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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1064/46017/PParkeRG2303.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1064/46017/AParkeRG230330.2.mp3
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Title
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Parke, Ray
Ray G Parke
R G Parke
Description
An account of the resource
Two oral history interviews with Warrant Officer Ray Parke (b. 1925, Royal Air Force). He flew operations as a flight engineer with 218 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
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IBCC Digital Archive
Date
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2016-10-19
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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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Parke, RG
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
DW: If you want to grab a cup of tea soon.
RP: Yeah.
DW: They’re really quite good here so —
DK: Ok.
DW: If I just leave that will be for that reason.
DK: Ok. So, if I just introduce myself it’s David Kavanagh for the International Bomber Command Centre interviewing Ray Parke on the, where are we? The 30th of March 2023 and with me is Samantha [Podmore].
SP: That’s right.
DK: And Dale Wiseman. So, I’ll put that there. If you just, just speak normally. If I keep looking down I’m just making sure that the recording device is working.
RP: Hmm.
DK: Now the first thing I wanted to ask you. I understand in the last few weeks you went to Duxford.
RP: Yes.
DK: How, how was that?
RP: I was just telling Samantha today it was a wonderful trip. I had been to Duxford many many years ago but that was a marvellous day.
DK: And I see here on the photo here you went aboard the Lancaster there.
RP: That’s right. Not many people are allowed to do that.
DK: Did they, did they make a bit of a fuss of you at the museum?
RP: Not half, didn’t they? Yes. They did. Yeah.
DK: So, so what, was that your first time back on a Lancaster then?
RP: I’ve been to the one at East Kirkby.
DK: Right.
RP: Obviously a bit longer ago. Yeah. Yeah. But that was the earliest. Yeah.
DK: And, and what was it like going on board?
RP: I found it difficult to recognise. I couldn’t work out behind the main spar there was a great dip down.
DK: Right.
RP: Where the bomb bay is. I’m not sure that was on the same on my plane.
DK: So you couldn’t remember the dip there.
RP: No.
DK: They did let you go up the front then did they?
RP: No. No. No.
DK: No.
RP: No.
DK: Because it’s a bit, a bit difficult getting over the main spar.
RP: That’s right. Yes. Well it always was during the war [laughs] to get up.
DK: So did it kind of bring back sort of memories for you then?
RP: Oh yes. Of course, that and the East Kirkby were the times I’ve been back on a Lancaster. Yes.
DK: And, and, and hopefully they were, they were very good to you there then?
RP: Yes. First class treatment. Yes.
DK: Because when I saw you a few years ago I didn’t really know about Miles Tripp and it’s only recently I read the book and I was wondering had you, had you read his previous book?
RP: Yes. Yes.
DK: “Facing the Windsock.”
RP: Yes. And that, that preceded –
DK: Yeah.
RP: “The Eighth Passenger.”
DK: And what did you think of, of his book?
RP: Yeah.
DK: His first one.
RP: It’s a long time since I read it. I enjoyed it. Yes.
DK: Because people aren’t mentioned in it are they? You’re –
RP: No. No.
DK: Probably in it.
RP: No.
DK: Did you –
RP: No. That was a bit more fictional that one.
DK: Right. Did you recognise yourself then in any of it then at all?
RP: Well, I can’t remember now. No.
DK: Because I hadn’t realised Miles Tripp, he went on to become a crime writer.
RP: Yes, indeed. He was the chairman of the Crime Writer’s Association.
DK: Oh. Ok. Because how, how did you, how did you get on with Miles on your –?
RP: That was a love hate relationship. I was a country boy and he was a public schoolboy [laughs]
DK: And was it, was he good as a bomb aimer though was he? Or —?
RP: Oh yes. He was well trained. Yes. Yeah.
DK: Because reading –
RP: He started off, he’d trained to be a pilot of course at first in Canada but then he had to change and then of course the observers got more or less redundant didn’t they and they had to become bomb aimers.
DK: And that, that’s how. What about yourself? How did you become the flight engineer then?
RP: When I joined the Air Force I, my first interview was at St Athans and they said, ‘What do you want to be?’ I said, ‘Well, I want to be in the aircrew.’ So I said I would be a, ‘I’ll be a gunner.’ They said, ‘You can’t. You’re too fat.’ So –
DK: Charming.
RP: I said, ‘Well, I’ll do signals then.’ ‘Oh no. That’s too complicated for me.’ You see. ‘Well, there’s flight engineer.’ I said, ‘Yes. Alright.’ Fine to that. So he said, ‘What do you know about engines?’ No. I was eighteen year old. I’d never had a motorbike or anything like that. And he said, ‘Well, describe a cotter pin.’ So I described one on a bicycle and he said, ‘Alright. You’re in.’ [laughs]
DK: Because I find it quite remarkable that you’d completed forty operations before you were twenty.
RP: Yes.
DK: So that, that was in a very short space of time.
RP: Yes.
DK: So the period you had with your crew on operations and training was actually quite —
RP: Very intense it was.
DK: Intense.
RP: We lived in each other’s pockets all the time. We were together. All the time together except when the pilot became a commissioned officer and then devolved to the Officer’s Mess but apart from that all the time.
DK: Because reading, “The Eighth Passenger,” Miles seemed to go to great lengths to get in touch with you all after the war.
RP: That’s right. Yes.
DK: How did you feel when he got in touch with you all some years later?
RP: Completely surprised. I mean we all swore when we left at the end of the war we, that we would keep in touch and see each other but we never did. And then of course he finally turned up and did that.
DK: Yeah. Did, did he write to you then? Because there was a newspaper campaign wasn’t there or —
RP: No. His story was that one of our crew, George Bell, the wireless operator was a police inspector at Henley.
DK: Ah.
RP: And somehow or other Mike must have met him and he said, ‘Well, I live in Norwich. I’ll see if I can find a man called Ray Parke.’ And later on the local evening news said, ‘Where is Ray Parke?’ And of course, that started it up and they traced me and he came back and then we had an interview in the garden and wrote the book together.
DK: So he came to see you at your, your home then.
RP: Yes. Yes. And that I was confusing that with [unclear]
DK: Oh.
RP: It was much earlier than that.
DK: That, that was a few years later.
RP: Yes. Yeah.
DK: So what, what was it like seeing Miles after all those years?
RP: Well, by that time of course we were best of friends.
DK: Oh. I was going to say —
RP: And he’s a very clever chap and he is a barrister. Yes.
DK: Did you get that he, he writes in his book that he met the crew individually. Did you all ever meet up again as a whole crew?
RP: Yes. Yes. We all met up in Bury St Edmunds and we were interviewed by German TV.
DK: Oh right.
RP: And that was the last time I saw the whole crew together.
DK: Can you remember roughly what year that would have been?
RP: No. I can’t. No.
DW: I have —
RP: I’ve no idea.
DW: Ray, has got a photograph of that.
RP: Have I?
DW: Which we, I can get sent to you.
RP: Have I got a photograph of that?
DW: You have. Yeah. Yeah, because you all look a bit older.
[laughter]
DW: Yeah.
RP: Ah yes. You’re, you’re probably thinking of another one in Thetford.
DW: Oh, there was another. So there was another. Oh sorry. I thought it was just one occasion.
RP: Well, that was a weekend when I remember it was Harry McCalla and Les Walker and myself but I think that was just a few —
DW: Oh, I thought. Well, alright. I’ll check my library.
RP: Yeah.
DK: So, you’re, you’re, can you remember the name of your pilot —
RP: Do I?
DK: The pilot. The name of your pilot?
RP: George Klenner.
DK: And, and did he come over from Australia to meet you all?
RP: He did indeed. Yes. And he showed us his Distinguished Flying Cross.
DK: Oh right. So what, what was it like meeting them all again in later years?
RP: That was very good. I was still at work actually and I had sort of to leave work early to get down to Bury, Bury St Edmunds to meet them up and they, by the time I’d arrived they were all sitting around a dinner table.
DK: They’d started without you had they?
RP: That’s right.
DK: But your, your, so your relationship with Miles got a lot better then after that would you say?
RP: That’s right. It was all sort of cat and dog.
DK: Yeah.
RP: Initially.
DK: Yeah.
RP: But —
DK: What, one of the interesting things I find is your rear gunner Harry was from Jamaica.
RP: Jamaica.
DK: I’ve, I’ve actually been working on a project for the museum at East Kirkby of aircrew who served in the Caribbean or came from the Caribbean or West Indies.
RP: That’s right, I’ve read one or two cases about that in the paper. Yes.
DK: Yeah. How did you get on with, with Harry because he must have been —
RP: Harry was a fine gentleman. He was the oldest member of the crew and he really was a very nice chap.
DK: Did you find it difficult at all? The fact he was come from the Caribbean and was living in or serving in England I should say.
RP: I never. No one said anything about that.
DK: No. But he, I see in the book that he remained in London.
RP: That’s right.
DK: He didn’t, he didn’t actually go back.
RP: And he worked at the Battersea Power Station. Engineer I think. And married a Swiss girl.
DK: Oh right.
RP: I went up to see him a couple of times. We wrote. We corresponded together.
DK: There’s, in the book there’s claims that he was a bit of a clairvoyant. He knew what your target was going to be.
RP: Yes. Yes. And that rather upset him I’m afraid. It was quite uncanny. You know, we would say jokily, ‘Where do you think we’re going today?’ And he would say something which was not very far off you know. And then afterward people used to say, ‘Well, how did he know that?’ Of course, the poor chap didn’t really know.
DW: So there was no truth in it then.
RP: No.
DW: No truth in the idea that he knew.
RP: Well, that did happen. Yes.
DW: Yeah, there was –
RP: Yeah. And he would call us a lot of rotters or something.
DK: So just going back a little bit we were talking last time all those years ago about your operations. You’d done thirty and it’s a bit strange that you ended up doing forty. How did, how did that actually come about?
RP: Yes. It was just in Christmas 1944, the Battle of the Bulge and the order came around that if by a certain date in December you had completed less than twenty five trips you would be obliged to carry on and do another five trips to thirty five. So we said well bugger that [laughs] and we put in for some leave and got some leave [laughs] and but then we come back and had to do it. And we went on and then as we were approaching thirty five, around about thirty three, ‘Sorry chaps, the situation hasn’t changed. We’re still short of pilots. Still short of aircraft. Forty trips.’ [pause] And very quickly after that we completed the extra five in a very few days and we did the forty trips and the day or so after we arrived back they said, ‘The order is rescinded and they’ve gone back to thirty.’ There was a story about that.
DW: Wrong place. Wrong time.
SP: Yeah.
RP: Did you ever read that article called, “Beware of the Vicar,”?
DK: No. No.
RP: Our commanding officer. Well, we didn’t like him very much and he wasn’t very popular and everybody called him the vicar. And I only learned just a month or six weeks ago this story. I’d never heard it before but it seemed that he and his flight commander, a man named John Bishop, a squadron leader fell out because he thought the CO was treating his younger aircrew too hard. You see we were flying between thirty five and forty trips in about a week. You know, quite close together and —
SP: Thirty to forty [unclear]
RP: I didn’t know but suddenly that –
DW: Yeah, that is quick [unclear]
SP: Wow.
RP: Well, I’m saying perhaps a fortnight. Yeah. And I didn’t know that and I didn’t know but I’ve now found out that that squadron leader was posted away with his crew and they did go on to complete their thirty five trips as it was to them with another squadron. But the CO never recognised him in any way as a distinguished pilot. Many many flights. And neither he nor his crew got a [unclear]
DK: Ah.
RP: No. And then it occurred to me by reading that story well that must have been going on at the time I was there. You know. As I say seventy years later I found that out.
DK: Wow. Because your, your pilot got the DFC didn’t he?
RP: Yes.
DK: And George Bell the DFM.
RP: Yes. And Les Walker got the DFM. Yeah.
DK: But nothing for your good self?
RP: Hmmn?
DK: No, no, nothing for your good self.
RP: No. No. Or our two gunners or –
DW: What did you get a few years ago, Ray? Your grandson sorted out.
RP: Oh, I got the French Legion of Honour.
DK: Oh right. Oh wow.
RP: Yeah. Yeah.
DK: That’s the top. Top French award. That’s recognition from the French isn’t it?
RP: Yes. Yes.
DK: Yeah.
RP: That’s my photograph.
DK: Wow. Well, that’s, that’s nice to be acknowledged by our —
RP: Yeah.
DK: By our allies, isn’t it.
DW: So he now has that pinned with the others don’t you?
DK: Yeah.
RP: That’s right.
DW: You’ve got your roll now haven’t you. You’ve got your roll now haven’t you?
RP: Yeah.
DW: Well done.
DK: You would say just a little bit about your, your fortieth trip because I think it was a bit special wasn’t it?
RP: Yes. It was special and not [pause] the CO in the previous week came up to the pilot and said, ‘Look. You’re coming up to your fortieth trip. I’ll try and pick out a nice easy one for you.’ And so we thought oh good. That would be a good idea. But when we got on the occasion of the briefing for that trip we went in and we saw the big red line going right across Europe into Essen. Now, that was one of the worst. That was one of the heaviest defended places in Germany apart from Berlin and we’d had lots of trouble there in, on the flights and so we thought rather a dirty trick and he said, ‘Well, I’m sorry. They changed the target at the last minute and you had to go.’ But in the event we got there and got to bombing and he said, ‘Now when you come back,’ he said, ‘I want you to be on your best behaviour because I’ve got lots of people who want to meet you.’ And he said, ‘I want a good return.’ We used to hate flying in formation but, I’m sorry [pause] coming back I looked at the back of the aircraft and there was the whole squadron in tight formation following [little old me] [unclear] I had to finish looking at that.
DK: That was, that was quite, quite, must have been quite spectacular for you then. A bit of, a bit of acknowledgement.
RP: So the pilot said well [unclear] this pilot and instead of we got the message pancake. Instead of pancake he went around again because we were on a different aircraft that day and our flight crew was standing on the dispersal for our normal aircraft and that crew used to see us off every day. Coming, every day we came back. So he deliberately flew over that crew. [unclear] And then we landed and there was all the big wigs. MPs with medals and ribbons and all sorts of things.
DK: That must, that must have been quite a moment for you.
RP: Yeah. Yeah.
DK: Ok.
DW: That’s when you had the photograph taken in the book isn’t it?
RP: That’s right. Yeah.
DW: Yeah. Of the crew.
RP: Yeah.
DW: That was taken at that point I understand.
RP: That was taken to the News Chronicle. Yeah.
DW: It was literally spot on to —
DK: Well, that one there.
DW: Yeah.
RP: Yeah. Another one. Yes. Yeah. Yeah. Yeah.
DK: You haven’t changed much [laughs]
[pause]
DK: Just going back to Miles’ book again he says, says your pilot was, was quite good at doing a lot of low flying.
RP: Yes. We managed to stop a bus and get the people to run off. We upset a football match. We knocked two old ladies off a bike and so we all, ‘Come on, Dig. You have to stop this. You can’t keep go on like that.’ But he still did that one on the last trip. Yeah.
DK: Was he, was he a good pilot then? Was he?
RP: He was a good, and the funny thing was if ever we’d had a bad trip or something a bit rough particularly Harry, the rear gunner he would say, ‘Dig, that was your best landing. Soft as a feather.’ [laughs] Yeah. There’s always a first [laughs] yeah.
DK: Ok. I’m going to just turn of that for a moment so you can just have a bit of a rest. Just get your thoughts together.
[recording paused]
RP: I was just thinking now how old I would have been but I can’t just work it out for a minute.
DK: Let’s see —
SP: How old are you now, Ray?
RP: Well, I shall be ninety eight next week or next week after.
SP: Ninety?
RP: Ninety eight.
DK: Ninety eight.
SP: Ninety eight next week.
RP: No, a week after. Early in April.
SP: You are in April aren’t you?
RP: Hmmn?
SP: April.
RP: Yeah.
SP: Yeah.
RP: Yeah.
DK: So it was four, five, seven years ago then wasn’t it? Five. Six. Seven. So you’d have been ninety one.
RP: Ninety one. Yeah.
DK: When you, a mere youngster.
RP: Retired dear [laughs]
DK: So talking about after the war what, what was your career after the war then? What did you end up doing?
RP: Learning. Learning a trade. I became a lawyer and that took up most of my time and I did the same job for forty odd years.
DK: Can you remember the name of the company?
RP: Norwich Union.
DK: Oh, right. Oh ok. So your, your whole life has been around Norwich then.
RP: Yes. Yes.
DK: Has it?
RP: Yeah. One of the trips I did with Dale we went to see some cadets in Norwich and one of my office colleagues was there.
DK: Was he?
DW: He was. Yeah.
DK: Oh right.
RP: [I’ve written that down here]
DW: His name was Ray as well, wasn’t it?
RP: Yeah.
DW: Yeah.
RP: Ray Fisher. Yeah.
DW: Yeah.
DK: Presumably you hadn’t seen him for a while then.
RP: No. No.
DK: Oh.
RP: Well, we just didn’t know what. ‘Is that him?’ And he was looking at me, ‘Is that him?’ You know. And it was.
DW: And you went to that ATC as well, didn’t you?
RP: Yes.
DW: Years ago.
RP: Yes, I did. I went and joined an ATC. Yeah.
DW: Yeah.
DK: So you’ve been getting out and about then. You’ve been to Duxford ATC.
RP: Yes.
DK: Did you, did you do a Remembrance Service?
RP: Yes. Oh yes. They always treated me like a prince.
DK: Good.
RP: I was in a wheelchair and in front of the, leading all the procession.
DW: And you went to Thorpe St Andrew church where you used to go didn’t you?
RP: That’s right. Yeah. Where I was in the choir.
DW: He used to be in the choir at Thorpe St Andrew church so because Ray used to live on the same road as the church but —
DK: Yeah.
DW: But probably a good sort of good fifteen minute walk didn’t you?
RP: Yeah. Yeah.
DW: From the church. So you see he was our guest for the day and you’ll be the guest again this year, Ray. So it will be [unclear] We head towards November the 12th this year. Right. Even, even the vicar made a fuss of you.
RP: Yes [laughs] and I understand that was unusual [laughs]
DK: Talking of the low flying I think its how he mentions your return to St Eval. Do you remember that?
RP: Yes. I do indeed.
DK: What, what actually happened then? Can you tell a little bit about that?
RP: We’d been to Saarbrücken and we lost an engine but somehow or other we carried on and bombed and came away after the target. But because we’d lost an engine we’d been losing height and everybody was leaving us behind so we were more or less on our own and halfway through France an American Mustang came and settled down right inside and escorted us back to the coast. But by this time we’d had a message. East Anglia is closed. Every plane, it was quite a large raid was diverted to elsewhere and we were diverted to a place called St Eval.
DK: Is it, it’s in Devon isn’t it?
RP: Cornwall.
DK: Yeah. Yeah.
RP: Just on the peninsula down there.
DK: Yeah.
RP: Not far from St Ives. But there was a strong wind blowing and we were drifting almost back out in to the Atlantic. But we just pressed on and everybody was all standing up in the cockpit peering out, you know. Can we see land? And eventually we could see these cliffs coming up and well we did just manage to scrape over but forty aircraft were trying to get in at the same time.
DK: Wow.
RP: So you can imagine what that was like. It took us four times to go around. Every time we were ordered to pancake somebody would come in underneath and get in first so we’d go around again. That meant I had to halt the engines and all this. Everything. And four times that happened and the last time he said ‘Well, I’m coming in. Anything’s going to happen you can do what you like.’ So they said, ‘Pancake.’ And we did pancake and we landed there.
DK: So a bit of a, a bit of relief when you got down then.
RP: Oh yeah. That was. That was a big relief yeah. It was one of those things when you land everything goes quiet. The engine switches off and you sit there [breathing] you know. Like that. And then you come around and it’s all finished now. But I will always remember that.
DK: It must have been a real relief when you got back.
RP: Yes. Yeah.
DK: Ok. Well, I’ll just stop there Ray so you can have a —
[recording paused]
SP: And how did you get back from St Eval and Dishforth?
RP: Well, you spent a few days down there and somebody came. We had to leave the plane behind.
SP: Right.
RP: So it was two or three days later somebody came and picked us up and brought us back.
SP: Ok. So you got to see a bit of the UK as well. Not just Norfolk.
RP: Not really. You know you’re sort of on the airport and you can’t go out. You can’t do anything.
SP: Ok.
DK: And did you and your crew socialise much? Did you go to pubs and —
RP: Oh yes. Yes. We, we got on well with the manager of the Woolpack at a village close to Bury St Edmunds. So much so that he used to save the beer for us to the chagrin of his real customers [laughs] and they didn’t like it because they were giving us their beer.
DK: I think, I think you deserved the beer.
RP: Yeah.
[recording paused]
RP: We were novices and the first trip turned out to be to Duisburg in Germany and they said this is going to be a thousand bomber raid. So of course we had to jump in and we took off and then we had to call around to pick up other aircraft.
DK: Yeah.
RP: For this thousand raid and collect them and then go on to France. And so we got halfway across France and, and somebody got up and looked in the astrodome and they said, ‘You know,’ he said, ‘I thought there was supposed to be a thousand bombers about here.’ And we couldn’t see a thing. And there we were. Eighteen year old lost in Germany in the darkest, in the middle of the war. But we managed to get around and finished it and came back.
DK: Was that a bit of a —
[pause]
DK: I don’t like to use the word but was that a bit of an error by the navigator? I mean he obviously —
RP: Yes. Yes.
DK: Knew and —
RP: That and what he, I think he complained about being given the wrong winds.
DK: Right.
RP: Yeah. But he was [lower] Actually, he was the second navigator. The first one had to be changed and this Les turned out to be an excellent chap in the end. But on his first trip obviously he managed to get lost.
DK: Well, if he’d been given the wrong winds it’s not actually his fault.
RP: That’s right.
DK: Is it?
RP: No.
DK: It’s —
RP: No. No.
DK: He was just acting in good faith.
RP: So there was me. Eighteen years old. Never been further than London and there I was lost in the middle of Germany.
DK: I guess, I guess you sort of grow up quickly then don’t you? It’s —
RP: Yes.
DK: I could imagine eighteen year olds now doing what you did.
RP: Well, of course I was the baby of the crew. Seventeen and a half and it was all a bit of an adventure really.
SP: You mentioned the Woolpack just now. The pub. I think I might have found it, Ray.
DK: Oh, is it still there?
SP: It might still be there.
RP: What’s the name of the village?
DK: Is it in Chedburgh.
SP: No. It’s, the name of the village is Fornham St Martin.
RP: Pardon?
SP: Fornham St Martin.
RP: No.
SP: Not that one. Oh.
DW: Are you full time then for the Bomber Command? Or what’s, what’s the set up?
DK: Oh I only doing these when, when they when ask me to.
SP: It’s the one you brought up. The Woolpack near Bury St Edmunds. Is that —
DW: So are you like actually, are you employed then or or —
[recording paused]
DK: So, what, what’s it like seeing your name in print?
RP: Well, ever since the book of course, yeah.
DK: So you, you’re used to this then. Fame. Fame in a book.
RP: Well, I do due to these people.
DK: So, your friend David Dowe then.
RP: Yes.
DK: Can you say a little bit about him.
RP: Yes. We went to school together and he was about a couple of months older than me and you know just the usual pals. School pals. And then suddenly off he went to the Air Force and I learned later that he went to train as a flight engineer and was flying the Lancasters and so I started to follow and just followed him on. Yeah.
DW: There was a very special Remembrance last year that you could, you could honour him for the first time wasn’t it, Ray?
RP: That’s right. And I mean —
DW: You were able to —
RP: Met some of his family.
DK: Oh right.
DW: Yeah. Yeah, we had one or two events. We had a book launch.
DK: Yeah.
DW: And you met Ray, David’s niece, didn’t you?
RP: Yeah.
DK: So he, he was lost on operations was he?
RP: Yes. He was with an Australian crew I think. They all survived except one person. I think one survived didn’t he?
DW: One person survived.
RP: Yeah.
DW: And the Germans picked him up and he was a prisoner of war.
RP: Yes. Yeah.
DW: Yeah.
RP: So it was sort of through him that you didn’t fancy the Army or the Navy then.
RP: No. Well, we were the Brylcreem boys you see and that was the thing to do for a seventeen year old.
DK: Did the, did the girls like the uniform?
RP: Oh, not half. Talking about that when I was stationed at Methwold the girls used to come up for the dances in the Mess and we got pally with some of them in our crew and they each bought us a silk scarf. And I had that for years and years. Flew with that all over the place. Yeah.
DK: Yeah.
RP: I’ve forgotten the girl’s name.
DK: Have you still got the scarf though?
RP: Not now.
DK: No. You haven’t.
RP: My wife didn’t know what, knew what that was probably [laughs] She liked it.
DW: Tell, tell them about the flight when you went over Thorpe St Andrew and you came over quite low in a Lancaster.
RP: Yeah. We, I think we were [pause] at this pre-squadron and we were just doing a cross country or something and we’d been up to Leeds because George, someone in his family had just got married and so we flew down, down this back passage [laughs] passage and of course they didn’t know what it was and so we carried on and came back to Norwich and I swear I could see my mother’s linen lying in the garden.
SP: He was that low you could see your mother’s washing.
RP: Yeah.
SP: On the line.
RP: I bet that woke a few people up.
SP: I bet it did.
RP: But it couldn’t, couldn’t have been that low really I suppose but —
DW: Because Ray your mum and dad used to run a fish stall, didn’t they?
RP: That’s right. Yeah. Yeah.
DW: Where they used to work.
DK: You didn’t, you didn’t fancy going into the family business then.
RP: I, I said to my dad, ‘Shall I come in?’ ‘No. No. No,’ he said. He wouldn’t like that. So I went off separately.
DW: Your brother worked in it didn’t he?
RP: Yes. Yes. Yeah.
DW: Your brother worked in the —
RP: Had his own shops and things. Yeah.
DK: Ok. Well, I don’t want to tire you out too much.
RP: That’s alright.
DK: But can I just ask obviously a few years have gone on since I last saw you but how do you now look back on those years? How do you think about that?
RP: Well, I was there. I’d done it. I really don’t think too much about it. I just realise how lucky I am that I’m still here sort of thing.
DK: Yeah.
RP: And I’ve done nothing more than many hundreds of thousands of people did exactly the same thing.
DK: Oh, there was one other thing I was wanting to ask you. You, you were at one point flying Stirlings weren’t you?
RP: Yes. Yeah.
DK: What, what did you think of the Stirlings?
RP: A big, more like tanks [laughs] and we managed to write one off at West Wratting.
DK: What happened there? Was it —
RP: We’d been on a cross country flight and I got lost as usual. Anyway, on the way back Dig, the pilot said, ‘I’ve got a date to see a WAAF tonight.’ So he hurried up and tried to shortcut this. There was a shortcut and the answer is that he misjudged the land, the runway and he overshot in the end and of course there was a ditch at the end of the runway and of course the Stirling’s wheels stopped in a ditch [laughs] while the Stirling went on.
DK: Was there, was there much damage?
RP: Written off.
DK: Oh right.
SP: [laughs] Yes.
RP: It was a court martial in affect. We got away with it.
DK: Must have been, must have been quite, quite terrifying as you were trying to get out of the thing was it? Or —
RP: I suppose so. Yeah.
DK: Yeah. You moved pretty quickly did you?
RP: Not half.
DK: And Wellingtons as well. I think you were on Wellingtons as well.
RP: I flew in Wellingtons. Yes. Just for a short while because there was only two engines so there was nothing much for me to do.
DK: As a flight engineer then was it a bit complicated with the Stirling you had to do?
RP: Yes. They were different engines for a start and different, well different petrol, different everything. Petrol tank system was completely different and you weren’t even, you didn’t used to sit next to the pilot on a Stirling. You had your own little cubicle.
DK: Oh right. That must have been a bit awkward then. A bit difficult if you’re not near the pilot.
RP: Well, he was just around the corner. I was not far away.
DK: So the positioning for the flight engineer was better on the Lancaster then.
RP: Oh yes. You had got a whole seat sitting alongside each other. The pilot would be there and my hand would be on the accelerator going up there like that.
DK: Ok then. I’ll, I’ll stop you there because —
[recording paused]
RP: That’s, and used to run them on the aircraft field.
SP: Three motorbikes on an aircraft field.
RP: Yeah.
SP: Between the seven of you to get out and about.
RP: Yeah. And poor old Mike Tripp used to live in the Angel Hotel at Bury St Edmunds with his girlfriend and if ever we were put on that alert somebody would have to get in touch with him, ‘Mike. Mike get back quickly.’ And he tried to get back one day and he slipped on the ice with his motorbike and that crashed and that was no good. But somehow or other he got back just in time. Two or three days later there was a policeman coming up the drive. ‘Is your name Miles Tripp? I’ve got your motorbike.’ [laughs] Yeah.
SP: So then you went down to two bikes did you? Is that?
RP: Yeah.
DK: So, RAF Chedburgh itself what, what was the airfield like?
RP: Well, there’s a picture up there.
DK: Yeah.
RP: Yeah.
DK: Was it, was it a bit not much there or —
RP: Not much there. No.
DK: So where were you billeted then? Was it in a Nissen hut or something?
RP: Around about in a, in a Nissen hut. Yes. Yeah.
DK: And that was, what was it the whole crew in one Nissen hut?
RP: At that time, yes. Yeah.
SP: That’s why it was fairly intense living then and working.
RP: Yes, and Mike, Mike Tripp was in charge of the supplies of coal for the tortoise stove and we used to store the coal [laughs] the coal under his bed. He was the scruffiest airman you could ever see.
DK: Was the, was the coal sort of —
RP: Yeah.
DK: Pinched from different places?
RP: Yeah. Yeah. Yeah.
DW: Squirrelled.
DK: Squirrelled. Yeah.
SP: Squirreled away.
DK: So did it get rather cold in these Nissen huts then?
RP: Yes. Yeah. But the worst thing is when you’d come home and go to bed and get up in the morning and then the rest of the beds are empty.
DK: Yeah. [pause] Have you, have you been back to the airfield at all? Or —
RP: Yes. We had that main, that reunion I said at Bury St Edmund. That was around about Chedburgh. We went to Chedburgh.
DK: Right.
RP: For that. Yeah.
DK: So your whole crew went back to the airfield then.
RP: Yes. Yeah. Yeah.
DK: That must, that must have brought back a few memories for you.
RP: Yes. That’s right. Yeah. I never saw any of them again after that. Well, only Harry and Mike. Yeah. Paul Songest became an antiques dealer in Cornwall.
SP: Not near St Eval though.
RP: No. I don’t know quite know where. Where it was.
DK: Ok. Well, I’m going to switch this off now. I did put it back on again while you weren’t looking.
[recording paused]
DW: The planes in the sky.
SP: Very noisy.
DK: But as I say Ken, Ken Oatley, I interviewed him. He’s, he’s just turned a hundred and one.
RP: Well, he looks very well [laughs] If I look like that at a hundred and one I shan’t mind.
DK: So he, he was on he was on the Dresden raid with you. He’d have been ahead in the Mosquitoes. He was a navigator.
RP: Yes.
DK: On Mosquitoes.
RP: Yes. Yes. [pause] Actually Miles Tripp got, got in trouble for that. I never really did fully understand but he did. He deliberately missed the target.
DK: He mentions that in his book actually.
RP: Yes.
DK: He says —
RP: Yeah.
DK: He did. Were you aware of that at the time?
RP: No. No. No.
DK: Because he says in his book he didn’t get any confirmation from the Master Bomber.
RP: That’s right.
DK: And he said had he been ordered to he would have followed orders.
RP: He would have done. Yes.
DK: But as he didn’t get the order he —
RP: Yes. Yeah.
DK: Because did you ever talk about that raid at all afterwards?
RP: Well, if we did I really can’t remember it. But I’m sure we must have been done. Of course, that was horrendous. I’ve never seen anything like it in my life.
[pause]
DK: Because you said you appeared on German TV was it?
RP: Well, I never saw the programme.
DK: I’ve been trying to look for that to see if it’s on. On the internet somewhere.
RP: I remember the man coming over. Again, that was in Bury St Edmunds he interviewed us.
DK: Because the only reason I mentioned it Ken Oatley mentioned to me that he appeared on a German TV programme as well. So I’m wondering if you both appeared on the same TV programme in Germany.
RP: Well, I never saw anything of it at all.
DK: I’ll have to, I’ll have to check on that.
RP: Yeah.
DK: See if you’re on the big screen. Well, hopefully if you get your flypast you’re going to have Ray there with you.
RP: Yeah. That would be great wouldn’t it.
DW: Well, it’s he’ll need, he’ll need to be there.
DK: All the, all the staff are coming.
DW: He’s, he’s got a team. He’s got a team around him with two.
SP: An entourage.
DK: Oh right.
DW: Ray and seven others at Duxford. Samantha wasn’t even there.
SP: No.
DW: So that would have been eight.
SP: Yeah.
DW: And he’s got this full team haven’t you?
DK: A team of, a team of sherpas.
DW: Yeah, well just —
SP: I don’t know about that. Groupies I think.
DK: Groupies. Ah. How do you feel when you see the Lancaster flying again?
RP: It gives us shivers and that.
DK: Really.
RP: I don’t know whether you, you hear it first don’t you?
DK: Yeah. No. I do have a claim to fame. I have flown on one so I know what it’s like.
RP: Yeah.
DK: I flew on the Canadian one when it came over to the UK in 2014.
RP: That’s the one they’ve got at East Kirkby, is it?
DK: No. It’s back in Canada now.
RP: Oh right. Yeah.
DK: But the thing I remember when you’re on board is the noise.
RP: Yes.
DK: How did you feel after an operation of seven or eight hours. How?
RP: Well, as I say when you land yeah and you sit there for two or three minutes and don’t move. That was a good [laughs] a good moment that.
DK: I couldn’t, I couldn’t believe the noise it was making as you were inside and it’s flying along.
RP: That’s right. Yeah.
DK: But you’ve got that for —
RP: You’ve got your earphones on.
DK: But you liked the Lancaster then did you?
RP: Oh yes. That was our favourite. HAA-Able.
DW: The one at Duxford is a Canadian one.
DK: Yes.
DW: It is Canadian made. Yeah. It is. So that could be why it’s slightly different.
DK: Could be. Yeah.
DW: There could have just been a slight difference.
RP: Yeah. I I thought on that photograph that seems slightly different to me.
DW: Yeah.
RP: Well, I didn’t recognise the, the aileron controls on that one. That seemed to be quite a substantial bar control and build. I just remember a lot of wires.
DK: Oh.
DW: Well, they had taken a lot of the wiring out.
RP: Yes. That —
DW: A lot of the wiring is missing. So that would, all you’ve got really is the shell.
DK: It is the Canadians did a lot of modifications to them post war so —
RP: Yeah.
DK: You might be looking at post war modifications.
DW: Well, I think that was ’45 ’46 plane. Stuff like that if I’m correct. So it wasn’t —
DK: Do you think even now you could do the job of a flight engineer on a Lancaster or not?
RP: I would just have to sit there and let the pilot take off.
DK: Would you, would you know what to look for in the dials or for the engines?
RP: I had my own little panel down there.
DK: So it was, it was a better set up then the Stirlings then.
RP: I was, I’m talking about low flying. I was bending down reading my gauges and I looked out and there was a tree above me.
DK: Wow.
RP: Oh dear. We made him stop that in the end.
DK: He must, he must have been quite an expert pilot.
RP: He was [unclear] when he chose me for, to join the aircrew you know how you were all put in a hangar and you’d get told and I found myself sitting and waiting and nothing happened. I thought I’d had it and then suddenly this great tall Aussie stood in front of me, ‘Hiya Cobber. Is your name Ray Parke?’ I said, ‘Yeah.’ ‘You’re on top of the list are you?’ ‘Yes, that’s me.’ ‘You’re in. Come with me.’ [laughs] Yeah.
DK: He was, it was a good choice though was it? Or [unclear]
RP: Oh, he was a lovely chap, yeah. A lovely chap.
DK: Did you presumably that was the first time you’d met an Australian. Did you find them culturally —
RP: Yes.
DK: A bit different. Or —
RP: That was the first time I met an Australian. Yes.
DK: What did you think of them when you met the Aussies?
RP: Well, brash. Yes. I liked them. I got along well with them. Yeah.
DK: They obviously made good pilots as well.
RP: Yes. He turned out to be a good pilot. He had to learn like the rest of us.
DK: He, he, he didn’t carry on flying after the war then.
RP: Not that I know of. He became a general manager, General Motors manager in Australia. Adelaide I think or something. Yeah.
DK: You never got the chance to go out to Australia to see him then.
RP: Not to see him. I have been to Australia but —
DK: Alright. Ok. We’ll stop there.
DW: That’s lovely. Well —
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Ray Parke. Two
Creator
An entity primarily responsible for making the resource
David Kavanagh
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-03-30
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Format
The file format, physical medium, or dimensions of the resource
00:46:45 Audio Recording
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Pending review
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
AParkeRG230330, PParkeRG2303
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Bury St. Edmunds
England--Cornwall (County)
England--Lincolnshire
England--Norfolk
England--Norwich
Germany--Berlin
Germany--Dresden
Germany--Duisburg
Germany--Saarbrücken
Wales--Glamorgan
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Ray Parke trained as a flight engineer. During a training flight the pilot wanted to get back to base as soon as possible because he had a date but they were flying a Stirling. The pilot made an error on landing and the wheel stayed in the ditch and the Stirling kept going. The aircraft was a write off. Ray and his crew went on to join 218 Squadron at RAF Chedburgh. He completed forty operations before he was twenty. On their fortieth trip the CO said he would let them have a easy trip for the last one but it turned out to be Essen because it was changed at the last minute. On their first trip they got lost because the navigator had been given the wrong winds. On one operation they had a damaged engine and were losing height when a Mustang appeared and escorted them to the coast. Discusses the Eighth Passenger and Faith is a Windsock, the books his bomb aimer Miles Tripp wrote, and their crew reunion. Goes on to talk about his tour of operations, the bombing of Dresden and low flying.
Temporal Coverage
Temporal characteristics of the resource.
1944-12
1945-02-13
1945-02-14
Contributor
An entity responsible for making contributions to the resource
Julie Williams
218 Squadron
African heritage
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
entertainment
flight engineer
Lancaster
RAF Chedburgh
RAF Methwold
RAF St Athan
RAF St Eval
Stirling
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44647/LDaviesDC1304355v2.1.pdf
e7444f6cd871fcca68f00c50e4ff7814
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
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
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
Davies, DC
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
David Charles Davies' observer's and air gunner's flying log 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
Royal Air Force. Coastal Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Lincolnshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Cornwall (County)
France
France--Paris
France--Lorient
France--Toulouse
France--Tours
France--Bordeaux (Nouvelle-Aquitaine)
France--Saumur
France--Caen
Germany
Germany--Ruhr (Region)
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Atlantic Ocean--North Sea
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Essen
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Atlantic Ocean--Baltic Sea
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
Germany--Braunschweig
France--Saint-Médard-en-Jalles
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Donges
France--Creil
Ireland
Ireland--Waterford
Scotland--Drem
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Cambridgeshire
England--Bedfordshire
Germany--Saarbrücken
Germany--Saarbrücken
Germany--Düsseldorf
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Description
An account of the resource
<span>Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.</span>
Format
The file format, physical medium, or dimensions of the resource
One log book
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v2
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-04-28
1942-04-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-03
1942-09-04
1942-09-05
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1942-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Manchester
mine laying
navigator
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44447/LDaviesDC1304355v1.2.pdf
1a0b6ce8cb68e5e20d65bf6a9eb6d616
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
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
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
Davies, DC
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
David Charles Davies' observer's and air gunner's flying log book
Description
An account of the resource
Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-03-28
1942-03-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-02
1942-09-03
1942-09-04
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1943-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1942-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lancashire
England--Wiltshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Lincolnshire
England--Hampshire
Great Britain Miscellaneous Island Dependencies--Isle of Man
France
France--Paris
France--Lorient
Germany
Germany--Ruhr (Region)
Germany--Essen
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
France--Toulouse
France--Tours
France--Saint-Médard-en-Jalles
France--Saumur
France--Cherbourg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Caen
France--Donges
France--Creil
Atlantic Ocean--North Sea
Atlantic Ocean--Baltic Sea
France--Châteauroux
Germany--Braunschweig
Germany--Saarbrücken
Germany--Düsseldorf
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Lincoln
Manchester
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
tactical support for Normandy troops
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2519/43774/LBraithwaiteW1293577v1.2.pdf
c570dde17e831e54b65a69c848a0f1db
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
Braithwaite, Walter
W Braithwaite
Description
An account of the resource
21 items. The collection concerns Walter Braithwaite (1293577 Royal Air Force) and contains his log book, note book and photographs. He flew operations as a bomb aimer with 77 and 171 Squadrons. <br /><br />There is also a photograph <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2562">album</a> with 49 items. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by M Braithwaite and catalogued by Benjamin Turner.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-22
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Braithwaite, W
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
Walter Braithwaite’s Observer’s and Air Gunner’s flying log book
Description
An account of the resource
Walter Braithwaite’s Observer’s and Air Gunner’s flying log book which includes a majority of his training, both stationed in Britain and Canada. Flights are recorded from the 2nd July 1942 to 13th July 1945. Walter began operations on 17th September 1943 after training. Braithwaite flew mainly as an air bomber. Braithwaite had numerous postings during training, but operationally, he served at RAF Elvington and RAF Full Sutton with 77 Squadron and at RAF North Creake with 171 Squadron. Aircraft included the Anson, Bolingbroke, Battle and Halifax. Braithwaite was involved in 43 operations (35 at night and 8 in the day). Operations took place over northern France, Normandy, Caen, Palaiseau, Saint-Lô ,Somme, Montreuil, Le Mans ,Amiens, Lille, Laon, Nieppe Forest. In Germany: Cologne, Essen, Bochum, Duisburg, Düren, Düsseldorf, Frankfurt am Main, Hannover, Jülich, Kassel,Krefeld, Neuruppin, Oberhausen,Ruhr, Schleswig-Holstein, Stuttgart, Wanne-Eickel. In Belgium: Brussels and Ottignies. His pilots on operations were Squadron Leader Procter, Flying Officer Hunter and Sergeant Mills. Furthermore, Walter Braithwaite did a number of ‘Gardening’ operations and later in 1945 took part in Special Duties and was “shot up by an intruder.” Braithwaite baled out and landed at USAAF Knettishall.
The last pages of the logbook contain four b/w photographs of Walter Braithwaite, airmen standing in front of an aircraft and a man playing basketball.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-09-17
1943-09-18
1943-09-21
1943-10-02
1943-10-03
1943-10-04
1943-10-08
1943-10-09
1943-10-18
1943-10-22
1943-11-26
1943-12-20
1944-01-21
1944-01-27
1944-02-08
1944-02-11
1944-02-15
1944-02-19
1944-02-20
1944-02-21
1944-02-22
1944-02-24
1944-02-28
1944-03-01
1944-03-02
1944-03-06
1944-03-07
1944-03-08
1944-03-15
1944-03-15
1944-03-16
1944-03-23
1944-03-29
1944-03-30
1944-03-31
1944-04-09
1944-04-10
1944-04-20
1944-04-21
1944-05-12
1944-05-13
1944-05-24
1944-05-25
1944-06-05
1944-06-06
1944-06-11
1944-06-12
1944-06-16
1944-06-17
1944-06-18
1944-06-19
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-01
1944-07-11
1944-07-12
1944-07-13
1944-07-17
1944-07-19
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-08-08
1944-08-09
1944-09-09
1944-09-12
1944-09-20
1944-09-21
1945-02-27
1945-02-28
1945-03-03
1945-04-08
1945-04-14
1945-04-15
1945-04-19
1945-04-20
1945-04-23
1945-04-24
1945-05-16
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Norfolk
England--Yorkshire
France
France--Normandy
France--Somme
France--Amiens
France--Caen
France--Palaiseau
France--Saint-Lô
France--Montreuil
France--Le Mans
France--Lille
France--Laon
France--Nieppe Forest
Belgium
Belgium--Brussels
Belgium--Ottignies
Germany
Germany--Frankfurt am Main
Germany--Hannover
Germany--Schleswig-Holstein
Germany--Neuruppin
Germany--Ruhr (Region)
Germany--Bochum
Germany--Cologne
Germany--Duisburg
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Essen
Germany--Jülich
Germany--Kassel
Germany--Krefeld
Germany--Oberhausen (Düsseldorf)
Germany--Stuttgart
Germany--Wanne-Eickel
Canada
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Contributor
An entity responsible for making contributions to the resource
Benjamin Turner
Identifier
An unambiguous reference to the resource within a given context
LBraithwaiteW1293577v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
10 OTU
1652 HCU
171 Squadron
21 OTU
24 OTU
77 Squadron
aircrew
Anson
bale out
Battle
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Elvington
RAF Full Sutton
RAF Honeybourne
RAF Marston Moor
RAF Moreton in the Marsh
RAF North Creake
RAF St Eval
tactical support for Normandy troops
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/559/42906/BBlacklockGBBlacklockGBv1.2.pdf
1141bb2ce07d176fdab70288e3d24b89
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
Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Half a Life, Half Remembered
An Autobiography by Group Captain GB Blacklock
Identifier
An unambiguous reference to the resource within a given context
BBlacklockGBBlacklockGBv1
Creator
An entity primarily responsible for making the resource
GB Blacklock
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Skipton
Scotland--Bedrule
England--Northumberland
England--Yorkshire
England--London
England--Appleby-in-Westmorland
Egypt--Alexandria
Egypt--Aboukir Bay
England--Chester
England--Newmarket (Suffolk)
Great Britain Miscellaneous Island Dependencies--Guernsey
France--Marseille
Northern Ireland
Scotland--Montrose
Germany--Wilhelmshaven
Germany--Hannover
Germany--Bremen
Germany--Kiel
Germany--Helgoland
Germany--Wangerooge Island
Germany--Bremen
Germany--Hamburg
Germany--Borkum
England--Wisbeach
England--Weybridge
Norway--Bergen
Norway--Stavanger
Germany--Ruhr (Region)
Netherlands--Rotterdam
France--Givet
Belgium
France--Saint-Omer (Pas-de-Calais)
France--Hazebrouck
France--Dunkerque
France--Socx
Germany--Duisburg
Germany--Karlsruhe
France--Salon-de-Provence
Italy--Genoa
Germany--Essen
Germany--Lünen
Wales--Hawarden
Germany--Baden-Baden
England--Eastleigh
Scotland--Stranraer
England--Doncaster
France--Brest
Germany--Berlin
Germany--Cologne
Germany--Emden (Lower Saxony)
Germany--Lingen (Lower Saxony)
Germany--Düsseldorf
Germany--Magdeburg
France--La Pallice
Germany--Karlsruhe
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Description
An account of the resource
From his youth to the award of his DFC by the King.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
87 printed sheets
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
101 Squadron
115 Squadron
12 Squadron
142 Squadron
148 Squadron
149 Squadron
15 Squadron
2 Group
3 Group
311 Squadron
4 Group
5 Group
7 Squadron
9 Squadron
99 Squadron
air gunner
aircrew
Anson
anti-aircraft fire
Blenheim
bomb aimer
bombing
Boston
Chamberlain, Neville (1869-1940)
Churchill, Winston (1874-1965)
Distinguished Flying Cross
Distinguished Flying Medal
entertainment
fitter airframe
flight engineer
Flying Training School
George VI, King of Great Britain (1895-1952)
Gneisenau
ground personnel
Halifax
Hampden
hangar
Harris, Arthur Travers (1892-1984)
Harrow
Hitler, Adolf (1889-1945)
Hudson
Hurricane
incendiary device
Lancaster
love and romance
Magister
Manchester
Me 109
Me 110
mess
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Mosquito
navigator
Navy, Army and Air Force Institute
observer
Operational Training Unit
Photographic Reconnaissance Unit
pilot
radar
RAF Benson
RAF Boscombe Down
RAF Catterick
RAF Cosford
RAF Cranwell
RAF Debden
RAF Duxford
RAF Finningley
RAF Grantham
RAF Halton
RAF Hendon
RAF Henlow
RAF Honington
RAF Leeming
RAF Lossiemouth
RAF Manston
RAF Mildenhall
RAF Netheravon
RAF Newmarket
RAF Oakington
RAF Sealand
RAF Silloth
RAF South Cerney
RAF St Eval
RAF Stradishall
RAF Tangmere
RAF Upavon
RAF Upper Heyford
RAF Uxbridge
RAF Waddington
RAF Warmwell
RAF Waterbeach
RAF West Freugh
RAF West Raynham
RAF Wittering
RAF Wyton
Scharnhorst
shot down
Spitfire
sport
Stirling
Tiger Moth
training
Wallis, Barnes Neville (1887-1979)
Wellington
Whitley
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1526/39256/AMilesR20090123-0001.2.mp3
1d8c370e9b4cf517211f5c27f949c29f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1526/39256/AMilesR20090123-0002.1.mp3
b063876f20ac9377b3a2f0c619cf62ed
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1526/39256/AMilesR20090123-0003.2.mp3
4f005c90484e2df6e0ae7c631e86fe80
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
Miles, Reg
Reginald J Miles
R J Miles
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Miles, RJ
Description
An account of the resource
102 items. The collection concerns Reg Miles (1923 - 2022) and contains his audio memoir, log book, photographs and documents. He flew 36 operations with 432 and 420 Squadrons.
The collection has been donated to the IBCC Digital Archive by R Miles and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reg Miles Audio Memoir
Date
A point or period of time associated with an event in the lifecycle of the resource
2009-01-23
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Format
The file format, physical medium, or dimensions of the resource
06:46:46
Conforms To
An established standard to which the described resource conforms.
Pending OH transcription
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
AMilesR20090123
Creator
An entity primarily responsible for making the resource
Miles, R
Description
An account of the resource
Reg Miles's memoir in three parts. Part one Reg describes his childhood in St Peter’s on the Isle of Thanet, his family, school, lack of money, and holiday jobs. Reg joined the Royal Air Force as an apprentice, known as a ‘Brat’, in January 1939. He went to RAF Halton No 1 School of Technical Training, which had four wings with a thousand boys. After a medical examination, he was issued with a uniform and became a Fitter 2 (engines), looking after pieces of airframe. They were taught square bashing and he was promoted to leading apprentice. Reg recounts the antics of one Johnny Shaw who was expelled out of the Air Force. They did work in the extensive workshops, spending a few months learning how to use hand tools. Each one had a flight in a Tiger Moth. Reg then worked on engines (Merlins, Pegasus) then on aircraft. With the onset of war, his study was compressed and took his examinations after two rather than three years, becoming an Aircraftman 1st Class. Reg was posted as the sole apprentice to 34 Maintenance Unit in RAF Shawbury, which recovered crashed aircraft. His first job was removing instruments from a Spitfire. He talks of the importance of packing Masters onto sleepers and sandbags during transport, otherwise the centre section would hit the walls of humpback bridges. He was also tasked to remove burnt Ansons from a hangar. Part two Reg narrates how a Coles Crane sank in the mud when they tried to retrieve a Spitfire from a railway embankment. On another occasion, an aircraft was stuck in the roof of a village pub. They also had to recover an aircraft from a Welsh hilltop. He missed Christmas one year when their low loader was obstructed near the village pub. One plane they had to extricate had mistaken a chicken farm for a field and caused damage to the farm. They once had to close the tunnel in Liverpool to tow an aircraft. Reg recounts some incidents in which people lost their lives. Reg was transferred to 67 Maintenance Unit in Taunton. He details how they had to chop off part of a B-17 to get it back to the depot. Reg also performed the role of armourer for a time. He was sent to St. Eval in Cornwall where his first job was a Spitfire which had landed on a dry-stone wall. The Germans blew up the hangar where a recently restored Hurricane was located. Reg sought an overseas posting and sailed to South Africa on the SS Mooltan. He portrays life on board ship before he arrived in Bloemfontein at 27 Air School Bloemspruit. Reg carried out daily engine inspections of the Masters aircraft. They also had to make airworthy 104 Harvards, which were in a poor condition. Reg expresses his disquiet over the treatment of the African labourers. Part three Reg volunteered for aircrew, sailing back with the Mauretania and was posted to RAF Lympne. He was then posted to RAF St Athan for flight engineer training. He received instruction on Lancasters before going to a Heavy Conversion Unit. He joined a Canadian crew but with Halifax aircraft and Merlin engines. He was posted to a squadron with Les Lauzon (pilot) and carried out about six operations. He badly injured his hand removing an elevator lock so did not fly when his crew went missing. Reg subsequently found out that the aircraft was shot down, but they escaped and were taken as prisoners of war. Reg then joined 420 Squadron at RAF Tholthorpe and Jimmy Tease (pilot). His job was to stand next to the pilot and operate controls. He saw aircraft shot down, including a B-17 and witnessed V2s. Reg recounts some of the incidents they had with their aircraft and how they were dealt with. He gives a description of the FIDO aerodromes. Reg describes how the aircraft was struck by lightning in one operation. Reg received his commission and went to RAF Nutts Corner in Northern Ireland, a Transport Command station where he trained to fly Yorks. His final posting was to 242 Squadron at RAF Stoney Cross. Reg discusses his post-RAF life.
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Northern Ireland
Northern Ireland--Antrim (County)
England--Broadstairs
England--Buckinghamshire
England--Cornwall (County)
England--Kent
England--Liverpool
England--Merseyside
England--Shropshire
South Africa
South Africa--Bloemfontein
242 Squadron
420 Squadron
Anson
B-17
FIDO
Halifax
hangar
Harvard
Heavy Conversion Unit
Hurricane
Lancaster
RAF Halton
RAF Lympne
RAF Nutts Corner
RAF St Eval
RAF Stoney Cross
RAF Tholthorpe
Spitfire
Tiger Moth
training
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1426/38035/LHadfieldL1066643v1.1.pdf
911ae61e668869a9468326770366dacb
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
Donnelly, Margaret
M Donnelly
Hadfield, Leonard
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
2015-07-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Donnelly, M
Description
An account of the resource
24 items. The collection concerns Flying Officer Leonard Hadfield (184057 Royal Air Force) and contains his log book and documents. He flew operations as a wireless operator/air gunner with 59 Squadron.
The collection has been donated to the IBCC Digital Archive by Margaret Donnelly and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
L Hadfield's observer's and air gunner's flying log 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. Coastal Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
<p>Observer’s and air gunner’s flying log book for L Hadfield, wireless operator/air gunner, covering the period from 14 March 1941 to 6 May 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Yatesbury, RAF Prestwick, RAF Pembrey, RAF Thornaby, RAF North Coates, RAF Thorney Island, RAF St Eval, RAF Chivenor, RAF Aldergrove, RAF ReykJavik. RAF Ballykelly and RAF Nassau. Aircraft flown in were Dominie, Proctor, Botha, Blenheim, Anson, Hudson, Liberator, Fortress, Commando and Dakota. He flew 40 operations with 59 Squadron comprising of anti-submarine patrol and convoy escort duties. His pilot on operations was Flight Lieutenant Moran.</p>
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
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Iceland
Great Britain
Atlantic Ocean
Bahamas--Nassau
England--Devon
England--Lincolnshire
England--Wiltshire
England--Yorkshire
Iceland--Reykjavík
Northern Ireland--Londonderry (County)
Northern Ireland--Belfast
Scotland--Ayrshire
Wales--Carmarthenshire
England--Sussex
England--Cornwall (County)
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Identifier
An unambiguous reference to the resource within a given context
LHadfieldL1066643v1.1
Air Gunnery School
aircrew
Anson
B-17
B-24
Blenheim
Botha
C-47
Dominie
Hudson
Ju 88
Operational Training Unit
Proctor
RAF Chivenor
RAF North Coates
RAF Pembrey
RAF Prestwick
RAF St Eval
RAF Thornaby
RAF Thorney Island
RAF Yatesbury
training
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36457/BLovattPHastieRv2.1.pdf
295406378e70aa4d2aeb43baeaddc085
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hastie DFC: The Life and Times of a Wartime Pilot
Description
An account of the resource
A biography of Roy Hastie.
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Date
A point or period of time associated with an event in the lifecycle of the resource
2003-10
Spatial Coverage
Spatial characteristics of the resource.
United States
Rhode Island--Quonset Point Naval Air Station
Bahamas--Nassau
New York (State)--New York
Bahamas--New Providence Island
Great Britain
England--Harrogate
Scotland--Perth
Scotland--Glasgow
England--Warrington
England--Blackpool
Luxembourg
France
Belgium
Netherlands
France--Dunkerque
England--Dover
England--Grantham
England--Torquay
Wales--Aberystwyth
Iceland
Greenland
Sierra Leone
Russia (Federation)--Murmansk
Singapore
France--Saint-Malo
Denmark
Sweden
Germany--Lübeck
Netherlands--Ameland Island
England--Grimsby
Germany--Helgoland
Netherlands--Rotterdam
Atlantic Ocean--Bay of Biscay
England--Lundy Island
Germany--Cologne
North Carolina
North Carolina--Cape Hatteras
Aruba
Curaçao
Iceland--Reykjavík
Greenland--Narsarssuak
Canada
Québec--Montréal
Rhode Island
New York (State)--Buffalo
Gulf of Mexico
Caribbean Sea
Virginia
Florida--Miami
Cuba--Guantánamo Bay Naval Base
Puerto Rico--San Juan
Cuba
Florida--West Palm Beach
Cuba--Caimanera
India
Sierra Leone--Freetown
Jamaica
Jamaica--Kingston
Jamaica--Montego Bay
Virginia--Norfolk
Washington (D.C.)
