1
25
50
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2561/43727/PHuntWR20010002.2.jpg
b5008d8c190ea02a908d82249a64d4c5
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
Hunt, William Richard. Album
Description
An account of the resource
A collection of 18 photographs showing various scenes of Gibraltar, and Oran (Algeria). Also included are various images of aircraft, and RAF stations prior to the war. <br /><br />The collection concerns Sergeant William Richard Hunt (520376 Royal Air Force) and contains documents and photographs. He flew operations as an observer with 35 Squadron and was killed 19 May 1942. The collection includes an album with scenes of Gibraltar and Oran (Algeria), pre-war aircraft and RAF stations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by William John Hastings and catalogued by Benjamin Turner. Additional information on William Richard Hunt is available via the <a href="https://losses.internationalbcc.co.uk/loss/214002/">IBCC Losses Database</a>.
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-01-27
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
Hunt, WR
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
Men at Uxbridge
Description
An account of the resource
The top centre photograph shows two men in swimming trunks both holding cigarettes.
Centre left shows men on parade outside accommodation blocks.
Middle centre shows five men in military uniform standing outside a building.
Centre right shows a group of men outside a building named "ARRAS".
Bottom centre shows a group of men in military uniform
Date
A point or period of time associated with an event in the lifecycle of the resource
1935-06-12
Temporal Coverage
Temporal characteristics of the resource.
1935-06-12
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PHuntWR20010002
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
RAF Uxbridge
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2295/41864/MBlackRT567249-191218-01.1.pdf
c000ce4e006e5153a5798b00b0bae060
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
Black, Reginald Thomas
Black, RT
Description
An account of the resource
Eight items. The collection concerns Corporal Reginald Thomas Black (1919 - 1939, 567249 Royal Air Force) and contains his log book, documents and photographs. He flew operations as an air gunner with 9 Squadron and was killed 18 December 1939 on a daylight operation to <span>Wilhelmshaven. </span><br /><br />Additional information on Reginald Thomas Black is available via the <a href="https://losses.internationalbcc.co.uk/loss/202326/">IBCC Losses Database</a><br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Michael Black and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-12-18
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
Black, RT
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
RT Black Certificate of Service and Discharge
Description
An account of the resource
RAF Form 280 issued to RT Black
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-12-18
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. Service material
Format
The file format, physical medium, or dimensions of the resource
Four printed sheets with handwritten annotations and an envelope
Identifier
An unambiguous reference to the resource within a given context
MBlackRT567249-191218-01
Temporal Coverage
Temporal characteristics of the resource.
1939-12-18
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Buckinghamshire
England--Lincolnshire
9 Squadron
air gunner
aircrew
killed in action
RAF Halton
RAF Scampton
RAF Uxbridge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2198/40500/MAnkersonR[Ser -DoB]-180129-540001.jpg
d5f2f6b427c84aec2d6958d4cf083bf3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2198/40500/MAnkersonR[Ser -DoB]-180129-540002.jpg
7762fa53ac2de9022baf14ac83c10cd4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2198/40500/MAnkersonR[Ser -DoB]-180129-540003.jpg
607eb507f32dceae8dfabda28db0ab8d
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
Royal Air Force ex-Prisoner of War Association
Description
An account of the resource
97 items. The collection concerns Royal Air Force ex-Prisoner of War Association and contains items including drawings by the artist Ley Kenyon.
The collection has been loaned to the IBCC Digital Archive for digitisation by Robert Ankerson and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-29
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
RAF ex POW As Collection
Dublin Core
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Title
A name given to the resource
The Eulogy for Squadron Leader Anthony David Lambert
Description
An account of the resource
A biography of Anthony David Lambert. He joined the RAFVR at age 19. He was shot down over the Baltic Sea and was able to swim ashore, where he was captured. He took part in the Long March. After the war he remained in the RAF.
Date
A point or period of time associated with an event in the lifecycle of the resource
2006-07-14
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Brighton
Europe--Baltic Sea Region
Malta
England--Denham (Buckinghamshire)
England--Bognor Regis
England--Chichester
England--Cambridge
Libya--Banghāzī
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Three printed sheets
Identifier
An unambiguous reference to the resource within a given context
MAnkersonR[Ser#-DoB]-180129-540001, MAnkersonR[Ser#-DoB]-180129-540002, MAnkersonR[Ser#-DoB]-180129-540003
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
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
218 Squadron
38 Squadron
620 Squadron
aircrew
Distinguished Flying Cross
ditching
Dulag Luft
ground personnel
Lancaster
Lincoln
mess
Meteor
Mosquito
pilot
prisoner of war
Proctor
RAF Chedburgh
RAF Downham Market
RAF Driffield
RAF Marham
RAF Prestwick
RAF Swinderby
RAF Uxbridge
sport
Stalag Luft 3
Stirling
the long march
Tiger Moth
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37188/SFieldPL907804v10025-0001.1.jpg
6c55ddee7ab1aaff5f3d8f88a641b264
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37188/SFieldPL907804v10025-0002.1.jpg
e63d88165b857b01a153b36a930099a2
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
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field 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
Ian Hay RAF personnel document
Description
An account of the resource
Gives personal details, enlistment dates, recommendation for training as aircrew and list of postings. Killed 24 September 1940.
Temporal Coverage
Temporal characteristics of the resource.
1940-09-24
1939-11-07
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Middlesex
England--Berkshire
England--Maidenhead
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
Format
The file format, physical medium, or dimensions of the resource
Two sided printed form with handwritten entries
Identifier
An unambiguous reference to the resource within a given context
SFieldPL907804v10025
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
Operational Training Unit
RAF Uxbridge
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2146/37066/PFieldPL19080002.2.jpg
52895b984fdc474532422ab3bf04ee06
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
Field, Peter L and Cynthia G. Photograph album 5
Description
An account of the resource
13 items. Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-19
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
Field, PL-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
RAF and family photographs
Description
An account of the resource
Top left - a member of the Women's Auxiliary Air Force standing in front of a brick wall. Captioned 'Taken by Ian Hay during my telephonist training July 1940 at the Firs Worcester'.
Top centre - two members of the Women's' Auxiliary Air Force in uniform sitting in a field. Captioned 'in the garden of our WAAF quarters at 11 Group HQ at Uxbridge, summer 1940. We occupied a bungalow formerly occupied by the [.....] of the RAF, W/Cdr O'Donnell, Elizabeth Phillips and myself'.
Top right - two women fencing while members of the Women's Auxiliary Air Force watch. Captioned 'Uxbridge HQ 11 Group, summer 1940, Elizabeth Phillips and Cynthia (furthest) fencing'.
Middle left - half length image of an airman wearing tunic sitting in garden.
Middle right - family/friends group three women - two in shirt sleeved uniform and on wearing dress and a young girl. Three are sitting on a bench and one behind.
Bottom left - six aircrew wearing flying suits standing in a line outside a wooden hut.
Bottom right - slightly enlarged version of photograph to left.
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-07
1940
Temporal Coverage
Temporal characteristics of the resource.
1940-07
1940
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Worcestershire
England--Worcester
England--Middlesex
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
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Seven b/w photographs mounted on an album page
Identifier
An unambiguous reference to the resource within a given context
PFieldPL19080002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
ground personnel
RAF Uxbridge
sport
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1881/36350/SChristianAL29160v10121-0001.1.jpg
e72531c64514ece5fcfe7005720bd5f4
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
Christian, Arnold Louis
A L Christian
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-26
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
Christian, AL
Description
An account of the resource
93 items. The collection concerns Wing Commander <span>Arnold Louis</span> <span>Christian </span>(1906 - 1941, 29160 Royal Air Force) and contains his log book, documents and photographs. He flew operation as a pilot with 105 Squadron and was killed 8 May 1941.<br /><br />The collection has been donated to the IBCC Digital Archive by Steven Christian and catalogued by Barry Hunter.<br /><br />Additional information on <span>Arnold Louis</span> <span>Christian</span> is available via the <a href="https://losses.internationalbcc.co.uk/loss/204958/">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
Entry into the RAF, Uxbridge 1930
Description
An account of the resource
Two identical photographs of 30 airmen arranged in three rows in front of a building. It is captioned 'Uxbridge 1930'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1930
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
SChristianAL29160v10121-0001
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.
1930
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
aircrew
RAF Uxbridge
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/193/30968/SYeomanHT104405v10005.2.jpg
d79b70b6945eb798e0b753799ec6c7a1
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
Yeoman, Harold
Harold Yeoman
Harold T Yeoman
H T Yeoman
Description
An account of the resource
31 items. Collection concerns Harold Yeoman (b. 1921 1059846 and 104405 Royal Air Force). He flew operations as a pilot with 12 Squadron. Collection contains an oral history interview, a memoir, pilot's flying log book, 26 poems, a photograph and details of trail of Malayan collaborator.
The collection has been donated to the IBCC Digital Archive by Christopher E. Potts and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Yeoman, HT
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined]POEM AT MORNING[/underlined]
Today I am glad
For a clear morning
Gay and grave
At candled window
And I am caught
In the remembered fragment
Of an old song
Out of myself
As a bird will find
Freedom in the high air
And whirl in cool ways
Of the morning wind
Drift where I see not
Singing
The untouchable beauty
Of love’s essence.
But the rejaculate word burns
And throws again my echo
To a dead hand
Stirring no gift
And leaving only
My random words
Yet as beautiful
As rose petals
Or as your silken cheek
Near me
In darkness.
20 Feb 45
Uxbridge
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
Poem at morning
Description
An account of the resource
Two verse poem about morning.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-02-20
Format
The file format, physical medium, or dimensions of the resource
One page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Poetry
Identifier
An unambiguous reference to the resource within a given context
SYeomanHT104405v10005
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Middlesex
Temporal Coverage
Temporal characteristics of the resource.
1945-02-20
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
arts and crafts
RAF Uxbridge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1631/26380/MHarringtonBR621165-170503-04.2.pdf
d5792cd547e013484718f29901e62fa6
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
Harrington, Harry
Basil R Harrington
B R Harrington
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-03
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
Harrington, BR
Description
An account of the resource
30 items. The collection concerns Basil 'Harry' Harrington (621165) and contains his log book, photographs, a memoir, documents and letters. He flew B-25 on 226 Squadron and completed 43 operations as wireless operator/air gunner between September 1943 and May 1944.
The collection was loaned to the IBCC Digital Archive for digitisation by Carol Marsh and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
BASIL (HARRY) HARRINGTON 1920 – 2014
Basil was born in 1920 in Southampton. His family had been living in South Africa, where his father made a considerable fortune in the diamond mining business. His father George was also a 100 yards sprint champion. They returned to England in 1914 and lived in Southampton until 1929, when the family moved to Jersey. Here Basil spent his childhood. He was educated at the prestigious Victoria College, graduating in 1937. He had a spell on the groundstaff of the Hampshire Cricket Club back in Southampton but he had always wanted to joint the Royal Air Force, so in 1938 to he joined up.
At the start of the war Harry was posted to Bomber Command HQ, initially at Uxbridge and then to the underground bunkers at High Wycombe. Here his main duty was to send out the daily list of targets for each raid to the various bomber stations. He volunteered for flying duties but was not released for training until 1941. He started operational flying in September 1943 with 226 Squadron, part of the 2nd Tactical Air Force, as a Wireless Operator/Air Gunner flying in B-25 Mitchell aircraft, based at Swanton Morley in Norfolk. He completed 43 operations over enemy territory, bombing construction and rocket sites, transport hubs and rail junctions in Northern France and Belgium. On 5.2.1944 his aircraft returned to base with the undercarriage damaged and crash-landed on the airfield. He finished his operational tour in May 1944 just before D-Day.
Later in 1944 he became a radio instructor based at Kidlington near Oxford. When the war in Europe ended he volunteered for further flying training in the Far East theatre and was sent to Canada. He was in Vancouver when the war against Japan ended. He had a wonderful trip home, crossing Canada by train to Montreal and embarking in Halifax with only about 50 other servicemen for a luxurious voyage back to England on the New Amsterdam, then flagship of the Holland-America line which was used as a troopship during the war. Unfortunately Basil spent 3 days of the crossing in the sick bay!
Back in England in September 1945 he was sent to a dispersal centre in Yorkshire. He was able to meet his fiancée Hazael who had been under German occupation in Jersey for 5 years. They had been limited to a 10-word Red Cross telegram every six months during the war. Two of the original telegrams have survived. Harry and Hazael were married in a chapel at Methodist Central Hall, Westminster, in October 1945.
Basil left the RAF in late 1945 but his love of the RAF life was too strong, and in 1949 he re-joined the service. He was assigned to recruiting duties based in Southampton and toured the large towns with a mobile cinema and recruiting team throughout South West England 1951 – 54, including two weeks in his home patch of the Channel Islands in 1952. Part of the team was the large family dog, a six stone St Bernard called ‘Raff’, who always had a collecting box on his back raising money for charities in the towns the recruiting team were visiting.
Now known to most people as Harry rather than Basil, in 1955 he was posted to Amman, Jordan, as adjutant of 249 Squadron, which flew Vampire and Venom aircraft. The Squadron was commanded by Sqdn. Leader ‘Jock’ Maitland, who later helped to found the Biggin Hill Air Fair. After the revolution in Iraq in 1956 the squadron was sent to Akrotiri in Cyprus, just as the Suez crisis began. Harry flew over the Suez area as a reconnaissance officer lying in the nose of a Canberra aircraft. It was also the time of the EOKA uprising in Cyprus. After Cyprus Harry served at RAF North Coates in Lincolnshire, RAF Kenley, back to Cyprus at RAF Episkopi (HQ NEAF), then RAF Northolt, Upavon in Wiltshire and a tour in Gibraltar. Harry’s last RAF posting was to Innsworth, outside Gloucester. He finally retired in 1975, having served in the RAF for 33 years.
1
[page break]
In 2001 Harry was contacted by the Airzoo Museum in Kalamazoo, Michigan, USA, because he had flown operational missions in FV-937, the aircraft known as ‘The Gal from Kalamazoo’. This B-25 was paid for with funds raised by employees of the Sutherland Paper Company in Kalamazoo 1942-43 and sent to England under the LendLease programme. The ‘Gal’ flew 54 sorties with 226 Squadron and also flew with 98 Squadron. Harry was able to provide the Air Zoo with crew photographs and some details of what happened to the aircraft for their display in the museum.
Harry attended the Dunsfold ’Wings and Wheels’ Airshow in 2007 and 2008, and was reunited with a Mitchell B-25 operated by the Dutch Air Force, called ‘Sarinah’. Now 87 he amazed his family and the Dutch aircrew by scrambling nimbly up the central access stepladder and into the aircraft to remember some old times. He attended the 2nd. Tactical Air Force re-union at Bedford in September 2009 and the dedication of the Bomber Command Memorial in Green Park by H.M. the Queen in June 2012.
Harry’s funeral took place on 13th June 2014 in the appropriate setting of the RAF Memorial Chapel at Biggin Hill.
2
Dublin Core
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Title
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Basil Harrington's biography
Description
An account of the resource
Recounts childhood, joining the RAF in 1938. Originally staff duties, volunteered for aircrew. Started operational flying on 226 Squadron in September 1943 as wireless operator/air gunner on B-25 at RAF Swanton Morley. Completed 43 operations. He became a radio instructor then volunteered for the Far East and was in Canada for training when the war ended. Continues with career after the war. Funeral was on 13th June 2014 at Biggin Hill.
Spatial Coverage
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Great Britain
England--Hampshire
England--Southampton
England--Middlesex
England--Buckinghamshire
England--Norfolk
England--High Wycombe
Great Britain Miscellaneous Island Dependencies--Channel Islands
Great Britain Miscellaneous Island Dependencies--Jersey
Temporal Coverage
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1943-09
1944-02-05
1944-05
Format
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Two page printed document
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eng
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Text
Text. Memoir
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MHarringtonBR621165-170503-04
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Royal Air Force
Royal Air Force. Bomber Command
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Tricia Marshall
226 Squadron
aircrew
B-25
RAF Swanton Morley
RAF Uxbridge
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22561/MCurnockRM1815605-171114-015.2.pdf
4b8c09d0d782ffa1333593f4d4f663f1
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Curnock, Richard
Richard Murdock Curnock
R M Curnock
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IBCC Digital Archive
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Curnock, RM
Date
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2016-04-18
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
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Title
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The Kriegie June 2001
Description
An account of the resource
News-sheet of the RAF ex-POW Association. This edition covers The Bomber War book review, Branch reports from East Anglia and the South West, details of the ex-Services Referral Agency providing support, the cash handout to Far East POWs, 40 Squadron history, Obituaries, Book reviews, the 40th Association AGM, future events, a low pass over a golf course, Recco reports on ex-POWs, requests for help for books and TV, the Association's accounts and the Larry Slattery Memorial fund and finally two photographs at Fallingbostel camp.
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The RAF ex-POW Association
Date
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2001-06
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12 printed sheets
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eng
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Text
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MCurnockRM1815605-171114-015
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Wehrmacht. Luftwaffe
Spatial Coverage
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Germany--Barth
Greece--Eleusis
Greece--Crete
Greece--Maleme
Great Britain
England--Bristol
France--Normandy
England--Plymouth
England--Stafford
England--London
England--Brighton
England--Newquay
Canada
Alberta--Edmonton
Italy--Parma
Italy--Piacenza
Italy--Brindisi
Albania
Greece--Thessalonikē
France--Saint-Nazaire
Scotland--St. Andrews
Great Britain Miscellaneous Island Dependencies--Isle of Man
Germany--Bremen
France--Le Havre
Germany--Wilhelmshaven
France--Lorient
Croatia--Rijeka
Germany--Frankfurt am Main
France--Dunkerque
Germany--Bad Fallingbostel
Italy
France
Alberta
Germany
Croatia
Greece
England--Cornwall (County)
England--Devon
England--Gloucestershire
England--Staffordshire
England--Sussex
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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.
10 Squadron
103 Squadron
35 Squadron
40 Squadron
57 Squadron
77 Squadron
9 Squadron
aircrew
B-17
B-24
bale out
Blenheim
bomb aimer
bombing
bombing of Dresden (13 - 15 February 1945)
C-47
Catalina
Distinguished Flying Medal
Dulag Luft
escaping
flight engineer
Fw 190
ground personnel
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Me 110
medical officer
memorial
mess
Mosquito
navigator
Nissen hut
Operational Training Unit
P-51
Pathfinders
Photographic Reconnaissance Unit
prisoner of war
RAF Abingdon
RAF Elsham Wolds
RAF Halton
RAF Hemswell
RAF Henlow
RAF Jurby
RAF Leeming
RAF Lindholme
RAF Lyneham
RAF Melbourne
RAF St Athan
RAF Uxbridge
Red Cross
shot down
Spitfire
sport
Stalag Luft 1
Stalag Luft 3
Stalag Luft 4
Stalag Luft 7
the long march
Tiger Moth
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/619/30853/BPageTJPageTJv2.1.pdf
e763e258dcdf30dc9b67e983d434d1a1
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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Page, Thomas James
T J Page
Publisher
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IBCC Digital Archive
Identifier
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Page, TJ
Description
An account of the resource
Fifteen items. An oral history interview with Squadron Leader Thomas Page DFM (1922 - 2017, 922297, 183427 Royal Air Force), his log book, two autobiographies and photographs. He flew operations as a flight engineer with 49 Squadron.
The collection was The collection was loaned to the IBCC Digital Archive for digitisation by Thomas Page and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
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2016-07-02
Transcribed document
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Transcription
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MY LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
BY
SQN LDR T J PAGE DFM. RAF
[black and white photograph]
[page break]
An extract of my RAF service from my Autobiography by
SQN LDR T J PAGE DFM, RAF (Retired)
The years slowly passed and the storm clouds of war were gathering over Europe again. This was something that youth and many others in the countryside were unaware of because news was very limited, wireless was in its infancy and newspapers were few; in fact, many of the older people could not read. The young did not see newspapers because some parents considered them a corrupting influence. On reflection, perhaps this was a good thing. Now seventeen and on the first Sunday in September 1939, and not required to work I decided to visit my grandmother at Coleswood near Ramsgate. I cycled the thirty miles there through the lovely countryside, past myoid schools and my birthplace and on along the road that passed through Manston aerodrome. Already there was greater activity at the air station and once more, my boyhood ambitions came to the fore.
Soon after arriving there the air raid siren sounded, it was eleven o'clock the 3rd
September. The government had declared war with Germany. Being apprehensive, and, like many others, thinking there would be an immediate invasion as the place was near to the South East Coast of England, I decided to return home straight away. History relates that nothing much happened until the following springtime. As spring approached, the aerial activity over Southern England increased. Fighting Aircraft appeared overhead, their long condensation trails making patterns in the sky. There were sounds of machine gun fire. At times aeroplanes would streak fast and low across the farm further kindling my love of flying machines and the air.
In January 1940 I became eighteen years of age I began to feel more independent and
assertive. I left my employment and cycled fifteen miles to the recruiting office at
Canterbury and volunteered for the Royal Air Force and was immediately accepted and placed on reserve service until called for duty. I had accepted the ‘Kings Shilling' signed the Oath of Allegiance and proudly travelled home wearing the badge of the Royal Air Force Volunteer Reserve. The first part of my dream had come true.
2
Overhead the air fighting continued with Fairy Battles streaking low over the Kent
countryside. They had taken great losses over these early days of the war. Three months past and on the 19th July 1940, the time came to leave home. My dream was coming true.
This was a day of apprehension; I was now committed to whatever lay ahead. Where
would life lead me? RAF service could be worldwide as the Empire still existed and now there was a war on. My dreams of being an Airman did not include war. There was nothing to take with me other than the clothes I wore and a little money. Walking away down the lane there was a last look at the cluster of Dignash cottages of Westwell nestling at the foot of the wooded downs before they disappeared from view
On the Monday afternoon the 19th July 1940, I arrived at the sand bagged and barbed wire protected gate of the RAF Depot at Royal Air Force Uxbridge, entered the restricted doorway into the guardroom and reported for duty.
There were many Volunteer Reservists from all parts of the country joining for duty that day. We wondered what was before us. Each barrack room contained about twenty beds and a certain amount of overcrowding was necessary because large numbers of new recruits. The iron beds were rather unusual in that the foot
part slid under the head part. The mattress was in three parts named 'biscuits'. When
not in use the whole bed was neatly stacked away. This provided extra space in the
barrack room for day use and was in accordance with the spick and span neatness of
service life with a place for everything and everything in its place, a form of discipline.
The staff NCOs explained the routine of the barracks.
Next was the first and foremost of the induction formalities. This was the 'Swearing In'
to become legally bound by the Air Force Act and allegiance to the Crown. This made
one legally bound by the Air Force Act and to ones allegiance to the Crown. There was a roll call of Names, Initials and Religion. Each airman received a service number. Mine
was 922297.Afterwards we were officially Airmen of the rank of Aircraftsman 2nd Class. Each Airman received an Identity Card RAF Form 1250 and Identity Discs; called 'Dog Tags', both to be carried on the person at all times, uniform, kit and accoutrements. The kit was such items as shaving brush, button stick, cleaning brushes, knife, fork, spoon, mug, kit bag, and mess tin. The button stick is still in my possession. The accoutrements were, webbing belt and harness to support a haversack, water bottle and bayonet, finally there was a gas mask. In the evening, the new recruits were off duty. I went to the cinema in Uxbridge town.
3
The new intake of Airman were mustered for training as Airframe Mechanics and on the Wednesday, we travelled by troop train to the training school at Morecambe in
Lancashire. On the way to the railway, station at Uxbridge small local boys offered to
carry the heavy kitbags for a few pennies, an offer taken up by many of the new Airmen. It was obvious that the lads were well versed in the routines of the RAF and were showing enterprise. Each group carried food rations for the long slow journey and at various stops on the way urns of tea appeared.
Towards evening, the train arrived at Morecambe. The Airmen then were marched round the streets and given accommodation in private houses known as billets. Billets were private houses where the occupants with space to spare were required by law to accommodate Service Personnel. Compulsory billeting is only authorised by Parliament in wartime. Three of us found ourselves in rather a poor billet whereas some other Airmen found relative luxury, a home from home atmosphere. The
billeting was rather unexpected as everyone thought we would be in Royal Air Force
Station barracks.
The technical training took place in various commandeered large garages and factories. Tuition was by lectures and practical work amongst a collection of Aircraft and Aircraft parts, workbenches, tables and chairs completed the layout of what was a large classroom. Here I was in my element and enthusiasm made it easy to learn and the practical work was most satisfying. A Fairy Battle was in the classroom. It was the first aircraft that I was able to inspect and sit in.
Near the end of December, the course was finished and we became qualified Flight Mechanics 'A' (for Airframe) and were promoted to Aircraftsman 1st Class. Over the Christmas, I went home to Dignash in uniform for the first time. I carried posting instructions for a new unit. On this leave, there was a shot down German
Me 109 fighter Aircraft at Park Farm. Later I would be required to dismantle crashed
German Aircraft.
4
The new unit was No.257 Hurricane Fighter Squadron whose Commanding Officer was Squadron Leader Stanford- Tuck, one of The Few of the Battle of Britain. Soon my new skills were tested. This was a fighter squadron.
After three months on No.257 Fighter Squadron, it was time for more training at RAF
Innsworth near Gloucester for a three-month course to increase my skills to that of a Fitter. The course finished in July, 1941 and I was remustered to a Fitter HA in the rank of Leading Aircraftsman after being in the Royal Air Force for the happiest year of my life, so far, despite the fact that there was a war on.
The new posting was to No.71 Maintenance Unit at Slough in Buckinghamshire.
Arriving there, I found that the unit was in a commandeered garage close to the Hawker Aircraft factory at Langley. The factory was manufacturing Hurricane aircraft.
At Slough, one of my billets was in the suburb of Wrexham with a gentle old couple in a tiny cottage near to the hospital. They were charming and gracious and treated me like a son. At one stage, there was a month's detachment to the RAF Station at Cosford in Shropshire to do a Junior Non Commissioned Officers course to learn the disciplinary aspects of service life and leadership. The course member's
accommodation was in Fulton block, a barrack that was a byword in the service for its extremely high standard. Here we taught the art of commanding Airmen on parade and of Air Force Law. I returned to Slough as a Corporal and given charge of a servicing party.
Not long afterwards I was sent to RAF Burtonwood in Lancashire to study the American Boston aircraft. It was not long before my party went to service a Boston Aircraft at Royal Air Force Manston in Kent. This was the airfield of my boyhood dreams when living close by with my grandparents. The work was in a hanger that had escaped the German bombing; it still stands today, and is close beside the road that goes through the centre of the aerodrome. I have such memories of travelling that road in the years before. One morning there was a damaged Short Stirling bomber standing outside the hanger.
5
It was very impressive, long and tall and the biggest we had seen. This type of Aircraft
was new to the Royal Air Force. The basic wing and engine were of the Short
Sunderland Seaplanes design. The sight of the Stirling was very impressive.
This was the day the 2nd of May 1942 when I flew on my first ever flight. The Station
Commander had come to the hanger to fly a small tandem two-seat aircraft and I ask
him if I could fly with him. He replied by saying, "Go and get a parachute". We flew
over Canterbury to see the damaged caused by the German raid during the night. This day would trigger a drastic change in my service career.
After the servicing of the Boston Aircraft at Manston, the party returned to Slough
travelling once more by train with heavy toolboxes. A few days later there appeared on the Daily Routine Orders an appeal for Aircraft: Fitters to volunteer for flying duties as Flight Engineers to assist Pilots in flying the new four engine bombers that were rapidly coming into service; the Stirling's, Halifax's and Lancaster's. The experiences at Manston made me volunteer.
My next servicing party duty was at RAF West Malling to repair a Hurricane where the Squadron there were flying Boston's. Here I was able to get a flight in the back cockpit with the Radar Operator. The aircraft was practicing radar interception and we were flying along the South Coast. Fortunately, we encountered no German aircraft.
The next serving job was another Boston at Hunsdon in Essex where I was informed that was required to report to the Aircrew Selection Centre in Euston Road, London for a medical examination to see if I was fit enough for Aircrew duties. I passed the examination and went to RAF St Athan in South Wales for aircrew training as a Flight Engineer.
It was October 1942 when training commenced. (Photograph - Thomas, back row third from right)
Being an Airframe Fitter, the first part of the course was on the theory of Aircraft engines and their construction, working, servicing requirements and finally on how to operate them for maximum efficiency particularly in relation to range flying.
After engine theory, it was instruction on the airframe side of the Lancaster airframe.
The flying controls, the fuel system, and the hydraulics that operated the undercarriage and the flaps and other miscellaneous services. There were vacuum and air pressure systems to drive instruments, automatic pilots, wheel brakes and other emergency apparatus. The aim of the course was to understand the whole Aircraft. Part of the course included a week's visit to the Rolls Royce Engine factory at Derby and a week's visit to the Aircraft factory of A. V. Roe at Chadderton.
6
Finally, there was a short course at Stormy Down in South Wales on air gunnery and
gun turrets. For the Flight Engineer to know something of gun turrets and gunnery was to not only complete the knowledge of the Aircraft but also so that an Engineer could operate a gun turret especially during low level, mine laying when the Bomb Aimer was busy.
The course was finished at the end of December and the successful course members
promoted to the rank of Sergeant Aircrew and awarded the coveted Flight Engineers
flying badge. It was time to leave Wales where it seemed to be always raining.
Lancaster Aircraft - Flying Training
My new unit was No.l661 Heavy Conversion Unit at the Royal Air Force Station at
Winthorpe just outside the town of Newark in Nottinghamshire. Here I joined the
following aircrew to form a seven man crew to fly Lancaster's.
Around the 20th February 1943 the all sergeant aircrew assembled at the Aircraft dispersal point with a Flight Sergeant Staff Pilot Instructor to fly on their first flight together as a crew. This was to familiarise themselves with a new type of Aircraft. Disappointedly we found that the Aircraft was an Avro Manchester and not a
Lancaster. The Manchester was a two engine aircraft and was unsuitable for Squadron operational service. The shortage of Lancaster aircraft had made it necessary to use them for the initial training of new crews at the Heavy Conversion Units. This particular Manchester was No.L7398, which had seen operational service on Nos.49, 97 and 106 Squadrons. It was in poor condition and did not inspire confidence.
