was me solo. I was then sent to the RAF station. What is the head office? And there my instructor was a far more superior man. It was Flying Officer Raffley MC. Went to Cambridge University, ‘Shackleton, take your seat. And before you do anything else there's one big error the Royal Air Force people have. They insist upon saying, when they take over an aircraft, ‘you've got her’. I can assure you there is no need for the word ‘got’ in the English language so with my pupils, you ‘have her’. What he didn't realise, and nobody could ever tell him, noisy aircraft require a virtual ‘Got,’ which you could hear. If you said, ‘I’m sorry, I didn't quite get that,’ at which point you've crashed. Anyway, while we were with him we had to say ‘you've got her’. and I said ‘got’. He said, ‘Right. You qualify. You can get your wings now at RAF Cranwell College’, and I said, ‘Oh good. Spitfires?’ And I’d been trained on an Airspeed Oxford, a twin-engine bomber. ‘Oh no,’ he said, ‘No. No. You and I together are going to be instructors. I'll be doing more. You'll begin. You have qualified as a flying instructor and we're going abroad I can't say where we're going because I don't know but we've to get in a train next week.’ The train doors were locked and we went from Middleton St George all the way up through England. Got to Glasgow. We were released from there, put on a boat and before we knew where we were we were in Iceland where I was in charge of the censorship. All the letters that were written there, and we were there three weeks I had to check as a nineteen year old and there was some, ‘Darling, I can't say where we are but it's an enormous clinker.’ So I had to put a line through it and tear it off. And we were there three weeks because there were three U-boats outside wanting to kill us. We had to wait ‘til they left. Then we were put on a huge vessel and where did we go? Canada. Where in Canada did we go? Where my brother and sister were born. And I was there a year and a quarter while my dear mother was being shelled in, near Lyminge. Well, Lyminge in Folkestone. She suffered from Doodlebugs. The house opposite was wrecked and four people killed. But not me. I was in Canada with pupils. Taking some pupils on a navigational trip up north to an RAF station. Well, it was a station up there at North Battleford. Have I got that right? Where my brother was born. Then turn right and go down to Regina where my sister was born. Then back to the base for Regina. I mean, I found it incredible. Now, I’m not going to record any of the things I said in confidence because the Royal Air Force wouldn't like it. Can I give you a tip off? Two of my pupils say, ‘Sir, can you loop an Airspeed Oxford?’ I am not going to tell you on this recording what my reply was. So on we go. We're released from that and I’m back in England. This time told although you're RAF and you've got a commission and you're now a flight lieutenant you are going to be with the Canadians with an English crew. And the thing I thought was first rate about the Royal Air Force and probably other air forces when you're building up your crew you as a pilot with other pilots are sent to a hangar in the square, in the squadron. And you stand in a group slightly separate from the other pilots and you look across the hangar and there's one group. They're rear, they're rear gunners, they're mid-upper gunners, they're navigators, they're pilot engineers, they’re engineers, there's the front tail gunner err the front gunner and, ‘You're the captain, get your crew.’ So I looked at one bloke and I said, ‘Will you join me tail gunner?’ ‘Yes,’ he said, ‘Can I take Bert because he's a mid-upper gunner? He's a pal of mine.’ ‘Yep. Come on Bert.’ So I took them on. I looked around. There was one bloke with a large forehead. I said, ‘Would you like to be my flight engineer?’ No. Flight navigator, that's it. Because of the forehead I thought the navigator. And Bert Ashford said, ‘Certainly, would be delighted.’ So he came and joined me. But the important thing was, and I did eighteen bomber trips with them and later on Pathfinders with them, I had chosen them so I could never complain. But one of them was chronic. He was the flight engineer whose job was not in any one place. He had to walk around the aircraft while we were on our bombing trip plugging in saying, ‘Skip, fuel okay.’ Walk a bit further, ‘Skip, water okay.’ ‘Skip, altitude seems to be alright, Skip.’ But every time, wherever he was, plug in and, ‘Skip.’ And if he didn't I'd say, ‘Oh, Dick where are you?’ Silence. I haven't heard a Dick in. Nothing. So I thought the heck with this. ‘Look, crew, forgive this but I’m going to try and alert him,’ So I waggled my wings like mad. Click. ‘Oh. What's wrong, Skip?’ I said, ‘It's you that's wrong. You’ve to keep in touch.’ ‘Oh. Sorry Skip.’ So, click, ‘I’m here now. Tail gun.’ That's all right. We were flying along and we did eighteen bomber trips with not one problem. Not one. Apart from one. We were at twenty one thousand feet which is the normal altitude for bombing and suddenly I saw a dark object which was very clearly a fighter. Without any warning at all to the crew I dived like mad. Dived down to earth, and halfway down, ‘Did you want me, Skip?’ [laughs] Oh boy. I said, ‘Just avoiding an enemy aircraft for God's sake.’ ‘Well, you waggled your wings. I thought you wanted me.’ [laughs] I said, ‘What did you do before the war, Dick?’ ‘Oh, I was delivering groceries on a bicycle.’ Oh God [laughs] Anyway, our crew held together and we got away with it no trouble at all on eighteen bomber trips. So I said to the crew, ‘Look, I'd like to be a squadron leader. Wouldn't you like to be a flight sergeant instead of a sergeant?’ ‘Oh yeah.’ I said, ‘Well, if we all volunteer, and I’ve been told we can because we've done so many trips now and I have so many flying hours.’ Normally the pilot has about two hundred flying hours. I had about eighteen hundred because I'd been training people. So, yes we volunteered and we went down to head office. Is it RAF Wyton, I think? Where the head office. But this time it was with the Canadians and it was great. We did four trips. Instead of dropping bombs we dropped a white flare where our Master Pathfinder had dropped his. We would have to follow. If there were a thousand bombers bombing his flare about eight hundred would probably achieve that but by that time, fifteen minutes later than his flare, the flare would be moved by wind. So my job was to go and drop another white flare where his had been, and I can assure you it's the rottenest and most dangerous job in the Air Force. What is it? You arrive fifteen minutes after all the main body. You drop a flare which illuminates you. The fighters of the enemy are all up by then. The searchlights are all focused. The guns are all poised. And Henry arrives, ‘Can you see me?’ Sure as eggs, fifth trip, fighter on starboard, fighter on port. I’m told later by my flight engineer who survived, that ‘You yelled out, “Abandon aircraft,” as the first fighter fired across the top of your cabin. I saw your cabin and the top of your cabin was wrecked.’ He'd got the Perspex at the top and wrecked it. ‘But you ducked your head and missed the bullets which went right along the leading edge of the port wing’, which meant the port wing had no lifting power. So it just sent me on my port down to Berlin. It was our fifth trip bombing or dropping flares on Berlin, and I dived down there and just sat there. I thought well you know this is hopeless. Suddenly the whole of the cabin gave way and I was sucked out into mid-air. Thank God. The wireless operator, no, the bomb, the who was it now? Bert Ashford the yeah the wireless operator air gunner. Anyway, he said he'd heard me say, ‘Abandon aircraft,’ and he thought well what's the, and he was suffering like all of us then without oxygen, what's the point of jumping out if you've nothing to eat? So with me going down to Berlin he took off his parachute in his cabin, undid it, opened a drawer, he told me this later when I saw him, took out a bar of chocolate, put it in his tunic, put his parachute on, ‘Oh. The Skip’s gone out of that bloody great hole.’ So, he jumped where I'd gone. He said he wasn't one minute before he was in the main street in Berlin with a German on either side, ‘For you the war is over.’ And that was him captured. Me, who's always been remarkably fortunate, I don't have horrid things like that. Where do I land? Well, what's the nicest place? A park. Yes. But where? Oh, in a bush for a soft landing. You know. And my parachute was trailed all over the bush. So I pulled in my parachute. It was two o'clock in the morning. Freezing cold. January the 31st, 1944. A year and a half before the war ended. So there was me in this bush thinking well I can't start moving now because it'll be light at about six o'clock. I think I'll wait over a day ‘til it's nighttime and then I'll go for a walk. During the day two dogs wanted to get me. They were on leads and the two Germans said, ‘Kommen sie mit’, and they just walked past me. The dogs saw me but the two Germans didn't. So I just sat there waiting till they'd gone by. First night, right, Henry, you're on your own now. Now you make for the Baltic. So I walked out of the park, went through a village, that was fine. Saw a railway line, thought, ‘Well, if I get on that and the truck goes to the Baltic I’m on. Dead easy.’ And the bloody thing taxied and it landed up underneath the signal box and I had to spend the whole of that day when daylight came lying on a, an oil tube, an oil pipe frozen to bits with a guard just above me, keeping out of his way. He didn't see me. The following night they shunted a little bit, then they stopped again. So I thought well I don't like this. So I got out and walked through my second village, and I got away with that. Ah, while I was stuck in my tree wondering how to pass the time I felt around. Oh, take the zipper off your trouser leg and put the, felt there in front of your chest. Take the other one put it behind you to keep warm. Oh, and there's a little booklet. I’ve never seen that. So in it, it said, “Where have you landed?” If it's France it's, ‘Bonjour. Comment allez vous. Vous avez [unclear].’ But page four is Germany and I'd landed in Berlin, and I’m not all that bright but I thought it must be there. So it said, “Guten morgen.” “Guten tag”, and down at the bottom with no pronunciation but down at the bottom, very odd thing was it, “Ich aber in eile” or was it, ‘Ich aber as eile?’ But it says, ‘I’m in a hurry’, and it worked. I walked through my second village. Passed a German. He said, ‘guten tag.’ I said, ‘guten tag.’ ‘til the end. Blinking cul de sac in Berlin. There was a, a wall across the road, so I had to walk back passing this chap again. ‘Oh ja’ I said, ‘Ich aber in eile.’ ‘Oh ja,’ he said and off I went. So that got rid of my second night. Third night my dear friends started bombing Berlin again which meant the alarms went and everybody went down their shelters. And I’m not too bright but I thought if I go down and be sheltered with them they're not going to like me very much. So I carried on walking, then the all clear went. Out came some children, saw this bloke all alone in the main street, walked round me and captured me. So I was captured by the school children and I walked with them. They took me to the mayor's house, and I do like recording the fact that the German women in particular were charming. Here was a young man, slightly injured. They bathed my face, they gave me coffee, they gave me — what was it? Something else they gave me. Oh sandwiches, and I said to them, ‘Danke schön. This is very good of you, and I hope in England when your sons are in my country I hope my ladies give the same to your pilots as well.’ And they said, ‘Ja, it's good.’ Then the door opened. In came a pompous little drunken German officer, ‘Heil Hitler.’ Two great big thugs with him with rifles. ‘Kommen sie mit. For you the war is over. Ha ha’. So, I went outside, got into this saloon car with a gas tank above it. They put me in the back seat with a revolver into each side of me. He was in the front roaring with laughter, happy as Larry he’d got a prisoner. And off they went through this park. As it happened to the city of Berlin. And do you know I said I’ve seen the film. I remember that film. You're halfway through then I get out, go into the woods and they kill me. I know it. The guns are waiting. So I waited. They must. They didn't. Not with me. Oh no. They take me there. Put me in a cell with a radiator. Lovely. But they won't speak to me for four days then. The idea is if they do nothing with you you'll be so keen to talk you'll talk. So when my turn came to be interrogated I went out there. There was a bloke sitting behind a desk and I went in. I said, ‘Flight Lieutenant Shackleton 68185, sir.’ So he said ‘Yes. Yes. We know that.’ ‘Where was your station?’ I said, ‘68185. Flight Lieutenant Shackleton.’ ‘Oh,’ he said, ‘You're one of those. Call in the other one.’ So the other door opened and there was Red Williams. ‘Blimey, skip. Oh. Sandwiches.’ He went straight to the sandwiches, bashed into them and the officer said, ‘I think you go. We have good material here.’ So as I walked away I said, ‘You speak very good English. Where did you learn it?’ ‘Oh,’ he said, ‘I played tennis in Bournemouth before the war.’ I said, ‘Oh, lovely. Did you enjoy it?’ ‘Oh yes. Very, very pleasant. Off. Off. Yes, my friend what are you going tell me now?’ Little Red, with his sandwiches, happy as Larry.
CJ: So, Red was from your crew.
HS: Oh yeah. He was one of my crew. The only one who lived. The tail gunner and the mid-upper were shot dead, and we heard about that. They, one was never found and since the war I’ve now three times been to the three graves in Berlin of that crew. I was there this year putting not only wreaths on each one but because the squadron, when we left them with the bomber lot gave me a whisky flask, the best of British luck. I poured whisky over each grave thinking they'd prefer it. And the interesting thing this spring when I did this some Germans came up to me and they said, ‘May we have the honour of shaking your hand,’ So I said, ‘Why on earth do you want to do that for?’ ‘You killed Hitler. We didn't and we should have done.’ So that's how the Germans are treating it now.
CJ: So was that —
HS: So that, they had me away from there I, you know, went to visit them. The war was over. Oh, I ought to tell you hadn’t I. I was then sent to Stalag Luft 3 in Poland where I was there for a year and a quarter. I could go into detail but it just overdoes it a bit. I’m in the bottom of two beds. There was always one bed above the other and when I got to mine, twelve of us in one room with, with an oven in the middle for cooking food. Jolly nice blokes, all RAF officers. The Red Cross were wonderful. We got food and we got books and things. We were treated well. And I studied geology. And it was all very pleasant. The only thing I didn't like too much above me every morning I would see “Pilot Officer Buchanan, 17 Liberton Street, Glasgow. WC2.” And that was his name. And I said, ‘Why have you put your name on all of these boards?’ ‘Oh,’ he said, ‘If you don't put your name on they'll pinch them for the tunnels. And they give you a string. Oh no. They're not having my boards.’ So, I know his name. Way after the war, years later, married. We were in Glasgow and with my wife I went to 17 Glasgow, Wimpole Street Glasgow WC2 and out came George. Wonderful. He was the chief librarian in Glasgow. Anyway, that was me there. And I'd been there fourteen, fifteen months; suddenly the Germans who were very elderly old boys, the guards, one was called Fingers because he'd only two fingers. They were, you know old crocks really, but they had a rifle and knew how to fire it. And suddenly there was an announcement, ‘Raus. Raus. You have two hours to go. The Russians are advancing. Anything you carry you can have but two hours no more here.’ So after two hours with food and one darling, I’ve got it upstairs, a darling little bible which was given to me when I was in Canada by a cousin who said, ‘You keep this, it will help you.’ On every bombing trip and every long dangerous trip of any sort, car or whatever, I’ve always taken this little bible. And I also take the whisky flask. So there are two things I’ve always remembered and are still with me. Anyway, we start marching and I have a great sense of humour. I turned to one of the guards and I said, ‘Is that rifle heavy?’ ‘Ja,’ he said, ‘Me carry it?’ I said. ‘No. Maybe later. But right now I think I carry it.’ [laughs] And we had to make our way a hundred miles to Berlin, but part of the journey we did on a train. But we got to a camp and in that camp it was horrific. There were thirty, I’ve got it on the screen to show, I think it was thirty-eight thousand prisoners on the outskirts of Berlin behind, behind two rows of barbed wire. No hope of getting out. I saw a pile of potatoes. A man went to take one and he was shot dead. So I thought, ‘Right. You're not having potatoes lad.’ So I just wondered what the devil are we going to do? There were Poles there, there were nationalities. There were French, British, Canadians all stuck in this huge camp on the other side of the river from Berlin. And then a Russian tank appeared and on it was a Russian woman machine gunner. She was on the top of it. The tank went through the barbed wire, went along the inside and out again and four hundred of us got out immediately, crossed the bridge and was in American hands. Two lunches, one after the other. When I’d finished my second lunch all by myself, where the others went I don't know, but I was there and one of the Americans said, ‘Say, what were you flying?’ So I said, ‘A Lancaster.’ ‘Oh. Would you like me to take you to the Lancs?’ So, ‘Yeah.’ ‘Get in the back of my van, chum. Got your two loaves of bread? ‘Yep.’ So in the back of that he drove down an autoroute onto an RAF station, said, ‘Say fellas, I’ve got one of your pilots here.’ They said, ‘Great. We're going back to England this afternoon. Would you like — ' I said , ‘Would I like?’ I was back in England that afternoon. Wasn't that fabulous? With nobody else, there were no other prisoners or anything [laughs] and I’ve often said if I can meet that German (Russian) machine gunner I would really like to appreciate what she did. She let us out. So there you are. That gets me home. Pictures of the village having celebratory meals. What do you do? You go to university because you hadn't gone before. So I went to Leeds University and to the first meeting there I went to the Freshers’ Ball and able for the first four months or so to wear my RAF uniform. But all the competitive males were in civvies aged eighteen. In walks the president with his lady friend and says, ‘You shouldn't be in here, you fellas. You're supposed to be in the ball dancing.’ So I said, ‘I will if I could dance with this young lady.’ And the young lady said, ‘That is not the idea. I am with the president.’ Who did I marry? Her. Took three years but working on it, Bobby White married me. Which was very nice. And she said, ‘Well, I’ve got my honours degree. I’m going to Downing Street.’ And she, we always used to joke in our family that we all suffered from BO — Bobby Organizing. She was a very positive lass. And down in Downing Street the head man there said, ‘I don't understand it, I thought we had some people from Poland.’ They said, ‘Oh yes. Yes. Oh, they've all been sent off to Bradford, I think it is.’ ‘Well, who sent them?’ ‘Oh, this young lady down below.’ And they, ‘Bloody hell. Call her up.’ He says, ‘I’m running this place, not you.’ Anyway, Bobby was down there for a year and she said, ‘When you get your degree I will then marry you.’ I failed the degree. So her parents said, ‘He's failed the degree. You don't need to marry him.’ ‘Oh no,’ she said, ‘I’m marrying a man. Not a piece of paper.’ So we did get married, and a year later having been married to Bobby with a son I then got my degree. It took a bit of doing but I got it. So there you are. That's the end of my story I think.