Newfoundland and Labrador
Northern Ireland--Limavady
England--Chatham (Kent)
Newfoundland and Labrador--Gander
Gibraltar
England--Leicester
Massachusetts--Boston
Egypt--Alamayn
Algeria--Algiers
Algeria--Oran
Algeria--Bejaïa
Algeria--Annaba
Italy--Sicily
England--Milton Keynes
Germany--Essen
England--Dunwich
Europe--Scheldt River
England--Sizewell
Germany--Hamburg
England--Kent
Germany--Stuttgart
England--Crowborough
Netherlands--Hague
England--Peterborough
England--Bristol
Germany--Homburg (Saarland)
Belgium--Brussels
Germany--Bochum
Germany--Dortmund-Ems Canal
Germany--Wanne-Eickel
Belgium--Liège
Germany--Frankfurt am Main
Germany--Hannover
Germany--Aschaffenburg
Germany--Castrop-Rauxel
Germany--Mittelland Canal
Germany--Aachen
Germany--Karlsruhe
Germany--Neuss
Germany--Nuremberg
Germany--Duisburg
Germany--Hagen (Arnsberg)
Germany--Leuna
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Ulm
Germany--Munich
Poland--Szczecin
France--Ardennes
Germany--Bonn
Belgium--Houffalize
Germany--Mannheim
Germany--Grevenbroich
Germany--Dülmen
France--Metz
Germany--Magdeburg
Germany--Zeitz
Germany--Gelsenkirchen
England--Dungeness
Germany--Mainz (Rhineland-Palatinate)
Germany--Wiesbaden
Germany--Dresden
Germany--Leipzig
Germany--Koblenz
Germany--Chemnitz
Germany--Dortmund
Germany--Düsseldorf
Germany--Münster in Westfalen
Germany--Worms
Germany--Pforzheim
Germany--Darmstadt
Europe--Lake Constance
Germany--Bergkamen
Germany--Dessau (Dessau)
Germany--Wesel (North Rhine-Westphalia)
France--Aube
Germany--Augsburg
England--Feltwell
England--Croydon
Norway--Oslo
Sweden--Stockholm
Czech Republic--Prague
Italy--Florence
Portugal--Lisbon
Monaco--Monte-Carlo
France--Boulogne-sur-Mer
Netherlands--Venlo
Netherlands--Amsterdam
France--Paris
France--Lyon
France--Digne
France--Nevers
France--Lille
Norway--Ålesund
France--Saint-Omer (Pas-de-Calais)
France--Bailleul (Nord)
Belgium--Ieper
Belgium--Mesen
France--Cambrai
France--Somme
France--Arras
France--Lens
France--Calais
Germany--Emden (Lower Saxony)
Netherlands--Vlissingen
France--Brest
France--Lorient
France--La Pallice
Egypt--Suez
Germany--Berlin
Yemen (Republic)--Aden
Cyprus
Turkey--Gallipoli
Black Sea--Dardanelles Strait
Turkey--İmroz Island
Turkey--İzmir
Greece--Lesbos (Municipality)
Greece--Thasos Island
Greece--Chios (Municipality)
Greece--Thasos
Bulgaria
Turkey--Istanbul
Europe--Macedonia
Greece--Kavala
Kenya--Nairobi
Africa--Rhodesia and Nyasaland
Tanzania
Sudan
Eritrea
Ethiopia
Sudan--Kassalā
Eritrea--Asmara
Yemen (Republic)--Perim Island
Ethiopia--Addis Ababa
Sudan--Khartoum
Ghana--Takoradi
Libya--Cyrenaica
Libya--Tobruk
Egypt--Cairo
Iraq
Greece--Crete
Libya--Tripolitania
Tunisia--Mareth Line
Libya--Tripoli
Tunisia--Qaṣrayn
Tunisia--Medenine
Italy--Pantelleria Island
Malta
Italy--Licata
Italy--Brindisi
Italy--Foggia
Italy--Cassino
Italy--Sangro River
Italy--Termoli
Yugoslavia
Croatia--Split
Croatia--Vis Island
Italy--Loreto
Italy--Pescara
Trinidad and Tobago--Trinidad
North America--Saint Lawrence River
Newfoundland and Labrador--Happy Valley-Goose Bay
Bahamas
Florida
Italy
Poland
Massachusetts
New York (State)
Algeria
Tunisia
Libya
Egypt
North Africa
Ontario
Québec
Germany
Croatia
Czech Republic
Ghana
Greece
Kenya
Norway
Russia (Federation)
Turkey
Yemen (Republic)
Portugal
Trinidad and Tobago
North America--Niagara Falls
France--Reims
Europe--Frisian Islands
Germany--Monheim (North Rhine-Westphalia)
Germany--Ruhr (Region)
England--Norfolk
England--Suffolk
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Lincolnshire
Germany--Oberhausen (Düsseldorf)
Greece--Thessalonikē
Germany--Herne (Arnsberg)
Atlantic Ocean--Kattegat (Baltic Sea)
Libya--Banghāzī
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Great Britain Miscellaneous Island Dependencies--Jersey
Virginia--Hampton Roads (Region)
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
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
142 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BLovattPHastieRv2
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
1 Group
100 Group
101 Squadron
157 Squadron
2 Group
214 Squadron
223 Squadron
3 Group
4 Group
6 Group
8 Group
85 Squadron
88 Squadron
air gunner
aircrew
anti-aircraft fire
B-17
B-24
B-25
bale out
Beaufighter
Bismarck
Botha
C-47
Chamberlain, Neville (1869-1940)
Churchill, Winston (1874-1965)
crash
crewing up
Distinguished Flying Cross
entertainment
evacuation
Flying Training School
Gee
Gneisenau
Goldfish Club
ground personnel
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
He 111
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hudson
Hurricane
Initial Training Wing
Ju 88
Lancaster
love and romance
Martinet
Me 109
Me 110
mine laying
Mosquito
Mussolini, Benito (1883-1945)
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
Proctor
radar
RAF Banff
RAF Catfoss
RAF Catterick
RAF Chedburgh
RAF Cranwell
RAF Dishforth
RAF Farnborough
RAF Horsham St Faith
RAF Kinloss
RAF Leuchars
RAF Lichfield
RAF Lyneham
RAF Manston
RAF North Coates
RAF Oulton
RAF Padgate
RAF Prestwick
RAF Riccall
RAF Silloth
RAF South Cerney
RAF St Eval
RAF Thornaby
RAF Thorney Island
RAF Windrush
RAF Woodbridge
Roosevelt, Franklin Delano (1882-1945)
Scharnhorst
Spitfire
sport
Stirling
Swordfish
Tiger Moth
Tirpitz
training
V-1
V-2
V-weapon
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36456/BLovattPHastieRv1.2.pdf
9b3858b8c21f871c9674fb0bb2df1994
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hastie DFC: The Life and Times of a Wartime Pilot
Description
An account of the resource
An incomplete biography of Roy Hastie. Only pages 1 to 46, 104 to 106, 128 to 133 and 34 additional unnumbered pages are included.
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Spatial Coverage
Spatial characteristics of the resource.
United States
Rhode Island--Quonset Point Naval Air Station
Bahamas--Nassau
New York (State)--New York
Bahamas--New Providence Island
England--Harrogate
Scotland--Perth
Scotland--Glasgow
Scotland--Glasgow
England--Warrington
England--Blackpool
Luxembourg
France
Belgium
Netherlands
France--Dunkerque
England--Dover
England--Grantham
England--Torquay
Wales--Aberystwyth
Iceland
Greenland
Sierra Leone
Russia (Federation)--Murmansk
Singapore
France--Saint-Malo
Denmark
Sweden
Germany--Lübeck
Netherlands--Ameland Island
England--Grimsby
Germany--Helgoland
Netherlands--Rotterdam
Atlantic Ocean--Bay of Biscay
England--Lundy Island
Germany--Cologne
North Carolina
North Carolina--Cape Hatteras
Aruba
Curaçao
Iceland--Reykjavík
Greenland--Narsarssuak
Canada
Québec--Montréal
Rhode Island
New York (State)--Buffalo
Gulf of Mexico
Caribbean Sea
Virginia
Florida--Miami
Cuba--Guantánamo Bay Naval Base
Puerto Rico--San Juan
Cuba
Florida--West Palm Beach
Cuba--Caimanera
India
Sierra Leone--Freetown
Jamaica
Jamaica--Kingston
Jamaica--Montego Bay
Virginia--Norfolk
Québec--Montréal
Washington (D.C.)
Newfoundland and Labrador
Trinidad and Tobago--Trinidad
North America--Saint Lawrence River
Newfoundland and Labrador--Happy Valley-Goose Bay
Bahamas
Florida
New York (State)
Great Britain
Ontario
Québec
Germany
Russia (Federation)
Trinidad and Tobago
North America--Niagara Falls
Europe--Frisian Islands
Germany--Ruhr (Region)
England--Devon
England--Kent
England--Lancashire
England--Lincolnshire
Atlantic Ocean--Kattegat (Baltic Sea)
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Virginia--Hampton Roads (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Coastal Command
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
88 printed sheets
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
Identifier
An unambiguous reference to the resource within a given context
BLovattPHastieRv1
8 Group
air gunner
aircrew
anti-aircraft fire
B-24
B-25
Beaufighter
Bismarck
C-47
Churchill, Winston (1874-1965)
crash
crewing up
Distinguished Flying Cross
evacuation
Flying Training School
Gee
Gneisenau
Goldfish Club
ground personnel
Harris, Arthur Travers (1892-1984)
Harvard
Hitler, Adolf (1889-1945)
Hudson
Initial Training Wing
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
radar
RAF Bircham Newton
RAF Catterick
RAF Cranwell
RAF Kinloss
RAF Leuchars
RAF North Coates
RAF Odiham
RAF Oulton
RAF Padgate
RAF Prestwick
RAF South Cerney
RAF St Eval
RAF Thornaby
RAF Thorney Island
RAF Windrush
Roosevelt, Franklin Delano (1882-1945)
Scharnhorst
Spitfire
Tiger Moth
Tirpitz
training
V-1
V-2
V-weapon
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2090/34780/SRAFIngham19410620v010004.2.jpg
6876ea79afc07b00e10a7f4f4cd2acd3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2090/34780/SRAFIngham19410620v010001-Audio.1.mp3
863d4820f91339ff0c46c7bb1aa17ee2
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
RAF Ingham Heritage Group. Andrzej Jerziorski
Description
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Five items. An interview with Andrzej Jerziorski, pilot's notes and photographs.
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2016-11-14
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IBCC Digital Archive
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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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RAF Ingham
Transcribed audio recording
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Transcription
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GB: Okay, we’re recording now, so. What would you like me to call you by the way?
AJ: Andre.
Andre.
AJ: Andjay is the correct pronunciation, but, I don’t know why, in RAF and in Britannia they always called me Andre. [Laugh]
GB: Andre right, Andre it is then, lovely. Can we start, first of all, could you tell me, please, what year you were born and where you were born in Poland, please?
AJ: I was born in, on 23rd of December 1922, in Warsaw.
In Warsaw itself.
AJ: And I lived in Warsaw most of the time, well, say important [emphasis] part of my youth I lived in Warsaw. Part of the time I lived in, when my father was serving officer Polish Air Force, so I spent four years in Polish Air Force Academy in Deblin. Before that we were in Paris for a little while while my father was studying at the Ecole d’Aeronautique in Paris.
GB: And how old were you when you were in Paris then?
AJ: Oh, I was four years old.
GB: Oh, four, so very young, probably didn’t realise Paris, what Paris was.
AJ: I still remember a little bit, not much.
GB: And as it came towards the beginning of the Second World War, was your father involved in defending Poland?
AJ: He was already retired, but working as an engineer in aeronautical, in engine manufacturing, aero engines factory in, but he was still reserve officer and he was called back to, to the service just before the war.
GB: So it was natural for you to want to join the Polish Air Force.
AJ: Yes, but unfortunately it didn’t start with that, [chuckle] it was, took me a long time before I managed to get to the Air Force. I joined the Army first.
GB: Right, okay. Can you tell me a little bit about that, and your journey?
AJ: Yes. I managed to get to France after the campaign in Poland, with my father. We travelled via Romania, Yugoslavia, Italy, Italy to France, where I went back to school, for a year, and in 1940, the German offensive already started, I joined the Polish Army, in France, and I was posted to Officers Training School in southern France near Orange, place called Boulin; it was the Tank Corps Officer’s Training School. Of course I didn’t stay very long because France collapsed, we were evacuated to the harbour, very close to Portuguese, to Spanish border, Saint Jean de Luz, it’s a small fishing village to the south of Bayonne. And Polish ships and British ships picked us up from there and we sailed from Saint Jean de Luz, well actually, we had to first of all row to get to the ships because they were moored about a mile or two from the shore.
GB: You had to row!
AJ: [Laugh] Yes. This is just fishing village. Anyway, it took us about four days and four nights to get to Plymouth, part of that we were escort by Sunderlands, and then we were transferred from Plymouth to Scotland when, where the Polish Army started to re-establish again. [Laugh]
GB: How did you get from Plymouth up to Scotland?
AJ: By train.
GB: Oh, by train, not by lorries or anything, no.
AJ: No, by train.
GB: Quite comfortable though.
AJ: Very comfortable, by comparison to France it was great camp. Everything was, I must say, very well organised. We landed at [indecipherable], we had to wait for everything to be arranged for us, when we left the ship everything was prepared for us, a big buffet, tea [laugh] typical NAAFI tea, sweet, and we were sort of given some food to take with us for the journey to Scotland.
[Other]: Shall I put it on the table?
GB: Please, if you’d like to yes, thank you, yes. Sorry, do you want me to help at all? Would you like me to, shall I move that for you just while you do that? Is easy? Is that all right there?
[Other]: It’s fine. [indecipherable]
GB: Oh lovely, thank you very much. [clinking china]
AJ: So we, it was amazing how quickly we managed to get organised. First of all we were given the infantry equipment, but soon afterwards [door noise] bren gun carriers started to arrive, then small tanks, Crusader and Valentines and eventually Churchills.
GB: And this was all up in Scotland.
AJ: Up in Scotland. Initially in a place called Crawford, I think that’s where we trained, and then we were moved to Blairgowrie, near, in Perthshire, and we were based there for about just over a year trying all the time to get to the Air Force, eventually I managed, in beginning of 1942.
GB: How did that come about, that you, you say you managed to get into the Air Force, did you have to keep asking and applying, or were they after volunteers?
AJ: I have to, well I was trying to tell them, this is, you know, my father served in the Air Force, why shouldn’t I serve in the Air Force!
GB: Better than the Army.
AJ: I volunteered anyway, to join the Army from, eventually they considered my application and immediately I joined the Air Force I started training. First of all in Brighton, I did have initial training in Brighton, then initial flying in Hucknall, near Nottingham, and service flying in Newton, also near Nottingham. All the training, Polish Air Force training, was concentrated round Nottingham.
GB: I know, I’ve just finished thirty years in the RAF myself, and I did some of my training at Newton. Oh thank you very much. Yes, so I do know Newton, unfortunately, this last, whoops, excuse me, [crashing sound] I tell you, I’m all fingers and thumbs, let me just, excuse me.
AJ: Use my spoon, I’m not going to use it.
GB: Are you sure? Thank you. Yes, they have started to pull Newton down now unfortunately, it’s no longer an RAF camp, which is very sad. They’ve knocked a lot of the old blocks down there, but it happens all over.
AJ: Pity. Pre war station wasn’t it.
GB: I think they’re possibly going to put a memorial up to the Poles, on the station which is very, very good. So you did your training at Brighton, Hucknall and Newton then, yes.
AJ: Then I was posted to first bombing school as a staff pilot to fly with the bombing leaders [dropping sound] [laugh] on the various exercises, bombing exercises. The, Manby was the, well pre-war station was first armament school, very nice station, maintaining all the pre-war traditions including dining in nights every Thursday. [Laugh].
GB: Did you like those? You found them very?
AJ: Yes. I must say it was very nice, your guys always [drinking] parade every, every Wednesday morning. [Laugh] Station Commander Parade. But there used to be quite a lot of flying, mainly on Blenheims, Blenheims I and IV.
GB: Right.
AJ: Quite interesting.
GB: Did they try and persuade you to do a different job other than pilot, or it was straight away you want to be a pilot?
AJ: No, after initial training in Brighton, there was, that’s where we could sort of either choose to go as navigators or as pilots, or sometimes they simply they told you you are very good for navigation, you are going to navigate! [Laugh] Anyway I went for pilot’s training.
GB: Do you think, yourself, do you think you were a very good pilot at the beginning? Or did, did you take to it naturally?
AJ: Er, no, I wouldn’t say it was all very easy, it was, I was an average pilot, not bad.
GB: Some bumpy landings then!
AJ: [Laugh] Well, had no trouble with landings, more with, initially we were flying on instruments there but it all came back, working. Eventually, I can’t imagine now without, flying without good instrumentations.
GB: Obviously after the war when you flew civil aircraft it was all much better instruments, probably, than through the war. So when you’d finished your flying training then, and your staff position at Manby.
AJ: I was posted to General Reconnaissance Course, that was in Squires Gate, near Blackpool. It was a two months course for aircrew detailed to go to Coastal Command, mainly navigation training. Very, very tough course, but very good one. But, and after that I joined the squadron.
GB: Was, was the actual navigation course that you did there, the air reconnaissance course, was that all based in the classroom or was there a lot of work out and about?
AJ: There was quite a lot of flying as well, on Anson, Avro Anson, over the Irish Sea.
GB: Anson. Not the best [indecipherable].
AJ: Not many flying hours as pilot but quite a few, as navigators, with day and night, various exercises, including astral navigation and everything. So it was very interesting, very interesting indeed. I joined the squadron when the squadron was at Chivenor, it was.
GB: Down in Cornwall, isn’t it.
AJ: In 1944, Autumn 1944. The squadron was based at Chivenor, equipped then with Wellingtons 14s. Specially adapted Wellingtons for work, as an anti submarine work, equipped with very good, for those days, radar, ASV - Aircraft Surface Vessel. That went with seven, later eight machine guns, and six depth charges in the main bomb.
GB: Yeah, the bomb bay
AJ: Bomb bay, the aircraft was of course prepared for very long patrols, so the additional tanks in a bomb bay, so we could stay on patrols for over ten hours. So it was, we had sufficient fuel for just over eleven hours.
GB: Was that mainly daytime or was that night time flying as well?
AJ: Mainly night.
GB: Night.
AJ: Some day, but mainly night. Aircraft was, apart from radar, was equipped with a Leigh Light, the huge hydraulically operated reflector in the middle of the fuselage which was operated by the navigator during the attack, and the usual stuff, I’m detailing you with?
GB: No, no this is very good, the details are very important so as many details as you like!
AJ: Providing you stayed safe, radar operator picked up contact, could have been anything, could have been submarine, could have been fishing vessel, or small coastal vessel, French. We were, of course, told never to attack either the fishing or the coastal vessels because we were on anti-submarine work and we had to stick to that, but we of course didn’t know what the contact was.
GB: Until you got very, very close.
AJ: Until we were right on top of it. So the radar operator used to guide pilot towards the target, of course pilot used to decrease the height to minimum. We were equipped with, the only Wellingtons equipped, with the, it was a sort of a radar altimeter, we called it electrical altimeter. It was a very accurate machine and could estimate our height above the sea level. We could go actually, with a little bit of risk, we could go down to fifty feet on, using that altimeter. Although it was bit of a risk, but anyway during the attack it was quite [beep] altimeter, very, very good instrument. Now the idea was that the radar operator used to guide the pilot toward the target, the aircraft was all prepared for the attack. The navigator was forward operating the Leigh Light, he used to operate like two handlebars, up and down, left and right.
GB: And it was a million candle watts or something like that, that kind of power was it? Must have been quite, er.
AJ: That’s right. The first officer, or actually the second pilot, was standing above him, operating machine guns, and the idea was to get to the target to within one mile and then navigator used to count to ten then switch on the light, of course becoming a magnificent target for the submarine to open fire. [Laugh]
GB: And I presume the submarines were always on the surface at night time because they considered there was less chance to be seen.
AJ: Contrary to opinion, submarines tried to stay on the surface all the time, if possible, and submerge only when either there was a danger of air attack or, or say they picked up a convoy and they wanted to attack the convoy. They were trying to have batteries in best condition possible for this kind of work. So, most of the time, time, submarines were actually on the surface, so it was possible to pick them up with radar. But of course they were not asleep, as soon as they heard us they used to crash dive or change course and become a disappearing contact.
GB: It was a case of picking them up on nights where it was a bit. So was it a case you had to try and catch them on nights where weather wasn’t so good so they couldn’t hear, lookouts couldn’t actually see you.
AJ: In 1943, that was before I, before I joined the squadron, the Germans were actually ordered to stay on the ground, on the surface and fire back. They were equipped with very good anti aircraft guns and they were very dangerous indeed, particularly at night, because of Leigh Light. One of our aircraft attacked submarine, they damaged it, but aircraft was also very badly damaged. It was, I remember, Flight Lieutenant Jan Sobraski, they survived, but only just. They managed to get to base but with huge holes in the wing and in the tail.
GB: That’s probably testament that they got back to the -
AJ: So that was only proof.
GB: The geodetic design of the Wellington.
AJ: Oh yes, Wellington could withstand considerable contact.
GB: Could stand that: burn all the skin off and still stay in the air couldn’t it, yes. So during your time with 304 down at Chivenor, can you tell me a little bit about what life was like on the ground during those days when you weren’t actually flying?
AJ: Chivenor of course was always a very nice station, beautifully situated. When I joined the squadron, squadron was very, very happy. [Laugh] Social life was very, very lively at Chivenor. Of course crews, only, when one arrived as a pilot to join the squadron, first ten flights was always as a second pilot, just to get experience because of waves, navigation and weather and also the difficulty in picking up the targets, it was necessary actually to gain some experience. First ten flights was always as a second pilot, so I was flying there as a second pilot. Life on the station as well, I remember at Chivenor was, we didn’t stay, we didn’t stay, I didn’t stay perhaps long enough to know it better but it was, I know quite a few parties organised at the officers mess and so the social life was very pleasant, overall, particularly during the summer when plenty of tourists about.
GB: The beach is a lovely place to be, and Chivenor, is that Devon or Cornwall?
AJ: It’s Devon, still Devon. Later on, after Benbecula, we were stationed at St Eval and that was in Cornwall.
GB: Yes, I’ve heard of that. So when you were at Chivenor then, were you in, was your accommodation in nissen huts or was it proper brick built?
AJ: It was not nissen huts, it was sort of a barracks. We shared rooms, normally two officers to one room. Sometimes it was bigger accommodation for four officers in one room, and that was quite a big room, so it was reasonably comfortable. But I say, I didn’t stay very long because, Admiral Donitz started his offensive with submarines equipped with snorkels, you probably heard about that. We heard for a long time that they were moving such a possibly to operating diesel under the sea and to work sort of exhaust pipe sticking out, but it was a matter who actually invent, was quicker in inventing it. The Germans were a little bit quicker and there was a danger that Admiral Donitz would start new submarine offensive going around Scotland, entering the Atlantic from the north, so the squadron was moved from Chivenor to Benbecula, to Outer Hebrides, and that was quite a considerable change from the comfort of Devonshire to the Outer Hebrides.
GB: And the weather as well I would think!
AJ: The weather was absolutely, and that was winter 1944 45. After several, actually, the biggest enemies there were a, weather, b cruel seagull. But, so, still ten hours patrol in continuous sort of westerly strong winds and very frequent wintry showers, with visibility dropping to zero; it was quite tiring, tiring patrol.
GB: What kind of, obviously I know you wear wearing flying clothing with the big fur jackets, the leather jackets but did you have any other form of keeping you warm in the aeroplane?
AJ: Wellington was heated a little bit, the worst place was tail of the aircraft, but up to position of navigator it was not necessary to wear any specially hot clothing, just ordinary flying suit.
GB: Just your flying boots. And the big fur boots.
AJ: Sometimes some pilots used to wear those fur, Scottish aero jackets but I used just ordinary flying suit and I was quite comfortable, I was not cold at all.
GB: On a normal, average, ten hour flight that you did, the operational flight, how much of it was actually action and how much of it was just, not mundane, but just looking and everything is quiet?
AJ: Well during the ten hour patrol, sometimes we had to go down perhaps three, four times to investigate what the target. Most of the time it was a fishing vessel, we used to scare them! [Laughter]
GB: Suddenly putting the light on, yes.
AJ: Sometimes it was just a coastal, coastal one, little one, ship, same as coast to French, crossing Bay of Biscay, plenty of fishing vessels and our patrols from Benbecula used to go the almost to the, almost to the coast of Iceland but not quite. We could see Iceland on the radar.
GB: I’ve read, I’ve looked into a lot of the operational records of 300 and 305 Squadron, and they’ve flown Wellingtons Mark III, IVs and Xs, and they seem to have an awful lot of problem with hydraulics was one problem, oxygen supply seemed to fail to the back gun turret a lot. and there was another one, I think was it oil pressure, oil pressure on the engines, and they seemed to be the things that, they’d fly out on an operation they’d have to turn back and in the column at the end, the, is it the 541 or 540 that the Station Ops would write afterwards.
AJ: When they were operating Bomber Command they had different engines. They had I remember the big [indecipherable]. We used to have already Hercules 100, much better engines.
GB: The Bristol Hercules.
AJ: And we didn’t have much trouble with, in fact great admiration for our engineers who maintained our aircraft on Benbecula in atrocious conditions. We didn’t lose one [emphasis] aircraft throughout the winter. It was amazing to think that they, every time the aircraft was prepared up to the best, was the best possible condition.
GB: Were you the only squadron up there or was there any other squadrons?
AJ: No, initially when we arrived there there was our squadron and four Fleet Air Arm squadrons, they operated Swordfishes on patrols closing shores, and we used to go into the Atlantic.
GB: Further afield.
AJ: Initially we sort of looked at each other, but not becoming too friendly! But the Station Commander said now this must end, so he asked us to organise a huge party. So we arrange huge party and entertain four, four squadrons of Fleet Air Arm and after that we were great friends. They stayed, in think, on Benbecula for, with us, for about two to three months around then and then they left. I think they, I don’t know where they were posted back to [indecipherable] somewhere.
GB: And what was roughly the date, or the month and year when you left Benbecula can you remember? Can you remember when you left Benbecula?
AJ: Ah, we left Benbecula in spring 1945. I was due to go to OTU to pick up a new crew, already, and as a captain but it was, for some reason, the course was delayed and the squadron was posted back from Benbecula to St Eval, in Cornwall, and started to operate over the English Channel again.
GB: Just in time for the summer!
AJ: Yes, that’s right. Anyway, and I did one operation, last operational flight as second pilot from St Eval and then after that I was supposed to pick up a new crew in number six OTU at Silloth, near Carlisle. And that’s where the war ended, [laugh] when I was, when we had just completed our course, due to be posted back to the squadron as a unit. And after that the squadron was, shortly after, was posted to Transport Command and I, with part of my crew, I was posted to Transport Command TCU at Crosby on Eden to train to go to India but unfortunately my navigator failed the last medical, for overseas medical. They discovered anginal heart, and so I was posted back to squadron again with only radio officer so I, instead of flying Dakotas in India, I was flying Warwicks with 304 Squadron again after the war, mainly operating to Athens, to Naples and east in south of France.
GB: All difficult destinations then, after the war! [Laugh] Naples and South of France.
AJ: Well, South of France was all right. But even in winter, the weather sometimes over the, over the Masif Central of France could be quite nasty and the Warwick was not particularly good in the bad weather, so.
GB: No. So how did you end your time in the Polish Air Force, you became part of the RAF didn’t we in 1947?
AJ: Well actually towards the end we [bleep] part of the RAF, and then the authorities decided to form what was called the Polish Resettlement Corps, and to, but then I was already determined to join civil aviation. Because I completed the course for Transport Command, and because I completed the navigation course with general reconnaissance, I managed to get civil licences very easily because they considered those courses up to standard [laugh] so I managed to get civvie licences, and very quickly after leaving the Air Force I was employed by Lancashire Aircraft Corporation, first. Initially at Blackpool but then they operated from Birmingham and all over the world.
GB: Yes. Well, you’re obviously, you were the right person at the right place and the right time really, to get that because I’ve spoken with many veterans, who after the war, struggled to find a job because obviously there were only limited occupations that the then British government would allow the Polish, the ex Polish veterans, to go into. You were, well not lucky perhaps, right place, right time.
AJ: I was. I must say that from the moment I joined the civil aviation I was sort of walking from one job to the next. My firm, I was changing the firms but it was simply because the firm decided to change the name! So from Lancashire Aircraft Corporation it was Skyways, from Skyways it became Britannia eventually. So I stayed with the same, more or less, same pilot same firm, for my flying career.
GB: If you could, if now, if you, if I said to you you can fly any aircraft you like, that you’ve never flown, past or present, what, if you could have a wish, to fly one aircraft now, if you were capable and able to fly, what would be the one aircraft, past or present?
AJ: Most favourite aircraft was, for me, was Boeing 707 320 Intercontinental. It was a most magnificent plane and I used to fly, well we used to fly, to Los Angeles, direct from Los Angeles back to Luton, used to fly to South America, to Far East, to Tokyo, everywhere. Beautiful aircraft.
GB: Beautiful aircraft.
AJ: Absolutely superb aeroplane; that was absolutely my most favourite aircraft ever.
GB: Compared to the Wellington.
AJ: Well, the Wellington also, from, well perhaps from military.
GB: From that era.
AJ: I would say Wellington was nicest planes to fly.
GB: They were very nice. Do you have any particular memories from the time that you were in 304 Squadron? Any funny stories that happened on the ground or in the air, anything?
AJ: No, I was, I must say, I am one of those lucky ones. My worst incident was in the beginning of my career in civil aviation when flying Haltons, that’s Halifaxes actually, we, well that was on one, that was very close one because we caught fire on number one engine after take off, we were actually at top of climb, flying to, was the beginning flight to Hong Kong and we were due to pick up some freight from Hamburg, we were flying from Birmingham to Hamburg and we just reached the top of climb and I just reached down to start navigation and all of a sudden bells started to ring and we caught fire number one. Few moments later, the whole engine separated and the propeller sort of twisted and hit the leading edge of the port wing, where oil tank was for the inboard engine, so we lost all the oil from the inboard; we lost two engines. One engine was completely gone, separated, and one we had to stop. But it was very difficult to fly because of this huge, flat surface where engine was, and that was not aerodynamic, so the huge drag, to fly straight you had to drop on one wing and anyway, we managed to, the weather was superb, we could see Birmingham for miles and miles and we flew slowly back to Birmingham and landed Birmingham without any incident; that was an experience!
GB: Oh, you go through the whole of the war years and afterwards.
AJ: Surprisingly enough, this aircraft was serviceable within two days!
GB: Really.
AJ: They changed the leading edge and changed the tank, they changed the engine aircraft was fully serviceable and flew to Milan as far as I remember.
GB: That just shows you. I’m sure these days it would be in the workshops for weeks and weeks wouldn’t it – that’s the difference. [Pause for tea!] During your time up at Benbecula, was the accommodation a bit more sparse up there?
AJ: Benbecula we stayed in nissen huts, and we shared nissen huts, well as far as, four officers to a nissen hut. We had a batman too who kept sort of fire going all throughout the night.
GB: You had a stove in there.
AJ: Right in the middle and sometimes it was too hot! [Laugh] [Cough] But kept it running. And of course it was reasonably comfortable, but what was amazing really, because of these very harsh conditions, very hard conditions in Benbecula, the squadron kept together and we had much more pleasant memories from Benbecula than we had from many other stations, for some reason. Was difficult to explain, but because of the harsh conditions, and difficulties, difficulties everywhere.
GB: It brings you together I think.
AJ: It brings the whole squadron together.
GB: I’ve experienced that in my time in the RAF, that when you’re away deployed to a location which is very sparse and you’ve perhaps just got a couple of tents and some camp beds, it’s better because people do bond closer together, whereas if you’re in a nice posh barracks or things, or there’s a town just down the way, people disperse and go everywhere, don’t they.
AJ: You know, for many many years during the conversation when we used to meet, we always used to remember Benbecula as the place, not St Eval and Chivenor, but this difficult station, where we are not even allowed to use the public transport which was, there was a communication between Benbecula and mainland was maintained by Rapides, de Havilland Rapides, and this was only for civilian populations, we were not allowed to use it unless there was an aircraft of ours going somewhere, that was different. But we had to go by boat from Lochboisdale to Oban or to Mallaig; that’s sixteen hours sailing, you know, atrocious weather, you know, waves appear to be higher than the mast.
GB: The boat disappears and comes back up.
AJ: And screw come, can sometimes coming out of the water, vibrating, it was most unpleasant. Sixteen hours of suffering!
GB: It was one of those places. I mean the furthest north I ever got posted was Lossiemouth, in the Moray Firth, and that was, that could be good weather and it could be bad weather a lot, lot further north, my goodness me.
AJ: Well I remember on Benbecula gusts to eighty, eighty miles an hour every few days and quite often we were unable to land back from the patrols on Benbecula, we had to divert. Divert to Tiree which was most, probably nearest, but also to Limavady and Ballykelly in Ireland, sometimes had to stay in Ireland for a day or two too.
GB: Ah, that was difficult for you, yes, I’m sure!
AJ: Usual practice was that we had to bring one bottle of Irish whiskey back [laugh]!
GB: I was going to say, I knew where that was going!
AJ: That was a duty!
GB: And some nice Irish food in boxes and see what you could bring back.
AJ: That was duty to bring one bottle of whiskey for the Officers Mess.
GB: Do you know, sixty or seventy years later, when an RAF aircraft has to stop over somewhere unusual, they’ll normally have a box of something in the back they’re bringing back for the groundcrew normally, as well as the aircrew, back at the home base, so that still goes on even though it’s not so much wartime. Nothing changes, does it. [Laugh] Goodness me. When you, with um, with your squadron being Coastal Command, when you didn’t have the second pilot was it still just a five man crew for the Wellingtons, or was more was it?
AJ: Normal crew for Coastal Command was always six.
GB: Six.
AJ: Six.
GB: Six, and then you had the extra second pilot.
AJ: Two pilots.
GB: Oh, two pilots
AJ: Two pilots, navigator and three radio officers, air gunners, they all, radar operators, gunners and radio were trained, they changed every two hours.
GB: So even the second pilot, if he wasn’t training, you still had a second pilot, automatic.
AJ: Automatic, yes. That was necessary because we, to change.
GB: The amount of time that you’re in the air.
AJ: We used to change very two hours.
GB: Yes. To give them a break.
AJ: Every two hours we used to change.
GB: I imagine, and you’ll probably be able to tell me, but even when you’re flying the Wellington I imagine there’s a lot of vibration through the yoke is there? Or not?
AJ: No, in smooth, when weather was smooth, aircraft was very nice to fly and it could go through quite rough weather, very nicely, so it was very strongly built however. We trusted it!
GB: Have you had a chance to look at the Wellington that was at the Museum, the RAF Museum, at Hendon?
AJ: Yes.
GB: I know it’s at Cosford at the moment, they’re taking it apart, rebuilding it, yes.
AJ: But that one was Mark 10 I think, not Mark 14.
GB: Yes. Was it 304 Squadron that had the Wellington with the big metal loop at the front? That was a kind of a protype radar. Was that an anti submarine radar? It was a huge big -
AJ: No, no. The 14 had the sort of, underneath the nose, antenna in a sort of covered compartment.
GB: And that was the radar was it?
AJ: Just underneath the front, where the front um –
GB: The bomb aimer?
AJ: Front gunner used to.
GB: Okay. When I go back I’ll have to research now and have a little look at them, because obviously we -
AJ: 14 was quite nice really, was quite an open, good visibility prospects.
GB: Would need to be.
AJ: One would sit and have a very good view.
GB: Did it have upper gunner on the 14 or not?
AJ: No. Just one gun forward, later two, they were very high, had a high rate of fire with very automatic pistols, anti personnel.
GB: Yeah. What was that, was that Browning 303s was it?
AJ: I can’t remember the rate of fire, but it was close to two thousand rounds per minute.
[Phew]
AJ: The normal Browning had one thousand three hundred something, but the, two Brownings for Wellingtons 14 had very, very high rate of fire.
GB: Very short bursts too, otherwise you’d have no ammunition left.
AJ: Towards the end of the war we had two, so that was very, very high. The fore gunners in the back and two guns on side.
GB: Guns on either side, right, okay.
AJ: Operated by radar operator.
GB: Well, that’s, it’s quite interesting to hear it from your perspective because obviously, a lot of the veterans I’ve spoken to so far, over this last year, have been on either 300 or 305 Squadron, very much bomber Wellingtons and members of the aircrew and even, we’ve spoken to a rear gunner Jan from, Jan Black, I can’t remember his, er, oh crikey, he lives here in London. He crashed and suffered a lot with burns and he was in the early Guinea Pig Club. What was his name? Let me have a quick look, but we spoke to him quite a bit. Um, Jan Stanichki? That’s him there, I don’t know if you perhaps see him or not. Obviously he married a lady called Black so he changed his name. It’s the one in brackets at the very top there.
AJ: Stangryciuk. I don’t know. [bleep]
GB: He lives in London, but he was an air, a rear gunner for 300 Squadron. But he, although he got badly burnt, he managed to get enough treatment and well again and so he carried on then, on to Lancasters, as well. So, he’s obviously got other stories to tell, and some are not so nice, but lots, that’s to do with the crashes and things. And then one or two others, a couple of gentlemen I’m going to go and see on Monday over in Birmingham, and I think one of them is a navigator actually, let me have a little look, oh crikey, I’m just wondering if that was somebody from 304 Squadron as well? Stanislaw Jusefac?
AJ: Jusefac. He was in 304 Squadron initially as an air gunner, then they crashed and then he was trained as a pilot.
GB: As a pilot on Spitfires
AJ: And flew as a fighter pilot.
GB: Yes. Two hundred and sixty six missions all together in total.
AJ: Something like that, yes.
GB: That’s crazy isn’t it, when you think of the whole year, the whole war time, the amount of flying, but the other gentleman was, I can’t see it now. There’s another one from 304 Squadron. But I can’t see it, I wrote it down on one of the pieces of paper. Never mind. But it’s just very interesting, listening to different, different stories and accounts of how their war kind of panned out, what they did and things. So thank you very much for chatting. Is there anything that else you think, because what we’d like to do is, once the Heritage Centre, which is the old airmens’ mess, it’s a brick built airmens’ mess, at RAF Ingham but it was only, it’s one of the war years ones so it’s just a single story with a kind of corrugated roof, and we’re renovating it to turn it into a museum, a heritage centre. Originally it was just going to be for the three squadrons that were at RAF Ingham which was 300, 305 Polish and 199, but Richard, and the Polish Memorial, asked us, because we’re the only people in Lincolnshire looking after and telling the story of the Polish bomber squadrons, because Northolt looks after the fighter squadrons, he asked us if we would accept the honour to become the home of the Polish Bomber Squadron so, and we’ve included 304 in that because flying Wellingtons you kind of fit in with that, so the intention is, when we open hopefully later next year, that part of the Heritage Centre will just purely be given over to the four squadrons to tell their whole, the whole story, but not just the squadrons, but individuals, like yourself, just to tell a little bit of your story, so it’ll be like wartime pictures and then hopefully a little bit of you, because we have a technical gentleman who does all the, he’ll cut short little bits out where you’ve been talking today, perhaps thirty seconds to a minute where you’re talking about maybe Benbecula, and then future Polish, and British, generations can come along to the centre and hear what you have to say. I don’t know, have you got a family here in Britain at all? Have you got sons and daughters at all, or not?
AJ: Yes. My son is in Germany, although he was born here, then he’s, one daughter is working in London and one in Birmingham.
GB: It would be lovely to invite you and your wife, and your family down, at some point once we’re open, for you to look around and hopefully we have done justice to the men and women of the Polish Air Force, cause we’ve, we’re covering everybody, not just the aircrew. We’re looking for, there was a lady, Zosya, not Kulinski, she was actually a cook, but she has some funny stories to tell, working in the cook, so that’s good. We had suppliers, we had a female who was doing instrument checking, so she had a workshop, she would do the instruments then go on board the aircraft, fit new instruments into, I presume your cockpit, test them and things, so that was her war and we found one or two this morning, I spoke to the, another gentleman who was an armourer so he concentrated on the bombs and bullets side of things. But it’s telling everybody’s story, and it’s, hopefully it’ll be there for future generations, Polish and British, to be able to say: never forget this; this is what happened and these are the people that it happened with. We don’t have, the group of local community volunteers that work on the project, none of us have a Polish connection, we just were so [emphasis] interested. The more we researched our little airfield above our villages we realised what had happened there, and the Poles, and then we started to do the research into the Polish Air Force and found out a lot more, and then obviously we had the connection with Richard down here in London and also the Polish Consulate General in Manchester: Lukash Lutastanski, and he’s very much on board and he’s provided some funding from Warsaw, to help with our project, so it’s exciting. I never fail to kind of be amazed when I come to visit veterans like yourself, you tell me your story which is everyday story, this is how your years went, and it’s really, really nice so thank you very much.
AJ: So we’ll probably see you at the memorial next September.
GB: Well, yes, but we are hoping, we haven’t officially announced it yet, on the 26th of May we are hoping to open our memorial garden with the memorials at Ingham because that will be done before the building is, because we’ve received some funding from different locations. So there’ll be a huge big memorial stone for the three squadrons at RAF Ingham, but there’s another big, huge big memorial stone for the four Polish squadrons, including 304, and we’ve got two nice granite name plates, because although RAF Ingham was only operational from 1942 to the beginning of ’44, a hundred and forty two aircrew lost their lives flying from Ingham, of which two thirds were Polish. So the name boards, a bit like you have at Northolt, will have everybody’s name on them, in the memorial garden. So once we know, once it’s been confirmed with the Embassy and various other VIPs, that everybody’s good to go, then we’ll send out a letter, so obviously we’ll send yourselves a letter as well, invite to come down for the day, and hopefully, well up, down, I’m used to being in Lincolnshire, up to Lincolnshire for the day, and it would be lovely to welcome you and show you what we’ve got. It’s not Chivenor, and it’s not Benbecula but it, we’re hoping that it will be embraced as the home of Polish bomber squadrons, including 304. Do you have any photographs from your time in?
AJ: Do you know, I was looking at photographs the other day, all my photographs practically evaporated, because all the, [cough] every time I was interviewed they used to borrow them and never returned.
GB: Nobody’s brought them back! [Sigh]
AJ: Sorry, but er.
GB: No, no. That’s okay. We were going to do differently. What we do is we put the photographs on the table and we photograph them, we’ve got a high resolution camera, and then take, so you always keep the photographs because several had people said that to us, that they, you know, they’ve given them out, which is really bad of people not to then return them.
AJ: But you know when, during the war, no one really bothered to take photographs somehow, although it was, there could have been some [indecipherable].
GB: I’ll have a look through my collection, they’re all electronic on the computer, but I’ll have a look through my collection, see if I can find anything with you in them, and if I do I’ll print a copy off and send it in the post to you, just so you get, it’s almost like me returning a couple of photographs to you. I’ll see what I can find.
AJ: There is one photograph of my crew in Cynk’s Memorial, Book on Polish Air Force.
GB: Yes, I’ve seen that, the two volumes.
AJ: That, yes.
GB: Oh right.
AJ: That photograph my crew in that, that photograph was taken, I think it was taken at St Eval.
GB: I’ll have a look now you’ve mentioned that, when I get home tonight I’ll have a look.
AJ: Whole crew except first officer. He took that photograph [laugh]so he is not on, but the rest of us are on.
GB: Lovely. Well thank you very, very much, I’ll just er.
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 Andrezej Jerziorski
Description
An account of the resource
Andrezej Jerziorski's wartime memories. Andrezej Jerziorski was born in Poland but after he and his father were evacuated from France, he managed to join the RAF and flew in Coastal Command during the war, stationed as far apart as Scotland and Cornwall. Andre explains about submarine hunting and conditions on the stations where he served. He became a civil pilot after the war flying all over the world.
This item was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
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
Polskie Siły Powietrzne
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
SRAFIngham19410620v010001-Audio, RAFIngham19410620v010004
Format
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00:59:29 audio recording
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
Geoff Burton
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
Poland
England--Devon
Scotland--Benbecula
England--Cornwall (County)
Contributor
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Anne-Marie Watson
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Pending OH summary
304 Squadron
aircrew
Anson
Blenheim
pilot
RAF Chivenor
RAF St Eval
submarine
Wellington
-
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6d8cac2dc2c8a7dd95d26aaa8c02fba7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/837/34465/BMarshCGoldbyJLv10003.2.jpg
cd7f176ae1972d3e966f2ffc1dab672a
Dublin Core
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Title
A name given to the resource
Goldby, John Louis
J L Goldby
Description
An account of the resource
An oral history interview with John Goldby (1922 - 2020, 1387511, 139407 Royal Air Force). He was shot down and became a prisoner of war in December 1944.
The collection has been donated to the IBCC Digital Archive by John Goldby 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
2017-10-25
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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Goldby, JL
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
JOHN LOUIS GOLDBY SERVICE NO. 1387511 and 139407 Version dated 21 July 2020
[inserted] Corrected August 2020 [/inserted]
John joined up on 31 May 1941 at Babbacombe in Devon. He completed ground training at the Initial Training Wing at RAF Kenley. He then went to Air Observer School at Jurby in the Isle of Man from October 1941 – May 1942. For some of his fellow volunteers it was the first time they had been in an aircraft. He completed navigation and gunnery training on Blenheim aircraft and bomb aimer training on Hampdens whilst at Jurby, using air-to-air towed targets. He gained 3 stripes as a Sergeant Observer. He then went to Stanton Harcourt (near Abingdon) to 10 Operational Training Unit in June 1942.
He became part of a crew under pilot Captain Watson RE, seconded onto Whitley aircraft in the role bomb aimer. Captain Watson was a 2nd pilot on the first 1,000 bomber raid on Cologne on 30 May 1942. The second 1,000 bomber raid targeted Essen and John flew on the third 1,000 bomber raid in a Whitley bomber to Bremen on 25 June 1942. This was a 5-hour round trip.
Bomber Command then extended the number of crew needed on 4 engined aircraft from 5 to 7 crew members, adding a bomb aimer and flight engineer.
No. 10 Operational Training Unit Detachment at St Eval was led by Wing Commander Pickard who was portrayed in the film 'F for Freddie' which detailed the raid on Amiens prison, in which Wg. Cmdr. Pickard was killed.
Twin-engined Whitley aircraft of Bomber Command were being used on anti-submarine duties because of the U-boat threat.
The unit was based at St Eval in Cornwall using black-painted Whitleys (Coastal Command aircraft were painted white). Flights involved a 10-hour flight dropping depth charges over the Bay of Biscay. It was a deafening experience as the crew had no hearing protection. The unit completed 6-8 operations.
John then moved in September 1942 to Marston Moor (Yorkshire) and completed a conversion course on to 4 engined aircraft – the Halifax 2. These were notoriously difficult to handle, with original tail fins and Rolls Royce engines.
John took part in a number of mine-laying operations off Heligoland, which counted as a 1/2 operation. These were called 'gardening' trips – planting mines at low level. On 11 December 1943 John was a crew member in a Halifax 2 aircraft of No. 78 Squadron which took off from Linton-on-Ouse with a heavy load of fuel on board, bound for Turin. An engine caught fire on take-off and the aircraft had to ditch in Filey Bay. The crew were rescued by local fishermen. By February 1943 he had completed 8 operations which was very stressful. He received news of his commission and went to London to get his uniform, but he developed a very bad throat infection and ended up in an Army hospital in York with an abscess on the carotid artery, and then had his tonsils removed. He spent his 21st. birthday in June 1943 in hospital at RAF Northallerton.
His commissioned service number was 139407. His mother came up from Sidcup for the commissioning ceremony – a very difficult journey in wartime.
John was posted as a Bombing Instructor to Moreton-in-March (Gloucester) from winter 1943 until late Spring 1944 (???) on Wellington aircraft. He then moved back to Bomber Command Operations and completed a Bombing Leader course at the Armaments School at RAF Manby in January 1944 at the beginning of July 1944 at RAF Riccal (York). He was posted to No. 640 Squadron at RAF Leconfield In Yorkshire on Halifax 3 aircraft as a bomb aimer with the rank of Flight Lieutenant.
In his position as a Bomb Aimer leader, John was supposed to complete only 2 operations per month, but if a crew lacked a bomb aimer then John would go on the operation to complete the crew. For his actions when his aircraft was damaged during a raid over Germany in September 1944 John was awarded the Distinguished Flying Cross (although he did not receive the actual decoration until June 1945 (see separate piece).
[page break]
On 6 December 1944 John's aircraft – a Halifax III with radial engines – was hit whilst returning from a bombing raid over Osnabruck in Germany. John thinks his aircraft collided with a German night fighter. He was fortunate to escape from the falling aircraft – he still does not know how he got out of the fuselage), and landed by parachute in a field full of water. He sustained various injuries, and recovered in a hospital run by nuns at Neemkirchen in northern Germany until 20th January 1945. He was then sent to the interrogation centre at Dulagluft at Frankfurt-an-der-Oder near Barth near Stettin in Pomerania. The camp had an airfield alongside it. The camp was divided into 2 parts – an American section for USAF personnel and a British RAF Group Captain commanded the British prisoners. You were placed into the appropriate section according to which air force you had flown with. The camp was liberated by Russian forces on May 1st. 1945. Shortly afterwards members of the American Army appeared and took over the camp.
2 Group Captains from the camp managed to get through to the Allied lines at Lubeck and arranged for the camp prisoners (all RAF men?) to be flown back to the UK on B17 Flying Fortresses, 25 men to each aircraft on 13 May 1945. John's aircraft landed at Ford, and he then caught a train to (RAF) Cosford.
He underwent a rehabilitation course in Air Traffic Control at RAF Henlow.
He was demobbed in late 1946.
POST-WAR CAREER
John re-joined the RAF in 1949, and completed a 9 month Navigator and Bombing refresher course at No. 1 Air Navigation School at Topcliffe and RAF Middleton-St-George respectively between 1 June and 15 August 1949 on Anson and Wellington aircraft. This was followed by training at No. 201 Advanced Flying School at RAF Swinderby, flying Wellingtons with pilot Wing Commander Oxley, between 29 September and 30 November.
Wing Commander Oxley (known as Beetle), was quite dangerous as he did not like to use his instruments. On one operation John's aircraft was diverted to Anglesey and Beetle overshot the runway.
John then posted to No 236 Operational Conversion Unit at RAF Kinloss in Scotland, flying Lancaster aircraft, until 5 April 1950. It was a very cold experience as they lived in unheated tin (Nissen) huts. John then was posted to 38 Squadron at RAF Luqa, Malta, flying Lancasters on Maritime Reconnaissance Operations, including exercises with various Navies and Air Sea Rescue duties), until 19 July 1952. During this period he was seconded to RAF Masirah located on the island of Masirah in the Indian Ocean as Commanding Officer of the staging post between Aden and India.
There were frequent visitors, to the RAF base, especially the top people from the Defence College. Back in Malta, on 12th May 1952 John flew with 6 Lancaster aircraft from No. 38 Squadron which set of [sic] on a goodwill visit to Ceylon (Sri Lanka.) They flew via Luqa (Malta), Habbaniya (Iraq), Mauripur (India) to Negombo. They returned leaving Negombo on 31st May via Mauripur, Aden and Khartoum (Sudan) reaching Luqa on 4 June 1952.
On leaving Malta in September 1952 John was posted to No. 1 Maritime Reconnaissance School at St Mawgan in Cornwall as a Navigational Instructor, flying Lancasters until the end of September 1954. During this period John had two breaks, one being in the procession at the Queen's Coronation in 1953, and the second at the Queen's Review at RAF Odiham. In October 1954 until September 1956 John was posted to HQ 64 Group Home Command, at Rufforth in Yorkshire, as PA to the Air Officer Commanding (this was a non-flying role, apart from accompanying the Air Commodore on internal visits).
[page break]
From September 1956 until 23 January 1957 John attended Bomber Command Bombing School at RAF Lindholme, Yorkshire, for navigation training for the V-Bomber Force. In summer of that year he was posted instead to the Air Ministry, London Intelligence Branch. During his term at the Air Ministry he had a spell of 2 weeks at St Mawgan, flying as Navigator on Shackleton aircraft with the Air Sea Warfare Development Unit. This was to qualify him to receive flying pay. From October 1960 until May 1962 he served as Assistant Air Attache at the British Embassy in Paris. John was promoted to the rank of Wing Commander and liaised with the French Air Force for participation in air shows.
John retired from the RAF in May 1962, as there was only a 1 in 4 chance that he would be posted to a flying role, and by then he had 2 small children at home.
In September 1962 he joined Shell-Mex and BP Ltd, soon to become separate companies. He stayed with Shell until his retirement in June 1982.
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
John Louis Goldby Biography
Description
An account of the resource
A biography covering John's training and service in the RAF.
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-07-21
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
Germany--Cologne
Germany--Essen
Germany--Bremen
Atlantic Ocean--Bay of Biscay
Germany--Helgoland
Italy--Turin
England--Filey
England--Northallerton
Germany--Osnabrück
Germany--Barth
Malta
Oman--Masirah Island
India
Yemen (Republic)--Aden
Sri Lanka
Iraq--Ḥabbānīyah
Pakistan--Karachi
Sri Lanka--Negombo
Sudan--Khartoum
Germany--Lübeck
Italy
Sudan
North Africa
Germany
Iraq
Pakistan
Yemen (Republic)
Oman
Germany--Ruhr (Region)
England--Kent
England--Lancashire
England--Yorkshire
England--London
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. Coastal Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Three printed sheets
Identifier
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BMarshCGoldbyJLv10001, BMarshCGoldbyJLv10002, BMarshCGoldbyJLv10003
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
10 OTU
38 Squadron
78 Squadron
air gunner
aircrew
Anson
B-17
bale out
Blenheim
bomb aimer
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
Dulag Luft
Halifax
Halifax Mk 2
Halifax Mk 3
Hampden
Lancaster
mine laying
navigator
Nissen hut
Operational Training Unit
prisoner of war
RAF Cosford
RAF Ford
RAF Henlow
RAF Jurby
RAF Kenley
RAF Kinloss
RAF Leconfield
RAF Lindholme
RAF Linton on Ouse
RAF Manby
RAF Marston Moor
RAF Middleton St George
RAF Moreton in the Marsh
RAF Odiham
RAF Riccall
RAF Rufforth
RAF St Eval
RAF St Mawgan
RAF Stanton Harcourt
RAF Swinderby
RAF Topcliffe
Shackleton
Stalag Luft 1
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33518/MEylesCW900473-170410-28.2.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Eyles, Bill
C W Eyles
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
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] copy of notes written by dad. [/underlined]
[underlined] DAD [/underlined]
Sept 1939 - Enlisted, trained & served on ground staff until remustered to aircrew. (as an instrument meter)
* Feb 1943 detatchment to St Eval (Whitley)
Anti-submarine sweeps - Bay of Biscay.
May 1943 - 78 Squadron 4 Group RAF Linton & Brighton [inserted] Yorkshire [/inserted] (Halifax)
1943 -Screened & instructing at OTU's (Operational Training Unit)
July 1944 Posted to 35 Squadron Pff
Oct 1944 Total No. of operations 66
Demobbed Feb 1946
"The passing of time dims the memory!! Raids from which you returned were all "good" I guess & those from which friends did not return must be the worst??!!"
* St. Eval was a strategic RAF station for RAF Coastal Command (Cornwall)[?] Primary role was to provide anti-submarine & [indecipherable word] - shipping patrols off the S.W. Coast.
(opened 2nd Oct 1939)
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bill Eyles service history
Description
An account of the resource
Enlisted in 1939, ground staff until re-mustered as aircrew, Feb 1943 to RAF St Eval, anti-submarine sweeps. May 1943 to 78 Squadron, 1943 instructing at OTU, July 1944 to 35 Squadron Pathfinders, total of 66 operations. Demobbed February 1946.
Format
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One page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MEylesCW900473-170410-28
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--Cornwall (County)
England--Yorkshire
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1943-02
1943-05
1944-07
1944-10
1946-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
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Pending text-based transcription. Under review
Contributor
An entity responsible for making contributions to the resource
Sue Smith
35 Squadron
78 Squadron
aircrew
Halifax
Pathfinders
RAF Breighton
RAF Linton on Ouse
RAF St Eval
Whitley
-
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
Evans, Derek Carrington
D C Evans
Publisher
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IBCC Digital Archive
Identifier
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Evans, DC
Description
An account of the resource
Eight items. An oral history interview with Warrant Officer Derek Carrington Evans (1924 - 2017, 2207080 Royal Air Force) and his log book. He flew operations as a wireless operator / air gunner with 625 Squadron. Also contains photographs of model Lancaster and people.
The collection has been donated to the IBCC Digital Archive by Derek Carrington Evans and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Title
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Pilot - face to face
Description
An account of the resource
Introduces Michael G Hanson an RAF reservist and tells of time sailing before stating training. Covers elementary and advanced training before joining 233 Squadron at RAF Leuchars on Hudson. Relates life on the station, in local area and on maritime operations. Continues with accounts of convoy escort from Northern Ireland and life at RAF Aldergrove including meeting member of women's auxiliary air force. Relates attacks on Scharnhorst and Gneisenau and other Atlantic operations from RAF St Eval. After completing his tour he became a navigator instructor. He was posted to bomber command in June 1944 and trained on Wellington and Halifax and then on to Lancaster at RAF Hemswell. Describes first operation over France while still training. Eventually goes to 625 Squadron at RAF Kelstern. Gives detailed account of operations including Essen, Cologne, Düsseldorf, Bochum (attached by fighter), Gelsenkirchen, Wanne-Eickel, Dortmund, Harburg, Duren, Bonn, St Vith, Rheydt, Sholven/Buer (oil refinery). Interspersed with accounts of life on camp. Continues with description of other operations, pathfinding, H2S, use of Mosquito. Gives account of operation to Dresden and other operations towards end of the war. Concludes with mention of Operation Manna and award of Distinguished Flying Cross and life after the end of the war. All the way through he writes of activities, events, friends, colleagues and girl friends.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Creator
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Peter Russell
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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496 page printed book with cover
Language
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eng
Type
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Text
Text. Memoir
Identifier
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MEvansDC2207080-160825-02
Coverage
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Royal Air Force
Royal Air Force. Coastal Command
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Warwickshire
England--Lincolnshire
Scotland--Fife
Scotland--St. Andrews
Northern Ireland
Northern Ireland--Antrim (County)
France
France--Brest
Atlantic Ocean--Bay of Biscay
England--Sussex
England--Eastbourne (East Sussex)
England--Shropshire
England--Bridgnorth
Northern Ireland--Down (County)
England--Wiltshire
England--Nottinghamshire
France--Angers
Germany
Germany--Essen
Germany--Cologne
Germany--Düsseldorf
Germany--Bochum
Germany--Gelsenkirchen
Germany--Wanne-Eickel
Germany--Dortmund
Germany--Harburg (Landkreis)
Germany--Düren (Cologne)
Germany--Bonn
Belgium
Belgium--Saint-Vith
Germany--Rheydt
Germany--Leipzig
Germany--Ludwigshafen am Rhein
Germany--Bottrop
Germany--Goch
Germany--Kleve (North Rhine-Westphalia)
Poland
Germany--Dresden
Germany--Mannheim
Germany--Hanau
Germany--Witten
Germany--Helgoland
Germany--Berchtesgaden
England--Cornwall (County)
England--Yorkshire
Poland--Police (Województwo Zachodniopomorskie)
Great Britain
Great Britain
Germany--Ruhr (Region)
England--Swindon (Wiltshire)
Temporal Coverage
Temporal characteristics of the resource.
1939
1944-06-06
1944-10-23
1944-10-28
1944-11-02
1944-11-04
1944-11-06
1944-11-09
1944-11-16
1944-11-11
1944-11-12
1944-11-18
1944-11-19
1944-11-21
1944-11-22
1944-12-25
1944-12-26
1944-12-27
1945-01-16
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-07
1945-02-08
1945-02-13
1945-03-01
1945-03-12
1945-03-18
1945-04-18
1945-05-25
Conforms To
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Pending review
Publisher
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IBCC Digital Archive
625 Squadron
aircrew
bombing of Dresden (13 - 15 February 1945)
crewing up
Distinguished Flying Cross
Gneisenau
ground personnel
H2S
Halifax
Hudson
Lancaster
love and romance
Mosquito
navigator
Oboe
Operation Manna (29 Apr – 8 May 1945)
Oxford
Pathfinders
pilot
RAF Ansty
RAF Blyton
RAF Cranwell
RAF Finningley
RAF Hemswell
RAF Kelstern
RAF Leuchars
RAF Sandtoft
RAF Scampton
RAF Silloth
RAF St Eval
RAF Watchfield
RAF Worksop
Scharnhorst
Tiger Moth
training
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1526/29793/BMilesRJMilesRJv1.1.pdf
9c4ecee51db3f431f91201332344b0c2
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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Miles, Reg
Reginald J Miles
R J Miles
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
2016-07-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Miles, RJ
Description
An account of the resource
102 items. The collection concerns Reg Miles (1923 - 2022) and contains his audio memoir, log book, photographs and documents. He flew 36 operations with 432 and 420 Squadrons.
The collection has been donated to the IBCC Digital Archive by R Miles and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Biography of Reg Miles
Ex Apprentice No 1 S. of T.T., R.A.F., Halton 39th Entry 34 – 67 M.U.s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242 – 245 – 511
Squadrons Transport Command Lyneham, RAF
Chapter 1
Ex Apprentice No 1 S. of T.T., R.A.F.
The summer job had ended and there was a few months to go before I would leave for Halton, must get a job Mum said, so I got a job as a paper boy with Smith’s Book Shop in Westgate, delivering the morning papers to all the grand houses in the area and woe betide you if you got the houses wrong, no scandal sheets there all Times, Telegraph, Financial Review, and sometimes the Daily Express but certainly no Mirror. A friend worked for the same place and we both rode the Smith’s bikes, very distinctive they were, painted dark red with a large panel under the cross bar with the company logo on it and either side of the back wheel large canvas bags to hold the newspapers. Riding towards home together one day we came across a coal ship hight and dry on the Nayland rocks, which jutted out into the Margate harbour entrance, the skipper had missed the turn and when the tide went out there he was stuck, the crew were busy shovelling the coal over the side onto the rocks so that the ship could get off on the next tide. Too much of a temptation for two young boys, onto the rocks we went with the bikes and filled up the bags at the back with coal and home to the thanks of a family with a little more fuel for the winter. How the mighty are fallen, as we turned up for work the next morning at the crack of dawn, we were greeted by the manager with the words ‘you two are sacked here are your wages now clear’, when we asked why we were shown the front page of just about every newspaper with pictures of us and Smith’s bikes filling the bags with coal, and head office in London were not at all pleased, silly buggers very cheap advertising for them, so ended my last job before entering The Royal Air Force.