Now it was my job as the engineer to see that all external protective covers had been removed from the aircraft and the inspection panels checked for security as they could cause a great hazard if they came off in flight. That the flying control locks and undercarriage safety struts on the aircraft were removed. The caps of the petrol tank filler had to be checked for security before priming the engines with petrol ready for the start up. With pre-flight checks done I would secure the entrance door, stow the entrance ladder and go to my position beside the pilot to start the engines and assist with the preparations for take-off.
8
On this first familiarisation flight, the FIt Sgt Hamilton said to me "Watch what I do". This was to be only my third time in the air, an event in its own right. Now I was to be instructed how to assist the pilot in flying the Aircraft. The Instructor did the take-off, talking and demonstrating as he did so to both the Pilot and me. Away from the airfield, he showed the handling characteristics of the Aircraft, its flying and stalling speed in various configurations. Jock my Pilot would then try the various manoeuvres himself to get the feel of the Aircraft. The duration of this first flight was 1. 55hrs. We did a total of six hours with the Instructor mostly on circuits of the airfield with landings and overshoots of the runway.
On the 26th February we did our first flight in the Manchester without an instructor and went on to fly a total of eleven hours mostly on circuits and landings with some
bombing and air firing exercises.
On the 6th March 1943, the day came for conversion to the Lancaster and after three hours flying with an Instructor we took off in Lancaster No. W 4190 for a further period of practising circuits and landings. On the 13th March, we flew Lancaster No.R5541 on a six-hour cross-country flight followed by periods of flying by night with the emphasis on taking off and landing in the dark. After a total of 53 hours, flying on the 24th March the crew became proficient and ready for full operational flying.
On the 26th March 1943, we went to No.49 Bomber Squadron at RAF Fiskerton, an
airfield about five miles east of Lincoln. Lincoln Cathedral was to become very
prominent to us in the next few months for on most take offs the runway use was East to West which took the aircraft directly over the cathedral.
On the 31 SI March, we flew our first flight on an operational squadron with some local flying in Lancaster Mark III No. ED 452, followed during the next two weeks, with practice bombing sorties, air firing and cross-country flying. On the ground, there were practices drills for emergencies and explanations as to what to do in a crash landing and how to escape from the aircraft by parachute. In addition survival if forced down into the sea.
By the 12th April Jock the pilot had already flown on two operational bombing flights
over Germany as second Pilot with other crews to gain experience of flying amongst
enemy defences before taking his own crew as Captain of an Aircraft.
9
On the 13th, our names appeared on the Battle Order for operations that night to fly
Lancaster Mark III No. ED 620. The decisive moment had come for us, the
apprehension before each bombing operation was to start. These feelings were relieved to some extent by doing all the preparations necessary before us take off.
The first thing to do was to fly the Aircraft on a Night Flying Test (an NFT). This was
to ensure that everything was working satisfactorily before the bombs and the correct fuel load for the flight were loaded on the Aircraft. Afterwards the time was with things personal, this included having a meal, and resting.
Later we would dress in the clothes suitable to withstand the cold of the
particular aircrew position in the Aircraft. Air from the two inboard engines warmed
the main cockpit.
The flying kit included:
A helmet with a microphone, earphones and an Oxygen mask
A Mae West Life jacket
An observer type parachute harness
A parachute pack
Flying boots
Gloves, these were both silk and leather.
Woollen underwear
Soon it was time for the briefing. There was a buzz of excitement as we trooped into the briefing room. There was a gasp as the route map on the wall was uncovered and the Target shown as the docks at La Spezia in the north of Italy. This would be a very long flight requiring full petrol tanks and flying for maximum range. Two hundred and eight Lancaster's and three Halifax's were to attack. A good point about this operation was that the route was out and back over the South Coast of England and the South of France where the defences were relatively light.
The next thing was to go to the Locker Room to collected flying kit, helmet, parachute and flying boots. I also carried a toolkit. During the flight, I completed a log of engine conditions every twenty minutes. The other crewmembers would also collect their flying kit together with those things necessary to their particular duty; maps and charts, target details, radio frequencies, a sextant for the Navigator a carrier pigeon for the
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Wireless Operator. Each crewmember would also have received in flight rations of sandwiches, a tin of orange juice and a bar of chocolate.
Now came the worst part of the preparations, waiting outside the locker room for the buses to take each crew to their Aircraft. It was at these times that the stomach would churn needing a call to the latrines as one thought of what lay ahead. This could be a nuisance when all dressed up and ready to go. There would be banter for some, quietness for others at this time and during the drive out to the Aircraft dispersed around the airfield.
At the Aircraft, the Pilot and Engineer reported to the dispersal Flight Office to check
the Aircraft loading and talk to the ground staff and the Pilot would sign the Aircraft
logbook. Before flight, as the Engineer, I inspected the aircraft both inside and out.
This was to see that everything was in order and that a battery trolley was plugged in for starting the engine and there was ground crew standing by to prime the engines with fuel before it was time for the crew to board. Each crew member would do his check of his particular part of the aircraft.
I would now secure the entrance door and stow the ladder. Moving forward up the
fuselage I would see that the oxygen supply under the rest bed was turned on and the electrics were connected to the external battery trolley would then take my place on the right hand side of the cockpit beside the pilot. Here we would start the engines and do the pre-flight checks.
On seeing a green Verey light from the control tower, it was time to taxiing to the
runway for take-off. I was checking engine temperatures and oil pressure, as it was easy for engines to overheat at this stage. The Pilot called up each member at his crew position to see if all was ready for take-off.
At the threshold of the runway, we would do our last minute take off checks before the Pilot turned ED620 onto the runway to await the green light to go.. Each Aircraft took off at 30-second intervals after a signal from the Control Tower. Our take off time was 20.50hrs.
On seeing the green light from the runway controller, the Pilot eased the throttles
forward leading and when the Aircraft was running straight, he called for full power and I pushed the throttle levers fully forward. The Aircraft gathered speed down the runway and this was one of the most anxious times as the loss of an engine when fully loaded with fuel and bombs would be disastrous.
It took the entire 6000ft runway to gain flying speed. The loss of an engine on take-off when fully loaded with bombs and fuel would be disastrous. When safely clear of the runway, the Pilot said undercarriage and I lifted the undercarriage lever, secured it into position, checked to see that the undercarriage was fully up and locked.
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When safely airborne I reduced the engine power to complete the initial climb to a safe altitude and closed the flaps from their one-third take-off position. The Aircraft then flew over the airfield for the Navigator to set the correct time of departure and to set the first course. I reduced engine speed to the climbing power.
At this time, it was still daylight. The rendezvous point was on the South Coast of
England and we could see the other aircraft around us.
We settled down to our individual routines for the long flight with me monitoring and recorded at twenty-minute intervals the engine speeds, their temperatures and pressures of the oil and coolant, whilst keeping a check on fuel flow and other things and keeping a look out for other Aircraft. 1 was fortunate to have a view from the cockpit of the full 360 degrees around the Aircraft. I had engine and ancillary controls on the right further. There were engine and fuel controls and instruments on the right side of the cockpit.
Darkness closed in as the coast of France was crossed. All went well as the flight
progressed. Occasionally we would get a glimpse of a silhouetted aircraft below.
Eventually the Navigator gave an estimated time of arrival (ETA) at the Target at
Spezia. The ETA time came and passed and so did the H-Hour time of attack but there
was no sign of a raid anywhere. Raids could normally be seen from many miles away
especially from altitude. The Aircraft was over the sea and it was soon realised that it
was off course and the correct position not known. With the bombs still on and over
half of the petrol gone I said to the Pilot "If we don't get rid of these bombs we shall not get back to base". We released the bombs into the sea. We turned for home with an intended landfall on the South Coast of France at an intended time but the coast at Montpellier was not reached until 30 minutes after that time. It was not until a series of course changes that we eventually we crossed the French coast at 4000ft. Some light opposition (anti-Aircraft fire) came up from the sand dunes but fortunately no damage occurred to the Aircraft. It is a long story of flying alone across hostile France.
Over the channel, there was very little fuel left and it was necessary to find an airfield
for landing. Throughout this time there were anxious moments watching for any
engine to cut out for want of fuel. After getting no reply to emergency calls for
identification and landing, the misty coast was crossed and by chance, we saw an
airfield. Without contact with the control tower, we landed the aircraft. The airfield
was Dunsfold. The time was 07.40hrs and the flying time had been 10.50hrs. The
aircraft had flown alone across the hostile territory of France expecting opposition at any
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time. After a meal, we flew back to Fiskerton who had posted the Aircraft and crew as missing.
An examination of the navigation chart, and a check of the two compasses, revealed that the main one was under reading by thirty degrees and that the courses flown had always taken the Aircraft to the right of the required track. This meant that on the outward flight the true track had been down into the Mediterranean whereas the return brought the Aircraft back on track to the south coast of France. Afterwards the track had been northwards around Paris before the turn westwards. This very long first operational bombing flight at maximum range had been quite a lesson.
The Battle of the Ruhr started in March 1943. The aircrew, because of the intensity of
the defence's searchlights, fighters and anti-Aircraft fire, knew the Ruhr area as Happy Valley.
On the 26th April, we attacked Duisberg with five hundred and sixty other aircraft. The Ruhr area was visible for miles away, a solid ring of searchlights surrounded it. Inside the ring, it was a fireworks display of rising shells, shell bursts, tracer gunfire and marker flares. Seeing the Ruhr for the first time made me gasp and I said, "How do we get through there" no one answered, each had his own thoughts, the Navigator in his blacked out compartment declined to look.
Soon we passed through the searchlight belt and were amongst the anti-aircraft bursts and tracer fire, the Pilot, the two Gunners and me, keeping a sharp lookout for other Aircraft to avoid collision and for enemy fighters. We saw Aircraft exploding, some catching fire and going down, others in searchlights. I was standing up at this time being required to move about to operate controls and to be able to read and to make a record of the instruments. The run up to the Target flying straight and level seemed to take a very long time although in reality it was only minutes. When the bombs left the aircraft, I would feel the movement of the cockpit floor. This was a relief. The Aircraft would rise up from the sudden loss of weight and the aircraft remained on course until the photoflash had gone off and the camera had recorded the bomb strike Only then was the Aircraft turned and dived away to get out of the target area. To look down from 20,OOOft and see the great area of fire and the bombs bursting was a sight I would never forget. The explosions of the heavy 4000lb bombs affected the Aircraft. This flight took five hours and was without mishap but 17 other Aircraft were lost that night.
On the 28th April, we tried to drop magnetic mines off the coast of Juist in the Fresian
Islands together with two hundred and six other aircraft. The weather was bad in the
area, dark, rain and low cloud. At 500ft in cloud and bad visibility, the target area could not be located. Because the position of mines in the sea had to be known, they were returned to base. One hundred and sixty seven of the Aircraft laid 593 mines in the area of the islands that night. Twenty-two Aircraft failed to return. This was the greatest loss on any mining during the war. It was the only mining sortie undertaken by us.
The bombing operations continued. What was I doing in these frequent infernos? What had made me volunteer for aircrew duties in the year before not expecting this? It was not my knowledge of the German tyranny; so much of that had been, and still was, unknown or knowing that Germany had unlawfully invaded and conquered the countries
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of Europe, had bombed England and would have subjugated the British Isle as well if
they had not been stopped in 1940. Fate had decreed I would be here because of my
love for aeroplanes, and, if I was destined to be a combatant, what better way was there than to do this. The results of bombs dropped on German military Targets gave me no qualms of conscience, even if they fell on houses and killed civilians. All Germans had participated in the Nazi fanaticism of world domination and their excesses, these and the Italian had to be stopped.
It is not practicable to describe each raid but some are worthy of note especially the first two raids on Hamburg that started those great firestorms.
13th May Aircraft Lancaster ED 452 Target Pilsen in Czechoslovakia
There was the instance where the target was the Skoda factory at Pilsen a place deep in the east of Europe. Out over the North Sea, the starboard inner engine shed its exhaust flame cover and some of the cylinder exhausts. In the dark a long sheet of flame curled back over the leading edge of the wing, this would have been a fire risk and a beacon to enemy night fighters. The engine was shut down and the airscrew feathered. The Aircraft now lost air speed and was no longer able to keep up with the rest of the force; it would become a sitting duck to the opposing fighters. It was time to return to base to live to fight another day. It was dangerous to land with a 4000lb bomb on the Aircraft. It was dropped into the North Sea.
Arriving back at base still heavily laden with 6 x 500lb bombs and a large quantity of
fuel on board the Flying Control gave instructions to land on the short South West/North East runway. This was to avoid any obstruction on the main East/West runway in case of mishap and with the subsequent need to divert the other returning squadron Aircraft to another airfield. The approach to the runway was faster than normal because of the high landing weight and with a gusty side wind blowing the aircraft floated before touchdown. With the heavy load and poor braking the pilot realised he could not stop before the end of the runway and shouted a warning to his crew to brace. ED452 plunged off the end of the runway into a field and the undercarriage collapsed. With fear of immediate fire and explosion, I quickly had the escape hatch in the roof of the cockpit off and dived straight out ignoring the drop from the top of the fuselage to the ground. The rest of the crew quickly followed and all ran as fast as possible across the field to get away. Fortunately, neither fire nor explosion occurred and the crash crews were soon on the scene. Taffy the Rear Gunner suffered a severe shake-up in the crash and was not able to fly again. We went to the sick quarters for a medical check.
At one time, we flew a total of 22.15hrs on 4 nights in 7 days in stressful conditions and were very tired. In May, the darkness of night was quite short. Take offs were always late in the evenings. By the time, aircraft had landed and crews had been collected from dispersal, removed their flying clothing at the locker room and then been de-briefed at the Intelligence Section it would be daylight. Sleep was difficult before returning to the airfield by 11.00hrs to carry out a Night Flying Test (NFT) in readiness for the next flight.
On the 12th July, we flew to Turin in Italy. Two hundred and ninety five Lancaster's took part on this raid in clear weather conditions. The view of the snow-covered Alps was
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fantastic. To see the twinkling lights of neutral Switzerland and Sweden was quite
something. Once again, it had been a long flight at maximum range. LM 306 was short of fuel when nearing the South Coast of England and the aircraft landed at Exeter. We returned to base later in the day.
On the 12th August, we flew to Italy again to attack Milan. This was another long flight. Over the Alps, there were storms and flying in cloud, St.Elmos Fire danced across the windscreen and ice formed on the airframe resulting in a lower bombing height of 17,700ft because of the extra weight. It was a successful raid with only three Aircraft lost. The Alfa Romeo motor works, the railway station and the La Scala opera house suffered substantial damage.
LM 306 had now completed three operations in four days with a total of 22.30hrs flying. It is not surprising that we had little sleep over those four days. It was a great relief to have leave. After debriefing, a meal and a change of uniform we travelled into Lincoln on the bus to catch a train to our respective homes. Two of us were travelling to London on the first part of our journey and after changing to a very full train at Grantham we both fell asleep exhausted in the corridor all the way to London and other passengers just walked over us.
There was relief, as always, as the enemy coast was crossed but no one could relax
because of possible dangers ahead. The North Sea was very wide, wet and cold.
Mechanical failures could occur from various causes not least from unsuspected enemy damage. The chances of survival if forced down into the North Sea were minimal. There was always the chance of bad weather over the base and collisions with other circling aircraft waiting to land. The circuits of other adjacent airfields were very close. It was easy to approach the wrong runway. There was also the possibility of enemy intruder aircraft in the airfield circuit.
One night we were returning below cloud at 3,000ft just off Cromer with other aircraft. Navigation lights were on. Suddenly cannon fire hit the aircraft. It was from the British Navy. Also attacked was Aircraft JB 235 of the squadron. The noise was uncanny as red-hot shrapnel passed through the fuselage close beside us. We waited to see if any faults developed but things so far, appeared normal. The Pilot called for reports and the Navigator said "Ralph's been hit." Ralph was the Wireless Operator and sat in the centre of the aircraft with his back against the hefty main spar; this no doubt had shielded him from injury that is more serious. Squeezing past the Navigator I went to Ralph's aid to see that he had received wounds in his legs and shoulder area but the most serious at the time was a hole through one of his hands. Getting the first aid, I applied bandages and put a tourniquet on the wrist before going back to my duties in the front cockpit leaving the Navigator to watch Ralph later returning at intervals to release the tourniquet to prevent gangrene setting in.
At Dunholme Lodge, the weather was foul with low cloud and driving rain. The
aircraft was required to circle for some time before getting position six for landing. Air Traffic Control had been informed that on board was a wounded aircrew member. Eventually the turn came to land but on the downwind leg of the landing circuit it was found that the undercarriage would not come down; it was obvious that the hydraulic
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fluid from the system had been lost. There was damage in the bomb bay area where the pipes were located. Fortunately, the emergency air system was working and I was able to lower the undercarriage and flaps. The landing was very heavy.
At dispersal, when the engines were shut down, the levers that operated the fuel cocks failed to work and hung loosely down. The control cables in the bomb bay had been severed. Fortunately, no petrol lines to the engines had been damage. There were shattered bomb doors, broken pipes and cables, holes in the tail plane and flying control rods shot through, luckily they held to keep control of the rudders and elevator. This new aircraft was taken out of service after one bombing trip. The original crew was now down to five having lost Ralph and Taffy and spare aircrew were to fill the rear gun turret and the wireless position on subsequent operations.
Jock, the Pilot, had been a Warrant Officer since the 6th of June and was now commissioned to the rank of Pilot Officer. Jimmy the Navigator, Hugh the Bomb Aimer and I were Flight Sergeants.
2nd October. Lancaster ED 426. Take off 18.36. Target Munich. 03.15 hundred and ninety-three Lancaster has attacked the target. Eight were lost. ED 426 bombed at 22.41 from 19,000ft. On the 20th
October after a raid on Leipzig Jock, the Pilot completed his tour of 30
operations and afterwards we sadly broke up leaving the others to complete their tours flying as spares with different crews. I still had four more to do. No longer would we men experience the close friendship and respect that had built up over the last ten months flying, living and working together and going out on the town. The memory of the bond that bound us, especially in periods of great danger, would never fade. Such a depth of comradeship would not be experienced again.
Jock left the service in 1948.
Hugh the Bomb Aimer became a Flying Officer. On No. 97 he killed on 11 November 1944 whilst on a second tour. His name is on the RAF Memorial at Runnymede and the Lincoln Memorial.
Ralph the Wireless Operator settled in Bournemouth and suffered in his later
years from the wounds received.
Commission was granted to Jimmy the Navigator. He left the Service in
1946. Sergeant G Green was demobilised in 1945. Since those days, there has been no
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contact with them but I was proud to have served with them.
I stayed on in the squadron as the Flight Engineer Leader. During the next
five months I flew as a spare Engineer. To Berlin with PIt Off Rowntree on the 21st
January 1944. To Leipzig on the 19th February with PIt off Dickinson. To Stuttgart with
the Sqn CO Wing Commander Adams.
My last one was on the 15th March to Stuttgart again with Pilot Officer Lett.
906 Aircrew of No. 49 Squadron failed to return. This was a loss rate of 33 of the
Aircrew who flew with the Squadron.
Years later, on the 24th April 1994 a Roll of Honour showing their Number, Rank and Name, date of death and place of burial in a foreign field was dedicated in the Fiskerton village Church of St. Clement of Rome.
In May 1995, a memorial was placed in the centre of the old airfield at Fiskerton to all those who were lost and those who served on the Station during the two and a half years from January 1943 to mid-1945.
I flew 211.50hrs by night on 30 sorties over enemy territory plus 2 almost to the enemy coast. Seventeen of the sorties had been in one Lancaster Aircraft No. LM 306 with the Squadron letters EA-F (F for Freddie). The Targets were The Ruhr = 11, Berlin = four, Italy = three, Hamburg = 2, 11 other German Targets and one Mining operation. I remember the stress, the tiredness, fear, and the pride in belonging to Bomber Command
My next posting was in April 1944 to RAF Winthorpe near Newark where I had done
my flying training, there to be a Staff Flight Engineer Flying Instructor. This was not
much fun, as we had to fly old Stirling aircraft to teach new crews. This was to save new Lancaster's for the operational squadrons.
After a few weeks and 32 hours of flying, 13 of them at night, I was sent out to all the
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Stations in Number Five Group Bomber Command to lecture on the new Airborne
Lifeboat that was being introduced to the Air Sea Rescue Squadrons. When this was
finished, I returned to my base at RAF Scampton and on the 19th July 1944 I was
commissioned as a Pilot Officer.
Whilst visiting RAF Strubby Commanding Officer informed me that I had been decorated. The London Gazette had promulgated the award of the Distinguished Flying Medal. (L.G Volume II 1944 Page T. J Entry 3090) The public Record Office reference is ZJl 985. The Pilot "Jock" Morrison was awarded the Distinguished Flying Cross.
Shortly afterwards I was posted to RAF St. Athan in South Wales to train Flight
Engineers. The introduction to the Officers Mess and its customs was a great
experience; other Officers were most charming and helpful. It was an agreeable task
teaching new aircrew the duties of a Flight Engineer. Occasionally the Maintenance Unit on the other side of the airfield called for a Flight Engineer to assist the Test Pilots to fly Lancaster's to and from the factory at Baginton. This became a pleasant task. Just the two of us, the pilot and engineer, flying the Lancaster's on these flights. I can well remember flying low over the Malvern Hills. During my posting at St Athan, I did the Flight Engineer Leaders Course from 20th June to 25th July 1945 despite the fact that I had been a Flight Engineer Leader on an Operation Bomber Squadron in 1943. I spent two happy years at St. Athan.
On Tuesday the 16th February 1947 I was posted to No.44 (Rhodesia) Squadron at Royal Air Force Wyton in Huntingdonshire. On the Wednesday, I was once again in the air flying as a Flight Engineer in Avro Lincoln aircraft a larger version of the Lancaster. The Squadron routines and with a comfortable room and pleasant facilities in the
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Officers Mess life was very enjoyable. The comradeship of colleagues was enjoyed and one particular Flight Engineer; Flt.Lt. Jimmy Hudson became a great friend for many years.
Months of 1947 passed with plenty of flying, it was different and relaxed after the hectic and dangerous wartime operations. On the 12th November, there was a pleasant flight out to Egypt to deliver spare parts to some of the squadron's aircraft. They were on detachment to RAF Shallufa in the Canal Zone. The Pilot was FIt. Lt. Cumber and the aircraft Lancaster No.TW 909, this being my first flight with a landing outside England in a foreign country.
First part of the flight was to RAF Lyneham in Wiltshire for custom clearance. At 23.05hrs, we took off to fly by night to RAF Castel Benito in Tripolitania on the North Coast of Africa. Prior to World War II Castel Benito had been an Italian airfield and during the war the German Luftwaffe had used it. Later the airfield was renamed Castel Idris and in years after it became the International Airport for Tripoli.
The next day it was a 5hr flight along the North African coast to Shallufa in Egypt
passing over the great battle areas of Sollum, El Alamein and Knightsbridge. On this
flight, I flew the aircraft for two hours. RAF Shallufa was beside the Suez Canal and it
was quite a sight to see large ships appearing to be travelling across the sand and to
experience an RAF airfield in a hot desert.
After three days, we took off for the return flight to the UK via Castel Benito making a detour to flyover the Pyramids and the Sphinx. On the 20th November, we arrived back at Wyton after a total flying time of 25.40hrs.
On the I" March 1948, the Squadron flew out to RAF Shallufa in Egypt for a month's
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stay on exercises. I flew as the Flight Engineer to FIt. Lt. Bristow in Lincoln No. RF
426. On the 24th March with FIt. Lt. West in Lincoln RF 514, we flew to Khartoum in the Sudan for an overnight stay returning to Shallufa the next day. This round trip took 11.20hrs. On the 31 st March, the whole Squadron return to Wyton via an overnight stop at Castel Benito.
In May 1948, the whole Squadron was engaged in preparations for Operation
"Chessboard". This was to be a goodwill visit to Southern Rhodesia (now Zimbabwe)
at the invitation of the Government. It was in recognition by the Royal Air Force to the people of Southern Rhodesia for the Rhodesians, who had served, and those who had been lost, with the Royal Air Force during the war.
On the 3rd June 1948, the six Lincolns took off for a practice in formation flying in preparation for the displays in Southern Rhodesia. These are the preparations on the 9th June 1948 before the squadron of six Aircraft took off on the first leg of the flight to Southern Rhodesia with an 8hr45min flight to Castel Benito in North Africa. I was flying as Engineer to Flying Officer Barnes in the lead Aircraft KM-L No, RF417. He is the officer at the foot of the entrance ladder about to board with before him the navigator the Squadron Commander, Squadron Leader Moody was to fly with us. If you look closely at the photograph in the distance on the perimeter the two figures are the CO and me his Adjutant completing the inspection before take-off. On the following day, the Squadron flew on to RAF Shallufa in the Canal Zone of Egypt for a three-day rest and for servicing of the aircraft. This flight took 6 and half hours.
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The journey continued from Shallufa on the 14th flying along the Nile Valley to Khartoum in the Sudan for an overnight stop. From Khartoum it was on to Nairobi in Kenya the next day for another overnight stop.
On the 16th it was on to the Belvedere airport at Salisbury, Southern Rhodesia. The
outward flight took 38hrs 25mins. This was to be the base for the Squadrons stay in the Country. The aircraft arrived over Belvedere in formation and after landing the personnel paraded for a reception by the Prime Minister Sir Godfrey Huggins. In the evening the Officers and Airmen attended a Government banquet and a highlight for me at this function was to sit next to, and talk with, the Prime Minister, Sir Godfrey.
There was now a two day rest for the Squadron. On the 18th Bamey and I with the rest of our crew took off to take mosaic photographs of the area of Salisbury for the local authority. We think it was for a proposed building of a Dam on Lake Kariba. It was a flight of over five hours.
On the 19th and 20th, the Squadron did formation flying over Rhodesia to be seen. On the second of the flights we had on board a passenger Mr Catsicas the Mayor of Umtali a Town in the NE of the country.
The Squadron now had a two stand down. The Squadron personnel were split up into groups of six to be the guests of prominent Rhodesians. Bamey and I with two of our aircrew and of the two of our ground staff were to be the guests of the Mayor of Umtali. This involved a long overnight sleeper journey in a rather antiquated colonial train to Umtali there and back. This was an experience. Bamey and I were the guests of the Mayor and we were rather surprised with the low standard of the accommodation.
However, this did not detract from the entertainment of Sun downer Parties of good food and drink in comparison to conditions at home. There were visits to the Vumba
Mountains and an upmarket Hotel the Leopards Rock. We were also taken to Gold Mine and an orange orchard. What lovely orange juice it was.
On the 26th June the squadron flew from Belvedere to Kamala Airport Bulawayo flying over the Victoria Falls on the way. Here was another Sun downer Party and an overnight stay as guests of the locals. Bamey and I stayed with a lady Doctor
We returned to Salisbury on the 28th• On the 29th we took off to return home via the way we had flown out. We arrived back at RAF Wyton on the 5th July having flown for over 80 hours on a good will trip. What an experience. On the way home we flew low over the African Veldt.
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On return to Wyton the Squadron, members went on leave. There was a break in flying until August. I then flew regularly as the Flight Engineer to the Squadron C.O. and served as his Adjutant until the end of the year. On the 29th October 1948 came an appointment to a Permanent Commission in the Secretarial Branch. I was now a Flying Officer. The need for Flight Engineers was ending with the introduction of the new jet Aircraft and so, after nearly one thousand hours of flying my General Duties flying career was ending. It was two very happy years on 44 Sqn.
In January 1949 I was posted to Headquarters No. 3 Group Bomber Command for three months before being moved on to Headquarters Bomber Command at High Wycombe for further Intelligence duties. The post was for a junior in the Intelligence Section of four Officers. A few years before my wartime flying destiny had been under the command of Air Chief Marshall Sir Arthur Harris (Bomber Harris). My feelings when working in the underground Operations Room from where my wartime flying operations had been ordered and controlled cannot be described. My new Commander in Chief was Air Chief Marshall Sir Hugh P Lloyd. One day in the Officers Mess there was the pleasure of meeting and talking to Marshall of the Royal Air Force Sir Hugh Trenchard the Father of the RAF.
Posting to High Wycombe was made even more enjoyable by being able to participate at weekends in the ATC gliding at Booker Airfield. In December 1949, the Air Officer in charge of Administration detailed me to represent Bomber Command at a meeting in the Air Ministry. The subject was the formation of the Royal Air Force Gliding and Soaring Association. Members left the meeting charged with organising and encouraging gliding in their respective Commands.
Duties, mess life and atmosphere at Headquarters Bomber Command continued to be very pleasant with the weekends spent gliding at RAF Booker. On the 4th July 1950, the 'C' Gliding Certificate was gained with a modest soaring flight of 15 minutes in a Grunua Baby Intermediate Sailplane No. VD 182. This was repeated a week later with a gain of height of 1250ft.
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On a visit to the London Gliding Club at Dunstable on the 24th June produced my first hill-soaring flight of 30 minutes in a Sedbergh T21 b with Mr Lawrence Wright.
In October 1950 there was a week's gliding course at RAF Detling in Kent with experienced instructors, which was to be repeated again in October 1951."Jock" Forbes" was the Chief Flying Instructor at RAF Detling in Kent. He and I were two of the six Founder Members of the Royal Air Force Gliding and Soaring Association that was formed at the Air Ministry on the 15th December 1949. There was also another weeks gliding course at RAF Detling in October 1951. On the 13th January 1951, I flew my first solo hill soaring flight of I hr 50min in a Slingsby Tutor at the London Gliding Club on Dunstable Downs.
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Duty at Headquarters Bomber Command ended for as a Secretarial Officer I was required to do accounting duties so it was necessary to attend an Accounting Course. After the course, I was a posting to No.9 School of Recruit Training at RAF Bridgnorth in Shropshire to be an Accountant Officer. This involved collecting cash from the local Bank, the payment of bills, the accounting for the cash transactions and the conducting of pay parades for the Airman.
It was here at Bridgnorth that I became the Chief Flying Instructor of the RAF Cosford Gliding Club, which was nearby. Two happy years followed with much gliding and soaring at Cosford and the civilian Midland Gliding Club on the Long Mynd, that lovely hill site on the Welsh border.
In July 1952 came promotion to the rank of Flight Lieutenant. My next unit was at RAF Padgate near Warrington in Lancashire. It was another recruit training school. This urban area was a contrast to the lovely Shropshire countryside. I was still able to get to RAF Cosford for gliding from time to time.