CJ: Well, what, what work did you do after the war?
HS: Oh, my brother was a civil engineer. My father was one. And it's a lovely career. I enjoyed it thoroughly. And just for a joke I say, ‘Well, I’ve wrecked a dam so I’ve built a dam. I’ve wrecked an oil refinery so I’ve built an oil refinery, you know. I’ve wrecked many houses and I built several hundred.’ But it's been a good life. My wife loved it as well, and when our children went to boarding school we travelled the world. And I couldn't recommend a better career. So there we are. That's it.
CJ: And how do you feel Bomber Command were treated after the war?
HS: Well, you didn't want to make a fuss. You were glad to be alive. Five of your crew were dead. But yes, they were the glamour boys. And we just had to say, ‘Oh well, if I'd been a Spitfire pilot I'd have been one of them.’ But we were, we kept quiet. And then somebody said, ‘Look, have you got a few hundred quid, old boy?’ I said, ‘Yeah.’ So I said, ‘What would you like?’ They said, ‘Well, two hundred and fifty quid. Something.’ You know. Two. What was it? Two hundred and [pause] two thousand five hundred quid I think it was. I said, ‘Would that be okay?’ ‘Yes. We may be back for more. But if we can get all Bomber Command to give us that we can have our own monument. And we will have one.’ We got one and the Queen came to open it. So we said there we are, we've got one now. But we had to arrange our own. It's fair enough. They were the glamour boys. And I mean a lot of ours were killed too. It's just the way of life.
CJ: Can I just recap on your squadron? So, your first squadron where you did eighteen ops at Middleton St George was 419.
HS: Moose squadron. Yes. A Canadian Moose squadron.
CJ: Yeah. Okay. And which aircraft were you flying there?
HS: Oh, Halifaxes.
CJ: Halifaxes.
HS: Which I think you'd probably like me to say, I mean it was the only bomber I knew. I’d been in a Whitley and I’d been in a little trainer, the Airspeed Oxford. So, you know, the Halifax was okay but when I got onto the Lancaster it was lively. It was airborne. It was mobile. With the Halifax it was a tank. You got airborne, you drop your bomb and you come home. There we are. And then I went to another squadron which is also Canadian, and they were, the Canadians were very good. The only thing is on my fourth Pathfinder trip one of the things they did in the Air Force stations almost every night, they cut us off from the outside world by telephone at 6pm. They didn't just do it when we were bombing. They did it most nights so that the Germans didn't know what we were doing. If they only did it when they were bombing it would be useful. So 6pm couldn't ring home. And there was another night, 6pm, ‘Oh you’re wanted in the squadron room.’ You go in there. There are the rest of the air crew all with our leaders being told what we're doing. And, now what was it? The Australian who was the group captain, Don — Harris I think it was. Was it? I think it was that. Anyway, he was the officer commanding. The Australian Group Captain. Gordon Ramsay? Oh lord. This is bad for this isn't it? Let's say Donald Harrison. Hope for it. Anyway, he said, ‘Any questions?’ So, I said, ‘Yes. I’ve been on four trips and this is our fifth with Pathfinders and we go on the darkest of nights with no lights. Surely there's a risk of collision.’ ‘Oh yes. Yes. I expect to lose twenty of you out of a thousand but I can assure you if you had lights on I'd lose the whole bloody lot of you. Any other question?’ Yeah. I said, oh thanks a lot.
CJ: And did you have any adventures?
HS: Don Harris, I think it was. What?
CJ: Did you have any adventures with the Canadians on the squadron when you weren't on operations?
HS: Oh, you're talking about the car, aren't you? Yes. My darling mother. When I was in the Air Force, after I'd gone home on leave once, she said, ‘Darling, I can't get any fuel for our car’, and it's an Austin 7. It's BV 3252, “Barkis is willing”, I call it. ‘Would you like it, because in the Air Force you probably get some fuel.’ So I drove from Rhodes Minnis down in Kent all the way up, way up to Middleton St George. And the Canadians were thrilled when they saw it. They had never seen a car so small. I was in bed one night in the squadron, with the Halifaxes and they said, ‘Shack, I think you better come downstairs.’ Two o'clock in the morning. Past the lesser rank, into the main lounge. Mother's car was there dripping oil on the carpet. The wing commander was in the front seat pressing the horn which was damn nearly flat. An HP Sauce bottle in the radiator. A picture off the wall in the back seat and the squadron, in pairs all behind saying, ‘Tally ho.’ And I said, ‘Oh, great,’ I said, ‘You will put it back in the morning.’ ‘Oh yeah. We'll put it back in the morning.’ The following morning the group captain in charge of the squadron said, ‘Would that chap Shackleton come and see me.’ So, I went in. I said, ‘Flight Lieutenant Shackleton.’ So he said, ‘I take it you know there's a war on.’ So, I said, ‘Yes. I understand that.’ ‘Well, will you see that bloody Austin 7 is out of the hangar. It's getting far more attention than any of the Halifaxes. Out.’ ‘Sorry sir’. And that was that. But mother's car made us a very happy crew. We would go pub crawling when we weren’t bombing. It was a lovely present from her and we never damaged it. That's it I think.
CJ: Well, thank you very much for talking to us today.
HS: Blathering but isn't it a —
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Henry Leslie Shackleton
Creator
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Chris Johnson
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
2017-06-29
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AShackletonHL170629
Format
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00:39:25 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Description
An account of the resource
Henry Shackleton listened to Chamberlain’s speech on the radio and hoped to be a Spitfire pilot. He began his training and was selected as a flying instructor and was posted to Canada. On his return to the UK he was posted to his operational squadron 419 at RAF Middleton St George. He then went on to join the Pathfinders. He was shot down over Berlin and became a prisoner of war at Stalag Luft 3.
Contributor
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Julie Williams
Chris Johnson
Spatial Coverage
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Canada
Germany
Great Britain
Poland
Poland--Żagań
England--Durham (County)
Germany--Berlin
Temporal Coverage
Temporal characteristics of the resource.
1944-01-31
405 Squadron
419 Squadron
aircrew
crewing up
final resting place
Halifax
killed in action
Lancaster
Magister
Oxford
Pathfinders
pilot
prisoner of war
RAF Middleton St George
shot down
Stalag Luft 3
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1122/11613/PSharrockR1802.2.jpg
74bc0490974fd0fb083d8e6ec4e0c5e7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1122/11613/ASharrockR180212.1.mp3
fd2a39f1b5015e098c0b9e67efd2639c
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
Sharrock, Bob
Robert Sharrock
R Sharrock
Description
An account of the resource
Six items. An oral history interview with Flight Sergeant Bob Sharrock (1924 - 2019, 2210141 Royal Air Force), his log book, a photograph and documents. He flew operations as a flight engineer with 428 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bob Sharrock and catalogued by Barry Hunter.
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
2018-03-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Sharrock, R
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BW: This is Brian Wright interviewing Flight Sergeant Bob Sharrock on Monday 12th of February at quarter past two, 2018 at his care home [buzz] in Lancashire. So, Bob, you joined, you joined the RAF but prior to joining up can you recall your home life? You were born on the 12th of February 1925. You're actually ninety three today.
RS: A long time ago [laughs]
BW: So happy birthday.
RS: I was only, I only know that I was born in a village called Digmoor.
BW: Digmoor.
RS: My father was a coal miner. I think, but I think probably that's all on the paper anyway. That kind of stuff that I’m telling you. Yeah.
BW: So your father was a coal miner.
RS: Yeah.
BW: And do you have any brothers and sisters?
RS: Did he?
BW: Did you?
RS: I had Eric. Eric. I think you were four boys. But they're on there.
BW: Yeah.
RS: They’re on there.
BW: Yeah. On the story you've written out.
RS: Yeah.
BW: So there were four boys and one of them was called Eric.
RS: Hmm he was the eldest.
[Knocking on the door - recording paused]
BW: Okay. So you have or had an older brother called Eric.
RS: Yeah.
BW: And your younger brother was called William.
RS: William. Yes.
BW: Or Billy.
RS: Billy.
BW: And apparently he died when he was only three.
RS: Yeah.
BW: Do you recall what happened?
RS: I don't. No. I don't know. I don't know why.
BW: Do you recall what your home life was like? With your dad being a miner was it a small house you lived in?
RS: It was a small house. Yes. It was. I didn’t know anything different, you know. It was my home. That was all I knew about. It was all right. I wasn't unhappy by any means.
BW: Do you recall whereabouts you went to school?
RS: Went to? What do you mean?
BW: Went to school
RS: What for?
BW: Do you recall whereabouts you went to school or what school was like?
RS: No.
BW: Were you good at certain subjects?
RS: No. I’d have difficulty doing that. Yeah. I mean, you know I have to have a bit of time to give me a chance to think and try to remember. I can't do it just on short like we’re doing. Talking.
BW: Okay. That's all right. You fell on some hard times as a family because the pit closed and your dad was out of work.
RS: Yeah.
BW: Do you recall that?
RS: I don't recall that but it's written in there, isn’t it?
BW: Okay. So he then went to work in Kent. And came —
RS: And then he came back pretty quickly. Yeah. But that's written in there.
BW: Didn't, didn't suit him then.
RS: No. I don't know why. I don’t know why.
BW: But you went to a school in, in Prescot.
RS: Yeah.
BW: Does any of this look familiar that you’ve, you've written down? Can you read what it says here?
RS: War broke out on the 30th of September 1939 and we were then living in a small semi-detached house. 121 Dragon Lane, Whiston. From then over about the ensuing months we could see the effect of air raids on Liverpool about nine miles away. A few stray bombs fell on Rainhill but did not signify the significant damage.
BW: So there was no significant damage from the bombs that were falling in the area.
RS: Not really. Not, well that's what I’ve put isn’t it? I don’t really recall. There weren't any bombs. I don’t think there were any bombs dropped in my area.
BW: No bombs.
RS: I could see the aircraft. I remember seeing the aircraft.
BW: And you dug a Anderson shelter in your back garden.
RS: Oh, I think lots of people had one of those. Yeah.
BW: Did you have to use it frequently at all?
RS: Oh, we always used it. Every time there was an air raid on we went and sat in there. Yeah. Every time.
BW: And what was it like to hear the sirens and the bombs dropped? Were you, were you afraid much at all?
RS: Not really. We knew very well the way we were fixed we were quite safe really. Yeah. They weren’t bombing us directly. They was bombing something else.
BW: You would be about seventeen at this point weren’t you?
RS: Yeah.
BW: When the when the war broke out.
RS: I would be. Yes. Yeah.
BW: And you started working in delivering milk. So you had some early starts. Can you tell me much about that?
RS: Men were getting called to the, is that the one — ?
BW: That’s it.
RS: The forces. And as a result of it I changed to milk delivering. This meant being up at 5.30 seven days a week. Yeah. That's right. Yeah. Loading a hand cart with, with about half a ton of milk bottles and pulling it around Rainhill. I do remember that. Yeah. Yeah.
BW: What was that like? Half a ton of milk bottles on the back of the float.
RS: It was hard work and I was up early in the morning doing it. Yeah.
BW: What did you get paid?
RS: Not a lot. I think it was anything about [pause] if I’m right, I don't know but I think it was only about ten shillings for a week's work. Something. I don't know exactly.
BW: And then you met an old school friend who was working for the local gas company and you went and made enquiries about getting a job there for the local gas company. And the manager asked you a few questions.
RS: Oh.
BW: And you started work as a lab assistant.
RS: Ah yes. I remember working as a lab assistant. I can't remember the chemist's name. [unclear] willingly was soon involved in doing routine laboratory work. Testing work. Oh, I did that. Yeah.
BW: Can you remember what you did in the lab?
RS: I can't.
BW: No.
RS: No. No. I can’t.
BW: You were doing tests on calorific value flue gas analysis.
RS: I know, I remember we sort of walking around and taking temperatures of the retorts and things like that. Yeah.
BW: And then you started night school for maths, physics and chemistry.
RS: Oh. I probably did that because of the, you know it was necessary to get some education because I’d only had an elementary education really until I got that job.
BW: And at the same time, while you were working you joined the Air Training Corps.
RS: Ah, that's right. There was always one. A local one. We had a local one.
BW: Do you remember much about your time in the ATC?
RS: No. I don't remember detail. I don't. I’m sorry but I don’t.
BW: I’m sorry but it got you interested in flying didn't it?
RS: Oh yes. Aye. Oh, it was a regular thing, you know. Once a week.
BW: Do you recall whereabouts you flew from?
RS: No.
[pause]
BW: Would it be Woodvale perhaps?
RS: I can't remember. I can’t remember. I don’t. Isn’t it in there? Surely the place is. If I if I was writing about my flying it would have been be from where. Does it not say where from? The ATC. Took off from that point. Well, the ATC, there was no flying then as far as I remember anyway. Elementary navigation and drill. Two occasions when we went on a weekend camp yeah to Blackpool Airport and once to Crosby.
BW: Once to Crosby.
RS: Crosby on Eden. One day at Crosby I was hanging around the aircraft that were a test flight being sent to [pause] does it say? I’m not, I’m not reading along the lines. A test flight and did I want to join him. I sat in the observer's seat and we flew over the Lake District themselves. I remember that. Aye. I do remember that. Flying.
BW: So you were asked to in the observer's seat on a test flight.
RS: Yeah.
BW: And you went flying over the Lake District.
RS: Yeah. Yeah. Yeah.
BW: What was that like?
RS: I do remember oh that. Oh, it was exciting. Very. Aye.
BW: It would be the first time you ever flew, was it?
RS: Yeah. I remember flying. Yes. It was good.
BW: What was it like being sat next to the pilot at the time?
RS: I was right behind him. Difficult for us to talk to each other really because he, we were both looking the same way and I was behind him and what we did, well we did manage it but it wasn’t a conversation. There was, was, there was some talk, yes. But I wouldn’t remember what we talked about.
BW: Do you remember looking out over the Lake District?
RS: Oh yes. Oh, I was always looking out. Always looking out at the ground below. Yeah. Aye.
BW: Did you get —
RS: Now that we’re talking about it it’s coming back a bit, you know.
BW: Did you get to see much of the lakes? Do you remember. Did you fly over anywhere like Windermere?
RS: I see them. Yes. I used to see the lakes. Yeah. Yeah.
BW: Did you fly over Windermere or anywhere like that?
RS: I think so. I’m not sure really where we went. Where we went. Because I wasn't the navigator. Well, I wasn’t navigating it.
BW: And what made you join the RAF then because this is now during the early part of the war?
RS: Yeah.
BW: You've joined the ATC and you've had a limited amount of flying experience. What do you think made you join the RAF?
RS: Oh, it seemed to be the natural thing to do if you're in the ATC. I think so. Nothing's in, you know I was out. I’m pretty sure that I was looking forward to joining the RAF. Yeah.
BW: Did it seem exciting for you?
RS: Oh, it was interesting. Yeah. I don't know about exciting. Must be getting morbid but I can visualise now sort of going to [pause] well I don't know why, going to the local gas works and having a chat with the manager there and the, and the chap who was the chemist. I do remember. I only remember the event. I don't remember what we talked about. Only the business they were doing. I was learning a bit I suppose.
BW: And did you, when you joined the RAF did you want to be a pilot or did you want to be another trade like a gunner or something?
RS: I don't know because there was a period and it must have been about five or six months with some kind of school in preparation for joining. And we did all kinds of things in that time. I suppose it was to find out what we were interested in and what we were capable of doing. But that I remember. Not, not in great detail.
BW: You were called up to be interviewed at the aircrew selection board at Padgate near Burton Wood at Warrington. And you decided to go for PNB or flight engineer. And PNB stood for pilot —
RS: Pilot. Navigator. Bomb aimer.
BW: And then what happened during that time? During the selection?
RS: They all started their training together. A lot of, part of the, this in Canada. I never went there. Or in Rhodesia. As they went through their training selection was made. The best, the best continued as pilots. The next were navigators. I don’t think I left the country for my training. My training. I don't remember. I don't remember doing so. I’m sure I would have done.
BW: So, from the intake some went to Canada or Rhodesia.
RS: Yeah.
BW: And the best continued as pilots. The next best were navigators.
RS: Yeah.
BW: And then the rest of bombardiers.