On January 24th 1939 I arrived at Wendover Railway Station in Buckingham Shire on a special train from Paddington with about one thousand other new boys, we were all shapes and sizes, colours, and aged between fifteen and eighteen. Halton at that time was the Apprentice Training Establishment for The Royal Air Force in the various aviation trades which included Engine Fitter, Airframe Fitter and other trades that were just starting to be developed. Prior to this most work on aeroplanes was done by the same people., but aircraft were becoming more complicated
[page break]
and needed specialists for just about every part, guns, radio, electric’s and so on. RAF Halton still is a training station for the engine, airframe, and all other bits and pieces of the aircraft. (I was recently told that a cook school was now in operation!!). The bits all have different names now. When I joined in January 1939 there were four wings each one had about 1000 boys in it under training, the course was three years, two entries each year , entry by competitive written examination of many subjects including, Math, English, and a number of science subjects which at my age when I took the exam at 14 made me struggle a bit but I got in! Massive workshops, an airfield and each wing was self-contained with proper three storey brick buildings housing the sleeping accommodation, each wing also had its own parade ground, gymnasium, cookhouse, band and all other facilities, different coloured hat bands were worn by each wing.
Apprentices were known as Brats and when you had passed out from Halton after a three year course you were an Ex Brat and a very close bondship with others who had been through Halton existed. Now March 15 1998!! I seem to have been very busy with all sorts of projects and still have some in the pipe line either incomplete or not even started yet but will endeavour to type a little more to keep this going. The first thing that happened to all us new boys was a medical to see if we were fit enough for service in the R.A.F. The first complete check up for most of us,the M.O. told me I had flat feet, said I did a lot of cross country running perhaps that was the cause!! Strange to say it was recently found that people with high arches were not able to stand the stress of marching and battle fatigue, flat was better. Next was fitting for a uniform, no I did not take size nine boots that Mum had said I would grow into but eight and a half and that still left room for thick socks.
Once all into our uniforms we paraded in sections for the swearing in for which we received an extra shilling (the Kings shilling) Most of us suffered with those boots made from leather so they said, more like sheets of armour plate, toes and ankle bones were rubbed sore after the first few hours, the corporal in charge of our section told us to fill the boots with water, pee was best, and stand them by our beds over night, empty them out and put them on straight away they would never hurt again, he was right but most mothers would have had a fit to see their little darlings squelching about in wet feet all day. I was allocated to four wing and told I would be trained as a Fitter 2E which meant I would become an aero engine fitter, others became Fitters 2A airframe, and others would become instrument, radio, and armament specialists. There were also boys who had joined the Royal Navy and would be trained in the same trades for the Fleet Air Arm, they were known as artificers, tiffys to the rest of us. Our uniform was the same as the regular service with proper trousers instead of a kind of jodhpurs with puttees that were wound around the lower leg, these were still worn by “Boy Entrants”
[page break]
who were trained in similar trades elsewhere but would end up as mechanics after a much shorter course, I think they were boys who were keen to get into the R.A.F but had not been able to pass the entry examination for apprentices. To distinguish four wing from the other three we had a bright orange-yellow hat band not too sure what the other were, seem to remember red and also black and red squares, we also had on our arm a brass badge that was a wheel with crossed propeller blades inside, and wore small rank badges the same as the adult services if promoted. All of the boys in the new entry were taken in group to the airfield and given a short flight in De Haviland Tiger Moth, gave us some idea how big Halton was and in most cases the first taste of airsickness, never had any trouble with this problem when I was flying as crew, but even a short flight at times as a passenger made me hang on to my seat and swallow heavily!! I joined the cross country team of four wing, and completed in many events during my period at Halton, won medals for this event and passed them on to Gillian for safe keeping. I was promoted to leading apprentice and made responsible for one of the rooms which held about thirty boys, one of them called Shaw I will never forget, a good looking boy but had a way of life completely strange to me and I suspect to most of the boys of my age.
This first came to light one night when he returned from a weekend pass with a full suit case full of cigarettes, where they came from we didn’t ask but we all got some free samples my share being double. He then told me he had a flat in London and a girl friend he kept there and paid for, how this was possible on three shillings a week I just could not understand, but it all came out later on. Because I was responsible for seeing that everyone in my room was present at “lights out” each night and weekend passes were only allowed very rare, Jonny Shaw asked me to sign him in nearly every weekend so he could go to London, didn’t worry me to do this, hadn’t asked to be a leading apprentice, was just given the job and I was never short of a packet of “fags”. One night late Johny turned up with another suit case, after climbing through a hole in the fence near our room, instead of cigarettes it contained woman’s clothing that he had picked up on the train from London, because it was there! Told him in no uncertain manner that if he didn’t do something about returning it to the owner it was the last time I covered for him. He packed up the case and took it out of the room and I expected he would leave it close to the guard room so that it would be found early in the morning and sent on it’s way to a very worried female. That was not Johny’s way, when I took a detail of boys out at the crack of dawn to make sure there was no rubbish about the place, every post, lamp standard, sign board and railing was draped with all of the contents of the case, we found the case and quickly packed the items back in and I took it to the guard room and stated that it has been found some way away from our room, it was opened by the police and an address found inside and was I presumed sent on to it’s owner, but I was very mad a Johny Shaw and never covered for him again,
[page break]
didn’t stop him from going out when he wanted to. Some months later he was found to have been forging instructors signatures on chits to book out micrometer and vernier gauges from the stores and was no doubt selling these in London and perhaps committing other crimes we knew nothing of, he was discharged from the R.A.F and as the second world war started soon after probably had a prosperous war and even ended up rich and famous, may be knighted for his efforts, while the rest of us fought and died! I have recently been contacted as a result of this webpage by Peter Long, another one of our fellows who knew Johny. He did become very rich eventually, Rolls Royce, Two ‘Planes of his own etc.!
R.A.F Halton was at one time a county residence owned by the Rothchild family whether they gave it to the R.A.F I don’t know but the “house” was used for the officer’s mess and the stables were allocated to the apprentices for a “hobby shop”. The stables were a magnificent set of buildings with curved brick walls and big enough to house a dozen families in great comfort. Many of the boys at Halton came from very wealthy families, some sons of aircraft manufacturers because it was recognised that an apprenticeship at Halton was the finest training anywhere in the world in Aircraft engineering. One father had given his son a new Ford car, he was probably in his last year of the three year course, we all helped him to take it completely to pieces and each part was reassembled with great care so that every part was a perfect fit, ran like a sewing machine the quietest Ford I have ever known.
There were even sons of Indian Princes, in fact it seemed as if every nation was represented there, many of the boys when they had finished their apprenticeship were “bought out” by their parents and returned to their own country or in some cases the firm that their parents owned in Britain, can’t remember the cost but did hear at the time it would have bought a row of houses in any town in England! The railway station we all arrived at was Wendover and the nearest large one was Alyesbury, (famous for ducks!) county seat for Buckinghamshire. Halton was set just below a ridge of hills and covered many square miles of country, the workshops were massive, covering all trades that operated in the Royal Air Force, an airfield with a grass runway complete with hangers and numerous aircraft that were used for hands on work and proper lecture halls where we were brought up to date on current affairs, and scientific laboratories with the latest equipment used in the testing of materials. The idea was to give not only complete technical training but a good all round knowledge much like a private college, apart from training in military matters and of course plenty of sporting activities. We were paid 5 shillings a week, four of which was saved for us, to be given when we went on leave, breakages which were deducted for individual items broken or worn out before a replacement was normally issued, boys can be hard on clothes! We were issued with a complete kit of
[page break]
clothes which included just about every thing required, but out of our weekly shilling we had to purchase things like metal and boot polish, once a week we had kit and barrack inspections when everything has to be spit and polish and all kit in good order, when the war started in September 1939 things change very rapidly, our three year course was cut down to just over two by stopping all holidays and we worked from dawn to dusk on our training, the subjects did not get shortened just longer days and no holidays or week ends, and we had to do anti invasion patrols and ride around the hills on our bicycles in the evenings to check for land mines that may have been dropped to blow the place up. At this time my father and mother had rented a house at High Wycombe which was not too far away from Halton, Dad was in charge of all military and naval buildings and repairs caused by shelling and bombing in Dover, so Mum lived at High Wycombe and Dad came up when he could, he had an old car and special petrol rations because of his work. I managed to get a weekend pass and went to get my bicycle from where it had been requisitioned for us in land mine patrols, the sergeant in charge said I couldn’t have mine but let me have grotty old service bike, think he was using it himself as it was new and my pride and joy, set out to visit Mum and Dad and coming round a corner met a flock of sheep all over the road, no where to go so crashed into the bank and bent the frame so that I could only steer one way, took me ages to get to High Wycombe and could not get anyone to mend it so Dad put it on the roof of his car and took me back to camp, left Halton soon after and took my bike with me.
The entry ages for Halton were 15 to 18, and we signed on for 12 years of service from the age of 18. As I was almost the minimum age, I was 15 in November 1938 and joined in January 1939, I would have been 18 when I finished the apprenticeship, but due to the war and cutting out holidays etc, I was only 17, I therefore was still classed as a boy when I left Halton and was not informed what rank I had passed my final examinations, so when I arrived at my first operational posting was paid the princely sum of ten shillings a week (about one dollar a week), yet was the only qualified member of the gang and had to tell men much older than myself sometimes the right way to do things.
– Reg Miles
Those items listed below can be found on the web at
http://members.aol.com/famjustin/Milesbio.html
[page break]
[underlined] Biography of Phyllis Miles (formerly Phyllis Dike), [/underlined] LACW, WAAF
[underlined] Collected Poetry of Reg Miles, [/underlined] Flight Engineer, No1SoTT Halton/ MUs/ Snowy Owls, 420 Sqdn RCAF, 6 Group Bomber Command, Tholthorpe, Yorkshire / 511 Transport Command, RAF
[underlined] Miss Phyllis Miles nee Dike, [/underlined] Photo, LACW, WAAF
[underlined] Group Photo, [/underlined] 432 Squadron RCAF, 6 Group Bomber Command, Eastmoor, Yorkshire
[underlined] 420 Squadron Badge, [/underlined] Photo, 6 Group Bomber Command, Tholthorpe Yorkshire, RCAF
[underlined] Barrington-Kennett Trophy Winners, [/underlined] 1939/40, Photo, Reg Miles, RAF Halton, RAF
[underlined] FIDO, [/underlined] Anecdote, Reg Miles, Flight Engineer, RAF
[underlined] Flight Engineer Reg Miles, [/underlined] Photo of Reg Miles, Flight Engineer, 432 Sqdn RCAF, 6 Group Bomber Command, RAF
[underlined] Flight Log 1664 HCU page one, page two, 432 Squadron page 1, 2, 3, 4, 420 Squadron page 1, 2, 3, 4, 5, 6, 1332 H.C.U. Page 1, Certificates of Competency, 242 Squadron, Page 1, Page 2, Page 3, 246 Squadron, Page 1, Page 2, 511 Squadron, Page 1, Page 2, Page 3, Page 4, Page 5, Page 6, Page 7, Page 8, Reg Miles, [/underlined] Flight Engineer, No1SoTT Halton/ MUs/ Snowy Owls, 420 Sqdn RCAF, 6 Group Bomber Command, Tholthorpe, Yorkshire / 511 Transport Command, RAF
[underlined] Halifax, E Easy and Crew, [/underlined] Photo of Reg Miles, Flight Engineer, 420 Sqdn RCAF, 6 Group Bomber Command, RAF
[underlined] Mail Plane, [/underlined] RAF Joke, Reg Miles, Flight Engineer, RAF
[underlined] Missing in Action Telegram, [/underlined] Reg Miles, 432 Squadron RCAF, 6 Group Bomber Command, Eastmoor, Yorkshire
[underlined] PLUTO, [/underlined] Anecdote, Reg Miles, Flight Engineer, RAF
[underlined] Queen Mary, [/underlined] Photo, Reg Miles, 67 M.U.s, RAF
[underlined] Salvaging a Bristol Beaufort, [/underlined] Photo, Reg Miles, 67 M.U.s, RAF
[page break]
[underlined] Tholthorpe Control Tower, [/underlined] from Jim Tease, Pilot, Reg Miles, Flight Engineer, 420 Sqdn RCAF, 6 Group Bomber Command, RAF
[underlined] Wedding Photo, [/underlined] Photo of Reg Miles, Flight Engineer, No1SoTT Halton/ MUs/ Bomber Command/ 511 Transport Command, RAF
[page break]
Biography of Reg Miles
Ex Apprentice No 1 S.of T.T., R.A.F., Halton 39th Entry 34 – 67 M.U,s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242 – 246 – 511 Squadrons Transport Command Lyneham, RAF
Chapter 2
Ex Apprentice, 34 – 67 M.U.s, R.A.F.
I was posted to 34 Maintenance Unit Shrewsbury in Shropshire 5-10-1940, this unit was housed in sheds on the out-skirts of Shrewsbury and was responsible for the repair on site of crashed aircraft and the recovery of crashed aircraft that could not be flown away, this included both British, German, Italian, and later on American. The Flight Sergeant in charge of the crew of about six airmen was about sixty, was an optician in civvy street, had been a driver in the 1914-18 war so had no knowledge of aircraft, the rest of the gang were ex-garage workers only about one had any experience with spanners so it was finding out the hard way how ‘planes came to bites! We also had a driver for our Chevy truck and could call on “Queen Mary” low loaders and Coles cranes to lift things, but many times we were unable to get cranes or trucks to the site and it was sheer legs and muscle that were used.
[missing photograph]
[page break]
[italics] Photo of a crane of the type we used to salvage aircraft during my time with 34 & 67 MUs in 40-41. On show as an Amazon Crane but the same as a Coles one, so have altered it’s title. It is on show at the Yorkshire Air Museum based at Elvington airfield a WW2 bomber station flying the dear old Halifax of 77 Squadron RAF and two Free French squadrons 346 Guyenne and 347 Tunisie [/italics]
The only time I tried to drive a Coles Crane I made a complete mess of it and sheared the drive shaft!! The two Polish operators were not well pleased, but as the could not speak English and I not able to understand a single word of their long and arm waving complaint, it was left to our Flight Sergeant to ball me out, and as he was a geriatric (well must have been all of 50) little notice was taken of it all. The Poles got underneath and removed the bit, replaced it and were operational in a few hours, I was not allowed anywhere near it after!!
The lowloader, Queen Mary, was a specially made semi trailer body, very low platform with wheels exterior, from memory would think the platform about 12 inches from ground, also very long able to take most aircraft fuselages and wings. Extending side rails were fitted that could be locked up so that wings could be stood on their leading edges, one on either side (on sand bags to prevent damage) and strapped to these side rails, the rails were also covered in felt to prevent damage, and strapped to these side rails, the rails were also covered in felt to prevent damage, this left the centre of the trailer free to fit the fuselage on trestles, with propellor removed but engine still in place, some aircraft with long bodies could extend over the tail board if put on trestles to clear, open body to the trailer so that there was no height restriction, only the height of bridges and power cables, standard 1939-40 prime mover, 6 cylinder Perkins or Ford, nothing like the monsters on todays roads. It was called “Queen Mary” because they were so long that the only thing to compare them with was the ship of the same name.
[missing photograph]
photo from David Searle-Baker Queen Mary
[page break]
Recovering Hawker Tempest Mk. V Wreck
My first job with them was at an aerodrome called Shawbury that was used to train pilots and Navigators, a Spitfire pilot had been shot in a fight with a German fighter and had lost a lot of blood before crash landing beside the main runway and the aircraft had tipped onto it’s back as he had not been able to lower the underbridge. The first job was to make the guns safe and remove any bombs before starting to dismantle the ‘plane, the next job was always to remove instruments that were either secret or likely to be stolen, this in a Spitfire was the gunsight, compass and a clock it fitted, as the new boy I got the job of crawling into the upside down cockpit to remove these items while the rest of the gang removed the wing fairings and bolts to waggle the wings off. I had to get on hands a [sic] knees to get the items off as they were almost on the ground, felt something wet on my head and back as I worked, found when I crawled out that a large pad of congealed blood had come adrift from the floor and I was a right mess, no water anywhere near as we were miles from any building, the crew washed me off with the 100 octane petrol we drained from the ‘plane, but as we sat and ate our lunch of sandwiches couldn’t help keep looking at the blood still under my finger nails. As we sat and ate we saw a training Miles Master coming in to land with the cockpit hood open and the horn blaring loudly to warn the pilot that his under carriage was not down, we all stood up and waved like mad, the pilot, probably doing his first solo landing, waved back with a big smile on his face and crashed, we now had another ‘plane to remove!
I don’t know how the trainee pilot got on, we helped him out and he had no damage but whether he was “scrubbed” or not have no idea (scrubbed thrown off the pilot’s course through some error).
The Spitfire being monococ [sic] construction in aluminium alloys was a very easy aircraft to dismantle and transport, the main wing spar consisted of a series of square tubes fitted inside each other, gradually tapering towards the wing tip, the mating tubes for these being very close to the fuselage, with the propeller removed the body fitted easily into a low loader and the wings were slid in either side being supported on sand bags to prevent damage and strapped to the extendable rails fitted to the sides of the low loader, the guns, ammunition, and propeller being stowed in any suitable position. The Miles Master being of wooden construction was an entirely different proposition, the wing roots were attached about one and a half metres either side of the fuselage making this “centre section” which was not removable about three and a half to four and a half metres wide, when placed on the sides of the low loader these projected out each side a considerable amount and because they were very low often jammed on road side obstructions, this was particularly a problem on the windy narrow country roads with many “hump
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Back” bridges, we were caught only one when the centre section rode up onto the walls of a hump back bridge and very nearly caused the injury to one of the crew riding in the back of the low loader, three or four sleepers lashed to the side rails lifted this aircraft high enough to clear any road side obstacles. We never had enough red flags to fix to the overhangs so it was almost a game to ride in the back of the low loader and lean over as we motored along and steal the flags placed in empty paint cans by the road gangs, as we used the same route frequently from training airfields to our depot I guess the road workers got fed up with us and one day as one of the gang grabbed a flag found himself flying through the air to land in the road, the rotters had concreted all the flags in and they were very heavy, no damage done just a few bruises and wounded pride. Coming back from the same airfield one day we were held up by a new gang with a Miles Master stuck on the hump back bridge walls, to add to their problems their Coles crane was in front of the low loader so couldn’t get to the plane to lift it up, we managed to get our crane in place and help them out, they hadn’t read standing orders! Called to the same airfield with instruction to remove some twenty Avro Ansons from a hanger we through they were being transferred to another airfield, when we got there found the whole lot burnt out in the hanger, looked like an elephant’s grave yard with just the steel tubing frames and melting engines and propellers lined up in two long rows. When we asked what had happened were told that during the night an airman on guard duty saw a low flying airplane crossing the field and identified it as a German one so fired his rifle at it, the plane dropped it’s bomb which landed on the concrete outside the hanger, bounced over the bomb proof doors, bounced on the hanger floor and just missed going clean out the other end but hit a girder and went off. The airman had been put on a charge for firing at an unidentified aircraft!
I was going on my first leave after being posted to an RAF squadron as an aero engine fitter, and at only 17 in 1940 felt a big wheel, My folks lived in Dover and my brother of 9 years would need something from my war, grabbed a handful of .303” ammunition from a crashed training Hurricane, pulled out the bullets and emptied out the charge, would put the cases in a fire when I got home to get rid of the caps and put the bullets back, would impress my small brother. Put the cases in a fire out in the yard and got a most awful telling off from Mum, they were having more than their share of bangs. Next day was about to leave the house to look up at the “dogfights” going on above, Mother said you’ll get killed by falling shrapnel stay indoors, but out I went, and in I went after a few seconds as redhot bits of metal fell around me, I might be in the RAF but my folks and young brother were seeing more of the war than I was, my few bullets were nothing compared to his collection of shrapnel, from both our guns and those firing 12inch shells from France, he has seen more action that I had!!
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We had arrived at a very posh looking house set up on a rise with a well maintained garden with small bushes lining the curving path to the front door and a perfect green lawn. I suppose we did look a sorry bunch with our usual costume of rolled down gum boots, white socks turned over the top and greasy overalls that were well over due for a wash, no hats and most with a few days of beard, long uncombed hair in fact even the ‘chiefy’ could have passed for the robber leader, we had been out on the road for about a week and were tired and hungry when we got yet another job before returning to base for a rest. Chiefy went up to the front door and was answered by a smart looking man who took the Flight Sergeant round the back of the house through a very ornate garden arch way, he soon came back and called us to follow him. The sight that met the eyes was one to make us all laugh, a learner pilot has got into trouble and seeing what looked like a nice open field came into land, too late he found it was a chicken farm with lots of tall wire fences to separate the various chickens, his ‘plane had become wrapped up like a parcel as he ploughed through the lot, but to make matters even worse as his ‘plane neared the back of the house his engine fell off and landed into a rather nice goldfish pond, this cracked the concrete and all the water ran out stranding the fish. The owner was not a very happy man and refused most emphatically to allow us to clear a wide path way back through the mess so we could get a crane in to lift the whole lot out by a back way, no it all had to go round the side of the house and no damage must be done. What a hope he had the radial engine was levered out of the pond and rolled with great difficulty through the side gate, a few bits came off both as we struggled to hold the engine upright but when we got to the front of the house it just seemed to get a life of it’s own and rolled across the lawn leaving giant size foot prints and demolished hedges and flower beds on it’s way. The rest of the aircraft was sawn into bits and man handled the same way, miserable sod never even gave us a cup of tea when we had finished, just growled he would report us for damage we had caused, we all hoped his chickens never laid another egg.
As to the Learner who crashed, he was long gone before we got there. This was not always the case as we did come across the odd bits and bobs and even complete bodies at times, not all RAF either.
For about three months we worked all over the north part of England and Wales, even had to close The Mersey Tunnel one time to tow an American light bomber through from Speke don’t know why or where we took it. We were then transferred to 67M.U. bases in Taunton the county seat of Somerset. The depot was in a large garage on the main road south of the city, has it’s own sports field out the back which we used for general storage during transit, all the low loaders, lorries, and cranes were parked in various streets which had to have guards circulating during the night, our five rounds of ammunition and World War 1 rifle must not be lost or even used,
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it was all we had, another job for the technical people, office and stores people never got this job, perhaps because they made out the lists, one time when we were back at base had to spend the day shovelling coal at the railway station to fuel the fires for the office staff, couldn’t let them get dirty, wonder if Churchill knew that his trained people were waiting on the lazy sods in the office.
This was early in 1941 with the threat of invasion by the German army still a possibility, the sports field was surrounded with a high spiked railing fence. The fence was six feet high made of steel spikes about 3 quarters of an inch in diameter, spaced about six inches apart fitted through holes at top and bottom of steel plates which were made of 2 inch by 1/4 inch steel. I’m sure you must have some around houses or playing fields where you live. The spikes were held in swaged nibs pressed into the spikes when the sections of fence were made this held the spikes in place. We were given the job of filing off the nibs that held alternate spikes in place. We had to file these nibs off alternate spikes so the fence did not collapse, but the “doctored” spikes could be removed. Each one of these then had a number pained on it, all airmen were allocated a spike and on the call to arms would rush to get out their spike, if they could, and fend off the invading hordes of Germans with their Tiger tanks, machines guns and other lethal weapons, no doubt we should have had a major victory as the German troops fell about laughing!!
The C.O. held a dummy run which became a real pantomime as men fought for a spike having forgotten their number and short people couldn’t reach high enough to pull them out of the top rail. Nobody got stabbed but it was a close run thing. We all treated the whole thing as a joke, it is easy when you have your back firmly against the wall to consider defeat impossible, and so many of the daft ideas did work, FIDO, PLUTO, to name just two. This one was one of those that just was stupid!!
The same wally of a C.O. who gave us the spikes decided to make me up to a Corporal, told him he couldn’t because I still didn’t know what rank I had passed out from Halton, and in any case being technical trade had to pass a trade board before I could be promoted. Threatened to put me on a charge if I didn’t put up my stripes straight away to be officially second in charge of the gang, just ignored him and was called up before him a couple of days later to be told he couldn’t promote me for the reasons I had given him, but told me I had passed out from Halton as a Fitter 2 Engine with the rank of Aircraftman First class and my pay would start right away because of the work I was doing, so I did get some thing out of it all. Following on this I was given the job as Station Armourer, responsible for sorting and packing for dispatch all bombs, cannons, machines guns and ammunition brought in from crashes. I was given the relevant Air Ministry orders to tell
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me what to do because lets face it I was not even 18 and trained as an engine fitter, but perhaps the only real airman on the place, I was given the away team half of the sports changing room, the Station Warrant Officer had the other half, a retread from 14-18 war and responsible for station discipline.
One of the jobs I had to do was strip all guns of any bullets “up the spout” as many had major damage and bent barrels, this was never easy, the breach blocks had to be taken out and packed in separate boxes, with a bullet jammed in, the only way to release the blocks was to fire the gun which sent the bullet up the bent barrel and this released the breach blocks, S.W.O. came in one day when I had a pile of Browning Machine guns on the bench all with bent barrels and was firing them one at a time to get the breach blocks out, nearly wet himself, and then a few days later I was burning all the Very pistol cartridges. These were all different colours and were used to signal and identify aircraft. Usually they just burnt with lots of bright colours but this lot started flying all over the place just as he marched out of his office with his cane under his arm, moved pretty quick for an oldy and got back inside his office, seemed to think I did it on purpose!!
Does seem a bit mad perhaps now to do what I did as an “armourer”. But times were a bit desperate you know and everything was in very short supply so if it could be repaired and returned into service we might just survive.
The first 20m/m cannon I dismantled was a problem, had never seen one before had no books on it and had to get the breach block out, barrel was straight and nothing up it, the cannon was about two and a half metres long and the only nut I could see was on the “blunt” end, a large hexagonal nut with a locking tab on it, so behind it must be the return spring and hopefully the breach block, with the “blunt” end sticking out the open door I got to work and the nut kept turning and seemed to have lots of thread, with a bang the last turn flew off and what seemed like yards of spring flew out of the door, and guess who was just leaving the office? The other problems with the 20m/m cannon was the round cartridge drum that fitted on the breach, these always arrived to me battered and bent and the only way to get the shells out was to cut a slot in the case and prise or shake the shells out, I was sitting on the bench with an ammunition box on the floor shaking a drum to get the shells out when the door burst open and a strange sergeant charged in, “Call yourself an armourer” he shouted, “Stop that before you kill us both”. When I told him who and what I was he said that he had never seen a cannon gun in fact he didn’t know much at all as he had spent the last few years at a place called Shaibah in the Gulf and had only worked on Vickers water cooled guns while there, but he did know the coding for the shells I was dropping into a box and some were of a very delicate contact type to explode on contact with the thin aluminium skin of a ‘plane! I filled him in
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with all I knew and what had to be done with each type of weapon and worked with him for a week or so until I managed to get back with my old gang.
Shortly after we were sent on detachment to an airfield in Cornwall called St. Eval, at which were based Bristol Beaufort Torpedo Bombers, they were sent out after German ships and dock installations and had received very heavy casualties.
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Men of 67 MU at Bristol Beaufort Recovery Reg 2nd from left back row
We were housed in one of the Nissen huts and started work right away as there was a Spitfire sitting on top of a dry stone wall at the edge of the airfield, the pilots had overshot, bounced and come to a halt perfectly balanced on the wall, pained on the side was the pilots name and the legend “Sempre in Excreta” (Latin is not my strong point!) Always in the shit! At the end of the runway was a stone quarry and a Beaufort had crashed into it on take off loaded with torpedoes, these had detonated so there was little to move mainly the two large radial engines, one was in the middle of the quarry and our crane soon lifted that into a lorry, the other was partly buried under stone and against the quarry wall so we had to move it out with brute force to get it into a position that the crane could reach, It was hard hot work and we were having trouble keeping our footing because of all the oil that had spilt out when it had hit the wall, except it wasn’t oil but half a man buried under the engine, not a pretty sight but a nurse who just happened to be looking on helped us to put the remains in sacks so that they could be buried properly with the rest of the poor devil. We very rarely had a problem with bodies or parts there of, because the bodies were taken away before we arrived on the scene.
We did have one occasion when we were sent onto the moors to remove a Hawker Hurricane, but it was the wring number and found the pilot still in it, we reported this and found our one a mile or so away. The Hawker Hurricane was a very different type of construction from the Spitfire,
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basically a steel tubular frame around which were fitted wooden formers and these were joined together by wooden strips along the length of the fuselage, the wings were very similar and all surfaces were covered with doped fabric, this was very time consuming to make and repair, much like a model aeroplane in appearance. A fitter from Hawker’s had almost finished this repair to a Hurricane when German bombers gave us a visit to pay back for what the Beauforts were doing in France, a bomb dropped outside the bomb proof door, blew them in and flattened the poor Hurricane! We got bombed out that night so drove a few miles away to a friendly looking field and slept all in a row under a tarp for a few nights until we were given an empty holiday beach house at Trearnon Bay which became our base for a few weeks, when we were not out on a job. Visited St. Eval in the 1980s and they were only just starting to remove the remains of that hanger blown up in early 1941.
During the next few weeks we were constantly on the move all over Cornwall, from Penzance across to Predanack, which is on the other leg at the base of Cornwall. Working on a Whirlwind, twin engined fighter-bomber which had nose dived straight into the ground, on a desolate part of the moors, all that showed was the edges of sheets of aluminium in the ground and lying a few feet away, a hand complete with a ring on, we could not salvage the plane and pilot’s body without large earth moving gear and instructions were received to pull out what we could and fill the hole in, as we worked we heard the sound of aircraft high up and turned to watch a flight of the same ‘planes go by, as we watched one pealed off and dived into the ground a few miles away, heard later that the tail planes of this aircraft were a bit suspect. We always had billets in the nearest place to where we worked, sometimes this was an Army Camp or a pub and in this case we were living in a cafe at Predanack, after a wash we all trooped into the dining room for our first meal and on came a Cornish pastie, about a foot long and looked delicious but didn’t think it was a lot for six or seven hungry blokes to share, but then in came the rest and we had one each!
Once we had to go to a Fleet Air Arm station to dismantle an aircraft, it was in a hanger and we were dressed in our usual scruffy outfits, all these Naval types marching about at the double, and the public address system nearly drove us mad, never seemed to stop with lots of whistles and incomprehensible bellowing, asked one of the sailors what it all meant his answer left us just as ignorant as before. We were in one of the huts and left our truck at the hanger to walk to the mess hall to get some lunch, as we strolled by a hut the window flew open and a loud voice wanted to know what we were doing walking on the Quarter deck and tried to make us run across, not in gum boots we couldn’t and didn’t try. That night being near a town, after 50 years have no idea which one, we all thought a night on the town would be a good change, so managed to tidy ours [sic] selves up and found
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out when the bus left and got to the guard room at the main gate just as a sailor closed and locked it, outside was the queue for the bus which had yet to arrive. “Open” we all said, can’t was the reply because the liberty boat has gone, what a load of rubbish, if you were on a ship you could understand it, if the Navy still do things that way it’s about time they changed from the days of Rum, bum and Nelson!! Soon got away from that stupid place probably didn’t know there was a war on we certainly did and spent all our days clearing away the rubbish caused by it. Often we had to remove crashed German aircraft that had been shot down, most were just a heap of burnt wreckage with often the remains of the crew inside, not recognisable as such just bits of bone that had not been found for burial, at other times we would have a complete ‘plane with little or no damage, there we took to pieces if not able to fly out from where they were, went to a special place to be put together perhaps with parts from other ‘planes to make them airworthy, and test flown to find out more about that type. Once we were called to an aerodrome near the coast where, I think it was a J.U.88 had landed the pilot thinking he was over the channel in France, the duty officer seeing the plane land had driven out in a jeep and crashed into the tail to stop it taking off again, we had to get the bits from a depot that was full of the German ‘planes and replace the damaged parts. Some of the early R.A.F. bombers such as the twin engined Handley Page Hampden were fitted with special balloon cable cutters to the leading edge of the main wings, these in theory would be tripped as the cable slid into it’s jaws and an explosive charge would fire a razor sharp chisel cutting the cable allowing the plane to get free, after a number of M.U. airmen had lost fingers while man handling wings during salvage instructions were issue that these had to be tripped before any work was done on the aircraft, I tripped the only one I worked on and it chopped the end from my screwdriver! An American Flying Fortress had crashed somewhere in Devonshire, can’t remember where, and what it was doing in England I don’t know, though the Yanks came in much later, anyhow we were told to get it and it must be sent up to Liverpool. The biggest thing we had tackled, got the fuselage, wings and engines away alright but the centre section was very wide and when stood on it’s leading edge was exceptionally high.
The local police were always asked for advice on getting past low bridges and electricity wires, spent more than a week travelling a few miles only to find yet another low bridge in our way, chiefy was fed up and so were we camping along the road where ever we go stuck, most aircraft that we worked on had a fire axe stowed on board so we had a good selection of sharp ones we used for all sorts of jobs, we cut foot and hand holes in the centre section and cut off with the axes quite a few feet from the trailing edge which was now the top and were able to get back to the depot next day, thing was only worth scrap anyway. After about 5 months of this work which in most cases was just garbage collection, not what I had been trained
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at great expense to do, I saw a notice on orders calling for volunteers to go over seas. I put in my application and was accepted, given seven days posting leave and reported to the assembly camp called I think Paddington, hundreds or more like thousands of airmen of all trades were gathered there and we were all issued with both tropical and cold weather equipment, had two large kit bags of the stuff to lug about plus personal kit in a small bag. After about ten days of this which included a medical we were all paraded on the very large parade ground to get our instructions to more to lorries and get abroad a ship, suddenly a voice bellowed out “575931 Miles R.J. fall out and report to the parade adjutant” was that me? “yes” said a bloke next to me who had become a friend. So out I marched dragging bags in front of all these assembled airman, saluted after dropping the bags and reported my name and number, still not 18 I was told I was too young to go where these men were going and told to hand in my kit and report back to my unit, this lot went to Russia I found out later and many did not return, some drowned when their ship was sunk and others just died from the cold!
– Reg Miles
The URL of this page is
http://www.geocities.com/milbios/Milesbio2.html
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Biography of Reg Miles
Ex Apprentice No 1 S.of T.T., R.A.F., Halton 39th Entry 34 – 67 M.U.s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242 – 246 – 511 Squadrons Transport Command Lyneham, RAF
Chapter 3
27 Air School, Bloemspruit South Africa,
B Squadron, Service Unit, R.A.F.
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I didn’t spend long back at Taunton before the call came again to report for over seas posting, I’d had the special leave so on the train to Blackpool this time.
The Leaving of Liverpool “ring any bells” a film about children forcefully taken from England during and shortly after the war, the parents and children never told if the others were alive and the children taken to Church run HOMES in Australia and treated as slave labour, in fact in many cases the children built the homes (as in collective enclaves) As I said a very different life style, we were all led to believe that they (as in any one in authority even self proclaimed) knew best and slavishly carried out their instructions to the letter. Children were abused, physically, mentally and sexually, both boys and girls, how did it happen, only because authority was not questioned until recently and only now is the truth coming out of those children’s tragic lives.
Bearing all that in mind you may not be surprised to read that I like my peers did as I was told without question.
The journey out to South Africa started from the joys of Blackpool, a holiday resort in the north of England, no work, billeted in houses normally
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used to accommodate the vast numbers of “visitors” from the industrial towns of the north during their summer holidays. The local “landladies” welcomed us with open arms, we were a source of income to them, not that they opened too wide the food cupboards, but many daughters opened their hearts and arms to us, we were all young healthy and free. Had my first go on ice skates at the local rink and after a few falls soon mastered it and really enjoyed it. Soon became time to board ship S.S. Mooltan 20,000 tons of sheer misery at Liverpool and head out into the Atlantic that was waiting for us with all the dirty weather it could find. April 1941, could well have been April fools days for all I know.
By buses we arrived at grey Liverpool to stand for hours on a grey dockside in front of a grey wall that stretched to the sky and disappeared into the grey distance, only relieved by a black hole in it’s side through which countless airmen staggered carrying all their worldly goods contained in two kitbags and a small case. One of the kitbags contained our normal selection of issue clothing, the other, two complete outfits one of tropical shorts shirts etc, the other cold weather clothes suitable for Russia!! We had no idea where we were headed and it was hoped neither did the enemy! The kitbag not required was taken off us well into the voyage, the Russian one I am now very happy to say!!
The Mooltan 20,000 tons of aging ship, massive to us but now would only be classed as a small ship 100,000 tons seems to be the average, 250,000 tons on the large size!!
Our turn came at last and through the hole we trooped to find ourselves in a black cavern, directed through doors that were about a foot off the floor so that dragging kitbags jammed and brought forth words of complain not heard very frequently in church. Now completely lost and descending even deeper into the bowels of this black tank we were at last told that is where you stay until told to move and that heap there contain hammocks and those hooks there are where you swing them and those tables and benches are where you eat and some can sleep on them and the heads are there and don’t move!!
So we sat and surrounded with our bags wondered what we had done to deserve this, after all we had volunteered for overseas posting, but this?
A few thought to see what was through the next doorway but only more of the same lots of airmen sat sitting waiting to be told what to do. Ah a sergeant has arrived, ‘you and you come with me’, not me but a couple near who left their kit and followed as detailed, who return some time later with urns of tea, a scramble to find our own kitbag and delve into it’s contents to find our ‘mugs airmen’ hopefully still in one piece.
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These two had been delegated as our mess orderlies and would fetch our food at the times arranged, well at least we should be fed and the tea was hot strong and sweet, by this time it was getting late in the day not that we had any idea whether the sun was shining or it was raining, the urns were returned and the message came back to sling your hammocks and get in.
I was just about 18 from memory and certainly the youngest in our “room”, places on the benches and tables had already been taken by those in the know. The Mooltan was a slow old converted cargo ship. As such the accommodations were happenstance and crowded. The only hammock hook left was over the stairwell and passage way. This is where I had to sling my hammock, which was over the stair case leading to the lower toilets. I slung my hammock and endeavoured to climb in and found myself on the floor the opposite side, I had tied it too tight and had no head room so that as I climbed in I pushed myself out again, instructions from those near who were well bedded down soon got things “ship shape” and I crawled in to assume the shape of a banana, not at all comfortable and desperately aware that a trip to the heads should have been made before becoming cocooned like this.
Sleep came but was soon interrupted by the rustling noise as hammocks swayed and rubbed together, we were on the move but this soon stopped and dawn found us moored in mid river, we had been allowed on deck soon after stowing our hammocks and being fed, strict instructions being issued that not too many on one side as the ship could capsize!! A sea of men everywhere, no small piece of deck was vacant, and only the grey Mersey, grey sky, and crowds of grey clad men were in view.
There we stayed all day and other ships moored near, we were fed during the day and tried to wash with the salt water soap we were issue with, it didn’t foam and currently did not remove dirt, in fact it left a grey sort of coating on the hands which was difficult to remove, seems that life from now on going to contain logs of grey!!
And so to “bed” or do you say and so to hammock? only to be woken up feeling very sick and scrambled out of the hammock to find most others were doing the same and a rush to get on deck for some fresh air which may stop that horrible feeling. It was dawn a very grey dawn, and directly behind us was a very large grey ship, completely without modesty showing us her (it’s?) grey bottom as it lunged up and down, we likewise were playing silly buggers and this motion was no doubt the cause of our distress, in the distance could be seen other ships, some had things like broom sticks pointing about them and we presumed that they were to protect us, I like many other now wished that we could be torpedoed and sunk, they only relief in sight for that awful sinking feeling!
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That night, all the hammocks swung together as the ship rocked in the heavy seas and the rush by some people during the night to get to the “bogs” before they spewed up often ended just below me, perhaps it is no wonder that I spent as much time as I was allowed on deck away from the stench, but always got herded down when it got dark, the Atlantic was not a very pleasant place to be at that time apart from the gale that seemed to rage more each day, we were only too aware that U Boats would enjoy sinking a troop ship and the chances of being saved in that stormy water was about nil! It was cold and smelly in my hammock as we sailed out into the Atlantic Ocean.
The days passed and gradually we were able to take a small sip of tea a tiny crumb of bread without heaving it up straight away, as we and the other ships headed into the grey Atlantic, the clever ones amongst us saying that we were headed for America, others convinced we were going into the Med, and an even more knowledgeable bunch with a compass sure we were going south. The sea was empty but for our escort. Our convoy, being one with important cargo, a troop ship, was doubtless given a course away from the shorter more populated routes. We saw no planes escorting us or other ships other than our own convoy and escort. Some bits and bobs were sighted in the sea, just a few empty crates probably slung over board by any ship friend or foe going that way. Nothing else.
Funny things that stick in the memory after all these years, apart from the agony of sea-sickness which passed after about a week, was and still is the smell and taste of the bread loaves we were all given each day as part of our food ration. I had now recovered from sea sickness and was able to eat my share of the food on offer, what we were serves up I have no recollection apart from the small loaf of bread we were issued with each morning which had to do us for the rest of the day. Eat it when you like but you wont get any more until the next morning. It was the most enjoyable bread I have ever tasted, of course I had teeth then and was very hungry, as all young people are, but after so many years I can almost taste it in my memory!!
The grey has passed and the grey ships with guns, one of which was a battleship, left us as we entered Freetown, not the town you understand but the estuary leading to it. We called into Freetown after three weeks of utter misery. Freetown is on the west African coast, so it did look as if we might end up somewhere hot but where no one knew. Apart from one poor sod, one of our airmen though not from our mess, who had not stopped bringing up just bile for the last three weeks, no one from the troops got on shore. The lad who was taken ashore with seasickness that had lasted since leaving UK, was in a very bad way with dehydration.
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We moored away from the town itself and have no memory of other ships near us but guess they were there. We did not get ashore, not that it looked very inviting, mud huts and mud was all we could see moored out in the channel. After one day on a ship that actually stayed in one place horizontally we set sail again for parts unknown.
I developed a raging tooth ache and reported sick, the ships doctor showed me his equipment for treating tooth aches, it consisted of an armchair and a few rusty looking plier type instruments, said he hadn’t pulled out any teeth and which one hurt, showed him and tapped on the wrong one and told me to come back in the morning if it is still bothered me, funny thing the pain went away and only returned very many years later when all that was left was a hollow shell which crumbled to pieces when the dentist gripped it!!
Sailing away from Freetown the weather became much sunnier and it was now quite evident that south was the way we were going, the sea became less grey, but cannot remember the other ships, perhaps they no longer were showing their bottoms, flying fishes flew from our path dolphins rode our wash, and life became just about perfect, apart from the fact that the 10 shillings (about a dollar) I had boarded with was long gone (no pay until we arrived where ever we were going). I smoked a pipe but would smoke cigarettes as well and the only ones on offer free from my “room” mates were Springbok, a very strong South African fag oval in section and only given to me because those that had bought them felt sick after a few puffs. It is one of the other things that I remember after all these years, the horrible smell of the Springbok cigarettes, which was all I had to smoke the six weeks we were aboard. Perhaps in retrospect a good time to give up smoking you might say, but in those days they were issued free to some units and certainly the Salvo’s and other friends of the forces gave them out to all service men. The opiate of the masses it would appear!!
We got into smoother waters and the sun shone and most of the Navy escort left us, and there really is a sort of magic about the sea when you are far from land, suppose most of us got a good rest and were well fed for six weeks and enjoyed the days relaxing in the sun, watching the flying fish, dolphins and strange patches of seaweed, and of course we all had to be “welcomed” by King Neptune.
One thing about a troop ship there is no such thing as privacy, we slept close to one another, ate our food touching elbows, and washed and showered in sea water which does not get any dirty off only ingrains it further in the skin, even using the special soap that was provided. Toilets had to be increased and the solution on this ship was to construct on the top deck a trough about 30ft or 9 meters long and fix along this some 20 or so squares
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of wood with holes in, water was pumped in from the sea one end and ran over board out of the other, a very friendly loo indeed, the rocking of the ship was a worry some times when your next door neighbour’s evacuation born on a tidal wave came visiting!! To enliven an activity that was already fraught with some peril, people with a distorted sense of humour nailed a stub of candle to a piece of wood, lit the candle and then set it on its journey down stream to warm the posteriors and other appendages of the poor captive sufferers!!
We travelled south but then to confuse all and sundry we started to go north and with our very limited knowledge of where things were on the earth’s surface we were again lost, after six weeks of a war time sea cruise we entered the Port of Durban and once more were on dry land which to our consternation would not keep still and behaved much like the Mooltan had in Liverpool.
Perhaps it is not to be unexpected that most if not all were glad to get off the Mooltan after six weeks when she docked in Durban on the east coast of South Africa. The group I was with were taken from the ship to the rail and we began the last part of our journey to our final destination which was Bloemspruit R.A.F Pilot training station near Bloemfontein in the Orange Free State, where we were to keep the 104 Miles Master aircraft flying day and night. A much better job that I had been doing since leaving Halton.
The railway journey from Durban to Bloemfontein lasted one whole day but can’t say I remember anything at all about it, on arrival at 27 Air School about ten miles outside the city which is the capital of the Orange Free State we were shown to our barracks, decent brick buildings, single storey, with stable type spilt doors and the usual basic beds and lockers, but heaven after the ship. Food was so strange at first, lots of fruit most of which we had never seen or heard of and many different dishes made from maize, one like porridge called “mealie meal” served at breakfast I thought wasn’t too bad but soon learnt that the natives ate it so South African whites wouldn’t beneath their dignity. We had a lot to learn about the South African white way of life, to see the native workers on the flight line covered in oil and grease as they did the dirty jobs and then watch them fishing in the bins where we emptied the left overs from our plates, made us recent arrivals very angry, but we were told not to interfere, we were guests in the country and our ways were not the right way to treat these “savages”. If we offered them the “butts” left from our cigarettes they had to hold out both hands in case they had a knife in the other and would stab us, it did seem and still does to me that the white population went in fear of their lives and in many cases rightly so because they did treat the natives in a terrible way and at last the right thing has been done but the Dutch Boer has a lot to answer for. These Boers had an organisation based in the Orange Free State (think they
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now call it The Free State) that went about blowing up power lines and post offices and was very pro German know the name but my spelling of it will be far from correct (Osiver Brantvag) told you it was all wrong!! I made a number of friends while stationed at Bloemfontein, the Florie family for one, they picked me up at the bus stop when I had missed it one night and gave me a lift back to camp, he was an accountant and she was after a bit of ‘rough’ not 18 and dim as a Toch H lamp didn’t recognise the invitations handed out every time I stayed over night, frilly things always had been left on my bed by mistake, “I’ll just put them away, do you like them?” was only one of the things and her husband I’m sure thought I was giving her one, would have done if I hadn’t been so thick!! One night at their house they were having the usual meeting of the tennis club, very few blokes but lots of pretty young girls, suggested that they might like me to do some toast on the open fire for all of them, funny thing it wasn’t some thing they had ever done, so there I sat toasting slice after slice and spreading each with lots of butter, calls for more coming all the time, the family cat came to see what I was doing and I just spoke to it calling it “Pussy”, a deathly hush descended over the room and then a few stifled giggles and one of the chaps wanted to tell me some thing outside, pussy was the local name for that part of a girls body that men seem to want to get into so no more calling cats pussy.
Another person I got to know was Nabiha Masoud (think that’s how to spell it) she and her large family were all from Lebanon and would you believe classed as coloured, which is only one degree above black and not to be mixed with, the Florie family would have nothing to do with her even though she had her own ladies hairdressing business and good at it, tried to get me not to see her or her family, but apart from “Dad” the rest of her folks were very nice to me and always had a place at their table for me, Dad thought things were serious so didn’t want her getting involved with a Pom, we were in fact just good friends and perhaps I saw her just to say “up you” to the white population. There is a town called Margate down the coast from Durban and I did write to the Mayor who invited me to visit the town and be their guest, but never took up the offer. Dac Dacre was an ex Halton “Brat” like I was and we got on very well together, we arranged to take a leave together and as we could get a free railway pass decided to go to a place called Muizenburg this is a seaside holiday town on the shores of False Bay, we had booked into a YMCA hostel and spent our leave there but the train journey lasted all of two days and did get a bit boring after a while, miles and miles of very little followed but some more, had a look at Cape Town and little did we realise that not too many months would pass before we again found ourselves in the area, in fact in a transit camp between Muizenburg and Cape Town waiting to board ship back to England and flying over Germany as crews of bombers. My mother’s father had a brother who had moved to South Africa many years before and I managed to find them in a small town called Krugersdorp near Johannesburg, they invited
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me to stay with them on one of my leaves so I took the offer up and spent two weeks with them. Very interesting for me as my uncle had a building firm and I went about to see how things were done, one of the sons was an inspector of mines and arranged for me to go down a gold mine and also see all the processes of getting gold from the ore.
There are two reefs bearing gold in that area, called north and south, can’t remember which is which but one is very wide and is made up of very white quartz pebbles around which can be seen the glitter of gold flecks, the other reef is quite narrow and in places only inches wide but is very dark even black in colour and the gold can be seen quite easily as small nuggets. Both of these reefs go down into the ground at an angle so that new shafts are sunk to reach the reefs as they get deeper in the earth and further away from the original shaft, each new shaft being much deeper before it reaches the gold bearing ore. The very large heaps of brilliant white dust from the treatment plants can be seen for miles around Joh/burg and when the wind blows cause painful eyes and noses.
The mine I went down was very deep indeed and the lift travelled at such speed that one felt slightly air-borne as it descended the earth. The area at the bottom was huge and the passage ways leading off very large and well lit, as we moved away towards the mine face things got steadily hotter until we reached a place where a native was working a jack-hammer in a steeply sloping crack removing the small but very rich ore piece by piece, all jack-hammers also have a water pipe connected to prevent that miners curse of silicosis, so we had a very wet large black man working hard in a very narrow and hot space, he still was able to give me a big white toothy grin, but what he said I do not know, the noise of the hammer was terrible! After an hour or so of this we returned to the surface, glad of the fresh air and my shirt at least a chance to dry off from the high humidity underground. The first part we visited was the Stamp house, the noise here was unbelievable, row upon row of steel hammers pounding the ore as it slid beneath them washed down by streams of water, sheets of corduroy were used to catch any free gold after the stamps, these sheets were taken out periodically and burn to get the gold, the slurry then passed over copper sheets with mercury on them which also collected gold, not sure how or in which order this happened, it is a long time ago!! The slurry then entered very large tanks open at the top in which cyanide was dissolved in water (cyanide is a very deadly poison) the gold was dissolved by this mixture, this fluid was then pumped to a centrifuge where any remaining rock particles were extracted, the fluid which now looked like clean drinking water, but was far from it, was pumped again and ended up in mile long sheds which were full of troughs that contained hundreds of separate boxes filled with zinc shavings, as the liquid passed through the zinc the gold stuck to the zinc, and the next process melted the zinc shavings in a furnace which was then poured into an
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inverted cone shaped mold [sic], on cooling the cone was turned upside down, banged and out fell a very large cone of zinc with a small gold top, these gold knobs were cut off by hacksaw and tossed in one corner, when enough had been made, were themselves melted and poured into newspaper lined ingot moulds, lots of these bars of gold were stacked against the wall and I was invited to help myself if I could carry one away, tried but it flattened me to the floor and had to be lifted off me by the ever grinning black workers. The zinc was re-rolled into sheets and in one corner was being turned again into shavings on a very old lathe by the still grinning workers.
So far it would seem that all I did was visit and enjoy but this was a pilot training ‘drome, flying went on 24 hours a day and our days were spent servicing the 104 Miles Master ‘planes on the daily inspections. The Masters was made of wood and plywood, much like the Mosquito of later and much greater frame. The Miles Master was an advanced training aircraft that trained pilots in fast single engine ‘plane management before they became operational on Hurricanes or Spitfires. Mark 1 Masters were fitted with Rolls Royce Kestrel engines (fore runner of the Merlin) some of these were even equipped as fighters with four Browning guns during the panic of 1940, Mark 2 Masters had Pratt and Whitney Junior Twin Wasps.
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Servicing Miles Master Trainers at 27 Air School
With the many hours they were flown each day, some very hard landings and the general wear and tear of pupil pilot use they were becoming very hard to keep airworthy, even had one do a forced landing at a place called
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Dewetsdorp which ended up on it’s back. As I had spent some time in England salvaging Miles Masters I was in the gang that went to collect it, still have some photos of the job.
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Miles Master Recovery
The salvage crew was led by Sergeant “Jock” Brown and was made up of members of the flight servicing crews at 27 A/S. A Queen Mary low loader was not available nor was a crane which made the task more difficult, sheer legs being used to lift, turn and load the ‘plane. As far as I know the pilot did not die but would have needed to “duck” a lot from the amount of cockpit damage. As bad as the airplane was, great care was taken to salvage the ‘plane without further doing further damage. This took a great deal of work, including some careful maneuvering [sic] over a narrow bridge on the way back.
104 American Harvards were flown in and my mate Dac and myself were given the job of checking these and making them airworthy for use, they had been shipped to Durban as deck cargo, and although sealed before loading, some had had their canopies opened by the ship’s crew, salt water had entered and causes much damage, not only to things that could be seen but many radios had been ruined and props had been turned so that ports had opened, we found many that had damaged pistons on the con rods due to salt water no wonder the delivery pilots had complained that some were gutless and rattled a lot. I joined the Camp Concert Party and band, played the fool on the camp and Bloemfontein stage and played the trumpet very badly at camp dances, practised like mad but still caused the lead trumpeter to shake his head in disgust.
Notices were on the boards for aircrew volunteers, Dac and I were a bit fed up with our treatment regarding promotion, we did the work and other got the credit, funny it’s still the same fifty years later!! We put our names in and after various interviews were sent to Cape Town to await shipment back to England.
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– Reg Miles
The URL Of This Webpage is
http://www.geocities.com/Pentagon/Bunker/7797/Milesbio3.html
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Biography of Reg Miles
Ex Apprentice No 1 S. of T. T., R.A.F., Halton 39th Entry 34 – 67 M.U.s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242 – 246 – 511
Squadrons Transport Command Lyneham, RAF
Chapter 4
Lympe, Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire
Unescorted fast ship Mauritania II brought us home in just two weeks. This was more like a holiday cruise, she was a large new fast ship, not over crowded, weather sunny, no real worries about the enemy, just too ignorant to have a care. And good food, all very pleasant!!
We came into port during the night, I suggest for security reasons. We would be confined below decks after dark so that no lights would be shone and any portholes on our decks would be welded shut. As we had no idea where we were it was only at dawn that we found ourselves suddenly in harbour.
We returned to a cold and rationed England, which was a bit of a shock after the land of plenty that was South Africa. I got to spend some time at home. Home was River outside Dover where Dad was responsible for building work for all the various Navy, Army and Airforce units stationed in and around the port of Dover.
After a couple of weeks I was posted to Lympne RAF Base near Folkstone in Kent, not too far away from home. I could cycle home on the odd day off. I was at a servicing echelon on Typhoons there from August 1943, making myself useful until the Flight Engineer course came through.
I arrived at this very basic airfield, grass runway, no hanger that I can recall, road to the village went through the place and we were living in requisioned [sic] houses on the floor, the Guardhouse miles away so we never booked out or in, just went! There I was fit, brown, and fairly knowledgeable, and there they were the service crews, lilly white, half starved, most hadn’t a clue about the RAF. The CO wanted me to stay, rather than take the flight engineer course. He did everything to make me, even tried to bribe me with promotion and an instructors course, turned him down flat, not the best way to make friends!!
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A few days later I watched as the flight sergeant in charge of the service crew was trying to unlock a propellor, up on the steps with a very, very large lead hammer and a long spanner thumping away to release the lock, told him it was the wrong rotation, what would I know?, the engine shaft sheered [sic] off and prop and F/S landed on the ground, another job now to remove the whole Napier Sabre and fit a new one, suppose the F/S got promoted and probably blamed me!!
The Typhoons were very heavy fast fighters. They were fitted with Napier Sabre H section sleeve valved 24 cylinder engines, had 20m/m cannon and rocket rails, and were hell to fly and worse to service. The engines were proto-types and only could do 20 hours or so between engine changes, never saw even one do that much while I was there, the single prop was the biggest in service and only cleared the ground when in flying position by 4 inches, many were bent on take off, and many came back from ops with bullet holes in as the ‘plane went faster than the bullets in a dive and caught up with it’s own fire!!
When I was working on Typhoons heard many yarns, but all “driversairframe” are a bit like fisher men I think. While the story teller was giving the the [sic] usual flyers tale, with lots of arm waving indicating who did what, even the other pilots had a “I don’t believe him” smiles on their faces.
The Typh’s were used as tank and train busters and also for downing V-1 Bombs and did a mighty job. Despite their success, some of the Typhoon pilots were very keen to improve the speed of the Typhoon so they could catch the enemy, be it pilotless V-1 Bombs, or piloted fighters. They were always wanting a few more miles an hour of them and “if only the bloody thing went faster I would have shot down” probably the whole German Airforce!! Adjustments to the engines were very difficult because they were so complicated and really just prototypes still. So they spent many hours with car polish rubbing and polishing every bit to reduce drag. They got us to help also, big things Typh’s and we got very tired of it. Guess they were like me, young and keen and a bit stupid as well, you’d have to be to risk life and limb for peanuts!!
Of course battle was not the only thing the pilots were keen on. The Typhoons were flown from a small grass runway. A sergeant’s mess party was being held one evening when I was on duty crew, we had to see the “dusk” patrol in and prepare them the “dawn” patrol, check everything and rearm and refuel and make sure every thing was as it should be. The small ‘drome was crowded visitors ‘planes from surrounding units and many were parked at the ends of the runway, fog was closing in and the last few of the dusk patrol had been told to divert to Manston, which was a very large aerodrome fitted with FIDO, by air it was seconds away by road it was
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too far to get a lift and still get to the party. All their mates would be there plus many of the local girls and if you didn’t turn up some one else would try their luck with your girl!! All managed to get back in, just one left to land, and here he comes he’s too low can’t see the row of ‘planes at the end of the runaway.
Yes he has but too late the massive undergear crashes through about six aircraft of all types and sizes and comes to earth with one wing low, the prop touches, that one won’t be on dawn patrol, as it taxi to our flight position where we are standing with torches to direct the pilot and hook the ‘plane to our tractor and tow it into position for the morning, the pilot climbs out, says “shit” and heads off for a shower and no doubt a bullet from the CO and even grounding if senior officers have had their ‘plane destroyed. We check the undergear to make sure it wont collapse as we tow it and generally check the damage, this takes a while and as we are doing this we hear the bell of the “blood wagon” in the distance, but too late for any injuries we say so I lay on the ground with one leg in the air and groan as the medical orderly rushes over, but it’s not the usual medical orderly it’s the senior medical officer, who wants to make a name for himself as all the top brass are on the base for the party. Well we didn’t part as friends I must say, but he really enjoyed chewing me out so perhaps that made his day!!
Arriving back at camp after a day with my parents, we slept in empty houses really outside the camp boundaries so no booking in or out, supposed to but why go a long way to the guard room if nobody cared, any how it was early in the morning, near midnight, not late at night as it should have been as I cycled to my billet, as I got off my bike the sergeant of my ground crew called for me to get moving and handed me a bucket of white paint. Our flight line was very close to our billet, and I was told to start painting wide white stripes under the wings of the Typhoons, other bods had black paint. So I crawled under them with buckets of white paint late at night in my best uniform. No idea where the Typhoons were off to, but we were told it was for identification purposes for an operation, but which one? It might have been coastal or near to it, and in support of either Commando’s or Navy, both tended to fire at all aircraft without any idea who flew what!! But why do it in the middle of the night with far from clever painters with large distemper brushes and I’m sure it was water based paint? On 15 November 1943, 2nd Tactical Air Force is formed, perhaps the Squadron I was on was made part of this force and some “stay in bed get the boys out” prat thought it would be nice if the new force were correctly dressed for Dawn Patrol. Whatever the reason for the early morning paint job, my best uniform was never quite the same, every one else had on their overalls!
As it turns out this was the first time that this type of identification was used on allied aircraft, and I Did It!!! These black and white stripes were
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called invasion stripes by others much later. They were widely in use for the Normandy invasion. They were painted to clearly show our ground forces that they were friendly aircraft so we would not lose aircraft to our own flak. Only the Tactiful [sic] Air Force had the invasion stripes. Well before the invasion some aircraft were painted with the stripes to be used as Targets for spotters and Anti aircraft units and also for ground troops to get familiar with our own planes, as marked. Apparently this Typhoon squadron was one of those painted early to get our troops used to the stripes.
I was stationed at Lympne until the end of 1943 when my posting came through to report at St Athan in South Wales to start my Flight Engineers training. Because of my training at Halton and my service work on aircraft my training would be specific to the type of bomber I would be doing my operations on, that was the plan anyhow.
It might be best to spend a moment reviewing the various RAF bombers. First there were the Medium Bombers. The Hampden, outdated before the war started so not used much – bit of a death trap so not to be included.