I joined the nearby civilian Derbyshire, and Lancashire Gliding Club at Camphill in the Peak District; this was another marvellous hill site. At Camphill, I was able to do my first cross-country soaring flight of over 50km towards
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my Silver "C" badge by flying from Camphill to Lindholme in Yorkshire. The flight took place the 17th May 1953 in an Olympia Sailplane named "Speedwell" flying over Sheffield at 5850ft above sea level and looking down the large scar across the countryside near Doncaster, which was the first part of the A 1 road, was being made into a Motorway.
From the 25th July to the 3rd August 1953, I flew the RAF Cosford Gliding Club Gull IV Sailplane in the British National Gliding Championships at Camphill. In a total of 8 hours, only two cross-country flights were possible landing in fields, one at Staveley and one at Renishaw, both in Derbyshire. Landing at Renishaw was quite eventful. The field had cows in it and cows are partial to licking the Aircraft fabric, and standing on the wing surfaces and causing damage. A lorry driver in the field kindly offered to keep the cows from the sailplane whilst I went to find a telephone to report the landing back to Camphill for the information of the retrieving crew.
The nearest house was in fact a country mansion set in its own grounds and after knocking on the large ornate door, a trim maid, dressed in black and white, came to the door. In answer to my request to use the telephone, she offered to fetch the Master. The maid disappeared through the large marble hall with its suits of armour around the walls and then a tall-distinguished gentleman appeared to say that he was not the Master but a companion to the Master. Just then, a short rather deformed person limped into view followed by an introduction to Sir Osbert Sitwell the renowned author. The place was Renishaw Hall. His first words were "Are you all right?" to the affirmative he said "Have you had lunch?" I said "No". He then called out "Cook, lunch in five minutes". Politely declining lunch because of the need to return to the sailplane to release the lorry driver from his good deed, Sir Osbert said "Don't worry I will get my agent to go down and safeguard the sailplane".
Then came a fine lunch of Venison and salad followed by strawberries and cream all supported by a carafe of wine. Now this was the life and gliding. Afterwards all walked down to see the sailplane and to have the details of the Gliding Championships explained to them whilst awaiting the retrieving crew.
Accounting duties continued at RAF Padgate. The New Year came. Within a few weeks came a posting overseas in April.
25
On the 9th April 1954 came a flight by Hastings Aircraft of RAF Transport Command from RAF Lyneham in Wiltshire to RAF Station Habbanyia. The unit was situated between the Rivers Euphrates and Tigris near Baghdad in Iraq and was the Headquarters for all of the RAF stations in the Near East The posting was to be the Station Accountant Officer at the far away unit of RAF Mauripur in Pakistan.
There was an overnight stop at RAF Castel Benito now named, Castel Idris. It brought back happy memories of flying with No.44 (Rhodesia) Squadron. I waited three days at Habbanyia for onward transport. I remember seeing the clear star lit nights and hearing the loud croaking of frogs on the two rivers Tigris and Euphrates.
RAF Mauripur was a staging post for aircraft flying the long route to the Far East. At this time in 1954, air transport was relatively slow and was before the introduction of jet powered transport aircraft into the RAF. The unit was on a Pakistan Air Force Station near to the Capital of Karachi. All services received from the Pakistanis had to be accounted for and this was to be a large part of my work. In addition, I had to pay and account for the twelve Officers and three hundred Airmen of the unit and those RAF personnel seconded to the Pakistan Air Force. There were also the Services staffs at the High Commission in Karachi to look after which included the Air Attaché, Group Captain Sands who had been my Senior Intelligence Officer at Headquarters Bomber Command in 1949.
Mauripur was on a flat, barren, desert plain with the hills of Baluchistan away in the distance to the Northwest. The Station, together with Drigh Road at the other side of Karachi, had been RAF during the days of the Indian Raj before the independence and partition of that great country in 1947 with its great loss of life and the making of two States. The effects of that period were still very evident in the refugee camps around Karachi where the people lived in appalling filth and squalor.
The small RAF unit was the only British one left on the whole of the Sub-Continent of India; this became very evident when I had to account for all of the petrol use by the British from 1947 to 1954. After protracted negotiations with the Pakistan Air Force Ministry, which fortunately was based at Mauripur, the time came for the bill of around ten million Rupees to be paid; this was the equivalent of about one million pounds sterling. In 1954, at today's values, this would be about £15-20 million. This would be the largest cheque that I would ever sign but finally the Pakistanis wanted the credit in £'s in London for International trade so the bill was passed on to the Air Ministry. The special nature of the unit required me to deal direct with the Air Ministry and not through Air Headquarters Levant.
26
Mauripur was a two-year posting and in some ways difficult to bear especially when bouts of dysentery confirmed one to the Sick Quarters. The climate was always hot and humid and the khaki uniform of shorts required daily 'dhobi' (washing) by the Bearer (Batman) - these were the servants employed to do the domestic chores. Because of the hot, humid climate, duty was from 7am to 1 pm for those personnel who were not required to meet and service incoming and outgoing Aircraft.
Afternoon siestas were needed There was always a daily coach to Hawks Bay on the Arabian seashore about three miles away for swimming and this was a favourite facility.
There was one highlight. At the Pakistan Air Force Station of Drigh Road was a Gliding School for training cadets and a Squadron Leader Jan Mikulski commanded this. Jan had been in the RAF during the war flying fighter aircraft. He came from a high-class Polish family. He and his wife Mary had been pre-war gliding champions.
Jan escaped to England but his wife Tula (Mary) and their daughter became prisoners of the Russians. The daughter died in a Russian camp. After the war, Jan who was stateless enlisted into the PAF for the gliding post and Mary was able to join him. They became great friends and were charming hosts.
This friendship led to me being able to fly the PAF gliders. A total of 35 hours were flown over and around Drigh Road and Karachi in circumstances quite different from those in England. It was not wise to flyaway from this area for any landing would be in remote and inaccessible countryside.
Thermals over Drigh Road were usually twirling 'Dust Devils' they were very rough and restricted in height by the cooler sea breezes drifting in above the hot air over the land. When soaring, Kite Hawks, Buzzards and Vultures would take advantage of the thermal uplift and surround the sailplane. If, when flying and searching for lift the sailplane pilot saw circling birds he flew in to join them. At over 7000ft, I circled with the birds of prey. This was a fascinating experience. It was certainly fascinating to fly with them and watch their flight feathers and manoeuvres although to see an ugly vulture peering into the cockpit from just above could be unnerving.
There was another pleasure at Mauripur. The Administration Officer was a Service pilot who was required at the time to keep in flying practice and so to do this a P AF Harvard two-seater-training aircraft was used. I went with him and had great fun flying a powered Aircraft. All went well until the PAF started to send in bills for its use. The Headquarters Levant stopped the flying. Looking back on the two-year stay at Mauripur it was a great adventure.
27
August 1954, during the tour at Mauripur, there was a detachment back into Iraq to take over the Accounting at RAF Shaibar in the desert. Shaibar was near to the town of Basra on the Shatt el Arab the river mouth of the Tigris and Euphrates, which led into the Gulf of Aden. The detachment was for six weeks to relieve the Accountant there who was going home to England to get married. Shaibah had a bad reputation in the RAF as one of the worst overseas posting.
Many are the songs 'Shaibah Blues' sung in the home messes, especially by old sweats who had served there in the inter-war years. I contracted some uncomfortable infections whilst there. I think it was from the swimming pool. This required me to do my work in the more comfortable air-conditioned Officers Mess. It was a relief to return to Mauripur.
April 1956 came and it was the time to hand over to my relief although the staging post was to close in the following December. Longer-range Aircraft were now coming into service that could now over fly the area. It took a week to fly home to England because of having to wait for available seats on the various aircraft flying between the homeward staging posts. Two days were spent at Habbanyia and two days at Nicosia in Cyprus.
I was now to study at RAF Bircham Newton in Norfolk.
My next duty was at RAF Jurby on the Isle of Man to train Officer Cadets .. I lectured mostly on Accounting and Administration.
28
Jurby held many memories; the stay there ended with promotion to the Senior Rank of Squadron Leader on 1st April 1958.
The next posting was to RAF Wellesbourne Mountford near Stratford upon Avon, which was the base for the RAF Airfield Construction Branch. The detailed was to command Squadron of Administrative personnel to accompany an Airfield Construction Squadron on a Task Force to construct a Rocket Tracking Station on the Island of St.Kilda. The island was in the Atlantic, forty miles west of the Outer Hebrides.
The passage to St. Kilda involved a long train journey to Cairn Ryan on the shores of Loch Ryan near to Stranraer in Scotland. Cairn Ryan was the mainland depot for the stores and personnel to be shipped to the Island by Tank Landing Craft of the Army; it was also the base for radio contact for administrative and emergency purposes. The twenty-four hour sea crossing took place during a most unpleasant and ill making storm. Landing Craft were the only ships that could transport the heavy vehicles, stores and building materials and are able to beach and unload on the only small sandy cove. The rest of the Islands shoreline rose shear out of the water to heights of up to five hundred feet above sea level.
The Island was about two miles long and half a mile wide and very rugged. A hardy Scottish people had inhabited it up to 1930 until they became so impoverished they had to be evacuated to the mainland. The Island was now a sanctuary for many types of seabird and a few Soya sheep and was overseen by the Scottish National Trust. The few stone houses that had formed a line near the seashore were now roofless and in collapsed piles although the more substantial Factor's house and the Manse had been rehabilitated to house the Officers and provided a recreation area for the Airmen. The Airmen lived under canvas and the messing was in a Nissen hut erected for the purpose. The construction of the Tracking Station continued throughout the summer months.
29
The office was a mobile caravan and from there I was able to keep in radio contact with Cairn Ryan on the mainland. Finally, the summer ended and it was time to withdraw before bad weather prevented the Landing Craft from getting to the Island. Everyone was glad to be going back to Wellesbourne for leave and to see his or her families. A small unenviable maintenance party came out to look after the installation during the winter months. At Wellesbourne I completed the work necessary to close down the operation.
Now it was to Royal Air Force Uxbridge to be the Senior Accountant Officer. Entering
the gates and passing the parade ground my thoughts were of those far off days in 1940 when first reporting for duty on joining the Service. I had come a long way since then and had advanced to a remarkable degree never thought possible when lying down to sleep on that first night in the barracks beside the square. Now it was to be the Senior Officer responsible for the financial affairs of the Station. I had been out of England for five years.
On weekends, it was gliding with the Chilterns Gliding Club at RAF Benson, which was not very far away. Evenings, using an available building on the Station, I was able to carry out repairs to the Club gliders, work that gave me great pleasure since my early days in the RAF as a Mechanic, Fitter and Engineer. Life was quite full and rewarding at Uxbridge.
The Unit Drama Group put on a Nativity Play one Christmas time with me as a Wise Man giving performances in the Station Theatre and the RAF Church of St. Clement Danes in the Strand in London.
30
Another Royal duty occurred at one stage acting as an usher in the Central Nave of St. Pauls Cathedral when Her Majesty attended the dedication of a Memorial to the
Americans whom served and died in World War Il.
One of the Units at RAF Uxbridge was the RAF Regiment whose duties, amongst others, were ceremonial and it was the Custodian of the Queens Colour for the Royal Air Force. The Borough Council of Uxbridge granted the Freedom of the town to the Royal Air Force Station, which entitled the unit to march through the town with drawn swords, bayonets fixed and colours flying. The station personnel had been practising for the ceremony for some time and the parade was to be under the Command of the RAF Regiment C.O. A week before the ceremony the Officer became ill and was in hospital. The Station Commander detailed me to command the parade. This was a great Honour to troop the Queens Colour on the hallowed parade ground. Throughout the ceremony, my thoughts were back in 1940 when walking out of the station in uniform for the first time as an Aircraftman 2nd Class to go to the cinema.
The Contingent then marched the through the streets of Uxbridge with bands playing, colours flying, swords draw and bayonets fixed. At this time I was remembering the day eighteen years ago when marching the same route as a new recruit with a heavy kit bag on the way to the railway station to go to Morecambe for training.
After the parade, there was a reception in the Officers Mess for the Civic Party, Members of the Air Council and other honoured guests. The sick Commander of the RAF Regiment was the President of the Officers Mess Committee and being Vice President it fell to me to take the Chair at the Formal Dinner.
The three years served at RAF Uxbridge were very rewarding.
31
Two notable soaring flights occurred whilst serving at Uxbridge. The first was on the 7th May 1960. This was from RAF Booker to a field at Finmere in, Buckinghamshire. I reached a height of 5600ft. The flight time was 2hrs.5min. The second flight took place on Monday the 13th March 1961. All over the weekend, gliding had taken place at RAF Benson in Oxfordshire but the weather conditions prevented any soaring and the flights were restricted to circuits round the airfield.
On the Monday morning the weather forecast reported a steady west wind blowing, a condition that would allow hill soaring on the ridge of Dunstable Downs the home of the London Gliding Club. Taking a chance, I telephoned the club for permission to attempt a five-hour duration flight to complete the conditions for my Silver C Badge, something waited for over eleven years. Afterwards another telephone call was made to RAF Benson to see if the gliding club could have the Olympia Sailplane and a Tug Aircraft ready. All was now set for an attempt to complete the final leg of the Silver "C" Badge.
Take off by aero tow from Benson was at 11.10hrs to fly along the Chiltern Hills to Dunstable. At 11.35hrs, the Olympia was towed into the hill lift over the London Club grounds the time being taken for certification purposes by the Club Chief Flying Instructor. For an hour, all went well then, a lull in the wind made it necessary to land. Very quickly, the Chief Instructor of the club organised a quick re-launch by winch at 13.04hrs.
For the next 5 hours and 4 minutes, the Olympia scraped back and forth in the narrow band of lift along the ridge at a very low height to complete the flight by landing at 18.10hr as dusk approached. The full flying time for that day was 6 hours and 30 minutes. A very happy Thomas travelled back to Benson with the trailer and sailplane and then on back to Uxbridge.
My next duty was at the Ministry of Defence in London was with the Personnel Department, in the section that dealt with the forecasting of the number of recruits that would be required in the various trades in the coming years based on the expected wastage and the Defence Budget. As the defence requirements changed from year to year, the task was not an exact science and the tool of the trade needed to be a crystal ball. It was interesting work and it gave an insight into how a Government Department worked. It also involved on occasions to be the Duty MOD Personnel Staff Officer overnight and at weekends and being one of the Bowler Hat and Umbrella Brigade commuting up to London from Oxhey where I had bought a house every working day.
There is little to relate regarding the work at the Ministry of Defence. Much time was spent attending conferences while the two civilian staff in the Mla office did the
32
calculations for the assessment of the numbers of RAF tradesmen for the future.
The posting to the Ministry of Defence was to last three years and during this time gliding continued with the Chilterns Club at RAF Benson and the RAFGSA Centre at RAF Bicester. During this time, I was also the Treasurer of the Royal Air Force Gliding and Soaring Association. My dealings with the RAF Sports Board were with a retired Group Captain who was my Wing Commander at RAF Padgate.
On the 4th May 1963 flying from RAF Bicester in a Skylark IV Sailplane, r was able to make a lOO-mile cross-country goal flight to RAF Swanton Morley in Norfolk. The flight took two hours and thirty-five minutes. The landing was in the late afternoon of a Saturday and it was after midnight when the crew arrived from Bicester with a trailer for the return journey by road.
In the early hours of Sunday morning, driving through the streets of Cambridge, a wheel came off the trailer because of a broken axle. Fortunately, there was another RAF Gliding club at nearby RAF Waterbeach. They had a suitable trailer and this was borrowed so that the journey could be continued.
1964, the National Gliding Championships were at Lasham in Hampshire and a number of the RAFGSA clubs were competing. As the Treasurer, I was required to attend the meet. The RAFGSA Centre at Bicester was providing a two- seater sailplane to enable important guests to be given flights. It was my pleasure to fly this Bocian sailplane the 50 miles to Lasham behind a towing Aircraft and whilst there to give flights to some very Senior Officers and MOD Officials.
Duty at the Ministry of Defence was an experience and finally ended in June 1964 and I moved to RAF Wildenrath, Germany. it was another adventure and a challenge driving off to Dover to catch the boat to Ostende and then across unfamiliar Holland and Belgium and into Germany. Driving on the right and then through the centre of Brussels and going the wrong way down a one-way street in another town was quite hair raising.
RAF Wildenrath was just inside North West Germany over the border from the Dutch Town of Roermond, a town handy for shopping. > At Wildenrath I was the Officer Commanding the Personnel Services Squadron, responsible for about three thousand personnel including many German civilian employees, all the financial services of pay and allowances including the auditing of the non-public funds of the messes and all disciplinary matters including Court Martial, accidents and deaths. It was a full-time
33
job, back in uniform and living in the Officers Mess. There was one pleasing aspect of the posting and that was it was a flying station, so much previous service had been on backup and training units.
Wildenrath was on the western edge of the Ruhr area and had been heavily defended during the intense bombing by the RAF during 1943. The memories of that time twenty years before were still fresh in my mind especially when visiting some of the towns that I had helped to bomb. There was one visit with other Officers whilst attending a course in Hamburg that a call was made on the Burgomaster (Mayor) of Hamburg at the Rasthaus (Town Hall) and the Burgomaster was talking about, and showing, large photographs of the destruction of the city caused by the wartime bombing and the subsequent rebuilding. I hovered in the background; conscience of the nights in 1943 when taking part in those devastating raids and looked down on the inferno from the storms above. Whilst in Germany I was the Chairman of the Phoenix Gliding Club at the neighbouring RAF Station Bruggen and was able to continue gliding.
In the early spring of 1967 the tour of duty in Germany was over and I moved to RAF Swinderby in Lincolnshire to fill the same post as at Wildenrath i.e. O.C. Personnel Services Squadron. It was No. 9 School of Recruit Training. This unit had been at Bridgnorth when I was there in 1951/2.
Now age 45, my RAF service was ending. It was obvious that there would be no more promotion from Squadron Leader to Wing Commander. This would have taken me on to the age of 55; I decided to take retirement, think of the future, On the 6th May 1968, with much regret I left the Royal Air Force. I was very sad to leave what had been my chosen career, It had filled my boyhood dreams. I obtained a position in the National Provincial Bank in Lincoln.
34
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
My life in the Royal Air Force Bomber Command
An extract of my RS service from my autobiography by Sqn Ldr T J Page DFM, RAF (ret'd)
Description
An account of the resource
Includes several b/w photographs of people and aircraft. Writes of early life and mentions beginning of the war and volunteering for the air force in January 1940. Continues with account of initial training and mustering as an airframe mechanic and subsequent technical training. Describes first posting to 257 Hurricane Squadron, advance training and subsequent postings as fitter IIA including travelling around the country to fix aircraft. Continues with account of aircrew selection and training as a flight engineer which included visit to A V Roe factory at Chadderton. Followed by account of aircrew training and his roll as a flight engineer on Lancaster and Manchester and crewing up. Includes list and photographs of crew. Posted to 49 Squadron at RAF Fiskerton. He then provides a detailed description of duties of each crew member and the interior of a Lancaster and lists flying kit used. Goes on to describe all activities concerned with preparation for and flying an operation and includes very detailed account of first operation to La Spezia. Continues by describing highlights of a number of operations and mentions battle of the Ruhr, weather, aircraft damage and , being shot at and diverting to RAF Dunholme Lodge with casualties. List the subsequent history of all his crew after completing their tour. Continues with account of staying on the squadron as flight engineer leader and flying on several more operations. Summarises his operational flying and gives account of subsequent postings as a staff flight engineer instructor. Goes on with detailed account account of post war postings and activities including flying Lancaster to Egypt and Lincoln to Southern Rhodesia (Zimbabwe). He was posted to HQ Bomber Command at High Wycombe where he was able to partake in gliding activities which he describes in detail. Continues with account of journey to posting at RAF Mauripur in Pakistan. Continues with account of the rest of his RAF career and left the RAF on 6 May 1968.
Creator
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T J Page
Format
The file format, physical medium, or dimensions of the resource
Thirty-five page printed 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
BPageTJPageTJv2
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. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Ramsgate
England--Middlesex
England--Lancashire
England--Buckinghamshire
England--Slough
Wales--Vale of Glamorgan
England--Greater Manchester
England--Oldham
Wales--Bridgend
England--Nottinghamshire
England--Lincolnshire
Italy
Italy--La Spezia
Germany
Germany--Dortmund
Germany--Friesland
Czech Republic
Czech Republic--Plzeň
Italy--Turin
Italy--Milan
Germany--Munich
Germany--Leipzig
Germany--Berlin
Germany--Stuttgart
England--Huntingdonshire
Egypt
Zimbabwe
Pakistan
England--Morecambe
Germany--Ruhr (Region)
Middle East--Euphrates River
Middle East--Tigris River
Germany--Juist Island
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-01
1940-07-19
1940-12
1941-07
1942-05-02
1942-10
1943-02-20
1943-02-26
1943-03-06
1943-03-26
1943-03-31
1943-04-12
1943-04-13
1943-03
1943-04-26
1943-04-28
1943-05-13
1943-07-12
1943-08-12
1943-10-02
1943-10-20
1944-04
1944-07-19
1947-02-16
1948-06-03
1940-01
1954-04-09
1956
1958-04-01
1968-05-06
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
44 Squadron
49 Squadron
Air Gunnery School
aircrew
anti-aircraft fire
Battle
bombing
Boston
briefing
crash
crewing up
Distinguished Flying Medal
fitter airframe
flight engineer
flight mechanic
ground crew
Halifax
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lincoln
Manchester
Me 109
memorial
mess
military ethos
military living conditions
military service conditions
mine laying
perception of bombing war
promotion
RAF Benson
RAF Bridgnorth
RAF Burtonwood
RAF Cosford
RAF Dunholme Lodge
RAF Fiskerton
RAF High Wycombe
RAF Manston
Raf Mauripur
RAF Padgate
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Stormy Down
RAF Uxbridge
RAF Winthorpe
RAF Wyton
recruitment
searchlight
shot down
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/619/30852/BPageTJPageTJv1.2.pdf
bd20f3fcb29deb655492d462cf2bfeb1
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
Page, Thomas James
T J Page
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Page, TJ
Description
An account of the resource
Fifteen items. An oral history interview with Squadron Leader Thomas Page DFM (1922 - 2017, 922297, 183427 Royal Air Force), his log book, two autobiographies and photographs. He flew operations as a flight engineer with 49 Squadron.
The collection was The collection was loaned to the IBCC Digital Archive for digitisation by Thomas Page and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-02
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
MY LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
By
SQN LDR T J PAGE. DFM. RAF
[page break]
MV LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
As a young man the years were slowly passing and the storm clouds of war were gathering over Europe again. This was something that youth and many others in the countryside were unaware of because news was very limited, wireless was in its infancy and newspapers were few; in fact, many of the older people could not read. The young did not see newspapers because some parents considered them a corrupting influence. On reflection, perhaps this was a good thing. Now seventeen and on the first Sunday in September 1939, I decided to visit my grandmother at Ramsgate and cycled the thirty miles there through the lovely countryside, past myoid schools and my birthplace and on along the road that passed through Manston aerodrome. Already there was greater activity at the air station and once more, my boyhood ambitions came to the fore.
Soon after arriving there the air raid siren sounded, it was eleven o'clock the 3rd. September. The government had declared war with Germany. Being apprehensive, and, like many others, thinking there would be an immediate invasion as the place was near to the South East Coast of England, I decided to return home straight away. History relates that nothing much happened until the following springtime. The winter of the year 1939-40 was very severe with frost and snow. Overhead Aircraft were making long contrails that made patterns in the sky. There were sounds of machine gun fire. At times aeroplanes would streak fast and low across the countryside further kindling my love of flying machines and the air.
In January 1940 I became eighteen years of age I began to feel more independent and
assertive. One day in April I cycled the fifteen miles to Canterbury Recruiting Office at
Canterbury and volunteered for the Royal Air Force and was immediately accepted and
placed on reserve service until called for duty. I had accepted the 'Kings Shilling' signed the Oath of Allegiance and proudly travelled home wearing the badge of the Royal Air Force Volunteer Reserve. The first part of my dream had come true. Overhead the air fighting continued with Fairy Battles streaking low over the Kent countryside. They had taken great losses over these early days of the war.
On the 19th July 1940, the time came to leave home. My dream was coming true. This was a day of apprehension; I was now committed to whatever lay ahead. Where would life lead me? RAF service could be worldwide as the Empire still existed and now there was a war on. My dreams of being an Airman did not include war. There was nothing to take with me other than the clothes I wore and a little money. Walking away down the lane there was a last look back at the cluster of cottages nestling at the foot of the wooded downs before they disappeared from view. Looking back there was a mist in my eyes; was this because of the traumas of the past.
On the Monday afternoon the 19th July 1940. I arrived at the sand bagged and barbed wire protected gate of the RAF Depot at Royal Air Force Uxbridge, entered the restricted doorway into the guardroom and reported for duty.
There were many Volunteer Reservists from all parts of the country joining for duty that day. We wondered what was before us. Each barrack room contained about twenty beds and a certain amount of overcrowding was necessary because large numbers of new recruits. The iron beds were rather unusual in that the toot part slid under the head part. The mattress was in three parts named 'biscuits'. When not in use the whole bed was neatly stacked away. This provided extra space in the barrack room for day use and was in accordance with the spick and span neatness of service life with a place for everything and everything in its place. a form of discipline. The staff NCOs explained the routine of the barracks.
[page break]
Next was the first and foremost ofthe induction formalities. This was the 'Swearing In' to become legally bound by the Air Force Act and allegiance to the Crown. This made one legally bound by the Air Force Act and to ones allegiance to the Crown. There was a roll call of Names, Initials and Religion. Each airman received a service number. Mine was 922297.Afterwards we were officially Airmen of the rank of Aircraftsman 2nd Class. Each Airman received an Identity Card RAF Form 1250 and Identity Discs; called 'Dog Tags', both to be carried on the person at all times, uniform, kit and accoutrements. The kit was
such items as shaving brush, button stick, cleaning brushes, knife, fork, spoon, mug, kit bag. and mess tin. The button stick is still in my possession. The accoutrements were, webbing belt and harness to support a haversack, water bottle and bayonet, finally there was a gas mask. In the evening. the new recruits were off duty. I went to the cinema in Uxbridge town.
The new intake of Airman were mustered for training as Airframe Mechanics and on the
Wednesday. we travelled by troop train to the training school at Morecambe in Lancashire, On the way to the railway, station at Uxbridge small local boys offered to carry the heavy kitbags for a few pennies, an offer taken up by many of the new Airmen. It was obvious that the lads were well versed in the routines of the RAF and were showing enterprise. Each group carried food rations for the long slow journey and at various stops on the way urns of tea appeared. Some of the recruits passed the time by playing cards. This was wartime and the trains were steam driven, Rail traffic was heavy with troops and war material on the move.
Towards evening, the train arrived at Morecambe. The Airmen
then were marched round the streets and given accommodation in private houses known as billets. Billets were private houses where the occupants with space to spare were required by law to accommodate Service Personnel. Compulsory billeting is only authorised by Parliament in wartime, Three of us found ourselves in rather a poor billet whereas some other Airmen found relative luxury, a home from home atmosphere, The billeting was rather unexpected as everyone thought we would be in Royal Air Force Station barracks.
The technical training took place in various commandeered large garages and factories,
Tuition was by lectures and practical work amongst a collection of Aircraft and Aircraft parts, workbenches, tables and chairs completed the layout of what was a large classroom. Here I was in my element and enthusiasm made it easy to learn and the practical work was most satisfying. A Fairy Battle was in the classroom. It was the first aircraft that I was able to inspect and sit in.
[page break]
Towards the end of December the course was finished and we became
qualified Flight Mechanics . A' (for Airframe) and were promoted to
Aircraftsman 1 SI Class. Over the Christmas, I went home in uniform for the
first time, I carried posting instructions [or a new unit. On this leave, there
was a shot down German Me 109 fighter Aircraft at Park Farm. Later 1 would
be required to dismantle crashed German Aircraft.
The new unit was No.2S7 Hurricane Fighter Squadron whose Commanding Officer was
Squadron' Leader Stanford-Tuck, one of The Few of the Battle of Britain. Soon my new skills were tested. This was a fighter squadron. The Aircraft took off to repel approaching enemy Aircraft. The term used was "scrambled" When the alarm sounded, the mechanics would rush to their allotted aircraft to assist the pilot into their parachute harness and strap them in the cockpit seat. When the engine was started and the Aircraft ready to go the wheel chocks would be removed before positioning oneself at a wing tip to help turn the aircraft if necessary and then salute to the pilot before he took of It was then a wait, hoping that all aircraft would return. Sometimes they did not return and everyone waited for any news of what had happened.
After three months on No.2S7 Fighter Squadron, it was time for more training at RAF
Innsworth near Gloucester for a three-month course to increase my skills to that of a Fitter. The course finished in July, 1941 and I was re-mustered to a Fitter HA in the rank of
Leading Aircraftsman after being in the Royal Air Force for the happiest year of my life, so
far, despite the fact that there was a war on.
The new posting was to No.71 Maintenance Unit at Slough in Buckinghamshire. Arriving
there, I found that the unit was in a commandeered garage close to the Hawker Aircraft
factory at Langley. The factory was manufacturing Hurricane aircraft.
At Slough, one of my billets was in the suburb of Wrexham with a gentle old couple in a tiny cottage near to the hospital. They were charming and gracious and treated me like a son. At one stage, there was a month's detachment to the RAF Station at Cosford in Shropshire to do a Junior Non Commissioned Officers course to learn the disciplinary aspects of service life and leadership. The course member's accommodation was in Fulton block, a barrack that was a byword in the service for its extremely high standard. Here we were taught the art of commanding Airmen on parade and of Air Force Law. I returned to Slough as a Corporal and given charge of a servicing patty.
Not long afterwards I was sent to RAF Burtonwood in Lancashire to study the American
Boston aircraft. It was not long before my part)' went to service a Boston Aircraft at Royal Air Force Manston in Kent. This was the airfield of my boyhood dreams when living close by with my grandparents. The work was in a hanger that had escaped the German bombing; it still stands today, and is close beside the road that goes through the centre of the aerodrome. 1 have such memories of travelling that road in the years before. .
One morning there was a damaged Short Stirling bomber standing outside the hanger. It
was very impressive, long and tall and the biggest we had seen. This type of Aircraft was
new to the Royal Air Force. The basic wing and engine were of the Short Sunderland
Seaplanes design. The sight of the Stirling was very impressive.