RS: Yeah.
BW: Or bomb aimers I should say. And you selected flight engineer.
RS: Yes. I did. And that's what I was. A flight engineer. In, in, in practice, you know. Bombing. We did a bit of bombing of Germany as a flight engineer.
BW: And it says here, if you just recall this. Just read that.
RS: I joined the Air Force in June 1943 aged eighteen. I reported to the Lord's Cricket Ground in London. Aye. We were billeted in blocks of flats nearby. Here we were issued with uniform. Given a number of inoculations. Jabs. Initiated into drill, exercises and introduced to canteen food. Not a bit like home cooking [laughs]
BW: So, what was it like being in London at the Cricket Ground?
RS: Well, not very exciting. It was, it was all concentrated really. They were, they were only put there for a short time but it was part of my training. Yeah.
BW: So this, this isn't quite the first military experience you've had because you've had a uniform in the Air Training Corps presumably.
RS: Oh yeah.
BW: So you had some preparation for it.
RS: Yeah. Oh yes. Yeah.
BW: And then you went down after two weeks to Torquay for initial training.
RS: Yes. Yes.
BW: And do you recall anything about, about the sort of things you were doing?
RS: No. I don’t.
BW: Learning Morse code.
RS: No. I don’t. I don’t. It was all kind of stuff we did. I can't remember it. I’m glad I wrote that down. It’s been a bit of a help to you.
BW: And you were either between sites when you were going between classes. You had to move either at running pace or marching.
RS: When was this?
BW: Do you recall that?
RS: When? Does it say?
BW: When you're doing?
RS: When or where?
BW: Yeah. This is in Torquay.
RS: In Torquay. Oh yes.
BW: Your initial training and running between places.
RS: Yes. Yeah. We ran everywhere. Yeah. Yeah. I do remember. We never marched. We always ran.
BW: And was that because the buildings were quite far apart?
RS: No idea. They were some distance away. Yeah. Yeah. Aye. Yeah.
BW: From there it says you were then posted to St Athan in South Wales.
RS: Oh yes. Yes. I remember all that. Yeah.
BW: So just read this section aloud for us.
RS: The next posting was to St Athan in South Wales. Here we started our technical training. Most of us were allocated the Halifax bomber, others the Stirling, the Lancaster and a few to Sunderlands. Flying boats. I was [pause] I was — I’ve lost the page. But I was — I’ve lost it. I was there. I was. Oh, this print. I was, and then the next line. Disappointed. I was disappointed not to be one of the latter [unclear]
BW: That you were going on flying boats.
RS: Sunderland Flying Boats. That's right. Yeah. Yeah. That’s right.
BW: So you wanted to fly those.
RS: I wanted to fly those.
BW: Any reason?
RS: Oh, I don't know [laughs] I don’t know what the reason would be. No. Not now. I would have known then. Most of the time [unclear] we also, we also had a drift drill, PT, swimming and other recreational activities. About this time that with all leave I went to a dance at the Parish Room at Prescot. Yeah. Yeah. I met Dorothy [laughs] Yeah. I remember that. There she is.
BW: That’s your wife. The picture on the wall.
RS: Yeah. Aye. The following March 1944 I was posted to 1664 Heavy Conversion at, at Dishforth. This was where we went up with the aircraft. Trained on the two-engined aircraft. And we were made, were moving on to the heavy bombers. Oh aye. Aye. Sorry. I’ll find out what we did.
BW: So this is March 1944. You’re posted to 1664 Heavy Conversion Unit at Dishforth and that's where you met your aircrews.
RS: Yeah.
BW: Do you recall how it was that you were assigned a crew at all?
RS: I don't remember any particular reasons at all. There was, I wasn't the only one. It was happening to a few of us. It was just a case of the captains. I remember the captains of the crews were kept, made themselves very busy interviewing these future flight engineers. Yeah. They worked hard at it.
BW: So you met your captain and he interviewed you.
RS: Yeah. They were all Canadian.
BW: Were all the other guys in your crew Canadian?
RS: Yeah. I was the only one.
BW: And this pilot was named —
RS: I was a good friend of the mid-upper gunner. We were friendly.
BW: Do you remember his name?
RS: No. I don’t. I don’t.
BW: Your pilot was called Willard Mc, Mackeracher.
RS: Mackeracher.
BW: Mackeracher. That's M A C K E R A C H E R.
RS: Yeah. Willard Mackeracher. Yeah.
BW: Willard.
RS: Aye. Oh aye.
BW: W I L L A R D, his first name. Willard Mackeracher. What do you, what do you recall of him? Was he a friendly guy?
RS: He was alright. Oh yes. Yeah. We got on very well.
BW: But of course, in terms of being crew if you're his flight engineer you're sat right next to him in the aircraft.
RS: Yeah.
BW: I’m just going to show you a picture which is of the interior of a Halifax and the flight engineer’s position. And it's —
RS: I can't see it.
BW: The flight engineer would be sat here in this position.
RS: I can't, I don't recognize it. I don't recognize the picture at all. I don’t recognise it.
BW: Doesn't bring back any memories.
RS: No.
BW: Sitting next to him.
RS: No. No. You brought that with you. Yeah. I haven’t seen it before. I couldn’t, I couldn’t make it out.
BW: Can you recall anything about when you would do checks in the aircraft? Or when you would be getting the aircraft started up?
RS: We did all that. What was necessary. It was a matter of routine really but I can't remember what it was now. Yeah. Try one thing, and then another just making sure everything was working before we took off.
BW: And when he, during a routine sortie would be ready to take off what kind of things would you be doing? You're sat next to him and he gives you an instruction of some sort. Can you recall?
RS: Yeah. I can't remember. I can't remember the detail of what we did. How we flew the thing. But we did all right, you know. Did okay. Aye.
BW: I’m just going show you a colour picture here of a Halifax. You’re like —
RS: Oh yeah.
BW: Like the ones you flew.
RS: Yeah. Yeah. That's right. Yeah. The Halifax.
BW: What was it like to fly?
RS: Quite good. It was good fun really. It was good. You know. Nothing, nothing very worrying about it. It was, yeah. I enjoyed it.
BW: Did you find it technically challenging at all?
RS: Timesing?
BW: Technically challenging. Was it demanding?
RS: Oh yes. Oh, part of life. Yes. Yeah.
BW: Did you feel you'd had thorough training before?
RS: I think you'd get.
BW: Doing the job.
RS: Yes. Oh yes. We went through a lot of training. A lot of training.
BW: Did you feel quite confident?
RS: Oh yes. I was quite confident about doing it all. I was taking it all in, you know. And it didn't seem to be too difficult. It was alright. It was alright. Nothing I didn't like about it.
BW: And you got on well with the rest of the crew. You said you were good friends with the mid-upper gunner.
RS: The mid-upper gunner. That’s right. He was the only one. Yeah.
BW: But you got on well with the others?
RS: We got, well enough. But he was my friend out of, out of the crew. He was a Canadian.
BW: And you were the only Englishman.
RS: Oh yeah.
BW: In a crew of seven.
RS: All the others were Canadian. Yeah.
BW: And you spent some time while at Dishforth doing training sorties. And it says that there were three trips. After you've done about ten hours there are three further trips made to give the gunners and bomb aimer some practice. And you crashed on your third trip to give them practice.
RS: I don't remember a lot about it. Only that we did crash. I don't remember much about it. I don’t think, nobody was hurt or anything.
BW: It says, it says here it was apparent and subsequently reported.
RS: I can't read it, sorry. Sorry. I can't find out where we're in we put all the subsequent reported that we were, had suffered an engine failure which slewed us over the [pause] over to miss the runway. Yeah. Yeah. Oh yes. Aye. But I don't remember. I remember it happening but I don't remember a lot about it.
BW: And as flight engineer one of your engines has failed.
RS: Yeah. Nothing I could do about it, you know. I’m the flight engineer but I didn't do anything to engines. They were on the air, they were on the aircraft wings. I couldn't get to them.
BW: Of course. So this is happening as you're, as you're just about to come in and land.
RS: Yeah, and I I think the job itself didn't have a very deep technical training. It was enough to help the pilot along. To take some of the load off his mind. To help him. That's about all there was to it.
BW: And on this particular instance as you're on the approach to touch down one of the engines has failed.
RS: Yeah. Did it? Is that what —
BW: And it's caused you to skid off the runway or slew.
RS: Yes. Aye. Oh yeah. Yeah. I don't remember it sorry in detail did you see. Something that had happened and we were no worse off for it.
BW: And nobody was injured.
RS: No.
BW: It says that you remember being knocked about and then you opened your eyes to see you're in, you were actually a few yards in front of the nose of the aircraft.
RS: Oh heck.
BW: So somehow you’ve come out through the —
RS: I don't, I don’t know how. I wouldn’t know.
BW: But there was an Italian prisoner of war who's helped you escape.
RS: Was there?
BW: Got you out of the aircraft.
RS: Yeah. I don't remember. Well, you know it was all happening while I was being thrown about really.
BW: In the description it, it says that when you were examined in hospital you were found to have a compression fracture of the vertebrae in your lower back and a plaster of paris jacket was applied from the groin to the neck and you were in bed.
RS: Oh yes. Yes. I do remember. I vaguely remember that. I don't know why. Yeah. I know there was something wrong with me and they put in plaster. Yeah. Yeah. Well, it’s in there.
BW: So you could walk about fairly normally. You were in this —
RS: Just about. Upright all the time, you know. Aye. Yeah. I remember. Aye. God. You're reminding me now. I’d forgotten about it.
BW: And you couldn't, you couldn't bend down properly.
RS: No. No.
BW: So they sent you on leave and you went home and then you were at a convalescent home in Hoylake in the Wirral and you're in with other air crew who had also been, for want of a better term banged up.
RS: Yeah. Yeah.
BW: Or banged about.
RS: That’s right. Yeah.
BW: In plaster casts.
RS: Aye.
BW: What was it like being there?
RS: I can't remember the detail. It would be alright. They did very well for us really. You know. They did give get us help in putting in things right. Aye. I got treatment. I got treatment. I was alright.
BW: Were none of the other crew taken to hospital with you?
RS: Oh no. That was the mid-upper gunner I was all friendly with. He was about the only one. The others —
BW: But none of the crew including him.
RS: Didn’t bother with me. No. Didn’t bother me. Only him. Just the pilot occasionally. I never had anything to do with the flight engineer err with the wireless operator or the navigator or anybody like that. Or, or the rear gunner. I didn’t have much to do with him at all. I didn't care for him very much. Yeah. But the mid-upper, the mid-upper gunner I was friendly with. Very friendly with. Canadian. Yeah. We were good friends.
BW: What did you do in your time off with these guys before before the accident?
RS: Didn’t do anything much with them. I used —
BW: But I mean with your mid-upper or the skipper. Did you go out?
RS: Yeah.
BW: Drinking with him.
RS: Yeah. I I don't know. We were good friends. That's all I can remember. Did a lot of things together. Whatever they were. I can't remember.
BW: And then while you were, while you'd been in hospital and convalescing the invasion of Normandy took place. And then in August 1944 it says you were posted back to Dishforth and you got another crew.
RS: Oh.
BW: And this skipper was R Anderson. And you knew him as Andy.
RS: Yeah. Yeah. [unclear] posted back to Dishforth to join another crew. What was it? I think it were Roy.
BW: Roy.
RS: I think so. It's just R Anderson. We knew him as Andy.
BW: What was he like? Do you recall much of him?
RS: He was alright. He was. He didn't have a lot to do with me out of, you know. I was, he was more concerned with the navigator and wireless operator and I mean we were a bit lower down in the scheme.
BW: So at this time you'd done, over a period of four weeks ninety eight hours flying in Halifax.
RS: Yeah.
BW: And then you were told you were going to be moving on to Lancasters. And you did about ten hours flying time in three days.
RS: Yeah. Yeah.
BW: Which is good going. Before you were declared operational on Lancasters.
RS: Yeah.
BW: Do you recall much about the Lancaster? What it was like to fly in comparison to the Halifax.
RS: Not really. Not really. It's all a bit vague. It's too far away. I don’t remember it. I can remember where I sat and so next to the pilot. Next to the pilot to help him whenever he needed any.
BW: And your next posting was in October ‘44 to 428 Squadron.
RS: Where? 428.
BW: 428 Squadron. The Canadian squadron.
RS: 428 was a Canadian squadron. Yeah. Some of the numbers are still familiar to me. 428. Yeah. Well, I don't remember a lot about that in detail.
BW: The unit was based at Middleton St George in County Durham. And that's not far from Darlington is it?
RS: No. It’s not. No.
BW: Did you get to go into Darlington much on your time off?
RS: No. I can't remember. I don’t think we did. We’d get out on the, on the necessary occasions but we were on duty, you know. I mean, we were flying. We were kept busy because we were being used. We were flying quite a bit.
BW: And over the period of the next six months from October ‘44 to around about April ‘45 you did twenty eight ops.
RS: Yeah.
BW: Twenty eight trips.
RS: Aye.
BW: That was practically the full tour.
RS: Yeah. Aye. Not far off.
BW: Do you recall any night time trips at all?
RS: No. No. I don't. I can’t remember anything in detail like that.
BW: I’m just going to show you another picture which is of the interior of the, of the Lancaster which shows the flight engineer’s position.
RS: I can hardly see it.
BW: And at that, this is looking forward so the pilot sits on this side on the left and your fold down seat is here next to him. And your control panel would have been on this side. To your right hand side.
RS: Can't see much. Not, there you are, it’s too, too —
BW: A bit too dark.
RS: Not enough in it. Not a good, not a good picture. Not enough detail in it. It’s all black isn’t it?
BW: Do you recall what the Lancaster was like to be flying in?
RS: Oh yes. I don't recall it as such. You know. I wouldn't do that. But as I remember it was quite comfortable. Yeah. I enjoyed driving it. Riding in it. It was no, it was a good job for me to do. Yeah. I enjoyed it. I felt that I was being used properly. Yeah.
BW: Did it feel in that case like a, a proper engineer's aircraft in the sense?
RS: Oh yeah. Yeah.
BW: It was well put together.
RS: Yeah. Well I wouldn’t say it went as far as that.
BW: They say the Lancaster was made to get into and not get out of. Did you, do you recall what it was like trying to get into one and get over the main spar into the engineer's seat.
RS: I don't remember a great deal of getting in and out of the aircraft quite honestly. Don't remember. You know. Not much.
BW: And just.
RS: Just vaguely sort of climbing some stairs that had been put there to get you up to, to the point where you got in.
BW: At the side. This is at the side of the aircraft.
RS: Yeah.
BW: To get in at the rear door.
RS: Nothing wrong with that. I was [unclear] all the time. Yeah.
BW: And you would have had to carry your ‘chute in with you, your parachute in with you.
RS: Oh yes. Yeah.
BW: What did you do with it when you got in?
RS: Ah. I can’t remember now. I put it somewhere. I put it handy. I don’t. I wouldn’t —
[recording paused]
BW: Sorry, Bob. You, you were saying when you got into the Lancaster, up the steps at the, at the rear door you would have turned right to go up.
RS: Yeah.
BW: Into the front of the aircraft. Can you remember what you did with your parachute?
RS: No. I can't. I’m sure I’d carried it with me.
BW: Yeah.
RS: I think I would. I don't remember though.
BW: But it's quite cramped in a Lancaster isn't it?
RS: Yeah. Oh aye. Yeah.
BW: Because you had to get through a narrow space and then get in to your position next to the pilot.
RS: Yeah.
BW: What was it like when the aircraft was fully loaded with bombs and and fuel. Did you find it difficult to handle or —
RS: No. Not really. It was, oh everything was straightforward really. I just had a job to do and I did it. Yeah.
BW: And when, when you were on the runway and just about to take off what would you be doing to help the pilot?
RS: I was sitting next to the, helping the pilot with fixing the engine speeds and doing like that. All kinds of things but I was helping the pilot.
BW: And, for example as he runs the engines up and takes the brakes off to start —
RS: Oh.
BW: Moving down the runway what would you do?
RS: Just wait. Wait and watch. Make sure that everything was doing alright. Not much to do really once you were on the way. Everything was automatic.
BW: And do you recall any, any voices or instructions.
RS: No.
BW: You would get.
RS: Not really.
BW: Through the headset from people or conversations you had as you were —
RS: No. Not really.
BW: Cruising.
RS: I know, as I said, the [pause] the what do you call them? Operator. Wireless operator. There was a wireless operator and navigator. I used to see them but I didn’t have a lot to do with them. We didn’t work together.
BW: And you're taking off at night time and you’d to fly across the Channel into Germany and bomb certain cities. From your position right next to the pilot you must have had a good view.
RS: Oh yes. I did.
BW: Can you recall what you saw when you looked out the window?
RS: No. No. I’d have been in the dark.
BW: You didn't see any fires or anything like that.
RS: No.
BW: And were you ever caught in a searchlight or anything?
RS: Not that I recall.
BW: Were there many fighters around? German fighters. Did they come after you at all?
RS: I didn’t seem to see much of them. I think they were but we didn’t see much of them. No.