Bristol Blenheim private design as all decent ones are, Beaufort a torpedo version did lots of damage and raids on shipping in French ports, made the Germans angry. Beaufighter very fast version called “Whispering Death” also used as a night fighter with radar, all types with twin radial aircooled engines also by Bristol.
De Haviland Mosquito, best all round fighter, bomber etc of the war, just look up it’s stats and learn! 4000 lb bomb load, faster than any thing until the jets arrived, 42600 ft ceiling, used by the Master Bombers, fitted with 4 cannon and even with a single 57 m/m cannon. Don’t know what a Master bomber is? They first used Lancasters, would circle the target at a low height during all of the raid, and direct the “Pathfinders” where to drop more target markers, all this done at night of course and we would be called up as “main force” and directed which colour markers to use as an aiming point, and woe betide you if you came in from the wrong direction or dropped anywhere but the correct place. we were usually at 18000 to 20000 ft and could see the Master Bomber back lit by the bursting bombs almost as ground level, a number of back ups would be at our height and when, not if the master bomber was either hit by flak, or by a fighter or as was most likely had a load of bombs dropped on him, saw a Lancaster one time when we had to land away from base that had had a load of incendiaries land on it, not a pretty sight!! Master bomber two would have his own call sign and often with an accent to prevent the Gardens from giving us the wrong information, cunning devils!!
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Heavy bomber Wellington made by Vickers designed by Barnes Wallis (swing wing F1111, Dam busters bomb, and even the Avro York made from parts of the Lancaster) Twin engine geodetical construction, (all little bits joined together to make a net like effect, very strong) covered with fabric, front and rear turrets, two .303 Brownings in each 4,500 lb bomb load 300mph main stay of bombing until the large 4 engined bombers came along, still going strong at the end of the war, called The Wimpey by every one. very many versions from sea search with a lifeboat slung under, to mobile radar and radio station and I remember seeing one flying very low along the coast line with a large ring the size of it’s wing span detecting and blowing up magnetic sea mines.
Short Stirling the first 4 engine one, slow. low and designed by the Air Ministry with short wings so that it would go into the standard hanger, typical stupid desk riders. My log book contains some hours spent as F/E on one, a pretty useless bomber and not to be in the same class as the Halifax and Lancaster.
The Manchester was first operational about the same time as the Halifax but as we all know was plague by engine problems and was a “dead duck” until fitted with four Merlins, the Halifax was also supposed to get RR Vultures but because a shortage was expected was designed for four RR.
Handley Page Halifax 4 engined similar to the Lancaster never gets a mention much like the Hurricane is over shadowed by the Spitfire, but many thousands of them were flying and bombing Germany, while the Manchester was falling out of the sky with failing engines. Rolls Royce produced a 24 cylinder engine really based on two Merlins joined at the sump one upside down, it was only when the Manchester was modified to take four standard Merlins that it became the great aircraft it eventually did become. Both The Halifax and Lancaster had versions with Merlins and Hercules engines, the Halifax with Hercules was much better than the version with Merlins and the Lancaster was the reverse better with Merlins, More versions of the Lancaster were developed during the war and it’s construction was easier than the Halifax, but the Halifax was much tougher and took more punishment before crashing, I trained on and flew them all as an F/E, just wanted to get down in one piece so all were good for me!! 6,176 Halifax were built, their first operational flight took place March 1941.
Both Lancaster and Halifax had 4 .303 Brownings in the rear power turret, mid upper had 2 but had a full 360 rotation and up and down. Some later versions of the Lancaster had twin .5 Brownings in the rear turret, both Halifax and Lancaster had versions with mid under turrets with twin Brownings.
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The Lancaster did eventually drop 22,000 lb grand Slam bombs, called by some earthquake bombs as they were made of high quality steel typical bomb shape and were used to bomb things like bridges which are very hard to destroy, need a direct hit, theses bombs penetrated deep into the earth and shattered the foundations so that the bridge or viaduct collapsed. 7,377 Lancasters were built, their first operational flight took place on 3/4 March 1942.
So I started my training on four engined Lancaster Mark 2 bombers which were in every respect the same as all Lancasters except for the engines which were Bristol Hercules 14 cylinder air cooled radial, all other Lancasters had four Rolls Royce 12 cylinder water cooled twin 6 cyl. vee Merlin engines. Lancasters were the outcome of a design called the Manchester which originally had twin Rolls Royce X engines 24 cylinder X, really two Merlins coupled at the sumps making a cross of four banks of six, these engines were a completed failure and before I went to South Africa in 1941 had worked on one of the Manchesters that had crash landed in a field due to engine failure. A.V Roe (Avro) knew they had a good aircraft and as The Royal Airforce refused to allow them any engines, so scrounged 4 Merlins from Rolls Royce on the “old pals network” and re worked the ‘plane from two engines to four and demonstrated to the top brass what a good all round bomber they had, and so it proved to be in service, carrying heavier bombs farther and higher than any other ‘plane at that time.
I studied the Lancaster and it’s systems including the Hercules engines until I knew every part, hydraulic, air, auto pilot, bomb release gear, undercarriage, you name it I knew and passed with ease my examinations, so much of what I had been studying was what I had been working on for a couple of years, different ‘planes but basically the same in principle. St Athan is a very old and well known R.A.F. Station the R 101 and R100 airships were built there and a “ring” of one of them is fitted to the wall of the huge hanger they were built in, which still stood when I was there, anyone interested in these airships should get “Slide Rule” written by Neville Shute and learn some very interesting facts about these two airships, Neville Shute was an aircraft engineer and any of his fiction books are a good read, perhaps his most well known book was the basis for the film “A Town Like Alice”.
After passing out from the F/E course I was given a short leave and in March 1944 told to report to 1664 Heavy Conversion Unit at Dishforth in Yorkshire and it was there that I joined up with the rest of the crew who had until that time been flying twin engined aircraft. What aircraft did I see on the runway when I got there? Halifax Mark 2s and 5s different ‘planes and different engines so I had to start all over again on systems and bits!!!
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11.3.44, I had to do some initial training to see if I could handle things actually in the air, so it was circuits and landings with a senior Flight Engineer to see how I went. Well we took off OK and did a circuit and came straight in land again, with me operating the various undercarriage and flaps etc as the pilot asked and all was going well round and round until the bumpy air and round and round got to me and I felt sick as a dog after about an hour and asked the F/E if we could pack it up. He looked at me and said if you give in now you are off the course and can go back to your unit, well funny thing I suddenly felt better and got on with the rest of the job for another hour, after that I was always too busy to feel sick.
I have a log book of my time flying, and I include here the information in it from the flights I made as crew member, rather than as a passenger. This began here, with the 1664 HCU, 1664 Heavy Conversion Unit, which means it was heavy conversion unit from 2 to 4 engine aircraft.
Some of the terms on the Log Book shall require explaining. The Lat and Long at the top I have added recently when I bought MS World Atlas and was able to pin point the airfield locations. You will note the first column is the date to help you follow the sequence. This log book records all my flying both training, operational and at Transport Command. C&Ls circuits and landings very boring and mainly for the pilot and engineer to frighten them as much as possible, D.C.O. duty carried out D.N.C.O Duty Not carried out. P.O Lauzon was my first operational pilot, others mentioned on this first page and perhaps elsewhere were senior pilots who had done at least one tour of operations and were being rested before doing another tour of at least 30, all were very much more frightened of the ‘sprog’ pilot than of anything the Boche could throw at them!! PO is Pilot Officer and is really a rank to ensure that the person will not put up any ‘blacks’ and behave like an officer and a gentlemen, probationary period usually 6 moths. FO is not Flight Officer which is a female rank in the WAAF but Flying Officer. 25th Feb 1:32 E Easy was the aircraft that we normally flew when I was with 420 Sqdn, V Victor was our designated ‘plane when with 432 Sqdn, but as we were very new got what was available due to serviceability problems. Will get to each one as I go through my log book, which will be about 30 pages.
Pilot Officer Lauzon asked if I would like to join his crew. The rest were already joined as a crew. I was the last one to join being an RAF Flight Engineer, they needed me to shovel in the coal and to keep the boiler streaming!! As I knew nobody on the course happily agreed, soon realised that all crews belonged to The Royal Canadian Airforce so I had joined a bunch of people who I had no idea of their country or life style, some thing else to study, I was going to be a busy boy! The rest had trained on twin engine aircraft of some sort in Canada and were now ready for the big time.
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We were all very young with different back grounds and likes and dislikes, remember I was with the Canadians who were used to a much higher living standard, more independent than us down trodden POMS (from the Australian prisoners of His Majesty, convicts) So where they had quite a lot of money we did not, all the same Yanky pay, and the food parcels poured in from their families in Canada, when we had leave they went to certain places arranged for them or hit the “big smoke” and found some one to enjoy their pay with, I went home to a shell and bombed Dover, first thing Mum wanted was my ration book so should could feed me, one of my father’s sub contractors always called at our house soon after I got home and from the inside of his very dirty overalls gave me a Black Market parcel of butter, cheese and bacon. My crew always made sure I had some of their surplus food to take home, sugar and jam etc. I could not invite them to stay at my house, one reason was there was no room and another was that I had to have a special pass to even leave the railway station near home even though the local cop on duty knew me. The whole south coast was a restricted area all roads in were manned and high fences were all around so no use trying the fields, took one of my girl friends once, was only allowed to stay 12 hours and had to either send her back to London or both go somewhere else, went somewhere else!! My parents not too pleased but I was on a promise and determined to find out if it was as good as everyone was telling me, yes it was!
After being introduced to the rest of the gang, I got down to serious study learning about fuel systems, tank positions and the fuel transfer arrangements that allowed one tank to supply all engines and many compilations of this, very necessary if flack makes a hole in a fuel tank, need to use that one up first and tanks have to be balanced for the same reason during operations, loose a full tank and you wont have enough fuel to get back home again!! Engine controls are important too, boost and rpm govern the fuel consumption, and which supercharger gear ratio being used is also very critical.
A very brief explanation of boost, revs and supercharger gearing. Boost is the measure of pressure, plus or minus of the air in the induction system of an engine. When a piston sucks in air it increase it’s speed and therefore lowers it’s pressure below atmospheric pressure at ground level (14Ibs per square inch roughly) The more weight of air that can be crammed into a cylinder before it is fired the move power is produced. Hence turbo chargers and super chargers, turbo’s are driven by the exhaust gases, superchargers by gearing direct from the engine, as the aircraft flies higher the air gets less dense, and the power from the engine becomes less, turbo’s and supers pump more air in so that power is maintained, use of ground level increases the power from a given capacity of engine cylinders, an engine without a charger would always show a minus reading on the boost pressure guage [sic].
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The setting of the throttle (accelerator) governs the boost pressure coupled with the turbo or super charger speed setting, the two work together and then setting is done by the pilot or engineer for the conditions at the time (climbing, cruising, etc) components that are a part of the system automatically retain this boost pressure until either a height is reached where the air is so thin that it cannot do so, or changes are made to flight conditions. Revs are the speed at which the propellors go round and relate somewhat to the gearbox of a car, selection of speed is made and automatically kept at that speed by a unit on the engine and one in the propellor itself, bit like an automatic gear box on a car, changing conditions of flight such as taking off and landing require different propellor speeds and reacation [sic] of the flight conditions, feathering which rotates the blades so that they do not “windmill” in the event of an engine failure are also incorporated. Guess it’s not so simple after all and I used to teach this but had the advantage of being able to flap my arms about!!
My first flight with P/O Lauzon was on March 16, 1944 and was Exercise 7&8 in my log book. Exercise 7&8 I have no idea but only took about one and a half hours so not very important I should say.
Our next exercise was the next day, the 17th, and was Local Bombing. This was a training exercise for the crew but mainly for the bomb aimer and pilot to get their co-ordination working together so that the target is hit. Small practice bombs used but sometimes larger ones full of concrete may be dropped.
The next night I was up with another pilot, Fry, for Circuits and Landing exercises again. More night training.
The next morning I was called to fly with yet another pilot, Vinish, for a Sea Search. VINISH is correct, think I wrote “finish” and got a sharp reminder! Sea Search was a very serious matter that was to see us spend all those hours searching a particular part of the ocean with other crews looking for a downed ‘plane, a hell of a strain on the eyes, the sun shining on the moving waves makes it very hard to see anything properly so things are reported that are not there and other things missed, and no we did not see anything.
You will note that I took off at 10:15 am flew for nearly six hours and then took off again the same day with a different pilot at 20:20 being tested on night C&Ls for about 4.30 hrs and that is only the time in the air, lots goes on before and after!!
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Then it was back to P/O Lauzon for two flights in one day, the 20th. Two and a half hours of Local Bombing in the morning then a six and a half hour Night Cross Country exercise.
Apart from actually flying and being checked by a senior Flight Engineer to find out if I could do my job properly, our navigator had to give me instruction on star charts, which star was where and how to use the sextant to take star shots while flying to help in navigation, the F/E position was beneath the astro-drome and it was another of his jobs to do star shots if and when the navigator needed them, the correct star had to be found and a timed shot taken to give an average reading, the wrong star could make life difficult and I can tell you the ‘plane bumping about, nasty people trying to shoot you down didn’t make finding the right star in amongst the millions out there easy.
During this course we also had to take instruction in escape technic’s [sic] both from the aircraft and the enemy, we went to a swimming pool and in full flying gear jumped in the water and tried to turn over an up turned dingy we managed, but could not see it being possible at night in a rough cold North Sea, we all treated it as a bit of a laugh, young and foolish in hind sight.
Our next flight, on the 24th March 1944 at 18:45, our crew did it’s first night operation over France as a diversionary raid to fool the Germans into sending fighters up to intercept what appeared a bomber force approaching targets in their country. This Bullseye Mission was a number of training aircraft that were sent in a direction different than the proper bombers, hoping this would direct enemy fighters away from the real bombers. This diversionary raid turned back before any target was reached and hopefully before any of the inexperienced crews were shot down!! The 1/3 shown on the log was a third of a point awarded towards the total of thirty points needed for a complete tour of operations. “Bullseyes” only counted as one third of an operation. The missions was six long hours wandering about over enemy territory before landing back at base with eyes very sore with looking for enemy fighters that never appeared.
Another course we had to attend was escape after being shot down, this was carried out by senior NCO’s of the Army at a special camp on the Yorkshire Moors, a cold and bleak place, with our instructors determined to show those “Brylcreem boys” what tough meant, we were marched and run about all day, all ranks, some quite senior officers going back on operations for their third tour, were made to wear overalls at all times with no badges of rank and shouted at as if we were new recruits in the Army. Escape training was carried out at night without any warning, doors were slammed no lights put on and we had to get into our overalls and get outside, loaded
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into trucks half asleep, and driven out on to the moors, dropped off in twos with a map, not told where we were and left to find our own way back to camp, the local police, army and the courses just finishing came out looking for us and if found we were arrested and help in jail until sent back to camp. The Canadians were very much anti authority, (much like the Australians I now live with) so nothing was sacred, buses were found in back yards and driven near to camp with lots of aircrew hidden under seats, some stayed out for days being fed and “watered” by lonely wives whose husbands were in the Forces, and said they have got lost and were tired and hungry, some did look as if they had been working very hard and needed a rest. This was our last training in the Heavy Conversion Course.
The fact that this was our last flight was a coincidence. Bulls Eye was not a graduation ceremony. If one was wanted by the higher ups and you had reached a level of training able to do it you went, the needs of the service were what governed what and where you went.
I had completed training and was graded on my performance in the course. Exam result is 73.5% That was based on my flying with instructors and theory of the aircraft systems at HCU 1664, not wonderful but remember I did do a theory and practicle [sic] course just prior to arriving at HCU on the Lancaster Mark II, different ‘plane with entirely different engines, so apart from crewing up with a bunch of wild Canadians, I had less than two weeks to learn all about a new ‘plane and it’s engines, not bad for yours truly. The results of my examination were signed officially by the Flight Engineer Flight Leader, a flight of men can be any number that can be controlled or over seen, a flight of aircraft also can be any number that is suitable for the type, 3 bombers being usual, more for fighters, a number of flight make a squadron, a number squadrons make a wing, a number of wings make a Group and a number of groups make a command as in Bomber Command. Got all that? So the Flight Leader responsible for a number of Flight Engineers under training, signed to say that I had reached a standard whereby I could be expected to do do [sic] my job properly. All trades of air crew had Flight Leaders, Navigator, Gunners, Wireless operator, Bomb aimer, and lets not forget the driver Leader for the Drivers airplane!!
This all ended in due course and our crew were given a posting to 432 Sqdn RCAF at Eastmoor who were equipped with Halifax Mark 3, same engines as Lancaster 2s and much better version of the Halifax’s at Dishforth, so all that study had paid off in the end!! My flying time with Squadron 432 are covered in those pages of my Log.
The RCAF was called 6 Group part of Bomber Command, most airfields had two Squadrons based on it, each was controlled by its own staff and did not always fly to the same targets nor even on the same days of nights.
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Usually the same nation were located at each base, so you had two Canadian Squadrons where I was, 420 and 425 at Tholthorpe as an example with my next unit. I just can’t remember which squadron was at Eastmoor with 432, the Lancaster book I mentioned before gives all the squadrons and I will just look to see which Squadron was at Eastmoor with 432 when they were with Lancasters. Doesn’t help, my book shows an HCU at the same base but that was to covert 432 from Wellingtons I think on to Lancaster II, they then changed to Halifax III just before I joined, need the same sort of book for the Halifax which I don’t have and maybe no one has! To continue both these squadrons, and 432 as well, were part of 6 Group. Each squadron was divided into flights the number I cannot remember nor can I recall how many ‘planes in each flight. I would recommend to you that you beg borrow, steal or even in extreme circumstances purchase a book called The Lancaster Story by Peter Jacobs it is distributed in the USA by Sterling Publishing CO Inc 387 Park Avenue South, New York it’s ISBN is 1 85409 288 8 it is a very fine book and gives much detail of the history and operational types of Lancasters I was given the book by one of Phyllis’s brothers and treasure it greatly.
We flew out of Eastmoor airfield. The airfields were just that, fields, hangers and other buildings had been erected, but I visited some many many years later and just the concrete runway was still there most had been removed for scrap and given back to the farmers, local drag car clubs still use some of them and guess those farmer with ‘planes of their own could land and take off on them. Although I do not recall the details of Eastmoor, I have read that the Standard Airfield design for heavy bombers was to have a main runway 2000 yds, and two secondary runways at about 60 degrees to one another of 1400 yds.
A fence had been errected [sic] around the perimeter and RAF Police patrolled this to keep strangers out, but guess if you really wanted in it would have been easy, gun positions were manned by RAF Regiment people with mainly light guns and fixed posts with bofors. The local towns were in the main villages, been there for centuries still using the roads that the Romans built, a village hall, for all the functions so a trip to one on a dance night would see all the lonely ladies out in force and us being the local best thing since sliced bread were over whelmed with attention, take your pick and hope her husband is not near!!!
Two crew slept in each nissen hut so no need to shout for quiet more like a moan about someones socks which were “humming”, don’t ever remember noise being a problem, none of us played craps or other gambling games like the Americans, guess compared to them our lives were a bit like “The vicar’s tea party”! There were no other ‘normal working hours’ type people in our huts so no problem.
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Life on the Bases 432 and 420 was the usual things. We played horse shoes, pool. I even had to have lessons from the wireless operator on the morse code and key. Buses were laid on to the local villages for the dances which were not all that popular, not too many lovely ladies there!! The odd trip into York but much the same old thing into the pub a few beers and away before the usual fights started between the armies of the Allies. Only those that had not fought anywhere had to prove how wonderful they were, just idiots, bit like the rubbish on earth today. nuf said!!
We didn’t have any “hours” as such when bomber crews, we were expected to be available 24 hours a day , but if “stood down” officially for a number of hours usually until next morning could go out of camp and be back in by 23.59, the usual time for late return from a night on the town.
Stations Order were posted on the various notice boards which would give times of lectures , and other places we had to be, one such was the visit to our camp by the Prime Minister of Canada, we had to line up to be inspected, not to bull parade more like a casual couple of lines of airmen of all ranks chatting away until he got near and spoke to some one, unfortunately the first three or four he spoke to and asked “Where are you from in Canada” were all RAF and not RCAF so when he got London, Yorkshire etc was a bit puzzled, one of the officers took him by the elbow and steered him in the right direction. We all wore RCAF brevets for our aircrew trade so not easy for him to know who was who, on my squadron only the Flight Engineers were RAF the rest all Canadians. The Canadians had a saying that I have just remembered, “Joe for King, home by Christmas” Joe was Stalin and King was the name of the Canadian Prime Minister.
So to recap, we were pretty free to do as we wished most of the time, and I like most others only read any notice board if we thought we were getting promoted, and left all that stuff to our pilot, who knew before we did when and where we were flying etc. That is why I got in such a muddle over my Officer’s interview, mentioned elsewhere I think you will find, just never bothered to read the notice boards!!!
Our missions were at first all night operations. As such I shall have to educate you about night and day in England, Winters starts about October/November and goes on until February/March, some visitors swear it never stops and is winter all year, but the important thing is that in these northern climes daylight ends very early and starts late so a man working a normal day starting at 8am and finishing 4-5 pm will always travel in pitch darkness to and from work. Taking off in darkness at 18.00 hours is no different from taking off even later. Darkness from say 7pm to 7am is 12 hours and we did not have bombers that could last that long and where would they have
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bombed anyhow? Hope that helps, just to take a random looking in the log book 6-10-44 15.45 take off to Dortmund all listed as night flying. Remember England is not too far from the Arctic Circle where 6 months of days and the 6 months of nights happens all the time!! At times we would land fairly early in the evening, but for another random look 15.9.44 22.00 to Keil 5.35 meant we got back to base about 3.30 am debriefing meal etc bed by about 5am, no early night that one.
If there had been a large night force out on a target say a 1000 bomber raid not every place was at the target at the same time, enough problems spread out, guess it would have been chaos otherwise so a raid would start soon after dark and continue until close on dawn when the day bombers took over.
April fools day found me acting as F/E to our Flight leader, Flight Lt. Cooper, doing circuits and landings at night for more than two hours to again check my skills, followed a few days later on the 4th with the whole crew doing the same thing. We passed this ok so now had to do a daylight cross-county to make sure we could go and come back!! The next day, the 8th, we did another “Bullseye”, this one 3 hours 35 minutes long, but were told they didn’t count towards points for a tour!
On the squadron you only got points for what you did operationally. While I am talking about a TOUR, it was a walk in the sun eyeing up the Canadian WAAFs, all who were very pretty and carried about a ton of makeup on their faces, my Canadian crew thought it wonderful, I thought they looked like a bunch of clowns Hey Ho. A TOUR was a certain number of operations 30 being the average but based on targets and what the service wanted so some did more and some did less I did 36, wanted to do more so that my crew could finish with the same F/E, as I had done some ops before joining them, I didn’t say anything to my Flight Engineer Leader but when he found out I had done more than I should have, he stopped me and sent me to get my new uniform as an officer!!! But that was yet to come of course.
On April 10th we flew our first operation, to Ghent, Belgium. The ops to Ghent was in all probability a German ammunition dump, a guess.
The raid is on so after a quick trip to the mess hall for a preflight meal it’s back to the barracks to put on my flight gear which is really only to dispense with the collar and tie, pull on the very large white woollen rollneck sweater under my normal working uniform top, pull on my flying boots and zip them up (keep hoping that the latest ones will be issued to us, these are impossible to walk in, made of foam and suede with long uppers lined inside with sheep skin, they certainly keep the feet and legs warn [sic] but after a few
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uses tend to lose their shape and “become down at heel” the latest ones are made from black leather as proper shoes and the leg portion can be removed by cutting the top off with the small knife hidden inside, more suitable for aircrew to walk away from the enemy after bailing out.
Down to the parachute section with the rest of the crew and draw my chest type chute and harness. On one operation we were told that ALL squadron parachutes had been repacked, a rumour had been circulating that a chute had had it’s rip cord pulled by mistake and all that fell out was an old blanket!! Parachute silk was much sought after during the war to make the “gift wrapping” that men looked for when their girls took their outer clothes off. We always poked a finger into the corner of the case to feel if there was silk (nylon?) inside.
Time to board the truck to take us out to the aircraft, as we called at each dispersal point calls of “race you back” and some not quite so pleasant were made to those climbing out, at last we were at our ‘plane, tumble out and grab our bits and bobs, I had in addition to my chute and harness a tool bag with a few spanners, pliers, bits of useful wire, string etc, other had large bags with the navigation and wireless bumf, and the tails gunner probably had a brick or lump of old iron.
We all climbed aboard to put our things in a position we could grab them if needed, my chute went on the floor in my position, as did my tool box, then I fitted my chute harness on making sure it was tight and properly fastened. down to the tail to remove the elevator lock and start doing my normal checks before we started the four engines, I had an aircraft log sheet to fill in, with what fuel was in which tank, and as soon as we started engines, all their details must be entered., by this time we had all settled in and a quick call was made to check that all intercom positions answered.
Halifax crew positions were spread throughout the aircraft. The bomb aimer’s position was in the nose where he map read if possible our mark of Halifax had no nose gun, it was found that fighters did not attack head on at night, various design changes took place during the war as needed so some had nose guns and some not. Then there was a blackout curtain, behind which was the navigator, then the wireless operator, all these at a lower level than the pilot, wop more or less under the pilot’s feet, up a bit the Pilot and behind him the Flight Engineer, who darted about as required. Then there was the mid upper turret and then tail turret. The Halifax had bomb bays in the fuselage behind the f/e position but beneath the floor but could be got at through panels if needed in the case of a hang up, also bomb bays were situated in the wings between the inboard engines and fuselage.
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In the cockpit where the pilot was were all the throttles, under carriage and flap controls, and the usual flying instruments. My position was also in the cockpit, where I would access the various contrls [sic] and dials needed to keep the plane flying properly. Only on very rare occasions did I have to help my pilots and that was if we had lost an engine and then only on landing. Once when a tyre burst as we touched down did he want a bit of muscle to keep it straight other than that managed without what seemed any effort. The Halifax position for the flight engineer was right behind the pilot, with my instruments, fuel, oil water pressures and temps etc on a rear partition, levers etc to change fuel tanks was either side behind the main wing spar. I had no resting place, no chair, so what I was only the engineer!! If a crash landing was going to be done all the crew expect the pilot could make themselves a safe spot by clinging together behind the main wing spar, so that was no worry, in a crash I would be as well off as the rest.
I was able to stand upright at my F/E position, and also when I assisted the pilot, think I could stand upright at the mid upper gunner’s position but needed to bend my back as I got near the tail, The inside was not pained as such, but from memory was a dark green in colour, probably the anti corrosion coating applied to Duralumin, Alclad and Aluminium sheets used to fabricate the ‘planes. The step up to my F/E position was about 9 inches, underneath was stored the oxygen supply for the whole aircraft, but I could still stand erect with my whole 68 and bit inches of height (the bit is much more important than the preceding 68 for those of us who are in a neat and compact package) I was able to turn round with relative ease, the space being sufficient for my needs, no windows of any kind apart from the roof astro-drome, the cockpit did have sliding windows both sides as well as a windscreen which was a great help to us, to see our way!!!, Both wireless operator and navigator had windows (non opening) complete with blinds for night work, there was also a large curtain between these positions and the bomb aimer nose, which was completely made of perspex in the Mark III version I flew in on operations, as far as I can remember we could all stand upright in the nose section where the nav and wop had seat with tables for their equipment. far from being cramped we all has as much room as we would require, not enough to hold a dance or even a large party but we could all move about with relative ease and reach anything needed to do our job. The fuselage looking back from my position which was just forward of the main spar, was really empty except for the mild upper gunner’s position, his lower body and feet only projected down about half way, with room to pass either side of him, we didn’t have the open side gun positions used in the forts.
During this time we had gradually crept up to the runway threshold and were now awaiting the green from the Aldis lamp, I had left my position to stand next to my pilot at the top of the steps landing down the wop,
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nav, and bomb positions, ready to hold the throttles open as we charged down the runway and to assist in any way wanted, I had already told the skipper that all engines were running Ok and so we set forth to battle.
The tail came up and we reached our “unstick speed” (whatever that was !!) the whole aircraft was shuddering with the effort of leaving the ground, a few skips off the concrete and we were airborne, time to take a breath, it had stopped completely as the trees bordering the ‘drome had got closer and closer, we once arrived back with bits of branches still caught in the undergear, and a failure of only one engine at that time with a full bomb and fuel load meant the end. Up with the undercarriage reduce the flap angle and set the throttles for climbing, synchronise the propellers, fill in the log book, reduce again the flap angle, check engine temps and pressures, change gills to get the temps right, stepping in and out and up to the pilot to do as he wanted, breathing heavily into the oxygen mask, which always smelt of rubber and rust and wet with condensation. I had to keep mine on to receive instructions from the skipper but most of the other crew could leave theirs unfastened until we climbed higher and went on to oxygen.
Back into my cubby hole, standing looking up out of the astro dome to see if we were in danger of climbing into some one else, all clear, down to the top of the steps to pile up the window and pamphlets that I would start to put down the chute later on, check all the engine details again, at every change of engine revs and at a regular period (think it was 15 minutes but not sure the log had to be filled in, a cardboard rotary calculator was used to work out what fuel had been used at certain revs and boost to check what fuel was left in each tank, the gauges were only a very rough guide!!
Not exactly a “Jack in the box” but I always took my job seriously and did all I could to ensure my side of things ran like clockwork, no guesses keep checking and worrying until home again safe and sound.
We had arrived at the altitude we were to fly at and engine revs and boost were reset, oxygen had been switched on at about the same time high speed had been selected on the supercharger for each engine, about 11,000 to 12,000 ft.
The navigator would tell the skipper at what time and which compass bearing he should be on to set course not for the target but the first of the course changes, and so with the constant roar of four engines, our little world of icy cold draughts, a lethal cargo, shuddering rocking in the streams of air from those in front, with many staring eyes looking for any others who might be near us in the black sky, seven young men went about their duty as they saw it.
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It was cold, it was apparently dangerous, if you worried about not getting back you probably wouldn’t, those that were frightened all the time were the real heroes, most of us just did it and were glad to be doing something to save our civilisation, not that we ever know just how bad things were or what a terrible bunch the leaders of the enemy were.
Yes I was a bit frightened on our first operation, but the ones that I always felt sorry for were the gunners. The pilot and engineer could see what was happening but were also very busy not only with flying the plane, but I had to record all the engine and fuel tank details plus other odds and sods. The navigator and wireless operator were shut up in their places with little to see from a small window and were themselves busy with their bits and bobs. The bomb aimer was in all probability stretched out full length looking at the sights below waiting to do his bit and telling us what he could see to help us avoid others and ensure we got where we were supposed to go. But the gunners isolated in their turrets had only themselves to talk to and fear can become a self promoting thing. Being busy kept me from being too frightened to do my job properly, and I can honestly say that I never really felt fear just a bit of apprehension on some operations, but more of that later.
There was no way to tell if we hit the target, not unless we were told so later. Most times, as here, we were not the first on target, it was all organised on “waves” so the thing was usually well alight or just a ploughed field by the time we got there. What we added to this was difficult to say or see from our altitude. The bomb aimer would see all the ground targets and perhaps what happened when the bombs landed. I was busy with my jobs and searching the sky above to help the gunners, didn’t really see a great deal. Sorry I am not able to give you a graffic [sic] picture of bombs falling and targets blowing up, Hollywood might but they live in a dream world anyhow!!
When we returned from our first operation, we were told the mission was only worth one third of a point!
We did not fly again for a week and then only flew a cross country exercise. On the 18th we flew an op to Paris. Ah Paris!!! Do you really think it was lit up??? All we saw were the flashes of bombs going off and the crash and flash of anti aircraft shells trying to get us. Every target we went to sent up flak, the Germans seemed to really hate us I wonder why? Until we started daylight operations we only saw what was lit up by our bombs and must say we didn’t hang about looking at the sights.
A five hour mission. How can it take five hours to fly to Paris you ask? The time taken to get to a target does not indicate how far it was, to confuse
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the enemy bomber tracks were deliberately set out as if a certain target were that night’s one when in actual fact we went elsewhere so the navigator did not have a period of nothing to do but was always calculating when and where to turn onto the next part of the course, gaining or losing time if necessary to arrive on target at the correct time, and checking on drift from winds not as per listed, and adding anything in his log that was of use to others, such as new flak sites. We never flew directly to any target nor flew home the same way, always many twists and turns to fool the enemy, those that chose the easy way home often didn’t get there, we followed the plan as set out by our squadron commanders, in our case it worked!!
Again, only one third of a point for some reason. Two nights later, on the 20th, we went to Lens, Belgium on an operation for which we were given one third of a point again!! I can’t seem to remember any reaction to this grudging point system, good boys did as we were told!! Funny thing is that most of us never really worried about reaching the end of a tour, the mateship of the crew was more important, ie just look at my and others search for old mates we flew with, can’t afford in most cases to get really together but nice to hold hands at a distance!!
On 22 April 1944 we went to the Ruhr Valley, known by all bomber crews as Happy Valley, solid flack from end to end.
Flak was present not just over the target of course. There were flak sites all about, and even flak ships. flak ships were in fact ships moored off the Enemy coast and were very bad medicine for anyone foolish enough to fly over them, guess being cooped up in a ship and see sick some of the time made the crew mad as they were very accurate and fast with reloading. Flak ships were well documented and only the crews with poor navigators or ‘planes in trouble ever went near then, we saw but kept well away!!
A slight shuffle off course, there were many flak towers of our own situated in the Thames estuary which were just as lethal as the ships, some years after the war and many years from now took one of my boys out to one in the first runabout I built, pretty massive things and I took a couple of photos to prove we had been there, our boating friends all turned back halfway and chickened out!!
Back to Happy Valley, the flak was heavy. Dusseldorf was a very serious affair, bits of red hot flak flew about inside the ‘plane as the shells burst, our navigator got hit but fortunately right on the torch in his May [sic] West (flotation vest), made him grunt a bit but he was Ok to get us home again. I had to check all manner of bits that got damaged, seem to remember the fuel control levers, about ten of them got damaged and it was a nightmare of a lottery which bit of frayed wire controlled which tank, but guess I must have
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done the right thing because we got home!! Just remember all this is being done in more or less pitch black darkness with the “driver” dodging flak burst and weaving about for the gunners, none of it calculated to appeal to the faint hearted!! But I wanted to get home as well and could have been on a promise from my latest girl friend, what more incentive could a guy have? Over Dusseldorf we were hit by flack. We returned safely. This was a full point towards our 30 needed.
On the 24th Karlsruhe was the target, and Essen on the 26th, back to France on the 27th to Montzen one whole point for this one, but on the 30th again over France to Somain and back to 1/3 point no idea why.
My log book for April lists 40.15 hrs operational, total 56.05. It is signed by Squadron Leader (rank about Flight Lieutenant shown as F/L and S/L) Officer Commanding (OC) “B” Flight This Officer was in overall control of all LEADERS for that flight of a number of aircraft and men to fly them, The ranks when I was in the RAF were Pilot officer, Flying Officer, Flight Lieutenant, Squadron Leader, Wing Commander, Group Captain, won’t bother with the rest, but the rank did not signal the position held visa vi aircraft operations as these ranks applied also to medical, religious, cook house and all other branches concerned with the RAF so a clerk could be a Squadron Leader if an officer, got it? BUT no non-flying type ever got to be incharge [sic] of operational people, want a riot do you? Unless you had pilot’s wings, very few other crew members ever made it to high rank, had to be a “driver” to get to the top. and so it should be I say!! Driver a term used by non drivers to put them in their place at times of getting about themselves, like chatting up your girl or not standing their round at the bar!!
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Underlined] F/E Reg Miles [/underlined]
May started with an air to air fighter affil. A Fighter Affil was us in a Halifax or Lancaster bombers in daylight practicing avoiding a fighter and a fighter doing the same to us, or should I say trying to us down (in
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theory we hope) camera guns used, good fun if you like sick making dives and climbs, as Flight Engineer the only one of the crew in constant free fall, all others belted in and the pilot having a real fun time as he tries to make the slow bomber do things never designed for it!! Hope that tells you what fighter affil was, never tried it at night guess not too many would land again in one piece, with 19-20 year old boys doing wheelies in the sky with permission of the 24-25 year old bosses!! But this one we didn’t finish due to the weather. Heavy cloud moved in and the exercise was D.N.C.O duty not carried out! My Log book will show by each notation D.C.O. or D.N.C.O. DCO is Duty Carried Out, DNCO has a not in it!!!
In fact May was a bad month only two ops. The first was to France at Le Clipon. I note that on the night of the 19.5.44 ops Le Clipon that there is a small red note 15x500 could be what bombs we took!! The second mission in May was to France as well, to Mont Couple for a grand total for the month of 2/3 of a point. Most of the time was spent night flying about England doing more training.
A recent TV show about drugs, reminds me of something during my service, which many people may not know happened. On at least two occasions we were drugged!! Not too sure which ones it was but, you see we weren’t ever told what was being planned or cancelled, just called up to do a raid. Once we were pulled out of bed to do a raid and given pills to keep us awake, the raid was then cancelled after we had climbed aboard out planes, we were then given more pills to make us sleep. No idea what the pills were or even if they worked!!!
The second of June started much as May with an op to Neufchatel in France for another one third point, and on the 12th six days after D Day, Les Lauzon and I were marshalling V Victor from our dispersal to the main runway, as I unlocked the elevators by pulling out the large pin something slipped and my hand was trapped and very badly cut, I had to be taken to the hospital, sewn up, bandaged and my arm put in a sling. No possibility of my going on the op so a spare F/E was called up in my place.
Later that night after some pain killers and a rest I heard the 432 ‘planes returning and went down to the Ops room where all returning crews had to call in and give our statement of events, what we saw, if we could give any details of aircraft shot down, and all the details that would help to decide if the target had been hit. When the Station Adjutant saw me he had a fit, my mother had just been sent a telegram to say I was missing on operations, my crew had been shot down and would not be returning.
This was a great shock to me. It would also be a shock to my parents. and as it was now just after 8 o/clock in the morning knew that my
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Dad would be at work in his office on the docks at Dover, gave the Adjutant the number and was put through in record time, told Dad I was ok and would explain the details when I saw him.
Each crew shared a nissen hut with another crew, not a happy situation when the other crew went missing, but the padre or one of his staff quickly gathered all the stuff up and it was sorted out by one of the squadron officers to send to the parents, anything not nice was removed. I was lucky my stuff was not sent before I managed to let them know I was still on camp!!
Nothing for me to do on the base so home I went on the next train from York to Dover. Trains, now that is something that you should all enjoy, no Air Raid Wardens, the guard just turned off all lights when an air raid warning was sounded, if a tunnel was near the train would go in there, but we are only talking about trains near the coastal regions, hit and run raids were the ones that tried to get trains, trucks etc but that soon stopped when the RAF squadrons became equipped with plenty of fighters to scare the low fliers away, happened to me a couple of times on my way to Dover on leave but really not a worry, worse things happen at sea we always said. Train travel was dirty, uncomfortable, long delays, overcrowded with troops and all there [sic] gear going about the country, only very rarely would a seat be available and soon given up to the lass with a baby on board or in arms, the corridors solid from end to end, tired people going back from leave and even more tired people going home for a spell away from war, but in some cases going into more war if their home was in the south, not that the north escaped bombing raids but it continued for longer in the south in fact almost to the day war ended, V1s and V2s almost to the end. After I was made an officer I travelled first class, now that was good if I had a travel warrant, not so hot if I had to pay for it, lot of rubbish I thought but must do as I am told like a good boy.
I arrived just after eight the next morning and phoned Dad from the Railway Station, he picked me up and took me home, Mum was at the local corner shop and post office, all the staff knew me and also knew about the telegram.
I did not notice a great deal about the Normandy build up, the landing happening on the 6th. We flew over the south of England on our night operations and sometimes were on our way home at dawn we would see the build up. As I usually spent time with my father in the Dover docks while on leave would have seen what was going on. But remember Dover was always very busy and some parts were off limits to every one, any double decker buses used on that part of the coast had all the top windows locked and pained on the outside black so no view of what was happening about the place.
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D Day itself, however, must have come and gone without me noticing it. A bit like V Day and J Day. I was in all probability flying somewhere, or coming from somewhere by car, train, boat, or foot, just never registered, but see years later the crowds in London celebrating, guess they were lucky to be there at that time.
Being home with a wound, I thought I would have some luck with the local girls if I spun the yarn that I had swum the English Channel with one hand, didn’t work out that way because a couple of days later I had a big lump behind my ear and a raging headache, high temperature and not a well boy at all. Dad took me to the closest Military Hospital which was in fact at Dover Castle (built by William the Conquer 1066), beneath which miles of tunnels had been cut and a large and modern hospital installed, I was told that I had an infected scalp, the poison was draining into a gland behind my ear and would take a while to heal, perhaps brought on by a combination of shock from my injured hand and the loss of my crew, a close bond exists when people depend on each other for their survival and air crew had a very close bond. I was taken by ambulance to an old country mansion up the valley a few miles inland from Dover, this was on or about the 10-12 June 1944, no medicine was available to treat my condition, just aspirin for the pain and high temperature, I lay in bed staring through the large windows hoping for sleep and return to health and wondering what had happened to my crew, night time was the worst, nursing staff all asleep upstairs and every one else snoring their heads off.
Then to make matters worse the Germans started sending over Flying Bombs on the night of the 13-14 June and every night and day after that, these pilot-less aircraft had a rocket type motor which had a pulse mechanism that gave them a strange but most recognisable noise, when the noise stopped they just fell out of the sky and the one ton of explosives made a nasty mess of anything underneath. They were programmed to fly up the valley where I was laying sick in bed and on the opposite hills from my bed were 20 and 40m/m quick firing guns, which of course fired at each and every one they saw or thought they did. I swear they were firing straight at me and thought it very unfair that after putting up with Jerry firing his guns at me now my own side were doing the same!
After the war there was a newspaper article showing the location of all Doodle Bug strikes in Kent. I still have a copy, and it is copied elswhere [sic] on this CD.
I was in that hospital for more than a week until one afternoon the doctor seemed to think I was ripe and cut into this lumps behind my ear and out popped a golf ball sized ball that looked like wound up white wool, all pain went and the wound soon healed up,.
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A few days at home to get my strength up and I was told to report to 420 Sqdn RCAF at Tholthorpe in Yorkshire, where I was crewed up with Jim Tease as pilot and the usual other members of E easy, they had lost their F/E somehow can’t remember now why, but they were a nice bunch and as I had done a few more trips than them, was an old hand!!
One such trip they made without me Jim has only recently told me of. On the 25th of July 44, Jim relates, we started for Stuttgard with over-load petrol tanks in the wing bomb bays, and the fuel lines were plugged so we could not get the fuel from them into the main tanks, so we had an early return. He then says “think you were the F/E but book says Naish”. His Book is correct.
The new crew to which I was assigned was as follows. Jim Tease Pilot, Bridgeman Bombardier, Nicklen Navigator and best man at my wedding!, Baker Wireless Operator, Vaughan Gunner, and Yack Gunner. Our ground crew were LACs Jones, Milne, Parker, Smith and Sgt Berry. All were RCAF.
When I was stationed with 420 Snowy Owl RCAF Squadron our motto was ‘pugnamus finitum’ which translated mean (so I’m told) ‘We fight to the finish’, now my long time RAF mate, (Halton, South Africa etc) arrived on the companion Squadron at Tholthorpe, good looking always got the pretty girl, 425 Alouette RCAF Squadron motto ‘Je te Plumerai’ “I shall pluck you” how appropriate for a French Canadian outfit, the re-write by all and sundry is painfully obvious, even more so for my mate Darce, got through the war OK but lost touch in 1947 and just hope he is still doing what he always did best!!
Our first op together was on the night of 28th July to Hamburg in Germany, the port inner lost all of it’s oil over the target, flack put a hole in a pipe so we returned on three engines and for some reason it wouldn’t feather so that was added drag but we made it back in one piece, and all felt good that one was over.
On the night of the 31st we were over Deuf-en-Ternois and had a slight argument with an ME109 we both tried to get into firing position and the Jerry pilot realised that he might come off worse if he didn’t go away which he suddenly did, we were happy to see him go!! We again had problems which meant we couldn’t return to base but had to land at Skipton an emergency aerodrome equipped with FIDO.
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Landing away from home usually would be on a FIDO drome. Once landed, our ‘plane would be towed clear of the runway and dumped for us to sort out in daylight, we would get our heads down wherever we could and as it was often nearly dawn by the time we had sorted out our problems we would get some more fuel get the fans fixed and fly back to base, where we would then be de-briefed have a meal and either get some kip or get ready for the next one.
August 3rd daylight to Foret-de-Nieppe in France target an ammunition dump. Flying at night we all went our way and took no notice of friend or foe unless forced to, by daylight the powers that be decided we should fly in, and practice formation, all very good for them that always get lost or need to hold hands, not us we know where to go and what time we should be there so get out of the way and follows us if you like!!!
Perhaps I should try to relive the first daylight raid I went on, that would have been 3:8:44 Foret-de-Nieppe. I mentioned before that as far as flak we never had a free ride, well the flak this first daylight one is well remembered.
It seemed all very strange at first to be able to see what we were doing, not having to squint with hardly any illumination to read gauges and find things by touch alone, so a bit like a holiday as we set “sail” to our target. All our friends around us, not I hasten to add in formation, but at time close enough to be able to recognise some and even give them a wave as we passed close. We of course were heading in the correct direction for the target, where some of the others were off to we did not know, kites flying off all over the place, and yet at night we all arrived where we should be, but how we missed one another in the dark is a mystery. Thinking about it, all the navigators were in their little cubicles without reference to what was happening outside and were working out their own headings taking into account the wind directions and the aircraft speed, so were doing their own plans to get to the target on time, bit like modern motorists taking different roads to get to their work places on time. Any how the skipper and I looked at the mess of planes going every which way and remarked that some of them must be mad, not us we knew where we we [sic] going. Gradually things sorted themselves out and a few of us were going in roughly the same direction, not all at the same height I might add but you can’t have everything can you? As the holiday spirit continued we saw some of our ‘planes cross our path and joined us, where they had been no one knew, but we had a gaggle of bombers heading towards the target. Crossed the coast of England and could see the French coast coming up, no need for the bomb aimer to tell the skipper and I but the navigator would welcome the information and the fact that we were not alone anymore!!
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“Ten minutes to target” came through the inter com from the navigator and as was usual a heading for the skipper to take as soon as we had dropped our bombs, often a lot of noise over the target so best to get our escape route sorted before going in.
And there was the target the first wave had been in and were on their way home again, but it was impossible to get to the target, one solid mass of bursting flak, not enough room between the bursts for even a small ‘plane let alone a bomber. The skipper and I stared through the windscreen, we did not say anything but guess he felt as I did that this was going to be one hell of a trip, the holiday was over that was for sure.!! The bomb aimer was crouched over the bomb sight giving directions, only the skipper and I could see what was in front of us but in we went and all was suddenly revealed to us what we could see were the shells that had burst, the ones to worry about were the ones that were on their way up, not quite back to the holiday spirit, but survival was now possible, the great puffs of stinking smoke were swept aside as we juddered from near misses and kept on course to our dropping point, a quick look around the sky showed our friends doing what we were doing and guess we weren’t the only ones to have had a bit of a fright at our first daylight op.
Daylight operations were less stressful then night missions I would say over all, though we didn’t know about stress then. We could see what we were doing as we took off and every one in the crew could do their job without trying to see with a very dim light, the wop and nav could even see outside through their windows, not having previosly [sic] seen the bursting flak, and burning ‘planes, the first time in daylight may have been rather a shock for them!!! For our pilot I’m sure it made life just a little easier, taking off in the dark with a full load, not able to see where you were on the runway or how close to the end and it’s obstructions you were, for me it was a strain but for him trying to physically lift the beast into the air must have been a constant worry, and landing back in the light at base where he could see all the other circling ‘planes, the runway not a shadow but there in all it’s concrete glory was much easier than trying to figure out where everything on the ground was and where he was in relation to other unseen aircraft. I suppose both kind of operations had their good and bad points, at night you crept into the target like a black cat in a black room, unseen you hoped but concerned with contact with both fighters and your own friends, navigation difficult because of lack of ground sighting, landing and taking off harder, even taxing to a dispersal difficult at times. In daylight everything could be seen even you over the target so no hiding in clouds, just fly in and drop the bombs and get out again, not sure which I preferred, if you survived all were good!!
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We had fighters flying with us to keep the enemy ones away, so just a little of the holiday spirit came back, but on future ones we had the sight of bombers falling to the flak, my most vivid one was seeing a Flying Fortress some miles away have a wing shot off and counting the parachutes that came out as the ‘plane tumbled over and over and eventually disappear through the clouds. But for this trip there was none of that, and later it was very nice to see all the other squadrons from the many ‘dromes in our part of the world circling their airfields to go into land, some had a few bits hanging off them, and I suppose some had injured aboard, but home was near at hand a mug of coffee well laced with rum and one more to enter in the log book as DCO.
August 4th daylight again to France a pilot less plane storage dump at Boiss-de-Cassair. These were the V-1 Rockets, or Doodle Bugs as they were called. All we could see of the target was really only a gap in the forest with the ramp for the doodle bug to be fired up for launching, and the rest of the site was hidden in the trees,. I guess the local French Resistance would have sent the information by wireless of the location. Afterwards, not much to see when a number of bombers have dropped a few tons of bombs on a target. We used 500lb and 1000lb bombs on these sort of targets. Not too sure what our maximum bomb load for the Halibag would be but must have been at least 6 ton, but please don’t quote me! The area looked like a very poorly ploughed field after we had gone.
Regarding Bomb Loads this what Jim Tease, our pilot, has in his log book and I feel he is correct in what states. “We made many trips with 16x 500lb bombs, others were 9x 1000lb + 4x500lb. only one trip with a 2000lb + incendiaries, no record of taking a 4000lb believe the bomb doors would not fully close on a Halifax if one was loaded, bombs and petrol load would depend on the target and it’s distance from base”.
August the 5th daylight yet again to France this time ammunition stored in caves at St-D’Esserent. As usual there was no way for us to know if our bombs hit the target, whether we exploded the ammo dumps inside their caves or not. The explosions caused by our bombs 500, 1000, 2000, 4000, bombs going off do tend to make a lot of smoke and fireworks so unless we were on the ground hard to tell our bombs exploding from the enemy ammo or target going up, we did sometimes get a report days later from our briefing officer to say “well done target gone”.
It is a bit hard for me to explain about what was saw on the ground both in England and over the enemy, you see when I was flying passengers in Avro Yorks, from UK to other parts of the world, one of the first things passengers used to say as well climbed up to 8000 ft our cruising height was “Oh look the sun is shining” they didn’t seem to understand that it always is!!
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The highest we ever bombed at was 24,500ft all crew members with paddles going like crazy!! But that is still well over the cloud layer. Because that part of the world is more often than not shrouded in cloud people forget that above the clouds there is always sunshine. So you see most times we were over cloud, never saw a completely cloud free sky.
August 7th night operation to bomb Tanks and artillery in the German line at La-Hougue. You will note that August was a very busy month, nearly every day we were out either day or night, can be a bit confusing to remember what and where we went, guess one target is much like another, lots of flak, bits of hot stuff flying about just ajumble in the memory, one thing that does stay vivid and I really can’t be sure just when it happened or which target it was, only know it was at night and could have been in August. I think it was this mission to La-Hougue.
We took off on a very dark and rainy night and were told that the cloud and rain would clear just as we got to the target, we seem to have started our night flights very late at that time. Well we climbed to our cruising height and were in thick storm clouds, listening hitting us and rain very heavy, the whole aircraft glowed with static electricity and large rain drop slid along the radio wires like illuminated ping pong balls, to burst as they hit the fins and rudders, the ride was very bumpy and the skipper and I tried going up or down to get clear of all this storm without any luck, just before the target was reached we flew into bright moonlight, bombed and returned within minutes into what looked like a solid black wall from ground to the sky and flew in this muck all the way home, I see we landed at Tilstock on Fido one night so perhaps that was the night, have a vague feeling that we were one of the very few who made it to the target that night.
August 8th Daylight to France to bomb oil storage dump at Foret-de-Chantilly. On the way home from this mission, or perhaps one of the other daylight missions, an enemy fighter came toward us. The Germans, however, seemed as cautious as my crew was. There were plenty of targets in the sky for the fighters so why risk getting shot at if you could creep up on a crew too lazy to do their job properly. So when this fighter approached us in daylight our gunners gave him a warning burst at a distance and he just turned away. However we watched as he dived straight on another ‘place about a couple of miles away and shot it down. That crew had not been alert and did not see him coming. We were all on our way home, but the time to relax was on the ground not in the sky.
August 9th night operation to Foret-de-Nieppe to bomb ammunition dumps. What does this mean, you might ask? Was it like they show in films? Like most people I often view WW2 films on the box and have
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always wondered which war the markers were intending to show, certainly not the one played a little part in. You see when a bomber is shown being attacked by fighters or anti aircraft fire there always seems a lot of shouting and the intercom is full of talk, not on any bomber I flew in, or passenger one either.
So let me go through what I and the crew did. On the ground we were the usual young, bugger about, chase the girls, have a drink etc boys, but once in the ‘plane that all changed and the pilot, skipper or skip as he was known was boss, not in any heavy handed way but no task was started without his ok and all functions were reported to him.
So he and I marshalled the aircraft in a position allocated to us for that night’s raid on the perimeter track leading to the runway in use, there we left it while a last meal was had, briefing concluded, and we as a completed crew were then taken by truck to our ‘plane. The Canadian Salvation Army called at each ‘plane as we waited to board, handing out cigarettes and chocolate, and a last fumble in the layers of clothes was made to get rid of any urine likely to cause pain, no toilets on our “kites”.
A green light was shone from the small caravan parked at the end of the runway to tell us it was time to climb abroad, this caravan was painted in large black and white squares, a Perspex roof blister was used to signal to the crews and need less to say it was towed away before we started to land back after our raid, with the way some of us landed it would not have lasted very long in one piece likewise the occupants!!
Each one of the crew settled into their place and checked that all was ok with their bits and bobs, the pilot would then call each position in turn (not by the persons name but what position they occupied, ie rear gunner, navigator, etc) and each crew member would reply along the lines of “OK SKIPPER” I was often left to last and was given the order to start engines when my turn came, after all we running satisfactory, I would log the start time and all pressures and temperatures etc, the navigator would no doubt make a note in his log of this time also, when our aircraft letter was flashed from the control caravan we would taxi onto the runway, I would select what angle of flaps the skipper wanted, set take off boost and hold the throttles behind his hand to ensure we stayed straight along the runway. As we climbed up I would only raise the undercarriage and flaps as he ordered, setting climbing revs and boost as he wanted, and would without any order synchronise the engine revs on each side so that the propeller blades did not rotate in respect to one another. If we were one of the first in our squadron to take off we would gradually climb to the operation height and circle the ‘drome until all our aircraft were present, not that we could see much on a dark night but we had a set time to “set course for the target”.
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During the climb and setting course for the target one very important job was the charging and locking of the Hydraulic accumulator, this was an emergency charge of hydraulic fluid which would be enough to lower the undergear and even the flaps if we were lucky, should damage to the engine which drove the pump or the system itself be damaged. Was just a large cylinder connected to the hydraulic system filled with air (what this was pressured to I have forgotten only 56 or so years ago so sue me for having a bad memory) fluid was let into this cylinder and charged to a certain pressure (sue me) and the cock turned off so the fluid was held under pressure by the air also in the cylinder, in an emergency the undercarriage would be set to ‘lower’ and this cock turned on and hopefully this stored fluid would lower the gear, Got all that? Phyll just read the first part I sent and was rather surprised that I could still know what to do but not sure if the RAF would still require my service!! Back to the plot!!
As we reached about 12000ft I would change the supercharger speed to high, make sure all the crew were on oxygen, and fill in all the details in my log these included petrol consumption and which tanks I was using, I always tried to have an equal amount of fuel in each tank by the time we reached our target so that should a tank be punctured we only lost a small amount of petrol, but each time I changed tanks permission was asked from the skipper and he was informed when I had done it.
There we are drifting along trying to make sure we didn’t bump into any of our own ‘planes in the dark sky, all lights were at dim, mine to fill in my log was at a glimmer when wanted, all the pilot’s instruments lights very low and the blackout curtain between the bomb aimer’s position and the navigator and WOP very tightly fastened, both working with minimum lights. And it got cold, the gunners and bomb aimer had heated suits but even they felt it, as for the navigator his hands were too cold at times to hold a pencil and asked the Skip if I could direct hot air down to his position, The skip and I already partly frozen but to get there and back we needed to know which way so hot air it was and some of our bits that might be wanted in more pleasant times went into cold storage.
There was no chatter between crew members, and if someone left their mic on by mistake he was soon reminded of the fact, young as we all were I am reminded of very professional we were, perhaps that is why we survived to tell our tales!
This professionalism was needed. One night we had a Halifax with a mid under turret, not a standard feature in earlier models, and a gunner was added to our crew to man it. The gunner we were landed with saw more enemy fighters in the 6 or so hours we were airborne than I think were
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available to the Germans at any time during the war. This excitability was not helpful. We go rid of the mid under and that gunner.
Why we survived and others didn’t was because we took notice of the experts (those pilots and crews who had done it lots of time) you don’t fly straight and level thinking of nothing much, but weave and bank slightly so that the gunners get an all round view of things, there is no blind spot under the tail if you stay awake. No need for a lower turret to fill that blind spot then.
I can only speak for myself but guess all the crew were feeling as I was, and that was that our navigator would take us there and back, our gunners would spot the attacking aircraft in time and either shoot it down or scare it off, our pilot was second to none and would steer us through whatever came our way, our radio operator would get a fix, receive a message, and let us know what was happening, our bomb aimer would always hit the target, and I would keep the old girl in the air until we got home safely again. So there was no need for lots of chatter we all did our jobs and depended on the others to do theirs.
The navigator would sometimes ask the skipper if I could do a star shot for him, over my position I had an astro dome, would unload the sextant from it’s case hang it from the hook, wind up the clockwork 2 minute time and after I had found whichever star was wanted tell the skipper and of course the navigator I was ready when they were, the navigator would tell me when to start and I would press the trigger and try to keep the star in the mirror., at the end of the two minutes a reading of the average of all my shots would come up on a panel which I would give to the navigator, on the ground I had been averaging 2 to 3 miles, not as good in flight but handy if other navigating items were not up to scratch.
The bomb aimer was in the nose during the flight and gave what information he could to the skipper but the navigator also heard it and it would be something like this “Coast coming up skip” “crossing the coast now”. Now we were over enemy territory.
Details of flack ships and sites seen in action would be reported much the same, no panic just facts. The gunners would report fighters positions and would not fire unless ordered to. We were told that on some nights our fighters would be in the “stream” so gunners watch out for them, and they would circle the German dromes to shoot down any fighters taking off or landing, the Germans did that to our bombers early in the war but as we got air superiority it was our turn to be the nasty ones. Still, Fighters of any type all were enemy until they proved otherwise. Very few of either nation came
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near us. In most cases the fighters saw we were a threat to them and went elsewhere.
Although there was sufficient ammunition for whatever may occur, our own use was very minimal and mainly used to test fire the guns soon after airborne, our job was to deliver bombs and drop them hopefully at the right place, which we seem to do most of the time.
One night standing in the astro dome doing my bit of searching the sky I looked up and saw a FW 190 almost within touching reach just above me, would not have been 10 feet away. I told the skipper and of course the gunners wanted to have a go, but as the skipper said we are supposed to be bombing and will just slide away but if we see one the way back shoot the bastard down. The FW covered the sky, was flying quite close and not much faster than we were, no doubt we could have given it a very sore bum. But the skipper rightly said no, could have all gone wrong anyway, maybe his mate was close at hand and while we blazed away at one, another could have had us who knows?
Remember that this is flying in darkness. We had radar, but not for seeing other planes. We used radar in a thing called H2S, shows as a small bulge under the fuselage of bombers, used to show a map of the ground and useful for bombing on nights with full cloud cover. Radar, good if you are a fighter but what good would it do us, never switch any radar on even H2S unless needed, gives out a signal for the enemy to follow and get you, switch it off and use the mark 1 eye balls.