This was the day the 2nd of May 1942 when I flew on my first ever flight. The Station
Commander had come to the hanger to fly a small tandem two-seat aircraft and I ask him if I could fly with him. He replied by saying, "Go and get a parachute", We flew over
Canterbury to see the damaged caused by the German raid during the night. This day would trigger a drastic change in my service career.
After the servicing of the Boston Aircraft at Manston, the party returned to Slough travelling once more by train with heavy toolboxes. A few days later there appeared on the Daily Routine Orders an appeal for Aircraft Fitters to volunteer for Hying duties as Flight Engineers to assist Pilots in flying the new four engine bombers that were rapidly coming into service; the Stirling's, Halifax's and Lancaster's. The experiences at Manston made me volunteer.
My next servicing party duty was at RAF West Mailing to repair a Hurricane where the
Squadron' there were flying Boston's. Here I was able to get a flight in the back cockpit with the Radar Operator. The aircraft was practising radar interception and we were flying along the South Coast. Fortunately, we encountered no German aircraft.
The next serving job was another Boston at Hunsden in Essex where I was informed that I was required to report to the Aircrew Selection Centre in Euston Road. London for a
medical examination to see if I was tit enough for Aircrew duties. I passed the examination and went to RAF St Athan in South Wales for aircrew training as a Flight Engineer. It was October 1942 when training commenced.
Being an Airframe Fitter the first part of the course was 011 the theory of Aircraft engines and their construction, working, servicing requirements and finally on how to operate them for maximum efficiency particularly in relation to range flying.
After engine theory, it was instruction on the airframe side of the Lancaster airframe. The flying controls, the fuel system, and the hydraulics that operated the undercarriage and the flaps and other miscellaneous services. There were vacuum and air pressure systems to drive instruments, automatic pilots, wheel brakes and other emergency apparatus. The aim of the course was to understand the whole Aircraft. Part of the course included a week's visit to the Rolls Royce Engine factory at Derby and a week's visit to the Aircraft factory of A.V. Roe at Chadderton.
Finally, there was a short course at Stormy Down in South Wales on air gunnery and gun
turrets. For the Flight Engineer to know something of gun turrets and gunnery was to not only complete the knowledge of the Aircraft but also so that an Engineer could operate a gun turret especially during low level, mine laying when the Bomb Aimer was busy.
The course was finished at the end of December and the successful course members
promoted to the rank of Sergeant Aircrew and awarded the coveted Flight Engineers flying badge. It was time to leave Wales where it seemed to be always raining.
Lancaster Aircraft - Flying Training
My new unit was No.1661 Heavy Conversion Unit at the Royal Air Force Station at
Winthorpe just outside the town of Newark in Nottinghamshire. Here I joined my aircrew to form a seven man crew to fly Lancaster's.
On the 20th February 1943 the all sergeant aircrew assembled at the Aircraft dispersal point with a Flight Sergeant Staff Pilot Instructor to fly on their first flight together as a crew. This was to familiarise themselves with a new type of Aircraft. Disappointedly we found that the Aircraft was an Avro Manchester and not a Lancaster. The Manchester was a two engine aircraft and was unsuitable for Squadron operational service. The shortage of Lancaster aircraft had made it necessary to use them for the initial training of new crews at the Heavy Conversion Units. This particular Manchester was No.L7398. which had seen operational service on Nos.49, 97 and 106 Squadrons. It was in poor condition and did not inspire confidence.
Now it was my job as the engineer to see that all external protective covers had been
removed from the aircraft and the inspection panels checked for security as they could cause a great hazard if they came oft' in flight. That the flying control locks and undercarriage safety struts on the aircraft were removed. The caps of the petrol tank filler had to be checked for security before priming the engines with petrol ready for the start up. With pre- flight checks done I would secure the entrance door, stow the entrance ladder and go to my position beside the pilot to start the engines and assist with the preparations for take-off.
On this first familiarisation flight, the Instructor F/Sgt Hamilton said to me "Watch what I do". This was to be only my third time in the air. an event in its own right. Now I was to be instructed how to assist the pilot in flying the Aircraft. The Instructor did the take-off.
talking and demonstrating as he did so to both the Pilot and me. Away from the airfield he showed the handling characteristics of the Aircraft, its flying and stalling speed in various configurations. Jock my Pilot would then try the various manoeuvres himself to get the feel of the Aircraft. The duration of this first flight was 1.55hrs. We did a total of six hours with the Instructor mostly on circuits of the airfield with landings and overshoots of the runway.
On the 26th February we did our first flight in the Manchester without an instructor and went on to fly a total of eleven hours mostly on circuits and landings with some bombing and air firing exercises.
On the 6th March 1943. the day came for conversion to the Lancaster and after three hours flying with an Instructor we took off in Lancaster No.W4190 for a further period of
practising circuits and landings. On the 13th March, we flew Lancaster NO.R5541 on a six-
hour cross-country flight followed by periods of flying by night with the emphasis on taking
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off and landing in the dark. After a total of 53 hours, flying on the 24'h March the crew
became proficient and ready for full operational flying.
On the 26'h March 1943, we went to No.49 Bomber Squadron at RAF Fiskerton, an airfield about five miles east of Lincoln. Lincoln Cathedral was to become very prominent to us in the next few months for on most take offs the runway use was East to West which took the aircraft directly over the cathedral.
On the 31st March, we flew our first flight on an operational squadron with some local flying in Lancaster Mark III No. EO 452, followed during the next two weeks, with practice bombing sorties, air firing and cross-country flying. On the ground, there were practices drills tor emergencies and explanations as to what to do in a crash landing and how to escape from the aircraft by parachute. In addition survival if forced down into the sea.
By the 12'h April Jock the pilot had already flown on two operational bombing flights over Germany as second Pilot with other crews to gain experience of flying amongst enemy defences before taking his own crew as Captain of an Aircraft.
Before we commence serious bombing, operations let us look inside the Lancaster to give you some idea of the duties and conditions under which the crew work. As the Engineer I would be the last crewman to board after I had checked that all flying services were free to operate and that all inspection panels and fuel tank filler caps were closed and secure.
Starting at the entrance door note the red tops of the entrance ladder, immediately inside the fuselage there is a flare chute. This carries a high velocity flare that is dropped at the same time as the bombs to photograph and record the bomb strike. To the left are two stowage's one for the Rear Gunners parachute and one for a portable oxygen bottle. We then see into the rear gun turret.
Above the entrance door is stowage for the entrance ladder. It was my duty as the engineer to see that the ladder was in the stowage and the door locked and to inform the pilot. Close by the door to the front is suspended a remote recording compass positioned here away from all radio and electrical interference: the readings were Shown on instruments in the pilots and navigator’s positions.
Going forward up the fuselage we pass under the Mid Upper Gun Turret. On the port side is a rest bed for use if a crew member is injured. Underneath it are 16 bottles for the supply of oxygen to the crew at altitude. Here I would see that the master cock was on and I would monitor the supply to all the aircrew positions from my controls in the cockpit.
Now we come to the front cockpit with the Pilots control column with his flight instruments on the left. On the right are the Engineers engine controls and instruments. There are further engineer's fuel controls and instruments on the right side of the cockpit. I did have a drop down seat but most of the time I stood up as I was required to move about.
On the 13th, our names appeared on the Battle Order tor operations that night to fly
Lancaster Mark III No. EO 620. The decisive moment had come for us, the apprehension
before each bombing operation was to start. These feelings were relieved to some extent by doing all the preparations necessary before take off.
The first thing to do was to fly the Aircraft on a Night Flying Test (an NFT). This was to
ensure that everything was working satisfactorily before the bombs and the correct fuel load for the flight were loaded on the Aircraft. Afterwards the time was with things personal, this included having a meal, and resting.
Later we would dress in the clothes suitable to withstand the cold of the particular aircrew position in the Aircraft. Air from the two inboard engines warmed the main cockpit.
Soon it was time for the briefing. There
There was a buzz of excitement as we trooped into the briefing room. There was a gasp as the route map on the wall was uncovered and the Target shown as the docks at La Spezia in the north of Italy. This would be a very long flight requiring full petrol tanks and flying for maximum range. Two hundred and eight Lancaster's and three Halifax's were to attack. A good point about this operation was that the route was out and back over the South Coast of England and the South of France where the defences were relatively light.
The next thing was to go to the Locker Room to collected flying kit helmet, parachute and flying boots. I also carried a toolkit. During the flight. I had to complete a log of engine conditions every twenty minutes. The other crew members would also collect their flying kit together with those things necessary to their particular duty: maps and charts, target details, radio frequencies, a sextant for the Navigator a carrier pigeon for the Wireless Operator. Each crew member would also have received in flight rations of sandwiches, a tin of orange juice and a bar of chocolate.
Now came the worst part of the preparations, waiting outside the locker room for the buses to take each crew to their Aircraft. It was at these times that the stomach would churn needed a call to the latrines as one thought of what lay ahead. This could be a nuisance when all dressed up and ready to go. There would be banter for some, quietness for others at this time and during the drive out to the Aircraft dispersed around the airfield.
At the Aircraft, the Pilot and Engineer reported to the dispersal Flight Office to check the
Aircraft loading and talk to the ground staff and the Pilot would sign the Aircraft logbook.
Before flight. as the Engineer, I inspected the aircraft both inside and out. This was to see
that everything was in order and that a battery trolley was plugged in for starting the engine and there was ground crew standing by to prime the engines with fuel before i1 was time for the crew to board. Each crew member would do his check of his particular part or the aircraft.
I would now secure the entrance door and stow the ladder. Moving forward up the fuselage I would see that the oxygen supply under the rest bed was turned on and the electrics were connected to the external battery trolley I would then take my place on the right hand side of the cockpit beside the pilot. Here we would start the engines and do the pre-flight checks.
The flying kit included:
A helmet with a microphone, earphones and an
Oxygen mask
A Mae West Life jacket
An observer type parachute harness
A parachute pack
Flying boots
Gloves, these were both silk and leather.
Woollen underwear.
On seeing a green Verey light from the control tower, it was time to taxiing to the runway for take-off. I was checking engine temperatures and oil pressure, as it was easy for engines to overheat at this stage. The Pilot called up each member at his crew position to see if all was ready for take-off.
Before the turn westwards. This very long first operational bombing flight at maximum
range had been quite a lesson. The Battle of the Ruhr started in March 1943. The aircrew, because of the intensity of the defence's searchlights, fighters and anti- Aircraft fire, knew the Ruhr area as Happy Valley.
On the 261h April, we attacked Duisburg with five hundred and sixty other aircraft. The Ruhr area was visible for miles away, a solid ring of searchlights surrounded it. Inside the ring. it was a fireworks display of rising shells. shell bursts, tracer gunfire and marker flares. Seeing the Ruhr for the first time made me gasp and I said, "How do we get through there" no one answered, each had his own thoughts. the Navigator in his blacked out compartment declined to look.
Soon we passed through the searchlight belt and were amongst the anti-aircraft bursts and tracer fire, the Pilot, the two Gunners and me, keeping a sharp lookout for other Aircraft to avoid collision and for enemy fighters. We saw Aircraft exploding, some catching fire and going down. others in searchlights. I was standing up at this time being required to move about to operate controls and to be able to read and to make a record of the instruments. The run up to the Target flying straight and level seemed to take a very long time although in reality it was only minutes. When the bombs left the aircraft, I would feel the movement of the cockpit t1oor. This was a relief. The Aircraft would rise up from the sudden loss of weight and the aircraft remained on course until the photo flash had gone off and the camera had recorded the bomb strike Only then was the Aircraft turned and dived away to get out of the target area. To look down from 20.000ft and see the great area of fire and the bombs bursting was a sight I would never forget. The explosions of the heavy 4000Ib bombs affected the Aircraft. This t1ight took five hours and was without mishap but 17 other Aircraft were lost that night.
On the 281h April, we tried to drop magnetic mines off the coast of Juist in the Fresian
Islands together with two hundred and six other aircraft. The weather was bad in the area, dark, rain and low cloud. At 500ft in cloud and bad visibility. the target area could not be located. Because the position of mines in the sea had to be known. they were returned to base. One hundred and sixty seven of the Aircraft laid 593 mines in the area of the islands that night. Twenty-two Aircraft failed to return. This was the greatest loss on any mining during the war. It was the only mining sortie undertaken by us.
The bombing operations continued. What was I doing in these frequent infernos? What had made me volunteer for aircrew duties in the year before not expecting this? It was not my knowledge of the German tyranny: so much of that had been, and still was, unknown or knowing that Germany had unlawfully invaded and conquered the countries of Europe, had bombed England and would have subjugated the British Isle as well if they had not been stopped in 1940. Fate had decreed I would be here because of my love for aeroplanes, and, if I was destined to be a combatant. what better way was there than to do this. The results of bombs dropped on German military Targets gave me no qualms of conscience, even if they fell on houses and killed civilians. All Germans had participated in the Nazi fanaticism of world domination and their excesses, these and the Italian had to be stopped.
It is not practicable to describe each raid but some are worthy of note especially the first two raids on Hamburg that started those great fire storms.
13'h May Aircraft Lancaster EO 452 Target Pilsen in Czechoslovakia. There was the instance where the target was the Skoda factory at Pilsen a place deep in the cast of Europe. Out over the North Sea, the starboard inner engine shed its exhaust flame
cover and some of the cylinder exhausts. In the dark a long sheet of flame curled back over the leading edge of the wing, this would have been a fire risk and a beacon to enemy night
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fighters. The engine was shut down and the airscrew feathered. The Aircraft now lost air
speed and was no longer able to keep up with the rest of the force; it would become a sitting duck to the opposing fighters. It was time to return to base to live to fight another day. It was dangerous to land with a 4000lb bomb on the Aircraft. It was dropped into the North Sea.
Arriving back at base still heavily laden with 6 x 500lb bombs and a large quantity of fuel
on board the Flying Control gave instructions to land on the short South West/North East
runway. This was to avoid any obstruction on the main East/West runway in case of mishap and with the subsequent need to divert the other returning squadron Aircraft to another airfield. The approach to the runway was faster than normal because of the high landing weight and with a gusty side wind blowing the aircraft floated before touchdown. With the heavy load and poor braking the pilot realised he could not stop before the end of the runway and shouted a warning to his crew to brace. ED452 plunged off the end of the runway into a field and the undercarriage collapsed. With fear of immediate fire and explosion. I quickly had the escape hatch in the roof of the cockpit off and dived straight out ignoring the drop from the top of the fuselage to the ground. The rest of the crew quickly followed and all ran as fast as possible across the field to get away. Fortunately, neither tire nor explosion occurred and the crash crews were soon on the scene. Taffy the Rear Gunner suffered a severe shake-up in the crash and was not able to fly again. We went to the sick quarters for a medical check.
At one time, we flew a total of 22.15hrs on 4 nights in 7 days in stressful conditions and
were very tired. In May. the darkness of night was quite short. Take off was always late in the evenings. By the time, aircraft had landed and crews had been collected from dispersal, removed their flying clothing at the locker room and then been de-briefed at the Intelligence Section it would be daylight. Sleep was difficult before returning to the airfield by 11.00hrs to carry out a Night Flying Test (NFT) in readiness for the next flight.
On the 121h July. we flew to Turin in Italy. Two hundred and ninety five Lancaster's took part on this raid in clear weather conditions. The view of the snow-covered Alps was fantastic. To see the twinkling lights of neutral Switzerland and later Sweden when leaving Berlin, was quite something. Once again. it had been a long flight at maximum range. LM 306 was short of fuel when nearing the South Coast of England and the aircraft landed at Exeter. We returned to base later in the day.
On the 121h August, we flew to Italy again to attack Milan. This was another long night.
Over the Alps, there were storms and flying in cloud. St. Elmos Fire danced across the
windscreen and ice formed on the airframe resulting in a lower bombing height of 17.700ft because of the extra weight. It was a successful raid with only three Aircraft lost. The Alfa Romeo motor works, the railway station and the La Scala opera house suffered substantial damage.
LM 306 had now completed three operations in four days with a total of22.30h1's flying. It is not surprising that we had little sleep over those four days. It was a great relief to have leave. After debriefing, a meal and a change of uniform we travelled into Lincoln on the bus to catch a train to our respective homes. Two of us were travelling to London on the first part of our journey and after changing to a very full train at Grantham we both fell asleep exhausted in the corridor all the way to London and other passengers just walked over us.
There was relief, as always, as the enemy coast was crossed but no one could relax because of possible dangers ahead. The North Sea was very wide, wet and cold. Mechanical failures could occur from various causes not least from unsuspected enemy damage. The chances of survival jf forced down into the North Sea were minimal. There was always the chance of bad weather over the base and collisions with other circling aircraft waiting to land. The circuits of other adjacent airfields were very close. It was easy to approach the
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wrong runway. There was also the possibility of enemy intruder aircraft in the airfield circuit.
One night we were returning below cloud at 3.000ft just off Cromer with other aircraft. Navigation lights were on. Suddenly cannon fire hit the aircraft. It was from the British Navy. Also attacked was Aircraft JB 235 of the squadron. The noise was uncanny as red-hot shrapnel passed through the fuselage close beside us. We waited to see if any faults developed but things. so far, appeared normal. The Pilot called for reports and the Navigator said "Ralph's been hit." Ralph was the Wireless Operator and sat in the centre of the aircraft with his back against the hefty main spar; this no doubt had shielded him from more serious injury. Squeezing past the Navigator I went to Ralphs aid to see that he had received wounds in his legs and shoulder area but the most serious at the time was a hole through one of his hands. Getting the first aid, J applied bandages and put a tourniquet on the wrist before going back to my duties in the front cockpit leaving the Navigator to watch
Ralph. I returned later to release the tourniquet to prevent gangrene setting in.
At Dunholme Lodge, the weather was foul with low cloud and driving rain. The aircraft was required to circle for some time before getting position six for landing. Air Traffic Control had been informed that on board was a wounded aircrew member. Eventually the turn came to land but on the downwind leg of the landing circuit it was found that the undercarriage would not come down; it was obvious that the hydraulic fluid from the system had been lost. There was damage in the bomb bay area where the pipes were located. Fortunately, the emergency air system was working and r was able to lower the undercarriage and flaps. The landing was very heavy.
At dispersal, when the engines were shut down. the levers that operated the fuel cocks tailed to work and hung loosely down. The control cables in the bomb bay had been severed. Fortunately, no petrol lines to the engines had been damage. There were shattered bomb doors. broken pipes and cables, holes in the tail plane and flying control rods shot through, luckily they held to keep control of the rudders and elevator. This new aircraft was taken out of service after one bombing trip. The original crew was now down to five having lost Ralph and Taffy and spare aircrew were to fill the rear gun turret and the wireless position on subsequent operations. Jock, the Pilot, had been a Warrant Officer since the 61h of June and was now commissioned to the rank of Pilot Officer. Jimmy the Navigator, Hugh the
Bomb Aimer and I were Flight Sergeants.
2nd October. Lancaster EO 426. Take off 18.36. Target Munich. 03.15
Two hundred and ninety-three Lancaster has attacked the target. Eight were .lost.
EO 426 bombed at 22.41 from 19,000ft.
On the 20lh October after a raid on Leipzig Jock, the Pilot completed his tour of
30 operations and afterwards we sadly broke up leaving the others to complete
their tours flying as spares with different crews. I still had four more to do. No
longer would we men experience the close friendship and respect that had built up over the last ten months flying, living and working together and going out on the town. This would not be experienced again.
A commission was granted to Jimmy the Navigator. He left the Service in 1946.
Sergeant G Green was demobilised in 1945. Since those days. there has been no
contact with them but I was proud to have served with them.
· "
I stayed on in the squadron as the Flight Engineer Leader. During the next five
months I flew as a spare Engineer. To Berlin with P/O Rowntree on the 21" January 1944.
To Leipzig on the 191h February with Pit off Dickinson. To Stuttgart with the Sqn CO Wing Commander Adams.
My last one was on the 151h March to Stuttgart again with Pilot Officer Lett.
906 Aircrew of No. 49 Squadron failed to return. This was a loss rate of 33 of the Aircrew who flew with the Squadron. Fifty years later, on the 241h April 1994 a Roll of Honour showing their Number. Rank and Name, date of death and place of burial in a foreign field was dedicated in the Fiskerton village Church of St. Clement of Rome.
In May 1995, a memorial was placed in the centre of the old airfield at Fiskerton to all those who were lost and those who served on the Station during the two and a half years from January 1943 to mid-1945.
I flew 211.50hrs by night on 30 sorties over enemy territory plus 2 almost to the enemy
coast. Seventeen of the sorties had been in one Lancaster Aircraft No. LM 306 with the
Squadron letters EA-F (F for Freddie). The Targets were The Ruhr = 11. Berlin = tour. Italy
= three. Hamburg = 2. 11 other German Targets and one Mining operation. I remember the stress, the tiredness. fear, and the pride in belonging to Bomber Command.
My next posting was in April 1944 to RAF Winthorpe near Newark where I had done my
flying training, there to be a Staff Flight Engineer Flying Instructor. This was not much fun, as we had to fly old Stirling aircraft to teach new crews. This was to save new Lancaster's for the operational squadrons.
Soon after my arrival there, I saw a Stirling approaching the airfield at about 1500 feet. The port outer engine caught tire and within minutes, it dived into the airfield and exploded. The new crew of seven, a Staff Pilot and a Staff Engineer died.
On one flight. I had an engine doing 3800 revolutions when the maximum was 2800. There was every risk of the airscrew shearing off and hitting the cockpit. Fortunately. we got it under control.
After a few weeks and 32 hours of flying, 13 of them at night. I was sent out to all the
Stations in Number Five Group Bomber Command to lecture on the new Airborne Lifeboat that was being introduced to the Air Sea Rescue Squadrons. When this was finished. I returned to my base at RAF Scampton and on the \91h July 1944 I was commissioned as a Pilot Officer
Whilst visiting RAF Strubby the Commanding Officer informed me that I had been
decorated. The London Gazette had promulgated the award of the Distinguished Flying
Medal. (L.G Volume 11 1944 Page T. J Entry 3090) The public Record Office reference is
ZJ1 985.' The Pilot "Jock" Morrison was awarded the Distinguished Flying Cross.
On Tuesday the 161h February 1947 I was posted to No.44 (Rhodesia) Squadron' at Royal Air Force Wyton in
Huntingdonshire. On the Wednesday, I was once again in the air
flying as a Flight Engineer in Avro Lincoln aircraft a larger
version of the Lancaster. Now back where [ belonged there
began the happiest two years of my RAF life.
The months of 1947 passed with plenty of flying, it was different and relaxed after the hectic and dangerous wartime operations. On the 121h November, there was a pleasant flight out to Egypt to deliver spare parts to some of the squadron's aircraft. They were on detachment to RAF Shallufa in the Canal Zone. The Pilot was FIt. Lt. Cumber and the aircraft Lancaster No.TW 909. this being my first flight with a landing outside England in a foreign country.
The first part of the flight was to RAF Lyneham in Wiltshire for custom clearance. At
23.05hrs, we took off to fly by night to RAF Castel Benito in Tripolitania on the North
Coast of Africa. Prior to World War II Caste I Benito had been an Italian airfield and during the war the German Luftwaffe had used it. Later the airfield was renamed Castel Idris and in years after it became the International Airport for Tripoli.
The next day it was a short flight along the North African coast to Shaliufa in Egypt passing over the great battle areas of Sollum, El Alamein and Knightsbridge. On this flight, I flew the aircraft for two hours. RAF Shallufa was beside the Suez Canal and it was quite a sight to see large ships appearing to be travelling across the sand and to experience an RAF airfield in a hot desert.
After three days. we took off for the return flight to the UK via Castel Benito making a
detour to flyover the Pyramids and the Sphinx. On the 20lh November. we arrived back at Wyton after a total flying time of 25.40hrs.
On the 1st March 1948, the Squadron flew out to RAF Shallufa in Egypt for a month' s stay on exercises. I f1ewas the Flight Engineer to FIt. Lt. Bristow in Lincoln No. RF 426.
On the 241h March with Fit. Lt. West in Lincoln RF 514, we flew to Khartoum in the Sudan for an overnight stay returning to Shallufa the next day. This round trip took 11.20hrs. On the 31" March. the whole Squadron return to Wyton via an overnight stop at Caste! Benito.
In May 1948, the whole Squadron was engaged in preparations for Operation "Chessboard". This was to be a goodwill visit to Southern Rhodesia (now Zimbabwe) at the invitation or the Government. It was in recognition by the Royal Air Force to the people of Southern Rhodesia for the Rhodesians. who had served, and those who had been lost, with the Royal Air Force during the war.
\ ,..
On the following day. the Squadron flew on to R.A.F Shallufa 'in the Canal Zone of Egypt for a three-day rest and for servicing of the aircraft. This flight took 6 and half hours.
The journey continued from Shallufa on the 14th flying along the Nile Valley to Khartoum in the Sudan for an overnight stop. From Khartoum it was on to Nairobi in Kenya the next day for another overnight stop.
On the 16th it was on to the Belvedere airport at Salisbury, Southern Rhodesia. The outward flight took 38hrs 2Smins. This was to be the base for the Squadrons stay in the Country. The aircraft arrived over Belvedere in formation and after landing the personnel paraded for a reception by the Prime Minister Sir Godfrey Huggins.
In the evening the Officers and Airmen attended a Government banquet and a highlight for me at this function was to sit next to, and talk with, the Prime Minister, Sir Godfrey,
There was now a two day rest for the Squadron. On the 181h Barney and I with the rest of our crew took off to take mosaic photographs of the area of Salisbury tor the local authority. We think it was tor a proposed building of a Dam on Lake Kariba. It was a flight of over five hours.
On the 19th and 20th the Squadron did formation flying over Rhodesia to be seen. On the
second of the flights we had on board a passenger Mr Catsicas the Mayor of Umtali a Town in the NE of the country.
The Squadron now had a two stand down. The Squadron personnel were split up into groups of six to be the guests of prominent Rhodesians. Barney and .1 with two of our aircrew and or the two of our ground staff were to be the guests of the Mayor of Umtali. This involved a long overnight sleeper journey in a rather antiquated colonial train to Umtali there and back. This was an experience. Barney and I were the guests of the Mayor. The entertainment of Sun downer Parties of good food and drink in comparison to conditions at home was appreciated' There were visits to the Vumba Mountains and an upmarket Hotel the Leopards Rock. We were also taken to Gold Mine and an orange orchard. What lovely orange juice it was.
On the 26'h June the squadron flew from Belvedere to Kamala Airport Bulawayo flying over the Victoria Falls on the way. Here was another Sun downer Party and an overnight stay as guests of the locals. Barney and I stayed with a lady Doctor.
We returned to Salisbury on the 281h. On the 29th we took off to return home via the way we had flown out. We arrived back at RAF Wyton on the 5th July having flown for over 80 hours.
t .~
•
nearly one thousand hours of flying my General Duties flying career was ending. It was two
very happy years on 44 Squadron.
This was not the end of my duties in Bomber Command. In January 1949 I was posted to
Headquarters No. 3 Group Bomber Command for Intelligence duties for while on 44
Squadron I had attended Intelligence and PR Courses. After Three months I was
moved on to Headquarters Bomber Command at High Wycombe for Intelligence duties.
The post was for a junior in the Intelligence Section of four Officers. A few years before my
wartime flying destiny had been under the command of Air Chief Marshal! Sir Arthur Harris
(Bomber Harris), My feelings when working in the underground Operations Room from
where my wartime flying operations had been ordered and controlled cannot be described.
My new Commander in Chief was Air Chief Marshall Sir Hugh P Lloyd. One day in the
Officers Mess there was the pleasure of meeting and talking to Marshall of the Royal Air
Force Sir Hugh Trenchard the Father of the RAF.
The posting to High Wycombe was ended in January 1951, when as a Secretarial Officer I
was required to attend an Accountant Officers Course. After the course. 1 was posted to
No.9 School of Recruit Training at RAF Bridgnorth in Shropshire to be an Accountant
Officer. This involved collecting cash from the local Bank, the payment of bills, the
accounting for the cash transactions and the conducting of pay parades for the Airman.
So ended my service in Bomber Command.
Dublin Core
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Title
A name given to the resource
My life in the Royal Air Force Bomber Command
Description
An account of the resource
Writes of early life and mentions beginning of the war and volunteering for the air force in January 1940. Continues with account of initial training and mustering as an airframe mechanic and subsequent technical training. Describes first posting to 257 Hurricane Squadron, advance training and subsequent postings as fitter IIA including travelling around the country to fix aircraft. Continues with account of aircrew selection and training as a flight engineer which included visit to A V Roe factory at Chadderton. Followed by account of aircrew training and his roll as a flight engineer on Lancaster and Manchester and crewing up. Includes list and photographs of crew. Posted to 49 Squadron at RAF Fiskerton. He then provides a detailed description of duties of each crew member and the interior of a Lancaster and lists flying kit used. Goes on to describe all activities concerned with preparation for and flying an operation. Continues by describing highlights of a number of operations and mentions battle of the Ruhr, weather, aircraft damage and , being shot at and diverting to RAF Dunholme Lodge with casualties. List the subsequent history of all his crew after completing their tour. Continues with account of staying on the squadron as flight engineer leader and flying on several more operations. Summarises his operational flying and gives account of subsequent postings as a staff flight engineer instructor. Concludes with account of post war postings and activities.
Creator
An entity primarily responsible for making the resource
T J Page
Format
The file format, physical medium, or dimensions of the resource
Seventeen page printed document with 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
BPageTJPageTJv1
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
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Canterbury
England--Ramsgate
England--Middlesex
England--Buckinghamshire
England--Slough
England--Shropshire
Wales--Vale of Glamorgan
England--Derbyshire
England--Derby
England--Greater Manchester
England--Oldham
Wales--Bridgend
England--Lincolnshire
Germany
Germany--Dortmund
Germany--Friesland
Czech Republic
Czech Republic--Plzeň
Italy
Italy--Turin
Italy--Milan
Germany--Munich
Germany--Leipzig
England--Nottinghamshire
Germany--Ruhr (Region)
England--Lancashire
Germany--Juist Island
Temporal Coverage
Temporal characteristics of the resource.