BW: So it seems like it's it was fairly quiet on many of these trips.
RS: Well, to be a flight engineer any aircraft flying, fighter aircraft flying they would have attacked us. And we never got attacked as I recall. Never.
BW: Did you see it happen to any of the other —
RS: No.
BW: Aircraft.
RS: No. No.
BW: So in some ways to do twenty eight trips in those conditions when it was fairly quiet for you was pretty fortunate.
RS: Yes. Yes. Oh yeah. I remember worrying about it. Never, I never tried to dodge it.
BW: And on one occasion when you came back there there was apparently a piece of shrapnel in the fuselage.
RS: Yes, there was. It was only a small piece but it was there. I found it.
BW: Where was it?
RS: Just in the side. Under the, just under the air [pause] the air there, the line. The wing there. Just under the wing. In the body. Yeah. I found it.
BW: Sounds like it was near the bomb bay then. If it's under, if it's under the wing where the —
RS: It would have been somewhere near the bomb bay. Yeah. Yeah. Yeah. It would. Aye.
BW: How did you manage to find that?
RS: Just accidentally really. As we were walking past I saw it. As we got out, we were walking away I saw it there. So I went and pulled it out. But it was just a piece of shrapnel. It was still in there. It was only a small piece.
BW: So, you, you had a lucky escape.
RS: Yeah.
BW: Had it been perhaps a slightly bigger piece.
RS: It were stuck, as I say stuck in the in the body. Very thin body but it was just stuck in there. I pulled it out with my fingers.
BW: And you, you've no idea what, how that happened. Whether it was a piece of a —
RS: No idea.
BW: German shell or a—
RS: No. No idea.
BW: A cannon shell or something like that.
RS: No. I don't remember it happening.
BW: Do you think —
RS: I think it was just that very end of a, of a shot and it was just getting towards the end of his run and hit the aircraft because it didn't go through. It got stuck halfway. In the fuselage itself. The fuselage is only a thin skin. So it wasn’t, couldn't have been very hot. Hard.
BW: Do you feel that your aircraft was a lucky aircraft or your crew were lucky?
RS: I felt confident. I wasn't worried. I knew, you know we were all going to come back. We'd go and come back.
BW: And you didn't have, or did you have any superstitions or rituals to bring you luck?
RS: No.
BW: No.
RS: No.
BW: So you all just thought it's a regular job. We'll get on and do it sort of thing.
RS: Yeah. Oh yeah. I was a, I had, you know I had my worries at times. Very often. I didn’t like it. Everything we did. But it wasn’t so bad. Wasn’t a bad life.
BW: What didn't you like? What sort of things?
RS: Oh, I can’t remember exactly. I can’t remember.
BW: I mean were there, were there things perhaps about, were they about dropping the bombs or was it about being over a heavily defended target? Do you — what, what do you think?
RS: Well, not much you could do about it. We had to bomb a certain target. And to get to it you had to fly over general, generally over a city. A built up area anyway. Yeah. And that's where the, the anti-aircraft guns were fitted too. We were — but we never got shot down. We got hit. As I say, that's one I remembered. The piece of shrapnel in the fuselage.
BW: Some of the air defences were over the coastline and some were around the cities.
RS: Yeah.
BW: Did, do you remember whether any were particularly —
RS: No.
BW: Heavy.
RS: I can’t remember. I can’t remember.
BW: Were most of your sorties at high level or did you ever bomb from low level?
RS: No. We never bombed from low level as I remember. Always at high level.
BW: And do you recall seeing many other RAF bombers or Canadian bombers in the stream at all?
RS: Not a lot. Just occasionally. We were going as a stream. When bombers were, it was all bombers. All the bombers. We all went as a bomber crew. It was a number of aircraft went and bombed it. Yeah.
BW: And do you recall seeing many of them in formation over the city?
RS: Not really.
BW: Or did you feel pretty alone?
RS: No. We didn't do much in formation. We flew together and we had an eye on each other. Yeah. That's all I remember. Not that I’m, not I’m still trying to sort of climb so far behind aircraft number so and so. You thought, you just sort of pitched yourself up in the in the crew. In the team of crews. Yeah. To just get where you could out of it like. Yeah. I can’t remember much of the detail quite honestly.
BW: So it was almost, I suppose as you describe it was almost like you were flying in your own aircraft. It was almost like you were flying solo as a crew. There was very little sight of other aircraft.
RS: Yeah. Yeah. Didn't see much of them. No. They were there. You knew they were not far away because you go over as a team of crews when you went bombing. You didn't go on your own. You went with a crew. You know a crew would have been about ten or something. Nine or ten aircraft.
BW: And could you see them dropping their bombs on the target?
RS: No. No. I say no. It's quite possible. We wouldn't have, it wouldn't have registered with me or anything. It wasn't important. That’s all we were there for. Dropping the bombs. And if I saw it dropping. Good. That's what he's going to do now.
BW: And you never had to turn back for any reason. You never missed a target.
RS: No. Not that I recall. No. Not that I know. I don't think we — there may have been but I can't recall.
BW: And you didn't see any other aircraft from your squadron get shot down.
RS: No.
BW: Or anything like that. So they were all I guess fairly successful.
RS: Yeah.
BW: In getting out to the target.
RS: Yeah.
BW: Dropping the bombs and getting back.
RS: And getting back home. Yeah. It was alright. It was an interesting life at the time.
BW: And when you were on the way back were there any instances where you had [pause] I don't know to, to swap fuel over from different tanks or when you had engine failures perhaps.
RS: Not that I can recall.
BW: No.
RS: There may have been some times but I can’t recall them.
BW: But you clearly all made it back safely. None of the crew were injured or anything like that.
RS: No. That’s right.
BW: So in some ways you've joined a lucky crew. Although you'd had an accident with your first crew in training.
RS: Yeah.
BS: When you've been with your second crew you've got through a complete tour of ops.
RS: Yeah. Yeah.
BS: Did you ever hear what happened to your first crew?
RS: No. No.
BS: Did you keep in touch with any of them?
RS: Not that I recall.
BS: Once they’d left.
RS: No.
BS: So when you get back to, when you get back to when you get back to base at Middleton St George what would you have been asked about the raid? Would you have been debriefed at all?
RS: Oh aye. We had. We ran through it but I don't, I don't remember it in detail by any means but we all always had interviews. Always interviewed. Reported back and saying if anything happened or hadn't happened. Say what we could about the trip. Yeah.
BW: And did they do that before you could be dismissed and have breakfast?
RS: Yeah.
BW: Because presumably you're coming back.
RS: That’s right.
BW: Very early in the morning.
RS: I don't, I can’t remember. I think they did. I think it was before we had breakfast. Before they provided us with any food. Yeah. Yeah. It wasn’t —yeah. It was a fairly quick do really being interviewed afterwards. Didn't take a long time. And you got used to it. It was a regular thing. Oh, there it is. I keep getting lost.
BW: Do you remember any of the other crews perhaps telling you stories of what they'd experienced or if they'd been hit?
RS: No. No. I was very friendly with the mid-upper gunner. Not so much the rear gunner. He was a different, a different character for me. Yeah. I didn't have much to do with him.
BW: So you've, at this stage got through your tour of operations and it's towards the end of April now in 1945 and coming up to VE day. Do you remember anything about the announcement of the end of the war?
RS: No. I can’t recall.
BW: Where you were.
RS: I can’t recall it. Aye.
BW: What happened to you after the end of the war? Because you're now a qualified flight engineer.
RS: Yeah. I was just, I wasn’t pushed out right away. I was still kept in all right. In fact, I spent some time on the south coast of England. I don't know why but we spent some time down there.
BW: It says here, just read that aloud to us.
RS: With the war in Europe ending in May 1945 and operating flying finished it was apparent that the authorities had to find something for aircrew to do to [pause] can’t find my line. System mechanics. After that I was posted to Kinloss where we spent time inhibiting engines on bombers in case they were needed again.
BW: So you were fitting engines on bombers in case they were needed again.
RS: Try them out. Yeah. Tested. Yeah. So they would run again next time. Aye.
BW: Do you remember any of your commanding officers? You would have had a, just thinking back to the time when you had joined the unit you might have seen your commanding officer or been briefed by him and then presumably when you've got to the end of your tour you would have had a, perhaps a sort of a farewell speech or dismiss parade or something like that.
RS: No. Not that I remember.
BW: Never.
RS: No.
BW: No. Never remember seeing any of the wing commanders around.
RS: No. No. I don't remember. Things would have happened but I don’t remember.
BW: So for some time you remained in the Air Force after the end of the war and you were demobbed in February 1946.
RS: Yeah.
BW: So that's almost exactly seventy years ago.
RS: A long time ago.
BW: Slightly more than that. Seventy two maybe. But you'd been in for two years and eight months. What happened to you after you left the RAF?
RS: I can't remember. I can't remember what I did. Some time later I learned that the Institution of Gas Engineers had arranged some courses for employees who had their technical education interrupted by war service. And I went and applied. Made an application. I went to Aston Technical College for six months to get the, my Ordinary Grade Certificate in Gas Engineering. Yeah. That's all there.
BW: So you've come out and gone to Aston Technical College to get an Ordinary Grade Certificate.
RS: Yeah.
BW: In gas engineering.
RS: Yeah.
BW: And then you've moved to Liverpool Gas Company. And then Birmingham Technical College to get a Higher Grade Certificate.
RS: Yeah.
BW: So you’d become a gas engineer. Now —
RS: Obviously, to get back to my gas works where I worked. Get back to my gas works.
BW: So it seems there’s been quite an industrial link or thread if you like through your life because your dad was a miner in the coal mines in South Lancashire and then you've been sort of a lab assistant and an engineer.
RS: Yeah.
BW: But then you've yourself gone into gas engineering.
RS: Gas engineering. Yeah. Oh yeah. Not a bad life. Not a bad life. Interesting. Yeah. And, you know, sort of important enough. Busy enough.
BW: And you mentioned during your time in the RAF that you met a young woman called Dorothy.
RS: Oh aye. Aye. I remember. There she is up there. Up there. Her photograph.
BW: And that was when you had started your training as a flight engineer.
RS: Yeah.
BW: You'd come home on leave, gone to a dance at the Parish Rooms in Prescot and met Dorothy Marsden.
RS: Yeah. That's right. I remember going there. Yeah. I remember the event.
BW: And do you recall what she looked like when you met her?
RS: Yeah. Her photograph’s up there.
BW: Yeah. Her photo’s there.
RS: Yeah.
BW: She —
RS: Oh, I —
BW: Photo’s there of her as an older woman.
RS: When I met her, you know. Yeah. Aye. I was anxious to marry her.
BW: And you married in 1947. What was that like?
RS: Alright. I was happily married but she died early. I don't know why. I can't remember why. I must, I must have known at the time but I don't know now. Yeah. Just it was a disappointment to me I can tell you that she did die because we were quite happy still living together.
BW: And do you remember much about your life in post-war?
RS: No. Have I much down there? I don't remember much about it.
BW: Well, you worked in various industries and working in well various companies I should say and departments. Working for local gas companies.
RS: Yeah.
BW: And you moved up to Burnley.
RS: I don’t remember. I don't remember those, all those details. I don’t remember them at all.
BW: See if that brings back any memories.
RS: Gas industry at the time [unclear] the town’s having gas works put in by, as a private company or various departments of local councils. 1951 the industry was nationalised and these undertakings, apart from the biggest towns like Manchester and Liverpool were formed into small groups. This gave the support, the opportunity to create their special departments specialising in particular activity. One of these was sale of gas to [pause] the sale of gas [pause] I’ve lost it. Sale of gas is to. [unclear] Yes. I remember now. Yeah. Back. Back to selling. Selling. Working at the gas works and selling gas. Selling gas to industry. Yeah. All part of the job.
BW: So you, you've post-war married and you raised a family.
RS: Yeah.
BW: Three. Three children.
RS: Yeah. Robert, John, Jeremy and David. Four of them.
BW: Four. Four boys.
RS: Aye.
BW: And you said yourself you were from a family of four. Four boys as well.
RS: Yeah. Yeah.
BW: And then —
RS: Oh, well I’ve got it all written down there.
BW: You've, you’ve stayed.
RS: I’m glad I did that now.
BW: You've stayed in the north west.
RS: Yeah.
BW: And then eventually you moved to Garstang which is where we are now, in 1982 and [pause] from there on it says, as you, as you've noted here you've had a comfortable life and a varied life. So at this stage now we're here talking about your war service. And have you, have you heard much about the efforts to commemorate veterans of Bomber Command?
RS: No. No. I’d not heard.
BW: Did you know there's a Memorial in Hyde Park?
RS: No.
BW: Okay.
RS: No.
BW: Well, the, the Centre that is going to be the, the sort of repository for the interview.
RS: Yeah.
BW: For your story is based in Lincoln.
RS: Oh.
BW: And do you have any particular thoughts about the commemoration of veterans like yourself or —
RS: No.
BW: Bomber crew. Are you glad it's happening?
RS: No. There were a lot of us. There were a lot of us. No. I don’t remember.
BW: Are you glad it’s happening?
RS: Eh?
BW: Are you glad it’s happening?
RS: Oh, it's all right. It’s all past. All gone now. Nothing I resent at all really. Not a bad life at the time considering. We were useful. Doing a good job. Yeah. Quite happy about it. Yeah.
BW: But it's a good thing that veterans are being remembered for their service in Bomber Command do you think?
RS: Sorry?
BW: You think it's a good thing that veterans are being remembered for their service in Bomber Command.
RS: I don’t know.
BW: Because you have been overlooked.
RS: I don’t know if it matters that much really. I don't know whether we're being remembered or not.
BW: Well, you are. The, the stories and the experiences that they've had are being remembered.
RS: Are they? Oh. Oh, I can imagine that happening. Yeah. Somebody happening. Writing. Writing a story about it. Why not? But I didn't have anything like that to do. I didn’t do any. That's what I wrote. What’s on there now. That’s all my writing that I did. Nothing else.
BW: So, I don't think there's anything else left to, to cover. You've answered all the questions.
RS: Well, I couldn’t. I don’t think there’s anything more.
BW: Yeah.
RS: I can’t think of anything else.
BW: Okay.
RS: I packed up. Packed up with flying and went back to work at a gas works. Yeah.
BW: Yeah. And just sort of got on with life.
RS: Yeah. What else could I do? I know at one time I was covering an area. Rainhill. Visiting them every week. Once a week. Visiting their customers. That was, that was a matter of routine. Part of the job. I wouldn’t say once a week. I used to go every day taking milk out. I went in to delivering milk. Yeah.
BW: That was when you were much younger.
RS: Oh yes.
BW: And that was before you joined up.
RS: Yeah. And pulling a hand cart to do it until eventually they provided me with a pony and trap. That was a good time.
BW: So at least it made it a bit easier for you.
RS: Oh yes. Made life a lot happier.
BW: Well, just remains for me to say thank you very much for your time, Bob. And thank you very much for —
RS: Oh, it’s alight.
BW: Allowing us to record the interview with you.
RS: I’m sorry if I don't recall. I can't recall everything that happened. You know. To tell you. But I don’t. I don’t. I just don’t recall everything.
BW: That's all right. We have the material written down as well which will back up the —
RS: Yeah.
BW: Stories you've told us.
RS: Yeah. Well, I suppose that —
BW: On the recording.
RS: Yeah. I suppose that, I don't know why I did that but I’m glad I did. Yeah.
BW: That's been good to hear from you. So, thank you very much.
RS: That’s alright.
BW: Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bob Sharrock
Creator
An entity primarily responsible for making the resource
Brian Wright
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
2018-02-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ASharrockR180212, PSharrockR1802
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Pending OH summary
Format
The file format, physical medium, or dimensions of the resource
01:13:01 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham (County)
Description
An account of the resource
Bob Sharrock was the son of a miner. He worked as a milkman delivering milk via a hand cart until he was given the privilege of a pony and trap. Bob then went to work as a lab technician for a gas company before he volunteered for the RAF. He trained as a flight engineer and joined a Canadian crew based with 428 Squadron at RAF Middleton St George. After one operation Bob and the crew were walking away from the aircraft when he saw a piece of shrapnel in the aircraft which he drew out with great interest.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-03
1944-08
1945
1664 HCU
428 Squadron
aircrew
bombing
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
RAF Dishforth
RAF Middleton St George
RAF St Athan
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/704/11895/LBeethamMJ[Ser -DoB]v2.pdf
e48b84bb1ab4b0ad11464c42bd3238d3
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
Beetham, Michael
Sir Michael Beetham
M Beetham
Description
An account of the resource
Five items. The collection concerns Marshal of the Royal Air Force Sir Michael Beetham GCB, CBE, DFC, AFC, DL (1923 - 2015) and contains his five flying log books. He flew a tour of operations as a pilot with 50 Squadron. After the war he flew on the goodwill tour of the United States with 35 Squadron. He remained in the RAF and rose in rank until his retirement in the 1980s.