There were very many different anti fighter systems used, these names are all either tail warning devices (which caused more trouble that they were worth) special aircraft with German speaking radio operators who would tune into the German fighter directors and give conflicting directions, The Germans would do as we did and use people with distinct dialects to stop this, microphones were installed in the engine bays and this sound would be sent out on the fighter wave lengths to stop the information from being received. Gee was a navigation aid using three or more radio beacons and a special receiver, window you know about but many different versions of Radar were used to block fighters, G-H, Oboe, Serrate, Monica, ABC, Corona, and many names I either never knew or have forgotten were all warning devices fitted near the tail to warn rear gunners of the approach of night fighters, I suppose some lives were saved until the Germans had a crashed ‘plane to work on and then it was just the reverse, switch it on and get caught! All of this electronics, if on board for this mission, would be in use or ready for use while we moved towards our target through the night sky.
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The navigator would also tell the pilot that it was time to start “window” and at what rate, another of my jobs, as was the dispatch of leaflets to inform the enemy that it was time to give in, why didn’t I ever keep some??? So you have a very noisy ‘plane with not much chatter going on all the crew going about their jobs quietly, checking with the skipper if required and all hearing what was being done to keep us safe.
The view from the cockpit at night was minimal, the occasional flare of a bursting shell which changed to continuos [sic] bursts as we got near the target or passed near flak sites, the halfseen shapes of other bombers or fighters with muffled flames from their exhausts, from the astro-drome on a clear night, the dark blue inverted bowl of the sky pierced with a multitude of twinkling lights, but these often shaded by the dark shadows of friend and foe as they passed by.
Dark nights and heavy clouds were the norm, rain and lightening greeted us most times, eyes strained to see what was not there, but ready to give a warning of any contacts either friend or foe.
A master radar controlled searchlight may catch us and very soon we were “coned” no panic, every one closed one eye to retain night vision, and either the bomb aimer or the rear gunner would give the pilot instructions about the best way to get out of it, usually to dive down the master one and do very sudden sharp turns to one side, always got out before any real damage was done, and never ever thought we wouldn’t!!
Now we were nearing the target and the ‘plane jumped about as we flew through the wake of our bombers ahead of us, on a thousand bomber raid at night over the one target things get a bit hairy. Some of the sudden jumps are not ‘plane wakes but the burst of anti aircraft shells trying to send us down, but at night you see the flash, hear the rattle of splinters, check that all is well with the crew and our ‘plane and just carry on. The navigator would tell the skipper than it was say 5 minutes to target, the bomb aimer would have set his bomb sight to drop the bombs in a certain pattern, we had wing and fuselage bomb bays, and with the right pattern the pilots had an easier task to control the ‘plane as it lost it’s load, a 2000Ib ‘cookie’ really gave us a quick lift when let go, I can imagine that some of the Lancasters that carried and dropped 12000Ib and larger “earthquake bombs” really hit the heights when relieved of their parcels!
Now all eyes were searching the sky even harder than they had been, searchlights were weaving their way across the sky, catching a plane which was lit up and looked just like a moth around a lamp, sometime they slid out of the light, some time they suddenly flashed into extinction, and some
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times the flashing of guns was seen as a fighter chanced his luck amongst the bursting anti aircraft and was answered by the bomber gunners.
The flashing of bursting bombs, rattle and crash of anti aircraft shells bursting, searchlights sweeping the sky and settling on some lone ‘plane to be followed by the stream of incendiary bullets, all make the hearts of the night bomber crews halt for just a fraction as they go about the job of beating the foe into submission. Hearts once young and tender soon become hardened to this show of defiance, but not to the sudden eruption of flames at their height as one of their own is hit and spirals to destruction, “bastards” comes through the intercom from all quarters and the empty bottles, bricks and old iron brought for this occasion are pushed out of gun turrets and down flare and ‘window’ chutes, the rage is personal you can’t do this to ours is the feeling.
All in all over the target it was quite a busy place to be and we still had to reach the aiming point drop our bombs and beat a hasty retreat. Each plane that was hit was reported and logged by the navigator, new anti aircraft gun sites logged, ‘window’ and leaflets pouring out the chute, bomb doors opened and from the bomb aimer ‘steady, left steady left steady hold it hold it and the magic BOMBS GONE, bomb door closed, new course from the navigator and turn for home, but still aware that his was perhaps the most dangerous time, many crews relaxed and never got home. So search the sky dodged the ack ack and searchlights, perhaps put on a bit of speed by dropping a few thousand feet, and again that most welcome call from the bomb aimer still in the nose ‘coast coming up, crossing the coast’ and now I could eat my bit of chocolate, and just ease a little.
The wireless operator would be giving weather and other information to both the skipper and the navigator, as the navigator and wop sat next to one another many messages were passed by notes to and fro, but one that sent shivers through us was
“Intruders reported over the ‘drome skip” not often but meant we could not relax even when we arrived back at base, never got caught, guess our night fighters got up and sorted things for us. So on a normal return to base we were greeted by the interlocking rings of lights from all the multitude of bomber bases in Yorkshire, and each one flashed it’s own recognition red light to welcome it’s pigeons home, no radio silence now as there was prior to take off, call in make our letter E EASY and given a height and position in the queue, and as we were called down and moved up in the queue sometimes had to loose our turn to one of ours with dead and wounded on board, or no fuel left or any one of the things that happen to planes that will go out searching for trouble, down we go and I stand by the pilot and do all the actions in reverse, undercarriage, flaps and so on, all the others are
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strapped in but not me I just stand next to our pilot and help him as and when wanted, down we go another perfect landing and taxi to our dispersal, the crew climb out to wet the grass again while the skipper and I switch off everything, lock the brakes and controls, and make our own way to a quick piss, climb in the waiting truck and head for debriefing.
Now we would give our version of events while we are handed a large mug of coffee liberally laced with rum. Here we report the sighting of the sudden eruption of flames at our height, which we knew to be one of our own being hit and destroyed – the sighting that sent us to throwing junk down at the enemy. But at de-briefing, we were told it was on a “Scarecrow” shot up by the enemy to make us afraid. But it didn’t, it made us mad and nothing the briefing officer could say convinced us that it wasn’t one of ours failing to their death. So was the whole thing counter-productive by both sides, we just got mad not scared, so the enemy lost that one and we never really knew if there were such things as “Scarecrows” just kept heaving out the junk.!!
After debriefing, we hand in our parachutes, and head for a meal and bed. Our ground crew would be busy checking E Easy for faults, some I will have reported on landing to them, the camera film will be taken from the bomb sight and on it’s way to processing, and a hush will settle on this and many airfields while the weary rest for the next effort, but usually woken up by the roar of engines being tested for the next one.
The next one was August 12th, a daylight run again to France. The target this time was Foret-de-Mont Richard, more ammunition dumps.
August 18th Night to France to bomb the Railway Marshalling Yards at Connatre. must again had a problem because we landed at Skellingthorpe, returning to base the next day.
August 27th daylight to France to bomb a construction site at Marquise – Minoyecques being built to launch flying bombs on London.
I must add details of my selection interview by a senior RAF officer for a commission, My Flight commander had asked me to put in for a commission and when I failed to do so, gave me a direct order, sat me down and made me fill in all the forms, I just forgot all about it and rather than play the usual games that Canadian Air Crew used to while away the hours between operations of horse shoes, billiards and pool, I managed to convince the Station Engineering Officer to supply me with a hut, tools, bench, and a worn out Hercules engine. This I proceeded to take to pieces and section so that every one who was interested could see the inside of a very complicated sleeve valve engine, and perhaps treat them with just a
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little more respect! I would check with my pilot each day if we were flying and if not cycle out to my hut which was away from the main area and certainly not in range of the public address speakers. So I happily worked on my own getting my clothes well covered in oil and the aluminium dust from the sawing and filing which clung to everything this mean that I had to wear really old uniforms when working and must say that after a few hours in my hut did not look too special! A breathless Flight Sergeant burst in through the door and shouted with the little breath he had left ”Your name Miles?” When I replied yes it was, told me that that public address (Tannoy) had been calling for me for some hours to report to Head Quarter for my interview with Air Commodore. Said I would go back to my barrack room to change “No you won’t, I’ve been looking for you all morning and you go there now” Didn’t want to be an officer anyhow so who cares, arrived at Head Quarters on my cycle to be met by yet another Flight Sergeant, if anything more angry than the first, “Don’t you read Daily order Miles” I walked into the waiting room to find all other applicants polished and shining in their best uniforms, sat in rows like birds on a fence, my own make said “Hard luck Reg” Before I could answer yet another Flight Sergeant with great glee said “Miles you’re next” So In I went to stand in front of the table behind which sat My Squadron Wing Commander, The Base Group Captain, My Flight Leader and the imposing figure of the Air Commodore. Their eyes were all focused on the notes they were making about the previous applicant as I saluted and stated my name rank and service number. Eyes were raised and a look of horror passed over the faces of each one as they looked at this dirty silver speckled scruffy airman. The Air Commodore asked why I had not appeared when called before and how had I got into this condition. It seemed to me that only the truth would do and so I related my story of the engine I was working on and said how sorry I was that I had caused so much trouble. The Air Commodore asked each of the other officers if they were aware of my efforts and no one did, “ring the Engineering Officer and check while we question Miles” he confirmed my story and said I was doing a good job and hoped it would be finished before I left the Squadron. While this was going on The Air Commodore and I were chatting away about my service history and how far I had got with the engine, finally he said “I shall be pleased to welcome you into the Officer’s Mess in a few weeks time, we need more people like you who just get on and do things” So I walked out head high through the waiting room and said to all and sundry “I’ve got mine good luck to you”
Quite a busy month trying to help our ground troops push their way through France. I have not mentioned the training flights also carried out between operations, so that apart from the odd break we were flying most days and nights. My crew and I must have had some leave during the first week of September because my flight record for that month is a training flight on the 9th and a note that I had had some more practise at flying a Halifax,
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we only had one pilot on board and that was Jim Tease so if he got injured or killed who would fly us home? That left only me who did at least know how things worked but as I had no flying training on small aircraft it was very difficult to manage something so big and slow to react to the controls, alter the angle of the control column and it seemed ages before anything happened so learners always over correct and you end up with a ride like a fair ground switch back, I practiced whenever I was able always in daylight and most time on the return flight from an operation, tried a few times landing on clouds, more forgiving than the ground, think I could have got back to England ok but landing without a crash I’m not so sure!!
Back to France in daylight to bomb a German strong point at Le Havre on September 10th. I seem to remember that we were one of the last on target and all that could be seen were bomb holes on top of bomb holes, The RAF and American Air Force had complete air superiority so we had only flack to contend with and that could be very accurate because the Germans use Radar tracking.
September 11th daylight to Germany, to the dreaded Ruhr Valley, to bomb a synthetic oil plant at Castro-Rauxel. Our height for this drop, based on the aiming point photo, was 16,500’, and our bomb load was 16 500lb bombs. We hit it smack on and our photo showed that, still have my copy given to us, and we were given a guided tour of 6 Group Bomber Command in recognition of our skill.
The tour we had of 6 Group Bomber command was more for the Canadian guys, so they could oggle the Canadian girls, told you before I was not impressed so just saw lots of lush offices and big boards with meaning less maps and figures on them. Waste of time I thought but the rest of the crew liked it so that was OK.
September 13th again to Germany in daylight to bomb the railway marshalling yards in Osnabruck, I have a note that it went well so presume the target was destroyed, daylight targets were a bit scary after night ones but soon got used to it and at least we could see what we were aiming at and whether we had been right on target.
September 15th A night raid on the shipping port of Keil in Germany, this was a 500 bomber operation, we were coned by about six radar controlled searchlights on the approach to Keil, with German night fighter hanging about out of the cones, all had to keep at least one eye closed as the light was very bright and if we managed to get out of them the fighters would pounce as we would all be blind, Jimmy Tease handled the bomber like a fighter diving and side slipping all over the place even at one time diving down one of the lights, and got us out, we were however hit by flack
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over the target and the perspex nose fell right off, Red Bridgeman the bomb aimer had to hold the black out curtains between his position and Nick Nicklen our navigator while I wired them together, Red had to stand with his feet over nothing all the way home to hold the curtain against the howling gale that came in, Nicks charts had all ended up down the fuselage mixed up with the bundles of window that I was pushing down the window chute.
These were sorted out and Nick went on with his job of guiding us home, from my notes looks as though we or some of our Squadron hit the target so a good prang was noted.
I do remember this next mission, a daylight raid on one of those massive guns built into the ground with a barrel hundreds of feet long pointed at London. This was September 17th. The target was in France at Boulogne, our height in my log is noted as 2000ft. 2000ft is very low for bombing could get damaged by the bombs in front of you going off especially in slow old things like Halis – Lancs. This was the only low level bombing I ever went on!!! Although we would bomb from 2,000 feet, we flew down from base in Yorkshire at about 8,000 feet. This was a good cruising height for our aircraft, as we passed over many cities, towns, airfields, hills, barrage balloons, tall chimneys, and other obstructions for low level craft.
When we got to the English coast lowered our undercarriage and flaps pulled back the throttles and dived down to 2,000 ft over the channel. The lowering of flaps, undergear and reducing engine revs helped us to quickly reduce our height, the channel is only a bit over 20 miles wide not a lot of distance to get a great old lumbering kite down low and level out and on course to give the bomb aimer a chance to fund the target.
The dive over the channel was to get us down to 2,000ft quickly, at the low height we were certain to hit the rather small target and not the surrounding empty fields or buildings. We also had to have time to make the approach without crowding other aircraft. We had to watch out for ‘planes all round us because, at this altitude, if we were too close to one in front we could get our ‘plane damaged by a bursting bomb from the plane in front. So not quite the “milk run” it would appear to be.
The flight down to the target on this trip must have been a change, able to see some of the country side. Although the whole operation only lasted 4 hours, and so not a lot of time for sight seeing, no doubt the gunners and bomb aimer had a nice view. The only time I had to look was when I took a moment as we flew over the village where my parents were living, but I did not see any street or bit that I could say, “that’s where I live”. It is surprising how difficult it is to recognise thing from the air that you haven’t seen a few
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times from the air. But the skipper and I as usual were busy making sure we got there OK. Sounds as if he and I were always busy doesn’t it? Well we were, bomber pilots had it tough, long hours at the “office” in all weather conditions, responsible for a number of other people’s lives, not forgetting their own. My job was to help him, so I did, as best as I was able. I also wanted to get home again!!!
Once we were down to 2,000 feet, we pulled all our hanging bits back on board opened the taps, then bombed this target with all we had, again being very careful not to get too close to the bomber in front. All I saw was a few acres of mud which kept leaping into the air and rearranging itself, guess another case of over kill!! After the target, we climbed again after bombing to 8,000ft for the return run over the afore mentioned obstructions to our flight path.
This target was noted in the log book as a “strong point” which we were told it was at the time, no one knew what it was so it was decided to destroy it. A ground investigation later on found the gun, much to every one’s surprise at it’s size and pointing straight at London, various TV programmes over the years have shown it and it’s concrete barrel rising from deep underground. Checking distances with my M.S World Atlas I found much to my surprise that Boulogne is the closest point in France to London, closer that Calais by about 10KM, so an obvious place to put a gun of this range and size.
September 19th we took our old ‘plane to the HCU at Dishforth she had done 56 trips and had been hard used many patches and repairs has been done so with all her proud bombing trips still painted on her nose she went to train more aircrew for the struggle still to come.
September 25th off again to France in daylight to bomb a German strong point at Calais another target gone, our new E easy going good!!
September 26th to France in daylight again to Calais bombed Gun positions and the docks in the harbour, noted as another good hit.
September 27th daylight to Germany Bottrop in the Ruhr, have note that we bombed a factory on visual which means some thing had gone u/s. My pilot, Jim Tease recently gave me some more information on this mission. “I had a friend now deceased who was a navigator on 428 Ghost Squadron. He wrote a book about Ghost Squadron & I compared his report of trips we were both on, and found we had different visions of what happened. On our 31 trip to Bottrop on Sept 27 I indicate there was 10/10 cloud for the whole trip, the Master of Ceremonies (Master Bomber) of the Path Finders lost his way and we bombed where (our navigator) said the target area was
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located. Ron’s book indicates the refinery was hit & smoke rose to 17000ft. So much for records!!”
My Log Book for that raid states “10/10 cloud Bombed Factory Visual M/C U/S” guess that all means we found a gap in the clouds and bombed the target but had solid cloud both there and back M/C U/S Master of Ceremonies out of order, unserviceable.
On one of these daylight raids we saw a V2 launched on one raid, didn’t know what it was just a streak in the sky. Looking out of the windscreen I saw a streak of smoke come through a layer of cloud and shoot up into the sky and disappear into the next lot of cloud, l know the skipper also saw it but who else I am not sure, lasted milli seconds. It was logged by the navigator and an estimation of where it had come from made by us. When and where seen etc was important, once a site was located it could be knocked out by bombing.
September 30th daylight again in Germany Sterkrade in the Ruhr saw one of our Sqdn go down and three of the seven get out on ‘chutes, we landed at a FIDO ‘drome at Cranesby, no brake pressure went off the end of a very long runway into a field of potatoes that had just been ridged up and we went across the ridges, a bit like roller skating on corrugated iron.
On the 4th of October we went to Bergen in Norway flying across the North Sea in daylight to bomb U/Boat pens and a large ammunition ship in the harbour. We flew across the sea both ways at 1000ft to be under German Radar, and climbed rapidly near the target to 12000ft, Mosquitos and Mustangs gave us fighter cover.
I still have an image in my mind of a semi-circular bay with a large ship moored more or less in the middle. As I remember it the country around Bergen is low lying, nothing at our height to give us cause for panic, but if the ship had blown up and we were down low could have cause major damage to one or more of our Halifaxs [sic].
The large ammunition ship blew up. The ship was still all in one piece when I last saw it and if our bombs had done the damage guess we would have been told. I think it was our rear gunner who told us via the intercom that it had blown up, and that is why we were there.
Our attack made the Bergan people even more anti British than they already were, Gillian visited there some years ago as the intended bride to the son of one of Bergen’s top families, the mother was a local member of parliament, they treated her most awfully which did not help when she casually mentioned that her Dad had bombed the place during the war,
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needless to say that romance soon died!!! The Norwegians still didn’t like us Brits, near enough to Germans and lots supported Hitler during the war, bit like the Swiss only interested in making money, the shits.
Of course, most ordinary Norwegian people hadn’t any view pro or anti regarding Germany and Britain, just wanted to get on with their lives as best they could. Those that were anti us had lots riding on our defeat, and were involved in either working for the Germans or making lots of money out of them by trading with them, those that helped us risked torture and death, and were really in more peril than we were, they were the real heroes. After the war and for many years, I never met anyone who speaking with what sounded like a German accent, was other than Swiss, even if they said their home town was in Germany!!!. I still find the Swiss attitude to money and it’s retention disgusting, particularly in the light of revelations of their trading with the Nazis in Gold and goods taken from innocent people. Guess ordinary people all over this world just want to eat and enjoy what little life they have, but greed gets in the way and those few who can claw their way up the ‘food’ chain and get much more than their fair share are the ones who I have no time for, being poor perhaps colours my out look!!!
So we come to the 6th of October and a night operation over Germany to Dortmund in the Ruhr Valley, this was a 500 bomber raid to the centre of the city, we again were hit by flack bits flying about all over the place and very red hot some hit the bomb door hydraulics which fell open and stay open and I’m sure that it was on this operation that a lump hit Nick Nicklen on his side making a very nasty bruise, fortunately it also hit the torch on his MAYWEST [sic] life jacket so didn’t kill him, he was in much pain but got us back to England ok, Nick was awarded the D.F.C. later and I am sure it was for this brave effort. Because of our damage we again had to land apart from our base and this time landed at Woodbridge and after some quick repairs we flew back to base the next day, where I was told that I had finished my tour of operations, had been granted a commission, given dockets and a leave pass to get my officers uniform and told to report back in seven days. A friend and I travelled to just about every city and large town in Yorkshire before we managed to get kitted up in Harrogate.
Before departing on leave and to await our next posting we had to hand in certain flying and escape items. There were mainly items of some value French and German money hidden in our clothes together with fine silk maps of France and Germany. Our flying boots which had a hidden knife in the sheep skin lining so that the long leg warmers could be cut off leaving what looked like ordinary shoes also were handed in, other items like compasses hidden under badges or in pencils, hacksaw blades concealed in the linings of clothes, a bag of oiled silk that could be used to hold water and a few other odds and ends we kept, these like so many things at that time
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had no value to us and no doubt went into the bin without much thought! Jim Tease and the rest of the crew still had a few operations to go but I was not allowed to finish with them told not to be so greedy, others wanted a go and as far as I was concerned they were welcome. So home on leave to await what the RAF had in store for me again. Cycling along the main road in Cliftonville what should I see but a bunch of very good looking WAAF’s (Woman’s Auxiliary Air Force, who did every job except fighting (which they sometimes had to do for their honour) from clerks to Radar operators, cooks to delivering aircraft from the factories, and with them a girl friend if but briefly from my school days, Phyllis Dike!! I made contact and started to see her and eventually proposed marriage to her, she wasn’t very keen but agreed in the end.
I was recalled to service and was posted to Heavy Conversion Unit 1332, Nutts Corner in Norther Ireland where I crewed up with F/lt Poore,a navigator and a wireless operator all of us being officers and had completed at least one tour on bombers, we were being trained to fly Avro Yorks on the main trunk routes from U.K to India and Ceylon now India, Pakistan and Shri Lanka [sic]. We started the flying part of the course on the 8th April 1945 and completed it on 17th of the same month. My flight log of my time in 1332 H.C.U. is presented later.
The Avro York interior lay out was much as the Lancaster. The pilot, F/E, Nav, Wop were together in a small group, the F/E acting as second pilot even if untrained. When spare pilots became available they took over the task of second pilot the f/e found himself a place amongst the mail bags to sleep and do his job as he could.
When a number of crews joined Transport Command after our course at Nutts Corner, we arrived at 242 Squadron in Stoney Cross. My log book details my flights with 242 Squadron.
Within a day or so we were all loaded onto an Avro York, flown I know not where and without any “by your leave” injected with multiple injections in both arms and I seem to remember elsewhere, we were told this was for protection against all the terrible deceases we could encounter in foreign lands, yellow fever was mentioned as one but there was a whole list of them. I know most of us were a bit under the weather for a few days, some even very sick. What sticks in the memory was that we weren’t asked or consulted just injected!!
I had already obtain permission to get married and given leave for that period, but the Wedding was on the 28th and I had to get home and do some organising, so used the “old boys” network and thumbed lifts to England and managed to get a train to get home in time. Don Nicklen my navigator
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from 420 sqdn came down from Yorkshire to be my best man, and I can’t say I saw much of him before it was away on a short honeymoon, and then back to camp for both of us!!
– Reg Miles
The URL of this page is
http://www.geocities.com/milbios/Milesbio4.html
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Biography of Reg Miles
Ex Apprentice No 1 S.of T.T., R.A.F., Halton 39th Entry 34 – 67 M.U.s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242- 246 – 511 Squadrons Transport Command Lyneham, RAF
Chapter 5
242- 246 – 511 Squadrons, Transport Command, Lyneham, RAF
I started flying at 242 Sqdn on the 16th May again all training in passenger flying technique, rather different from press on bombing! We did a few cross countries and many three engined landing and the use of radio range flying. One exercise in the log book was Over Shoots and Landings. Overshoots and landings are practice in taking off again before you actually get the wheels on the ground, some clever dickies even run the wheels along the runway and open the throttles and take off again, alright for intrepid birdmen like fighter pilots but not recommended for serious passenger flying types. There are the odd occasions when the runway suddenly does not become clear for landing, animals, cars, fire engines, even other aircraft, so practice for these times (which may never happen) is necessary, these days a no risk practice can be made in the Flight Simulator, we had to do it the hard way with an instructor beside us and no knowledge of what we would be asked to do, he could shut down one engine and then another, drop the undercarriage, put on full flap, what ever his distorted mind felt like that day!! The pilots I flew with on Transport Command had all done at least one tour on bombers, some quite a number and were used to the enemy doing much the same to the aircraft, so no panic just the correct procedure and “What would you like next” often asked, with a wry grin. So the other to “overshoot” became automatic, with me acting on my pilot’s instructions about throttle, flaps and under gear, but I was always aware of what he wanted and would be “hands on” waiting, would have been a rather poor F/E if not ready when wanted!!
My crew went on leave after this training, so I was made a temporary Flight Engineer to the Squadron Leader, who took me on a test flight of my abilities to Cairo and back, left Stoney Cross on the 4th flew to Luqa in Malta.
Malta was still on a war footing. Luqa, on Malta, a dry and stony place all the airport buildings pained white but very small and certainly not like any airport you may have seen, a concrete slab to park on for refuelling, all
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of which had to be done through massive filters, with chamois leather inserts to catch any water and of course the ever present dust and sand. All the ground crew well tanned and going about their jobs with efficiency, being bombed continually taught them not to delay getting the fighters airborne, we were lucky that the fighters had gone before we started to use Luqa, the enemy ones!!
Malta is an island with a long history of invaders, us being the last, independence was granted some time after the war and I am sure the locals were glad to see all the foreign military go, wonderful harbour, well used by the Royal Navy during WW2, a street (very narrow and steep) in Valletta was lined with open fronted drinking bars, just really the front room of a house with easy entry for the soldiers and sailors to get drunk, think from memory it was called by the Navy “The Gut”, but could be thinking of somewhere else, for us, just a place to “slip” crews, water always very scarce, milk, butter and cheese from goats, think I have mentioned that before, as I have about collecting all the papers and books from the mess before leaving UK to leave both with the RAF and also some Navy types who crewed a fast MTB (motor torpedo boat) made a change for both crews to chat with some one other than their working mates.
The runway ended at a quarry, no sight for the faint hearted, as it was well stocked with aircraft that had not made it, guess the passengers just thought it was some where the RAF stored unwanted ‘planes. My first trip there was with a senior pilot to check me out so a quick run to Cairo and back, all 7,800 Km of it! My years in South Africa had made me used to hot weather shorts and open neck shirts so it was easy for me to climatise to the changed weather conditions. I now live in Mackay, Queensland and there is thriving community of Maltese people, many sugar cane farmers or the descendants of cane farmers, and NO they are not called Maltesers!!
On the 5th Malta to Cairo. Cairo, a large bustling over crowded city, full to bursting point with every shape, colour and size of humanity, and I am talking about 1945!! We had little to do with Cairo itself, as we either landed at Cairo West or at Almaza in Heliopolis, a suburb of Cairo, where we were put up in the largest hotel I have ever seen, not that I am into hotels as such, but as a young very green officer the Heliopolis Palace Hotel was mind blowing, acres of everything, not outside but inside, entry large enough to hold a soccer match, dining rooms that vanished into the blue and rooms so large that if they had been properly furnished a guide would have been required to see us to the door. Each crew had a room on arrival with number of beds scattered about and a couple of tables and chairs etc, guess the hotel had not been completed prior to WW2 and had been taken over by the British Forces, lots of “red tab” types swanning about, had a very hard war from the looks of things!! Food was good and served properly the same
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as our mess in UK, so no complaints there. About flying times etc you must remember that as we flew East the time got later and daylight ended sooner, ie Cairo – UK 2 hour difference, same as New Zealand – Australia.
We all took a trip to Giza and along the road to the Sphinx and the Pyramids, don’t know who built that lot but bet he over ran the budget, The one thing that still sticks in my mind is the overpowering smell of diesel oil on that road, not so much burnt oil but the same smell you get on a production oil field, the brown desert stretched to the horizon on either side of the road which was very black and shiny, perhaps that’s where the smell came from not bitumen but oiled sand!!! Now I’ll never know!!! Natural History Museum in Cairo a must if you visit, remember it as a highlight of my various times there and after these many years must be a wonder to visit now, didn’t go to the medical section if just before or after lunch, in fact might be a good idea to give that bit a miss!!
I wanted to buy Phyllis something special and found a market that specialised in perfumes. Channel number 5 or was it 7? was all the go, entered this so dark and gloomy looking shop, about the size of your average toilet, greeted with lots of bowing, and what sounded like praises for my everything, down some steep stairs to end up in yet another room the same size where there was a small table and two or three chairs, ‘would the effendi like some coffee’? (no idea how you spell effendi)’ well really wanted to buy some perfume’ lot more praised heaped on me but coffee came regardless, the cups must have been part of a doll house at some time and the coffee bitter and black, Now I had to sniff every smell known to man, ‘is this for your lovely wife’? what colour are her eyes etc and so on ‘does my lord have a mistress’?
By this time I was all sniffed out, couldn’t tell one heap of horse crap from another of cows, throat dry as dust from the coffee, and still I was given the full treatment until I made a purchase and bolted, can’t remember what scent I did buy but it was a big bottle!!!!
On the 6th Cairo to Malta, and on the 7th, Malta to Base. My flight log records of my time in 242 Squadron are listed later.
Two quick training flights with my real crew and then I was lent to F/o Good to go as F/E on a Short Stirling (never seen one close up before) that was to deliver supplies all over the world, why me I’ll never know, a very quick half hour lesson on where everything was, happily the engines were Hercules with which I had done all my operations, perhaps that’s why I was picked, only one on the squadron with that engine experience.
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The Short Stirling was just a bomber, not converted to anything, the fuselage was used to carry freight and we carted an exhibition of bombs etc all over the place, we also picked up and dropped off odds and sods as required, much like a “tramp steamer” at everyone beck and call!! The Stirling was the first of the four engined bombers for the RAF and suffered because of that, a bad spec. by the chairbound in the Ministry ended up with a well made but poor WW 2 bomber, they did get used for bombing, others as tugs and for training purposes, remember one of Nutts Corner left the end of the runway and landed in the mud, tipped up on it’s nose, the Station doctor rushed to the crews aid (they had all left some time ago) climbed up on the wing slipped and fell off and broke his ankle, mustn’t laugh!!!
The Stirling was slow had no great ceiling, noisy, draughty and I was a long way from home, my crew and a lovely Avro York, what else do you need to think a ‘plane was terrible?
So off we went in a lumbering noisy old Sterling, 15th June England to Castel Benito in North Africa 7 hours 20 of misery, Castel Benito was obviously a place named for the Italian Dictator, My only recollection of this place is sand more sand and then some more sand, the tents we slept in were filled with sand and the food was full of sand and even the ever present flies were full of sand, how the troops managed to service ‘planes and keep them flying is a wonder. I don’t remember if there was a concrete runway but if there was bet it was covered in sand, it blew everywhere, filled every orifice, eyes got sore even just during one night there, no thank you don’t want to remember that place!!
16th June Castel Benito to Lydda the airport for Tel Aviv in (Palestine) Israel 6 hours 45. Lydda, was Palestine. now Israel, was the main airport of Tel Aviv, guess the name has been changed so people like me have no idea where it is now, but was decent airport so probably just extended and has a new name. While at Lydda took the opportunity to visit Jerusalem, The Wailing Wall, Church of the Holy Sacrement [sic], built on the site of the cross and also Bethlehem. I don’t even recognise these places when shown on TV now, Wailing Wall about the same but more open when I was there, Bethlehem completely unspoilt, a crude stable as it always had been, no frills or religious artifice, The Church of the Holy Sacrament surrounded by squalor, beggars, the maimed, and only reached by a walk through narrow alleys, now seeing them on TV, must have had a bit of a clear out, but the Church full of the usual con men selling bees wax candles to see the sights, all they did is coat the hand with evil smelling grease no bee had ever seen, and the opulence inside made a mockery of “love thy neighbour” when related to the poverty outside. HOPE THIS DOES NOT UPSET YOU but just report as I saw many years ago!!! Guess I was full of brotherly love after a tour on bombers!!!
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18th June a night flight to Shaibah in Iraq 3 hours 45. Shaibah, now there is a place to bring back memories not for me but for the thousands of RAF blokes who served there, when I was an RAF Apprentice I heard more dirty poems about Shaibah and its population than anywhere else, some went on for pages and although not a collector of such memorabilia, remember one that had as it’s main item a wheel of very large proportions that continued to revolve against the odds. Another place of sand, from the air very little could be seen as most accommodation was built under ground or should I say the roof of concrete was just about ground level, ventilation was by open slots at ground level, bit like sleeping in a WW2 air raid shelter, situated in Iraq at Lat 30-2349N Long 47-3628 E at 2224ft, has taken me many years to find out just where it was/is, managed it by locating a web site all about the Gulf War, nothing more to say about another sand castle.
19th June Shaibah to Karachi in what is now Pakinstan [sic] 6 hours 15. After taking off from Shaibah we flew directly to the waters of the Gulf and flew all the way to Karachi as near as possible in the centre of the Gulf, many bad friend either side so instructions were to avoid problems, even did a bit of a “dog leg” at the Straits of Hormuz to stay away from any one’s territory. Was quite a peaceful looking scene in those days, lots of small ships ploughing their way along and across, probably smugglers and all manner of evil goings on if we did but know it!!
And so to Karachi itself, part of India then, but now Pakistan, thriving city of many thousands or millions, place that I bought many carpets to bring back to England to help cheer up a rather dark old house Phyll and I were renting.
There were very many carpet makers in the various streets working on looms made from everything imaginable, some used by young children making wonderful patterns with the dyed wool, both hands and feet being used at a rapid pace to insert the wool and move the shuttle. I would shop about for one we wanted to do a room, passage or a hallway, and athough [sic] most colours were somewhat bright and did clash with others we had, we were glad to be able to cover the floors with some thing soft and warm. Many of the carpets had long wool which made them bulky to carry especially some long ones for the stairs, but the carpet makes were only too pleased to wrap them in sacking for me. Most times the Customs at Lyneham let me through without any payment but on occasion I would be charged some small amount to keep them happy!! The chewing of beetle nut and the continual spitting out of it’s bright red juice made the pavement look as if a gang battle had taken place, many were the street side workshops, silver coins hammered thin, cut into strips and soldered into intricate shapes to make the lovely fret work for jewelry [sic], and delightful decorative items. In fact all streets in every Indian city of town I visited had it’s crafts men,
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woman and children, some carved ivory to make the famous balls within balls, time seemed to have no meaning to the carvers who I was told spent years on a single item, how they lived was a mystery. Apart from the clever ones there was also the cunning ones, just a few of the things they made were, cigarettes in a perfect copy of all English packets and tins which when lit popped and crackled as the dead bugs burst, Phyll was pregnant with our first son and suffered as so many woman do with terrible morning sickness, was told that Philips Milk of Magnesia would help, but none obtainable in England that would could find, bought the largest bottle I could find in India at the Officer’s Mess, Dark blue bottle and all the correct labels etc, Phyll took one dose and heaved it straight up, might have been the right bottle but the contents were foul and unknown, apparently it was quite a common practise to bore a hole in the bottom of bottles of all descriptions, whisky, gin, brandy etc the favourites, pour the contents out and fill with anything that looked right and seal the hole in the bottom, I was told that at time pattent [sic] laws in India were unknown. A shoe maker told me he could copy any size, style, colour, so with a pattern of Phyll’s shoe size ordered a pair of suede shoes as a surprise, was a surprise to us both, Minnie Mouse would have been proud to have worn them, not Phyll, yet without soap they could remove grease and stains from the dirtist [sic] of shorts and shirts, return them the next day looking like new, a large country with a great deal of talent in the common man!!!
20th June Karachi to Dum-Dum Calcutta in India 7 hours 05. I have been asked what this was like, flying out of a war zone and to these peaceful areas. But it was not like that at all. Most places we went were on a war footing. Also I don’t think that the local population welcomes us, our money yes, but us no thank you. India was in the throes of becoming independent after many years under the yoke of Britain, Pakistan and Ceylon were also stirring as was Egypt. We landed in Dum Dum (Calcuta) one time to be told that we could not go into town as some workers had had an argument with their foreman and had tossed him into the furnace and shut the door. Another time we received an invite to visit a local Big wig’s Palace, nearby got there when a crowd on a rampage filled the streets and our taxi did a U turn and took us back to camp, war in England was never like that!! Instead of landing back at home, each time we landed in enemy territory, well on most days!!
22nd June Dum Dum to Palam in India 4 hours 25. The old city of Delhi, like some so many cities in India, narrow streets, too many people and cows, but New Delhi a much cleaner place guess the name tells it all, many administrative departments built I would guess to house the government in a cleaner environment, may be just as crowded now as the old one was years ago, we used both names New Delhi and Palam as our stop off point for this place, not a major junction at that time and not on our normal route. Calcutta
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in the East of India was a large city, the RAF base of Dum Dum well known throughout the service, the dum dum bullet came from there, and from the tales I was told much more that was strange and a mystery to western eyes, saw the Indian rope trick once, yes the boy did vanish but always thought there was something a bit iffy about it, if you don’t believe it can’t happen I suppose. Again the streets red with beetle juice and lined with small workshops in some areas, wonderful brass work made by hand, beaten out of sheets of brass, bought a beautiful rose bowl there on one trip, stolen long after by a staff member of the roadhouse we had, really heavy brass with roses carved around the circumference, these were filled with glass and fired so the glass melted into the cuts and then ground until smooth, coated with silver and fitted with a silver mesh to hold the stems, bought a few different types but all long gone now, probably found a new home years ago with the craved wooden tray, crystal glasses, and they even stole the fez I brought back from Egypt!!!
23rd June Palam to Ratamalana in Ceylon, now Shri Lanka [sic], 8 hours. Ceylon, Sri Lanka, was a nice place, called at a number of ‘dromes there, Ratmalana, Negombo, a couple of them, our sleeping quarters were straw huts in amongst the coconut plantations, spoilt for me on one trip when I left my case on the bed and went for a shower, found when I returned that it had been stolen so no change of clothes until I could buy some more, found out when I asked the station police that it was quite normal for things to vanish, very light fingered some of them.
Great surf beaches there which we all found very welcome to cool off in the water, no hope of swimming as one minute the sand is dry and the next 10 feet of water, terrific undertow we were very luck [sic] we did not get swept out to sea, Africa the next stop!!
A rather nice hotel built on a promontory or maybe it was a linked island anyhow went there one night and had a game of snooker with the attendant, played quite well but was given a lesson on how to play the game, found out later that the attendant had been the “marker” for Horace Lyndrum, one time world Champion.
24th June Ratamalana to Karachi 8 hours, 25th June Karachi to Shaibah 6 hours 40, 25th June (YES THE SAME DAY). One of the things I did notice about India as we flew the length of it to Ceylon (Sri Lanka) from Karachi. That it was covered in trees and where the vast population lived I often wondered, certainly the street of towns and cities were full , covered in the red strains of beetle juice and cows.
Shaibah to Lydda a night flight of 4 hours 20. 26th June we had trouble with the electric’s of the flaps and undercarriage so missed a day!! 27th June
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Lydda to Castel Benito 6 hours 40. 28th June Castel Benito to Holmsley South 8 hours , and finally on the same day Holmsley South to base at Stoney Cross 15 minutes, all in an aircraft that I had had about ten minutes of this is this and that is that!!
We were now transferred as a crew to Holmsely [sic] South, with 246 Squadron, and I started flying again with a F/O Lunn on the 10th July doing 3 engined landings, another gap which could have been ground instruction or being a “dogs body” to my F/E Leader, or even a spot of leave and started flying with F/Lt Poore again on Yorks on the 22nd and again on the 28th doing various training flight, then it was off again on the 29th of July from Holmsley South to Malta, Cairo West, Shaibah, Mauripur (India) Dum Dum and so on back to UK on the 11th of August having flown on 29th and 30th July 1st 2nd 3rd 7th 8th 9th and twice on the 11th August. The reason was that there were so few trained crews and very few York aircraft, so we all had to do a great deal in fact far too much. The logbook of my time with 246 Squadron is presented later.
A York oversea flight was very different from Bomber operations, on bombers our cargo had no opinions of physical wants, just sad and waited to be jettisoned.
We carried mail as well, but our passengers were important, not in rank but in the interest of the service they were. So a completely different style of flying had to be undertaken, “press on regardless” the bomber style was no good for people. Safe and on time was the motto, no risks with bad weather, fly round it, we could not go over because there was no oxygen installed on the ‘plane.
From my point of view it was all very strange to start with, clothes for a couple of weeks was required but tropical ones were worn most of the time, so we got into a routine of flying out from UK in our normal uniforms, changed at Malta and left our “blues” there to be cleaned etc and changed back into them on our way home, leaving our tropical shorts shirts etc to washed, ironed and ready for us next time out. Food was another problem, Malta for example was still on very tight rations and my first taste of goat milk, butter and cheese still a rank memory!! The warning to be very careful what we ate, the sudden change in temperature and humidity took their toll of us all and from memory we are nothing at all out of our RAF Messes and very frugal in them. We were not able to drink much hard booze, mainly soft drinks and the occasional beer, the fruit was very welcome however and provided it was either skinned or peeled we could eat them, most of us took back to England some fruit each trip for our families, often when we landed back in UK, calls were out for certain fruit mainly bananas for sick children
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in London hospitals, something in banana which helped cure some illnesses, needless to say no one minded giving up whatever we had.
When you and I fly these days we bound the ‘plane and are quite confident we will arrive where we should, flying on operations we went and came back (hopefully) now we went and went and went and then turned round and came back but it was us doing the wenting and to places that we had never been before and had to land discharge our passengers, sort out the plane, refuel etc, find a bed and food and be ready for the next one in the following day, the first few time were difficult, strange places and people and equipment, and even a brand new crew, all who had done at least one tour but some had done a number, our navigator I remember wore “brothel creeper” suede boots in the topics, was to my eyes ancient and seemed to dissapear [sic] between flights into his room, never really got to know him!!!
I had to get out to the aircraft at least an hour before take off to check out things and run up the engines, you will note many 02, 03 04, 2359, times given as take off time so you can see I for one lost of lot of sleep, the rest of the crew were not in bed but sorting out all the charts, weather, flight plans etc, and we often flew twice in a day if needed so apart from the constant changes in climate as we flew hither and thither we were kept busy.
After take off and once we had reached about 8,000ft we could settle down to some hours of straight and level flight, passengers had to be checked, even in those days there were the terrified ones who could not look out of the window,
After a number of trips the whole thing became a boring job with very little excitement, great discomfort because of the climate, lack of food and the desire to get home to my growing family, I really loved the RAF but loved my wife more.
Among the sites seen during this flying over North Africa, ones that are stuck in the memory are the rusting tanks and other vehicles that littered the North African Desert as we flew in and out if Cairo, lots of miles of nothing then a heap of rust etc, all seen as we flew over at 8,000ft.
We as a crew were transferred yet again to the top Transport Command Squadron, 511 at Lyneham who still operate from there to this day. (August 1998). The logbook of my time with 511 Squadron is presented later.
The only highlight during October was the flight the skipper and I did on our own in Lancaster Bomber P 780 (it was used as the squadron spare parts transport) was to fly by my map reading to Prestwick near Liverpool to pick up a parcel and return, clocked up 3 hours 30 in a Lancaster. The York was a
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nice ‘plane to fly couldn’t go above 8000ft because we had no oxygen for the passengers and it was not pressurised, really a Lancaster with a different body to take freight or passengers, we even had a very good galley on board but until we were given an ex airgunner to act as steward was little used, don’t know what training our chap was given but on the first flight was told on the ground what and when we as the crew would like for our meal. He waited until we were well on our way before puncturing the tins and most of the contents ended in his face or on the ceiling, didn’t seem to know about changes of air pressure, but he soon learned!!
There is one trip to Langar mentioned in my log book where we picked up a York for a VIP Flight. We were in York MW100, which had been the first operational York delivered to the RAF. I have read that Langar was an AVRO refurbishment factory, where repairs etc were carried out, so it looks as though MW 100 was “tarted” up there for 24 Squadron VIP flight.
One of the more pleasant jobs we have, even if a bit sad really, was to fly back to England those British troops that had survived the death camps of the Japanese in Burma and else where. We used Freighter Yorks for this with mattresses spread on the floor and female nurses in attendance, the looks of thanks we all got from these sad men was soul touching, all crews involved would have happily got our old bombers out and bombed the bastards to kingdom come, I for one will never forgive them for their cruelty. Returning from one of the later trips we were met by the Squadron C.O. and told to move all our gear into the Waaf’s quarters (they had been moved out) get a decent room and then report to the main gate where transport had been laid on, the useless mob of non flying officers had crawled out from under the stones they had been hiding under, while we all risked life and limb, and were now insisting that we as crews were not allowed in the mess in flying kit, even though we had to breakfast at between 4-5am and then go straight out to fly, when we returned late night no food would be available after 6pm. Our C.O. wouldn’t stand for that, he had done at least 90 ops some with the Dam Busters, so we moved all the Squadron items from the mess to our new accommodation, which meant all the silver, billard [sic] tables most of the decent armchairs (we could never sit in one because these idle sods were always in them), all the liquor from the bar plus all the glasses and bits and bobs. We had all been paying mess bills but very rarely had been in England, so an even bigger shock was in store for them when they found their mess bills had sky rocketed.
The day after day of flying from cold damp England to steaming hot and humid India was very wearying and when at the end of February 1946 I was offered the chance to leave the RAF I took it, our son Tony had been born in April shortly before I left, I could have stayed on in The RAF, but long hours of flying and a new wife and baby were not the way to go if life was
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going to be at all normal, what I should do for a job I didn’t know, but time at home was what I really wanted, it had been a long hard war and I wanted a rest.!! I have been thinking about this part of my time with The Royal Air Force and it seems as if I should explain where possible the duties of the various aircrew members. Starting with the bomber crews, the pilot is the boss whatever his rank, some crews were formed with quite senior ranking officers as non pilot members, this was often caused by the need for senior officers to really find out what happened on operations, often this was of a temporary nature, but it was known for a senior officer to complete a tour with a N.C.O pilot. The pilot made all the decisions in the air and usually on the ground as well, he had to have the respect of his crew and a happy crew always had a father figure for their pilot even though he might not be the oldest member of the crew, fighter pilots could and possibly should be of a less serious nature, most times they only had to look after themselves.
The pilot must have some understanding of all the jobs that the crew carried out, not to any great detail but sufficient to understand when things went wrong, and in an emergency could make the correct decisions if that crew member was unable to do so, his training would take much longer and would start as a pupil pilot on small aircraft, when he got his wings and started his training on twin engine ‘planes he would be joined by his navigator and in some cases by the wireless operator, these two crew members would have been carrying out their training else where, and once passed as proficient would have been posted to the conversion unit to await joining a crew, it is possible at this stage that these three crew members could after completing their conversion course, be posted to a squadron flying twin engine aircraft, DC3’s. or twin engine light bombers or fighters such as Mosquito’s, Beaufighter’s, Blenheim’s there were many different RAF and USAF twin engined aircraft in service all over the world that this crew could have ended up flying, navigation and wireless equipment was all basically the same in the RAF and no doubt the same applied in the USAF. Assuming that this crew now carries on to four engine conversion, all of the previous training could have been carried out in Canada or South Africa some I understand also completed twin engine training in the USA. Crews formed of Canadian, South African and Australian nationals naturally liked to be all from the same country, I am not sure what happened in other countries but I joined a Canadian crew when they arrived in England because they had no Flight Engineers, I do know that other countries also had the same problem but just who and how much of a problem it was I do not know. So now we have the crew at a 4 engine conversion course some where in England, here the pilot must learn the tricks of flying and landing a large and most likely difficult bomber, having done some initial training with instructors he will now get his crew together and they will complete their training together, While he has been receiving instruction and doing take off’s and landings with an all instructor crew,
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usually only a pilot and F/E, if going on a cross country he would have both a navigator and wireless operator also from the instruction staff (all would be air crew who had completed at least one tour and told me that it was more scary instructing than doing ops!) the rest of the crew have been likewise receiving instruction. Navigators, wireless operators and flight engineers would be all flying both day and night being taught and checked for competence in their various jobs, and subject to being passed as suitable would then continue their training as a crew, any member that didn’t do their job properly was soon found out and a replacement soon found, our navigator had been passed as ok but on a cross country during our training got us hoplessly [sic] lost in the Welsh mountains and the pilot and I, map and beacon read our way home, needless to say he went! The pilot now has his crew and after arriving at a bomber squadron he and his crew are checked out again by the various section leaders, he will now go on two “second dickie” bombing trips to see just what it is all about, standing next to the pilot he will watch what happens all the way out and back, and have that little extra bit of knowledge that his crew hasn’t got.
So to complete this long story about the pilot he stands at the front of his crew and leads and guides them in the tasks ahead. He never shows fear nor does his voice ever tremble when in difficult situations, he may be trembling inside but no one would ever guess, a good bomber pilot was a hero unsung, I was lucky I flew with two on operations. The navigator must have an ability with numbers and calculations often carried out under very difficult conditions, many were remustered from pilot training having failed to reach the flying standard required, they made very good navigators because they understood the problems a pilot could have, and could be very quickly given what additional training was required for a navigator. His job simply described would be to get you there and back again, on time and on target, never as simple as that because the bombing routes were always being changed to dodge known hot spots of “flack” and lead the enemy into thinking you were going to one town and then suddenly turn and bomb some where else. His view of the target or for that matter anywhere we went was limited by his position below the pilot facing a blank wall, his instruments consisted of the usual pencils rulers etc. but also fitted were a repeater compass from the gyro-compass until in the tail, a Gee unit which had a screen and fixed radio stations in England broadcast signals that were projected as curved lines which could give him a fixed position, the gee signal did not reach far into the continent so was of limited use but did help the beginner out and home, H2S was also fitted in a belly blister underneath this was a very primitive form of radar and gave a misty picture of the earth below helpfull [sic] if bombing blind and could aid in locating a town and the trusty old sextant, much improved from the sailor’s version with a two minute clockwork motor that averaged out the readings over that period so was a bit more accurate, wouldn’t do on a yacht would rust up solid in no
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time, piles of maps, charts for everything. Not only did he have to keep up a proper running diary of events, such as aircraft seen to crash or explode any unusal [sic] sightings, we saw some of the early German rocket tests on one operation, we didn’t know what it was and said so and we weren’t told either, changes to targets would be passed to him by the w/op, wind drift had to be regularly checked and whether we had a tail or head wind could effect the time we got to the target, and when we got back home he had to hand in his charts for them to be checked just in case we hadn’t been where we were supposed to have been, a very busy member of the crew, perhaps managed to look out the nose on odd occasions but always working and figureing [sic] out the next course change. The wireless operator was probable a very frustrated man, he had all this high powered gear and could only use it to receive, except in an emergency which none of us wanted anyhow. Signals were being passed from group headquarters to the squadron in code and where they effected us were passed to those concerned, almost always to the navigator, these could be very sudden and high changes of wind direction as monitored by aircraft ahead of us, changes of routes to avoid a new “flack” post, recalls due to bad conditions over the target or fog closing in on our own ‘dromes.
Which meant we might not be able to land properly anywhere in England, 500 to 1000 bombers spread out all over England many crashed with crews killed was not a happy thought! So the w/op spent most of his time listening in, when we started using Master Bombers, (they flew round and round the target during the raid giving instructions to various crews where to bomb and telling those off who ignored him) the w/op got some extra work changing channels as briefed so that the German radio could not block transmissions. Our transmitted signals out were always brief until over friendly land and even then too much chatter from one ‘plane could cause trouble for those in real peril, ‘planes with injured on board or ‘planes so badly damaged that the sooner they could land the better got priority and all crews listened to see if one of their mates was in trouble often a few words of comfort from a friend helped no end, once we started doing daylight operations and could see many miles we could also warn others of enemy action such as flack and fighters, and when we given the job as “dive bombers” on a couple of raids warn other of bomb bursts and local guns that could be a danger. The Bomb Aimer’s (or as the USAF called him The Bombardier) job was to drop the bombs we had carted about the sky and drop them where they would do the most damage, his bomb sight of RAF planes was quite good, needed to be set accurately with wind speed and direction, had a set of switches that could be set so that various bomb bays on the ‘plane emptied first once all the settings were put in which also included things like height and temperature, could be others but it is a long time ago, then he directed the pilot to change course a degree or two either way until his sight was on the target and then he pressed the button and a
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sudden jolt told us we were a great deal lighter and could set course for home. The Master Bomber made a difference because he would tell us which coloured markers to bomb on and give us lots of warning as we came in towards the target. Pathfinder Force had arrived at the target with the Master Bomber before we got there, he told them where to drop their markers and which colour to use, they didn’t land on the ground but floated on parachutes so the Germans couldn’t put them out but they did light “spoof” ones which confused us until the Master Bomber started and then most bombs fell on the target. Some RAF and USAF bombers has a light machine gun in the front nose which the bomb aimer could use, don’t think is was much use, we never hand one. the only other job that the bomb aimer could do was help the navigator with map reading in daylight and he always called out when we crossed the coast both in and out of Europe and England, at night this showed up as a slightly different colour of grey. The USAF made a big fuss about how their Norden bomb sight was so good, reports I have read since the war seem to discount it’s accuracy, like most things, a good operator is good whatever rubbish he is given to use!!
Lets face it the Dam Buster’s used a sight made from a few sticks of wood and we know what they did. We now come to the Air Gunners we had two one as “tail end Charlie” in the rear turret, and another as the mid upper gunner, the rear gunner was considered the top man and he really had the worst position both for comfort and danger, both turrets were fitted with four Browning .303” aircooled machine guns, the turrets were power operated, and the rear gunner usually saw the fighters first particularly at night as they climbed up to get into position the Browning was no match for the fighter cannons so they could keep out of range and bang away until both gun positions were destroyed, then we were sitting ducks. We had two good gunners and just a couple of rounds fired at a distant fighter was enough for him to go else where and find a crew half asleep, we saw this a few times when on daylight raids and cursed them for not attending to their job of survival for the whole crew, some squadrons has much larger losses than others, we reckoned it was not luck but bad training and stupid people who once their bombs had gone thought they were home and dry. Another problem the gunners had and this also effected the bomb aimer was cold they all had electrically heated suits but it could get very cold at night and it made it just that much harder for the gunners to stay awake. On one trip they took our H2S blister out and fitted a mid-under turret, not like the USAF ball turret but more like a small bath tub with a gun mounting, didn’t look very comfortable and gave us a gunner we had never met. What a dissaster [sic] he never stopped seeing fighters from the time we left the ground until we got back, poor chap was probably “flack Happy” That bit of useless gear came out and never went back what they did with the poor gunner I don’t know. but he should not have been given a mid-under job a midupper would have kept him in contact with the rest of the crew and perhaps settled
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him down, who know what terrible tales he had to tell, but we didn’t want him!! The Flight Engineer usually came from the ground staff, had worked on engines, prefferably [sic] those fitted in aircraft, many were recruited like I was having been trained by The RAF at Halton Number 1 School of Technical Training, after passing out I had served two or three years on the flight line servicing a large number of different areo-engines so my F/E training could be specific to the engines fitted in the aircraft I should fly in, the course at St Athan in Wales was quite short, and like all the ex-brats found it no problem, my duties were to control the engines all the required speed the pilot decided and adjust boose and RPM so that they were all syncronised [sic] and did not “hunt”, raising and lowering undercarriage, flaps and bomb doors also were my job, on take off I had to help the pilot hold the throttles open and assist in correcting any swing which could happen with a cross wind and a full bomb load. Every other crew member was strapped in but the F/E had to stand beside the pilot to carry out his job, once off the ground U/G up and flaps retracted, climbing boose and revs set, temperatures checked and on radial engines gills opened or closed to keep the engines at the right temperature.
On water cooled the radiator flaps had to be adjusted for the same reason, a log had to be kept from the moment the engines were started so that a running total of fuel used to could be calculated, every change of boost, revs ,height and which gear the super charger was in affected fuel consumption. There reading were very important also which fuel tanks were in use so that all tanks could end up over the target holding the same amount of fuel, a full tank with a hole could mean no return to base. As an F/E I never really had enough time for all the jobs, the navigator called on me at times to do star shots with the sextant which I could hang on a hook in the astro-drome above my bank of engine and fuel instruments, there was always some thing that needed a tweek or a piece of wire to keep it going, and over the target apart from all my usual jobs I had to feed the “window” out of the special chute, some time there were large bundles of leaflets to send down, to let [sic] the Germans they had no chance or the invaded ones that thing would get better. Before and after a trip I had to check things, although the ground staff never missed a thing perhaps we survived because they were as fussy as we were. My log had to be handed in and any odd things explained so that they could be fixed before we went out again. When ever I had time or if fighter activity was great I would stand in the astro-dome and do my own bit of searching, one night to my amazement within almost arms-reach was a F/W 190 night fighter, I pointed this out to all of the crew and the skipper slowly dropped us a few feet until he was out of sight, the gunners wanted to have a go at him, but the skipper said you can’t be sure you will win and we are here to drop bombs!!! The different in the training for the carrying of passengers by those members of the flying crew that transfered [sic] from bombers to transport was not so very different except that the “press on
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Spirit” of bombers was now changed to safety and arrival at the destination on time. Pilots were trained to fly with the comfort of the passengers as of major concern, Navigators now had some visual land marks to help on long flights and with the help of the wireless operator many “fixes” obtained by cross bearings from two or more radio beacons. The war in Europe and with Japan was still on so many of the peace time facilities were still not available but most of southern Europe was conflict free so that flight were in themselves safe from enemy fire. The flight engineer’s duties still contained those element of engine, fuel, and general aircraft overseeing that were needed in bombers, in the early days he was the only member of the crew free to move about during the flight no cabin crew were employed, so the was the only contact that the passengers had with the flight crew, and many times his duties required him to reassure passengers who had not flown before, although he also acted as a second pilot, on long flights, ground prepared sandwiches and thermos filled with hot or cold drinks were given to the passengers by the F/E. On freighter aircraft another new duty the F/E had to perform was the checking of the centre of gravity of the load this had to be within very strict limits, because of safety considerations, each item of the load had to have it’s centre of gravity worked out and then it’s position in the aircraft designated to ensure that the centre of lift and centre of gravity were within limits.
All RAF Yorks of Transport Command were also Royal Mail carriers so that large bags of mail on both freighter and passenger ‘planes were carried, there was also a small compartment that could only be entered from the outside situated on the port side near the tail, this was for high security items and was usually filled and emptied by a person from the Consulate, who would also lock it.
Without checking with Phyll, or for that matter anyone else, I applied for release from the Royal Air Force, because I had been commissioned I was able to leave the RAF even though I had signed on as an apprentice for 18 years after the age of 18. Phyll was shocked when I turned up at the home she had started to make for us and told her what I had done, what was I going to do for a job?, how would I earn a living,? none of these things had really mattered to me, I just wanted to be with her and our new baby Tony. My Commanding Officer wanted me to stay in and said I could return at any time before my demobilisation leave ended, on the 27th of April 1946 (the day before our first wedding anniversary) I was given a demob suit, some food and clothing coupons and cleared from the RAF, my leave would finish on the 9th of July 1946 so I had a couple of months to decide what to do with my life and that of my family. Phyllis and I were married on the 28th April 1945, she was released from the WAAFs in November of 1945 and managed after a lot of form filling and chasing up the local council to get a requisitioned house, which she moved into in the early part of 1946. These
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houses had been empty for many years were of low standard compared to today’s, but ours was a solidly build three bedroom, two rooms and a kitchen down stairs but had only one cold tap in the house, gas lighting and an outside flushing toilet of the design known by young and old as the Thunderbox. I was still frying to India and Ceylon and only managed to get home for the odd night very seldom, so Phyll all on her own with no help from anyone sought out second hand furniture and managed to provide the basic things needed to make a home, Tony arrived on the 13th of April while I was on leave but I had to return to 511 Squadron as soon as all was well with Phyll and Tony, but was home again on the 27th of April for good.