1939-09-03
1940-01
1940-07-19
1941-07
1942-05-02
1943-02-26
1943-03-06
1943-03-26
1943-04-26
1943-05-13
1943-07-12
1943-08-12
1943-10-02
1943-10-20
1944-04
1944-07-19
1947-02-16
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
44 Squadron
49 Squadron
Air Gunnery School
aircrew
anti-aircraft fire
Battle
bombing
Boston
briefing
crash
crewing up
Distinguished Flying Medal
fitter airframe
flight engineer
flight mechanic
ground crew
Halifax
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lincoln
Manchester
Me 109
memorial
mess
military ethos
military living conditions
military service conditions
mine laying
perception of bombing war
promotion
RAF Benson
RAF Bridgnorth
RAF Burtonwood
RAF Cosford
RAF Dunholme Lodge
RAF Fiskerton
RAF High Wycombe
RAF Manston
Raf Mauripur
RAF Padgate
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Stormy Down
RAF Uxbridge
RAF Winthorpe
RAF Wyton
recruitment
searchlight
shot down
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37264/BBarryCGBarryCGv1.1.pdf
3ad447a1e9fa6577251414f6e7674dec
Dublin Core
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Title
A name given to the resource
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field and catalogued by Nigel Huckins.
Dublin Core
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Title
A name given to the resource
A memoir of life in the WAAF during the war
Description
An account of the resource
Starts with description of feelings and actions beginning of the war. Mother had tried to persuade her to join land army and mentions brief experience and unsuitability for farming. Decided to join the RAF. Details enlistment and initial training with description of training, facilities and food at West Drayton. Continues with telephonist training at Worcester and subsequent posting to 11 Group at RAF Uxbridge. Describes Uxbridge: accommodation, food, work, manning switchboard and working conditions. Continues with detailed description of actions during Battle of Britain. Goes on with description of bombing of London and living through raids to London and local area. Gives detailed description of living accommodation, colleague, room mate and activities. Mentions tying for commission, turning down re-mustering as wireless operator. Continues with posting to Biggin Hill and describes unit and work. Subsequently sent o HQ 2 Group at RAF Huntingdon. Describes location, work, people and activities at new location. Mentions promotions to corporal and sergeant. Gives detailed description of off-duty activities and entertainment. Continues with very detailed description of her work and activities of Bomber Command and the group including Mosquito operations, friends and colleagues. Mentions thousand bomber raid against Cologne and other highlights. Continues with account of the rest of her time at 2 Group and subsequent move to Norfolk. Finally in early 1944 posted to RAF Leeming. Describes location, facilities, work and NCO s course at RAF Wilmslow as well as resident squadrons, aircrew and other personnel. Gives account of getting to know a whole crew well who subsequently volunteered for Pathfinders and went missing on operations. Continues with account of time at RAF Leeming and RAF Skipton on Swale. At the end 36 photographs of her father, his army units, her mother, friends, herself, WAAF colleagues, family, family home as well as Ian Hay, her NCO course, WAAFs and airmen at Leeming and some post war photographs of bomb damage in Germany.
Creator
An entity primarily responsible for making the resource
Sergeant C G Barry
Temporal Coverage
Temporal characteristics of the resource.
1940
1940-08
1941-11
1942-05-30
1942-05-31
1944
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Worcestershire
England--Worcester
England--Middlesex
England--Kent
England--Huntingdonshire
England--Huntingdon
England--Yorkshire
England--Cheshire
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. Fighter Command
Royal Air Force. Bomber Command
Royal Canadian Air Force
Format
The file format, physical medium, or dimensions of the resource
Seventy-six page printed document with text and thirty-six b/w photographs
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
BBarryCGBarryCGv1
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
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
105 Squadron
139 Squadron
2 Group
427 Squadron
429 Squadron
bombing
bombing of Cologne (30/31 May 1942)
ground personnel
Halifax
Lancaster
military living conditions
military service conditions
Mosquito
RAF Biggin Hill
RAF Leeming
RAF Skipton on Swale
RAF Uxbridge
RAF Wilmslow
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-01.1.pdf
fb8bdc0a3359bad330631a99725ecf91
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-02.1.2.pdf
518e2b514f18dba39e9302770bce90ba
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lovatt, P
Dublin Core
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Title
A name given to the resource
The Offensive Phase
Volume Two of Two
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Spatial Coverage
Spatial characteristics of the resource.
Norway--Trondheim
France--Brest
Russia (Federation)
England--Hartland
England--Beer Head
Europe--Elbe River
England--Dover
England--Folkestone
England--London
France--Bruneval
France--Pas-de-Calais
Germany--Lübeck
Germany--Rostock
England--Norwich
England--Cheadle (Staffordshire)
England--Salcombe
England--Sidmouth
France--Cherbourg
France--Boulogne-sur-Mer
France--Dunkerque
France--Cassel
England--Salisbury
Russia (Federation)--Kola Peninsula
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Germany--Berlin
Poland--Szczecin
France--Desvres
France--Arcachon
France--Nantes
France--Chartres
France--Reims
England--Swanage
England--Malvern
England--Plymouth
France--Lorient
England--Lincoln
Scotland--Edinburgh
England--Hull
England--London
England--Bristol
France--Montdidier (Hauts-de-France)
England--Guildford
France--Poix-du-Nord
Germany--Mannheim
Czech Republic--Pilsen Basin
England--Harpenden
France--Morlaix
Spain--Lugo
Spain--Seville
England--Radlett (Hertfordshire)
Germany--Cologne
France--Boulogne-Billancourt
Germany--Rostock
Germany--Essen
Germany--Schleswig-Holstein
Belgium--Liège
Germany--Bremen
England--High Wycombe
Germany--Osnabrück
Germany--Hamburg
Germany--Wilhelmshaven
England--Sizewell
Germany--Peenemünde
Germany--Stuttgart
Germany--Munich
Germany--Kassel
England--Crowborough
England--Huddersfield
Netherlands--Den Helder
England--Mundesley
Germany--Schweinfurt
Europe--Baltic Sea Region
Atlantic Ocean--Bay of Biscay
Germany--Braunschweig
Germany--Bremen
Germany--Wolfenbüttel
Germany--Magdeburg
France--Limoges
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Stuttgart
Germany--Munich
Germany--Schweinfurt
Germany--Augsburg
France--Yvelines
Germany--Nuremberg
Germany--Kiel
Poland--Poznań
France--Dieppe
Turkey--Gallipoli
Egypt--Alamayn
Egypt--Cairo
Morocco
Algeria
Italy--Sicily
England--Ventnor
England--Beachy Head
France--Abbeville
France--Somme
France--Seine River
England--Southampton
England--Portsmouth
Scotland--Firth of Forth
Iceland
England--Brighton
France--Normandy
France--Cherbourg
England--Littlehampton
England--Portland Harbour
France--Amiens
Netherlands--Arnhem
France--Normandy
Germany--Gelsenkirchen
France--Le Havre
France--Arromanches-les-Bains
France--Bayeux
Belgium--Wenduine
France--Beauvais
England--Ditchling
England--Henfield (West Sussex)
England--Canterbury
England--Crowborough
England--Dover
England--Chiswick
Netherlands--Hague
Sweden
Belgium--Antwerp
Germany--Aachen
Germany--Trier
Germany--Siegfried Line
Netherlands--New Maas River
Netherlands--Waal River
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Darmstadt
Germany--Duisburg
Germany--Braunschweig
Netherlands--Walcheren
Germany--Bremen
Germany--Düsseldorf
Germany--Bochum
Germany--Cologne
Europe--Ardennes
Belgium--Bastogne
Germany--Leuna
Germany--Essen
Germany--Ludwigshafen am Rhein
Germany--Duisburg
Germany--Ulm
Rhine River Valley
Germany--Mittelland Canal
Germany--Nuremberg
Germany--Dortmund
Germany--Castrop-Rauxel
Germany--Hannover
Belgium--Houffalize
Germany--Neuss
Germany--Grevenbroich
Germany--Dülmen
Germany--Dresden
Germany--Leipzig
Germany--Magdeburg
Germany--Bonn
Germany--Kamen
Germany--Dortmund-Ems Canal
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Hannover
Germany--Kiel
England--Coventry
Italy
Poland
France
Great Britain
Egypt
North Africa
Germany
Belgium
Czech Republic
Netherlands
Norway
Russia (Federation)
Spain
Turkey
Europe--Frisian Islands
England--Milton Keynes
Germany--Ruhr (Region)
England--Devon
England--Dorset
England--Gloucestershire
England--Hampshire
England--Herefordshire
England--Kent
England--Middlesex
England--Norfolk
England--Staffordshire
England--Suffolk
England--Surrey
England--Sussex
England--Wiltshire
England--Worcestershire
England--Yorkshire
England--Lincolnshire
England--Warwickshire
Russia (Federation)--Poli︠a︡rnyĭ (Murmanskai︠a︡ oblastʹ)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Coastal Command
Royal Navy
United States Army Air Force
Wehrmacht. Luftwaffe
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
178 printed pages
Description
An account of the resource
A continuation of Peter's thesis on electronic warfare during the war.
Language
A language of the resource
eng
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
MLovattP1821369-190903-74-01
1 Group
100 Group
101 Squadron
109 Squadron
141 Squadron
169 Squadron
171 Squadron
192 Squadron
199 Squadron
214 Squadron
218 Squadron
223 Squadron
239 Squadron
3 Group
4 Group
462 Squadron
5 Group
617 Squadron
8 Group
aircrew
B-17
B-24
Beaufighter
Bennett, Donald Clifford Tyndall (1910-1986)
Chamberlain, Neville (1869-1940)
crash
Defiant
Do 217
Fw 190
Gee
Gneisenau
Goering, Hermann (1893-1946)
H2S
Halifax
Halifax Mk 3
Hampden
Harris, Arthur Travers (1892-1984)
He 111
Hitler, Adolf (1889-1945)
Hudson
Ju 88
Lancaster
Me 110
Me 410
mine laying
Morse-keyed wireless telegraphy
Mosquito
navigator
Oboe
Operational Training Unit
P-51
Pathfinders
radar
RAF Defford
RAF Downham Market
RAF Farnborough
RAF Foulsham
RAF Little Snoring
RAF North Creake
RAF Northolt
RAF Oulton
RAF Prestwick
RAF Sculthorpe
RAF St Athan
RAF Swannington
RAF Tempsford
RAF Upper Heyford
RAF Uxbridge
RAF West Raynham
RAF Wittering
Scharnhorst
Stalin, Joseph (1878-1953)
Stirling
Tirpitz
training
Typhoon
V-1
V-2
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/380/6891/MHattersleyCR40699-160506-030001.2.pdf
285015105f751b1a073cff037b679249
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
Hattersley, Peter
Peter Hattersley
C R Hattersley
Charles Raymond Hattersley
Description
An account of the resource
77 items. The collection concerns Wing Commander Charles Raymond Hattersley DFC (1914-1948, 800429, 40699 Royal Air Force). Peter Hattersley served in the Royal Engineers between 1930 and 1935 but enlisted in the RAF in 1936. He trained as a pilot and flew with 106, 44 and 199 Squadrons. He completed 32 operations with 44 Squadron but had to force land his Wellington in France on his first operation with 199 Squadron in December 1942. He became a prisoner of war. He married Miss Kathleen Hattersley nee Croft after the war. The collection contains his logbook, notebooks, service material, his decorations and items of memorabilia in a tin box and 39 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles William Hattersley and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-06
Identifier
An unambiguous reference to the resource within a given context
Hattersley, CR
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
HATTERSLEY
SERVICE DIARY
ROYAL AIR FORCE
LARGE NOTE BOOK
[page break]
[blank page]
[page break]
[underlined] 27TH. LONDON BTN R.E. (TA)
(London Elec. Engineers)
Nov 1930 – Dec 1935
[bracketed] Sapper L/Cpl Cpl [/bracketed] 306 Coy.
Lewis Sun. Sound Locator. Driver M.T.
[page break]
[underlined] 600 (CITY OF LONDON) B. SQDN AAF [/underlined]
Feb 1936 – Mch 1937
[inserted] ACH [/inserted]
AC.2 W/OP T.21 & TF. T.R.9.D.
Hant (passenger) 6 hrs
[page break]
[underlined] R.A.F.V.R. [/underlined]
Mch 30th 1937 – 3rd Apl 1938
Sgt.
[bracketed] Blackburn B.2 Hant (T) Audax [/bracketed] Flying Training Flt Hanworth Aerodrome
Assessment – above average pilot.
[page break]
[underlined] RA.F.
READING CIVIL SCHOOL
4th April 1938 – 7/5/38
MilesHawk Trainer & Magister
UXBRIDGE
7/5/38 – 21/5/38
NO 6 F.T.S.
Netheravon 21/5/38 – 4/9/38
L. Rissington 4/9/38 – 17/12/38
Audax & Hart (T)
Attachments.
NO.1 A.T.C. CATFOSS
31/10/38 – 4/12/38
Assessment – above average pilot
[page break]
S. of AN. MANSTON
2/1/39 – 11/3/39
Anson (1st & 2nd Navigator)
Obtained 2nd cl. Nav ticker (R.A.F.)
106 (B) SQDN. THORNABY (“B” flt)
11/3/39 –
Regarded as P.O. 7/3/39
Fairy [underlined] Battles [/underlined]
Dual .35 mins to solo
Avro [underlined] Ansons [/underlined]
Dual 1 1/2 hrs to solo
Handley Page [underlined] Hampdens [/underlined]
Dual 1 1/2 hrs to solo
July assessment – Pilot – average Navigator – above average
[page break]
[duplicated bookmark]
[page break]
[underlined] 106 Sqdn (contd) [/underlined]
Made Sqdn Signals Officer abt 10/7/39 (Blackpool)
19/8/39. Squadron moved to Armament Training Camp Evanton
4/9/39 Squadron moved to Cottesmore
6/10/39 Squadron moved to Finningley.
10-11-39 Made Regional Control Officer [deleted] 10-11-39 [/deleted]
(& Sigs. Officer)
[bracketed] 1/1/40 26/1/40 [/bracketed] Astro Course at St Athan
28/1/40 Finningley made Sqdn. Navigation Officer.
[photograph of a Handley Page Hampden aircraft]
[page break]
[underlined] 44 Sqdn. Waddington [/underlined]
15/6/40
Posted to 44 Sqdn ‘B’ flt.
17/5/40 1st Operational flight [underlined] over Germany [/underlined]
Hamburg 4 x 500 lb G.P. bombs
Won D.F.C. (& navigator DFM). Crew [bracketed] Windle Atkinson Edmunds [/bracketed]
L.4154 (Q)
14/9/40 Posted to SHQ. & act. Flight Lieutenant
[inserted two newspaper cuttings]
[indecipherable text]
[underlined] 31 ANS [/underlined] (cont)
19/12/41 No 17 Co. ends. [underlined] Passed![/underlined]
19-26/12 Leave
[deleted] 26/12 [/deleted] 26-29/12 Lectures to SFTSs in Ontario
29-31/12 Party in Royal York – Toronto.
[boxed note 1/1/42 Mention in Dispatches {sic] (Ron. Gayette)]
31-6/1/42 Party in [indecipherable] Royal – Montreal.
6/1 – 27/1 Bermuda
27/1 – 28/1 Elizabeth City. N.C.
28/1 – 8/2 Bermuda
[collective explanatory note for period 8-9/2 to 12/2 – Posted 1 Group HQ.]
8-9/2 – Flying Atlantic
9/2 [deleted] [indecipherable] [/deleted] Stranraer
10/2 [two indecipherable words]
12/2 Leave
18/2 Reporting 1 Gp
[underlined] 1 Gp HQ Bawtry [/underlined]
8/2/42 Posted [inserted] (supernumary pending posting to S/L post G.N.O.). [/inserted]
18/2/42 Reported for Nav duties
1/3/42 Granted acting rank of Squadron Leader. – G.N.O. 1 group
7/11/42. Posted to BLYTON to form and command No. 199 Sqdn Granted acting rank of WING COMMANDER.
9/12/42 Missing. France.
12/12/42 Captured P.O.W until 2/5/45.
1/1/43 Mentioned in Despatches (Jan. honours list.)
2/5/45 Released near Lübeck
7/5/45 Arrived England (Wing)
8/5/45 Cosford
9/5/45 Leave until 22/6/45
1/6/45 Applied for P.C.
[page break]
22/6/45 Cosford
23/6/45 Medical = A1B.
23/6/45 – 9/7/45 Leave
10/7/45 Reported 7. F.I.S. Upavon for refresher fly course.
[inserted] 24/7/45 Applied for 18 months postponement of release. [/inserted]
7/8/45 Posted to HQ 43 Group for S.P.S.O. duties. [inserted] as CO Unit. [/inserted] w.ef. 17/8/46 [/inserted]
26/3/46 A.M. P’gram advising will be offered E.S. Comm.
28/3/46 Signalled AM from 43 Gp provisionally accepts.
1/4/46 Posted to AM [inserted] D of Nav [/inserted] as NAV. P.I. retaining acting rank.
Aug ’46 Gazetted Permanent Commission
20/3/47 Posted to HQTC for disposal (Sfy) [indecipherable word]
8/4/47 Posted to 1382 T.C.U. on no35 Course. Passed
15/8/47 Posted Syerston further T.C. course passed
17/9/47 Trip to India flying Dakotas until Oct. 2 [underlined]nd[/underlined]
10/10/47 Posted Abingdon Deputy o/c Flying Wing
2/12/47 Posted Oakington Senior Nav officer & Dep. o/C F.W.
29/6/48 Jun & July 48 Berlin Airlift
24/9/48 Died at RAF Oakington.
[page break]
[blank page]
[page break]
Ode to the skies [underlined] – Up There. [/underlined]
Up there we speed amongst the clouds, Whose billowing shrouds absorb the sounds Emitted with the smoke & flame, From our steed – the aeroplane.
Up there we travel in between Great towering banks of pure white screen. Truly – Castles in the Air, Whose beauty takes your breath, - up there.
Up there we sit and let our gaze Wander in a cloudy maze, And think ’tis shame that Beauty reigns – But seen by us, in aeroplanes
Up there we roam in sunlit sky, A world apart for those who fly. Whilst men upon the surface lurk In cold November’s fog and murk.
Up there unfolds the beauteous night, The moon in all her glorious might, The stars undimmed by Autumns mist, The distant hills by sunset kissed.
[page break]
Up there and now the early dawn Begins to herald in the morn. Long ‘ere earthly man’s aware The rays are lighting us, - up there
[underlined] Finningley Nov 1939 [/underlined]
[page break]
[underlined] To my beloved Sally [/underlined]
Sweet Sally how I miss your loving charm, The feel of you, your hand upon my arm; Your sweet warm breath upon my eager lips; The lovely imperfection of your hips.
Dear Sally how I love your flaxen hair; The breath of Spring about you everywhere. The soft light melting on your smooth white skin, The gentle perfume of your lovely skin.
Hey Sally I can’t say how much I miss The exquisite trembling of your tender kiss; The thrill of sensing your dear lips on mine, My body pressed into the warmth of thine.
Fair Sally how I love your eyes to show That feeling of such tenderness I know; That lovliness [sic] those perfect lids conceal, But opened such a wealth of charm reveal.
Sweet Sally within those slender arms entwined Is our love’s great [indecipherable word] defined. Such moments in their sweet embrace exist, I could not, - if I wanted to, resist.
[page break]
Oh Sally that we two should ever part Not always hand in hand and heart to heart, That this should happen darling, never fear, I’ll fight the very Gods to keep you near.
- Finningley Dec. 1939.
[page break]
[underlined] To – a Love, - a requeim [sic] [/underlined]
We met, we saw, we noticed, In times of strain, of strife. Our paths ran close together, Sweet moment in a life. Tis not for me to wonder Why paths should so converge, And enter realms of beauty Then suddenly emerge.
Nor ‘tis for me to question The fancies of the Fates, Who play their human playthings Behind their golden gates. But rather should I show my thanks For moments far too rare, For seconds in this passing hour Too lovely to compare.
‘Tis better for to love and lose, Than never know that bliss, That height to which you raised me In the heaven of your kiss. And so I thank thee Sally, For moments we embraced, And look towards the future Which can better now be faced.
[page break]
For though our paths diverge again, That fleeting instant showed, A world of such complexity, - Of magic yet untold; A world if I’d not known thee Would still be dull and bare, But having met thee dearest I’ll so much better fare.
And so into a memory So sweet, your presence parts, But say not that we wasted Those hours near our hearts. For memories we have Dear, That I’d not give away, For all the worlds sweet treasures Could never mine repay.
Finningley. March. 1940.
[page break]
[underlined] To Ann. [/underlined]
I saw you vaguely one vague day Not thinking that again we’d meet, But I felt your impression stay, - Oh Ann, - I found you very sweet.
I found beneath your face of calm, Shown with bold trust and openly, - A world of gay and subtle charm, Oh Ann, - how much I’d give for thee.
I write and see your face appear – You’re in my thoughts so constantly, Your voice in every sound I hear, Oh Ann, - I pray thee smile on me. –
Cottesmore, June 1941
[page break]
[underlined] Ode to an invitation [/underlined]
Come, give me your lips fair Pamela, give me your lips, Let their ripeness be mine fair Pamela, - so sweetly mine. Keep not their fair sweet freshness yourself Keep not their joy and fragrant wealth, - Give me your lips fair Pamela, - so sweetly thine.
Come, give me your hand sweet Pamela, give me your hand, Place its’ smallness in mine fair Pamela, sweetly in mine. Hold not its’ sweetness in solitude Hold not its’ fairness and beautytude [sic], - Give me your hand sweet Pamela, give me your hand.
Come, give me your self fair Pamela, give me your self, To love and to hold sweet Pamela, to hold and to love. Keep not your purity obscure, Keep [deleted] [indecipherable] [/deleted] your goddesslike [sic] allure – But give me your Self fair Pamela, give me your Self
Bawtry [underlined] June 1942 [/underlined]
[page break]
[underlined] To Kay, as Love appeared. [/underlined]
In all Her bountiful and queenly grace arrayed Views from high Olympus Earthwards strayed, And gave Her blessing. Thus enchanted she Did bid me kneel and pledge my faith to thee.
Uncalled unthought [sic] of, unexpected came That sweet sensation; with a name So often lipped unmeaningly [sic], yet far above All other words, - sweet Love.
Undream’d [sic] of, unexpected happiness Encompassed me, as I perceived that this Ungiven [sic] heart could err no more, Now given to my Katherine’s tender care.
Sagan, August 1943
[page break]
[underlined] To Kay. [/underlined]
Calm moments give to golden thoughts, from thoughts to reverie On untold things in days to come, With Thou and me in harmony.
Such thoughts make life seem beautiful, And seeming, therefore is. What need of other wishes, What more achieve than this?
Sweet Kay, what need to pen these words When all to this succumbs, - Dear when I shall have won thee Life itself a poem becomes.
Sagan, February 1944
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
Peter Hattersley's Service Diary
Description
An account of the resource
A service diary written by Peter Hattersley covering the period from November 1930 to 24 September 1948.Initially he served in the Royal Engineers but in February 1936 he joined the RAF. It covers his training and operations including a newspaper cutting of the award of a Distinguished Flying Cross in 1940. There are poems written before and during his time as a POW.
Creator
An entity primarily responsible for making the resource
Peter Hattersley
Format
The file format, physical medium, or dimensions of the resource
One diary
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Diary
Text. Poetry
Text
Identifier
An unambiguous reference to the resource within a given context
MHattersleyCR40699-160506-03
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
British Army
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
England--Cambridgeshire
England--Gloucestershire
England--Kent
England--Lincolnshire
England--London
England--Nottinghamshire
England--Oxfordshire
England--Rutland
England--Shropshire
England--Wiltshire
England--Yorkshire
Poland--Żagań
Scotland--Ross and Cromarty
Wales--Vale of Glamorgan
Temporal Coverage
Temporal characteristics of the resource.
1938
1939
1940
1941
1942
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Steve Christian
David Bloomfield
1 Group
106 Squadron
44 Squadron
aircrew
Anson
arts and crafts
Battle
C-47
Distinguished Flying Cross
Hampden
pilot
prisoner of war
RAF Abingdon
RAF Bawtry
RAF Blyton
RAF Catfoss
RAF Cosford
RAF Cottesmore
RAF Evanton
RAF Finningley
RAF Little Rissington
RAF Manston
RAF Netheravon
RAF Oakington
RAF St Athan
RAF Syerston
RAF Thornaby
RAF Uxbridge
RAF Waddington
Stalag Luft 3
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1627/25324/BThickettPSaundersEJv10004.1.jpg
f296d89a141de6bf0e66bd3519ee0f75
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
Saunders, Ernest John. Album 1
Description
An account of the resource
A history of Sam Saunders RAF experiences complete with a biography. It is presented in an album.
Creator
An entity primarily responsible for making the resource
Penny Thicket
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-13
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
Saunders, EJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Two photographs]
On the 16th January 1940, Daddy joined the Royal Air Force and he travelled to Canada for training as a navigator under the Joint Air Training Plan. He was 22years old. He actually volunteered for flying duties saying he had “some hope” of managing this. In April 1940, he went to RAF Uxbridge for tests and was selected as an RAF Navigator. In September, he went to Aberystwyth for training with drills and lectures. He was a leading Aircraftman (LAC).
In December 1940, he sailed for Canada, for training with the Commonwealth Training Scheme. This appears to be the boat that he travelled across the Atlantic on, we don’t know exactly when but from wherever he landed he travelled on to Winnipeg. There he started flying Ansons and he also found snow……
[page break]
[photograph]
This must be one of the first flights that he made, a great smile on his face, so eager. Casual and posing against the engine, very cool.
[photograph]
The three mates… “Wag, Ramsay and I”.
[photograph]
And the plane.. “the flying greenhouse”.
[photograph]
In the album he says “Our flying suits get their first outing”.
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
Sam Saunders, Training in Canada
Description
An account of the resource
Two printed sheets with six photographs.
The text describes his early training then transfer to Canada learning on Ansons in the snow.
Photo 1 is Sam standing in the snow outside a hut.
Photo 2 is a ship.
Photo 3 is Sam and friend leaning on an Anson. They are wearing sidcot suits.
Photo 4 is three airmen in Sidcot suits in front of an Anson, captioned 'Wag, Ramsey and I'.
Photo 5 is an Anson in the snow.
Photo 6 is Sam and colleague wearing sidcot suits for the first time.
Creator
An entity primarily responsible for making the resource
Penny Thickett
Date
A point or period of time associated with an event in the lifecycle of the resource
2013-10
Format
The file format, physical medium, or dimensions of the resource
Two printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BThickettPSaundersEJv10004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Wales--Aberystwyth
Canada
Manitoba--Winnipeg
Manitoba
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.
1940
1941
Contributor
An entity responsible for making contributions to the resource
Steve Christian
aircrew
Anson
navigator
RAF Uxbridge
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1939/37266/BFieldPLFieldPLv1.1.pdf
a1d66cfc041929ebb17d8b41374d1a0f
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
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field 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
Peter Field - a memoir
Description
An account of the resource
Starts with account of life at school (Rendcomb College) from 1931 to 1937. Continues with decade 1938-1948 starting with time at Cheltenham Art School in 1938 and 1939. Continues with account of wartime activity including enlistment, training at RAF Uxbridge, RAF North Coates and RAF South Cerney. Goes on with descriptions of activities at Blackpool, RAF Compton Bassett for training as a wireless operator. Describes girl friends he had during this period. Continues with time as a Morse instructor form July 1941 to autumn 1943 and writes of friends and colleagues as well as attending a number of courses at various locations. Goes back to Blackpool to take charge of the Final Trade Test Board for wireless operators. Eventually went to Chigwell to join a mobile signal unit. Goes on with account of time with his second mobile signals unit at various locations in England and then through France to Detmold in Germany where his unit became HQ Signals. Describes time at Detmold and journey home at the end of 1945. Continues with other fragments - return to Berlin August 12 1981, Bath 1942, the rural scene wartime, 1941, early loves, wartime goodbyes, Apologia.
Creator
An entity primarily responsible for making the resource
P Field
Temporal Coverage
Temporal characteristics of the resource.
1931
1937
1938
1939
1940
1941
1941-07
1943
1944
1945-12
1983-08-13
1946-01
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Gloucestershire
England--Cirencester
England--Cheltenham
England--Middlesex
England--Lincolnshire
England--Wiltshire
England--Lancashire
England--Blackpool
Germany
Germany--Detmold
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
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
Forty-four page printed document
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
BFieldPLFieldPLv1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
military living conditions
military service conditions
RAF Compton Bassett
RAF North Coates
RAF South Cerney
RAF Uxbridge
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2256/40605/PFeltonM2201.1.jpg
897c45b883850d8a0b5e5c3ae1fba82a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2256/40605/AFeltonM221114.2.mp3
0914d71570380c64e084251661234a6e
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
Felton, Monty
M Felton
Description
An account of the resource
An oral history interview with Flight Lieutenant Monty Felton DFC. He flew operations as a navigator with 10 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-11-14
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Felton, M
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
NM: So, today is the 14th of November. I’m with Monty Felton, DFC in his home in North London. My name is Nigel Moore and I’m going to ask Monty about his service with Bomber Command. So, Monty can you start at the beginning and can you start to tell me when and where you were born and about your childhood and growing up?