The collection has been loaned to the IBCC Digital Archive for digitisation by Sir Michael Beetham and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Beetham, MJ
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
Michael James Beetham’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book for Michael James Beetham, covering the period from 5 December 1945 to 18 July 1952. Detailing his post war squadron duties, staff duties, flying training and instructor duties and flew the victory day fly past and good will tour of the United States. He was stationed at RAF Graveley, RAF Hemswell, RAF Finningley, RAF Eastleigh, RAF Middleton St. George, RAF Bassingbourn and RAF Andover. Aircraft flown were, Lancaster, Oxford, Lincoln, C-47, B-17, Expiditor, Anson, Wellington, Devon, Valetta, Meteor, Canberra and Proctor. Flying duties were with 35 Squadron, 82 Squadron, Headquarters Bomber Command and Staff College.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBeethamMJ19230517v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1945
1946
1947
1948
1949
1950
1951
1952
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ghana
Great Britain
Kenya
Nigeria
South Africa
Tanzania
United States
Zambia
California--Mather Air Force Base
Colorado--Colorado Springs
England--Cambridgeshire
England--Durham (County)
England--Hampshire
England--Huntingdonshire
England--Lincolnshire
England--Suffolk
England--Wiltshire
England--Yorkshire
Ghana--Accra
Ghana--Takoradi
Kenya--Nairobi
Michigan
New York (State)
New York (State)--Mitchel Field
Newfoundland and Labrador--Gander
Ohio
Ontario--Ottawa
Ontario--Trenton
South Africa--Pretoria
Tanzania--Dar es Salaam
Tanzania--Lindi
Tanzania--Mbeya
Tanzania--Tabora
Texas
Washington (D.C.)
Zambia--Ndola
California
Colorado
Ontario
Newfoundland and Labrador
35 Squadron
82 Squadron
aircrew
Anson
B-17
C-47
Goodwill tour of the United States (1946)
Lancaster
Lincoln
Meteor
Oxford
pilot
Proctor
RAF Andover
RAF Bassingbourn
RAF Eastleigh
RAF Finningley
RAF Graveley
RAF Hemswell
RAF Middleton St George
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/554/15907/PPattersonGE1901.1.jpg
060ccb192e773a320fa5c2d80b95b204
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/554/15907/APattersonGE190126.1.mp3
e165630a23c378907244fd1745908a55
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
Patterson, Ernie
Gilbert Ernest Patterson
G E Patterson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Patterson, GE
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-08
2019-01-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Two oral history interviews with Warrant Officer Gilbert Ernest Patterson DFM (b. 1922 Royal Air Force). He flew operations as a wireless operator / air gunner with 635 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BE: So, this interview is being conducted for the International Bomber Command Centre, the interviewer is Beth Ellin and the interviewee is Mr Gilbert Patterson. The interview is taking place in Mr Patterson’s home in Darlington on the 26th of January 2019. Joining us is his daughter Catherine Hodgson. Off you go!
EP: Me? Well I was accepted into the RAF on the 4th of February, 1942, and prior to that I was helping to build aerodromes such as Middleton St George which is a bomber station and the satellite to Middleton St George which was Croft, that was, and from there I was called up into the RAF and the first place I went to, where everybody went to, was Blackpool and it was there that I was trained and learned to do Morse Code which was, I’d been accepted for. And we, it was all done in the Winter Gardens and all the teachers were ex GPO instructors and they were the ones, and there you had to get to ten words a minute and you got tested four, six, eight and ten, and if you failed any of them on the way to ten, if you, you sat it three times and if you sat it the third time you’re out.
BE: So you passed.
EP: That was, that was, the first thing you were doing all the foot slogging and everything. The Marks, I always remember the Marks and Spencers was where they kept all your documents. We used to do a guard duty on ‘em, two, two hours on and two hours off and we’d march up to somebody’s back street they’d stop outside somebody’s garage, they’d open the garage door and it was full of rifles and that was where we had to get, we were issued with rifles then and we did rifle drill on the Promenade at Blackpool. We were there about three or four month and we used to do PT on the sands, and the next time we went from there would be a ground wireless operator, place called Madley and from there we went, the next stop was Yatesbury where I trained to be air wireless operator and from there I think we went and we did a, I went to gunnery school up at Evanton and trained to be an air gunner as well, but I was never in the turrets on operations. Am I doing, is this all you want? And that was at Evanton up in Scotland and from there, that’s where we got our three stripes as a sergeant and we marched to the RAF marchpast when we’re on the passing out parade, I always remember that, but it’s hard to remember where I was. Then after that we ended up at, I forget what is was we were at, it was at, I think we ended up at an advanced flying unit where there was sprog navigators and sprog wireless operators and we had instructors with us on this at the advanced flying school, and from there I went, I don’t know I went to there first, after the gunnery school, and we ended up crewing up which was at a place called Abingdon and it was there that you all crewed up and you were all put in a hangar and you had to pick your own crew. You once told you were flying with them, you picked your own crew there. And I think we flew from there, our first time I was flying and their satellite was called Stanton Harcourt and that was where we flew in Whitleys. Then from there we went from Whitleys up to heavy unit on Halifaxes, at Rufforth, that’s near York, have you heard of that? That’s near York, and from there, we were, when we graduated from there we were recommended for that we could have either gone to 10 squadron in Melbourne which is main force or we could have gone to Downham Market on the Pathfinder and we plumped for that. See we, that was our dealing with us then, we could have gone there and got the chop, but this, we got to Downham Market. At Downham Market I was there a month [emphasis] before we went on operations and prior to that we had been training for five month as a crew, you know, before we got on operations, so when we got to Downham we were training on Downham Market for five, for four weeks before we got on operations which was after D-Day and it was there that I crossing the runway to do a DI on a bomber I found a horseshoe which is now over the back door in my kitchen and it were on every bombing raid I went on that, that horseshoe. Look. No kidding that.
BE: And were there other things people had, in the plane that were for superstitions?
EP: Pimpernel.
BE: Well, yes.
EP: We got, there we were issued Pimpernel aids. Have you heard of that, eh? Have you heard of it?
BE: Tell me.
EP: That comb on there, I’ve got it, show you, it’s got a compass inside it: that was one, they were called Pimpernel aids. Then there’s also you know the clip on the pencil which navigators had, you know the metal thing that goes on with the blob on the end, that was another one, you could stand it on the end of the pencil point like that and the blob on the end pointed north, this was in case you got shot down, help you to find where you were and which way to start walking.
BE: And the trees. South.
EP: And we went to lectures to see, they showed you pictures of places where you could get shot down and to give you extra idea of where you were and the only thing I learned from it was that the longest branches of the tree point south, [emphasis] that’s the only thing I can ever remember of it! Not that you could do – but we didn’t need any of them – but also you could have pipe which navigators, a pipe, you pulled the stem out the pipe and in the end of that stem there was a bit of cotton wool there was a compass in there! That was in a pipe and you could have a pick whatever you wanted. And you could also get a pair of buttons, which you put on your trousers and if you could pull them off and turn the buttons round like that and there was a pin on one end and there was a dot on the other one and it would point north, that was another helping to find you, where you were. Have you been told this before?
BE: Not, in an interview, no. It’s really interesting.
EP: Right. That was another way of finding, if you needed, to find your way back. But as it was, that was, as you know, main force you did thirty missions, then you went on to, you go as an instructor somewhere, then you go back and do another fifty. But on Pathfinder Force you had to do the fifty, cause you had all the latest gadgets for navigating and they didn’t want you to leave, so you had to do fifty trips on Pathfinders, if you didn’t make it. Now as we went on to, with us being recommended, lots of crews would go on to Pathfinders that were already on a squadron and they’d done ops, but when you go on to, I suppose this happens on a squadron anyway, well if you hadn’t done any operations and you get on to the Pathfinders, your pilot goes with an experienced crew – I bet you’ve known this before cause they’ve told you - and they fly with another crew to show him what it’s like before he takes his own crew. Well what happened on our, with us he did his second, call his second dicky, and he, cause and he and the two navigators who had already done, he’d done thirty trips, we, they were taken off and posted away, cause you had to be good as a navigation team, that was the main thing on a Pathfinder crew, and with him doing his second dicky we only did twenty nine the rest of the crew and that pilot and the two navigators weren’t making the grade as far as Don Bennet went, he was the boss of Pathfinders, and they were posted overnight and I don’t know where they went, but that left us all spare, the rest of the crew. We’d all done our twenty nine. Well I got on to another crew that lost their wireless operator. Apparently they’d been at the same stage as us, well you know what they were doing, and apparently they’d been shot up over somewhere and they were on two engines coming back to this country and he was heading for Woodbridge, emergency landing strip in Surrey, and on the approach he lost another engine and it crash landed. They all got out bar the wireless operator, he was killed and I took his place.
BE: And his name was?
EP: And his name was Jimmy Crabtree. I think he was from Rochdale, I always remember that, and I think he was an ex-police cadet before he joined the RAF. I always remember that.
BE: And what happened about his sister, writing to you?
EP: And his sister, once she got all his belongings and that, there was a picture of me in it and I’ve got a picture of him somewhere, and she said I hope you have better luck than what Terry did. That was from his sister.
BE: You’ve still got the letter?
EP: Eh?
BE: And you’ve still got this letter.
EP: And I’ve still got, I haven’t got her letter, I’ve got his photograph.
BE: His photograph.
EP: That was that time. Then what was the next thing? I got in with this crew and after that we were top dogs after that. We lost the, I was this wireless operator, and towards the end, I’ll go back to when, when you’re on a Pathfinder Squadron you’re not all marking the target, you know what the Pathfinders did, don’t you, you marked the target, but lots of you, you didn’t all mark the target you went as a supporter, you supported, supported the ones who were marking the target. Anyway when you get to be, you were selected to be a Master Bomber and you were a Master Bomber as you get, first there you were marking the target, you find it and marking it for the bombers and I can always remember the calls, the callsign was Portland One and it always reminds me of a bag of cement, I used to say. And as I said you’re first there and you’re orbiting the target, directing operations to where the TIs and marking the target and the skipper’d tell, speak to all the bombers who were listening out to you, and you had to, and time was the main thing. You had to be there on that minute so that you didn’t bump into one another: there was lots of people lost by that. Where the TIs went down off marking aircraft, being a Master Bomber you’re circling and you’ve got a deputy going round with you, and you’d be wherever the target indicators were going down and cascading on to the aiming point, see we’d marked the aiming point and you tell them if you weren’t on the target, the Master Bomber would tell all the bombers to bomb to one left, or to one right or to the cascading red greens or whatever to go, he’d maybe tell you to ignore the bomb the fading green TIs and bomb the red ones, so that’s what the Master Bomber did. When that raid was over the skipper would assess that raid whether it was successful or not and me as the wireless operator, he’d tell me and I used be in touch with this country before any bomber got back, with that information. And he’d say if that wasn’t a success, said we’ll be coming here again. [laughs] That’s what a Master Bomber did, and I can still remember our base callsign was Off Strike and the aircraft was called Cut Out. I can still remember all that. And I’ve got a, I’ve got a thing in the garage now, and it’s got all the callsigns of all the squadron on a piece of lino, [emphasis] which were, and it’s written in chalk and I’ve still got that chalk on that lino from 1944.
BE: Wow!
EP: It’s in my garage now. Nowadays there’d be some sophisticated computer to give you, give ‘em all information like that.
BE: What about the bombs and people getting killed with the wings getting chopped off?
EP: Oh aye, and on a daylight you think you’re the only ones in the sky when it’s dark, at night time, and on a daylight raid when you used to go, you had to watch if you were getting bombs dropping from an aeroplane that was above you: knocking wingtips off, knocking rear turrets off with the gunner still in it – it happened all the time, but.
BE: What about when you used, with the coffee and trying to get through the plane?
EP: I was in charge of six, a flask six coffees in, to me, I called it creosote. I’ve never drunk coffee ever since, it was that terrible and I used to have to go down to the rear gunner with a flask of coffee and emergency oxygen bottle and you had to slide down on there you couldn’t just walk there, you were all over the sky avoiding flak and searchlights and all that. And I can remember, with being on the Path, you had what they called an H2S, which the second nav, you see we had two navigators. The second navigator operated this H2S and it was like a gadget you could see through cloud with it, onto the road, and that was why, with very little of it, we were the first to get it and you could see the ground. I’d just go back to rear turret, bang on his door, he’d open the door and I’d take the top off flask and give him, straight into his mouth and he’d break a lump of ice off his lung, off his exhaust thing on his mask and give it to me and I’d take it back up to the front and I’d throw it on the navigator’s table and the next day when I went to do a DI on that bomber it was still there but it’s smaller. And that was, that was one of the trips. And in that there were six flasks of coffee and they were all breakable so you can imagine they all did get broken, you’d just get the case off the back of your truck, and you’ve got a packet of rations and in it was six boiled sweets, handful of raisins, packet of chewing gum and a block of chocolate. Have you been told that before?
BE: No.
EP: That’s what we got for the rations.
BE: What did you eat when you landed?
EP: When you landed we got egg and bacon, and chips. And they was all rationed in civvie street, we had a ration thing for it. But we had three, I’ll give you three stories. This particular day, when the army couldn’t take Osnabruck, right, if you remember that was one of the places, and we were on, if you weren’t on missions you were on training and I can remember when we’d go on a cross country run that was for the navigators and meet up with the fighters somewhere, exercise for the gunners or we’d end up over the Wash to drop the, for the bomb aimer to practice dropping smoke bombs that were called ten pound smoke bombs. And what fascinated me, and still does, when the skipper talked to the ground, tell them that we were going to start bombing, the target was in the Wash, you used to have to tell ‘em what height you were at, they used the word Angels, right, Angels Five, you were at five thousand feet, you were ready to bomb the site, that sticks in my mind, what a lovely word: Angels Five to describe your height. I always remember that. [laughs] Anyway, this particular day, we, and I had to, me, I had to contact base every half hour in case there was a recall and this day there was. We had to get back and it was to bomb Osnabruck which the army couldn’t take, they were having trouble getting it so we had to go and soften it up, but the thing was, when we got back and we were briefed to where we were going and we went straight away, whereas as a rule, they take, once you know where you’re going, they take you out to the bomber and you’re kept there for an hour, an hour and a half, before you left but this raid was very important for the army. We took off straight away, but when we got in the aeroplane, we found it weren’t full up and one of the ground staff they left it to another lad to put petrol in and he didn’t and we were ready to go out to take off. The flight engineer, that’s him there -
BE: His name?
EP: Harry. Sitting next to me on that picture. Harry, his name was Harry Parker, but his real name was John Henry: that’s him, and that’s him. He said we haven’t got enough petrol to get us there and back skipper. And the skipper said we must have, he said how much have we got and he, the navi, he tried to work it out – the flight engineer – and he said well what was in, it’s not enough to get us there and back and the skipper said we go and we’ll bale out over France!
BE: Coming back.
EP: We got out to take off, got to the end of the runway, he turned on and went on to another dispersal, broke RT silence and I said about that we had no petrol, cause we were, otherwise we would have had time to sort that out, but we could have taken off straight away after being briefed. Anyway, what happened, but navigation leader and had to talk with the navi, they came in a bomber and they were all taking off to go and he, you know when you go to a target you dog leg, you never fly straight there, did you know that? You fly dog leg, that way Jerry’s guessing which way you’re going by doing that, and he has his fighters on a certain place and you don’t go there, that’s how we used to fox the fighters. And he said we’ll have to cut that leg out and that leg out and take off at such-and-such a time. By the time they got the bowser from the NAAFI, one of the NAAFI drivers got the bowser, that’s the thing that carries the petrol in, hundred octane it is by the way, not what you could buy, this was hundred octane, by the time they got him down there, to fill and to give us enough petrol to get us there and back. He said well -
BE: Somebody came, someone came on the plane.
EP: We cut that leg out, we’re going to be taking off at this time. And he said well, the joke that’s coming, he said in the end, we set course fifty minutes late: they were all well on the way by then. And in the end the skipper said well we’ll cut all the legs out, we’ll go straight to the target, and one of the navigators, Buddy, he said we can’t go, bloody suicide going that way, and the skipper said well we’re going, are you coming with us? That’s the line and somebody said I might as well, got nothing better to do. That’s true story that.
BE: Very, very brave.
EP: We went straight, and that was the highest we ever got, we used to bomb at about nineteen thousand feet all the time, we were up at twenty three thousand feet that day and I was always in the astrodome. You know what that is, don’t you, the dome and inside that was a piece of bullet-proof Perspex in that in case you were attacked, we had to do that, and that particular day we were at twenty three thousand feet to try and avoid some of the light flak, or flak, and all of a sudden there was about half a dozen bursts of flak on our tail. Straight away the rear gunner shouted flak skipper: dive! And he put the aircraft into a dive and I were looking in the astrodome and I could look back and you could just imagine they were reloading and firing, and they burst and we were split second in front, away from it, if they’d been a bit nearer they’d have hit us. But we dived out of the way but that’s what happened and do you know the feeling when you’re last to go to bed you think somebody’s behind you, that’s the feeling I had. You could see all these flaks burst right behind, follow you, you could see, following you down like that, you could see where we’d been but anyway where these things gone off. Anyway, we managed to get there in time we did what we had to do and that was it. That was at one of the raids.