– Reg Miles
The URL of this page is
http://www.geocities.com/jkjustin/Milesbio5.html
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Biography of Reg Miles
Ex Apprentice No 1 S. of T. T., R.A.F., Halton 39th Entry 34 – 67 M.U.s – 27 A/S Bloemspruit South Africa – Lympe Kent, Flight Engineer 432 – 420 Squadrons RCAF, 6 Group Bomber Command, Eastmoor, Tholthorpe, Yorkshire / 242 – 246 – 511 Squadrons Transport Command Lyneham, RAF
Chapter 6
Post RAF
My parents called round to this very old, dirty, requisitioned house and found me in my battle dress trousers and very large white flying rollnecked sweater sitting on the floor smoking a “Churchill” cigar (very large and the last of my Indian purchases) cleaning and stopping up holes in the wall of what would be our dining and living room. To say that they were horrified would be putting it mildly, where was their son of whom they were proud? The Flying Officer in the RAF who had been on bombers and regularly flew to India and other foreign parts, gave all that up to do what? I couldn’t tell them because I didn’t know, just wanted peace and my own family and no more racing about the world. Something would come along I said, my parents were not impressed they had battled for years to get a little bit out of the working class rut, still only out a little way and here was Reg on his way up and just throwing it all away to be at home cleaning up the dirt of years of neglect. After our marriage on each trip to India I bought carpets and other items that would help to furnish a home, after the floors walls and ceilings were washed the carpets gave a nice touch of luxury to the place. In the kitchen was a brick built “copper” this was filled with water, a fire lit under and when hot this water was used for cleaning the house, washing clothes, and once a week for Phyll and I to have a bath, the babies of course got at least one day. Friday evening was usually “bath night”, Phyll had managed to buy an adult size “tin bath” which spent most of it’s time handing on a nail in the back yard, with a fire going well in the back room downstairs, the bath was placed in front and buckets of cold and hot water carried in from the kitchen. Ladies first was always the rule so Phyll could have hers in comfort, when she got out I go in and removed my dirt, now came the reverse trip with the buckets of water, each one tipped outside to run into the drain by the back door, once tried to empty the bath by lifting it up to the window sill and sliding it out, not much luck with that just a lot more water to wipe up. I did eventually install a proper full size bath in the kitchen with the drain passing through the wall and hot water fed from a gas heater and cold from the one cold tap. The whole thing was boxed in with a hinged cover which gave Phyll a decent size work surface when cooking, and fun for the boys to hide in when not in use for either of it’s purposes. I
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thought I might like to work as a mechanic in a garage, just shows you what an innocent I was, spoke to a garage owner who had looked after Dad’s car before the war and asked if I could work there without pay for a couple of weeks to see what it was like. Started a few days later and after a day or so he wanted to pay me, worked there for a few weeks, can’t say I thought much of the job or the owner, gave me some wooden boxes with parts of a lorry engine in it and told me to build it up, no instruction manuals so took me a while to sort out what went where and he was not impressed, went out on welding jobs to hotels whose heating boilers had frozen up and cracked, nothing went right and as I unloaded the gear from the truck he threw a heavy spanner at me which just missed, I threw it back and nearly hit him, so he said I was not suitable for his job, not a very good start to civilian life! Next I called in at the Labour Exchange and it was suggested that I should go on a course to become a commercial artist, couldn’t draw to save my life so that was out, they had a vacancy for a Trainee Manager for a laundry would I like to try that. Why not I thought, so turned up for an interview by the boss lady and started next day, must learn all the processes she said and put me on a Hoffman Press doing fancy pillow slips, kept coming by every so often and throwing all I had done in the “do it again” bin, all females working there and most old enough to be my mother, put me on the calendar, long steam heated rollers that were used to iron sheets and other large items, I was at the back on my own taking things off while two or three woman fed them in, or course I got in a muddle and another job hit the dust!! So it was back home and helping Phyll with house cleaning, my father was not impressed and said I must have a job what ever it was and suggested that he could get me a job with the large building firm of which he was a very senior employee. When it came, it was as a painter’s labourer (the lowest for life in the building industry) but I just took it to save any arguments and did my turn of holding the bottom of ladders while the painter did the clever stuff, while doing this in the middle of the local shopping street two RAF officers much junior to me on my old squadron couldn’t believe their eyes, told them that good jobs like this were going fast so they’d better get in quick. I had bought a new bicycle, the one that I had bought with the money from my photo job before going into the RAF had been completely destroyed when my uncle Jack was killed on it by a German shell outside Dover. I cycled about Margate going from one painting job to another, the one I most remember was the one at the local brewery, being the lowest on the totem pole I had the job of lighting a fire with wood scraps and making the tea at mid morning and afternoon breaks, got things going just waiting to see how many to make and no one turned up, and went out side into the yard and there all the workers were, both brewery and building, lining up for tankards of beer. Told to come and get mine but just did not fancy cold beer for a drink, went in a had my cup of tea, we were there for some time and eventually I was persuaded to give the beer a
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try, never tasted anything like it, smooth and warming and just perfect, asked where I could buy some of it, told not be so silly, this was a special brew made by the brewer for the staff and not on sale anywhere!! I had not taken up the offer by my CO to go back into the RAF, guess time just went by and didn’t given it much thought, from a salary of 20 pounds a week I was now earning about 3 (took me about 14 years to get up to that again and it wasn’t worth as much when I did) we managed, or at least Phyll did, both of us took extra jobs she did cleaning for the local library and tourist department and also worked in the evenings as a cashier at a large seaside restaurant, later on Phyll worked at a couple of hospitals in the Margate area, I carried out maintenance at the same restaurant and also had a teaching job for the local technical college. My father was talking to the company manager who asked how his son the RAF officer was doing, when told that he was working for the firm as painter’s labourer suggested that there was a need for a fitter to take control of the depot used to store all the machinery used in the company and also large stocks of materials surplus from contracts would I like it? Would I just, right up my alley so after a couple of days I started work at this depot which was on ground adjacent to Manston RAF Base, and in fact my yard was next to the station bomb dump that my father had built just before the war. When I eventually found the yard it looked like a rubbish tip, met by an old man who said he was in charge and who was I. Explained what my job was and found out that he had been there for some time just to help unload and load up the odd lorries that came in from building sites, asked why things were scattered all over the place and he said that he just put things where there was a space, and certainly didn’t do any clearing up or sorting out. A number of sheds had been erected and were all full of a jumble of building materials returned from sites, he didn’t know what was in any of them and had no intention of finding out, bricks of every shape and colour were stacked in heaps without any order and large stacks of roofing tiles had collapsed, spreading out like the tide to cover other items, with weeds and flowers poking their heads between. Loaded lorries had driven over what looked to the driver empty areas, but were in fact filled with sheets of glass, tins of paint, sanitary fittings, and various strange items returned from sites as not required or perhaps in many cases wrongly ordered, so that a sticky mess of dried paint, broken glass, and unknown fragments covered some areas resembling the appearance of a hastily cleared bomb site. This would not do for me, dotted about amongst this bleak landscape were concrete mixers of all shapes and sizes, and many other rusting hulks that I had no idea what they were, order what was wanted and somewhere to work and store tools in safety. I found a shed that looked as if it might keep out the rain and with the old man’s help cleared some space for a bench which was among the multitude of items scattered about the site. One water tap was near the front entrance, I say entrance more like the gates of hell or a test of driver’s skill to weave
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through the junk piled just where it fell, and without me asking a cup of tea was soon offered, that at least had received top priority. I spent the following week looking at machines, to in the first case find out what they were and to check if they could be made to work, that would be my first job, to get the plant needed on building sites in a fit condition for work. To make matters worse there was no electricity or ‘phone connected to the site and very little in the way of anything to help me lift and replace things that were broken, I needed to get things sorted with the boss, calling into head office for my pay on Friday I asked to see him and told him what I needed and was given permission to book anything I wanted with their local supplier and arrange for power and telephone to be connected, the old man would return to his normal work of bricklayer’s labourer and I could engage a young man to take his place. So the clean up started, I concentrating on checking and repairing machines and my new helper re-stacking fallen heaps, wheeling away to a corner all the rubbish he found during his efforts, which would eventually be used to fill in some large holes uncovered during this clear up. The first shed I had used was emptied of all the rubbish and made into a small workshop where other benches were installed, the power and telephone were connected, I purchased some items of tools including a complete oxy-acetylene welding and cutting outfit from BOC, which I then had to learn how to use!! A call came for a large number of wheel barrows for a site, most that I had found had splits and cracks in the bodies and all had narrow steel wheels, repairs by welding were hastened and a quantity of wheels with pneumatic tyres were purchased, a coat of paint given from our stocks, all of which turned out to be grey of various shades when mixed together, the site foreman phoned to send transport, who shortly after receipt of the barrows phoned to register his delight in getting what appeared to be a truck load of new equipment. Gradually sheds were emptied, their contents sorted and listed and put away in some sort of order, all stocks of bricks, tiles, screws, nails, plumbing fittings, and all the multitude of items used in the building and construction industry were sorted and listen on stock sheets, these were sent to head office for typing and all site foreman and those people in the drawing, quantity and supply departments given copies, amendments made to these when required. All materials for building work was on licences, which were hard to get and the cause of a great amount of office time and paperwork, my lists helped to overcome some of these delays and gradually most people in the organisation used them to help in planning, they became even more useful when I was able to add separate sheets which gave lists of what machines were held in stock and what their state of readiness was. I was now getting more and more calls from sites asking for my help not only to supply machines and materials but my advice was asked for on the manufacture of items for sites and in many cases I was asked to make thousands of an individual item for the massive tower blocks being built in and around London to house those who had lost their homes
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due to enemy bombing. for most of this twelve years we still lived at Tivoli Road in the requisitioned house, much cleaner and more livable [sic] after Phyll’s ministrations, the wall paper in our bedroom which consisted of large purple parrots on a dark blue background had like the rest of the house been removed and given coats of a more restful colour of paint, there was always plenty of part tins returned from contracts so no problem with supplies! Philip our second son had arrived on the scene about two years after Tony, which gave Phyll. more work with washing and caring for two boys who carried on a constant war with each other and would always try to outdo each other in the speed at which they turned clean clothes into dirty rags. Sheila, Phyll’s sister came to stay and had the usual boy friends, mostly American service personnel from Manston, none of which seemed to understand that rationing of everything was still in place in the UK, invited to an evening meal on one occasion the incumbent boyfriend took out family’s weekly ration of cheese spread it our total stock of biscuits and swallowed the lot! Whether it was the same one who broke our settee into fragments one night in a fit of passion I don’t know, the remains however did come in useful as our ration of coal for heating had largely been burnt and the settee end up as fuel the stuffing and covers used to add humus to the starved patch of soil called garden at the back. To help with the family budget Phyll had obtained part time evening work at a large restaurant on the sea front manning the till, she also cleaned the Margate library, and at times the Margate Information centre, she wasn’t afraid of hard work but it did and still does seem all wrong that people like her who had done their bit during the war got nothing for their efforts while the stay at home fortune markers still got all the benefits, I noticed this particularly when visiting an aircraft factory in the Midlands, whole families worked in the one factory each one taking home much more than the fighting men did and most seemed to have a fiddle of some sort which enabled them to get the best of every thing regarding food and clothes, some got bombed but most got rich! Susan came along after a further eight years, she was born at home as Phyll had not been happy at the treatment she received at the local maternity hospital and determined not to suffer that again, her brother Peter was performing with a band at a local venue and his wife Jean stayed with us until she had her second child, we even at times had other artists to stay all to help with the family budget. I had changed my cycle for a “Corgi” , this was the war surplus parachutist motor bike, dropped with them for quick movements of men, they had a small 125cc two stroke engine, folding seat and handle bars, no instruments of any sort and very basic lights, push start, no gears, and certainly no suspension, the front tyre wore to a point after some miles so that turning on wet or icy roads was fraught with peril, many was the 360s I did on old cobble stones and slick corners. A large metal box was made and fitted and my range of operations grew to sites many miles away from base, it was a cold and slow means of transport, crawling up a
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hill with the box on the back filled with heavy tools after an hour or so on the road to be passed with ease by everything on wheels and some even on hoof did not endear me to other road users, who out of pure spite drove near and informed me if I pedalled harder would get along faster. To spend over an hour on the road to get to a site that had called me that they had problems with machinery, only to find as I often did that failure to check the oil in an engine had caused it seize up, the topping up with fresh oil prior to my arrival supposed to fool me, strong words were said by me while I stripped the engine freed the pistons and rings and got it running again. Some cases were even more bizarre, once called to a site two hours away because the small bulldozer would not “go”, this was in the middle of winter with ice and snow about, found that the machine had been left after it’s day’s work in a large puddle of liquid mud, this had frozen overnight and struggle as it may the poor thing could only slip clutches trying to get out of the clutches of the ice, a stern word to the “ganger” to get off his backside in future meant no more silly alarms from that site. On another occasion nearer home I was asked to call at a site because the 14/10 mixer would not mix (14/10 – 14 cu ft of dry material in and 10 cu ft of wet mixed out) It was still operating when I arrived on site to be shown that as the hopper tilted to pour the dry material in it shot straight out the other side, shut it down and had a look at the blades inside the drum, these often got badly worn after months of use, not in this case the drum was full to the brim with rock hard concrete. Again poor or perhaps in this case non existent maintenance, I had issued guide lines to all foreman as I found that certain work methods damaged or caused performance problems with plant, in this case of concrete mixers at the end of a day’s work a few shovels of sand or gravel should be placed in the drum and allowed to mix for a few minutes this combined with the liquid cement usually still present from the last mix and made it too weak to set hard, the following day it would be broken up during the first mix. There were a number of these information suggestions most of which I have no memory, one that still remains is the one involving flexible drives used on vibrators to consolidate in shuttering, or formwork, it was common practise to hang the vibrating head over the shuttering and leave it operating while the concrete was poured, the sharp kink in the flexible drive caused the high speed inner drive to cut a hole in the outer casing, this would be fairly large on the inside but often a very small slit on the out side, if this slit became immersed in the concrete the rotary action of the inner drive sucked in liquid concrete which soon set when switched off and the next day no vibrator, more obvious to the operator was the damaged caused if the actual vibrating head was to touch the reinforcing steel bars inside the shuttering, I have had the heads returned to me cut in half after being in contact with the steel. During the 12 years I was employed by Rice and Sons many things happened that are worth repeating. I cannot begin to remember them in any proper order will just tell them as they pop up in my memory, a local garage
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owner who’s place of business was just up the road from the yard, I bought my petrol from him and we often helped one another out with bits and pieces, he had been the only one who had an independent supply of electricity provided by a single horizontal cylinder glow bulb diesel engine to start it needed a long heating of the bulb part with an oversize blow lamp, then grasping the spokes of one of the very large fly wheels a heave to start the rotation and followed by more pulling until it fired and continued on it’s own, the trick was to let go before you went with it, rather like prop swinging an aircraft engine, his wife helped him to serve petrol, but needed the engine running to supply electricity for the pumps, the odd times when he was too ill to get out of bed I would start the thing for her and so we became friends and swapped ideas about thing, he had “come upon” some very cheap metal twist drills and wondered if I would like some they certainly looked good quality but would they cut I asked, we’ll give them a go he said and put one in his bench drill stand and tried to drill a hole, no luck must need sharpening, and still no luck, a close examination showed that they were left hand drills were stamped USAAF and no doubt had originated in the USAAF Base at Manston and were made for a DeWalt machine that did a number of operations some of which required left hand drills. The local manager of Rice and Sons had a number of children one of which was a young girl who like so many of her gender rode and had horses, the garden at his house had become too small for her latest horse and as there was quite a bit of open space at the yard now it was tidy he asked if we could manage to find room for it, wasn’t very keen but found a space between piles of bricks and partition blocks that could be fenced and space in a shed near by that would do as a tackle store. The young girl turned up with this, to us great hairy beast, and put him away while dad pulled up in his car and took her home. We used to let it out to feed around the yard during the day and never really had any trouble putting it away at night, not that any of us felt very comfortable with it, but it did cause trouble, one day it got it’s nose and most of itself jammed in the door way of a shed while it warmed itself on a potbelly stove that was burning to drive out the moisture from stored items, one of us climbed through a window and tried to back it out but it wouldn’t budge, only thing to do was push it forward and dodge the backward explosion as it’s nose got burnt, it often scratched it’s back on stacks of bricks or tiles, our only warning the rumble as thousands of carefully piled ones slowly slid down to cover yards of ground, when burning worm infested wood it loved to put its hooves into the hot ashes and the long length of pipe we used to move the wood about poured out smoke from it’s top end, the horse stood with this in it’s mouth and seemed to enjoy the odd smoke. We had a few minor problems with this horse, it got out one day when a stupid lorry driver left the gate open and the young lad I had taken on spent most of the day chasing it over hill and dale until it leapt a fence into a paddock of other horses and charged about until this owner
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caught it and insisted on knowing who the owner was. The end for us came when I arrived at the yard one Monday morning to be greeted by a very irate RAF officer, the horse had apparently got out during the weekend and right opposite was the grass runway of Manston Aerodrome, these acres of lush grass were heaven to the horse so in spite of large numbers of service personnel in jeeps and on motor bikes it just cantered madly about preventing the circling aircraft from landing. The main runway at Manston was some miles long, equipped with FIDO and a major airfield during WW2, at this time it was occupied by the USAAF flying Lockheed “Shrunk Works” F80 Shooting Stars, Spifires [sic] had by legend taken off across the runway it was so wide, the grass runway was used by visiting light aircraft to leave the main runway free for ops. I noted that the officer concerned was a non flier and after he had calmed down suggested that he get a few years in before going off at the mouth to me, but felt sorry for him as no doubt he had been torn off a strip by some other prat in uniform, told him the horse was not mine and mentioned my service number which shut him up, but the horse had to go and so it did. Another morning I arrived to be called over by the next door neighbour, who had a small holding and piggery behind his house, to complain about the noise I had been making late into the previous evening, said he would come over and shut me up if it happened again, told him I wished he had which surprised him. What had happened was I crawled into the drum of a large concrete mixer to check the blades and water feed pipes, it was going out on to a site the next day and the phone call only came in as I locked up the workshop, my men had already gone, knew that most of the mixer was in good condition but wondered if the blades and water pipes had been checked, blades were OK but still a small amount of concrete on the inside of the water pipe, got a hammer and cold chisel from the toolbox and chipped out the bits and pieces, a small pebble just didn’t want to move so pushed my finger in to flick it out, the pebble dropped down jamming my finger in and the harder I pulled the more it jammed. The only way I could get out was to hold up the pebble with a piece of wire while I eased my finger out, the tools I had with me were too large, that is why I was banging on the drum hoping someone would come and help me, but no luck and I was going deaf from my hammering. Perhaps the last shovel of sand put in to weaken the cement remaining in the drum had a piece of tie wire in, what a hope but after scrabbling about with my free hand for some time I found a piece, held the pebble up and quickly grabbed my tools and crawled out, the neighbour laughed and would come quick if heard banging late again. Another Monday I arrived at the yard to find the entrance blocked by a very large and dirty Steamroller, no sign of a driver, enquires with neighbours did not help, no note or message on the machine, just parked most tidily across the entrance, walking space only. None of my people knew anything about it and none of us knew how to drive, we checked the tank which had some water in it but no coal or wood,
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lit a fire made sure the sight glass was full and when steam started to come out of various holes, pushed and pulled every lever in sight until it moved into the yard, rolled up and down the yard a few times to make our road smooth and put the brake on, the fire was only wood so it soon burnt down and went out. It stay there for a couple of days and then one morning when I got to work it was gone, never did solve the mystery of the vanishing steamroller. While I was having fun and games at work Phyll was doing her best to balance what budget we had, many times when the gas meter was emptied we didn’t get any “rebate” only the return of the many foreign coins left over from my trips abroad that we had used to get gas because we were flat broke. Tony and Philip were a great trail being about 5 and 3 years old, she once got them all dressed up in their best white outfits, told them to be good boys and play together while she got dressed in her only decent frock, we were going to my Granny and Grand Dad Miles 50th wedding anniversary party, all the family would be there and poor as we were had to make out we were not. I was on my way home from some job or other and arrived in time to see the two boys playing together in the garden as requested, only they were playing in the heap of soot that the chimney sweep had left the previous day after sweeping our coal fire chimney’s!! Poor Phyll all the hard work, no [sic] only did she make their outfits, get them clean and looking smart, rushed to get dressed herself, and now had to start all over again, and I turned up dirty as well. We got to the party and everyone said how smart the boys looked, just one more of the miracles she worked. Kids can drive you mad and at other times make you laugh, arriving home from work one day Phyll told me that Tony had put his head into the bath of bleach water while she had been hanging out the clothes, ‘What a silly thing to do’ I said to him, ‘it could burn you and make your hair fall out’ With eyes as large as saucers he looked at me and said, ‘Is that what you did Daddy’ I couldn’t keep a straight face nor could Phyll. Returning from a trip to my brother’s small pig farm Tony suddenly said ‘I know eggs come from chickens Dad, do pigs lay sausages?’ always expect the unexpected where children are concerned. Apart from all the house work, looking after our growing family, Phyll always managed to find yet another job to help the budget, with Susan in her pram she pushed her quite a way to clean and tidy the house of the local vet, his wife looking after Susan while she did this, funny thing neither of us complained, just glad that we could feed and clothe us all from week to week. Among the jobs I did as part time extra work, was painting a house that a nurse lived in near the Manston yard, and doing all repairs and maintenance at the same restaurant that Phyll did evening work. This later one was a real learning experience, all equipment and machines had to be checked before the place opened for the summer season and most were completely strange to me. All the kitchen machines had to be cleaned and tested, and what most of them did was a mystery to me but head down and asked a few questions and off I went, the
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chipper didn’t work I was told, pulled a cover or two off and found that the last one to use it had put in a rock instead of a potato (dissatisfied employee?) cleared that, straightened the blades and OK again, the spud peeler was very slow, found that the abrasive lining was no longer abrasive! new lining ordered and fitted, and so I worked my way through all the catering gear. The manager asked me to look at the revolving entrance doors, had been very stiff at the end of the last season, what did I know about revolving doors, nothing but there must be a reason, climbed on top and found that the lock nuts that held the door up were loose and had allowed the door to drop so that it dragged on the floor, soon adjusted that and smiles from the manager, he began to think I was a miracle worker, but most of it was just the very uncommon common sense. This restaurant was situated on the land side of the road that ran along the beach, a section that was below high tide mark had a dance floor and entertainments as well as food and drinks served. The floor and walls up to high tide level had been “tanked” with a bitumen coating to prevent sea water damaging the decorations and timber block dance floor, some clever “dicky” had removed some of this timber block dance floor and “tanking” to increase the area used to cater for food and drink patrons, vinyl floor tiles had been stuck over the bare concrete floor that was exposed, at the same level and matching those already installed, but these new ones had no “tanking” underneath. The manager explained that as the tide came in and out the salt water dissolved the adhesive which expanded into a large ulcerous looking lump in the middle of the tiles, ladies with stiletto high heels punctured them when they stood on them and the resulting black goo shot up their legs damaging stockings and dresses. I had a look at the problem and sure enough a number were well and truly ready to “blow their top”, dug out those that needed replacing and realised that to put new ones in with adhesive was not the answer, nails would be good but the heads would probably trip people but headless one might be the answer but into concrete could be a problem, had an old gramophone at home that used the old steel needles, gave that a try and magic no problem the hardened needles went into the concrete easily and held the tiles OK, quick trip to the local gramophone shop got all their old used needles and a few boxes of new ones and just kept an eye on the tiles and as they started to bulge out they came and new ones in, during that summer think I changed the whole lot. I was on call during the evenings and week ends not too many problems, most had been already fixed mainly things broken by staff or customers, the ‘chefs’ were a funny lot always on their “high horses” about how clever they were and just threw things about if upset, more work for me, the amplifier and microphones at the dances often played up due mainly I think by drunks grabbing the mic. to bellow their inane rubbish. During the summer ‘season’ Phyll did other work, one of her aunties had a “Boarding house”, perhaps the more modern ‘bed and breakfast’ might convey to readers what it was,
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whole families came to Margate and other seaside resorts to spend their summer holidays, the cheapest accommodation for a family being the Boarding House, must be out of the house by about nine thirty and not let back in to the afternoon, these regulations varied, some miserable people stuck to them, but people never went back to them. Phyll’s job was to clean and tidy all the bedrooms, change over days, usually Saturday was very hard, most of the houses were big old places with perhaps only one lavatory and bathroom on each floor, some not even that, so chamber pots or ‘gusunders’ were provided under all beds, hence the commonly used expression used in those days for all things running late “here it is (time) and not a po emptied”. How Phyll managed to keep house, look after me and the kids and still go out to work I don’t know, no such thing as child minding in those days, we couldn’t have afforded it if there had been, must ask her some time how she managed it all!!! The house in Tivoli Road had no electricity, lighting by gas may be romantic but fraught with problems, too much gas pressure or touched when being lit and mantles break, a small hole will send a jet of flame against the glass cover and in winter when the whole house is cold, the glass shatters and people get cut, candles were used to move from room to room, and checking a sleeping baby without dripping candle grease on everything was an art soon learnt. We decorated this old house from top to bottom, never thought to ask for money to pay for things just got on and did it, remember Phyll standing on a chair wallpapering our bedroom just hours before she asked me to go out and phone the midwife as Susan was on the way, we had made up a bed for her in the dining room so no stairs to climb, I was pushed out and told to boil lots of water and get piles of newspaper, think the water boiling job was to shut me up, brave things woman, glad it was Phyll and not me going through child birth, I need medical attention if I break a finger nail, guess all men are cowards. Because the house was one of a long row of terrace houses, now known as town houses, houses all joined together, being old and some had been empty all during the war, mice had invaded one or two, we had used traps and got rid of ours but roofs and coal cellars joined, so that migration to the best food source was common. All food was kept in mice proof containers, the only source of food not covered being the layers of fat on the inside of the ancient gas cooker, efforts to get it clean only disturbed the recent deposits. Leaving Phyll sitting beside the fire in the room we used most of the time I went out to the cold kitchen to make our nightly drink of cocoa, as I lit the gas light I could hear a scrabbling coming from the oven, a mouse was having supper also, blocking the rear vent up with some clothes waiting to be washed I turned on the oven gas, waited for the scrabbling to end and picked up a dead mouse and in triumph took it in to show Phyll threw it on the fire and returned to make our cocoa. The next night a repeat performance was in sight as the next mouse awaited it’s fate, on went the gas, open came the door and Reg ended on his back against the wall as the
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cooker exploded, with the eye brows, eye lashes and moustache singed I staggered into Phyll, no longer the hero just a poor wounded soldier. The previous night the gas for our cocoa had not been lit, tonight it had, when I opened the oven door the gas escaped and was lit by the gas alight on top. Phyll covered my sores with Vaseline and I hurried out to get the mouse only to see it disappear behind the vegetable boxes in the larder, using all my force I crushed the box against the wall and another dead one, but of course the milk boiled over so I guess you could say, Reg one, the mice one, a draw. A friend of both Phyll and I when were at school was Laurie Foat he worked with his father who had a Greengrocer’s shop in Eaton Rd, I had been interested in bees when at school and found that Laurie also had an interest and had in fact a number of bee hives. We got together and started to expend the number of hives by breeding and bought quality Queen bees which we introduced after removing the old queens, we had bees in all sorts of places, orchardists welcomed us as pollination of their fruit trees was ensured, growers of many crops wanted our bees on site, this sometimes was a very painful as during transit the hives often moved and many times we travelled with swarms of bees round our heads, hoping that we would arrive on site still with enough to carry out the job in hand.
We experimented with new ideas, the only hive that had been used in England apart from the straw skip was the WBC, this had inner boxes in which the frames fitted, usually two types, honey and brood, and outer sloping ones that gave insulation in the cold months when the bees were in hibernation, we tried out the new style National hives, these were single wall and larger than the WBC (how I remember all this after 50 years, I do not know) The National hive was a copy of hives used in warmer countries such as Australia and South Africa, where the honey flow continued most of the year and hibernation was not needed, our extractor could not handle the bigger National frames and filling by the bees took much longer and in fact frames were often found to be only half full even if the honey flow had been good, they were easier to handle but really not for the small bee keeper who enjoyed the hobby more that the honey.
We also tried out a new floor board which had a fine mesh panel in it, a cover over it was controlled by a thermostat which opened and closed it depending on the temperature, this in theory helped the bees to drive off the moisture from the honey before it was capped. An old wives tale says that your bees know you and you must tell them all about you family particularly births and deaths, whether this is true I don’t know but sitting by the entrance to a hive as the sun goes down with crowds of bees at the entrance to the hive all facing inwards fanning their wings madly to drive off the moisture from that day’s honey crop is a rather magic experience, the bees ignore you and with your face close to them the sweet smell of clover,
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apple or other flowers they have been visiting beats any of man’s bottled perfumes.
As winter approached one year, it was obvious that two of our hives were not big enough to survive over the long months ahead, one had been used as a breeding hive for new queens, the other the remnants of one that had swarmed in an orchard miles away and the orchardist had not told us until it was too late to get most of them back. We would need to combine them and as bees are very territorial they couldn’t just be put together (one of the two queens must be removed), most of both hives would be killed, there were two normal ways to do this, cover each lot of bees with flour then combine them and by the time they had cleaned all the flour off themselves they would all smell the same, another ways was to block up the entrances put many layers of newspapers between the two and wait until the two lots of bees had chewed their way through and hope they would be friends.
Laurie lived over his father’s shop which had a flat roof which could be reached from one of Laurie’s windows, the combining needed to be watched to see if it was going according to plan, and the bulk of our hives were on land some miles away, the flat roof above the shop was an ideal place, we thought, the hives were set up near one another and a search through Laurie’s wife’s food cupboard failed to find any flour but a number of half packets of different coloured blanc-mange powder seemed just as good, the lid was removed from one hive and well dusted with powder, the floor taken off the other placed on top and it’s roof removed and the remainder of the powder sprinkled in.
Some of the bees took offence at this and gave us both our usual injection of anti-rheumatic treatment (after the number of stings I took should never get any joint problems, perhaps another old wives tale!) we retreated behind the closed windows of Laurie’s flat to watch events, all seemed to be going well until Laurie’s father suddenly appeared in the room, not a very happy Daddy, bees, all colours of the rainbow were driving his customers away, no one had been stung, but they were landing on everyone and everything and bright orange red, blue, and even multi coloured bees were not the normal thing seen in shops. After about an hour the panic was over and all the bees had settled down to do what bees do best, hum, and make honey.
Bees like the rest of living things get sick and we sent any suspect ones to Rothamstead Research Institute for analysis. I had been working the bees one weekend and on the Monday morning woke up feeling not too good, turning to Phyll in bed asked if my face was swollen, the look on her face and a sudden withdrawal of breath told me the tale, got out of bed and looked in the mirror, two slits that must have been eyes once, two nose holes
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that belonged more to a member of the pig family, the whole lot buried in a red blotched landscape of no sharp edges just fat curves, felt even sicker after seeing that sight. Phyll rang the doctor, (doctors actually came to see the sick in those days) who knew of our family history and at once remarked that it looked like a bee sting, told him we had a hive that we suspected had paralysis and were awaiting the results of tests, sat on my bed for about half an hour finding out all the symptoms of various bee diseases, gave me pills to take, come and see me in ten days, these blue pills got rid of the swelling but seemed to deposit glass chips in my joints, Phyll had to help me move and the pain was worse than the sting, managed to walk with great pain to his surgery after ten days, when I told him of my joints problem, said he should have given me these other pills to dissolve the crystals that would form in my joints.
Went to him once with a very swollen elbow, tennis elbow he said, don’t play it I said, showed me his elbow which was just as swollen as mine, got mine playing golf he said, what shall I do I said, don’t play golf or tennis for a bit was the answer!! Good doctor always came when asked and never gave you any bull, just one of the old school, straight answers to straight questions and don’t go to him if you just wanted a note to stay away from work, I never did, in fact had to argue with him at times when he wanted me to rest, but mutual respect was our way.
At work load was getting greater most self inflicted see a job do it is still my way, and the firm found that if they wanted some thing done and it was possible for me to do it, it got done. The “Corgi” motor bike was just too small for all the tasks expected of me, tried to get a van from the firm, but even old ones were very hard to get after the War, saw an advertisement for a 1928 Austin 7 only 20 quid, borrowed the money from my Dad and went to pick it up, one of the firm’s lorries dropped me off at this farm many miles away from home, it was in the back of a barn and sounded a bit rough when started up, farmer said it had been used to carry a full milk churn down to the front gate each day, drove it out to the yard at Manston, the engine rattle getting worse as time went on. Left it there to begin work on it the next day, stripped it right down, found the front seat was a bale of straw, no back seat, when pulled to pieces the small parts just filled a cardboard box, the chassis was two slender bits of channel joined at one end and that had a number of cracks in it, engine and body was all aluminium so very light, Phyll not very impressed when she first saw it, a box of greasy bits and some other bits of tin hanging on the workshop wall. I rebuilt the thing from scratch, crankshaft reground, cylinders rebored, valves and seats refaced, king pins and bushes renewed, any cracks in the chassis or body welded up, new seats, and tyres and tubes, it was a “tourer” open body and need less to say the canopy was missing, I had a new one made by a coach builder, when finished I spray painted it dark blue, and we now had our own motor car to
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go about and I had arranged payment by the firm for so much a mile when I used it on the firms business, which in fact covered all our costs of the car and a bit over, the overhaul had been done in the firms time and at their cost, not that they were made aware of it, and wouldn’t have minded if they had, for me to be mobile anywhere anytime was what they wanted and now had it.
I could take a decent size tool kit out on repair jobs and even the odd spare part, if they wanted me to do oxy cutting or welding a van or truck had to be available to carry the cylinders and other gear, and the oxy cutting began to become a major part of my work, I had taken on a fitter who stayed at the yard and together with the young bloke I had engaged kept on top of the repairs to machinery while I was out on jobs. A list of all of the metal work jobs I did on site would take pages and strain the old memory but some can never be forgotten for various reasons.
There are three which stick in the memory, Dreamland a very well known and large entertainment park, side shows, scenic railway, ghost house, roller coaster, you name it, Klingers a stocking and tights factory built by Rice and Sons, and The new Margate and district Telephone Exchange also built by Rice’s.
I’ll start with the last, the telephone exchange, this was a multi storey building with imposing stairs and entrance halls, Italian workers had been brought from Italy to do all the Terraza work to floors and stairs, my first contact with the site was when one of their machines would not start and the local garages couldn’t or wouldn’t repair it for them, not a very big job to fix it as I remember, but with typical Italian gusto I was treated as if I had saved them from a fate worse than death itself, showed me all their secrets for treating Terraza floors before people were allowed to walk on it, dozens of bottles of milk poured on after it was ground and washed, the fat from the milk sealed the pores in the cement and polish was applied over this.
The interior hand rail supports up the stairs had been concreted in before the Italians started their work, before they applied the final grinding and polishing they wanted the steel core rail for the wooden hand rail fitted, from their previous experience metal filings often landed on their Terraza and caused stains which were hard to remove, all the interior and exterior steel fences and railings had been contracted from by a London based company some 75 miles away by road. Their workmen arrived on site to fit the core rail and spent a couple of weeks drilling and fitting this top rail and returned to London, the manufacturers of the wooden rail itself came to the site to check that this work had been carried out properly, most people don’t look at wooden hand rails in multi storey buildings, next time you are in one have a look at the complicated solid wood shapes made to change direction
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round corners or up to the next flight, all made from plans and joins that are hard to see. The steel core rail was a mess and phone calls to the London manufactures went un-answered, there was also the question of some hundreds of yards of exterior fancy railings which had to be fitted into holes cut in the Portland Stone capping that was the topping for a wall that curved round and sloped and ended at various entrances on three sides of the building.
The call came in one morning to visit this site and see the site manager, who just happened to be my Father! He showed me the stair problem, the core rail in some cases had been cut short and in others it was too long making the legs fixed into the concrete look like a row of trees, some of the end rolls were all twisted, in fact it was a mess, went back to the yard got oxy gear and other tools told my staff expect me when see me and ring if you can’t cope, the only way was to remove completely the core rail, straighten and check for plumb the supports, and start one end and rectify as I went, finished that part in a week or so, it was OK’d by the handrail people and the Italians who still made a fuss of me and I started to pack up my gear to return to base, that was not on my father’s plans, the steel railing manufacturers had been ‘sacked’, would get no further payments, I would complete the work! ‘Thanks Dad I had other jobs to do,’ ‘but you don’t leave here until the railings are complete’, see what happens when you do a good job? you get more!!
I found that not only had I to get the railings to fit, but had to concrete the legs into the wall leaving the cement a good half inch below the top of the Portland Stone, I then had to come back when the concrete was set and pour melted lead into this space leaving it slightly proud, which I then had to hammer flat using a caulking chisel so that the lead prevented any water from getting at the steel in the wall and causing it to rust. All this was said as if I had been doing this all my life and my own father standing there and saying it, there’s family for you.
I started on a long straight section and when concreted in it was straight as a gun barrel, a good start, now for this curved and sloping section, each day was yet another battle with wedging posts upright, cutting and welding, all joins in the rails had to be half lapped, welded and smooth, at last this very long section was finished, ready for the lead. Back to the yard for a coke fired furnace, pouring pots, melting pots, scrap lead, coke and other tools, I needed help with this lead pouring so told my fitter to report to the site the next day and we would make a start, did the straight run first, each hold had to be done in one pour, lead soon gets a skin on it and if stopped half way would not seal properly, things went well until we did a hole that was damp and all hell broke loose, the hot lead turned the dampness to steam the lead sealed the hole, but the steam won and lead shot out covering
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both of us with lead spots on face and clothes, none in our eyes thank god, a lesson learnt, back to the yard to make to face masks with thick glass and a frame much like an arc welding mask.
Each hole after that had to be heated with the oxy torch to ensure no moisture was present, winter in England there is always moisture present, and so we poured and heated and caulked our way round to the last post outside the main entrance, heated, checked for moisture, poured, and bang the whole of the dark brick work at the main entrance covered in very pretty sparkling lead spots, who should walk out before we could hide, yes dad, “now you’ve got a long job picking every bit of lead out”, some we removed but like I said earlier it soon gets a skin and goes dark and it was winter with no light so we only spent one day doing the easy seen ones and then back to the yard for a rest!!
Dreamland was a very different job, it was the height of the holiday season and the crowds filled every place of entertainment, Margate was a sea side place and families came from all over southern England for their week or two of fun in the sun. Those businesses that depended on the holiday makers for their lively hood had just three months to make enough to last all year, rain didn’t really matter the people came anyhow just spent their money in different places and Dreamland was humming. A very large building had been erected just inside one of the entrances it was about 40 feet high and about a hundred yards square, really only consisted of a corrugated cement and asbestos sheeting clad roof on massive steel supports, the interior filled with side shows and games of chance (very little chance in most cases) and it was always very well patronised, if the sun was out it was a place to get cool and if raining a good shelter, most of the people who ran the side shows paid rent for the site and many managed to find a space in their stall to get their head down when Dreamland was closed for the night. I received a call at home before I even left for the yard to get my Oxy gear and come down to Dreamland to do some cutting, I always had plenty of gas bottles on hand and had purchased very long hoses because of the difficult jobs I was always getting. Arriving at Dreamland I could see this skeleton of a building still smoking from the fire, the foreman met me to say that the owners wanted it cleared away as soon as possible so that trading could start again, but if I made a start a professional in building removal was on his way and he would take over from me. Looking at the structure it was basically a cross with massive compound girder columns at each corner, with again compound steel trusses spanning from column to column, the roofing material had collapsed into the rubbish beneath, but the heavy purlins were all twisted about and had been put under great stress by the heat of the fire. The safest way was to get on top of the building and using boards climb up to the ridges from both sides cutting and dropping the purlins as you went, this would leave the massive truss supported only at
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each end, cut through this at one end with great care, and hang on when it dropped, climb up the other side and drop the remaining end of the truss, this could then be cut up into manageable size lumps and carted away, the two columns could then be cut close to ground level and chopped up and after the whole building had been removed a final cutting of the column stumps would make the site use able again. Explained my thoughts to the site foreman and the boss from Dreamland who both agreed that it seemed OK, barriers were put in place and men stationed to prevent anyone entering the area where I was working, ladders erected for me to get up top, but my hoses though long would not reach far enough, so with a bit of a strain got the two heavy cylinders up to the top of the columns and lashed them there, I would leave them in that position until the time came to fell the columns. Up I went, ladders removed and I started cutting away the purlins, each one acted in a different way depending on what the stress was, just had to be careful and not get too close at the final cut, but things went OK and soon the clatter of falling steel and the showers of sparks from the Oxy torch had a crowd of sight see’ers, got the first truss free of purlins and ready to drop one end, when an almighty bang nearly tossed me off the roof, looked round to where the noise had come from and there was the “professional”, with his long ladder leaning on the truss, he had cut through one end of the truss and had not cut any of the purlins, dangling by a rope tied to the ladder his torch burning the ladder and the truss hanging by the already under stress purlins. The site foreman rushed to help him down and put out the ladder fire.
I cut my truss end and went round to start on the other end when another loud crash rang through the site, the idiot had cut the same end of another truss and now two were hanging and swinging, told the foreman I was off, let the idiot kill himself but not me, don’t worry he said he has scared himself half to death and is going home the job is all yours, I often wonder if I should have thanked the foreman. For a number of days I started at sun up and worked long into the night, balancing on boards and cutting steel, usually woke up in the middle of the night shaking at all the near misses I’d had during the day but just went back to the job in the morning, Phyll was going to the cinema one night with her friend up the road and took a short cut through Dreamland to get to the cinema, saw me up on the roof sparks flying everywhere and just couldn’t go any further, got the job finished in the end but nobody ever thanked me and not even a whisper of some extra money, should have asked for some before I started I suppose, just too thick for my own good. Reading this could make people think that I am boasting about how clever I was, I’m afraid the reverse is the case, all of my children have more sense than I, if extra work is undertaken, extra pay is demanded, and received, promotion is given with extra perks for an employee of value, I just did everything asked and in most cases took on extra responsibilities without being asked and it seems never thanked, managers used my work to enhance their own images and gained increases
[page break]
of salary and position by getting work done under cost and dead lines because they could depend on me, and I the mug just kept on delivering. I obviously didn’t realise any of this at the time, probably would have carried on just the same if I had, but I had something that none of them had, satisfaction of doing a good job and over coming difficulties that would have had many asking for help, none of my jobs could ever cause me any embarrassment about my skill as a fitter, my training in the RAF taught me that near enough is not good enough, only one way, the right way, think before you start, it might be too late if you start to think after you have started!! The next job I will describe was again something quite different, a site had been cleared on the industrial are between Margate and Ramsgate for a factory being built to manufacture stockings and tights and owned by Klingers. This factory was a very special construction in reinforced concrete, a triple barrel vault roof with north facing double sealed windows, parking and storage beneath, no columns or supports of any kind on the factory floor. The drawings of the reinforcing steel bars to go into the roof were a maze of interlocking rods, the roof changing in thickness from massive beams running the full length, to just three inches in thickness in the centre of the curves and again getting thicker to support the large double glazed window units. I was given various lists of machinery required and the dates when they should be on site, apart from the usual concrete mixers and scaffolding, steel bar bending tools were wanted to make all the complicated shapes of reinforcing needed, the men on site would start working to the drawings provided many weeks before the actual construction work started. Benches, various benders and cutting gear was delivered to the site but the foreman had trouble actually bending some of the shapes with the machines provided, investigations of machines on the market indicated that there was none that could do the tight and difficult shapes wanted. The architect would not change his design, so the foreman, workers and I put our heads together and worked out a simple device to bend the difficult pieces, made one of the machines and once we were all happy with it made a couple more. Further tales of working life can be found in the FAMILY CD. Reg
[page break]
[Missing photograph]
[underlined] Wedding photo April 28 1945 [/underlined]
– Reg Miles
http://www.geocities.com/jkjustin/Milesbio6.html
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Biography of Reg Miles
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A detailed Biography of Reg' service and post service life.
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Royal Air Force
Royal Air Force. Bomber Command
Royal Navy
Royal Canadian Air Force
Royal Air Force. Transport Command
Royal Air Force. Fighter Command
Free French Air Force
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Great Britain
England--Margate
England--Wendover
England--Aylesbury
England--High Wycombe
England--Dover
England--Shrewsbury
England--Liverpool
England--Penzance
England--Devon
South Africa--Bloemfontein
England--Taunton
England--Blackpool
Sierra Leone--Freetown
South Africa--Durban
South Africa--Muizenberg
South Africa--Cape Town
South Africa--Krugersdorp
Germany--Dortmund
Belgium--Ghent
England--Folkestone
France--Paris
France--Lens
Germany--Düsseldorf
Germany--Karlsruhe
Germany--Essen
Belgium--Liège
France--Somain
France--Pas-de-Calais
France--Neufchâtel-en-Bray
Germany--Stuttgart
Germany--Hamburg
France--Creil Region
France--Saint-Vaast-La Hougue
France--Montrichard
France--Mimoyecques
France--Le Havre
Germany--Castrop-Rauxel
Germany--Osnabrück
Germany--Kiel
France--Boulogne-sur-Mer
France--Calais
Germany--Bottrop
Germany--Oberhausen (Düsseldorf)
Norway--Bergen
England--Harrogate
Malta
Egypt--Cairo
Australia
Queensland--Mackay
Libya--Tripoli
Israel--Tel Aviv
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West Bank--Bethlehem
Iraq--Baṣrah
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India--Kolkata
Sri Lanka--Ratmalana
Sri Lanka--Negombo
Israel--Lod
India--New Delhi
England--Cornwall (County)
France
Queensland
Libya
Egypt
Germany
Belgium
India
Iraq
Israel
Norway
South Africa
Pakistan
Sri Lanka
Sierra Leone
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England--Kent
England--Shropshire
England--Somerset
England--Lancashire
Egypt--Jīzah
France--Chantilly Forest
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Reg Miles
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109 printed sheets
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eng
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BMilesRJMilesRJv1
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IBCC Digital Archive
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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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Georgie Donaldson
346 Squadron
347 Squadron
420 Squadron
425 Squadron
428 Squadron
432 Squadron
6 Group
77 Squadron
air gunner
aircrew
Anson
anti-aircraft fire
B-17
Beaufighter
Blenheim
bomb aimer
C-47
Churchill, Winston (1874-1965)
control caravan
crash
crewing up
debriefing
demobilisation
dispersal
Distinguished Flying Cross
entertainment
FIDO
fitter engine
flight engineer
Fw 190
Gee
Grand Slam
ground crew
ground personnel
H2S
Halifax
Halifax Mk 2
Halifax Mk 5
Hampden
hangar
Harvard
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
home front
Hurricane
Ju 88
Lancaster
Lancaster Mk 2
love and romance
Manchester
Master Bomber
Me 109
mess
military ethos
military living conditions
military service conditions
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Oboe
P-51
Pathfinders
perimeter track
pilot
promotion
RAF Carnaby
RAF Dishforth
RAF East Moor
RAF Elvington
RAF Halton
RAF Langar
RAF Lyneham
RAF Manston
RAF Nutts Corner
RAF Prestwick
RAF Shawbury
RAF Skellingthorpe
RAF Skipton on Swale
RAF St Athan
RAF St Eval
RAF Tholthorpe
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RAF Woodbridge
recruitment
runway
Scarecrow
searchlight
Second Tactical Air Force
service vehicle
Spitfire
sport
Stirling
target indicator
Tiger Moth
training
Typhoon
V-1
V-2
V-weapon
Wallis, Barnes Neville (1887-1979)
Wellington
Window
wireless operator
Women’s Auxiliary Air Force
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1722/28904/AYeandleBA181229.2.mp3
2ab0b8438e291265ab84c6488aa0d64c
Dublin Core
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Title
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Yeandle, Bertram Arthur
B A Yeandle
Publisher
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IBCC Digital Archive
Date
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2018-12-29
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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.
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Yeandle, BA
Description
An account of the resource
Six items. An oral history interview with Sergeant Bertram Arthur Yeandle (b.1921, 573365 Royal Air Force) and photographs. He served as an engine / airframe fitter with 179 and 23 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Professor Susan Yeandle and catalogued by Barry Hunter.
Transcribed audio recording
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Transcription
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CB: My name is Chris Brockbank, and today is the 29th of December 2018, and we’re in Filton, Bristol talking to Bert Yeandle about his life and times. Bert, what are your earliest recollections of life?
BY: Well, I went to school, junior school in North Petherton, and one of the interesting things about the school, I- In those days the 11+ was rather limited. There were almost forty children in my class, it were one girl and one boy, passed the scholarship and taken to the local, to the local secondary school, you know the high school sort of thing. One was, one was the postmaster's son, the other one was the local labour exchange’s daughter, so that- I- You can put that how you want it but I fancied there was a little bit of a twist somewhere.
CB: And what did you parents do?
BY: My, my mother left- Was born in 19- 1880 in about- She went to school in- She was born in Woodstock, or a place called Glympton near Woodstock in Oxfordshire, and she, she- I don’t quite know much about her schooldays but I remember she told me that she had to pay to go to school, even council school, I think they paid six pence a week they had to pay, had to take this sort of little silver sixpence to school. Anyway, eventually she left home and became a cook, and I suppose her training was through her mother, who had been that sort of thing, and she went to work at Puriton just outside Bridgewater, to the home of a reverend doctor, who had five boys, and she cooked in those days and that must’ve been about, about 1893 or something around- I think she’d be about- Well say she was about sixteen from, yeah ninety-six or seven. She was born in 19-1880 that’s be nineteen, sixteen sort of thing, about twenty-six, maybe a bit younger but that’s immaterial, and then she stayed there and my father, he was a tailor, a bespoke tailor, and he followed the trade until, it was- Until the tailoring trade was swamped by the, by the, the Jewish sort of tailors that came the Montague Burtons and the, fifty-shilling tailors and all these sorts of things, and they swamped the bespoke tailors, and there was a lot of unemployment. Anyways, father managed on, things were rather tough in the thirties for me, because father only had three, three weeks- Three days of employment by a firm of tailors in Bridgewater, three days a week and he used to do jobbing, you know, people knock at the door and say, ‘Shorten my trousers’ or, ‘Lengthen the sleeves,’ all that sort of thing, and that’s how he survived until, about 1935, he became a relieving officer- a temporary relieving officer and registrar in Bridgewater and North Petherton district, and he did- He stayed with that situation until he, until he died. He did join up in 1918, in a tailor division, I don’t know a lot about that but he, he, he didn’t- He wasn’t called up before that because there was a lot of uniforms that had to be made in the fourteen, eighteen war, they were knocked up very quickly and, so he was employed in that and eventually called him up in early parts of 1918, I think or something like that. So, he didn’t, he didn’t- he didn’t know much about it. I had one brother, my brother, he joined the RAF soon after me and he went to the, overseas, the force in France straight away. What did they call them, the?
CB: The BEF.
BY: BEF, British Ex- Yep.
CB: Expeditionary.
BY: And he stayed with them till evacuation.
CB: Right.
BY: Evacuation in May, and he didn’t come across with the boats with the masses, he travelled on a petrol bowser with a few other fellows, south of Dunkirk and came across by some boat further down Brest, or somewhere down that end, he got safely home that was that. He was- While he was there in, with the BEF he was a despatch rider and a part-time policemen sort of thing. I can tell you more about him.
CB: Ok, so-
BY: And he, he demobbed just when ’45, you know, sort of.
CB: Right, so back to your early days at school
BY: Yep
CB: Did you enjoy school? What were your-
BY: I think I did yes.
CB: - particular interests?
BY: One important thing was, half way through my school, my junior school, when I was about nine or ten, our headmaster was seriously ill, and he was taken off teaching and a temporary master came to us, who lived in Cleveland, he came down from Cleveland to take over the management, and he brought with him an Oxford University graduate, who taught his boys to play rugby, and he, he took us out and trained us, and of course North Petherton was a hot bed of rugby from 182- 1875, I think. So, they’ve had a history right through the war, all the time and still operating now, and not the same strength but there we are. So, that’s one of my earliest things, and then as father’s financial position got a little better, being in a better job, you know, more- as an assistant registrar and all that sort of thing, he sent me to a commercial school in Bridgewater, at which I, I- As you know, it specialised in bookkeeping, short-hand and I had the option of either learning French or learning Euclid and as it was, I thought Euclid sounded, well a useful sort of thing and I studied Euclid. You know what that is? A sort of offset, the sort of explanation of why something happened, why two parallel lines never meet, you know, all this sort of thing. So that went on, until I left school and, as I said, went to, work as a junior clerk in the Bristol- Bridgewater gas company. All the towns had their own private sort of organisation in those days right, and then from there on I- My, my cousin introduced me to the, to the strong points of being an apprentice, and how good it would be, and he felt certain, even though I went to a commercial school and one of the papers that we had to, we had to take to assess at Halton. You know that do you? There was three papers, English, science and, and general studies. Well, science was a problem and when I got the exam, temporary exam papers and then applied to be an apprentice, I got the temporary redundant sort of thing to see what it was, and I thought what have we here. So, I got tuition privately from a scout-master who was a teacher and he managed to struggle me through, and I passed and I was four-hundred-and-seventy-fourth out of nine-hundred-and-ten so. So, in those days, it- The pecking order was such that as you- The higher you were up the more first chance you had for the trade you turned in. So, a lot of the- you know the top ten, they went for wireless operator, mechanic, or fitter armourer or fitter two or wireless and electronic, that was the four trades of work and it worked out according to your pecking order. So, I, I was more or less, got what I wanted, and I was trained. I went to Halton and after a while, I think eighteen months they decided that they would- It was getting rather over bodied by more apprentices than they could cope with, all of us the same situation was such in Cosford, and we transferred to Cosford, and I finished my apprenticeship at Cosford, and passed out of Cosford. In about the first or second of April- March- January rather, joined Bomber Command at Harwell, that’s roughly, any more questions?
CB: Harwell in Oxfordshire?
BY: Berkshire.
CB: Berkshire it was then, now in Oxfordshire, yes.
BY: It had no, it had no runway, all the air- All the Wellingtons took off, and we, we had about, about eighteen Wellingtons and an Anson and an Oxford. These other two were for local commute, you know, flitting from one station to the other, passing a sort of good word between each station, and- Where are we now? And then
CB: So what sort of date-
BY: I started to work straight away.
CB: Yep, on what?
BY: On Wellingtons.
CB: Yes, but what-
BY: The first job I got- In those days it was- You got the normal sort of daily routine inspection, you got the thirty-hour, you got the sixty-hour and you got the a hundred-and-twenty hour inspection of aircraft, and being a fitter2 E, engines were my speciality, so I was put with another experienced young man, and we had to take an engine out of, out of the Wellington and put a new one in, that was my first job, and then it went on from there and then, you know, various- But I must say at this stage that it was quite interesting, as we came to the hangar every morning, in the middle distance were the Berkshire Downs and invariably every day you’d see a white patch in there, which is a crashed aircraft. Burnt up by the cadmin[?], you know, what the structure was made out, you know, ‘cause they were flying at twenty-hours and twenty-five hours, no experience at all, and then in 19- They had to get airmen in the air, in ’40, some survived that were better than others but- And that was- But, as time ran on there as normal daily work and we obviously, that the RAF, or Bomber Command as every other command, very conscious of the, of the sabotage which was occurring out in airfields and things like that, and there was guards placed in the insert and outs of the hangar in the first six months of 1940, you know, for- We just didn’t know what was happening, or they didn’t know, and eventually we run up to, to Dunkirk. Now as soon as Dunkirk was sort of settled, within about- When all the ones that were able, were home to their homes or their units and such like, there was that fear of paratroopers. So, we had set up in various teams of about twenty, and we had to man the airfield at an hour before dawn, till two hours after dawn armed with fifty rounds of ammunition, waiting for the parachutes to come. Fortunately, they never came. So- But we’re there waiting and being a lad of nineteen, you know, you had that fear of- You’re out- ‘Cause differing at nineteen, and one of us twenty-five and thirty and go on doesn’t it, and you know, I thought it would be a good job have a shot at these people dangling down with a canopy above ‘em, but it never happened, and then that eased off and we’re on Wellingtons, carrying on ‘cause I think we had about seventeen or eighteen there, and as I told you before we- Our job was in the early stages of March, April, May, May sort of thing was bombing, was nickel bombing or leaflets, propaganda, you know, distribute all over Berlin and all other places like that, and I wish I’d salvaged a couple and got them now, they were interesting to see but we just flung them in the dustbin as it was, you know, you’re- And that was it until, until it came- Now where are we now? I’ve lost my self a little bit.
CB: Just stop a minute.
BY: In, I’d never heard of it before, the Flight Sergeant Warrant Officer in charge of the hangar, who was the boss and you know, you know that sort of, the power they had, you know, they’d do this that and other, you can’t do this, you can’t do that, you must do this, you know, that sort of business, and he was, he was a West Indian, and in those days, you know, when you met a coloured man, you- It was unusual, and he was a boss there, and he was the boss all the time I was there. I don’t- What it- Where he ended up, I don’t know, but he was very efficient. There’s no doubt about that. So that’s-
CB: How did he get on with the-
BY: I think he got on very well, we, we respected him, you didn’t- You respected authority in those days but we were, we were sort of brought up at Halton to sort of respect authority, you know, and-
CB: So, you arrived at the airfield, what did they do as soon as you arrived?
BY: Well I mean we’d already gone through the fundamentals of- Medicals and all that sort at Halton, you know, we’d had a very good briefing there, we’d learnt a lot about air force law, and drill ‘cause we- Friday afternoons was the drill, Monday- Wednesday afternoons was sports afternoon, Friday afternoons was ceremonial drill, and in between we were taken to a study room to read- to study, or be read the air force law to us, what we should do and what we shouldn’t do, and of course we got the King’s Shilling at the time.
CB: At Harwell?
BY: At Harwell, yeah.
CB: So, you arrive, it’s one of the expansion period air fields-
BY: Oh, it was yeah
CB: -so it’s well set up-
BY: Well, I don’t know whether you- You’re aware of this but Lord Trenchard in 19- When he was the head of the metropolitan police, he looks at the Air Force and he said, ‘We’re all behind, we’re backward,’ compared to the Germans and all- ‘We’ve got to get a force of grammar school boys,’ and especially grammar, ‘who’ll take an examination, Great Britain and Northern Ireland, and fit them and train them to be the ground force of the RAF regardless’.
CB: Yep.
BY: Regardless at the time, you know, what- But there was quite a few people that applied for aircrew at that time and then after about- And I applied but I was, I was a bit late in applying, and at that time the Air Ministry said, ‘Right no more ground crew, we’re not going to spend money training you people for two-and-a-half, three years, and send you off flying and lose you in, in no time’. So, they focused- I don’t quite know what they- How they focussed their attacks on getting more aircrew into Bomber Command and Fighter Command and all the communication and, you know, air sea rescue and all this sort of thing. Not air sea rescue, command control they called it, not air sea rescue, command control.
CB: Coastal Command?
BY: Yeah, Coastal Command, yes.
CB: Well, it was expanding fast.
BY: Yeah, and so he, he emphasised that we gotta get- We’re having an entry of every two months- Every two year, every May- Twice a year.
CB: Yes
BY: Twice a year.
CB: Into Halton?
BY: Into Halton, and Halton was getting a bit overloaded it was four big squadrons there then and we- Then they formed us into five squadron, and we- Then they took us to Cosford, but we had the same standard of education and we all had to go and get the same trade test as well. We had to go to- In those days we had to get a trade test as well so, before you passed out into your squadrons or whatever, and a good job- A good majority of us, you know, had to what they called the warning of going overseas, and I went overseas on the 1st of January- Well I, I left home, left my father and mother on the 1st of January 1941.
CB: Right. Can we just go back to the Halton bit?
BY: Yep
CB: Because it’s quite important here, I think. What was the routine? You’re young, you’re sixteen, you join the air force and you’re in a barrack block-
BY: Yes, indeed.
CB: -with a dormitory, so how many people in the dormitory?
BY: About thirty, and being a clerk before I joined up, most had come straight from school.
CB: Yes
BY: I was the, room clerk so I had to take a name, address and next of kin and all that. So that was my job which in a way was a better job than doing the ablutions or, you know, dust under the bed and, you know, that sort of thing, centre floor. So that was my job and that was the first thing we did at when we got- We had be registered and then what information, detail went to the office and all that sort of thing. Of course, we- All letters home had to be censored, and it started on from there.
CB: Was there censorship before the war?
BY: No, no, not to my knowledge.
CB: Right. When you, when you got up in the morning, what time of day was that?
BY: Six-thirty.
CB: Ok, then what?
BY: Six-thirty, and breakfast was half-past seven to half-past eight all properly dressed, no nonsense. Three mornings a week, we had to get up at six and that was for PT. Not very strenuous but get some fresh air and running out, loosening your limbs from lying in bed. Our bed time, for the first year, was nine-thirty, we had to be in bed by nine-thirty and lights out at ten o’ clock. It was no smoking until you were eighteen, and then you only smoked in certain parts. Lights out, as I say and as the next year went on until we left, you carried on the same routine. I think the- I think we could, light’s out was at ten o’ clock, but we still carried on a routine of breakfast, to the hangar, orderly dressed, if you didn’t- If you weren't orderly dressed- I mean I was caught once wearing a pair of red socks, somebody saw me, took my name and I was jankers, you know what that is?
CB: Yes, so you, well you’d better explain- What are jankers?