MF: I was born on the 6th of November 1923. In fact, it was my ninety ninth birthday on Sunday before last. When I was, I was born in Middlesex Hospital. Not Central Middlesex but Middlesex Hospital which was off Oxford Street in London and as I understand it Winston Churchill was born in the same place. Not that that makes me any more famous but there we are. When I was a young baby we moved to Thornton Heath which is a suburb of Croydon and we lived over the tailor’s shop which my dad had opened. We lived in very modest accommodation. It was an old property. We didn’t have a bathroom and to go to the lavatory one had to go around the back. So as you can see my background was not exactly very exotic. Nevertheless, we coped. I can’t ever remember being short of a meal and I was well looked after. We lived there, I went to school just up the road and then I got a scholarship to Selhurst Grammar School which was in West Croydon. Not too far. When I was at school at Selhurst Grammar this was a fee paying school but they took in scholarship boys and I was one of them. If we go through now to the beginning of the war Selhurst Grammar were evacuated to I suppose what was thought to be a safer area but in fact it was Brighton and Hove which I would have thought was even more vulnerable. We went there in the very first day or two of the war and I went to I think it was Brighton and Hove Grammar School. We shared. They went in the morning, we went in the afternoon or vice versa and I took my what was then matriculation exams which is really the equivalent of today’s GCSE. And having taken the exams I got home and I suppose I must have got home around about March April 1940. I then got a job with a firm of chartered accountants in Doctor’s Commons which was a small turning near the Bank of England and was occupied very largely by firms of solicitors and accountants. Doctor’s Commons doesn’t exist anymore but it does get mentioned two or three times by Dickens in “David Copperfield” and in “Pickwick Papers”. I’m a very keen reader of classics. Particularly Charles Dickens. Where are we now? I got this job at accountants and after being there for a very short time I became articled. That means that you had to serve five years articles because there was no other way that you yourself could sit the exams and become a chartered accountant. The procedure in those days was the firm to whom you were articled charged a premium which was normally about two hundred and fifty guineas. Lord knows what’s the equivalent of that today but it’s a large sum of money. My dad didn’t have two hundred and fifty guineas and as I’ve said before I doubt if he had two hundred and fifty buttons. But the arrangement was made that I would pay off this money over the very small salary that I would earn over the five year period. In fact, it didn’t really happen because after about eighteen months I then joined the RAF and my articles ran on and indeed expired before I left the RAF. So we got a bit of a [laughs] a bit of a bargain in that respect. It’s strange because if somebody starts to work for a firm of chartered accountants today they get a decent salary and they receive tuition. When I joined this firm I remember the man I was articled to was named Horace Brett and he never spent one moment teaching me anything. In the firm there was a chap working there who was two or three years older than me and he was flying about in the room and he was going to become an RAF ace and was very sure of himself. He went off to have an interview. I think in those days the interviews were in I think it was Bush House in Aldwych. He had this interview full of confidence and they turned him down. So either he suggested or I got the bright idea that I’d go for an interview entirely confident that if they’d turned him down they certainly wouldn’t accept me but for some peculiar reason they did. So I continued working for a while and then I was sent off for my medical. I think I went to Catterick and it was a very detailed medical and I again I thought well I’ve never been anywhere, I’ve lived a very protected life and I thought they won’t accept me. I’m not the right material. I’m not a big strong fella. But they did accept me. So after the medical I was then called up and I went for the first two weeks of my RAF career if I can call it such. I went to Lord’s Cricket Ground to be kitted up and then I stayed in a block of flats in Prince Albert Road called Viceroy Court which was a rather swish block of flats but not when we of the RAF went there because they stripped out everything of any value including the carpets. The whole lot. And we slept in not double bunks but three in a bunk. We stayed there for a couple of weeks. We had some corporal chap busying us about but we did learn cleanliness. Not personal cleanliness but cleanliness of keeping the room. If he found a speck of dust we were in trouble. We had our night vision test in the next door block of flats called Bentinck Court, I imagine they both blocks are still there and I think there were sixteen images flashed on to a screen. We sat in a dark room and you had to identify them. They were things like a Maltese Cross, a silhouette of an aeroplane, that sort of thing. I think the pass mark was twelve. I scored eight and I think they, they decided I’d have to sit the exam again which I did and the second time I scored seven but it made not the slightest difference. Everything proceeded as if I was an ex, absolute expert. From the flats in Prince Albert Road let me think. I was then sent to ITW, Initial Training Wing in Torquay and we stayed in the Grand Hotel which was near the station but again it was a posh hotel but was stripped out of anything that mattered. And I think we were in ITW for about three or four months. I can’t remember. And the purpose of ITW was number one to teach us the principles of navigation and secondly to get us really fit. All the time I’m believing that I will never get anywhere near an aeroplane. I won’t go into the detail of navigation because people will already know but in essence if you’re flying an aeroplane the wind direction and the speed of the wind carries the aeroplane in the same way as a tide carries a boat and therefore the navigator has to work out what the pilot should be flying. What track he should be flying so that taking in to account the wind he got correctly from A to B. So we used to sit at ITW in what was really a school room and learn on pencil and paper the calculations and the principles of navigation. We also were made fit. We marched at a very much quicker pace than normal. We went for runs and after a run we ended up in the sea and we were really put through it. So that by the time we completed ITW we were in really good shape and as I’ve mentioned so often from that moment onwards we didn’t have any need to have physical exercise and by the time we got to a bomber squadron our condition was probably infinitely worse than before we ever started. I suppose this is typical of the RAF. When I finished at ITW I was then posted to a airfield at Bishops Court, Northern Ireland which was, I don’t know, eight or ten miles or so from Belfast. It was strange because most chaps, pilots and navigators were sent for training either to Canada or to what was then southern Rhodesia. For some reason or another they sent me and I’m not sure, it might have been one other chap they sent me to Northern Ireland. The result of which of course I finished my training appreciably quicker than those who had gone abroad. At Bishops Court we flew Ansons. Comparatively small two engined aircraft. I’d never flown in an aeroplane before. On my first flight I sat in my navigator’s position and was promptly sick which wasn’t exactly very distinguishing. We flew about a hundred hours or so, part day and part night in Northern Ireland. And I don’t know if it’s really of any interest but on our day off we used to go into Belfast and we used to feed ourselves at a store there which was called I think Robinson Cleaver but I’m not certain. What I do know is we used to go there for lunch and have turkey with all the trimmings and then we went back at the end of the day for supper and had chicken and chips. Northern Ireland went all well at Bishops Court and at the end of the course I passed and became a navigator and instead of being an AC2, Aircraftsman Second Class which was known as the lowest form of animal life I then became a sergeant. Every, not just me, everybody who passed became a sergeant. Interestingly enough when I’d finished they marked my logbook, ‘A well above navigator.’ And in retrospect because navigators were much fewer than pilots everybody who entered the RAF wanted to be a pilot. Many navigators were blokes that didn’t pass as pilots but that didn’t happen to me. So I was a well above average navigator which in retrospect I rather suspect that many others were also well above average navigators. But I was then sergeant. Can I break for a moment?
NM: Of course you may.
MF: I’ll get myself a drink of water.
NM: Of course. No problem at all. You’re doing really well.
[recording paused]
MF: Right. Right. I left Bishops Court and I was posted to an airfield in, at Kinloss in Scotland and there we continued our training on Whitleys which were again old two engine aircraft. They were known as flying coffins because that was the something resembling the shape of the fuselage. We flew again day and night. It was a little more dicey because Scotland’s got a lot of mountains. So hopefully we got through alright. One of the experiences I had at Kinloss is we went in to, I say we, individually went into a room which was a simulation of flying a trip. You sat at a desk. You had all the navigation equipment. You were given a target. There was a noise as if the engines of an aeroplane were working and it was hard work because the only difference from normal is the clock went at twice the speed. So you had to do your best to get cracking. That takes into account Kinloss. From Kinloss I was posted I think to Rufforth in Yorkshire where we were introduced for the first time ever to the Halifax four engined bomber. As I’ve said so often we of the Halifax people have always been a bit cross that the Lancaster is the beginning and the end of everything. The Lancaster. The Halifax was the poor relation. Exactly the same as in Fighter Command. You ask fifty people what aircraft flew in Fighter Command forty nine would say the Spitfire. With a bit of luck one might say the Hurricane and the Hurricane did exactly the same job. At Rufforth we started flying with the Halifax and one of the things that happened was our pilot and the crew went on circuits and bumps. What that was is you flew in, you took off, flew in a wide circle around the airfield, came in to land, bumped the wheels on the runway and then took off again and did this circle trip perhaps three or four times. I, of course, you didn’t need a navigator just to circle the airfield, albeit a wide circle and I never believed in flying if I didn’t need to so I used to stop at home. Stop in the airfield and if it was night I would go to bed. After training at Rufford, Rufforth I think the airfield was called we were then posted to Melbourne which was Number 10. Number 10 Squadron. Melbourne being a little village about eight or ten miles from York. The first thing that happened is you had to build a crew. This meant that for the first time ever because so far I’d only mixed with navigators, for the first time we were in rooms where we met pilots and engineers and wireless operators and bomb aimers. The whole thing. And the plan was that you would see people that you thought that you might like and somebody might like you and you’d get together and before you’ve finished you’ve got a crew. I remember I saw a young chap who was a pilot and I thought well he looks reasonably decent. I said, ‘Have you got a navigator?’ He said, ‘No.’ ‘Right.’ We were together. I think it might have been the next day but I’m not sure whether it was any longer I was called into perhaps the adjutants office or somebody’s office and told that I was flying in the crew of George Dark who was the pilot. I didn’t have any choice. What happened was they built a, in all modestly say a rather special crew. George Dark was a man of about thirty three. A very experienced aviator. Had never been on ops but had been a, had been an instructor and he knew how to fly. My mid-upper gunner and my wireless operator were both starting their second tour. My bomb aimer was a highly educated man from I believe Czechoslovakia. A bit older than me. Perhaps four or five years older. Spoke the most beautiful elegant English. A bit snooty because we were all a bit below his level. My rear gunner trained in Canada and he really became top of his class because he was given a commission straightaway as soon as he’d finished training. He, his name was Eric Barnard. He was my best friend and we remained friends until he died which was perhaps five or six years ago. In fact, he was, when he was I think eighty eight and a half he remarried having been on his own for many years. He remarried and at eighty I was his best man. I don’t suppose that happens all that often. Where are we now? We started off at Melbourne and our first outing was what was called a bullseye and that was a flight as if we were going on a raid. We entered into Germany but then we turned back and came home. The idea being that we would be ahead of the main stream and it was thought we might mislead the Germans as to where the target really was. The main problem a navigator had was the direction of the wind and the speed of the wind because if there was no wind there would be no need for a navigator because you would just, the pilot would just fly where he had to go and that would be the end of it. The, the briefing we had before an operation included the Met, the Met people and they would give us a forecast of what the windspeed and direction would be at varying, varying heights up to the time of the target. So if you were flying to Hanover you would be told what the windspeed and direction was going up to say twenty thousand feet. Now, invariably our first turning point from York was Reading and we flew at say two thousand feet to Reading. It didn’t often happen but very occasionally the forecast wind for Melbourne to Reading wasn’t right so we’d then would wonder what it was going to be like at thirty thousand feet but we struggled. We got there, thank the lord and moreso we got back. With George we did a total of twenty one trips. Everything went pretty well. The only trouble was that after several trips George began to get trouble with his throat and a result of that is sometimes when we ought to have been on a raid we weren’t because he wasn’t fit and it got to the stage sometimes that if we weren’t on a raid other crews would all say, ‘Well, George Dark’s crew are not on. It must be an easy target tonight.’ Eventually after we did twenty one trips George couldn’t continue. So I had to find another pilot. Strangely enough I was on leave and I travelled back on the train from Euston to York and I met a bloke whose name, whose surname was Wood and he was a pilot and wanted a navigator. Thank you very much. I thought that the next day when we got to Melbourne we would have a trip or two for the next two or three days to get used to each other. It didn’t happen like that. The next night we were on ops. With George although the discipline in the air was very strict obviously we still spoke to each other in a friendly way. For example, if I saw the pilot was off course by five degrees I’d say, ‘George, you’re off course. Get back on.’ And if I wanted although it was unusual to speak to my friend Eric who was in the rear bubble, in the rear turret I’d say, ‘Eric, how are you doing?’ ‘Fine.’ With Flight Lieutenant Wood he was a very serious man and believed in following the rules exactly. The result of that was that when I flew with Flight Lieutenant Wood if I wanted him I’d say, ‘Pilot to navigator.’ I beg your pardon. I would say, ‘Navigator to pilot.’ And if he wanted me he would say, ‘Pilot to navigator.’ It was very formal. I keep referring him, referring to him as Flight Lieutenant Wood because although I flew with him on eleven operations I never knew his first name. Very odd. Very odd. Anyway, we finished our tour of thirty two trips and as I’ve said so often by the grace of God I did the tour and never got so much as a scratch.
NM: I think that’s a very compelling story but can I take you back a little bit?
MF: Please.
NM: You obviously became a navigator very very early in your RAF career. How come you got identified as a navigator quite so early as the ITW?
MF: Yeah.
NM: Were you, did you volunteer to be a navigator and say that’s what you wanted or were you selected as a navigator? How, how did you get to be navigator?
MF: Well, it’s only that when I was accepted as a member, as a prospective member of aircrew I chose to be a navigator simply because I thought I’d never be a pilot. I mean I couldn’t drive a car, I only used a bicycle and I was very good at maths at school. So I thought a navigator would be the right position for me although in truth you didn’t need any maths at all to be a navigator because it was all calculation and when you were actually flying a bomber you had navigation aids. You had, the most useful tool was called Gee which was a cathode, a cathode ray tube. A round tube where you would get two signals and if you plotted the signals on your map where the signals crossed was where you were. The only trouble was that the Germans used to send up what was called Grass which was like blades of grass covering the lines on the cathode ray tubes so eventually the Grass was such that you couldn’t pick up the signal and then we got the system where we changed the cathode ray tube, the cathode ray tube into another one and it was sort of all cat and mouse but as I said we got there and we got back.
NM: So what was the dates of your tour? When did you start your first operation through to your thirty second.
MF: Now, this is difficult because I’m not, I’m very good at remembering but I’m not all that terribly good on dates. Let me think [pause] I think I finished the tour shortly after D-Day.
NM: So the summer of ’44.
MF: Yes. Maybe a bit later than that. Because of George’s throat trouble we were on the squadron a lot longer than most crews because most crews who were successful in completing the tour took perhaps four or five months at the most and I think we were on the squadron for probably seven months at least.
NM: Ok. So you started late ’43 then. Your, your tour.
MF: Something like that. As I say it’s difficult to remember dates. I’m good at events but not on dates.
NM: So thirty two operations. You must, were any of those stand out operations? What were your targets and what were the, any particular incidents —
MF: Yes.
NM: You can remember?
MF: Yeah. One of the areas that we went to a few times was the Ruhr. The Ruhr was the heavy industrial area of Germany and there were lots of raids on the Ruhr. I think I went twice to Essen and once to Duisburg and once to Bochum and I also went once to Dortmund. And as I’ve mentioned previously my son who is a very keen Tottenham Hotspur supporter his team some several months ago played the Dortmund team in Germany and he went with a group of people and I think stayed a night or two. Now, I remember saying to him, ‘If you get chatting with any of the locals don’t tell them your dad visited here many many years ago.’ Apart from the Ruhr incidentally going off at a tangent there was a chap, I hope Neil it wasn’t you, I don’t think it would have been. There was a chap appeared on the tv programme “Mastermind” and his specialist subject on which he was answering, answering questions was Bomber Command and he was very very knowledgeable and the questions that he was asked I didn’t know the answers to. But there was one question that he was asked that he didn’t know the answer and I did and that is, ‘What was the name given to the Ruhr area where many raids took place.’ The answer is it was known as Happy Valley. He didn’t know this. Another incident of some concern is that at one time we went on a afternoon raid. We didn’t do many, many daylights but we went on an afternoon raid to somewhere or other, I can’t remember where and when we turned to come home we were told that our airfield at Melbourne was fog bound and we were diverted to an American airfield in Knettishall which was in Suffolk. They flew flying fortresses and they’d never had an RAF bomber there before and they were really very generous to us. They made a fuss of us. I smoked in those days and I had an American navigator attached himself to me and I said, ‘Could you get me a pack of twenty fags?’ Off he went to the PX and came back with a carton of two hundred. Life was very different there. We stayed I think for two nights. The reason was that the Halifax had Bristol Hercules engines and one of our engines engines sounded a bit dodgy so we had to wait for an engineer to come and put it right. For breakfast for example we would have scrambled eggs. Real eggs not the powdered stuff of those days. Scrambled eggs. As much as you liked. Maple syrup. It was all very very nice. In the evening they had a dance there. They had, I think they were called, “String of Pearls Orchestra,” who played all the Glenn Miller stuff and they imported a coach load of young ladies up from London for dancing partners for the American aircrew. But it was very proper because the girls were very clearly escorted and looked after. That was Knettishall. The next real adventure was that we took off one night, again I can’t remember the target I’ve got an idea it might have been Hamburg although we did go to Hamburg on some other occasion. We took off one night and immediately lost an engine. Now, normally if you lost an engine halfway on to, on to the target you’d continue on the basis of press on regardless but you wouldn’t set off on a raid with only three engines. The drill was that you then had to fly out to into the North Sea I think for about seventeen miles and drop your load in to the sea because you couldn’t come back and land with a bomb load. So we did this. We flew out, did our bomb drop, turned around and immediately lost a second engine both engines being on the same side. On the starboard side. Now this was where George distinguished himself because he could fly [emphasis] and I think we started back and I think we began to lose a bit of height but he kept, he kept us going. Now, I then planned a course to take us to Carnaby. Carnaby was an emergency airfield in York, in Yorkshire. There were three. Three emergency airfields. One was Manston and strangely enough this is, Manston is where all the boat people crossing the Channel these days are being put in the first instance. One was in Manston, one was in Woodbridge in Suffolk and one was Carnaby in York. The, these airfields didn’t have bombers. They, I don’t think they had aeroplanes at all but what they did have was very long and very wide runways so that if an aircraft was in trouble it would have a much better chance of landing because the pilot had the space. So I plotted a course. A course to Carnaby and when we were getting near Carnaby and I’ve said before I’m not making this up believe me when we got near to Carnaby George said, ‘I think we’ll go on to Melbourne because I’ve got a dental appointment tomorrow.’ So I then replotted a course from Carnaby to Melbourne. When we got there they could see that we were flying on two engines. We got down. The station ambulance and the station fire engine met us but thank the lord they weren’t needed. I think really that takes me to the end of the first stage of all I want to tell you but you may want to raise something.
NM: Yeah. Did you go further afield than the Ruhr? Did you go to places like Peenemunde or Berlin? Nuremberg.
MF: No. I never went to Berlin, I never went to Nuremberg and I didn’t go to Dresden.
NM: No. You finished before. Long before Dresden hadn’t you? That’s right. So does any one of your operations apart from this one where you came back on two engines does any one of your operations stand out with anti-aircraft fire or fighters or —
MF: Well, I know on one operation the rear gunner saw a night fighter and we did a corkscrew which was a bit horrendous and I think he claimed to have shot down the night fighter but it was never verified. That was a bit shall I say, I can say adventurous at ninety nine years old. It wasn’t adventurous at the time. Anything special? Well, I’ve told you about our supposed landing at Carnaby. I’ve told you about our trip to the flying fortress airfield. No. I don’t think anything very special.
NM: Okay. Can you talk me through a day when operations were on? From the time you got up.
MF: Yes.
NM: Through to the —
MF: Now that I can do. On the squadron you’d wake up about eight o’clock or whatever and go and have some breakfast. And if there was going to be ops that night you knew the first call would come at about ten, 10.30 which is when the crew list went up. So if you were on ops that night you knew about half past ten. So there was then an anxious period until about 1 o’clock when you were waiting to hear what the target was. 1 o’clock you would have some lunch and then you would have your first briefing when they advised you of the target. When they advised you of the height you would fly whether you were flying on the first, second or third wave. And one of the points when you went to a target is you never flew straight there. You flew in doglegs. All designed to confuse the enemy. Also in that connection one of the things that bombers did was to throw out packets of strips of metal like aluminium. Aluminium strips which was called Window and that was indeed, on the Halifax that was the job of the navigator because the navigator was in the nose of the aeroplane. Not right in the nose because the bomb aimer was in the nose. The navigator was sat behind the bomb aimer and there were two little steps up to the main body of the aircraft. On one of the steps there was a flap and if you folded back the flap it was open and that’s where you deposited the packages of Window. That was the navigator’s job. Where was I?
NM: Describing your briefing.
MF: Oh yes. Thank you. You see. I don’t remember as well as I should. Yes. So, you’d have your briefing and then you’d go off and have a meal. The meal was always egg, sausage, bacon, chips. A nice meal. Then you would go back for a further briefing when the Met officer would tell you all about what the windspeed and direction would be. And I think one or two other officers spoke to you, gave you information and then you got dressed. Now, most of the crew, I think all of the crew except me dressed in Bomber Command clothing. That was a very thick fur lined jacket, fur lined boots and so on. The nose of the Halifax was quite warm for some reason. I never put a jacket on. I never put boots on. I was comfortable. The only thing I did have is as I suppose all navigators I used to have some silk gloves because you needed to use your hands in maps, drawing diagrams on maps and so on and if you didn’t have gloves your hands would freeze up. For example, if you were flying and wanted to have a pee there was an Elsan at the end of the aircraft but if you went back to the Elsan and came back again you would need to take a oxygen bottle because once you got to over fifteen thousand feet you needed to have oxygen. If you took the oxygen bottle in your hand by the time you got back the bottle was frozen to your hand and that could have been awful. Oxygen was absolutely necessary because after fifteen thousand feet if you didn’t have oxygen you would eventually die. So yes, you had your briefing and conversely when you’d finished your raid and landed you then had a debriefing. You went into a room. Each crew sat, sat a different table and you were, every member of the crew was asked questions relative to the job they did. So I was asked, ‘What was the wind like?’ ‘What was the target like?’ ‘Did you get to the target?’ All of that sort of stuff. I often remember saying that at one debriefing there was a rather elderly chap sitting next to me who I didn’t take any notice of because you know, you’re tired. You want to get home. You want to get back, have a meal and get to bed. He was saying, asking me all sorts of little questions and I was getting more and more irritable and I eventually remember much to my shame saying to him, ‘Well, if you’re so interested why don’t go on the dot dot dot trip.’ He didn’t say a word but somebody nudged me and they told me that he was a high ranking officer with gold on around his cap who was making a survey or making enquiries and he was very nice. He knew I was tired and he didn’t report me. He didn’t say a single word. And after the debrief, well when you got to the debriefing on the table was cigarettes, tea and rum and then you left the debriefing and went back and had the same meal as you’d had before the trip and then you wanted to get to bed.
NM: Yes, I can imagine. I can imagine. What about off duty? What was the off duty like?
MF: Sorry?
NM: What was the off-duty life like at the station when you weren’t flying operations?
MF: Yes. That’s a very interesting question. Off duty people were very laid back. I mean for example halfway through my tour I met somebody when I was walking about. I was a sergeant. Somebody said to me, ‘You’re now an officer. Go and get yourself measured for an officer’s uniform.’ Just like that. No, whys and wherefors. So I became a pilot officer. Now, it was all very relaxed so that if anybody was to salute you on the squadron you’d have a heart attack because that didn’t happen. So I became an officer. The only difference was I lived in the, I dined in the officer’s mess instead of in the sergeant’s mess. I don’t doubt that the food was exactly the same. As I think several of the crew were given commissions at the same time. The only difference was we were allocated a batwoman, a WAAF batwoman and all she did for us was to make our beds in the morning. But as I’ve said previously my mid-upper gunner was a Welshman. A very well-built robust man, a good looking man and he spoke with, he spoke with a Welsh lilt and Rose, the batwoman I think did rather more than make his bed but there we are.
NM: So did you socialise with the rest of the crew? Did you go to pubs? Dances?
MF: Well no. I socialised with Eric. We used to go, you’ve prompted my memory, we used to go when we were on a night off into York. We’d go on the local bus. The first thing we would normally do is go to have a drink. I wasn’t a drinker. I mean one pint of beer was every bit as much as I could manage but we’d go for a drink at what was called Betty’s Bar. Bettys Bar was crowded with RAF, with bomber people having a drink and in the basement of Betty’s Bar was a very big mirror where aircrew used to scratch their names. Betty’s Bar, after the war became Betty’s Tea Rooms and it became very very fashionable with visitors to York. Particularly Americans. It was an expensive afternoon to have a tea there and people lined up to get in. But the mirror I believe was still there although it was badly cracked and I think there were one or two other branches of Betty’s Tea Rooms. When we were in York there was a building not far from the abbey called the De Grey rooms and on the first floor of De Grey rooms there used to be a little dance. Two or three musicians and local ladies and there was dancing there. I never got very successful because I wasn’t a big handsome fella but nevertheless that was the De Grey rooms. Now, Eric and I, I’m rather going off at a tangent if you don’t mind. Eric and I used to go back to York after we’d both been demobbed. Some years after. We used to go back every year to visit Melbourne and we used to go on to the airfield and there was a caretaker’s building at the entrance and we used to ask him if we could drive on because the main runway was still in being. It was, Melbourne was an experimental farm or something of that sort but we used to drive to the end of the runway and I had a fairly powerful car and we used to drive down, get up to a hundred miles an hour as if we were going to take off. Yes. We used to go, oh when we used to go back to visit York we’d go to Betty’s. We’d go to the, Hole in the Wall which was a well-known pub not far from the De Grey rooms and we’d go to the De Grey rooms which on the second, on the first floor instead of being a dance place was a second hand books, book dealers and we went fairly regularly. I mention incidentally my mid-upper gunner the handsome Welshman after some years he lived a very spectacular life. He ended up as a painter in Paris and he also was in South Africa and he’d been married I think about three times but he got ill and he was ended up in an RAF Benevolent Fund sponsored place in, now what was the name of the place? I can’t remember at the moment. It got quite famous this place of some years ago. It was given, it was given some honour. I can’t remember. But he was in a home there and we used to visit him. Eric and I used to visit him once a year and I used to smuggle a bottle of Scotch in for him. But then in due time he died. He became wheelchair bound and eventually he joined the aircraft in the sky.
NM: So, how did you cope with the strains of operations?
MF: That’s again an interesting question. Basically, you coped because you hadn’t got the nerve to pack up. Now, what happened was as a navigator I had a window which I, a little small window. I don’t know why it was there but it was there and I had to draw a curtain across because you needed an Anglepoise lamp to work and that would show a light. Every trip I made I never ever drew the curtain to see what was happening down below. I never saw the fires. I never saw anything. I thought I’m better off putting my nose down and doing my map work and thank you very much. But to answer your question very seldom a chap found he couldn’t go on and he went what was called LMF. That’s lack of moral fibre. If he went out LMF the authorities treated him very badly. He was stripped of his rank and he became a nonentity. Unlike the Americans who apparently if one of their chaps went LMF they sent him back to the States for psychological treatment and then got him back to the UK for flying again. I didn’t feel better or worse for the whole tour. I gave a little chat to the school of my granddaughter when they were seven year old boys and girls. I only chatted for ten minutes just to give them the flavour and of course I was very careful as to what I said. One little girl said at the end, ‘Were you frightened on your first trip?’ And I said to her, ‘No, my dear. I wasn’t frightened on my first trip. I was frightened on every trip.’ And it’s absolutely true but I didn’t feel any worse or any better. The only time I felt better was when I landed on the last trip.
NM: And you knew it was the last trip. Yeah. So you were awarded the DFC at the end of your tour. Was the, was it a cumulative award or was it for any particular incident?
MF: I think the only reason I got the DFC and two or three others of the crew did as well was simply because we were made a special crew as I mentioned at the, earlier in this discussion. As I said the pilot was a very experienced man. We had two chaps doing their second tour. We did our tour. We got there every time. We got back every time. We did what we were designed to do and I didn’t do anything what one would call particularly brave or heroic or heroic. I just did my job.
NM: So what happened when your tour finished?
MF: Well, we now enter a new area. Let me have a drink of water and I’ll go on.
NM: Of course. Take a break.
MF: How far do you want me to go?
NM: As far as you want.
MF: When my tour finished the RAF really didn’t know what to do with ex-aircrew blokes who’d done their tours. They had to do something with them but excuse me [coughs]
NM: Are you alright to carry on?
MF: Yeah.
NM: Are you sure?
MF: They had to do something but we had no skill other than flying bombers. They sent me to an RAF base in Hereford. I think it would be a good idea if you don’t mind shall we stop and I’ll make a cup of coffee?
NM: Yes. That’s absolutely fine. Absolutely. Are you alright to carry on?
MF: Sorry?
NM: Are you alright to carry on.
MF: Yeah. I will be.
NM: Okay. Alright.
MF: Will you have coffee?
NM: Yes, please if there’s one going. Thank you very much.
MF: Yeah.
NM: Its much appreciated.
MF: I get a bit shaky. My hands are inclined to shake.
NM: You’re doing brilliantly.
MF: Help yourself.
NM: I’ll just grab one of those. Thank you very much. Appreciate it. You’re doing brilliantly to be independent at ninety nine.
MF: Well, [pause] life can be a bit difficult these days because my wife has dementia and she’s not very good. She’s very cheerful at times but we have really bad times too.
NM: Yes.
MF: And I spend, we have a carer comes in for an hour every morning but I don’t know how long we’re going to be able to continue.
NM: I understand. My mother in law’s has got dementia.
MF: Really?
NM: So I know. I know what you’re going through. Yeah.
MF: I say to my kids you know all the problems that we have now will be solved is if I pop off and my wife can go into a nice, a very nice care home. But I don’t plan on popping off any sooner than I need.
NM: Very glad to hear it.
MF: Help yourself please.
NM: I’m fine. I’m fine. Thank you.
[recording paused]
NM: Okay. Yes. So, yes, you were sent to Hereford.
MF: Yes. Hereford was not an airfield. There were no aircraft there but it was an RAF base where they trained accountants. That is accountants to work within the RAF. We went there and I met up there with a, I don’t know a couple of dozen also ex-bomber people and the idea was that they were going to train us all as accountants. What happened is that young men who entered the Air Force direct to be an accountant they were given a commission to pilot officers, went to Hereford for their training. When they got there they were all sprogs. All new. They used to on their first day on the parade ground they got together, fall in, left turn, quick march and that sort of thing. They tried to do the same thing with us ex-bomber people but we didn’t do that sort of thing. I mean we used to turn up if we were sent to parade at 9 o’clock we’d turn up more or less, more or less within time. Some of us had caps on. Some didn’t. Some had ties. Most of us were smoking. I was a heavy smoker. But we came to terms eventually but none of us were interested in this accounting lark so we did our course, six weeks, eight weeks whatever, sat the exams and everyone failed. And as I’ve said one bloke only just failed and that was me. So they offered for me to do another three weeks when I would pass but I declined this offer. So as a punishment they sent me with all the AC2s, AC1s working there, all the chaps that were in trouble they sent me with this lot to pick potatoes. I think this was about September. Well, we went to a farm and the drill was you worked in pairs each holding one corner of a sack and the tractor went and threw up the potatoes and we picked them. I was there for I think four days. I had a marvellous time. The weather was beautiful. We used, you can imagine we didn’t exactly exert ourselves but we used to pick some potatoes and have a rest. Pick a few more. Then the farmer owner used to provide us with hot sweet tea, cheddar cheese, as much as you wanted and crispy bread and we really enjoyed ourselves. After four days they called me off this because they could see we were getting nowhere. So they then sent me to an airfield at Halfpenny Green which is near Wolverhampton. When I got to Halfpenny Green there were I think Ansons there and what happened at Halfpenny Green was that navigators who had trained in Canada and had come back to the UK had to have a course, a sort of acclimatisation or whatever you’d call it. So you used, they used to do sort of cross country journeys, I suppose an hour and a half or thereabouts and they made me do the same. And I was very experienced but nevertheless they all, these blokes all took off on their Ansons and I had too as well. Fortunately, the pilots there were also ex-aircrew chaps so I never took this very seriously. I would say, ‘Look just fly over here and fly over there and then fly back and thank you very much.’ So, we were there for about, oh I don’t know a few to a couple of months. Strangely enough one of the navigators who’d come back from Canada who I became friendly with was a bloke called David Hawkins. After the war I qualified as a chartered accountant which I’ll come to later if if you want me to go that far. He also qualified a year after me. I entered the profession. He went in to industry and he ended up as a main board director at Nat West Bank. But we were very matey and he made big bucks but it made no difference. We were good friends. Unfortunately, towards the end he also became a subject of dementia. What used to happen we used to meet two, every couple of months with our wives for a meal and he would say to me, ‘Monty, you play golf don’t you?’ I’d say, ‘No, Dave.’ I was the only person in the world that called him Dave. I’d say, ‘No, Dave. I play tennis.’ During the course of the dinner he would ask me this at least eight times and it was a shame but you know. That’s the way the cookie crumbles.