BE: How did they check the dive?
EP: Eh?
BE: How did they check the dive?
EP: Oh that was on Nuremburg that was.
BE: Oh right.
EP: D’you want another story? Right, we did a daylight on Nuremburg, do you know on a night raid we lost ninety five bombers, did you know that? You didn’t! Well you, we lost ninety five bombers: Lancasters, Halifaxes in one night, [emphasis] You didn’t know that, well you should have done. The lads must have told you that. I wasn’t on that raid though. And there was twelve crash landed in this country which were write offs, but that was the most we ever lost. Anyway, we did a daylight raid, that was a night raid but we did after that, being in the forty five we did a daylight raid on Nuremburg and we were on the first to drop ours and we got walloped and the aircraft, affected the ailerons or something, we went into a dive, and Harry, he told me he had his back up against the pilot’s control and he was pushing the control stick back with the pilot and it eventually responded and he levelled out so he came round, the raid was over, they’d all, they were all gone and on their way back home to England and we, he came round, just dropped the bombs, and he eventually turned round, tried to find our way home and all of a sudden these two fighters we thought were coming for us, and when they come along, I could see the mid upper gunner waiting for ’em, he was ready to have a go at them, they were coming and they were Mustangs, you’ve heard of them, haven’t you. Have you? American Mustangs, well they flew right along, escorted us back, and there was one on each side of us and this feller at this, on the starboard side, he had his hood back, coloured lad, and he was smoking a Havana cigar, let the smoke out. That’s a true story. [Unclear] They were based over there somewhere.
BE: You had no engine power, gun power, is that right?
EP: That was another time, that. Anyway, when they left, from out of nowhere what came alongside? It was a Spitfire! Where the hell he’d come from? He followed until we crossed into the Channel area and he broke away as he was based over there. That was another story. Are you interested?
BE: Very interested!
EP: And that’s what happened to him. Do you want another story?
BE: Definitely!
EP: I think, we were briefed to go to Leipzig and our second navigator, he was a Russian Jew, his name was Boris Brezlov. He came from Russia with his grandparents and the name was Breslovski and they cut the ski off the end and they called themselves Breslov, anyway he was doing his chart, in flying control and he could sense somebody standing behind him, and he said the waiting [unclear] to go and he said don’t stand there behind mind, bugger off somewhere else and at that this arm came over his shoulder with all the bloody gold braid on it and he seen it and it was Don Bennett, Air Vice Marshall, but he was in charge of the Pathfinders, and he said, and he expected to be taken outside and shot. Said only RAF to tell an Air Vice Marshal to bugger off! That’s another story. True story that, yeah. But, er, is that enough?
BE: If you would like to take a break, we can take a break and come back in a bit.
EP: We’ll take a break.
BE: So we’re just coming back from a little bit of a break.
EP: Well this first pilot I flew with his name was Jack Harold, and he had a car, a Morris Minor, and with him getting posted, he came into the billet, he says anybody want to buy a motor car? And I said to him Jack, yeah I’ll have it, how much you want for it? He says twenty eight pound. And I said to him I said well I’ll have it Jack no intentions of driving and I’ve still got, I went into out Downham, into village, and I borrowed, I took twenty five pound out of me Post Office Saving book, what I’ve got in that drawer over there, and I had three pound in me pocket and that was the twenty eight I give him for the car. And the very first time we all three of six of us went into Downham Market in it and it, what happened, I found the brakes weren’t very good so the next time, before I went the second time I went in the car and I found I’d have a job, and they were all cable brakes and not like they are now, and I of course, clever me, I just thought I’d slacken them off meself and I put, and we got in it and of course when I took off I’d tightened them too much, and they were getting really hot and hubs of the wheels were red hot with binding, they was stretching acting as a brake, I couldn’t hardly move so we stopped and I could see all the hubs of the wheels were red hot so what we all did we did, we had a pee on the wheels to cool ‘em off. True that. Yeah. We did.
BE: [Laugh]
EP: We got back in and went the rest of the way and back without any brakes at all. I managed, I slackened them right off. I thought I’d adjust them by tightening them and we found that all brakes on cars you could hear ‘em when you tune up, you can hear ‘em catching. That’s how they should have been. Cause I slackened them right off and we went the rest of the way there and back without any brakes. And that was where I used to go to what they called the Corn Exchange in Wisbech and that was where you had all dance bands in there, that’s where I learned to dance and where I met my wonderful wife. In the end eventually she used to phone me up in to the mess, at times there weren’t allowed any outside calls come in, security wise, and you know you never seen anybody with cameras, they were taboo, you weren’t allowed cameras but she used to phone me every day and if I wasn’t going to see her on the night I used to say to her how did work go down this morning and when I said that she knew I wasn’t going to see her then on that night. You couldn’t, there were times when they wouldn’t allow outside calls coming in. That’s how security was, when you, like you see on here you talk about. That was it. You never went anywhere. What’s next?
BE: Octane, hundred octane fuel for your car.
EP: Anyway, we got a shop in the village, I managed to salvage one of the lad’s, we had water bottles and a bag that fit it to put it in, and I managed to salvage that and I got three of these bottles and they just went snug into this bag and I used to take them out to the ground staff lads out that, where the bomber was based, but sometimes they only had MT petrol, was a lot less than hundred octane. But course you know they used to, with the petrol that the ground staff lads had, they used to clean the nacelles, you know where the nacelles are on the bomber, it’s where the wheels go in to and they used to clean the engines nacelles with the stirrup pump and petrol in the bucket and pump it away inside the bomber where the wheels go and one guy used to fill these three cans for me with six pints with petrol what they used to clean the engine out, and he’d put it in and leave the bags in the back of the car, he’d, after I’d filled the tank up with that six pints he’d get it after he’d had his dinner, he’d go back to the bomber and he’d put, he’d fill ‘em up again and he’d come back and he’d fill it up again, and that’s a gallon and a half for the night out and I used to pick him up and the six of us in the one car and that. That was very naughty, you aren’t allowed to do that. But we also had FIDO and it used ninety thousand gallons an hour and it used to disperse the fog, you know on the side of the runway. There was only two bomber stations that had it at the time and we were one of them.
BE: So what did you do when you went out with your crew on kind of leave time and your relaxation time?
EP: Leave.
BE: What did you do with, you say you’d go to the Corn Exchange?
EP: That was what we’d do of a night time, it was where a dance bands, that was proper dancing in those days, quicksteps, waltzes and all that, you got a lot of excuse-me dancing there, and that was where I met the wife and she was in the Land Army, have you heard of the Womens’ Land Army, and she was on a shilling an hour, five p an hour, that was her wages for her that. And you know me, as a flight sergeant, do you know what my pay was, sixty two and a half pay, that’s twelve and six a day, that was my pay, a shilling of that was danger money, that was right, sixty two and a half p a day. Now when I left school in 1936 and went to be apprentice joiner, my pay were twenty seven p a week: that was the pay. In those days you could buy a three bedroomed semi-detached house for three hundred and sixty five pound!
BE: Did you mention Newcastle airport?
EP: Then with me being a joiner, I was, when the war started 1939, all building work stopped and I ended up, before I went into the RAF, I ended up working at Middleton St George which was a bomber station weren’t it, and Croft was a satellite to it and I worked there and from there I was called up and went in back to where, you know where I started off with this going to Blackpool. That was when I started.
BE: When did you go to Newcastle Airport?
EP: That was, as I say I was working at Newcastle Airport, it was called Goosepool before, that was it’s name. I can remember when I was a young lad I used to go and meet me cousins that lived near the airport, and we used to go bird nesting where it was Bomber Command, took off from there, and that was there. I can always remember I was working in one of the village for the future crew, soldiers and all was gonna take it over and the army was having a practice, a display, one lot was chasing the others and they [unclear] down to some aircraft flying nearby and some of these soldiers came through these billet holes I was fixing a doorway in and on the frame of the doorframe there was a strap to hold the frame together when you fixed it, and I was stood, what amused me was, one of these, one of them, you know the red the red army banners on and ran through one was being chased by the green lot of soldiers, they was practicing whatever, and he tripped up over this blinkin’ lath and he just dropped, he just fell out of the aeroplane and they were chasing, chasing and he tripped over this lath. [Laughs] He gets, the man said get up and he runs off. I didn’t dare face him anymore, I had to turn away. That was, that was before I went into the RAF, all that. All a long time ago.
BE: What about the characteristic of a Lanc take off.
EP: Did you know that the Lancaster has a pull to port on take off? Did you know that? She knows it.
BE: Tell the story though, be great.
EP: No, but this is it. The pilot had to juggle with it. That’s why we had eight in the crew. There’s two navigators, one was, one of them, the proper navigator, he was a lecturer in zoology at Reading University before he went into the RAF and the other one was, I told you, Boris Brezlov and he came from Russia with his grandparents, and he used to operate the H2S, the gadget we see through the floor.
BE: Their names, Graham Rose, their names?
EP: Graham Rose, he was the navigator, but you wouldn’t think he was on a bloody bomber here, cause I sat here and he sat there, and Boris sat there and I used to stand up and look through the astrodome, cause I got good marks, one exam I had I had excellent night vision, eyesight, this was part of it, when we got near the target he used to shout over tannoy get in that astrodome Pat, that shows I had good eyesight, keep me eye open for fighters, but the thing was you don’t fire at them unless they fire at you. This H2S, do you know what, it was all see through cloud, you could see the ground and now and again you’d get the navigator telling the pilot to tip his wing like that so that he could send the bloody radar to check how near another city was, used to check his and you wouldn’t think he was on a bomber raid he was that involved, with his, every five minutes on his chart was a little diamond track, and he was on course all the time and this is why I put it down to how we get away with it: we were in the right place at the right time. A good crew they were. And we all kept going until we all did, some did about fifty four trips, we all kept going till we all got our fifty in and that. And that, the first crew I was with, we seemed to get more, and out of all the fifty one raids we was on in all we lost two hundred and seventy five bombers, that was, I kept a check of it, and I got three hundred and fifty flying hours in Lancasters alone, and two hundred and fifty of ‘em was operational and I never got the defence medal because I wasn’t, I’d got to do three years non-operational. You see on the phone they said you only did two, they had tabs on you all the time, you only did two and I was still training, that was two training with the crew before I got on ops. And I always remembered, if I’d been in the Home Guard or the Fire Service that would have counted, all the time I was building aerodromes before I went into the RAF, so they could have taken that into account, couldn’t they? That was better than being on Home Guard, that’s what it was. And I can still remember our callsigns, I may have told you this anyway: it was Off Strike: base and Cut Out for the aircraft, and you more or less got your same aircraft all the time unless it was getting a service and that. Wonderful aeroplane, the old Lancaster, wonderful. We had a squadron of Mosquitos with us, you know what, there was about eight, seven or eight Mosquito Pathfinder squadrons during the war and biggest part of them was Mosquitos and we had a squadron of Mosquitos and they originated from Thornaby, which is just up the road, and they could take off with a four thousand pound bomb if the bomb doors weren’t fully closed. I’ve got, show you some pictures. Pull it back. This was, is it still going? This was our, my last raid on Heligoland.
BE: Oh, wow!
EP: That was there. Read the bottom of it, tells you the height we were at and everything. And that’s the raid we did on Nuremburg where we had a bit of hiccup there.
BE: They’re amazing.
EP: That’s all bombs leaving the bomber. Yeah, there was a four thousand bomb following all that.
BE: That’s incredible.
EP: That’s, that was from our own aeroplane. Yeah. This is my log book. Just look at that front page. You see what you can read on the right hand side. Read all the places I was at. We were on that one sunk the battleship von Scheer. German battleship, we were on that raid.
BE: Amazing. The red and the green and the black means different things.
EP: The red’s night time and the black’s daylight bombing raid and the green’s the daylight raids. You see Admiral von Scheer. Now my very first trip was on Stettin, you know where that, that was Poland. Eight and a half hours airborne and it wasn’t put, we went there a few times. On one raid we went up, we came over Norway, over Sweden, down into Poland. Eight and a half hour trip it was, and one time this pilot was listening out on his radio, and Sweden was opening fire, they weren’t trying to hit you, and you’re listening out and they said: ‘you are flying over neutral territory,’ you know, you shouldn’t be doing that, and pilot said, ‘we know, anyway coming back don’t open fire again.’ This pilot answered: ‘you are three thousand feet off target,’ [emphasis] and they answered them, said, ‘we know!’ They weren’t trying to hit you, they were just warning shots. True story that. That’s something to read that, that’s just that one, that’s the last page and that says, [pause] I was awarded the DFM, you know what the DFM is, don’t you, you do! Distinguished Flying Medal. I got twenty quid with that when I got demobbed! Yeah. It’s worth about four thousand pound now. And also, you get me that pen over there, all of that, all that. I’m going to show you some of my proud possessions. Being in the Pathfinder Force, you had to have a permit to wear them, to wear the badge, the gold badge. You could be pulled up, you could be pulled, that was my pilot, you could be pulled up by the Military Police if you were wearing it. Lots used to masquerade and weren’t entitled to it and were pulled up, and this was a permit I had, that was a permit I had to wear it, signed by Air Vice Marshal Bennett. You read that.
BE: That’s amazing! Awarded Pathfinder Force Badge, 23rd of February 1945.
EP: And that, not until you get permission from him, and that’s it, that’s one of my proud possessions.
BE: It’s amazing.
EP: Are you reading it?
BE: Yeah.
EP: You soon read that! And that’s the skipper, the second skipper I flew with. He died in 1990.
BE: His name?
EP: DSO, DFC he got. We all got decorated.
BE: His name.
EP: Eh?
BE: His name?
EP: Alex. That’s his book there look. There’s his name, there’s his book.
BE: Alex Thorne, DFC, DSO.
EP: That’s him there, he was top, a hell of a bloke, hell of a pilot. That’s what I put it down to, my idea, the navigator was the main one. He went, took you over the right spots, but and those, because cameras weren’t around get the very full pictures you get now. All the pictures you see and that’s his book. And that was at the Nuremburg raid. You can see the craters, see all the bomb craters on that one.
BE: Yeah, it’s amazing.
EP: The garrison see, flattened it. and we go on about the Germans, Germany did to us. We got nothing in this country to what the Germans got. The damage we did was out of this world to what, to what they got. Terrible. I thought that was sad, the damage we did. But er, if you want to read that after.
BE: Do you want, about the dinghy training?
EP: What?
BE: Dinghy training in Blackpool.
EP: What was that?
BE: About the training you did in dinghy training. If you came down in the sea and the aids that were on it.
EP: Well that’s it. You remember the comb? There’s the comb with the, with the compass inside. Can you see, if you look, you can shake it you can hear it at times. Can yer?
BE: No, I can’t.
EP: Can you [unclear] see there’s something inside the plastic, in there. Turn it over, there’s a compass in there.
BE: You would not know.
EP: Eh?
BE: It’s very clever. You would not know.
EP: Yeah, you just break it. Used to say you had two pins, two buttons you could sew on your flies, I said you put them on your trousers you’d pull them off to see where to go and your trousers would fall down. I used to crack on about that. But that’s all the page that. When you’ve finished doing this you can read that, but that was one of my proud possessions. You put it back did you? Was that. That was a permanent award. When I got demobbed you got, it was called a gratuity. It’s called redundancy now when you get, you finish work, in those days it was called gratuity, I got eighty two pound for all that and I got twenty pound for me gong, but now with all the memorabilia, with my DFM, me Pathfinder Certificate, that thing there, and me mate and all that: it’s worth two or three thousand quid.
BE: Amazing.
EP: And she kept them, my, in that, it’s all in that cabinet over there. I made that cabinet.
BE: It’s lovely.
EP: What else, pet?
BE: This was about the dinghy training and you used to, how you would detach from the plane and the training in Barrow-in-Furness
EP: Barrow-in-Furness, I don’t know how we go there. But the thing was you had to put all this flying gear on, what someone else had been training on it, it was all wet, trying to put it on and in turn you had to jump off the high dive, into the water, into a dinghy and one of the exercises was: the instructor there, he’d turn the dinghy over and you had, in turn you had to jump in the thing and try to get on to your knees into the round part of the dinghy and a couple of rubber handles on the bottom like that and you got to lift, don’t you, you’re right underneath it aren’t you and all the rest of the crew there would be in the water waiting to get in it and they’re all going get in it and you’re underneath it, [unclear] all get in it [laughter].
BE: So if it came down in the sea what was it equipped with?