BY: [Laughs] Well jankers, first of all you had to report to the guard room, with your best blue on at six o’ clock, at night, and a nine o’ clock. You were inspected by the, by the orderly officer or the sergeant, and which then were detailed to the severity of your crime, into the cookhouse to scrub the floor or, do any duties that were necessary there, and that’s really what it worked out to be. So you were punished, you either got three days or seven days. If you were a really naughty boy and done something really serious you might be sent out to a, a sort of home where they vetted you and gave you a suitable punishment. I remember one situation, I can recall where we took an engine out of- Took a pega- ‘Cause the Pegasus and in-lines used in the Wellington at that time, as a sort of spare. What they could get hold of really, suitable, and this fellow, he had to drain the oil obviously, and he disconnected the oil and the engine, under the coupling to the and shot it out, and shot off the, oil of the tank which was remaining in the petrol tank, I think it was about thirty gallons of oil in this petrol tank and the-
CB: Oil tank, yeah.
BY: And instead of just screwing the thing up, he poked a bit of rag in first of all and screwed it up, eventually the aircraft crashed because the next person undid the union, connected up to the engine, are you with me?
CB: He didn’t know that there was a rag in there.
BY: He didn’t know that there was a rag in there, and that obstructed the flow, and the aircraft crashed because there was a seizure on the engine and he was sent up to field punishment camp.
CB: What happened to the crew?
BY: The crew, I believe were killed. I wouldn’t like to say for definite on that, the aircraft definitely crashed.
CB: A thing like that’s very serious, so to what extent would the- At what point would a court-martial be convened for that sort of thing?
BY: Well, you’d go there- I expect- I don’t know whether, whether it was tantamount to a court-martial, I think it is. If you were sent to the- What is it, what was I, called the name? The home?
CB: The punishment.
BY: The punishment home, if you were sent there the odds are that you would take a service court-martial.
CB: Right.
BY: And every time you were a minor punishment, like I just mentioned what I did with my socks or, you know, I- You had to go in front the CO, and wait in a corridor ten minutes and let him get his breath and you’d get your breath back, and you march in and salute him and all that sort of thing and, the charge was there, with the corporal and sergeant that had found you, that sort of thing, you know, that sort of thing. But, you know, it taught us discipline, and it taught us how to- You know, you got to draw the line sometime, you can’t do what you like, you were treated well, the food was very good in wartime and right up to- Food was very good. Our education, we had twenty-five hours at workshop and fifteen hours in schools, and I always remember the first, the first day at school- We were presented with, the unification of- The one before, oh I don’t, I can’t think of the name, but it was quite severe. I was out of touch really, and I- We sat in, in a order in the schools, alphabetically, so the fellow sat beside me was a brighter boy than I was and he was a good lad and he used to help me a little bit with my sort of, you know, sneaking across a piece of paper and the answer to one of the things. Unification of something, what is it? What is that, a receive before, before algebra? Anyway, it was quite severe and, our history was about the air force, how it was formed, what the blue means and all that sort of thing and the various stations around the company and the general studies was about the various historical, which would affect the air force. We had a good sort of grounding there.
CB: So when did you actually join the apprentice scheme at Halton? It was ’37 entry, when was that?
BY: January ’38.
CB: Right.
BY: I had to report in January ’38. I took the examination in Weston-Super-Mare, in I suppose about- I think it was about September, something like that.
CB: Yeah, and then the course finished after how many years?
BY: Well, the course finished just under two years, we didn’t do the three years because the situation was such that they wanted to cram as much in as they possibly could, you know, we used a few more hours and with a little bit more private study and all that sort of thing. So-But on balance the boys that stayed at Halton, or the ones at Cosford finished at the same time, with the same ability.
CB: Yeah
BY: Group one, we were group one tradesmen, a Fitter2. At this stage, after the war, I with about, about seven or eight-hundred other ones, got converted. You see I was qualified at that time- When I passed out, I was qualified to do any job, to do with the engines, aircraft engines, take the prop off, all that sort of thing, hydraulics and various numatics, and such like. The other tradesmen had their sort of- We never touched any armaments or that was their job, and the wires, nothing to do with that sort of thing.
CB: So you were technically an engine fitter?
BY: And then after the war, I did one year's course to convert me to the air frame side of it, so consequently when I left- We had this course at Locking, RAF Locking in Weston-Super-Mare and when I left that one, I was qualified to do anything on any aircraft you see. That was very handy for the airport because during my time at Halton- At Harwell, there were always visiting aircraft coming in, and if you were a duty flight you had to see to them and deal to them, see what they wanted and see them off. Usually, the crew stayed in the mess or the officers mess or the sergeants mess, that night and off they went for somewhere else. So that was our responsibility, to deal with any visiting aircraft.
CB: And what extra training did you get while you were at Harwell on modern aircraft? Was the Wellington-
BY: We studied, we studied the in-line engine and we studied the radial engine at Halton.
CB: Yes.
BY: In fact we started off studying Morris motors engine.
CB: Did you?
BY: That was our first job, you know, when they introduced us to the internal combustion engines. So, they started off that and we learnt what, you know, what- How tappets worked and the valves and- I mean I didn’t have a clue when I, when I came, sort of thing, but you soon pick it up don’t you?
CB: Well, it was good training wasn’t it?
BY: Oh absolutely, ‘cause I would- And even Geoff will tell you the same thing, the best time of his life was at- In the boy’s service, you know, the apprentice service.
CB: Now talking about that, we talked about you being in a room in the barrack block, thirty people. Was there a corporal in a room at the end in his own?
BY: Oh yes, yes.
CB: So how did that work, there’s a single room at the end with a corporal in it?
BY: Yes, I can remember his name, Corporal Ratcliffe his name was, he was our corporal in boy’s service. He was a very nice chap, he was a sergeant apprentice.
CB: Oh
BY: And he- In one of the earlier entries obviously.
CB: Yes, yeah.
BY: And he was- Well he just kept order, you know, if we lost anything it was up to him to sort it out, and any real complaints we went to him and he would carry the complaint on to, you know, his senior sort of thing.
CB: Yeah, so he controlled the room.
BY: He did control it, but, every morning the orderly sergeant came in at half-past six and shouted, if anyone was in bed, they didn’t stay in bed very long.
CB: So, you get up and you wash, what do you do about the beds?
BY: Oh, it’s most important, folded up your blanket, two blankets and a sheet, a pair of sheets, folded up neatly, stacked up- Our beds were Macdonald[?] beds, sort of-
CB: Two billows deep?
BY: Yeah, close them up to a sort of a sitting distance, sort of thing, from that, from that distance down to there, and you had to pack your, your blankets and your alternate levels and make it look tidy, and your pyjamas on there. The-
CB: Then there was a-
BY: Then the laundry business. We had two avenues for our laundry, the laundry was our boiler suits, ‘cause we all wore boiler- And do you know, we had to wear a tie then, in the hangar room all the time, collar and tie, it's crazy isn’t it? But we had to wear it, if you see anything on the pictures, you see- So we had a [unclear] avenue, a special bag with our names, that was most important, you had to get your names on all your equipment, and then for the other bag, for your- What you called you domestic, was your towels, I think we had two lots, two towels a week and shirts, collars and detachable-
CB: Detachable collar, yes.
BY: Socks, and basic things in that thing, and your sheets. Oh, the sheets went in another basket that’s right, they went into another basket.
CB: How many pairs of sheets did you get a week?
BY: Oh we used to get- I think we got clean sheets, real clean sheets every fortnight.
CB: Right, yeah.
BY: I think that’s what we had to do. So, that was an alternative sort of, pack your bag with washing.
CB: So, there was an inspection of the beds, and the blankets every morning?
BY: The orderly officer came round every morning, while we were on parade. We- And to go to the hangar we paraded at half-past eight in our lines, you had to answer your call- Answer, it was a roll call, and then we- In the boys service we had to march to our schools or our workshop but when we got to the squadron, to 148 Squadron I was on, we just more or less- We just walked to the hangar, and the Warrant Officer he knew who was who sort of thing, he knew who was missing and then, and then in those days we had a restroom, we’d a break and restroom in which we had a chap who wasn’t an apprentice and he was responsible for making the tea and, he had an avenue of going out and getting tea- What we called tea and wads for us, and he made us feel- And we had to pay him, I don’t know, pay a tuppence a week or something like that, he made a living out of that, sort of thing, subsidises his letter income, and the money we got, in the boys service, was a shilling a day. Right, and we could allocate four shillings of that to the post office, to the post office or any other form that your parents wish you. So that’s the sort of- When we went on holiday, our end of term, which was about twelve or fourteen weeks, we would get instead of picking up three shillings at the pay table, we would pick up about ten, eleven pounds just, you know, to satisfy, to go and-
CB: A lot of money in those days.
BY: It was a lot of money, but didn’t seem to last for long ‘cause we had to find our own soap, our own toothpaste, our own chocolate and toothbrushes to [unclear], but the [unclear], hairbrushes, combs you had to find ‘cause they were always being lost, or, you know, that sort of thing, so we made this- And then there quite a little bit of trading going on, you know, if you got broke say you’ll borrow a shilling for one sixpence to return, sort of thing [chuckles] it’s funny really. Mind you, all this is- I’m trying to talk- Remember eighty years ago, you know.
CB: Exactly. Now on that, because this is so different from today-
BY: Oh I don’t- I-
CB: When you went to eat, where did you eat? This is at Halton, where did you eat?
BY: In the cookhouse, what we called the cookhouse.
CB: Right, how big was that?
BY: Oh quite a big place, but it had to, to accommodate sort of each squadron.
CB: And the squadron was how many people?
BY: Hundred-and-twenty, hundred-and-fifty, that sort of thing. I might be inaccurate by that, these numbers, my mind might forget little-
CB: And the menu was-
BY: The menu was very good
CB: - was fixed or, choice?
BY: We had a good breakfast, a good lunch and at tea-time we had cake, and bread and butter and jam, and syrup was always on the table. It- When I got to the squadron, I’d been put on night flying, the night flying duties were as such, you did a day- We’ll say night flying was on Monday night, you got to the hangar Monday morning, you would do your job, you’d be working on the aircraft which is flying that night, and every aircraft that fly that night had to have night flying test. So aircraft had to fly in the afternoon, late afternoon and the pilot would check it and do- He didn’t- They only did a sort of large circuit and all that sort of thing, and if it's come back it was all right, if it’s a small item, it was put right and then you were called according to the time of day, I mean night flying would start- This time of year it would start about 7 o’ clock, and [unclear] the pilots would do- Or the air [unclear] would do two sorties. Three hours, come back, refuel and another three hours, maybe two hours, it depends on what the circumstances were. So, I mean, you know, that was a night flying programme. I know I'm a bit disjointed but you can all sort this, when you read it I'm sure. And then on occasion- This is interesting, when you were on night flying duty, or in duty crew, you had to see any aircraft in and sometimes they came in at night and they would land in between two rows of flare paths, and the flare path, no electrics, it was like a paraffin watering can with wick coming out the spout [chuckles] yes, you’re smiling, this is true though, and the line I think was about twenty
CB: This is paraffin?
BY: Paraffin, and the aircraft would land in between that, and it was a tedious job you had to go, you know, you might- We didn’t have a vehicle to do everything, mostly the vehicles were for driving the petrol bowsers about, so you couldn’t do that, but to go to one end of the airfield to the other you had to walk, or bicycle, or whatever, and- So we had to put these flare paths out then, when it was daylight, they all had to come in, it would be twiched[?] and checked- Make sure they’re serviceable for the next night, it was everything. But, it’s a bit hazardous sometimes, if one had blown over or something like that, and you were told by the flying control to go out and see to that, take another one out, and, you know the RT wasn’t all that clever, and if you had to land with something, you know at that time- Pretty precarious.
CB: So how was the communication on the airport- field? Was it- ‘Cause there was no radio so was it done by flash light?
BY: Yep
CB: Or morse code?
BY: Aldis lamp
CB: Yeah, aldis lamp?
BY: It- The aircraft would come in and flash the green light if it’s ok, and you would reply with that. If, wasn’t- If you weren’t ready, it was a red light and they’d have to go round and come again, sort of thing like- That was the basic sort of thing. Where are we now?
CB: So as you’re onto that, what communication did you actually have with the aircrew themselves?
BY: Very good. They were, you know, more or less you were- Your aircraft was his aircraft and his aircraft were yours and, you know, you saw him off, he knew you and that sort of thing.
CB: Were you normally in communication, ‘cause there are five or six people on the Wellington, so were you talking to the pilot?
BY: Oh yes, well mainly- We talked to the pilot and the navigator and they would come up, but mainly the pilot because he’d know the condition of the engine, if there was anything wrong or if there was a mag drop or no oil pressure or, or the heating was not, not good, it was overheating sort of thing, and-The armourers, if it was, if it was- Had to be armed they, they trolleyed in with their weapons and opened the bomb doors and, did that sort of thing, so it- We all had- It was very organised and there was the petrol bowsers- for starting up, you’d plug in, you know, and make sure the battery was charged there, that sort of thing. The trolley acc’s, we used to call pushed them out there.
CB: Yeah, so the trolley acc is a trolley accumulator to start the engine isn’t it?
BY: Yeah, and at night-time you got into a routine and when you saw the aircraft come in you had two lights sort of thing, you’d wave them in sort of thing. In those days the connection between the ground crew and aircrew was very good, extremely good- Well they- You were responsible for their safety and they were responsible, you know, for the safety in flying, you know.
CB: You had responsibility for certain aircraft only, not all of them?
BY: Well, it depended Chris, you know, how long we, you know- What the situation was, every day is different.
CB: Yep.
BY: So that takes us up to- And then our first bombing on this aircraft- On this airfield. I was in the cockpit and I remember quite vividly what I was doing. I was adjusting the controls to the elevators from the cockpit, and I was- And suddenly there was a- The air warden siren went and I could just see bombers going down the, sort of runway line dropping sort of bombs, not very big, they didn’t do much damage. But after that they decided this was dangerous, we’re gonna- One of these days it’s gonna hit the hangar, they’re either going to bomb the hangar or they’re going to bomb headquarters. So every night at the end of the day we were bussed out to a village called East Hendred, which was the home of the race horse stables, ‘cause that was a hot race- Newbury and all that areas, and we lived in stables there for quite a long while. Right until the end, until I went overseas, and all we had in these stables- But we, we were fed by bus to the, to the unit, come- You know, we had our meal in the evening before we left, and we were taken down for our breakfast in the morning, sort of thing. But, the heating in the- All we had in the stables was two beds and blankets, as I told you, two blankets and sheets- No we didn’t have sheets, we had blankets, just blankets, and in the corner was a sort of shelf which they used to put the hay, stack the hay in and we used to put our bits and pieces in there or, and we had no heating except valor heating, valor stoves do you remember the valor stoves? You remember them Chris, don’t you?
CB: Oh yes, yeah.
BY: And that would heat our water to have a good wash and shave at night.
CB: You just put it on top?
BY: Yeah, and it was only two of us to a stable, so it was enough on a big bowl to wipe our, and then we wandered off in the evening to the village- East Hendred is a place, you’ll see it on a map now, it was a very-
CB: I know it well.
BY: You know it well?
CB: Yeah, yeah.
BY: And it was a stables, the owner was a man called Bell, Dr Bell I think, he owned a string- And another thing, we used to see the horses go across in the very early hours of the morning being led off in the downs, you know, in the distance. Nowhere near the airport, but it was a good country to live in really.
CB: What about the social life?
BY: The social life wasn’t very much, really, well we had a NAAFI, and we used to go in there and we could- There was a couple billiard tables and that sort of thing, we played billiards quite often. You just took your turn with it, dartboards, crib boards and table skittles, all that sort of thing, and we were after a while allowed to go out in the village and have a drink and all that sort of thing. It, you know- All blackout mind, severe blackout, it was quite fun at times but you know where you are, you know.
CB: But the local towns were not exactly on the doorstep, so the nearest one was Abingdon really, so did you get to Abingdon?
BY: No, it was good, you know, looking back now. I can think quite a lot about it now. But this carried on more or less, you know, until we were called for- What were they called? Advanced order for overseas, and they told us, it was about November that we were going overseas. So we had some warning to tell our parents and all that sort of thing.
CB: Is this 1940, ’40?
BY: This is the end of 1940, December 1940.
CB: Right.
BY: And then we set off, and when we went off there, we went to Hednesford, and we assembled at Hednesford. When we, when we had our date to ride- Mine was the 25th of January, and it was at the other entry, or the other group was 18th of January, so they took it in two- There was too many to- It was eight-hundred, to many to manage straight away so that's how we worked it out. We had assembly at Hednesford, and then we were entrained to Didcot, and when we got to Didcot we sort of- There was a coach to take us to Halton.
CB: What was your most memorable recollection, would you say, of being in Bomber Command at Harwell?
BY: Well, my servicing of aircraft there, the general tidying up of the- After an aircraft came back from their sorties, they were tidied up, got a lot of these pamphlets, these nickel sort of things hanging around-
CB: Yes, it was called nickelling wasn’t it?
BY: Yeah, and they were dated, you know, each- I think they were re-written every- Or printed about every fortnight or something like that.
CB: In your recollection how did the crew react to dropping leaflets instead of bombs?
BY: Well, I don’t know, most of them were not all that experienced, because after a while a bomber got introduced to the fifteen- It became the fifteen OTU Operational Training Unit, and that sort of combined, the activity of Bomber Command and Training Command under the umbrella of Bomber Command.
CB: Yeah, to increase their effectiveness they formed the Operational Training Unit.
BY: That’s right yeah. Well, they were so concerned, the Air Ministry were so concerned about the number of pilots they were losing and crews in respect of Bomber Command and every other aircraft, they were losing aircraft very quickly. Thank goodness there was such thing as University Air Force Squadrons, you know, all the squadrons and they supplied, and the pilots that were trained mostly through gliding before the war, they were very much, they filled the gap.
CB: They were so desperate for aircrew but they couldn’t fill the gaps.
BY: Absolutely, and of course- And then when, then- We’ll go on now- Shall we leave now and go onto the-
CB: Yes, let’s just go back to Halton, let’s just go back to the Halton bit because this actually is fundamental to your whole career isn’t it?
BY: Oh it is, it was. It was the making of me.
CB: Yes, so we talked about the, the mechanics of getting up in the morning and the disciplined aspects but you had breakfast which was until eight-thirty.
BY: Well, we had to be on parade at eight-thirty.
CB: Eight-thirty parade, so how long was the parade?
BY: And you had to be buttons cleaned, hat badge clean, you know, and, sort of thing, I mean a lot of that was done the night before, if you’re not careful.
CB: Yeah, yeah, and were you good at spit and polish on your toecaps?
BY: Oh yeah, well, well they were clean, they- We didn’t come up to the army guards, that sort of thing, but they had to be clean, you know, and haircuts, short-haircut. I mean there’s one story about- I don’t know how true this is, a Warrant Officer used to walk around the bill with a pair of clippers in his hand and if he saw a chap with long hair, he’d just run a little avenue at the back of his head, and he’d have to go-
CB: On one side only.
BY: And there was the camp barber, of course.
CB: Yep.
BY: He was a civilian. There was also a place where you could get your shoes [unclear], but didn’t very often get your shoes ‘cause they were good quality boots. We had boots first of all.
CB: Did you have to-
BY: Hurt my feet first of all, but you soldiered on sort of thing.
CB: So, the parade would last how long in the morning?
BY: Oh now, very quickly. The order was, the orderly officer and the orderly sergeant would be posted at the end of the square, with the [unclear] and reveille would be sounded there and then, and then the flag would be hoisted to its position, and then (I was telling the boys about this the other night) the orderly officer would call the parade to attention, that was a whole wing parade that was, quite a lot of boys there, apprentices, and then they would say ‘Fall out the Roman Catholics and Jews,’ and they had- And we all had to go, or whoever it was, in that denomination and get on with this- We had to go to the back of the square and face the opposite direction, while the padre appeared, said a prayer and that was it, sort of thing, and then this would last for a few minutes and then we were called back, and we’d have to sort of about turn, march back sensibly and take our position in the ranks and- And at any time, if you weren’t on the parade and when- At night-time, I think it was about an hour before dark, the last post was sounded, and you had to stand still if you were in sight of it. You didn’t have to salute or did you have to? No, you didn’t- Had to stand still. I mean this is the sort of thing- Can you imagine a sixteen-year-old now wanting to do that sort of thing? They’d laugh you all the way down the road, wouldn’t they? I mean we did it normally.
CB: Yeah, part of the discipline
BY: And felt proud, you know, we all did it together. We’d talk, you know- There was an awful lot of gossip, and we’d play cards, and things like that in the barrack room, but we didn’t play- But in the NAAFI, it was quite a- There was a games room in which there was plenty of, you know-
CB: Quite a hum?
BY: Oh yeah.
CB: And what could you drink in the NAAFI?
BY: Ah, now, only tea and coffee, tea and cocoa, tea and cocoa and, and-
CB: No beers?
BY: No beers, not to my knowledge, not in the boys service.
CB: ‘Cause of the age we’re talking about?
BY: Yeah, the boys service-
CB: Under eighteen.
BY: Or no smoking, you might nip away to the drying room, have a crafty cigarette, but if you were caught you were in, you were-
CB: In for jankers really?
BY: Jankers, with a yellow band round your arm.
CB: Clear identity.
BY: Clear identity.
CB: What about Sunday’s then? Church parade?
BY: Sunday’s, yes, church parade and we all had to- Every Sunday was church parade and we went to ours- Sometimes they had to march to Albrighton when we were at Cosford or, I don’t know where we went at Halton, oh I think there was a, there was two churches at Halton and we had the services there, but it was a quiet day sort of thing. The rest of the day you could do what you like, go back to your billet, go to bed or- And look, you had to attend your meals at a certain time or you didn’t get any. It was usually I think from twelve to half-past-one or something like that, and I always remember at tea time we always had a nice slice of beef and a slice of ham, and there was cakes on the table and there was bread and butter and there was jam, you know, not marmite, I don’t think things like that, but there was syrup, treacle we used to call it, sort of thing.
CB: Yeah, and would you have a dinner later?
BY: No, no. That- not on a Sunday that was the end, but we had a dinner at six o’ clock, so that was our last thing.
CB: So you had tea time and then dinner?
BY: Yes, yeah.
CB: In the weekday.
BY: Yep, weekday yeah. Sunday’s was exception really but we didn’t, you know, I suppose that depended on the, sort of, the manpower of the cooks and people there. They had to have time off and-
CB: And how did you get on with the local population when you went out of the camp?
BY: Oh very well, we had to- When you went out you had to wear a uniform, so you knew who you were and it was a long time before you could go out in mufti sort of thing. I think on the whole, it was, really seemed good. They knew, they knew- I mean the local population they knew what had gone on sort of thing. In Didcot, you know, in the shops they knew who you were and all this sort of thing.
CB: Yeah, so when you’re on station then, so when you were in Harwell, going out then that wasn’t the same sort of restriction ‘cause a) you are adult and b) you are part of the RAF?
BY: That’s right, that’s right, yeah. You had- You could smoke then if you wanted to, and- I can’t remember. Yes, I think we could go into a pub, I think. I don’t- I’m not certain about that, I won’t say one thing or the other.
CB: But you had to be in uniform whatever?
BY: Yes, yeah. In those days.
CB: Yeah, so what was the competition for social events with aircrew?
BY: Oh, there was inter-squadron football, rugby, hockey, cross-country, you know, all that sort of thing, on a Wednesday afternoon, and on Friday afternoons, ceremonial drill, and the bagpipes had their ribbons, they were all dressed up and a band drummer and there was a separate barrack room for the band. If you were in the band, you lived there. You were still in the [unclear] squadron but, domestically you lived there mainly for practicing for- The noise, trumpets and all the various instruments they had, it would be enclosed in that barrack, you wouldn’t disturb the others, and we had rooms for private sort of study, where you could go if you were- Hadn’t done very well in your subjects and you were- Had to smarten up and all that sort of thing.
CB: So at Hal-
BY: We had a very good library and-
CB: That’s at Har- At Halton?
BY: Yeah.
CB: At Harwell-
BY: I can’t remember much about- It was a working town there. You had to get down to it you know-
CB: Harwell is twenty-four-seven isn’t it?
BY: Absolutely.
CB: Because it’s wartime, every day is the working day. So how did you get a day off, was it sometimes- Was it on a rota or what?
BY: I think we get a weekend now and again on a rota sort of thing.
CB: Because flying would carry on at the weekend as well as daytime, weekday.
BY: That’s right yeah, and it was easy- And in those days you could go outside the camp and somebody would pick you up, I mean you would hitch hike from Harwell down to, down to Bridgewater and- Quite easily. You might have eight or nine [unclear] and people would- Who were driving they- It was the exception if you had a vehicle, a trade vehicle, it would stop and pick you up, there was no compulsory, all that sort of thing.
CB: So what we’re talking about, you were nineteen when you- At Harwell, and then-
BY: Well, I was twenty-one, I had my twentieth birthday I think when I was at Harwell.
CB: Still at Harwell?
BY: Yeah
CB: Yeah.
BY: So in the time when we to field the- load our rifles with fifty rounds of ammunition hoping to shoot a parachutist down, you know, somewhere round my birthday sort of thing.
CB: So what sort of training had you had for shooting?
BY: Oh, we used to go- We had to- You had a training place where you got- You could practice two-hundred-yards and five-hundred-yards. But that was well-managed and you had to be very careful-
CB: That was off the airfield?
BY: Oh yes, yeah, and of course, all the guns at the time were kept in the armoury, we never had any guns in the billets or anything, firearms and all that sort of thing, it were all in the armoury and that was pretty well guarded, you had to go in and sign for the gun or whatever, the number and-
CB: When the war started, often aircraft were put away in the hangars at night, what happened at Harwell?
BY: Well, in most places, in Halton- Well mainly talking about Harwell, places we had a sort of open-ended sort of shelter, built of sandbags for the aircraft to go in just in case there was a- [unclear] shrapnel or whatever, damage and, but one or two was damaged and we lost one or two at Harwell, obviously, aircraft. But latter on in my- After the war days I mean, we lost very few planes, most of the pilots were very, very accomplished and very [unclear] because they survived the war and a lot of them had got glider training.
CB: Oh, glider training. Let’s just pause there for a bit. So, Air Force Law, how much did you get of that? At Halton?
BY: Well, you had confidentiality of any activities that were on the camp, like bombing raids, or things like that, never, I suppose it was violated so many times but that was the rule. Air Force Law, what to wear, the history- It was a book about that thick, it was the air force bible sort of thing, and it went right through from the early days of the amalgamation of the-
CB: The Royal Flying Corps
BY: -the army, the naval and-
CB: The Naval Air Service-
BY: - and the Air Force as in those- 1918 when it was started properly and it was a book and all that- It was read to us and we could ask questions and, it’s a difficult question being asked of law. There were rules and regulations which, kept the service as a service sort of thing. I can’t stipulate exactly what they were but I mean, they were rules such as that.
CB: Well, we had the original Official Secrets Act?
BY: Yes, that’s right.
CB: How was that described to you?
BY: Well, that was read to us.
CB: Right.
BY: And there was a notice up on every barrack room entry and all that sort of thing, and beside that was a fire bucket, two fire buckets, one was sand- Or two with sand, ready to put out any fire and a sort of a fire extinguisher on a hook beside in the barrack rooms. So that was, that was one of the laws of things about safety. The laws of safety, the laws of sort of discipline, there was laws of confidentiality, cleanliness and, you know- And of course the other thing that we had quite frequently was VD inspections. You had to stand in a line, drop your trousers and they would- The Medical Officer would come round and check all that sort of thing, you know, and that- I don’t think that mattered too much when we were in the boys service but when we got into Bomber Command that was in- Well that was the natural because, I don’t know if you read any of the book of Bomber Command, they- A lot of them were terribly-
CB: Infected?
BY: Well, I’ve got a book in there it’s, I’ve forgotten what his name is but it’s one of the most in-depth sorts of stories that you can read about what happened in Bomber Command, the crews- The couldn’t care less once they, you know, they focused on their job at question. Their lives at- Anything else was-
CB: Life expectancy was so short.
BY: Yeah. They didn’t know whether they were coming back or not, they were coming back it was jolly good but if they didn’t, you know- And of course they were all young men a lot of them were all, twenty-two, my cousin was only twenty-two.
CB: And the term station bicycle, was running in those days?
BY: Is that- Yes oh yes, well sort of thing, I know what you mean, I know exactly what you mean.
CB: What about security, where-
BY: Oh security, you got in trouble if you broke out. You had to be in at all levels, in the boys service you had to be in by, I think it was ten o’ clock at night. You had to be in your billet by ten o’ clock.
CB: Well, part of the legal aspect, was also related to a comment you made earlier about sabotage, so what was the issue with sabotage and who were these saboteurs, potentially?
BY: Well, the German aircraft, the German prisoner of wars that were already captured and were in camps in England and wherever, and they all wore a special uniform, of big yellow patch on their elbow and something. They would recognise them quite easily, sort of thing, but- And they did a lot of good work because they were put to work you see, building walls and things like that, and all sorts of things. But I think the main worry about the whole service aspect was, the shortage of food because you see, I haven’t spoken to you about this but my trip on the troop ship was- I can tell you quite a bit about that but the, the U-boats- that were shot down, or sunk rather in the North Atlantic in February, March was amazing, and they were carrying food from Canada, from America, from South Africa, from anywhere, the West Indies, wherever they could get food to England, and, you know, that’s why the drive for dig for victory, you know that slogan? You know, that- Everybody had- I mean sports field, stadiums were ripped up and turned into allotments-
CB: And on the airfield itself, there was a vegetable growing patch was there? And also-
BY: No I can’t remember one really, the only thing I remember was a tremendous sort of- On every camp was petrol dump and that was guarded and surrounded and, you know, all- Every security was made to maintain that, sort of thing.
CB: And the coal dump?
BY: Oh yeah, yeah. I’ll get the boys get another cup-
CB: Ok we’ll stop there. When we were talking about law earlier, there’s Civil Law and Air Force Law but the concentration was really on Air Force Law, to what extent did you learn about Civil Law as well?
BY: Well, I feel that, if you committed a crime and the crime reached a certain level it would have to be tried by Civil Law as well, and- Does that help?
CB: Yeah. It was just putting things into context wasn’t it?
BY: Yes, I mean- May I put it another way, that the Air Force, or the services are not solely responsible for the law of the land.
CB: No
BY: It assists obviously, and they guide and the sort of, you know, they do all the speed work for it, but at the end of the day it’s the same as all laws- I mean it seems that, that [unclear] does, all goes through but they don’t always take note of stuff ‘cause they don’t know, they don’t understand it, I mean she’s been at that game for- What is she now? Sixty-nine, she’s been on it thirty years.
CB: Your daughter?
BY: Yes.
CB: But in the air force context, then it's always stressed is it not that the ultimate sanction they have is the courts-martial?
BY: Correct, yes that’s right.
CB: We’ll stop there for a mo.
BY: The war, only as- When they were in captive, not how they were kept, and what conditions they met led up to them being captive for what they were doing, sort of thing, I can’t say any more than that.
CB: Where were they housed? When you were at Harwell, where were they housed?
BY: To be quite honest I can’t tell you, I didn’t see- I saw more of them later on in the service life.
CB: Yeah.
BY: When I came back from overseas, I was- Because they didn’t get out- They didn’t get home straight away, sort of thing, they, on their own.
CB: No, but in the early stages then we’ve got aircrew who’d been shot down and that sort of thing.
BY: I think the majority of the prisoner of wars didn’t want anything- They were quite happy, they were fed well, they, you know, they had communication to- That’s another thing, we didn’t have any communications you see, nothing at all it was no- There was no- Or might be how today, I mean, things happen so quickly now.
CB: Yeah.
BY: Don’t they and I mean-
CB: Were your parents allowed to know where you were serving in the RAF?
BY: Oh yes, oh yeah, they knew where I was staying but they didn’t know anything about- ‘Cause the only information that I had with them was by- We used, what they called aerograph[?], it was a sort of a, I don’t know how it worked but I presume it was telephone- By telephone to some paper company in England and sort of transgressed that way.
CB: This is when you were abroad?
BY: Oh yeah.
CB: But when you were at home, that is to say at Harwell-
BY: Well at Harwell, I came home quite- Several days- Several weekends, that was several weekend- I suppose I came home- I was there best part of a year and I suppose I came home about three times that year. So I had some idea- Did we have our tea? Fair minded answer he could’ve given me.
CB: Yes, the parents supported you but they- Indirectly.
BY: Yeah, at Halton they- I think they wrote to the padre and found out how I was getting on, so- But mind you, on the first day when we went to Halton there was quite a few went back by train the next morning. I don’t want to live in-
CB: I can believe it, yeah.
BY: I don’t want to live in a situation like this.
CB: Yeah, even though it’s- Well in peacetime they had the choice.
BY: Oh yeah, yeah.
CB: Yeah, when I joined a man left after one night ‘cause he couldn’t stand being in a dormitory. When the war started-
BY: I wonder what he would’ve been like in the stable?
CB: Oh, nightmare.
BY: Oswald Bell, that’s the man, Oswald Bell he was the owner of a fleet of horses in that part, East Hendred and-
CB: When the war started in September ’39 you were still at Cosford, when did the control of letters start?
BY: Oh when I went overseas.
CB: Right. Not when you were in the UK?
BY: No, I don’t think so, I can’t remember so. But, I mean, I had the- In those days you could ring up home I think, but once you got abroad that was it sort of thing.
CB: Yeah.
BY: Do you want me to tell you a little bit about troop ship life?
CB: We do, so where did you embark?
BY: From Liverpool, and we went- I told you we assembled at Hednesford and we all marched to- ‘Cause in those days there was a railway station right on the quayside at Liverpool. I think well, I don’t know where the dock was, or, well it doesn’t matter what the name of the dock was, but we all assembled there and we all looked up and we said (there was about fifteen-hundred of us) ‘Are we sailing that thing?’. It was an eight or nine-thousand pound boat, used to be hauling before the war, before the Air Ministry got hold of it, was hauling sort of meat from south of- Argentina to Britain ‘cause we had a lot of meat from Argentina before the war, you know, and anyway, we looked at that thing and we turned round, then were down at the gangplank an’ we were marched up there, and there was not- It was amazing, well it beggars belief, that to house twelve to fifteen-hundred men, there was about five toilets, there was no proper mess decks where we could sit down and have our meals. It was a shambles, and, fortunately we had one officer- We had beside tradesmen, this fifteen-hundred tradesmen we had three balloon squadrons there, it was- There were not very many in the squadron but the leader of the balloon squadron was a, was an officer called Garry Marsh, he was a film star, he made several films if you go through the film industry you’ll see his name and he was Bill [unclear] and all these sort of things, and he stood by us and he said, ‘This is not on,’ he said, and he allowed us, or encouraged us to walk down the gangplank and walk of the ship, and we all walked off the ship down the- Nearly everybody walked off, and there was a crowd on the quayside and here and there, there was an embarkation officer who’s duty was to, to deal with the shipping of troops onto the boats and they were prancing around with their revolvers hanging round their neck. There was a- This lasted for about three or four hours and they decided, the Air Ministry in their wisdom (and I do say wisdom) decided- So they sent us back on the train again to a place called- I can’t think of the name of it- In, not very far, about twenty miles away in Lancashire and they kept us there for a fortnight while the people, carpenters, you know, various people, sorted out the mess. The boat was left to be expected, to sail around the world in, sort of thing, and eventually we, we were housed- Next time we were marshalled up, and we were- I think there were soldiers there, so making sure that we didn’t start running. Now go up the gangplank, went up the gangplank, we’d been to- No Hednesford, was it Macclesfield, anyway we’ll say it was Macclesfield, it doesn’t matter the name of the place. We were there a fortnight, and the air force law was tramped down to us, what we should’ve done, it was, it was, you know, to mutiny- It was a mutinous act and all that, without, you know, despite what the circumstances were. I mean it was a non-starter right from the go of it, the- Anyway, when we went back the second time, we were made certain we went up the gangplank, and the gangplank was pulled up very quickly and it parked out about three-hundred yards off the shore, so we couldn’t get back, and this was in first week in January- First week of February, I think. But before the Captain of the boat had orders to move off and join the convoy the other side of- We went over the top of Ireland into the Atlantic, North Atlantic. When the Captain of the- I mean a small sort of powered lighter / launcher came on with an MP, the local MP, and a Minister of Health or something like that to see it was fit for us to go, and he must’ve said ‘Yes,’ and off we went. Anyway, we got clear and went to the high seas on the North Atlantic, cold, windy, wet, oh miserable it was. I can always remember it, and there were four ships there, four troop ships waiting to go, ranked on the horizon by three or four capital naval ships, HMS- I forget- Three- Two of them were dreadnought and other one was cruisers, you know, that sort of thing, and they- And once we got away from the shore every day the controller of the naval boats would indicate to the Captain of each troop ship where we had to sail, how we had to- And we were sailing, one day we were going east, one day we were going west, it was like a [unclear]. They knew where the submarines were, they knew where the activity of the U-boats were, especially at night, and it took us fifteen days to get from Liverpool to Sierra Leone, Freetown in Sierra Leone. It’s not called Sierra Leone now is it, what’s it called now?
CB: It is called Sierra Leone.
BY: Is it?
CB: Yeah, yeah.
BY: And, and during that time we were- We all slept in hammocks, shoulder to shoulder, [unclear] you know, and of course when the boat rolled, you were- You can, well I don’t need to explain, you can imagine can’t you? People close to- head high. And that’s how we carried on. But as soon as we- And we weren’t allowed ashore, I suppose they thought, ‘This is a [unclear] lot, we’re not gonna let these people get ashore,’ they- We were anchored off about half-a-mile away from shore at Freetown, and- While some sort of, operation or conference carried on, we don’t know what, but what we do know is what we saw, was little boats coming out, young lads about fifteen or sixteen kind of boys, local boys- Boats were full of oranges, lemons, bananas, grapes and- What their technique was, you see, they came up to the boat, they were allowed to come up to the boat and they had, they had another basket which they would attach to a rope, they’d fling the basket up to somebody leaning over the taffrail, catch onto it, put their money in, sixpence or a shilling, and what you got for a shilling was amazing, sort of thing, and then you’d send the empty basket down carefully, with the money in, and then they would put the goods in it, up it’d come again and- And that carried on for best part of a couple of days. So we were getting stuff from these people unofficially, but we were happy to pay for it. I think, I think the most you paid was a shilling or half a crown or- I think some people who had money- But that was the end of- But then we carried on then, it was all peaceful then to go down to the Cape, there were massive boats, there was bunting flying off the ships all- There was no restriction of the- You weren’t allowed to smoke in the North Atlantic in the first fifteen days, I think it was a little bit more then fifteen- It was fifteen days we didn’t see land, and through the zig-zagging sort of direction which we came from to avoid the enemy, and at night you see we used to hear the depth charges going.
CB: Oh did you?
BY: Yeah, every night there were depth charges and submarine gunning for, you know, all that sort of thing, and fortunately we were lucky but a boat before us, in- Was sunk down and about thee-hundred went down, you know, you didn’t hear much about it, well the public didn’t know much about it. But- And the waves were cold, and the waves and the boats were going up like that, you see pictures of it now but- They were up to twenty feet sometimes-
CB: Were they really? Yeah.
BY: You know and-
CB: Not comfortable.
BY: That wasn’t comfortable that, but I think most of us were frightened, we were really frightened because we were there- We were defenceless, we didn’t have any armours, arms, we were just on that boat, and we had the handicap of what was flung at us by the, by the German naval people. But-
CB: So what did you do all day on the ship?
BY: Well we had- There was lots of little, all the- They made certain that we- There was quite a few people and the cookhouse was on a wire cage on the deck, open deck. This is hard to believe, you wouldn’t think- but- and I might be able to show you some of the information on- And then there was guards for spotting periscopes, or spotting any enemy ship which might’ve drifted into that way or any happening on the [unclear], on conditions of weather and if there was a- So we were occupied by doing sort of duties all the time, not all the time because there was a lot of- We could sit down in the mess decks down under and play cards or play games or draughts or whatever, chess or whatever. We passed the time away like that, and then eventually we got to Durban and we were allowed ashore there. We were there for a week, so we could leave the boat from twelve o’ clock mid-day to twelve o’ clock in the morning, to twelve o’clock at night, have to go back to the ship, back to our hammocks and all that sort of thing. But, in the meantime there was a scheme in Durban, and I think this applied to a lot of the South African sides, course the apartheid was very strong at that time, very much strong, and these English people or, we’ll call them white South African, they sort of encouraged- And I was going along with two fellows, two RAF fellows and two army chaps and they said, ‘Can we take you somewhere to give you a meal?’ and oh, you know, yes we could see there was some, you know- No, no restrictions there so were went with them, then we went to their house for the day, for the evening and they took us back to the boat at night and that sort of scheme, and that carried on for about five or six days, and they contacted to our parents, they wrote to our parents as civilians-to-civilians. So our parents knew roughly that we were all right as far as Durban was concerned, and then it was all back up through the Mozambique Channel, to the Suez Canal and we alighted at Port Suez, and then all stand- Hang around there for days and days, we didn’t get any money for a while, you know how it is. Everything was done alphabetically, and I was a ‘Y’ so I had to wait for my money till the second day or something, something like that, and then eventually it all- They already- There was some former thingy gone on, they had some workshops built there, they didn’t have the equipment all together or they, they- Some other boats must’ve brought in- But we had machine tools and things, and very soon after about a fortnight, three weeks, we started servicing Allison engines, twelve cylinder American engines which were fitted to-
CB: To Kittyhawk's?
BY: Kittyhawk's, Tomahawks. Tomahawks were the first one, then the Kittyhawk's, and also there were three sections, there was the Allison section which was the inline section, there was the Cyclone section which was a radial and the Pratt & Whitney section was also, Pratt & Whitney. So these three sorts of lines working at top speed, twelve-hour shifts to service them. A lot of them were coming in, in packages- The Americans sent them over to Takoradi somehow and they used to come through Deversoir back to where we were in Kasfareet just couple of miles outside the Suez Canal so, and there was plenty of workers, plenty of things to assemble and fit, and they all had to be tested as well so. Some were assembled by- If an aircraft came in with an engine to be changed, well the engine would be taken out and a new one would be put in and that sort of thing, and- So there was plenty of activity there, and this activity went on at the height of the war in the desert war, and they had several sort of Commander-in-Chief, who weren’t very good until Montgomery came along, he sorted all that out. He was a queer man really, I mean he would- He lived by himself in a tent with his batman and didn’t associate with anyone else but he was, he was a very keen operator, he knew and- Nearest we get to- Got to the line was about ten miles away at [unclear], they came down to us. So, it could’ve been a, a nasty episode and then that carried on, carried on and things got easier, lots of activity in the desert, sometimes some of us had to go into the desert to do a job and back again sort of thing, and then eventually we, we landed, or we’d driven by truck in a convoy of about hundred vehicles along to coast road of North Africa to Tripoli. Now a lot of people say there’s only- There’s two Tripoli’s, there’s Tripoli in Palestine or that part of the world, there’s another Tripoli in North Africa, and we went to the one in North Africa, which was quite well equipped because Mussolini spent a lot of time and he, his- He had some good thing about him, Mussolini, he colonised a lot of North Africa and he got work for the tribesman there and he got their, he got their side [unclear]- Anyway, it come to the point- It was three factories there, there was a Alfa Romeo factory, there was a- What was the other one? Well-known name, car factory, and we took over one of the car factories, and that was well equipped with everything we wanted and then we eventually transferred to Centaurus engines assembly centre- Which we then had cooperation with Bomber Command because they were flying and a lot of our work was down to 87 Squadron, I think it was, Beaufighters. You know, we- And then I was there a little while and then they flew us back again to Naples, and then come across again in a troop ship, another open ship over there, or a smaller ship and we carried on and then by that time, the British Army had conquered North Africa and then we’re talking about now 1942, ‘43 sort of thing, and then they moved across to Naples then, basically, and we settled in Naples and we did the same work there in Naples and- I was there at Naples for about eighteen months doing the same sort of work, you know, and- Enjoyed life ‘cause it was a bit easier and we had, we had better sort of living conditions in Italy, and I stayed there till Easter ‘45. So, I left my mother and father at the 1st of January 1941, and I never saw them again, I never spoke to them again till Easter ‘45. That’s a long time, now if you were married, you only stayed three years but I stayed four years and- Four years plus, and of course I should’ve come home on a bit- I got injured playing sport sort of thing, so I had to take- It was one troop used to go back in the 1940s to England every year, every month see, one troop out a month, so I had to stay back another month, not that I worried really ‘cause I was quite happy there and I had a nice little house, room overlooking the bay of Naples and could see Sorrento in- Sorrento were in far away and Capri were in high- You could see- It was a wonderful place to stay, so these are the plus sides of things, you know.
CB: How much work did you get done?
BY: Oh a lot of work, we had to work hard there. I mean ‘cause of continuous work coming in from the western desert-
CB: Is this damage, or servicing?
BY: Oh yes, damage some damage and some, quite ridiculous. I remember one case an aircraft was flown in, and the people that dealt it did very well, it was a piece of shrapnel, or bullet or something, gone through one side of the, one of the cylinders, and it went right through outside and out the other side and some clever fellow, he sort of made the two holes, rounded them either side, he poked a piece of tube in right the way through and then he drove two wooden spits into either side, and that aircraft flew back.
CB: Did it really?
BY: Yeah, it’s amazing that, I mean the pilot took a chance but he succeeded because the circulation of fluid in the twelve engines. But they were they were cheaper and easier to assemble then the Rolls Royce were, they weren’t so complicated. But- Where do we go from here?
CB: Right, so how long did you stay out there? So, we’re talking about getting into Naples then the Italian surrender-
BY: I got into Naples on October ’43, and I stayed there to Easter ’45, and we stayed in a vacated- What do they call them? Where people go mad. An asylum, it was quite a big hospital and we turned that into a proper workshop, where we could service aircraft and send them out, and all that sort of thing, any small items had to be done and- I think spares were the problem ‘cause they had to come from the UK. But they eventually did get because-
CB: Which of the aircraft-
BY: At that time, I think just about- I’m not quite certain what the date was when it- When the Mediterranean was cleared for English shipping to come through. I think it was ’44, I think. Or would it be, sometime when they were- When the invasion of Europe was, sometime-
CB: Well, they invaded Southern France after D-Day, so that meant that the Mediterranean was reasonably-
BY: I’m not certain about those facts Chris, but-
CB: What aircraft are you servicing now?
BY: For Beaufighters.
CB: Right, still Beaufighters.
BY: Yep, Beaufighters. They were the main things, ‘cause we were in sections so all our work was done- I was working on Allisons all the time see.
CB: And are these Coastal Command by now or are they Bomber Command- Middle East Air Force?
BY: They were Bomber Command, they were Bomber Command, well-
CB: Middle East Air Force?
BY: I’m not certain about that ‘cause they policed the Mediterranean for a long time.
CB: Were they rocket firing or, were they bomb dropping?
BY: They were bomb dropping and rocket firing yeah, but some of the, some of the very well-known pilots were killed in that, in that place because when the Mediterranean came under the control of the allies, parts of southern, the southern side of that below Israelia, Heliopolis[?] and all these places were still sort of under the jurisdiction of the Germans really, but that was soon cleared up and-
CB: The Vichy French?
BY: Yeah, that’s right yeah. But eventually it sorted itself out and-
CB: But in Italy, you were in the Naples area, but how far north did you go from Naples?
BY: Not very far.
CB: Right, and then where did you go from Naples?
BY: Naples, I went back to North Africa for a while, when the Centaurus came in because a team of Bristol aeroplane specialists came over to give us indication of the servicing, the stripping and the, you know, general of the Centaurus, which was a sleeve valve engine, and-
CB: Though, retro fitted to the Beaufighters were they?
BY: I don’t know are they? Yes, I think there were and I don’t know what other aircraft the fitted to, Buccaneers or something like that.
CB: No, no that’s a post-war-
BY: But while we were at sea coming or going out or- We would often see these pre-war, sort of aircraft flying around, you know. It’s quite amazing.
CB: So then, when did you return to the UK?
BY: As I said, April, Easter ‘45. I then went there to St Eval in Cornwall and 179 Squadron and they had, what’s the name- But their job was- And as we were at St Eval, war ended, European war ended.
CB: Ok.
BY: And the job was for- Our job was to go to every, every- The Atlantic or any of the waterways and direct the, any German vessels or whatever to enter English ports, and that was our job and, I was only there about two months and then, I was posted to Accrington in North of England, Northumberland on 213 Squadron then we went- That was a night fighter squadron, then- From then on my last four years in the Air Force was in night fighters, and that was-
CB: Were these nights fighter or were they interdictors who went in the bomber stream?
BY: They were all Mosquitos, latterly we had the Jet Age came in just as I was leaving, and that was an Armstrong Whitley fighter. You don’t hear much of ‘em but that’s what we had first of all, I’ve got a picture of them somewhere but-
Other: A jet plane?
BY: Hm?
Other: A jet plane?
BY: Oh yes.
CB: I’ll just stop there a bit.
BY: -14 Squadron-
CB: Which was at Accrington was it?
BY: No, no, this is at Coltishall.
CB: Oh Coltishall, ok.
BY: Which is now closed, near Norwich.
CB: Yep.
BY: I had a call to go the officers mess, and when I got there, it was the Squadron Leader there, a VR, volunteer reserve on- He’d come to visit the CO, it was a- Well they were doing a sort of volunteer’s activity on the weekends in those days, and I- And he called me and he said to me, he said, ‘I understand you’re,’ this is what he said to me, ‘I understand you’re leaving the Air Force in the next month or so.’ I said, ‘Yes,’ I said, ‘I’m now married and I want to raise a family and I feel that if I raise a family in, you know, civilian life it might be more advantageous.’ Anyway, I said, ‘My wife is a school-teacher in Bristol and, good school and, I don’t want to upset her sort of way of life’. ‘Oh that’s fair enough,’ he said, he said and he said, any-rate, he asked me a few questions then he said, ‘I you like-,’ he gave me a card, he said, ‘You come and see so and so on such and such a date, we’ll find something for you,’ so I said, ‘Oh what have you got in mind?’ ‘Oh,” he said, ‘We’re building up our sales unit.’ So I said to him straight away, ‘Well I don’t want to go on selling things,’ I said, ‘That’s not me,’ I said, ‘I’d rather, I joined the Air Force to learn about mechanics and sort of how to use my hands and how to use machine tools and, all the other things that go with that sort of life.’
CB: Yeah.
BY: So he said, ‘Well I tell you what,’ he said, ‘If you were still wanting to carry on and be turner, or slotter or,’ you know, all these sorts of things, he said, ‘We’re starting a small shop.’ And there was seven of us, not a very big shop it was, but we were there on our own, just the seven of us and we had quite a few machine tools in there, everything from presses to sort of, everything which was needed to do anything in the engineering, more or less, on a small scale [unclear], and, ‘Would you like to join that?’ I said, ‘Well that sounds, that sounds more my line.’ So I started there, I stayed there with them till I retired. But the beautiful thing about- Everyday- Now what we were doing, basically, the technicians in those days, I mean, in the drawing office, people were drawing, they were tracing and all that sort of- Well nowadays they don’t do that at all it’s all done electronic as you well know. What they were doing, the drawers would come to us with an idea to make something, to design something ‘cause this is unguided weapons ‘cause there was a lot of hard work in the early days of weapons to make certain everything was, you know, spot on and weight and all that sort of thing. So we used to get [unclear] of drawings come in to do that, some on ordinary paper, some on blueprints, mostly in blueprints and then you would, you know, study them, or and that was it. Some jobs would take a day, some days two days, sometimes a fortnight sort of thing, and every job was different, and some of this work it was the pre, what’s the word, before something goes into designing?
Other: Prototype?
BY: Hm?
Other: Prototype?
BY: Prototype, that’s the name. Before the prototype, we were getting everything before the prototype. Now in that case it was a lot of, well that’s not what we want or, that didn’t sort of suit us or that didn’t work out when it was tested, and we had a big cellar underneath and we’d just drop it underneath and wait for the next idea to come from them. So it was- I stayed with them because I found it interesting.
CB: What was the company?
BY: Bristol Air, Guided Weapons Department, and I stayed doing that, people say, ’Well you should’ve gone, you should apply for this and apply for that and gone or.’ I’m a believer in job satisfaction rather than job achievement, maybe I'm old fashioned, maybe I'm wrong, but here I am.
CB: Didn’t do you any harm did it?
BY: No.
CB: And you enjoyed the work?
BY: I enjoyed the work and I found it interesting.
CB: And you rose up in the-
BY: Well, I mean, I mean, your ability, and what is more you see, people are always coming down to us and saying, ‘Something’s wrong with my motorbike, I want a new bush or something,’ you know, and we would turn out a new bush for him or that sort of thing and he would give us half a crown or whatever. You know, I miss all that, and to make things for myself you know, odd times but my- But really and truly, all the time I was with them I was occupied all the day long.
CB: And you enjoyed it?
BY: Yeah.
CB: Now you’ve got three children, where did you meet your wife?
BY: I met my wife, first of all, her father’s a farmer and mother- She’s the youngest of seven children so, how can I put it? She was- She used to come home from Bristol to a place called Othery, which is not very far away, near Langport, you’ve heard of Langport, near Langport, to the farm, and help her mother every Friday or Saturday. She’d come round Friday evening and stay to Sunday night, go back to school on Monday morning, and at the same time I was at Locking, on this one year's course, fitter one's course.
CB: Yep, Weston-Super-Mare
BY: And we used to go up by train, she went back by train and we met on the station, I happened- In the old days the corridor trains, you know, you sort of meet and talk to people and- I used to see her several Sunday nights and then I wrote to her, she wrote to me I don’t quite know and it all started from there, and we got married this was 1948 sometime, ‘cause that was the year I was at Locking and then 1949 September we were married, and she was still teaching and then we bought this house, how much do you think I gave for this house?
CB: When?
BY: 19- I was what? 19- In 1951, I was thirty, it must’ve been about 1956 I bought it.
CB: Crikey
BY: 1956.
CB: Well less than-
Other: Thousand?
BY: Hmm?
Other: Thousand?
BY: Two-thousand- No.
CB: Was it?
BY: I bought it for two-thousand-and-fifty, it’s now worth-
CB: A bit more?
BY: A bit more, a lot more.
CB: Yeah, what do you reckon it’s worth now?
BY: Well, the house next door is empty, my neighbour next door she died not very long ago, couple of months ago and she’d lived there for sixty years.
CB: Gosh.
BY: And her house sold I think for three-eighty, three-hundred-and-eighty-thousand.
Other: [Chuckles]
CB: Amazing.
BY: I mean it’s ridiculous really.
CB: Yeah.
BY: And maybe I shouldn’t tell you this, but I'll tell you this. I came out of the Air Force with a thousand quid in my pocket. My wife, I used to send to my wife my Marriage Allowance ‘cause I was married for eighteen months. So she had about over a thousand. I was about five-hundred pounds short for buying the house so I went to the bank manager and he lent it to me and about three months we cleared our loan, I never had a mortgage on this house other than-
CB: Amazing.
BY: And I, you know, I think of my young boys there- Two of them living in London, well you know what it’s like.
CB: Yeah,
BY: It’s frightening
CB: Absolutely, nothing for a million.
BY: Nothing at all, and I tell them what they’re going to do I think, ‘cause one, John, that’s the one that his wife, or his partner really, she’s an Executive, she’s a bright girl, she’s in the Save The Children organisation. Good job with them earning good money, I don’t know what she’s earning but they’re thinking about- At the present moment they’re living in London and paying rent and I said to them, you know, ‘It’s better to buy somewhere, and pay your mortgage, because you have got something at the end of it, whereas you paying rent is just money down the drain’.
CB: That’s right, yeah.
BY: And John is working in London, he works for England’s Rugby Union
CB: Oh, does he?
BY: That’s John, so they’re all- But they’ve all got jobs and they’re coping alright and David’s retired but he’s got his own business he goes, ‘course he was well known in a lot of the people in London, reporters and the Editor of the Financial Times quite well, you know, ‘cause he was a spokesman for Engineer Employers Federation-
CB: Oh yeah, got around a bit.
BY: And he said to me, when he found out David retired ‘cause David he’s got MS as well.
CB: Yes, nasty.
BY: Doesn’t walk very well, and this chap said, you know, he said ‘You want to start a business on your own, just going round chairing meetings’ and that’s what he does.
CB: Oh does he really?
BY: He chairs meetings, goes round- So he must be good at it.
CB: Yeah, how intriguing.
BY: You gotta be firm when you’re a Chairman, not let them, let the sort of syllabus wander on and wander on, you’ll be there all night otherwise, but that’s what he’s doing now, and he does- He’s his own boss he can go when he likes and he lives in, in Southampton, goes up to London quite frequently and most of these businesses down in London ‘cause he said to me, ‘I know more people in London then I do in Southhampton,’ but-
CB: We’ve covered a lot of things and early one you mentioned a passion for rugby? So what’s happened to your rugby life?
BY: Well, my rugby life, first of all started off learning- I come from a rugby village but, and I played quite a bit in the services, I was always in the station team and then I played in that- I tell you what, I’ve got a cap in there with a tassel on it, because there was a competition between the eight Commands; Fighter, Bomber, Tech Training, Flying Training, [unclear], what’s the [unclear].
CB: And Coastal?
BY: Coastal Command, it was quite- And they all have got a big command, there were a lot of men in the Air Force in those days in- This is 19- 1942 I think- No, no 1950 something and, so I- We had- They saw I was capable so they selected me out from Coltishall and I went with others and we assembled at Uxbridge as a Command side, and we played this competition against all the other Commands and we won it outright you see, and we had a hell of a time when we won ‘cause we were invited to Bentley Priory, and had a big- I think there was about, eight or nine officers and there was one All-Black was a player, there was one current in National playing in the side- So there, you know- They all knew what it’s all about sort of thing and we had a wonderful time and I’ve got a few photographs, you’ve seen one or two there and I’ve got a cap, they sent me a cap with the excuse, ‘We’re short of money, normally our caps are made of velvet but I’m sorry,’ but they got it printed on there, I’ll show you in a minute before you go.
CB: So when-
BY: And in between I played for Bridgewater and Albion, and I’ve played for Weston-Super-Mare, I’ve played for Devonport Services, I guested for Norwich and Lowestoft when I was over at Coltishall and so, you know, I’ve been around a little bit. Fortunately, I’m still here Chris, to tell the tale.
CB: Really good, yeah. Well Bert Yeandle, thank you very much for a most interesting conversation-
BY: Well I hope I’ve been- I hope it makes sense for your-
CB: I think it will fit really well, thank you.
BY: Do you? Really?
CB: We do, absolutely, thank you.
BY: Mostly-
CB: Your engines?
BY: Well the first engine I worked was a trainee engine, was a Morris Motors car, yep, that was in training, but then we came out I worked on Centaur, Pegasus, Merlins, Griffins, what’s the other ones?
CB: Derwent?
BY: Derwent, yes.
CB: Jet?
BY: I’m not very, I haven’t seen a lot of Jet engines because when I came out of the Air Force, I went into guided weapons you see, so that was the slight-
CB: So you were really a rockets man as well?
BY: Yeah.
Other: In terms of beauty, which would you say was the most beautiful engine you’ve worked on?
BY: Oh, the Rolls Royce, no doubt about it. It’s the most efficient, yeah, and I’ve worked- A lot of aircraft I’ve worked on, all sort of aircraft you know, Spitfires and Hurricanes, a little bit of Hurricanes, and Mosquitos are the aircraft I spent a lot of time on, and Wellingtons early on. They were not very good, you know, Wellingtons. Well in hindsight they’re not very- They were at the time, I mean, industry moves on, technicians move on and development moves on but I mean, an awful lot of aircraft that were built that were rubbish really and now when you compare with what there is at the latter part of the prop jets. See I came over, I flew over from Belfast to East Midlands just now, came over on a prop jet.
CB: Oh, did you?
BY: Hundred people on it, so they still use them, not that I- Fleebye-
CB: Flybe.
BY: Flybe, but I like to fly with [unclear] the one, yeah. Well-
CB: Thank you.
BY: I should’ve liked to of given you a cooked meal.