NM: Indeed. That’s right.
MF: I don’t know what’s led me on to talking about, anyway, we went to Halfpenny Green and I finished a course there and once the course had finished again they didn’t know what to do with me. So they sent me to an airfield in, near Doncaster where there were Oxfords, twin engined Oxfords at Doncaster as I say. And this place was where pilots coming back to the UK from abroad, from probably the Middle East or somewhere like that had to have an acclimatisation. So I saw nobody took any real notice of me because as you will have been told time and again provided you had some papers in your hand and walked about looking busy nobody interfered with you. I appointed myself navigation officer of this arrangement for new pilots. They used to do a fortnight, two weeks training flying these Oxford aircraft around about and I used to set as self-appointed navigation officer I used to set the trip for them and when they went off I used to sit in my office and do whatever I wanted and they all came back. After quite a while the powers that be had said, ‘You’ve got to fly once a week.’ Because these blokes used to fly most days. Most days for a fortnight. So I was required to fly once a week which I didn’t really like very much and when the list came in of the next intake I used to have a look at all the blokes and pick the pilots that I thought was most reliable and I used to do a little trip and that was that. So in due course I finished at Doncaster. We’re now getting to about let me think [pause] we’re getting now to about the end of 1945. Perhaps a bit earlier. Perhaps a bit sooner. Perhaps about September ’45. Something like that. Anyway, I finished at Doncaster and they then sent me on indefinite leave which was fine. I was engaged to my late wife then. Her parents had a big flat in Chiswick. Unfortunately, my mother had died in nineteen, I can remember, in December 1941. I was in the RAF of course and after the war my father packed up and went to live with one of my sisters in Southend. Westcliffe. So I stayed with my girlfriend’s parents and they were very nice to me and I was on indefinite leave which went on for a few months. I then, I think it must have been about December, December ’45. Thereabouts. I was on indefinite leave. I then married my late wife in July ’46. She was, I was twenty, not quite twenty three. My grandchildren are amazed because nobody gets married at that sort of age anymore. My late wife was two days short of twenty one and in those days under twenty one you had to get permission from the bride’s father and I was very very fond of my late wife’s father and I used to tell him I didn’t, ‘I got permission from you. I got permission from you. It was a big mistake.’ But we had fun. Anyway, after a few months, about June ’46 I was summoned to RAF Uxbridge and I was given a job which I didn’t really have a clue about dealing with the paperwork of chaps who were being repatriated to their home, home countries Rhodesia, Southern Rhodesia, Canada, Australia, New Zealand and so on. Chaps who had finished their periods and were ready to be demobbed. And what I had to do was to look at their papers and I had a couple of rubber stamps which I had to stamp and I really didn’t have much idea what I was doing and I wasn’t very interested either and I banged the rubber stamps all over the place. Off they went. Everybody was very happy. One thing I must tell you when I was at Uxbridge this would have been about September 1946 they had a dining in night. You may know about dining in nights but it’s an evening when all of us, when I married I got a sleeping out pass. All officers had to stay in for dinner that night. Best blues on, all properly turned out and you all sat down and you had a meal and they had port and you passed the port. Took it from the right hand and passed it to the right hand of the chap sitting on your left. All very formal. When I was there they they said to me I don’t know who, the commanding officers or whatever, I shall be Mr Vice. Which meant that either during the meal or before the meal, I can’t remember the chairman appointed for the night would say, ‘Mr Vice. The King.’ Was it the King in ’46? Yes, it was. ‘Mr Vice, the King.’ And my job was to stand up and say, ‘Gentlemen, the King.’ All stood up and had a drink. I think the reason I had this very auspicious appointment was because I was ex-aircrew and they didn’t have these sort of people at Uxbridge. Anyway, got to December I was demobbed. Blow me I was demobbing all these people at Uxbridge and they sent me up to Padgate to get demobbed which I did. Now, that’s the end of RAF. Whether you want me to continue into my private life thereafter I don’t know.
NM: I would very much like you to please.
MF: Sorry?
NM: I would very much like you to continue.
MF: Oh well, right.
NM: Life after the RAF.
MF: Sorry?
NM: Life after the RAF.
MF: Very good. Up to when?
NM: This morning if you want.
MF: What? [laughs]
NM: Up to this morning if you want.
MF: Oh, deary me. Right. In January ’47 I wasn’t qualified of course although my articles had expired. I got a job with a firm of chartered accountants in Oxford Street, Levy Hyams and Co who you won’t need too much imagination well to come to the conclusion they were a Jewish firm and we’re Jewish as you will have gathered. I worked for them but I had to think in terms of becoming chartered myself and I’d previously before I entered the RAF did a correspondence course. But I couldn’t attune myself to the idea of doing a correspondence course while I, while things had changed so much so after I’d been working at this firm for, I don’t know six months I enrolled at the City of London College which was in Moorgate. And I worked very hard in that period because I worked from nine to five in the office and then I used to grab a sandwich and a coffee, go to the City of London College and sit for lectures between about six and 9 o’clock and this happened Monday to Friday. So I did this and then in November ’48 I sat my exams and became a chartered accountant. Of course, by November ’48 I was married to the lady I mentioned to you earlier and my first son was born, I think in the August of 1948. So I continued working once I’d qualified for the firm in Oxford Street and they then put me into a separate office so I didn’t go out doing any auditing any more but I dealt with tax matters and correspondence and so on. After, I don’t know eighteen months or whatever I thought I’m not doing this. I’m going to set up on my own. So I packed up. When I gave my notice in they said, ‘Oh well, we had intended to ask you to join the firm as a partner.’ But it was too late then. So I started on my own. I was living in Fulham at the time. When I got married we got the top part of a house in Fulham which I rented and I lived there until 1951 and for my sins I became a fan of Fulham Football Club and I still am. God help me. So I set up on my own and we, I bought a three bedroomed semi-detached house in Fulham in 1951 because I lived in the flat. Not in Fulham. I’m misleading you. I bought a three bedroomed semi-detached house in Greenford in 1951 having lived in Fulham for five years from ’46 to ’51 and I set up on my own account. All I had was a card table, a typewriter and I was sort of in business and I had one client. So I had to make a living. So I then started lecturing. Lecturing would-be bank people in bookkeeping and so on. I used to go there a couple of nights a week and earn a few bob. I also got to working a job for a correspondence course marking papers of other people’s that were studying and also I got two jobs doing part time stuff for two other firms of accountants. Strangely enough one of the firms I worked for they had a client of big coffee importers and exporters and I did their audit and when the chap I worked for either died or retired they asked me to take the account over as my own client. And that continued all the way through my career. I also worked for a, I think an unqualified chap who had an office in Kilburn and he had a client who was a solicitor and in due course again the solicitor instructed me and eventually there was a firm of solicitors of, I think four partners and various clerks and I had them as clients until I retired. After a while the solicitors had offices in Half Moon Street on the third floor of a quite old building but it was a prestigious address. Half Moon Street, London W1. Turning off Piccadilly. So I got two rooms on the fourth floor. There was no lift and the lavatory was two and a half floors down and mainly I used to visit clients because I couldn’t expect clients to come up this old building for four floors. But anyway, I progressed and I made a living. I then got I was in Half Moon Street for quite a few years and at one time I got my first car and Dave Hawkins who I mentioned earlier in this discussion came with me and picked up this car. It was a Standard Eight from showrooms in Berkeley Square. I was frightened to drive home and he drove the car home to Greenford for me. Subsequently you could drive to the West End. You could park in Piccadilly. You could park in Half Moon Street but it became less and less available. Eventually I used to drive up and park in Hyde Park because you could park in the perimeter there. But after a while I would find I’d park the car in the morning I couldn’t remember where it was in the evening. But we got by. So I then got offices in Wembley Park. It used to be the Prudential and it was basically a shop with one office behind. I worked there and then I got one partner and we extended out the back. And then I got two more junior partners and we extended. We extended again at the back and I continued to work there until I retired in December 19 [pause] wait a moment in December 2090. That’s right. Thirty two years ago.
[redacted]
I then retired in December 2090 and have done nothing meaningful since apart from amusing myself in my office.
NM: And playing tennis I gather. You mentioned that earlier didn’t you? So how have you occupied yourself during your retirement?
MF: Sorry?
NM: How do you have any hobbies you carried on during your —
MF: Yes, I —
NM: Retirement?
MF: Yes. I can’t remember [pause] twenty five years ago before I retired I started to play tennis and I got very committed to tennis because I found it enormously enjoyable. I was pretty, I’d never played before so I had to learn and I was never what you’d call a good tennis player but I played in clubs and I could hold my own. And I played two or three times a week regularly and I got immense pleasure. I played to win but I’d have a lot of fun and I joined different clubs because one club packed up and another one moved. All sorts of problems. Tennis players generally find over the years they’re moving from one club to another but I played and I had great enjoyment for tennis and I made lots of friends. I stopped playing tennis because I wasn’t in good form and I packed up about [pause] let me think. I went into hospital 2013. About 2010. No, that doesn’t. Yes. About twenty no not twenty I’m losing [pause] about twenty one. I retired at 2190. No. I’m getting a bit confused. I retired in 2090.
NM: 1990.
MF: That’s thirty two years ago.
NM: Yeah. Yeah.
MF: I played tennis. Once I’d started and I stopped playing tennis in twenty two.
NM: 2002.
MF: About twenty two o eight.
NM: Okay. Yeah.
MF: The reason being that I wasn’t in the best of condition and in 2013 I went into a hospital. I went into a hospital and I had some surgery which I got over well but, and I was still very active but I’d packed up tennis. And then about a year after that I had a pacemaker fitted because while I was in hospital as a result of the operation I had a mild heart attack which kept me in hospital much longer than we’d budgeted for and I had a pacemaker fitted when I was ninety. And now in two and a half weeks’ time I’ve got to go into hospital. I think just for the day to have the battery replaced. Like you replaced your battery which I’m not looking forward to but I hope it will be pretty simple.
NM: I’m sure it will be.
MF: And I’m told that there are not a lot of chaps who have a pacemaker fitted at age ninety who go back for a refit.
NM: Good to hear. Good to hear.
MF: And that I think my friend more or less brings you up to date.
NM: I think it does. I think that’s excellent. Just one more question going back to your time in Bomber Command what do you when you look back and reflect on your time in Bomber Command what are your main thoughts?
MF: Well, I can answer that. I never have had a moment’s regret at dropping bombs on Germany. I’m conscious of the bombing that the Germans carried out in the UK especially in London, in Coventry, in Liverpool, in Plymouth. Incessant bombing in London in particular with a lot of, lots of death. I’m very conscious of six million Jews dying in the Holocaust. I’ve spoken often about Dresden. I didn’t bomb Dresden and there was big talk of two hundred thousand people being killed there because the place ended up in a fire storm. It wasn’t but I think it’s conceded there was a heavy death roll of about twenty five thousand. I’ve got no conscience about it at all [pause] And I still haven’t today. I took the view my job was to get the aircraft to the target, to drop the bombs and to get home.
NM: And how do you feel about the way that Bomber Command itself has been perceived since the war?
MF: That again is a very pointed question. When the war finished, no. Let me go back. When it was agreed there would be a raid on Dresden and after the raid lots of people complained. Canon Collins I think the man’s name was. Made a big big fuss. The raid was perfectly justified. The Russians wanted it. Churchill agreed to it. It was a big railway place where armaments were moved and that was the justification of the raid. Afterwards, Churchill washed his hands of Dresden. He didn’t want to know. When Churchill made his victory speech after the war in Germany finished he mentioned all of the branches of the three Services, he never mentioned Bomber Command. When campaign medals were handed out Bomber Command didn’t get one. There was a big campaign, I think in the Daily Express which is not a paper I read trying to encourage the powers that be to award a campaign medal to Bomber Command. It never worked. Ultimately and this is only a handful of years ago Bomber Command were awarded a clasp to their victory medal at exactly the same time as the seamen who were doing the north, the North Sea around, around to the north of Russia to deliver them armaments they were awarded a campaign medal. Not Bomber Command. Lots of people have had plenty to say about Bomber Command but I don’t stand for any of it. When Bomber Harris’ statue was erected in the Strand there was a service for Bomber Command people in the Bomber Command church which was St Clement Danes and the late Queen Mother who was Bomber Command patron attended. I went with my friend Eric. I always tell everybody I was probably the only Jewish chap there and I was sitting behind a pillar and I couldn’t see anything. But it was a good service. We then walked across and there was going to be a reception in the hall of the Law Courts which is more or less where the statue was. Some, I don’t use too many profane words but some group threw red paint on to Harris’ statue. But nevertheless we went into the Law Courts, we had a drink or two and it was very nice. And the one regret and I have this regret to this day when I went in [pause] what’s his name? You see you get as old as me you can’t remember. What was his name? He was married to Sue Ryder.
NM: Leonard Cheshire.
MF: Sorry?
NM: Leonard Cheshire.
MF: Thank you. Thank you very much. I went in and Leonard Cheshire who was ill at that time and he was in a sort of almost bed wheelchair and he was close, as close to me as you are and I very much regret perhaps I was diverted I didn’t have the opportunity to go up to him and pay him my respects. And I’m still sorry about it. But anyway, there we are.
NM: So have you been to see in your old stomping ground at Piccadilly the Bomber Command Memorial on Piccadilly.
MF: Yes. Yes, I have been there. The one in Green Park.
NM: Correct.
MF: And it’s very impressive.
NM: Yeah.
MF: It’s very impressive.
NM: Were you involved at all when it was opened?
MF: No. I haven’t been involved in any particular capacity. Only as an old sod of the, of the Command but nothing else.
NM: Okay. Well, I think that’s an excellent place to finish so —
MF: Oh, well that’s very good.
NM: Monty, can I thank you very much for your time and your memories and your service of course.
MF: Well —
NM: Its much appreciated.
MF: It’s been, it’s been very interesting for me. I never thought I’d keep going this long but as you will have gathered from all of this and gathered from the, my talk at Bentley Priory I, I’m not frightened to talk.
NM: With such clarity as well. Excellent.
MF: Funnily enough, Nigel. I’ll say one more thing.
NM: Of course.
MF: And then I’ll shut up. I was telling somebody only a few days ago, somebody who had been to Bentley Priory I’m able if I’m given notice because Bentley Priory I just didn’t just talk off the cuff I’d spent quite a time preparing things. But then I didn’t need any notice because I knew what I was going to say. I could stand up and talk to two hundred people without batting an eyelid. Conversely, I used to be invited because of clients I used to be invited to functions. Sometimes functions when they had a, perhaps a little cabaret or whatever. A little show. In those days, I don’t think it happens these days masonic dinners. They might have a comedian and they might have four young lady dancers and very often these dancers used to come down, pick on a man take them up to the stage and the man would put a funny hat on or something and dance or whatever. A girl would come up to me, I would be if necessary very rude because I would die rather than go up on to a stage and dance in front of people and yet I can go up and talk. It’s odd isn’t it?
NM: Well, we’re all different aren’t we and that’s —
MF: Yeah.
NM: That’s you.
MF: Well, there you are.
NM: Very good. Excellent. Well, thank you very much again for your time.
MF: No. Not at all. I hope I’ve done you justice.
NM: Well I think you’ve done yourself justice brilliantly.
MF: Lovely.
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 Monty Felton
Creator
An entity primarily responsible for making the resource
Nigel Moore
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-11-14
Type
The nature or genre of the resource
Sound
Format
The file format, physical medium, or dimensions of the resource
01:51:16 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.
Identifier
An unambiguous reference to the resource within a given context
AFeltonM221114, PFeltonM2201
Description
An account of the resource
Monty grew up in Croydon and became an articled accountant in London before joining the RAF. Training at the Initial Training Wing in Torquay was followed by RAF Bishops Court in Northern Ireland and RAF Kinloss, which had a flight simulation room. He was then posted to RAF Rufforth in Yorkshire where he was introduced to the Halifax four-engined bomber, before going to 10 Squadron at RAF Melbourne. Monty describes his relatively experienced crew, including George Dark as pilot and Eric Barnard as rear gunner, who remained a close friend. He flew 21 trips with George and a further 11 operations with Flight Lieutenant Wood. The first outing was a ‘bullseye’, a flight where they entered Germany and then turned back to mislead the enemy. Briefings would include meteorological forecasts of wind and speed direction at varying heights up to the time of the target. He discusses how navigation was carried out and the use of navigation aids, such as Gee. Monty went on several operations to the Ruhr. He recounts how their aircraft had to divert to an American airbase at Knettishall in Suffolk, which flew B-17s. In another, they lost two engines yet successfully flew back to RAF Melbourne. Monty runs through a typical operations’ day, including the briefings and debriefings. He depicts how they would fly doglegs to confuse the enemy and the navigators would throw out packets of aluminium strips, code named Window. He goes on to describe his off-duty life, including trips to York and ‘Betty’s Bar’ (precursor of Bettys Tearooms) which had a mirror inscribed by aircrew in the basement. There were dances in the De Grey Rooms. Monty was a recipient of the Distinguished Flying Cross, which he believes was just because they were an experienced crew. Monty contrasts the American and RAF treatment of Lack of Moral Fibre. After his tour, Monty was sent to a number of RAF stations before being demobbed in 1946. He qualified as a chartered accountant, setting up his own accountancy practice. Monty finishes by discussing his attitude to the war and Bomber Command, and disappointment over the lack of recognition given to it.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Yorkshire
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Julie Williams
Carolyn Emery
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
10 Squadron
aircrew
Anson
B-17
bombing
briefing
coping mechanism
crewing up
debriefing
Distinguished Flying Cross
entertainment
Gee
Halifax
Initial Training Wing
lack of moral fibre
military living conditions
military service conditions
navigator
Oxford
perception of bombing war
RAF Bishops Court
RAF Carnaby
RAF Halfpenny Green
RAF Kinloss
RAF Melbourne
RAF Rufforth
RAF Torquay
RAF Uxbridge
training
Whitley
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1963/41315/BLazenbyHJLazenbyHJv1.2.pdf
35022f62bb4527b9a7da34bd424ec42f
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
Lazenby, Harold Jack
H J Lazenby
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
2017-10-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lazenby, HJ
Description
An account of the resource
11 items. The collection concerns Warrant Officer Harold Jack Lazenby DFC (b. 1917, 652033 Royal Air Force) and contains his memoir, documents and photographs. He flew operations as a flight engineer with 57, 97 and 7 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Daniel, H Jack Lazenby 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
H Jack Lazenby DFC
Description
An account of the resource
Harold Jack Lazenby's autobiography.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Warrington
England--Wolverhampton
England--Shifnal (Shropshire)
England--London
England--Bampton (Oxfordshire)
England--Witney
England--Oxford
England--Cambridge
France--Paris
England--Portsmouth
England--Oxfordshire
England--Southrop (Oxfordshire)
England--Cirencester
England--Skegness
England--Worcestershire
England--Birmingham
England--Kidderminster
England--Gosport
England--Fareham
England--Southsea
Wales--Margam
Wales--Port Talbot
Wales--Bridgend
Wales--Porthcawl
England--Urmston
England--Stockport
Wales--Cardiff
Wales--Barry
United States
New York (State)--Long Island
Illinois--Chicago
England--Gloucester
Scotland--Kilmarnock
England--Surrey
England--Liverpool
England--Lincolnshire
England--Lincoln
Denmark--Anholt
Poland--Gdańsk
Germany--Berlin
Germany--Essen
Germany--Kiel
Europe--Mont Blanc
Denmark
England--Hull
Czech Republic--Plzeň
Germany--Ruhr (Region)
England--Mablethorpe
Germany--Cologne
Italy--Turin
France--Bordeaux (Nouvelle-Aquitaine)
England--Land's End Peninsula
Italy--San Polo d'Enza
Italy--Genoa
Italy--Milan
Algeria
Algeria--Blida
Algeria--Atlas de Blida Mountains
England--Cambridge
England--Surrey
England--Ramsey (Cambridgeshire)
Germany--Mannheim
Germany--Munich
France--Montluçon
Germany--Darmstadt
Scotland--Elgin
England--York
Scotland--Aberdeen
England--Grimsby
Germany--Saarbrücken
Germany--Zeitz
Germany--Ludwigshafen am Rhein
Germany--Wanne-Eickel
Germany--Gelsenkirchen
Germany--Kleve (North Rhine-Westphalia)
Germany--Chemnitz
Germany--Heide (Schleswig-Holstein)
Germany--Wuppertal
Germany--Homberg (Kassel)
Netherlands--Westerschelde
Germany--Rheine
Germany--Hamburg
Germany--Helgoland
Germany--Bremen
Netherlands--Rotterdam
Belgium
England--Southend-on-Sea
England--Morecambe
England--Kineton
England--Worcester
Germany--Duisburg
Germany--Düsseldorf
Germany--Mülheim an der Ruhr
England--London
Italy--La Spezia
France--Dunkerque
Poland--Szczecin
Poland
Germany--Hannover
Germany--Recklinghausen (Münster)
Netherlands
England--Sheringham
England--Redbridge
France--Saint-Nazaire
Atlantic Ocean--Kattegat (Baltic Sea)
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
United States Army Air Force
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
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99 printed sheets
Identifier
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BLazenbyHJLazenbyHJv1
Creator
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Lazenby, Harold Jack
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Conforms To
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Pending text-based transcription
1654 HCU
20 OTU
207 Squadron
4 Group
5 Group
57 Squadron
617 Squadron
7 Squadron
97 Squadron
air gunner
Air Gunnery School
aircrew
anti-aircraft fire
B-17
B-24
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bombing
bombing of Helgoland (18 April 1945)
briefing
Catalina
Chamberlain, Neville (1869-1940)
crewing up
debriefing
demobilisation
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
flight engineer
flight mechanic
Flying Training School
George VI, King of Great Britain (1895-1952)
Gibson, Guy Penrose (1918-1944)
ground crew
ground personnel
H2S
Halifax
Hampden
hangar
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Hudson
Hurricane
Ju 88
killed in action
Lancaster
love and romance
Manchester
Master Bomber
Me 110
Me 262
mechanics engine
mess
military living conditions
military service conditions
mine laying
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Oboe
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
pilot
radar
RAF Barkstone Heath
RAF Bassingbourn
RAF Benson
RAF Bourn
RAF Brize Norton
RAF Colerne
RAF Cosford
RAF Cranwell
RAF Dunkeswell
RAF East Kirkby
RAF Elvington
RAF Fairford
RAF Halton
RAF Lossiemouth
RAF Melton Mowbray
RAF Mepal
RAF Oakington
RAF Padgate
RAF Pershore
RAF Scampton
RAF Silverstone
RAF St Athan
RAF Stormy Down
RAF Swinderby
RAF Talbenny
RAF Tangmere
RAF Upper Heyford
RAF Upwood
RAF Uxbridge
RAF Valley
RAF Warboys
RAF Wigsley
RAF Wing
recruitment
Resistance
Spitfire
sport
Stirling
target indicator
training
V-1
V-2
V-weapon
Victoria Cross
Wellington
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
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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
Field, Peter L and Cynthia G
Peter L Field
P L Field
Cynthia G Field
C G Field
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
2017-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Field, PL-CG
Description
An account of the resource
144 items and five photograph albums in sub-collections. The collection concerns Peter L and Cynthia G Field and contains memoirs, correspondence, photographs. Peter Field (b. 1920) served as a wireless operator and Cynthia (b. 1921) served as a WAAF in 2 Group. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2137">Album One</a> Photographs of various people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2138">Album Two</a> Photographs of people and places, postcards.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2141">Album Three</a> Photographs of parents house over the years.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2144">Album Four</a> Photographs of family events, places and people.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2146">Album Five</a> <span>Photographs of wartime colleagues, Cook's tour aerial photographs of bomb damaged German cities, and family and friends as well as two letters home.</span><br /><br />The collection has been donated to the IBCC Digital Archive by Susan Elizabeth Field and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] Transcription of letter, obviously by Keith Macleod, a generous helper of Rhana's – and mine! The photocopy of the original follows [/inserted]
A/C2 HAY. I de S.E. 906233
C Flight,
ARRAS BLOCK,
Room – 2,
No. 14 SQUADRON,
RAF DEPOT,
UXBRIDGE,
MIDDX.
9/11/39.
Dear Granny,
Sorry I haven't written before, but we've been somewhat busy recently. As you see from the lengthy address at the top, I am at Uxbridge. I was attested and given my uniform yesterday, which is very nice indeed and funnily enough it fits! I don't advise you to write to this address yet, as this place has been converted from a training centre to a reception and distribution place, [inserted] so [/inserted] I probably will be shifted on Monday or Tuesday to anywhere in the Empire or France perhaps; but I will let you know my new address when I get there.
Everything is O.K. here and I like it very much, the food is good, the NAAFI is good, and on the whole I am quite enjoying myself. There is a Cinema in the Camp and only 6d for a very good seat.
[page break]
We got payed [sic] 10/- this afternoon, but unfortunately we only get payed [sic] fortnightly; and 2s a week is stopped from my pay for laundry and 1 or 2 other little items.
I really don't know what leave I shall get until I go elsewhere, but I think it is 1 week-end in 4, and 5 days at Xmas and 5 days at Easter + 28 days annual leave.
I expect to be vaccinated soon and also inoculated against typhoid; I believe it lays some people out completely! There isn't really any more news but I will let you know my future address when I get there.
Very best love
Ian.
P.S. Please excuse pencil but I haven't got a pen yet. A parcel of my clothes is coming back to you soon.
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
Transcript of letter from Ian Hay to his grandmother
Description
An account of the resource
Transcript of original letter. Written while at Uxbridge after he was attested and issued uniform and expected to be posted on soon. Describes the camp, pay and speculates of future leave.
Creator
An entity primarily responsible for making the resource
Keith Macloed
I Hay
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-11-03
Temporal Coverage
Temporal characteristics of the resource.
1939-11-03
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Middlesex
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Identifier
An unambiguous reference to the resource within a given context
SFieldPL907804v10032
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
military living conditions
RAF Uxbridge
-
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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
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni 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
2018-09-06
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
Valentine, JRM
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Monday 27-10-40
Darling Ursula.
What you have read up to now, I wrote over a week ago so that most of it will be stale news. I wrote it before I started getting daily leave but you said that you wanted it & I have taken you at your word. Of course, I wasn’t here to go to the Griller[?] quarter concert last Wednesday, but I enjoyed myself much more with you than I could possibly have done here, and I didn’t go to the Sunday evening voluntary service as I said I would. By the time the service was due to start, the religous[sic] fervour inspired by the excellent Padre has worn off & I decided to have done with hypocrosy[sic] & to read the Forsyte Saga instead.
I enjoyed yesterday more than any previous day and was terribly sorry to leave you. I am afraid that I was rather a selfish pig to make you run home for all my tobacco etc. You are so eager to do things for me that I tend to take an unfair advantage of your wonderful good nature.
[page break]
[page 2 missing]
(3)
of special interest to while away the idle hours – as he said – to prevent the mind & the energies working along unwholesome lines.
He himself is trying to arrange for the Griller[?] quartet to play for an hour regularly once a week & has arranged it for certain on Wednesday. I hope I shall be here. He is taking a small voluntary service at 6.30 tonight & for half an hour beforehand is to play gramophone records of a serious nature & I shall go along to that too. Already I am heartily sick of the noise that we get every second of our spare time. In the NAAFI canteen we get nothing but hot pulsating rhythm (spelt correctly?) or those sickly sobbing love songs that stick in the throat & make me feel sick. In the dormitory all the fellows sing or croon these doting ditties & now one chap has produced a concertina of enormous dimensions which issues strains of colossal power. – going for dinner – XX
[page break]
crowded and all passengers came on to the platform & watched the show in absolute silence. Before we saw the sparks flying the railwaymen thought that the ghostly white light was caused by an H.E. on the track followed by a short circuit of the conductor rail. Then they thought that one of the fire[?] bombs might have fallen on to the track & burned through one or some of the [deleted one letter] many rubber cables that always run alongside of any electric railway, so the train had to stay in the station while patrolmen were sent ahead to inspect. Before they returned the flames had subsided but soon a more ominous dull red blaze started. However, the patrolmen returned to say that the track had been missed, most of the bombs had fallen in some allotments & had burned themselves out & one had set fire to a small wooden shed which was the cause of the red flames. This too soon died down & after a total delay of not more than 20 minutes the train restarted & we arrived here without further incident. – Going for dinner again. XX
[page break]
(4)
Of course, I left you far too soon, for I was back here at 9 o’clock. No sooner had I got to Wembley Park than an Uxbridge train came in. We had a little excitement at Eastcote. The train had just come to a standstill when we heard the now familiar sound o bombs coming down & I was flat on the carriage seat in two shakes. There were two or three large crumps & when the noise had died down I poked my head out of the window. The first thing I saw was the engine driver & a pal crawling along the platform on their hands & knees & then we saw an awe inspiring firework display. A bunch of incendiaries had fallen about 100 yards ahead just by the side of the track. They burned furiously with a curious hard silvery flame sending up clouds of white smoke and intermittent sparks. After a second or two one of them exploded & showered lumps of flaming metal all over the place. It was just like any Guy Fawkes display without the coloured effects and the whole affair was extremely vivid and quite eerie. The train was very
[page break]
(5)
Having just picked at a very cold and unappetising hot dinner I think I will try to get this finished & sent off to you.