EP: Inside of it? I was in charge of a portable tele, transmitter. The handle was folded up and also you’re tied to the bomber, in the right, into the starboard wing there was a plate there and on the inside of the aircraft if you know you’re coming down in the sea, channel, you pull this cord and it inflates the dinghy in the wing and blows this panel off and then you’ve got to get out of the aeroplane and get into the dinghy before it goes down and there’s a knife in there in the socket, you’ve got to cut the wire, if you didn’t it would pull you down in the water wouldn’t it so you’ve got to cut yourself free and make sure you’re all in it, and that’s how and this portable wireless that I was in charge of, what you’d to do you’d just connect this handle and crank it and it sent out SOS on a continuous note so they could take a bead on you, see where you are. I don’t know whether it worked or not, but that was what the job was, this portable and it was covered in about six inches of foam so it wouldn’t sink. And did you know the wings, the petrol tanks on the Lancasters, it’s got about six inches of foam round on about six petrol tanks. You take off two of them, and then you use the others and when you take off the two you landed on and they’re covered in six inches of foam, in case you get hit with flak, of course it’ll seal it again. Once you get, I only ever saw two fellas ever bale out of a Lancaster, they was all in the stream, bomber stream and they were on fire and I only seen two get out and it still kept going along with us, till eventually got away. But I’ve seen aircraft get a direct hit in the air and it just explodes. Pretty terrible, awful sight. Don’t know they’re born now. And do you know what, I don’t get a penny pension for what I went through. You don’t get nowt. I came out A1, if I’d come out wounded I’d have got one: I don’t get any pension.
BE: What about the dispersal, when you landed in fog and you followed a vehicle on the runway.
EP: The very first trip I did with this second pilot, we went to Merseburg and we lost a lot of bombers that night. And coming back it was that foggy where we were based, was working, and it was all, technical aircraft that they landed there, yes I, I had to listen to Group headquarters and the message was to all us bombers: we were diverted to Ford down near Southampton. I always remember that, and we were up at ten thousand feet, and the women, who were controllers, they were marvellous, their voices, women, they used to handle it, bring aircraft down wherever they were at, and you would get an aircraft calling up permission emergency to land short of fuel and someone ill on board and it would er -
BE: You landed, and a vehicle.
EP: And when you do land, you land and all of a sudden a little fifteen hundred weight van would nip in front of you and big words would appear on it: follow me and you would follow him somewhere then and when you get where he switches the light off and he goes and gets another aeroplane. Then the next day you had to go find, there was that many bloomin’ aircraft on the ground it took you ages to find your own aeroplane, course they all look alike on the ground, don’t they. Yeah. And coming back right, we were at the lowest I’ve ever been, we were hedge hopping all the way back. You know what hedge-hopping is? That’s what it means, hedge-hopping.
BE: Tell me.
EP: You used, rather tricky, you come down, had to take down to at least a thousand feet. We were just keeping low to get back, we were that low I couldn’t use the radio to tell them that we were coming home.
BE: What’s hedge-hopping?
EP: That was it, that was called hedge-hopping.
BE: You mentioned about when you checked the plane after you’d landed for the holes.
EP: That was the first trip, more action, you walk round the bomber, with, you all had equipment, to count all the holes you got in there, I can remember the flak used to go straight through the aeroplane you know, no problem at all. I can remember getting out of my seat to look at the astrodome and then when I went to sit on it again I put my hand on my seat to steady me down and there was hole, a bit of flak had gone through there. I wasn’t sitting on it at the time or it’d have gone right through!
BE: Lucky.
EP: That would have made your eyes water wouldn’t it. [Laughs]
BE: It would!
EP: That was it. Was a wonderful aeroplane. Three hundred and fifty flying hours in one and three hundred, and two hundred and fifty is operational. My longest trip was eight hours and fifty minutes, in the air, all at once. You take on oxygen all the time.
BE: What was the time you had a go at flying it?
EP: Oh aye, skipper give me, I had a fly of the bloody thing, you know. He had the automatic pilot in and I sat in the seat and the radome switched it back out back of that and you can feel your nose going, you pull your nose back and when you’re done and you feel going over like that and you pull that back you should go up over you go to pull that down, and the navigator Boris he comically said now try using your hands. [Laughter]
BE: Not your feet! What were the tests where they clipped your column?
EP: When they were testing for night vision tests. There was four of you sat round this thing in front of you and you all had a screen each and so you wouldn’t go forward to see what was, and they’d send a silhouette picture of a German aircraft, you had to identify what make it was and how far away it was. Cause guns we had were only effective at four hundred yards. Did you know that? You didn’t did you? They were Browning guns and they were only effective at four. And so that you wouldn’t cheat and lean forward they used to fasten your coat to the back of the chair, so you couldn’t go forward. Then at gunnery school we were, we were firing air to ground. There was a mixture of tanks, well there was the tanks on the ground and what we’d do, we’d take off, these were in Ansons, a different type of aeroplane, you fly down England, go to the targets were there, and this, with an instructor gunner and he kept saying hold your fire, you know I thought, and you go down - this was right on the edge of the coast where you would see - and you’d fly out to sea, turn round, come in and you come this way your guns would be on the other side then wouldn’t they, coming down there and he kept saying hold your fire and you’d come on and come on and you’d go out to sea at that end, turn round come back, he said this three or four times. I said what am I keep holding my bloody fire for? Then all of a sudden coming along there I heard the word fire so I let go and I was firing all of me bloody guns at target I could see the bullets ricocheting off all off ‘em all over and between the short bursts I could hear him bawling, ‘what the hell you doing? Can’t you see those bloody fellers putting that gun right?’ I just stopped in time or I’d have hit some of them, they were putting something, doing something to the model and that’s why he kept telling me hold your fire, they weren’t ready to be fired at, and I just heard, I just, all I heard was the word fire so like I just let go! Any more pet? [Laughter]
BE: The recent anniversary, at the unveiling of the Canadian pilot at St [unclear] George’s Hotel at Teesside Airport.
EP: This is only four or five, four years ago.
BE: Yes, but this guy that sat next to you how that came, and he had a silk worm.
EP: Well we had a Canadian Bomber come on the squadron, didn’t we, you know that, and it based at Middleton St George and I got chatting to this fellow, he flew from there and he -
[Other]: [Unclear]
EP: He had a caterpillar on his lapel, you know what that’s for don’t you? For using the parachute, the lad was saved with a parachute. You know and I’m chatting to him and apparently I was on the same raid as him that was on Hannover, not Hannover, Dortmund, and he was, I was, we lost fourteen bombers that night and he was in one of them, and I showed him, anyhow I pointed out in my log book and he was on that raid and he was there, that same night that I was on the same raid as him and I was down in Norfolk and he was flying from Middleton St George.
BE: And he was taken prisoner.
EP: And he was taken prisoner, weren’t he. He was, he was, good time he had as a prisoner. This is my proud, that’s it, and he didn’t have his log book because when you got shot down they take everything and you never see them. Well I’ve still got mine and anything in the papers mind I check it with this. You see that page there? It shows you Admiral von Scheer, there was a German pocket battleship, the Admiral von Sheer, Scharnhorst, Gneisenau, that was three of them and they were all German battleships, they all got sunk you know. Our lads, hell of an aircraft, the Lancaster. I was thinking of buying one and I keep it in the garden.
BE: What about the story when you were demobbed and were sent to India?
EP: Oh, after the war I was recommended for a commission though after, be the same time we got a fortnight’s leave and we had to go back to the squadron and I, we decided get married and I got a wife and a fortnight’s extension of leave. And the [unclear] seven days granted you only got seven days, you had to go back. But this particular, we finished flying they give me seven, they give me a fortnight, and course while I was on leave at home I was bloody posted to another Pathfinder squadron and I never got me commission.
BE: It’s still out there waiting.
[Other]: Aw!
EP: I was a warrant officer.
BE: Where were you sent to in India?
EP: So instead of that, if I’d have taken a commission, you know when you get a commission in the RAF you get discharged and you’re brought in as an officer with a different number and you’ve got to do at least twelve month. But the war was over, I wanted out so I didn’t pursue it. I was going to pursue it, and it had gone a month, they’d mislaid it so I didn’t bother, I wanted out. But they sent me, I still ended up out in India. A place called Korangi Creek, near Karachi, I ended up out there. I was out there about ten month.
BE: And Keith was born, your son.
EP: And Keith was born there.
BE: No he wasn’t. He was born whilst you were out there.
EP: While I was out there. He was seven month old before I saw him. Nowaday they let you sit by their bed when they have babies, in the services. I tried to get out of it by reporting sick, it was the only time I ever reported sick in the RAF, had a hell of a cold, I’ve still got it, the same one, Friar’s balsam in a basin, with a towel over your head, breathe over it, you’re going to India and I still went out there. I ended up in flying control out there, in charge of flying control and it was there where I got a trip in a Catalina. That was a flying boat. But it -
BE: The incident with the boat and the paddle and you nearly died.
EP: We used to go fishing on the creek. If we caught anything we used to give it in to the mess, the sergeant’s mess. And this particular day, we took this little boat fishing and we couldn’t get back into put to shore because we, the current carried us out into the Indian Ocean. And do you know what the paddle was made out of? A lid off a tin of paint on the end of a brush and trying to get back and that and in the end the bloody launch takes, sees the aircraft, the Catalina’s off: they came to get us. But that was it.
BE: But how? How did you do it? How did you [unclear]
EP: I lifted it up, I just flicked it like that, and it flashed awhile on the shore and they saw it and they came out to get us, they knew we were in trouble. And when you get off the little boat off the creek onto the land, it’s like opening the oven door, it was that hot out there. Terrible.
BE: About your flying boots and your ammunition.
EP: Oh aye. With the flying boots we had on, when we went to squadron they issued us with a 38 revolver. We used to have to go on this range they had. In those days you used to fire like that, nowadays it’s like just two hands, isn’t it. You couldn’t hit anything with that so I brought the thing out and they used to give you a packet of ammunition. I used to empty the packet of bullets down my flying boot, so if I’d baled out the buggers would have dropped out wouldn’t they! [Laugh]
BE: What was the laminated thing you had if you came down and you had to say in Polish?
EP: We went, the Russians were and we had a, first time I’d ever came across plastic. We had a plastic thing round our necks with the union jack on it, and we had to say something - we are British airmen or something - and of course with the second navigator come, he knew Russian, he’d come, originating from Russia, he said, if you said it like what we had to say he said if we said it like that we will shoot you. [laughs] Couldn’t get your mouth round it, in case you had problems you’d be easier to fly on than land in Russia, come home. Long trip we did, like Kiel, some hot spots going over there. I can remember was a Mosquito squadron where we were and it landed was in daylight and we were going on the same raid as them, give ‘em a hand, and he said the flak’s that thick you can put your wheels down and ride across on it! [Laugh] Always remember that. Course they’re a wonderful aeroplane. You know that we were losing that many aircraft bombing Berlin, I wasn’t on any of them, I wasn’t qualified by then, we were losing so many they stopped going to Berlin as early as March 1944. We lost seventy bombers on the last raid on Berlin, but the Mossies were going, they could get up to thirty five thousand feet, they couldn’t reach ‘em and they’re the ones that carried the war on on Berlin, was the Mosquito, that’s a wonderful aeroplane it had this two engines, like the Lanc had four engines. And full tanks on the Lanc was two thousand one hundred and fifty four gallon, that was full tanks and we had six tanks. You took off on two and then you used the others – that was your flight engineer’s job to keep switching tanks for the pilot - and you landed on the same two you took off on, so you knew we had plenty of petrol.
BE: What did you write on?
EP: Eh?
BE: What did you write on?
EP: Write on what?
BE: When you were a wireless operator. You made your notes on something.
EP: As the wireless operator, all your information, frequencies and callsign and people it changed every six, every six hours and so you had to have two lots of information and it was all on rice paper and I used to tear a bit off the end and chew it, just to make sure, you had to, it changed. And I can always remember when the skipper was speaking to the main force, he used, they all had a callsign, and most of the time it was Press On, cause we used to say press on rewardless, and our callsign for base was, I’ve told you this haven’t I, was Off Strike, and you flew in your same aircraft all the time from Cut Out, that was the base call, and I’ve got a piece of lino in the garage now with those callsigns in chalk, still on a piece of lino. Would you like to see that?
BE: Love to after the interview.
[Other]: And what about the reunion mum went to with you in the Royal Albert Hall and Bennett was there and you did a present -
EP: That was the Lancaster Hotel that.
[Other]: Oh right. And you presented Bennett with the scroll.
EP: Oh, that’s right.
[Other]: And mum said there wasn’t a dry eye in the house.
EP: Mum went, and Don Bennett was there as well because he was the boss of Pathfinders, and there was dancing and all that. Do you remember Kenneth Wolstenholme what used to be on the television? He was there and he was dancing with your mum, when he met Kenneth Wolstenholme and was it Benson that -
[Other]: It was a reunion, long after the war.
EP: Yeah. Bennett gave a speech to all the lads that, they were all ex-Pathfinder aircraft crew. The thing he said it made everyone emotional didn’t it.
[Other]: And mum said there wasn’t a dry eye in the house and everyone stood up -
EP: That’s true.
[Other]: To acknowledge him. Yeah.
BE: He was our boss. That was where he put his arm -
[Other]: Must have been the seventies, dad.
EP: He was the one that put his arm over Boris’s shoulder, you know, you called, shouted bugger off. Oh, he said, I expected to be taken outside and shot. He said there’s no one in the RAF told an Air Marshal to bugger off! True story that!
BE: Brilliant. Do you want to stop now? Yeah.
EP: Have a cup of tea.
BE: Thank you very much. It’s been absolutely brilliant. I’ve loved all the stories, they were absolutely great. Thank you very much.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Ernie Patterson. Two
Creator
An entity primarily responsible for making the resource
Beth Ellin
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
2019-01-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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APattersonGE190126, PPattersonGE1901
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Format
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01:08:37 audio recording
Description
An account of the resource
Before joining the Royal Air Force on 4 February 1942, Ernie worked as an apprentice joiner. On being called up he went to Blackpool for training, which included Morse code. Following training at different places he then attended the advanced flying school. After travelling to RAF Abingdon for crewing up they trained on Whitleys and then Halifaxes. From there they went to RAF Downham Market to train on Pathfinders. Ernie was transferred to another crew to replace their wireless operator who had been killed. When flying, members of the crew each had a ration of six boiled sweets, a handful of raisins, a packet of chewing gum and a block of chocolate. He explained about dinghy training. Ernie recall an operation when they had a recall to bomb Osnabrück; another squadron did aa operation to Nuremberg and lost 95 bombers in that one night. The crew did a daylight operation on Nuremberg and they were escorted back by two Mustangs. Ernie remembers buying a Morris Minor from a colleague and describes the mishaps he had due to its poor brakes. Ernie met his wife at a dance at the Corn Exchange in Wisbech. His son was born while he was posted in India. He had 350 flying hours in Lancasters, 250 of which were operational. He was awarded the Distinguished Flying Medal a Pathfinder Award Badge. At the end of the war he was offered a commission but didn’t take it as he wanted to return to civilian life.
Contributor
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Sue Smith
Anne-Marie Watson
Steph Jackson
Spatial Coverage
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Great Britain
Germany
England--Norfolk
England--Oxfordshire
Germany--Osnabrück
Germany--Nuremberg
England--Wisbech
England--Cambridgeshire
England--Wiltshire
England--Durham (County)
Temporal Coverage
Temporal characteristics of the resource.
1942-02-04
635 Squadron
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
crewing up
Distinguished Flying Medal
ditching
FIDO
H2S
Halifax
Lancaster
love and romance
Master Bomber
military service conditions
Morse-keyed wireless telegraphy
P-51
Pathfinders
RAF Abingdon
RAF Downham Market
RAF Middleton St George
RAF Rufforth
RAF Stanton Harcourt
RAF Yatesbury
superstition
target indicator
training
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/976/16154/LManningR52870v1.1.pdf
247348241574f6d9c13acee159d9d84f
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
Observer’s and Air Gunner’s Log Book
Description
An account of the resource
The Observer’s and Air Gunner’s Log Book covering the period 15 June 1941 to the 16 August 1963. Manning qualified first as an Air Gunner on the 4 July 1941 and second as a flight engineer on the 1 September 1941. He was commissioned on the 4 July 1943 as a Pilot Officer and promoted to acting Flight Lieutenant in April 1944, and again to acting Squadron Leader in March 1946. He reverted to Flight Lieutenant in April 1947 but was made substantive Squadron Leader in April 1956 in the Engineering Branch. He retired 16 August 1963. There are very few entries relating to his time as a Gunner. Most entries are as Engineer.