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 Bertram Arthur Yeandle
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
2018-12-29
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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01:53:57 Audio Recording
Language
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eng
Type
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Sound
Identifier
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AYeandleBA181229
Coverage
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Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Egypt
Great Britain
Italy
Libya
North Africa
Egypt--Suez Canal
England--Buckinghamshire
England--Cornwall (County)
England--Norfolk
England--Somerset
England--Oxford
England--Shropshire
Italy--Naples
Libya--Tripoli
England--Oxfordshire
Description
An account of the resource
After leaving school, Bertram Yeandle joined the RAF apprentice scheme and trained as an engine fitter at RAF Halton. After completing his apprenticeship at RAF Cosford, he was posted to 148 Squadron, RAF Harwell, where he serviced Wellingtons. In January 1941, Yeandle was posted overseas. He describes his journey via Sierra Leone and Durban and servicing Allison engines near the Suez Canal. He then travelled to Tripoli, North Africa, where he serviced Centaurus engines for Beaufighters. In 1943, he was posted to Naples, Italy, and service aircraft there until Easter 1945. Finally, Yeandle describes his post-war life, including meeting his wife, competing in an RAF rugby competition, and working in weapon development after leaving the air force.
Contributor
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Tilly Foster
Jean Massie
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
148 Squadron
Anson
Beaufighter
fitter engine
ground crew
ground personnel
hangar
Oxford
RAF Coltishall
RAF Cosford
RAF Halton
RAF Harwell
RAF Locking
RAF St Eval
sport
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/902/27693/PJeziorskiAFK17010018.2.jpg
3aa1da352ffacab9f7fc14272b89ec5c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/902/27693/PJeziorskiAFK17010019.2.jpg
d067a5c3d2000b28ea87d2ca1a159782
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
Jeziorski, Andrzej
Andrzej Fragiszek Ksawery Jeziorski
A F K Jeziorski
Description
An account of the resource
25 items. An oral history interview with Colonel Andrzej Fragiszek Ksawery Jeziorski (1922 - 2018 P241 Polskie Siły Powietrzne), his log books and photographs. Originally in the Polish army, he arrived in England from France in 1940. He flew operations as a pilot with 301 Squadron and Coastal Command 1942 - 1946.
The collection has been loaned to the IBCC Digital Archive for digitisation by Andrzej Jeziorski 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
2017-07-05
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jeziorski, AFK
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
Andrezj Jeziorski and Crew
Description
An account of the resource
Five airmen standing beside their aircraft.
Information supplied with the collection states -
'RAF St. Eval, 304 squadron; my crew:-
From the left:
Air gunner/radio operator Sgt. Kucharek
First pilot - F/O - AFK JEZIORSKI
Navigator - F/O - T. BACZYNSKI
Air gunner/radio operator MASLANKA.
Air gunner/radio operator RUMAS
Photograph taken by second pilot - WITKOWSKI'
On the reverse is a post it note with 'Rok 1945 (Wiosna)' [Year 1945 (spring)] and the Polish original of the English text.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945
Format
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One b/w photograph
Language
A language of the resource
pol
eng
Type
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Photograph
Identifier
An unambiguous reference to the resource within a given context
PJeziorskiAFK17010018, PJeziorskiAFK17010019
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cornwall (County)
304 Squadron
air gunner
aircrew
navigator
pilot
RAF St Eval
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1490/27529/BMitchellJEFMitchellJEFv2.2.pdf
79ab91df3c1f13c17172b651be8ac4d9
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
Mitchell, Mitch
John Ernest Francis Mitchell
J E F Mitchell
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-02-27
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Mitchell, JEF
Description
An account of the resource
59 items. Flight Lieutenant John Ernest Francis 'Mitch' Mitchell. Joined the RAF as a boy entrant in 1934 and trained as a wireless operator. Flew on Vickers Virginia, Handley Page Heyford and Whitley before the war. Completed an operational tour on Whitley 1939-41. After being rested he flew a second tour of operations as a wireless operator with 207 Squadron before retraining as a pilot post war. Collection contains his flying logbooks, memoires of his air force career and first operations, lists of his operations, correspondence and photographs.
The collection has been donated to the IBCC Digital Archive by C A Wood and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Seeding the Storm
Squadron Leader John Ernest Francis Mitchell, DFC, wireless operator/air gunner, then pilot.
I had never known our headmaster at Eye Grammar to be taken aback. But when he asked at my leaving interview what I intended to do and I replied without hesitation, “I want to fly, sir”, it seemed to floor him. Possibly he had expected me to say something about Oxford or Cambridge , after all I’d been no slouch under his tutelage. And that might not have been so bad. What I had no intention of doing, though, was getting involved with the land.
The desire to fly, on the other hand was something that had become ever more compelling. What we tended to see in Norfolk were airships. But I knew all about the record breakers and their machines, but far more about the wartime aces of the RFC – the Royal Flying Corps – about McCudden, Mannock, Bishop, and to me, the greatest of them all, Albert Ball. And war fliers rather than civilian, for even in 1934 it was clear to those with eyes to see that another conflict was brewing.
I even knew the qualities needed in an aspirant war flier: ‘not exceptional, a good general education, a mechanical background advantageous, a fair working knowledge of maths and the application of simple formulae; more than keen to learn’. Apart from the ‘not exceptional’ – the very idea! – I more than fitted the bill.
The ensuing discussion went on for some time, but even then the Head was not happy.
“Think about it for a day or so, Mitchell”, he bade, “then come back and see me again”.
I dutifully did so. When, having satisfied himself that I was determined to pursue a flying career, he sent a recommendation to the local education committee
+”. As a consequence, just weeks later, a letter – railway warrant enclosed – invited me to present myself at Victor House, Kingsway, in London.
The interviewers surprised me! I had expected them to be knowledgeable about aeroplanes. Instead they seemed to inhabit some intellectual level, way above such things. Eventually, however, they descended from their Olympian heights to deliver their verdict.
At seventeen I was too young to become a pilot. Only here, as my face fell, they descended even further, to assure me that age was the only bar. Meanwhile, I could be taken on as either a wireless operator or an air gunner. Stifling my disappointment, I opted for the former and a short time later reported to the Electrical and Wireless School at RAF Cranwell, near Sleaford in Lincolnshire, where I was rigged out from cap to puttees, not forgetting boots that were initially reluctant to take the least shine, to begin my training.
It was clear that the government was among those with eyes to see, for some months before it had decided upon a vast expansion of the RAF. This meant the building of new airfields and the creation of new squadrons. It also meant a full-scale recruiting drive. And so it was that on 10 October 1934 I joined a Boy Entrant intake, doubled that year to nearly 600 for a nominal twelve months’ course.
We were not the only trainees accommodated in the double-storied blocks of Cranwell’s East Camp. There were also signals officers on short courses and air gunners who, after twelve weeks of instruction, were to take on an additional wireless-operating role. And there were Aircraft Apprentices, their entry too swelled to some 600.
The latter were boys like ourselves, from fifteen plus to eighteen who, also like us, wore the distinctive spoked-wheel arm badge. Only they had gained entry by competitive examination rather than education-committee recommendation, their three-year course qualifying them to maintain the RAF’s communication equipment – as opposed to operating it, as was our destiny.
And then, of course, just across the road, but infinitely remote from East Camp, was the gleaming new Royal Air force College where future leaders of the King’s Air Force studied in hallowed halls.
Our year-long course was packed full as we poured over wireless theory, disembowelled sets in workshops, achieved a mirror surface on those recalcitrant boots before strutting our stuff on the parade ground, and between times continued our studies in English, maths, general subjects and History of the Service –one Albert Ball’s machine guns was enshrined in a barrack- block hallway!
We tapped away at morse keys, strained into headsets, memorised the most frequently used of the Q and Z brevity codes – necessary with morse mssages being so protracted – and even got the feel of airborne operating in the Wireless School’s Wallaces, Wapitis and Valentias.
Off duty, sports were highly rated, and I was able to indulge myself to the full in those which interested me. With the compulsory boxing bout over I shunned anything further in that line, similarly soccer and rugby, but was to the fore in cricket and tennis. Where golf and croquet were concerned, however, I found myself pretty much a loner.
We finished the course on 12 July 1935, and, having found no difficulty in learning to send and receive morse at 20 words a minute and having been comfortable enough in my airborne sessions, I was able to replace the Boy-service wheel with the Signal’s arm badge, a hand clasping three , electrical flashes.
On passing out my posting was to No. 58 squadron at Worthy Down, near Winchester, a major bomber station which was to achieve singular distinction some years later when its Naval tenants, having re-christened it HMS Kestrel, the traitor William Joyce, Lord Haw Haw, announced that it had been bombed and sunk.
When I joined the squadron was operating Vickers Virginias, twin-engined biplane bombers which
even to my eager eyes appeared distinctly venerable. Nor was the wireless equipment any more youthful. This was the transmitter-receiver combination known as the T21083/R1082. Unfortunately it was not only unreliable but difficult to operate, even altering frequency requiring a coil change in both transmitter and receiver
One everyday problem was that to get any range at all we had to trail a wire aerial from beneath the aircraft, remembering to retract it before landing for fear of garrotting some groundling.
Except that the pilot would get engrossed in his own concerns and forget to advise when he was about to set down. Either that or, with the intercommunication system being so poor, his advisory wouldn’t get through, leaving me to bawl ‘ You’ve lost my bloody trailing aerial again’ even though my bloke was an officer.
Just the same, I counted myself luckier than a gunner colleague who felt a pattering on his helmet. On turning he got a face full of pee, his desperate pilot, far forward of him ,having stood on his seat to relieve himself into the air rush.
To a large extent then we were all learning, pilots and crew members alike. Although I doubt this showed when we flew our Virginias in tight formation over the packed stands of the Hendon Air Display. In reality, however, it became more the case a few months later when we began receiving the Handley Page Heyford, held to be very speedy, and the last word in design, with all-round protection that included a dustbin-like turret which could be lowered from the ventral –belly – position.
What the new aircraft brought with it, however, was a stepping-up of the flying task, with more and more long-range navigational exercises and bombing and air-firing by both day and night, the communications side of all these being my pigeon.
It quickly became evident too that , although trained as a dedicated wireless operator, I was still expected to fill in as a gunner: not the first evidence of the way the Service was being strained by the expansion.
For expansion necessarily meant a dilution of the experience embodied in both training school and squadron, with much of the training being left to the squadrons. And as these, in turn, lost their most capable men on posting –either to command or to bolster up new units – so their own experience level dropped. For example, new boy though I was, even I could tell that to have so many prangs – minor though most were – was not the way things should be. So many, indeed, that we never bothered logging them.
I was not in a position to know, of course, but not long after this the new chief of Bomber Command, the C-in-C, Air Chief Marshall Sir Edgar Ludlow-Hewitt, would stir resentment in the very highest echelons by reporting upwards even more fundamental shortcomings.
Foremost among these was the lack of a definite policy regarding the crewing of aircraft, only pilots being considered full-time fliers. Observers and gunners, the other two categories of flier, were drawn from volunteer airmen, highly qualified tradesmen who, after a flying duty, would pocket their one or two shillings a day flying pay and return to their workshops. True, there were already moves afoot to employ full-time gunners, but like those we had trained alongside, these were then to double as wireless operators. Indeed, it was to be 1942 before gunnery and signals were to become completely divorced.
Blissfully ignorant then of the true state of things, what we all knew was that, just like the war, newer and longer-range aircraft were only just over the horizon. And with that in mind we did not complain when pushed yet harder.
What did not improve, and totally disrupted continuity, was the number of times they had us upping sticks: another thing the Commander was to comment upon! Our first uprooting came on 13 May 1936, when we relocated to Upper Heyford, near Bicester in Oxfordshire. At least, though, this heralded the arrival of the Armstrong Whitworth Whitley, the monoplane bomber which, through Marks One to Five, was to see us well into the war. Even so, it has to be admitted that Whitley crews suffered a fair amount of ribbing because of the aircraft’s characteristic nose-down ‘sit’ which was especially pronounced at high speed. But by and large we were happy with it.
True to form, however, my current bloke, a flight lieutenant at that, cost me four teeth on our first landing as the undercarriage, only half-extended, folded beneath us. I suppose he was busy congratulating himself on having remembered that he now had retractable wheels – many pilots didn’t remember. But as the blood streamed from my mouth all he could offer was ‘I didn’t realise the selector had to go so far’.
From the wireless operator’s standpoint the major benefit brought by the Whitley was its state-of-the-art Marconi radio installation, the transmitter/receiver combination known as T1154/R1155, a vastly more flexible equipment than those we had struggled with before. It still incorporated a trailing aerial, but otherwise it was far more sophisticated than previous gear, although the gaily coloured knobs of its transmitter belied its complexity.
Certainly my dedicated training came into its own and ‘Send for Mitch’ became the cry of the day, so that, although still a newish-joiner, I found myself acting as what I would soon become, the squadron’s signals leader.
Upper Heyford, however, afforded us only a breathing space, for by the end of August 1936 we had moved again, this time to Driffield, near Bridlington, in Yorkshire. And in February 1937 we were off down south once more, to Boscombe Down in Wiltshire.
Here we did settle to some extent, although there was a bombing detachment at Aldergrove, in Northern Ireland, where we were permitted to drop live bombs into Loch Neagh, followed by a stint which took us to Pocklington to the east of York at West Freugh, near Stranraer, for gunnery. On that detachment, having done a gunnery course at Catfoss, near Hornsea, I was able to exercise my new found skills from all our gun positions, front, dorsal (top of fuselage) and the ventral dustbin of our Mark Threes, firing 300 rounds from each, largely at sea markers. Another gunnery detachment took us to Pocklington, to the east of York. But on 20 June 1939 we moved north again, this time to Linton-on-Ouse, in Yorkshire.
Such detachments gave us a flavour of what our war might be. But the results were not always that comforting. My gunnery scores were consistently deemed satisfactory. But we did hear that whereas the previous year’s averages for air firing had been an acceptable 20%, this year, with fewer experienced instructors in the schools and competent gunners spread more thinly on the squadrons, averages were running closer to 0%.
Equally concerning, we had noticed that even when we were permitted to drop live bombs – for there always seemed to be some rare wild bird or other which took precedence, or some influential landowner - a high proportion proved to be duds, or at best ineffectual. In lieu of the real thing, however, we dropped practice bombs, or trained on the camera obscura.
This was an optical training aid which had us fly towards a building – identified by a flare at night – with a large hole cut in its roof. A lens would then project the approaching aircraft’s image onto a table where instructors would assess the accuracy of the run-in. At his calculated release point the pilot would press the button, when either coloured smoke or a parachute flare by night would enable the wind effect to be calculated and the likely striking point ascertained.
Other noteworthy exercises we flew at this time involved dropping very powerful flares, the forerunner, as we were later to realise, of the Pathfinders’ target markers. Arguably even more significant was the detailing of a squadron aircraft to patrol near the BBC’s Daventry aerial, a perambulatory sortie that led directly to the development of radar.
We were great moaners, of course. But even where the unsettling moves were concerned we conceded that some were dictated by extra construction work, most of our roosts having come into being under the expansion programme. For essentially, while we noticed shortcomings, we saw it as our part to master the equipment we’d been given and leave others to worry about the rest.
Even so, though one might push shortcomings from the mind, the international situation could no longer be ignored. More particularly when, on 1 September 1939, Hitler’s forces attacked Poland which, to the surprise of many, turned out to be our ally. But nobody on the squadron was surprised when, next day, we were dispatched to Leconfield, near Yorkshire’s east coast and so that much nearer Hitler’s Reich.
At 1115 hours on 3 September 1939 we listened to Chamberlain’s fateful broadcast, and as darkness fell ours was among ten Whitleys laden with propaganda leaflets which got airborne for Germany, my log book recording that the ‘Anti Nazi War’ had begun.
On that first operational sortie I was flying with my regular pilot, Flying Officer ‘Peggy’ O’Neill, aboard a familiar Whitley, K8969. Even so it was the most surreal of experiences to be droning over a blacked-out Germany where millions of people were both ready, and willing, to kill us. Not only that, but to be doing so carrying nothing more lethal than propaganda leaflets. And leaflets intended to do what – destroy the resolve of a nation already cock-a-hoop over its Polish blitzkrieg?
We could not know that Churchill had only grudgingly conceded that leaflets just might raise Germany to a ‘higher morality’. Or that our future leader, ‘Bomber’ Harris, would declare that the only thing such ‘idiotic and childish pamphlets’ accomplished was to satisfy a requirement for toilet paper. Again, though, our job was to drop leaflets. So on we droned.
The route was to be wide-ranging across the Ruhr, specifically targeting both Essen and Dusseldorf before overflying the Maginot Line and turning for home. I suppose, at a certain level, we were on edge the whole seven and a half hours we were airborne, but training sustained us. Then, too, besides feeding our leaflets from the dustbin turret, we had set other tasks.
These included assessing the effectiveness of the German black-out. Was it broken by any well-lit areas, which would, therefore, be dummy towns? Additionally, were the airfields active? What road, rail or waterborne movements did we notice? Were searchlights evident? And was there any anti-aircraft fire? In fact, the latter question led to an animated on-board discussion. Until we concluded that what we had seen was some transient light flashing on low cloud. And just as well, for when we eventually got back to base this was a point they really grilled us on.
Once more, of course, we were not to know that Higher Authority had accepted that the RAF was not yet up to bombing by either day or night, any lingering doubt being dispelled by the losses early raiders sustained. That, as a consequence, our nocturnal paper delivery was now being pragmatically viewed as a means of building up an expertise in long-range navigation that might eventually allow Bomber Command to achieve most of its war aims through precision attacks by night.
Certainly, a little later, we all heard the broadcast Harris made, warning the Nazis of ‘a cloud on their horizon’… presently no bigger than a band’s width, which would break as a storm over Germany’. And hearing it we realised that we, of course, were that cloud, the seeders of that storm, the attendant fosterers of its fury.
Unfortunately, the Whitley soon proved unsuitable to the task. Early evidence of this being supplied on that first foray when, having crossed the Maginot Line, an engine faltered, committing us to a descent. Fortunately, although there was a pre-dawn mist, Peggy was able to put us down near Amiens. Nobody was hurt, but the aircraft was in a sad state. And so our first op finished in a French field, with a civil Dragon Rapide biplane being sent to pick us up and return us, initially to Harwell, near Oxford, from where we were recovered to Linton.
The Whitley’s engine trouble proved to be symptomatic, and although the squadron was tasked with leaflet drops for a few more days, there were so many problems, not least the dustbin turrets freezing in the lowered position – they could provide belly defence when needed but caused enormous drag whenever extended – that at the end of October 1939 we were reassigned to cover the English and Bristol Channels, and the Irish Sea, as convoy escorts.
This tasked diversion finished in early May 1940, when we moved back to Boscombe Down, by which time I had flown 12 patrols and a further 53 operational hours. More significantly, we had also received Mark Five Whitleys which, newly powered with the more dependable Rolls Royce Merlin Ten engines, finally enabled our crew to feature on the bombing battle order.
Ops then followed in quick succession. Initially we raided objectives in Norway, bombing Oslo aerodrome on 17 May 1940 and landing after a 9 hour 15 minute flight. Results, however, were said to be disappointing, the target having to be revisited the next night. After that we attacked Stavanger, a seven hour forty minute flight. And what fraught trips these were, often wave-hopping following a snaking fjord with cliffs disappearing into the darkness above. But again, training paid off, and we doggedly pressed on through to our objectives, although from the outset we had little faith in the outcome of the expeditionary venture itself.
Then too, the phoney war was over and events to the west were moving swiftly. So it was that we faced about, being tasked to bomb the Albert Canal bridges at Maastricht – a day after the debacle of the Fairey Battles, and the suicidal gaining of two VC’s – before passing on to raid a bridge at Eindhoven and then Schiphol aerodrome.
Following that we switched to the Ruhr, to Gelsenkirchen and Dusseldorf, returning after a night or two, this time pairing Gelsenkirchen with Duisberg, each sortie taking between six and seven hours. Only now, in an unsettling taste of things to come, I was obliged to record ‘Heavy ack-ack’.
At this juncture I should, perhaps, mention that the contemporary entries in my flying log book do not specify the actual targets, but only ‘Operations Norway’, ‘Operations France’ and ‘Operations Germany’. RAF crews, of course, are always restricted in this field, log books being official documents and scrutinised monthly by flight commanders. At that particular period, though, there was an extra dimension. For invasion was very much on the cards. ‘You don’t want some Gestapo thug reading that you bombed his Auntie Olga in Berlin’, we were told, ‘so just make it ‘Operations Germany’. Which we did.
Even so, an incorrigible rebel, I kept a separate record of those early ops, entering the actual targets later in the war.
As the Germans advanced, so we were reassigned to the interdiction bombing of roads and railways. On 21 May 1940, for example, we attacked the rail junction at Julich, dropping 4,000 pounds of bombs and coming away satisfied that we’d significantly disrupted communications, although achieving nothing like the destruction of a few years later.
We also returned the Ruhr, to Hamm, and again to Essen, dropping 10,000 and 14,000 pounds of bombs respectively.
After that, as the Battle of France intensified, we visited more and more French targets, bombing railways, roads and convoys at La Capelle, Amiens and finally Abbeville. The situation was often fluid and on at least one occasion I received a timely recall signal which stopped us bombing our own troops.
And on 11 June 1940 we did a special flight – purpose unspecified – to Guernsey, spending the night there before returning to Linton. To learn two days later that the decision had been made to give up the Channel Islands without a fight!
France itself fell on 26 June 1940, after which we switched to German targets once again. Notably a seven hour op to the Kiel Canal when I flew with a different crew, piloted by a Flight Lieutenant Thompson, on a sortie which moved me enough to declare in my log book, ‘Hell’ova Night’.
An outing that did not receive a similar accolade – though why I cannot recall – was the next one I flew with Peggy O’Neill. We successfully raided a factory in Turin, but on returning over the Alps flew into rougher weather than any of us could have imagined. There was so much snow, ice and turbulence that the engines started playing up, one temporarily cutting out altogether. Our co-pilot wanted to abandon, but Peggy gamely soldiered on, somehow retaining control of the machine and eventually winning clear. But what a trip that was! Possibly too traumatic for me to face entering anything but ‘Operations Italy’.
By now ops had become a way of life. With fear as its natural concomitant, for cringe down though we must as flak and bullets tore through the airframe, fear had to be lived with. Indeed, we received a master class on the subject from one particularly persistent fighter. Pass after pass he made, riddling us on each, with Peggy desperately sacrificing height for any speed we could muster. ‘He’s determined to get us’, he gritted, as the wavetops prevented further descent. Only abruptly the attacks stopped. For a while, communally holding our breath, we watched the fighter holding off. Then, finally, concluding that he had run out of ammunition, we scurried for home, well aware that it had been our narrowest squeak yet!
Such things were wearing. But they had to be borne. For back then there were no set tours of operations. The squadron bosses, though, knew the score. And on 1 July 1941 I was posted away, off ops, to No. 19 Operational Training Unit, at Kinloss, near Inverness.
Since January 1940 all gunners had become full-time aircrew and, in theory at least, sergeants, with the ‘AG’ beret being introduced in the December. So I had become a reluctant wireless operator/air gunner, first a sergeant and then a flight sergeant. The instant aircrew senior-NCO, understandably enough, was not that popular with the regulars. ‘You got promoted pretty swiftly, didn’t you?’ became a common jibe in the sergeant’s mess. But you couldn’t win, for when I received an overnight commission it was to be greeted in the officers’ mess with ‘And where did you spring from?’ As for the commissioning, naturally I’d always known that I was upper-crust material, even so I was disturbed at being summoned by my commanding Officer – not on this occasion, the Head, but the feeling could be similar when you put out as many little blacks as I habitually did. This time the interview was not protracted, just friendly. But still resulted in my travelling to London, only this time to Messrs Gieves and Hawkes of Savile Row, to be fitted for a new and shiny rig. ‘And your bank account, sir? ’ ‘Barclays , has been for years’ An NCO with a bank account! Upper crust, you see! Only there was still that pilot’s course…
At Kinloss the task was to train Whitley crews for No.6 Group using both the main airfield and its satellite at Forres – Balnageith. I was to spend just four months here, and not uneventful months at that, for training had its share of excitement, not least on 3 September 1941 when I was in another crash, this one significant enough to be logged!
In mid-November 1941, however, I was sent to Enniskillen, in Northern Ireland, to deputise for the established station commander. The area was a political hotbed – I had to tote a revolver! – so although the RAF had flying facilities at both Aldergrove and Killadeas and both a maintenance and a group headquarters at St Angelo, the predominant presence was army. As it was, my caretaker duties were not particularly onerous, the mess I frequented at Killadeas was sumptuous and I got myself happily involved with some sailing craft I found on Loch Erne.
This detachment gave me a break from the routine of training, but it was to set a pattern I was to find increasingly irksome as the years went by. I was assured, of course, that each stores check or unit inquiry befitted me just that little bit more for higher command. As it did. So why did I invariably feel ‘joe’d’?
Certainly I had periodically applied to return to ops, my hopes soaring whenever signals arrived requesting aircrew for ‘special duties’. In August 1942 these were for the proposed Pathfinder Force and in early 1943 for what we were eventually to discover was to be No.617 Squadron. However, all such applications were blocked by my immediate boss. ‘They want the best’, he would say. ‘But I do too, Mitch, so you stay’.
Eventually, however, an Air Ministry posting arrived for me and on 20 May 1943 – with every front page screaming ‘Dambusters!’ – I was posted to No. 207 Squadron.
I found the squadron at Langar, near Nottingham, still relieved to be rid of their Avro Manchesters – a disastrous machine – and happily settling with that queen of the skies, the Lancaster.
As signals leader I might have chosen my own captain, but having accepted the first to be programmed with me, Flight Lieutenant Brandon-Tye, I never had cause to regret it. And so, after just four hours of acclimatisation flights, I began my second tour of ops.
Initially we concentrated on the Ruhr, so that in short order I became re-acquainted with Dusseldorf and Bochum, although this time around in the Lancaster, taking about an hour less over such sorties, just over 5 hours. Yet how adversely so much else had changed!
Certainly the defences had really got the hang of things now, with droves of searchlights and seemingly impenetrable box barrages on every run up. Not to mention the radar-guided predicted flak! As for the night-fighters..!
Not that I was surprised – shocked, I’ll allow, but not surprised! – for two years back we’d prowled the night sky alone, whereas now we offered the defences score upon score of targets.
Shortly afterwards, on 20 June 1943, we bombed an industrial objective at Friedrichshafen, on Lake Constance, after which we overflew brilliantly lit Switzerland – a wonderful, fairytale sight! – to set down after nearly ten hours at Blida, on the northern coast of Algeria. And to show no favour to any Axis power, next day we bombed La Spezia, the Italian naval base, the homeward trip taking just nine hours and ten minutes.
After that, though, it was Happy Valley again – the Ruhr – and to Gelsenkitchen, a place I had last visited in May 1940, over two years before, and on successive nights. So perhaps they bore a grudge. For as we ran in we were well and truly caught by flak and then shot up by a whole procession of night-fighters.
Not nice! But the rear gunner, a commissioned lad from another crew, proved to be a good man to have along. As each fighter came in I was able to use the Monica rearward-looking radar to warn him, so that he was not only able to beat them off but, I fancy, to destroy at least one. Just the same, we were so badly shot up that we had to put down in Coltishall.
Though used to dealing with fighter aircraft, Coltishall’s groundcrew chaps pulled their fingers out – when didn’t they! – and patched us up, enabling us to return to Langar later that day. Our Lancaster, ED 627, had certainly done us proud. As for the rear gunner, he received a Distinguished Flying Cross for this spirited defence and would later, flying with his own crew, receive a bar to it for a similar exploit.
There was no such kudos for me, but I was well content with the way Monica had served us. Only I was already aware of whispers and a few months later, when it was actually proven that the Germans were indeed using its pulses to both locate and then home on us, it was hurriedly withdrawn from service.
Back at Langar, however, with ED627 spick and span once more, we were off a-raiding over Munchengladbach. And two nights later it was the Big B, my first trip to Berlin! 7 hours and 35 minutes simply packed with interest. And this would not be my last visit, some taking a whole hour longer than others and so packed with even more interest.
This initial Berlin outing, though, was our swan song from Langar, for in October 1943 we moved to newly-opened Spilsby, near Skegness, in Lincolnshire.
I was back over Berlin again, though, in the New Year, on 15 February 1944, and penetrating even further two nights later when we raided Leipzig, landing back at Spilsby eight hours later.
At this point, however, our tasking was changed and from April 1944 – shades of May 1940! – we were set to pounding communications networks. On 10 April this meant a wide-ranging series of strikes on Tours and Bourges in central France, and on Antwerp. Then, within the next few days, it was St-Valery-on-Caux, followed the next night by Paris.
It was clear to everyone that things were hotting up. Only at this point the boss handed me a signal. I knew what it was. But there was nothing to be said. For by now I had flown 830 hours by day and 439 by night, the majority of the latter being operational. I had also completed 66 ops – over two tours’ worth – and counting OUT callouts, 15 operational maritime patrols. Further, on 18 January 1944, I had been gazetted with the Distinguished Flying Cross. But alongside all this
I had also been part of a squadron which, by the war’s end, would have lost 154 of its crews; at the very least 1,232 men.
Even so I would love to have flown on D-Day, but it was not to be, and somewhat sadly shelving my flying log book for a while, I dutifully departed, on posting, to No. 1661 Heavy Conversion Unit at Winthorpe, near Newark, in Nottinghamshire.
Neither of my operational tours had been all work and unremitting dicing with death, of course. There had been periodic leaves. And in off-duty times there had been favourite pubs, the Flying Horse and the Black Boy in Nottingham coming to mind. Then, too, there had been sport. Lashings of it. Except that wheneve called upon to fill a soccer or rugger slot I’d unfailingly responded ‘Not likely, they’re too bloody dangerous’.
Only suddenly, it was all over. And between June and August 1945 I was able to fly on three ‘Cook’s Tours’, taking in, among other old haunts, Hamm, Duisberg, Wesel, Munster and Dusseldorf. It was not a case of gloating. On the other hand, both outbound and inbound we would overfly so many of our own towns blitzed unmercifully in those dark days when the Germans were riding high, when they had derided our leaflets and refused to adopt Churchill’s ‘higher morality’!
Though the Service was shedding personnel wholesale, my continuance seemed to be taken as read, and on 16 December 1946, after a spell with No.1363 Heavy Conversion Unit at North Luffenham, near Oakham in Rutland, I moved on to No 91 Group Headquarters as a staff signals officer.
The headquarters was situated at Morton Hall – nowadays a women’s prison - very close to RAF Swinderby, in Lincolnshire, my two-year stay giving me a deeper appreciation of the way the Service was run. But a headquarters was ideal too for getting things done, and as my tenure drew to a close, I resurrected the matter of my pilot’s course. I was certainly not too young any more, not after 14 years and a world war. So on 9 august 1948 I gleefully reported as a pupil pilot to No.6 Flying Training School at Ternhill, near Market Drayton, Shropshire.
I suppose maturity – in 1946 I’d met and married Joan – and a wealth of experience, allowed me to approach pilot training without fear of failure. And it clearly paid off. Starting on the delightful Tiger Moth biplane I completed my course on the American Harvard, an excellent advanced trainer, being very demanding and only too ready to take control.
And so, having begun my aircrew career with a wireless-operator’s arm flash, reluctantly enough supplementing this in late 1939 with an air gunner’s ‘AG’ brevet; readily swapped in its turn, in January 1944, for a dedicated signaller’s ‘S’ brevet; my chest finally bore the full wings so proudly worn in those old photographs by Bishop, Madden, McCudden and Ball!
The operational phase of my pilot training saw me back on Lancasters, this time at RAF St. Mawgan, Coastal Command’s training station near Newquay in Cornwall, where I was also checked out on the Avro Shackleton. This was a spectacular aeroplane – a great, grey-painted roaring machine outside, but with an interior hushed by jet-black drapes – which was eventually able to patrol for up to 21 hours. In every respect a far cry from the Virginia and Whitley! But aeroplanes are aeroplanes are aeroplanes. And for all that I held an above-average rating it was not that long before I was clambering out of a Shackleton whose tailwheel had collapsed after landing!
But aviation has a multitude of tricks. So that, on joining my first maritime unit, No. 2 Squadron at Aldergrove it was to find that, alongside the ~Shackleton, they were operating the Handley Page Hastings, essentially a transport and notoriously ungainly. As a new joiner I was to start off on these as a second pilot, which, at that time, meant raising and lowering the flaps – and watching. Once I had built up enough hours on type, only then would I be checked out on landing the beast. And I say advisedly, for I had watched pilots on their first landings skidding sideways, shredding tyres and even sliding off the runway.
As it was, my first Hastings sortie involved flying at 18,000 feet for some considerable time. Halfway through, however, my captain fell ill and passed out. And suddenly there were eyes on me from every corner. In the end, though, it worked out well, even to landing away to expedite medical aid, with my squadron commander recommending me for an Air Force Cross, although having to settle for a green endorsement.
Our bread-and-butter task at both St Mawgan and Aldergrove was to exhaustively patrol the Atlantic. But in July 1954, after a spell back at St Mawgan – by then the School of Maritime Reconnaissance – and six months on No. 220 squadron at nearby St Eval - I was posted overseas to No. 224 Squadron in Gibraltar. And what a tour it was! No longer just the Atlantic, but flights ranging through Ceylon, India, Iraq, Libya and both Madeira and the Azores. Except that in October 1957 it was back to freezing-cold Britain - with a decision to be made!
It was clear that the RAF had an interest in me and, indeed, even as I pursued my internal debate they sent me to Worksop, to No. 4 Flying Training School, for a jet familiarisation course. Twenty hours on the single-engined, twin-boomed Vampire. What a mind-blowing experience from the simplistic engine control to the swiftness – and unbelievable smoothness – of jet flight. Flight, moreover, with never, ever a mag drop!
A great interlude! But still my problem nagged. I was well aware that I had suffered a sea change. Possibly from seeing so much of it. For although further advancement in the RAF and even a new career in Civil Aviation offered, neither attracted.
In part, it was the ground jobs, the rationale for which remained the same; indeed, more so since I had become a squadron leader. For as I was a senior officer the RAF was primarily interested in my command and administrative abilities, not my flying skills. Yet being hived off to an admin job had always made me feel put upon.
Of far greater moment, though, Joan and I had never had the opportunity of setting up a real home together - and that really weighted. But – to give up flying…..?
Then again, since 1934 I had flown 1,400 hours as crew, a good proportion of it on wartime operations, and 1,600 hours as a pilot, almost all on operational patrols. Only….wasn’t I true that for some time now the zest had gone?
And that, when it finally found expression, I recognized as the crux. Accordingly, on 4 November 1957, I submitted my resignation.
Getting used to civilian life took some time. Eventually, however, unable to find a niche at any level I found acceptable, I sought advice from a golfing acquaintance who persuaded me to try my hand at vehicle sales. Initially this meant my matching commercial and agricultural vehicles to the needs of prospective customers. And it all went very well, so that within a matter of months I had developed a lucrative, countrywide chain of client contacts. Only to remain fundamentally unsettled. Until I confessed to my boss that I didn’t like my image as a flash-Harry car salesman. He was enormously amused. Yet puzzled also.
‘But ‘ he reasoned, ‘everything hinges on the company sales director.’
Company Sales Director! Ah! Suddenly all doubt vanished. Indeed, I rather think my golf improved too!
Above all, I finally had a real family home. - essentially for the first time since meeting Joan, back in Nottingham in 1946 (Joan Ball, as she had been then). Her father was Cyril Ball, a former RFC-cum-RAF pilot and brother of my boyhood hero, Albert Ball, VC.
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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Seeding the Storm
Description
An account of the resource
Account of John Mitchell's career in the Royal Air Force from Oct 1934 until November 1957. Writes of his early ambitions to fly, and joining the RAF as a wireless operator. Describes his training and early postings to Worthy Down on Vickers Virginia. Mentions difficulties of using early wireless sets and of lack of policy on aircraft crewing. Continues with describing his time on Whitley, having to qualify as an air gunner and comments on his first tour of operation in bomber command at the beginning of the war. Mentions flying from several bases and various targets up until the fall of France. Writes of career after completing his first tour in November 1941. He was posted as signals leader for his second tour on Lancaster and he goes on to describe operations from June 1943. Mentions doing three post war cook's tours and goes on to describe his career after the war when he retrained as a pilot.
Creator
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J E F Mitchel
Format
The file format, physical medium, or dimensions of the resource
Sixteen page printed document with tree b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BMitchellJEFMitchellJEFv2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Hampshire
England--Oxfordshire
England--Yorkshire
Scotland--Dumfries and Galloway
England--Hampshire
England--Winchester
England--Wiltshire
Norway
Norway--Oslo
Germany
Germany--Gelsenkirchen
Germany--Duisburg
Germany--Jülich
Germany--Essen
France
France--La Capelle-en-Thiérache
France--Amiens
France--Abbeville
Great Britain Miscellaneous Island Dependencies--Guernsey
Italy
Scotland--Moray
Northern Ireland--Enniskillen
England--Nottingham
Germany--Friedrichshafen
Germany--Berlin
England--Rutland
Germany--Münster in Westfalen
Germany--Wesel (North Rhine-Westphalia)
England--Shropshire
Gibraltar
Italy--Turin
Germany--Hamm (North Rhine-Westphalia)
England--Cornwall (County)
Great Britain Miscellaneous Island Dependencies--Channel Islands
Great Britain
Germany--Ruhr (Region)
England--Nottinghamshire
Northern Ireland--Antrim (County)
Temporal Coverage
Temporal characteristics of the resource.
1934-10-10
1935-07-12
1936-05-13
1939-09-03
1940-05-17
1940-05-21
1940-06-26
1940-06-11
1941-07-01
1943-05-20
1943-06-20
1944-01-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
19 OTU
207 Squadron
220 Squadron
58 Squadron
6 Group
air gunner
aircrew
animal
anti-aircraft fire
Cook’s tour
Distinguished Flying Cross
fear
Harvard
Lancaster
Morse-keyed wireless telegraphy
Operational Training Unit
pilot
promotion
RAF Boscombe Down
RAF Driffield
RAF Kinloss
RAF Langar
RAF Morton Hall
RAF North Luffenham
RAF Pocklington
RAF Spilsby
RAF St Eval
RAF St Mawgan
RAF Ternhill
RAF Upper Heyford
RAF West Freugh
RAF Winthorpe
RAF Worthy Down
Shackleton
sport
Tiger Moth
training
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1400/27091/BWagnerHWWagnerHWv10001.1.jpg
85822213415fbbf7896f5339f05b9994
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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Jones, Hugh Brenton
H B Jones
Publisher
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IBCC Digital Archive
Date
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2016-01-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, HB
Description
An account of the resource
17 items. The collection concerns Flight Sergeant Hugh Brenton Jones (1925 - 1944, 1866363 Royal Air Force) and contains documents and photographs. He flew operations as an air gunner with 51 Squadron and was killed 18 December 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Rea Camus and catalogued by Barry Hunter. <br /><br />Additional information on Hugh Brenton Jones is available via the <a href="https://losses.internationalbcc.co.uk/loss/214965/">IBCC Losses Database.</a>
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
Pilot to Navigator - Where are we?
The Personal Account of a Wartime Navigator
Description
An account of the resource
Henry, volunteered for the RAF and learned to fly Tiger Moths at Brough. He then was transferred to South Africa on a troopship. His flying training came to an end after a poor solo flight. He was retrained as a navigator. On completion of his training he returned to the UK. After an inactive posting to Whitley Bay he was sent to West Freugh for further training. Next was an operational training unit at Abingdon, where he crewed up.
Training continued on Whitleys before a transfer to Acaster Malbis for yet more training, followed by the heavy conversion unit at Marston Moor, on Halifaxes.
His first operational posting was 51 Squadron at Snaith. He covers each operation in detail. Interspersed with the details are explanations of electronic systems and tactics used.
During one operation he was shot down and parachuted behind the German lines. Eventually he was taken prisoner, interrogated then transferred to Stalag Luft 7. As the Russians got nearer they were forced to walk west. Later they were transferred by train to Stalag IIIA.
The account then jumps to reunions in the 1980s, then returns to the last few days at the camp as the war ends.
He reached home on 15th May.
This item is available only at the International Bomber Command Centre / University of Lincoln.
Creator
An entity primarily responsible for making the resource
Henry Wagner
Format
The file format, physical medium, or dimensions of the resource
73 page book
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Wehrmacht. Luftwaffe
Royal Navy
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Henley-on-Thames
England--Reading
England--London
England--Brighton
England--Hull
England--Manchester
England--Blackpool
England--Liverpool
South Africa--Durban
South Africa--East London
Yemen (Republic)--Aden
Egypt--Suez Canal
Egypt--Port Said
Libya--Tobruk
Italy--Sicily
Algeria--Algiers
England--Harrogate
England--Whitley Bay
England--Newquay
England--Falmouth
England--York
Northern Ireland--Belfast
Great Britain Miscellaneous Island Dependencies--Isle of Man
Germany--Jülich
Germany--Essen
England--Beachy Head
Germany--Neuss
Germany--Duisburg
Germany--Hamburg
England--Derby
Germany--Soest
England--Nottingham
Germany--Hildesheim
Belgium--Brussels
Germany--Frankfurt am Main
Germany--Münster in Westfalen
Alps
Germany--Düsseldorf
Germany--Hagen (Arnsberg)
Germany--Düren (Cologne)
Germany--Osnabrück
Germany--Giessen (Hesse)
Libya--Banghāzī
Yemen (Republic)
Italy
Algeria
Libya
Egypt
North Africa
Germany
Belgium
South Africa
Great Britain
Germany--Ruhr (Region)
England--Berkshire
England--Cornwall (County)
England--Derbyshire
England--Northumberland
England--Oxfordshire
England--Sussex
England--Lancashire
England--Nottinghamshire
England--Yorkshire
Germany--Schönebeck (Schönebeck)
Publisher
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
BWagnerHWWagnerHWv1
100 Group
4 Group
425 Squadron
51 Squadron
77 Squadron
Advanced Flying Unit
aerial photograph
air gunner
Air Observers School
aircrew
Anson
anti-aircraft fire
B-17
bale out
bomb aimer
C-47
Caterpillar Club
crewing up
Distinguished Flying Cross
Distinguished Service Order
entertainment
evading
flight engineer
Flying Training School
Gee
ground personnel
H2S
Halifax
Halifax Mk 3
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Lancaster Finishing School
Me 109
Me 110
military service conditions
missing in action
Mosquito
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
prisoner of war
RAF Abingdon
RAF Acaster Malbis
RAF Bottesford
RAF Cosford
RAF Full Sutton
RAF Manston
RAF Marston Moor
RAF Melbourne
RAF Snaith
RAF St Eval
RAF Stanton Harcourt
RAF Tholthorpe
RAF West Freugh
RAF Wing
Red Cross
Resistance
shot down
sport
Stalag 3A
Stalag Luft 7
Stirling
Sunderland
target indicator
the long march
Tiger Moth
training
V-1
V-weapon
Wellington
Whitley
Window
wireless operator / air gunner
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/802/26596/LDickerAHG18112199v1.1.pdf
6eea32b618fa3b7f1b9a910ad6297246
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
Dicker, Violet
V Dicker
Description
An account of the resource
Two items. An oral history interview with Violet Dicker (b. 1926). She served in the Land Army and is the widow of bomb aimer and navigator Flight Lieutenant Alan Henry George Dicker (1812199, 167748 Royal Air Force). The collection also contains his log book.
The collection has been loaned to the IBCC Digital Archive for digitisation by Violet Dicker 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
2016-10-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dicker, AHG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A H G Dicker’s Royal Canadian Air Force flying log book for aircrew other than pilot
Description
An account of the resource
Royal Canadian Air Force flying log book for aircrew other than pilot for A H G Dicker, navigator, covering the period from 4 July 1944 to 30 April 1953. Detailing his flying training, post war duties with 205 squadron, 52 squadron, 203 squadron and instructor duties. He was stationed at RCAF Mountain View, RCAF Charlottetown, RCAF Summerside, RAF Oakes Field, RAF Windsor Field, RAF Koggala, RAF Changi, RAF St Eval, RAF Calshot, RAF Shawbury and RAF Thorney Island. Aircraft flown in were Anson, Mitchell, Liberator, Sunderland, Harvard, Dakota, York, Lancaster, Oxford, Lincoln, Valetta, Wellington and Varsity.
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
LDickerAHG18112199v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Bahamas
Canada
Great Britain
Singapore
Sri Lanka
Bahamas--Nassau
England--Hampshire
England--Shropshire
Ontario--Prince Edward County
Prince Edward Island--Summerside
Sri Lanka--Văligama
England--Cornwall (County)
England--Sussex
Bahamas
Ontario
Prince Edward Island
Ontario--Belleville
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
205 Squadron
52 Squadron
Air Observers School
aircrew
Anson
B-24
B-25
bomb aimer
Bombing and Gunnery School
C-47
Harvard
Lancaster
Lincoln
navigator
Operational Training Unit
Oxford
RAF Calshot
RAF Shawbury
RAF St Eval
RAF Thorney Island
Sunderland
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1405/26420/LRobinsonFA33520v1.2.pdf
708f1dc7bd64207eea63cd6cffe934ff
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
Robinson, F A
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-06-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Robinson, FA
Description
An account of the resource
Three items. The collection concerns Squadron Leader F A Robinson (b.1920, 33520 Royal Air Force) and contains his log books and a poem. He flew over 130 daylight operations with 1 PRU and 543 Squadron.
The collection has been donated to the IBCC Digital Archive by P A Robinson and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
F A Robinson’s flying log book for pilots. One
Description
An account of the resource
Flying log book for F A Robinson covering the period from 8 September 1938 to 22 January 1951. Detailing his flying training and operations flown, includes flight certificates, congratulatory messages and notes of appreciation from senior officers, a poem about 'Gremlins', newspaper clippings, photograph of a radar installation. He was stationed at RAF Cranwell (RAF College), RAF Old Sarum (S of AC), Abbeville (2 Squadron), RAF Odiham/Hendon (ROC Flt), RAF Hatfield/ Hendon (116 Squadron & 24 Squadron), RAF Benson/St. Eval (1 PRU & 543 Squadron). Aircraft flown in were Tutor, Hart, Hind, Audax, Hector, Lysander, Magister, Master, Roc, Stinson, Proctor, Spitfire, Anson, Wellington, Expediter, Oxford, Gladiator, Blenheim, Harvard, Tiger Moth, Hornet Moth, Meteor, Vampire. He flew over 130 daylight operations with 1 PRU and 543 Squadron. Photographic operations were flown over Le Havre, Honfleur, Cherbourg, Boulogne, Abbeville, Zeebrugge, Cap Gris Nez, Rotterdam, Antwerp, Ostend, Charleroi, Douai, Den Helder, Amsterdam, Lille, Bethune, St Omer, Leipzig, Ruhr, Flushing, Gronigen, Heppel, Cologne, Weert, Calais, Dunkirk, Nurnberg, Dortmund, Ems, Kiel, Emden, Cuxhaven, Franco-Spanish border, Brest, Bordeaux, St Nazaire, Ploumanac, Le Croisic, Ushant, St Lannion, Lorient, St Nazaire, Douarnez Bay, Pt Duraz, Morlaix, Toulouse, St Malo, Poissy, Lubeck, Travemunde, North German ports, Dortmund, Cologne, Stuttgart, Heilbronn, Frankfurt, Mezieres, Essen, Amsterdam, Swinemunde, Hamburg, Brussels, Liege, Gironde ports, La Pallice, Martha, Saarbrucken, Mealte, Aachen, Rouen, Alten fiord. The log book also lists his post war flights.
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 French
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
LRobinsonFA33520v.1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Norway
Belgium--Antwerp
Belgium--Brussels
Belgium--Charleroi
Belgium--Ostend
Belgium--Zeebrugge
England--Cornwall (County)
England--Hampshire
England--Hertfordshire
England--Lincolnshire
England--Middlesex
England--Oxfordshire
England--Surrey
England--Wiltshire
France--Abbeville
France--Béthune
France--Brest
France--Calais
France--Cherbourg
France--Le Croisic
France--Douai
France--Douarnenez
France--Dunkerque
France--Le Havre
France--Honfleur
France--Lannion
France--Lille
France--Lorient
France--Charleville-Mézières
France--Morlaix
France--La Pallice
France--Poissy
France--Rouen
France--Toulouse
France--Ouessant Island
Germany--Aachen
Germany--Cologne
Germany--Cuxhaven
Germany--Dortmund-Ems Canal
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Heilbronn
Germany--Leipzig
Germany--Lübeck
Germany--Stuttgart
Germany--Saarbrücken
Netherlands--Amsterdam
Netherlands--Den Helder
Netherlands--Groningen
Netherlands--Rotterdam
Netherlands--Vlissingen
Netherlands--Weert
Norway--Altafjord
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Germany--Emden (Lower Saxony)
Germany--Nuremberg
Germany--Saarbrücken
France--Saint-Malo
France--Saint-Omer (Pas-de-Calais)
Belgium--Liège
France--Bordeaux (Nouvelle-Aquitaine)
France--Boulogne-sur-Mer
Germany--Ruhr (Region)
France--Ouessant Island
France--Saint-Nazaire
France--Cap Gris Nez
Temporal Coverage
Temporal characteristics of the resource.
1938
1939
1940
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1940-05-13
1940-05-14
1940-07-10
1940-07-11
1940-07-12
1940-07-23
1940-07-24
1940-07-29
1940-07-30
1940-08-02
1940-08-03
1940-08-06
1940-08-07
1940-08-10
1940-08-11
1940-08-14
1940-08-15
1940-08-18
1940-08-19
1940-09-11
1940-09-13
1940-09-18
1941-08-10
1941-08-17
1941-08-18
1941-08-19
1941-08-21
1941-08-22
1941-08-26
1941-08-27
1941-08-31
1941-09-02
1941-09-04
1941-09-16
1941-09-21
1941-09-22
1941-09-23
1941-09-26
1941-09-28
1941-10-02
1941-10-06
1941-10-13
1941-10-20
1941-10-23
1941-11-01
1941-11-03
1941-11-06
1941-11-12
1941-11-14
1941-11-18
1941-11-20
1941-11-24
1941-11-25
1941-12-01
1941-12-05
1941-12-07
1941-12-11
1941-12-13
1941-12-15
1941-12-19
1942-01-02
1942-01-04
1942-01-06
1942-01-09
1942-01-11
1942-01-12
1942-01-15
1942-01-16
1942-01-24
1942-01-26
1942-01-28
1942-02-02
1942-02-03
1942-02-05
1942-02-07
1942-02-08
1942-02-10
1942-02-11
1942-02-18
1942-02-19
1942-02-27
1942-03-05
1942-03-09
1942-03-24
1942-03-26
1942-03-27
1942-03-29
1942-04-02
1942-04-06
1942-04-12
1942-04-14
1942-04-16
1942-04-25
1942-04-30
1942-05-03
1942-05-06
1942-05-16
1942-05-18
1942-05-24
1942-05-28
1942-06-06
1942-06-17
1942-06-21
1942-06-22
1942-07-08
1942-07-18
1942-07-30
1942-08-06
1942-08-17
1942-08-18
1942-08-19
1942-08-23
1942-08-28
1942-09-11
1942-09-18
1942-10-04
1942-11-09
1942-11-10
1943-01-18
1943-06-25
1943-09-03
1943-09-05
1943-09-09
1943-09-13
1943-09-14
1943-09-19
1943-09-24
1943-09-26
1943-09-29
1943-10-09
1943-10-16
543 Squadron
aircrew
Anson
Blenheim
bombing
Flying Training School
Gneisenau
gremlin
Harvard
Lysander
Magister
Meteor
Operational Training Unit
Oxford
Photographic Reconnaissance Unit
pilot
Proctor
RAF Benson
RAF Cranwell
RAF Hatfield
RAF Hendon
RAF Odiham
RAF St Eval
Scharnhorst
Spitfire
Tiger Moth
Tirpitz
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1027/26179/LMcVickersCG1042135v1.1.pdf
2345da87e3c847e2ac316c46eb50751b
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
McVickers, Christopher George
C G McVickers
Description
An account of the resource
Five items. An oral history interview with Flight Sergeant Christopher George McVickers (1922 - 2018, 1042135 Royal Air Force), his log book identity card and disks and his decorations. He completed a tour of operations as a wireless operator with 218 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Christopher McVickers 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
2017-10-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McVickers, CG
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
Christopher George McVickers' flying log book
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
LMcVickersCG1042135v1
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
Oman
Singapore
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
North Africa
England--Cornwall (County)
England--Cumbria
England--Lincolnshire
England--Norfolk
England--Nottinghamshire
England--Rutland
England--Suffolk
England--Yorkshire
England--Wiltshire
France--Calais
France--Le Havre
France--Saint-Omer Region (Pas-de-Calais)
Germany--Borken (North Rhine-Westphalia)
Germany--Braunschweig Region
Germany--Castrop-Rauxel
Germany--Chemnitz
Germany--Dortmund
Germany--Dresden
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hattingen
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Krefeld
Germany--Merseburg
Germany--Mönchengladbach
Germany--Neuss
Germany--Recklinghausen (Münster)
Germany--Saarbrücken
Germany--Wesel (North Rhine-Westphalia)
Germany--Wilhelmshaven
Gibraltar
Northern Ireland--Ballykelly
Oman--Masirah Island
Scotland--Kinloss
Wales--Bridgend
Germany--Wuppertal
Egypt--Suez Canal
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1965
1944-07-08
1944-09-05
1944-09-06
1944-09-08
1944-09-12
1944-09-13
1944-09-28
1944-10-05
1944-10-07
1944-10-15
1944-12-31
1945-01-01
1945-01-03
1945-01-06
1945-01-13
1945-01-15
1945-01-29
1945-02-01
1945-02-03
1945-02-13
1945-02-14
1945-02-15
1945-02-18
1945-02-19
1945-02-23
1945-02-27
1945-03-09
1945-03-12
1945-03-18
1945-03-22
1945-03-29
1945-04-04
1945-04-05
1945-04-09
1945-04-10
Description
An account of the resource
Flying log book for C G McVickers, Wireless operator, covering the period from 6 April 1943 to 16 August 1965. Detailing his flying training, operations flown and post war flying duties with 90, 97, 12, 100, 101, 199, 192, 220, 210, 224 and 205 squadrons. He was stationed at RAF Compton Bassett, RAF Stormy Down, RAF Topcliffe, RAF Millom, RAF Ossington, RAF Bircotes, RAF Gamston, RAF Chedburgh, RAF Wratting Common, RAF Stradishall, RAF Woolfox Lodge, RAF Methwold, RAF Feltwell, RAF Tuddenham, RAF Full Sutton, RAF Binbrook, RAF Scampton, RAF Hemswell, RAF Shallufah, RAF Watton, RAF St Mawgan, RAF St Eval, RAF Kinloss, RAF Ballykelly, RAF Gibraltar, RAF North Front, RAF Masirah Island and RAF Changi. Aircraft flown in were Dominie, Proctor, Anson, Wellington, Stirling, Lancaster, Lancastrian, Lincoln, Mosquito, Washington, Canberra, Shackleton, Prentice, Neptune, Varsity, Viking and Comet. He flew a total of 31 operations with 218 squadron, 21 Daylight and 10 night. Targets were Wemars/Capel, Le Havre, Frankfurt, Calais, Saarbrucken, Kleve, Wilhelmshaven, Vohwinkel, Castrop Rauxel, Neuss, Gelsenkirchen, Krefeld, Mönchengladbach, Dortmund, Dresden, Chemnitz, Wesel, Datteln, Hattingen, Bocholt, Hallendorf, Merseburg and Keil. His pilots on operations were Flying Officer Lloyld, Flying Officer Hill and Flying Officer Boome.
100 Squadron
101 Squadron
12 Squadron
1651 HCU
1653 HCU
1657 HCU
192 Squadron
199 Squadron
205 Squadron
210 Squadron
218 Squadron
220 Squadron
82 OTU
90 Squadron
97 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Anson
B-29
bombing
bombing of Dresden (13 - 15 February 1945)
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lancastrian
Lincoln
Mosquito
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Proctor
RAF Binbrook
RAF Chedburgh
RAF Compton Bassett
RAF Feltwell
RAF Full Sutton
RAF Gamston
RAF Hemswell
RAF Kinloss
RAF Methwold
RAF Millom
RAF Ossington
RAF Scampton
RAF Shallufa
RAF St Eval
RAF St Mawgan
RAF Stormy Down
RAF Stradishall
RAF Topcliffe
RAF Tuddenham
RAF Watton
RAF Woolfox Lodge
RAF Wratting Common
Shackleton
Stirling
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1607/24383/PWatsonJB15010024.2.jpg
8a455b1c77fcb027164557c41a5f1643
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
Watson, Joan. Watson, K. Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
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
Watson, JR
Description
An account of the resource
28 items.
Covering K Watson’s service from training onwards and in Bomber Command and then Coastal Command. Includes sketch maps and mementos.
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 Stations visited by K Watson
Description
An account of the resource
A list of the RAF Stations on an album page that K Watson visited with dates. Included is a photo of a flying Stirling LS-J captioned 'The "Gen" Kite'.
Creator
An entity primarily responsible for making the resource
K Watson
Format
The file format, physical medium, or dimensions of the resource
One handwritten list and one b/w photograph on an album page.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWatsonJB15010024
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. Coastal Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1948
RAF Brize Norton
RAF Castle Donington
RAF Chedburgh
RAF Dunsfold
RAF Earls Colne
RAF Lindholme
RAF Marham
RAF Netheravon
RAF Sleap
RAF South Cerney
RAF St Athan
RAF St Eval
RAF Stanton Harcourt
RAF Swinderby
RAF Tarrant Rushton
RAF Tilstock
RAF West Freugh
RAF Westcott
RAF Wing
RAF Wyton
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1607/24382/PWatsonJB15010023.1.jpg
7365bd3cf0814581204837fac4b0fcbf
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
Watson, Joan. Watson, K. Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
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
Watson, JR
Description
An account of the resource
28 items.
Covering K Watson’s service from training onwards and in Bomber Command and then Coastal Command. Includes sketch maps and mementos.
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
K Watson's RAF Service
Description
An account of the resource
A hand-drawn graphic on an album page with K Watson's RAF Service detailed. It includes the dates and where he served.
Creator
An entity primarily responsible for making the resource
K Watson
Format
The file format, physical medium, or dimensions of the resource
One hand-drawn graphic on an album page.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
PWatsonJB15010023
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. Coastal Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1948
1949
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Cornwall (County)
England--Devon
England--Gloucestershire
England--Lancashire
England--Yorkshire
Wales--Glamorgan
44 Squadron
620 Squadron
Heavy Conversion Unit
Lancaster
RAF Chivenor
RAF Fairford
RAF Lindholme
RAF Padgate
RAF South Cerney
RAF St Athan
RAF St Eval
RAF Witchford
RAF Wyton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1607/24379/PWatsonJB15010020.2.jpg
28f34680d1348e2b8757fca61aa31263
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
Watson, Joan. Watson, K. Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
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
Watson, JR
Description
An account of the resource
28 items.
Covering K Watson’s service from training onwards and in Bomber Command and then Coastal Command. Includes sketch maps and mementos.
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
Quonset for Exercise 'Mariner'
Description
An account of the resource
A cutting with details about 220 Squadron's involvement in Exercise Mariner. Includes airmen's reactions to food and entertainment at base.
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
PWatsonJB15010020
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
Spatial Coverage
Spatial characteristics of the resource.
United States
Rhode Island--Quonset Point Naval Air Station
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1953-07
Temporal Coverage
Temporal characteristics of the resource.
1953-07
220 Squadron
aircrew
RAF St Eval
Shackleton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1607/24378/PWatsonJB15010019.2.jpg
dfe0bdbc882c2447795cebca569aca4f
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
Watson, Joan. Watson, K. Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
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
Watson, JR
Description
An account of the resource
28 items.
Covering K Watson’s service from training onwards and in Bomber Command and then Coastal Command. Includes sketch maps and mementos.
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
Odiham Flypast and sketch of route to Florida
Description
An account of the resource
Four items on an album page.
Item 1 is a photo of nine Shackleons flying in formation.
Item 2 is a sketch map of a route from St Eval, Reykjavik, Goose Bay, Q Point, Jacksonville, Montreal, Greenwood then returning to St Eval. Titled 'Ex. "Mariner" Sept 1953'.
Item 3 and 4 are low level oblique photos of the RAF Coronation Review. The caption reads 'Odiham Fly Past'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1953-07
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs and one sketch map
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Map
Identifier
An unambiguous reference to the resource within a given context
PWatsonJB15010019
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cornwall (County)
England--Hampshire
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.
1953-07
1953-09
RAF Odiham
RAF St Eval
Shackleton