He was stationed at RAF Stormy Down; RAF Middleton St George; RAF Linton-on-Ouse; RAF Leeming, RAF Aqir, RAF Fayid, RAF Marston Moor, RAF Snaith, RAF Holme-on-Spalding Moor, RAF Cottesmore, RAF Finingley, RAF Scampton, RAF Binbrook, RAF Henlow, RAF Seletar, RAF LLandow, RAF Swaton Morley, and RAF Medmenham. He flew in the following types manly as Engineer ; Arvo Tutor, Armstrong Whitworth Ensign, Handley Page Hannibal, Hawker Hart, Handley Page Heyford, Douglas DC 4 and 5, Handley Page Harrow, Handley Page Halifax, Miles Magister, Armstrong Whitworth Whitley, Avro Lancaster, Fairey Battle, Airspeed Oxford, de Havilland Mosquito, Avro Lincoln, Handley Page Hastings, Gloster Meteor, Avro Anson, Vickers Valletta, Vickers Wellington, Percival Prentice, Bristol Britannia and Handley Page Victor. He flew with 10 Sqaudron, 462 Squadron, 51 Squadron, and 614 Squadron. He was awarded the DFC. Pilots he flew with were Richards, Sobinski, Lewin, Turnbull, Hacking, Godfrey, Trip, Peterson, Lloyd, Bell, O’Driscoll, Allen, Declerk, Gribben, Gibsons, Wyatt, Clarke, Snow, Hardy, Haydon, McDonald, Murray, Jones, Dennis, Fisher, Connolly, Cheshire, Woolnough, Cat, McIntosh, Pope, Alcock, Smythe, Williams, Freeman, McKnight, Gillchrist, Moore, Faulkner, Carr, Espie, Brown, Price, Wiltshire, Spence, Symmons, Kirk, King, Burgess, Wilson, Pugh, Johnson, Reynolds, Roberts, Ringer, Minnis, Lowe, Everett, Renshaw-Dibb, Mathers, Sullings, Flower, Jarvis, Chopping, Widmer, Yates, Day, Spires, Huggins, Watts, Haycock, Owens, Liversidge, George , Banfield, Hunt, Porter, Goodman, Ayres, Shannon, Laytham, Lord, Rhys and Blundy,
War time operations were to Sharnhorst and Gneisenau, Cologne, St Nazaire, Kiel, Paris, Aysen Fjord, Terpitz, Trondheim, Hamburg, Mannheim, Essen, Osnabruck, Tobruk, Heraklion, Maleme, Lens, Colline Beaumont, Bourg-Leopold, Trappes, Mont-Fleury, Abbeville, Nucourt, Le Harve, Boulogne. Post war destinations were to RAF Netheravon, RAF Hemswell, RAF Scampton, RAF Lindholm, RAF Marnham, RAF St Eval, RAF Aldergrove, RAF Wyton, RAF Stradishall, RAF Binbrook, RAF Bagington, RAF Waddington, RAF Topcliffe, RAF Upwood, Kai Tak, Changi, RAF Pembrey, RAF Llandow, RAF Filton, and RAF Bruggen.
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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Manning, Reg
Reginald Manning
R Manning
Description
An account of the resource
Six items, concerning Pilot Officer Reg Manning DFC (567647 Royal air Force) including his flying log book and photographs. He served as an air gunner and flight engineer with 10 Squadron, 462 Squadron, 51 Squadron, and 614 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Reg Manning.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Manning, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reg Manning's observer's and air gunner's flying log book
Description
An account of the resource
The Observer’s and Air Gunner’s Log Book covering the period 15 June 1941 to the 16 August 1963. Manning qualified first as an Air Gunner on the 4 July 1941 and second as a flight engineer on the 1 September 1941. He was commissioned on the 4 July 1943 as a Pilot Officer and promoted to acting Flight Lieutenant in April 1944, and again to acting Squadron Leader in March 1946. He reverted to Flight Lieutenant in April 1947 but was made substantive Squadron Leader in April 1956 in the Engineering Branch. He retired 16 August 1963. There are very few entries relating to his time as a Gunner. Most entries are as Engineer. He was stationed at RAF Stormy Down; RAF Middleton St George; RAF Linton-on-Ouse, RAF Leeming, RAF Aqir, RAF Fayid, RAF Marston Moor, RAF Snaith, RAF Holme-on-Spalding Moor, RAF Cottesmore, RAF Finningley, RAF Scampton, RAF Binbrook, RAF Henlow, RAF Seletar, RAF LLandow, RAF Swanton Morley, and RAF Medmenham. He flew in the following types manly as Engineer; Avro Tutor, Armstrong Whitworth Ensign, Handley Page Hannibal, Hawker Hart, Handley Page Heyford, Douglas DC 4 and 5, Handley Page Harrow, Handley Page Halifax, Miles Magister, Armstrong Whitworth Whitley, Avro Lancaster, Fairey Battle, Airspeed Oxford, de Havilland Mosquito, Avro Lincoln, Handley Page Hastings, Gloster Meteor, Avro Anson, Vickers Valletta, Vickers Wellington, Percival Prentice, Bristol Britannia and Handley Page Victor. He flew with 10 Squadron, 462 Squadron, 51 Squadron, and 614 Squadron. He was awarded the DFC. His pilots on operations were Warrant Officer Peterson, Flight sergeant Whyte, Warrant Officer O'Driscoll, Sergeant Declerk, Flight Sergeant Clarke, Sergeant Gibbons, Sergeant Wyatt, Flight Lieutenant Freeman, Flight Sergeant McKnight, Pilot Officer Gillchrist, Flight Sergeant Moore, Warrant Officer Skinner, Warrant Officer Faulkner, Flying Officer Carr and Flight Sergeant Espie. War time operations were to Scharnhorst and Gneisenau, Cologne, St Nazaire, Kiel, Paris, Aasen Fjord, Tirpitz, Trondheim, Hamburg, Stuttgart, Mannheim, Essen, Osnabruck, Tobruk, Heraklion, Maleme, Lens, Colline Beaumont, Bourg-Leopold, Trappes, Mont Fleury, Abbeville, Nucourt, Le Havre, Boulogne, Gibraltar, Kasfereet. Post war destinations were to RAF Netheravon, RAF Hemswell, RAF Scampton, RAF Lindholme, RAF Marnham, RAF St Eval, RAF Aldergrove, RAF Wyton, RAF Stradishall, RAF Binbrook, RAF Baginton, RAF Waddington, RAF Topcliffe, RAF Upwood, Kai Tak, Changi, RAF Pembrey, RAF Llandow, RAF Filton, and RAF Bruggen.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1942-02-12
1942-02-14
1942-02-15
1942-02-16
1942-02-22
1942-02-23
1942-02-26
1942-02-27
1942-03-03
1942-03-04
1942-03-30
1942-03-31
1942-04-27
1942-04-28
1942-04-29
1942-05-03
1942-05-04
1942-05-06
1942-05-07
1942-05-19
1942-05-20
1942-05-30
1942-05-31
1942-06-01
1942-06-02
1942-06-03
1942-06-04
1942-06-05
1942-06-19
1942-06-20
1942-06-22
1942-07-11
1942-07-12
1942-07-18
1942-07-19
1942-07-20
1942-07-21
1942-07-24
1942-07-25
1942-09-03
1942-09-15
1942-09-16
1942-09-17
1942-09-18
1942-09-29
1942-09-30
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-18
1942-10-19
1942-10-23
1942-10-24
1942-10-27
1942-10-29
1942-11-05
1942-11-07
1942-11-23
1943-07-24
1943-07-26
1943-07-27
1943-07-29
1943-08-01
1944-05-10
1944-05-11
1944-05-12
1944-05-27
1944-05-31
1944-06-01
1944-06-06
1944-06-11
1944-06-12
1944-06-23
1944-06-24
1944-07-15
1944-07-17
1944-09-11
1944-09-17
1945-06-19
1944-06-05
1944-07-18
Format
The file format, physical medium, or dimensions of the resource
One booklet
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Egypt
Middle East--Palestine
Singapore
China--Hong Kong
England--Yorkshire
England--Lincolnshire
England--Rutland
England--Norfolk
England--Bedfordshire
England--Buckinghamshire
England--Wiltshire
England--Cambridgeshire
England--Gloucestershire
England--Cornwall (County)
England--Suffolk
England--Warwickshire
Wales--Carmarthenshire
Belgium
Belgium--Leopoldsburg
Greece--Crete
Greece--Ērakleion
Libya
Libya--Tobruk
Norway
Norway--Trondheim
France
France--Saint-Nazaire
France--Paris
France--Lens
France--Colline-Beaumont
France--Soligny-la-Trappe
France--Abbeville
France--Nucourt
France--Le Havre
France--Boulogne-sur-Mer
Germany--Kiel
Germany--Cologne
Germany--Hamburg
Germany--Mannheim
Germany--Essen
Germany--Osnabrück
Germany--Stuttgart
Gibraltar
Norway--Aasen Fjord
Atlantic Ocean--North Sea
Northern Ireland
North Africa
France--Ver-Sur-Mer
Scotland--Shetland
China
Greece
Great Britain
Great Britain
Germany--Ruhr (Region)
England--Durham (County)
Greece
Greece--Maleme
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
LManningR52870v1
10 Squadron
1652 HCU
1668 HCU
462 Squadron
51 Squadron
614 Squadron
air gunner
Air Gunnery School
air sea rescue
aircrew
Anson
Battle
bombing of Cologne (30/31 May 1942)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Distinguished Flying Cross
flight engineer
Gneisenau
Halifax
Harrow
Heavy Conversion Unit
Lancaster
Lincoln
Magister
Me 110
Meteor
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oxford
promotion
RAF Aqir
RAF Binbrook
RAF Cottesmore
RAF Filton
RAF Finningley
RAF Hemswell
RAF Henlow
RAF Holme-on-Spalding Moor
RAF Honington
RAF Kasfereet
RAF Leeming
RAF Lindholme
RAF Linton on Ouse
RAF Marham
RAF Marston Moor
RAF Medmenham
RAF Middleton St George
RAF Pembrey
RAF Scampton
RAF Snaith
RAF St Eval
RAF Stormy Down
RAF Stradishall
RAF Swanton Morley
RAF Topcliffe
RAF Upwood
RAF Waddington
RAF Wyton
Scharnhorst
tactical support for Normandy troops
Tirpitz
training
V-1
V-weapon
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/620/19402/LPaineGH1894345v1.2.pdf
8d0ce55660066fa6cbd2eb6bd174ad7e
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
Paine, Geoff
Geoffrey Hugh Paine
G H Paine
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Paine, GH
Description
An account of the resource
14 items. An oral history interview with Sergeant Geoffrey Paine (1925 - 2019, 1894345, Royal Air Force) documents and photographs. He flew as a pilot with 100 Squadron.
The collection has been donated to the IBCC Digital Archive by Geoffrey Paine and catalogued by Trevor Hardcastle.
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
2016-07-20
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
Geoff Paine's pilots flying log book
Description
An account of the resource
Pilots flying log book for G H Paine, covering the period from 4 January 1945 to 25 July 1949. Detailing his flying training, post war squadron duties with 511 squadron and instructor duties. He was stationed at RAF Anstey, RAF Guinea Fowl, RAF Thornhill Gwelo, RAF Valley, RAF Topcliffe, RAF Lyneham, RAF Little Rissington, RAF Ternhill, RAF Church Lawford, RAF Swinderby and RAF Middleton St George. Aircraft flown were, Tiger Moth, Cornell, Harvard, York, Oxford, York, Wellington and Anson.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LPaineGH1894345v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Zimbabwe
England--Durham (County)
England--Gloucestershire
England--Lincolnshire
England--Shropshire
England--Warwickshire
England--Wiltshire
England--Yorkshire
Wales--Anglesey
Zimbabwe--Gweru
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Temporal Coverage
Temporal characteristics of the resource.
1945
1946
1947
1948
1949
aircrew
Anson
Cornell
Flying Training School
Harvard
Initial Training Wing
Oxford
pilot
RAF Ansty
RAF Church Lawford
RAF Little Rissington
RAF Lyneham
RAF Middleton St George
RAF Swinderby
RAF Ternhill
RAF Topcliffe
RAF Valley
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/19781/SCulkinJ19241214v10002-0001.1.jpg
6c5037ac5363ab956e6b94fc27b4103b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/19781/SCulkinJ19241214v10002-0002.1.jpg
0e6bc37ee08030ec6bcf502b644c9fe5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/19781/SCulkinJ19241214v10002-0003.1.jpg
1e3fa321e39ec98032eba953501d0e53
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/760/19781/SCulkinJ19241214v10002-0004.1.jpg
c290915408ce7d24a15f5c3e52ecb927
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
Culkin, Jean
J Culkin
Description
An account of the resource
10 items. An oral history interview with Jean Culkin, née Dodds (b.1924), photographs and documents. The collection also contains an album of photographs and newspaper cuttings. Jean Culkin grew up in Sunderland and worked in a reserved occupation. Her husband, John George Mackel Culkin, served as ground crew.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jean Culkin and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-13
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
Culkin, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
B0574910 Warrant Officer J G M Culkin
Royal Air Force
Born 14th May 1923
John George Mackel Culkin in Sunderland (East End) County Durham
Father – Thomas William Culkin
Mother – Ethel Jane Elizabeth May Culkin Nee Mackel
Schools
Moor Board School, East End Sunderland
Sunderland Technical College (Scholarship)
Royal Air Force
1938
Joined 6th September as an Enlisted Aircraft Apprentice (38th Entry) at R.A.F. Halton, Buckinghamshire.
14th September posted to Apprentice training to R.A.F. Cosford, Shropshire, 1(a) Wing for full R.A.F. Technical Apprenticeship and further technical academic schooling.
1939
3rd September war with Germany was declared.
Posted back to 3(a) wing R.A.F. Halton to finish shortened apprenticeship training.
Passed out as Aircraftman 1st class, but he was under 18 years of age so was not eligible foe “Mans service”.
1940
29th June – posted to No 4 Group H.Q. Hesslington Hall, York. Found to be a non a/c establishment. After a cup of tea was sent to no 4 Group Bomber Command Communication Flight, Rawcliffe Lane, Clifton, York.
Flight manned by Class E reservists and World War 1 personnel.
Aircraft on flight strength;
Avro Tutor 504K, (Lynx engine).
Percival Proctor, cabin with side by side seating.
Miles Mentor, cabin with side by side seating.
Miles Magister, open cockpit tandem seating.
Flight aircraft used by staff officers from No 4 Group (Bomber Command) on visits to No 4 group airfields. Notably R.A.F. Leeming, Topcliffe, Linton – on – Ouse and Dishforth.
Apprentice J G Culkin became a popular airman to take around on site visits to look after aircraft and to do the starting drills. Eventually most staff officers took an interest in showing him how to fly and allowing him to take the controls for most of the flights. He became a very good flyer.
2nd July re-classified as Aircraftsman 1st Class and now qualified to carry out the duties of Fitter 2(Engines) on all R.A.F. aircraft. Working on flight and visiting aircraft including Westland Lysander, Hawker Hurricane, Supermarine Spitfire, de Havilland Albatross (passenger General Sir Alan Brooke), Bristol Blenheim and Botha and Handley Page Hereford.
3rd December posted to No 35 Squadron, R.A.F. Leeming, Yorkshire. First squadron to equip with Handley Page Halifax bomber. Squadron had one prototype aircraft. Shortly after arrival squadron moved to R.A.F. Linton – on – Ouse and received it’s full quota of aircraft. It quickly became operational.
1941
1st March sat and passed trade Test examination and promoted to Leading Aircraftman. Now heading modification team, working on such projects as fitting all squadron aircraft with propeller de-icing systems, modifying air intakes and engine controls.
Station bombed on several occasions – Station commander killed. Aircraft damaged by fire bombs.
14th May, now 18 years of age, commenced mans service.
10th July promoted to corporal. Very proud. Very, very young for the rank, was posted to R.A.F. Middleton St George, co Durham, to new squadron no 76, fine unit good record.
Flew with squadron to Tain in Scotland with full bomb load. Waited several days for weather to clear for the squadron to bomb German pocket battleship Tirpitz in Trondheim Fiord, Norway, hard work long hours.
J G Culkin now in charge of a maintenance crew responsible for one of the Halifax bombers.
1942
Bad time, charge, summary of evidence for Court Marshal – failing to carry duty as N.C.O. I/C anti-paratroops patrol and leaving arms and ammunition unguarded. Proceedings quashed by 4 group H.Q. this was in view of my work record. Not really my fault all due to administrative error which should have excused me being on full time guard duty commitments. Spent 14th May (my birthday) under close arrest. Thankful when it was over.
10th July all squadron aircraft and selected crews and personnel took off in the early hours for a mission in the Middle East. I was on of them. Planned to fly and land at Mersa Matruh in North Africa via Gibraltar.
Took a few days to service the aircraft and load bombs. Fly back to base by flying over Southern Italy and bomb the Italian fleet at Taranto. Over the alps and back to base – total tour 16 days. Result – landed Ismalia, Egypt – all four engines cut out on landing. Not even a smell of fuel in any of the tanks. Refuelled and flew on to Acqui in Palestine. Eventually joined by rest of squadron, two aircraft lost on journey – all aircrew safe.
[account ends]
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
Jack's life and service up to 1942
Description
An account of the resource
A memoir by Jack of his life before and service in the R.A.F. up to 1942. Has his comments on postings and events up to 1942.
Creator
An entity primarily responsible for making the resource
Jack Culkin
Format
The file format, physical medium, or dimensions of the resource
Typewritten account
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Memoir
Text
Identifier
An unambiguous reference to the resource within a given context
SCulkinJ19241214v10002-0001, SCulkinJ19241214v10002-0002, SCulkinJ19241214v10002-0003, SCulkinJ19241214v10002-0004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1938
1939
1940
1942
1942
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Durham (County)
England--Yorkshire
35 Squadron
4 Group
76 Squadron
ground crew
ground personnel
Halifax
military discipline
RAF Halton
RAF Leeming
RAF Linton on Ouse
RAF Middleton St George