I bitterly regret leaving you so early last night it was lovely to be with you & very selfish of me to come away so early. As it was, you might easily have accompanied me to Wembley Park & probably got home quite safely. However, you weren’t with me & I had to sit all by myself in solitary state & the abysmal darkness of the top of the bus. I tried imagining that you were with me, & with my arm around you & I started talking to you ever so softly. There was no one else on the top of the bus so I had you all too[sic] myself, & I told you all sorts of things and you listened and replied in equally intimate terms. Then at Wembley Park I had to leave you but we had a really touching farewell & I think you had tears in your eyes again.
It’s very difficult trying to write now. I am in my dormitory & there are about 2 dozen fellows near at hand laughing & banging & telling naughty stories. My concentration is constantly being interrupted & I must stop soon
[page break]
One fellow has just pulled his [unreadable word ‘shirt’[?]] [corrected] (SHIRT) [/corrected] up to stamp it without taking it off. Another has just asked him if he is holding a naval review.
Do look after yourself, my darling, be careful at night time & dont[sic] hesitate to go to the shelter. Don’t run any risks of upsetting yourself because even quite trivial shocks may have quite unexpected results. Don’t forget your pint of milk daily & ask Barbara to get extra [one indecipherable word] whenever she can. Don’t starve yourself & don’t neglect yourself in your efforts to look after your brother & sister. Don’t let any of my folks badger you into doing anything against your own will. If your weekly income from Barbara & the R.A.F. is inadequate don’t be afraid to encroach upon the of the Touche[?] money – e.g. Sundries a/c. Of course if anything is left over it will be very useful next March & April when you might be without any contribution from Barbara.
Tomorrow (29th) is the 1st anniversary of our engagement. Bless you my dear may we have many returns of the day in happier circumstances.
With all my love
John
[page break]
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
Letter from John Valentine to his wife Ursula
Description
An account of the resource
Writes of his activities and that he was sorry to leave her. Describes bombing attack during his train journey back to Uxbridge and mentioning explosions and incendiaries. Writes of passengers alighting and watching bombing attack. Bombs had missed tracks and had fallen in some allotments. Continues by asking her to look after her self and use shelter if required. Concludes with domestic matters.
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-10-27
Format
The file format, physical medium, or dimensions of the resource
Six page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EValentineJRMValentineUM401027
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1940-10-27
Contributor
An entity responsible for making contributions to the resource
Sue Smith
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
John Ross Mckenzie Valentine
bombing
love and romance
RAF Uxbridge
training
-
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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
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni 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
2018-09-06
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
Valentine, JRM
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1251404
A/C II VALENTINE J.R.M.
[inserted] ROOM 5, STRUMA BLOCK [/inserted]
NO 1 R.CENTRE
R.A.F. DEPOT
UXBRIDGE
MIDDLESEX
Sunday 20/10/40
[inserted] Started over a week ago & finished in very distracting conditions. Everybody shouting at me for writing for so long to my old woman. A number of things were thrown at me & I have been interrupted many times so please be uncritical.
[deleted one indecipherable word] John
My Dearest Ursula,
You were quite right – I did get back here at 9 pm. On Saturday. I had only five[?] minutes to wait for an 83 bus but when it got to Kingsbury there were ‘planes overhead & the driver decided to stop. I got out and started walking with a party going to a Demolition & Rescue Squad post. After about 10 minutes the bus started again & overtook us & we reached Wembley Park by 8 o’clock. A train came in about a quarter of an hour & although it went slowly we proceeded steadily & I was back as I said, with a whole hour to spare. I wish now that I could have spent that hour with you but I was fearfully afraid of being late on my first leave especially in view of the three[?] mile restriction.
However, [deleted] I [/deleted] it was really marvellous
[page break]
to see you again & be with you for a few hours & I look forward eagerly to being able to do so as soon as I possibly can.
One mildly[?] pleasant surprise awaited me. You remember my telling you that our sleeping quarters, in addition to being adequately blacked out, are hardly lit at all at night time. Those of the fellows who did not get leave very kindly made the beds for us who were out to save us floundering about in almost total [deleted] bla [/deleted] [inserted] darkness [/inserted]. A very handsome gesture which we shall return this afternoon when the rest of us get leave.
This morning we rose at the same time (6 am.) and at 9 o’clock paraded for Church. The common or garden C of E – Chiefly those whom had not sufficient imagination to think of anything else – were drawn up in two large Squadrons. R.C’s formed another but much smaller group (Scots) while the rest of us O.Ds (other decoms[sic]) were drawn up into the fourth & smallest squadron. The way we were sorted out was rather funny.
[page break]
All fellows in our block paraded at first immediately outside the building. Our own Sergeant, a very good fellow, told all those who were not C of E to fall out into a separate batch & after sending elsewhere the R.C. blokes he checked over the rest of us asking each his pet persuasion. There were Cong’s[?] Meths[sic] (not spirits) Presbs[sic] etc. When all the answers were given he said “What! Aren’t there no bloody Spiritualists? Then he handed us over to our Corporal & told him to lose us somewhere. Being full of resource the Corporal marched us off to another block hoping to palm us off on another Sergeant. The latter said “Nothing doing” & Corporal marched us back to our own Sergeant. When we reappeared his face flushed with strong & ill concealed emotion[?] & he told the poor little Corporal in no uncertain but very rude & unrepeatable terms just what he thought of him and us. Having a certain flair for bad language myself, I rathered[sic]
[page break]
gathered that he didn’t want us & the unfortunate Corporal had to march us back again to the place he first thought of. Upon our arrival he moaned to the Sergeant there “What am I to do with these bloody odds and sods?! Thereupon they went into a huddle & decided to march us on to a remote corner of the parade ground & leave us to our fate. This they did & one by one other misfits from other blocks joined us & soon we had a real misfit Sergeant & Corporal all to ourselves & under their direction we played a minor part in the grand parade – complete with band and march past. However, it was worth it for we eventually had an excellent little service of our own taken by the nonconformist Padre. He was a really fine speaker, being open & frank about certain subjects – e.g. sex and quite stirring about things in general. I really enjoyed the service immensely & proved it by putting a whole sixpence into the collection. He was a really charming fellow, full of sound and not too priggish advice & stressed the desirability of all taking up some hobby
[page break]
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
Letter from John Valentine to his wife Ursula
Description
An account of the resource
Writes of his experiences at Receiving Centre. Includes account of journey back to centre. Says it was good to see her. Continues with description of activities and fellow trainees. Includes humorous account of being sorted by religion.
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-10-20
Format
The file format, physical medium, or dimensions of the resource
Four page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EValentineJRMValentineUM401020
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1940-10-20
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
John Ross Mckenzie Valentine
faith
military living conditions
military service conditions
RAF Uxbridge
training
-
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Dublin Core
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Title
A name given to the resource
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2018-09-06
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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Valentine, JRM
Transcribed document
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Transcription
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Uxbridge
18-10-40
My Dearest Ursula
As I have just abt. Two minutes for this, it is going to be very hurried. I tried ‘phoning last night, & again just now but no luck.
We had hopes of leave tonight only to have them dashed & we have also been promised some hours off on Saturday afternoon.
If that, too, is a false hope I will write a long letter about my doings. I am quite fit except for a little seediness[?] as a result of inoculation & vacc.
I hope you are not too lonely. I felt almost heartbroken to see you in tears. Cheer up my dear – I love you
Fondest love
John.
[page break]
[Letter card front]
[postmark] Uxbridge, Middx. 7.45 pm
18 Oct 1940
[page break]
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
Letter from John Valentine to his wife Ursula
Description
An account of the resource
Writes that their hopes of leave that night had been dashed and they had been promised some hours off on Saturday afternoon.
Date
A point or period of time associated with an event in the lifecycle of the resource
1940-10-18
Format
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One page handwritten letter
Language
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eng
Type
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Text
Text. Correspondence
Identifier
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EValentineJRMValentineUM401018
Coverage
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Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1940-10-18
Contributor
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Sue Smith
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
John Ross Mckenzie Valentine
love and romance
military service conditions
RAF Uxbridge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/208/38357/BTaylorJTayorJv1.2.pdf
512b7850153d8615037ac7081d1afc83
Dublin Core
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Title
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Bell, Joyce
Joyce Bell
J Bell
Description
An account of the resource
12 items. An oral history interview with Joyce Edna Bell nee Langdon (b. 1921 Royal Air Force), Jim Taylor's RAF Memoirs 1932-1939, documents, clippings, correspondence and photographs. Joyce Bell served served as a clerk in 1 Group Bomber Command and Married <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/17">Oliver Bell</a>. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Joyce Bell and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-27
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Bell, J
Dublin Core
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Title
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Jim Taylor's RAF Memoirs 1932-1939
Description
An account of the resource
An autobiography of Jim Taylor's time in the RAF before the war. He spent time training with Oliver Bell, who is recorded in the memoir.
Creator
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Jim Taylor
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Buckinghamshire
England--Hampshire
Scotland--Angus
Scotland--Brechin
England--Southampton
Scotland--Lanark
England--London
England--Suffolk
England--Sussex
Belgium
Ethiopia
England--Lancashire
England--Liverpool
Scotland--Motherwell
Gibraltar
Malta
Scotland--Fife
Egypt--Alexandria
Egypt--Port Said
Egypt--Suez Canal
Sudan--Port Sudan
Indian Ocean--Strait of Mandab
Yemen (Republic)--Aden
England--Sandringham
Yemen (Republic)--Ḥaḍramawt (Province)
Somalia
Iraq
Somalia--Burao
Middle East--Rubʻ al-Khali
Scotland--Wishaw
England--Sandhurst (Berkshire)
Egypt--Suez
Egypt--Heliopolis (Extinct city)
Egypt--Cairo
Scotland--Glasgow
Morocco--Tangier
France--Marseille
England--Newmarket (Suffolk)
Yemen (Republic)--Ḍāliʻ
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
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Text
Text. Memoir
Format
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One booklet
Identifier
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BTaylorJTayorJv1
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1932
1933
1934
1935
1936
1937
1938
1939
Conforms To
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Pending text-based transcription
12 Squadron
142 Squadron
208 Squadron
8 Squadron
aircrew
bombing
entertainment
Morse-keyed wireless telegraphy
RAF Catfoss
RAF Cranwell
RAF Halton
RAF Mildenhall
RAF Tangmere
RAF Uxbridge
sport
training
wireless operator / air gunner
-
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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
Allen, Jim
J H Allen
Description
An account of the resource
18 items. The collection concerns Flight Lieutenant James Henry Allen DFC (b. 1923, 179996 Royal Air Force). He flew a tour of operations as a pilot with 578 Squadron. The collection consists of a number of memoirs, photographs and a diary. It includes descriptions of military life and operations and his post-war life and work.
The collection has been loaned to the IBCC Digital Archive for digitisation by Steve Allen 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
2016-05-12
2019-02-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Allen, JH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
To my grandchildren
With grateful thanks to Peggy and Sam Hunt
and
Irene and Peter Hinchliffe
A Love Story
by
Granddad
J H Allen
November 1997
[Page Break]
In the Spring of 1941 I was working for the Plessey Co. Ltd, Vicarage Lane Ilford Essex as an apprentice instrument maker. The office of the instrument shop was a wood and glass box about 12ft square. My lathe was about 15ft from the door of this office. One day a fellow turner said to me, “what do you think of our new office girls?” I looked up to see a young lady learning forward over a table in the office displaying some 4” of white leg between the top of her stocking and the hem of her skirt atop a very shapely pair of legs. My first view of a girl who years later would become my wife. Her name was June; I thought her rather plain with steel-rimmed spectacles.
On 23 June’41 (a Sunday) a number of us were working including out office girl. It came up that her birthday was on the 26th June; she would be 19. Someone suggested that we give her a birthday kiss, and we all did,. It was the first time I had kissed a girl. I was one month short of my 18th birthday.
Shortly afterwards I asked her if she would ‘come to the pictures with me ‘– standard request then for a date. She agreed and on the following Saturday we went to see a film at a cinema in Romford; we both lived in Romford. No romance blossomed, in fact she dated another (rather handsome) chap in the instrument shop, named Johnny Johnson. However I did learn that her surname was Eve, which somewhat intrigued me.
I joined the RAF on 30 March 1942. On my first leave some thirteen weeks later I contacted June and was gratified to find she was no longer dating JJ and there was no-one else in her sights. Leave over I departed ad we agreed to write. This rather gentle romance jogged along until November 1942 when I sailed for Canada – on the Queen Elizabeth. I had a double cabin shared with fourteen other airman tiered bunks three high. I was now in love with June, but she made it quote plain that she regarded me as no more than a friend. In fact this was the second time she had made this clear to me. Before departing I purchased a writing case for her (it cost thirty shillings, four days pay, which I still have 55 yrs on) in the hope that it would encourage her to write.
Whilst training in Canada I wrote to her and she replied. One letter I received about April ’43 informed me that she was much interested in another young man, and it was clear that I was well down the list in her affections. This was the third occasion on which she has in effect told me to go away, [sic] Even so I maintained contact as I expected to return by early July’43. In fact I had seriously debated with myself whilst in hospital in May ’43 suffering from a very high temperature whether or not I really wanted to marry her. I concluded that I most definitely did want her, but felt that she would probably not return my feelings – my hard luck! It is worth recording that in all my training I really did strive to so well as I felt very strongly that if I failed to get my wings I would not return to Romford, being unable to face her as a failure, Thus she was an inspiration to me – that is no exaggeration.
On return to Romford in July’43 I called on June (without much hope) to learn she had no other attachment. I had two weeks leave during which time we visited the cinema and theatre and spent as much time as possible ‘walking out’ together. June was able to take one week summer holiday so we were able to spend quite a bit of time together [sic] On one such occasion she said “Look, there’s a church, lets go in and get married!. Being totally taken aback I made some stupid remark about it being a good idea as it would reduce my income tax. It did however cause me much thought that evening – this being the first intimation that there might just be a glimmer of hope for me, The following day I told her again that I loved her and asked frankly “Is there any chance for me?” When she replied “There’s a great chance” I was simply over the moon. We agreed to marry ‘when the war is over’ and announced the engagement to our families. The date was 16th July 1943. June was 21 yrs, I was a fortnight short of my 20th birthday.
We were now in a sort of limbo; unable to set a date to marry and restrained by our upbringing and culture from enjoying each other before marriage. A majority of young women at the time strove to preserve virginity till their wedding night. June was such a girl and indeed I expected it of her. We were waiting for the war to end.
On January 21 ’44 I was flying a Wellington on a night cross-country exercise and crashed just outside York bear a village called Askam Bryan. It was pitch black and we hit the ground at over 100mph, downwind some five seconds after I saw it in the landing light [sic] All six of us got out of the aircraft without a scratch. The plane was reduced to scrap and one engine was on fire about thirty yards from the aircraft.
This incident triggered the date of our wedding as June said “Let’s get married and take what happiness we can while we can”. We set the date for July – in fact we married on St Swithin’s day. 15 July. In January ’44 the war was far from over, and I would be on an operational bomber squadron in a few months.
My leave started on Thursday 31 July, we married on the Saturday in Romford with ‘doodle-bugs’ (V-1 flying bombs) passing over head – speeches bring curtailed until they had passed - then departed to spend our wedding night at the Winston hotel in Jermyn St. London, further to the sound of flying bombs passing by accompanied by the crash of anti –
1
[Page break]
aircraft fire. We then had three days honeymoon at Marlow (Bucks) and on the Wednesday night I travelled back to camp to arrive for breakfast on the Thursday, to learn that during the night the squadron had lost six aircraft, two crews from my flight. On 23 July I carried out my first operation as a married man, to Kiel where U-boats were being built. My very new wife was now in line to become a very new widow.
As you know, by our wedding day I had flown twenty-twenty two operations and flew a further eighteen after it. You can read two or three of them in the book, “Based at Burn”. June was sometimes asked how she felt knowing that I was operating. She said she felt no great anxiety as I always seemed so confident that my crew would services. This despite having met us (the crew) twice at Liverpool St station, London as we returned to base by rail after landing away due to the damage to our aircraft. How I felt in surviving the tour in Bomber Command and later flying the Atlantic in winter in York aircraft is another story which has no place here apart from the fact that June was always my home port and reason for returning.
In 1946 we bought a house for £900 with a mortgage of £640. It was a poor house in a non-salubrious area and the top half of the house was let to a family with two small children at a ‘controlled’ i.e. low rent, and the law gave them total protection against loss of their accommodation. I was still in the RAF so this really was no problem; we had our own home small as it was.
Shortly after the war in Europe ended (May 1945) June developed a strong urge to have a baby. There is no greater force in human emotions than this; it is inconceivable to anyone who has not come up against it.
Cutting short a two-year-long difficult story in April 1947 after numerous painful and embarrassing visits to the hospital for both of us, and the last of which for June consisted of oil being forced into her reproductive tract (under anaesthetic during which she woke up) in order that is could be x-rayed the verdict was delivered: “In the present state of medical knowledge we have to say that we think it is not possible for you to conceive. The fallopian tubes are so malformed that it is impossible, and we cannot correct it with surgery. This is a congenital condition that you were born with. You may prove us wrong one day – it has been know – but we think not.
The verdict produced a profound depression. We enquired about adoption, to be told that we could not be considered until we were both over the age of 25yrs of age. (in April ’47 I was under 24yrs and June not yet 25yrs) It is quite impossible to find words to describe the depths of misery that these to blows produced. At the time I was stationed reasonably near June and got home most weekends.
I came home for the weekend in late July ’47 to be greeted by my wife in a state of supreme suppressed excitement. She was simply bursting with the news that her period was [underlined] two days [/underlined] late. She was pregnant and no amount of cautionary words would alter it. She KNEW it and she would have a daughter who would be called ‘Marion’!! She couldn’t wait for the first bout of morning sickness. When her condition was confirmed a week or so later her joy was boundless. From the depths of despair to overwhelming elation in three months.!!
I left the RAF in October ’47 having served a year beyond my demob date. I would have liked to continue, but pressure to leave was now great; our living conditions were not good and I felt I needed to be with June when the baby arrived.
I returned to engineering, working for a small firm in Brentwood, Essex. My pay was two shillings an hour, fifty hours per week. After working inside for a few weeks I simply could not stand it any longer and became a bus conductor with London Transport, the pay was just under six pounds per week and I would be working outside. I was in fact the best job I could get.
Our daughter Marion was born ten days late on 29 March 1948, weighing-in at 10lbs. As the midwife said, No wonder it was a tough job”. The baby was born at home as it was not possible to get into a maternity ward unless complications were expected. Our accommodation comprised of two rooms and a small kitchen. The only heating being a small fireplace in each room – central heating was simply not on and coal was rationed. The after-birth was wrapped in newspaper and put on the small fire in the room where our daughter was born. The attendance of the doctor cost £7, the midwife £3.
June’s Aunt Rhoda came in each day to help with the baby until June was able to get up again.
Up to a point the job of bus conductor was quite enjoyable, it also had some prospect of advancement and after a year I did apply for the a post as Inspector. I didn’t get it as it was policy not to promote a conductor until he had several years experience – primarily to make him acceptable to other drivers and conductors. This attitude and the lowly status of the job produced a high degree of frustration. June never wavered in her support for me: from being the wife of an officer in the RAF she was now the wife of a bus conductor. By this time our living conditions became intolerable due to the attitude of the family upstairs. As always their darling little children were just playing; to us it was continual intolerable noise without relief.
When Marion was three months old we were able to buy a house at Ardleigh Green, Hornchurch. We took out a mortgage for £1300, cost £2 per week plus 10 shillings per week rates. May take home pay was £5 per week. We were
[Page Break]
Utterly desperate to get a place of our own, Ardleigh Green was a much better area and we felt pleased to have moved and improved our situation. In the event we had to let two rooms to a newly married couple to help pay the mortgage, but overall we were better off.
In June 1949 my wife asked how I felt about a second child. I replied that this was entirely a matter of her choice; she would have to produce the child and do 99% of the upbringing for a least the first three years. June said that she had always wanted two children: Marion was now 14mths old she would prefer to bring up two children together rather than several years apart. In contrast to the difficulties of conceiving out daughter June became pregnant immediately (I now think that both our children were conceived on 26 June – her birthday). As certain as she had been that the first-born would be a daughter June was now equally certain that she would bear a son. She duly did on 14 March 1950, on schedule. Chris was born on Oldchurch hospital, Romford, as this situation was now improved.
I visited mother and son that evening; looking down on Chris I said to him, “What have we done. We created you quite deliberately, you are much wanted yet what future have you? Before you reach school age you are likely to be a little heap of atomic ash”. At the time it did look as if we would be at war with Russia quite soon; the whole atmosphere was depressing. All the newspaper talk was of Foreign Ministers meeting for a ‘last chance’ to avert war. A week later Marion met her new brother and our family was complete.
Chris was born with a band of eczema across his chest. He suffered severely and continuously with this complaint for over fourteen years; it never did clear up. The doctors assured us from birth that ‘it would clear up in a couple of years’ always two years ahead! He suffered severely from the itching of this complaint; the amazing thing to us was that he was always very lively and so cheerful accepted his bandaged arms and legs. The strange thing was that neither of our families had a history of eczema.
June was now totally happy with the family she wanted and excelling in what was really her destiny – to be a wife and mother. Financially we were not well off, in fact living literally from one pay day to the next. In 1950 food prices were relatively twice the prices of the 1990s. With each other we were totally happy. It is fashionable now to sneer at such statement on the grounds that the wife must thereby be a doormat: this is total rubbish. My mother burned herself to death due to the treatment she received from her husband; my wife was never less than my equal and we were both happy with our condition.
In June 1950 I started work with the Prudential Assurance Co. Ltd as an insurance agent. It was quite an interesting job and I got to a point where I enjoyed calling on families. Some families opened my eyes more than somewhat. I found myself invited in for a cup of tea many times, not so much for refreshment as for someone for the wife to talk to. If the stories I heard were half true some wives lived appalling lives at the hands of their husbands. It was almost impossible in those days for the wife to escape from home (especially if she had children) other than ‘going back to mother’ – regarded as shameful; she got precious sympathy. In some cases a wife would pay pennies per week insurance on her husband’s life and beg me to keep it secret as the husband would beat her up if he knew. The same husband considered talking out life insurance as the equivalent to signing his death warrant. Half a century on I look back and consider that these wives were not exaggerating.
There was as much marital disharmony then as today and I was appalled to find that of the families I called on, as ‘The Man from the Prudential’, that only one or two of them lived in genuine harmony.
In July 1951 a cousin of June’s Joyce Levi, called on us one afternoon. She was in the WRNS (Womens Royal Naval Service) and just before she departed I said to her, “I often wish I was still in the Service”. When she had gone June said to me, “If you really feel that you’d like to go back in the RAF don’t let me stop you”. After some little discussion to be sure that this truly was the case I wrote that evening to the Air Ministry to ask if there was any possibility of me rejoining the RAF. The short answer was, “Come up and see us and let’s talk”. I was asked if I would like to be a flying instructor. Would a duck like to swim? Unfortunately, as I expected, my eyesight was just not up to standard. However all was not lost.
On 19 October 1951 I returned to the Royal Air Force. The Korean War provided the opportunity to rejoin and I considered myself extremely fortunate to return with a commission (rank of Flying Officer) in the Fighter Control Branch. My flying experience was the crucial factor. June was not keen for me to RAF, but accepted that I was not happy in civil life, and the RAFF would pay me £53 per month – nearly double our current income. In the event June took happily to service life and agreed that it was the correct decision. Once again she was totally supportive.
1953 was a year I remember for two particular reasons. Our ninth wedding anniversary instead of giving June a card I wrote her a short letter saying quite simply that she was my reason for living. Many years later I gave this letter to our daughter Marion that her children might know that in a world of much martial distress it is possible for two lovers to remain so down the years. Little did we know that we were then half way through our life together. At about this
3
[Page Break]
time I asked June if she could tell me at what point she decided to accept me after telling me three times to go away. She replied that there was no particular moment, a sort of growing realisation ‘that you were always there’ which developed into the feeling that this was a desirable state that she wished to maintain on a permanent basis.
We were stationed at Acklington, Northumberland. This is a very beautiful county and it was a happy time for us, June spent some time in the hospital in Newcastle as in 1955 she underwent hysterectomy (removal of the womb) which meant a round journey of some 80 miles to visit her. I was able to fit this in with talks I gave to the Royal Auxiliary Air Force in the evening so reducing travelling expenses. June seemed to be in and out of hospitals on a continuous basis from about 1946. She once said to me “In trying to have a baby it was a case of ‘Take your knickers off’ and since the birth of the babies it’s been the same story.”
In December of the same year I was granted a permanent commission in the RAF. It was a ‘Branch Commission’ which meant that I wold not be promoted above the rank of Flight Lieutenant, but we were both delighted as it meant we would now be able to spend many years in the RAF. It wasn’t a job; it was a way of life and we liked it.
We spent two and a half years in Germany, July ’56 to February ‘59, which was a joy to us all. Life was good to us. On our thirteenth wedding anniversary in 1957 June wrote on her card to me, “ You could have not made me happier in the 13 yrs of our marriage”. We were indeed a happy family During [sic] our time there we were able to travel and see the country, and also to visit Austria. Today this nothing exceptional, but in 1950s it was still an adventure to see another country. And of course to try the food and wines! I had said to June many times, “If I had a thousand years with you, when it was time to go I’d want another five minutes”. Several times down the years I had voiced to her a fear that as we seemed to be so much happier than many families in the world, and indeed some we knew, that one day a bill would come in to pay for it. She always replied, “Let’s enjoy the life we have and be glad of it and not worry unduly”.
In 1958 June had to spend a few weeks in hospital in Germany The [sic] Services has a military hospital there exceedingly well equipped and run.
We moved to Ireland in February 1959. Marion was now 11 yrs, Chris 9 yrs. We discussed adopting two children as June could have no more. In five years our children would be thinking of leaving home one way or another we felt that we had years ahead of us to take on two children, say two years apart. And there were many children in the world who were not wanted. At that time abortion was a criminal offence and to be an unmarried mother was a matter of great shame, both to the girl and her family. In July ’59 we were placed on the register as prospective adoptees, in Belfast. June was now bubbling with joy at the prospect of another baby.
In August ‘59 June went into hospital with suspected ovarian cyst. I was told one day that she would undergo surgery that afternoon at 2pm. I arrived at the hospital at six o’clock ad went straight to the ward (I knew the way!). On entering the ward I saw her bed by the door [underlined] stripped down to the mattress [/underlined]: my soul screamed. The Sister now spoke saying that she has intended to stop me entering as my wife returned. She had been seven hours in the operating theatre. The surgeons told me that they had found stomach cancer and has removed over 4ft of her intestine. They also gave me the usual rubbish about having cleared it all out, with a good chance of it not recurring. She was in hospital for ten continuous weeks.
It must be mentioned here that June’s grandmother had died of throat cancer (the last two weeks being nothing short of slow strangulation as doctors then, as now, were not allowed to provide death with dignity) and her mother’s sister also died of cancer at age 37 years. As a result June has a profound fear of cancer. When the surgeon told me that he has found I faced a major dilemma. As she had so much agony of body I could not give her agony of mind by telling her of the cancer; it might not develop anyway. I could not cancel plans for adoption without giving reason – which would have to be the truth as she would pick up a lie at once, which would simply compound the problems. And what would out relationship be of the plans were cancelled and the cancer [underline] was [/underlined] cleared? There seemed to be no alternative but to proceed as planned and hope for the best.
[Page Break]
In March 1960 we were offered a 3 mth old boy and in due course formally adopted him – we called him Stephen Christopher. I recall one evening in the mess when June was being asked by the other wives about the baby overhearing her say, “I couldn’t be more proud if I’d produced him myself” June was at the Gates of Heaven, and for the next year was [underlined] in [/underlined] heaven.
This ended in March 1961 when June passed a large clot of blood, and I knew at once that she would die in one year. Don’t ask me how or why, I knew instantly.
Very soon the surgeon confirmed that the cancer was back – and far worse. It was a difficult year. My own state of mind was one of continuous oppressive worry. To provide a bit of relief I took up dinghy sailing as it is almost impossible to think of anything else when sailing. This did help.
In July we planned to take a caravan holiday in Southern Ireland. I spoke to the doctor about this and he replied that s we were to go on holiday it has better be very soon (like tomorrow) as my wife would not be fit to move in two or three weeks. I now spoke with my CO (Wg Cdr Pope). who [sic] was a good friend from our days in Germany, and fully in the picture regarding June’s condition (one of [underlined] very [/underlined] few people in the know). In order to allow us to go on holiday he recalled another officer from leave; as you may imagine this upset the officer and his wife, but we could not tell them why. (After June’s death did write to him with a full explanation).
By now June was in almost continuous pain. Through our doctor she was able to visit a Harley Street specialist who hopefully could make the pain bearable through hypnosis. In fact she did obtain considerable relief through this method. But by October her condition was so bad that we decided to sleep in single beds, as much as anything to allow me to sleep. This was almost as much trauma s deciding to divorce – utterly dreadful.
I also had to gently persuade June that it would be a good idea to get Marion and Chris into boarding school to ease her load at home.
In November 1961 I arranged to be posted to RAF Uxbridge so that she could go into the RAF hospital there.
We flew from Belfast and were met a Heathrow by and RAF staff car which took us directly to the hospital. June was mildly surprised, but by now she was in a wheelchair a few more lies from me smoothed the way and considered the RAF service to be nothing less than excellent.
I was posted on to the strength of RAF Uxbridge to be near her. The RAF is a very understanding employer. Thus I was able to see her every day. She was told every day that she was beautiful and I loved her – both true. At Christmas 1961 the three children and I spent the whole day with her. They were staying with me in a married quarter on camp.
Marion was able to go to boarding school at Brentwood County High School in January 1962 and Chris was boarded by Aunty Rhoda whilst he attended Brentwood School (a Grant Maintained school) He was given a boarding place in March. June’s sister Peg (Mrs Margret Daphne Hunt) took over care of Stephen for the next five years.
A few days before June died the Duty Sister allowed me to take Stephen in to see her one evening. The Matron then complained the following evening when I was there that the baby should not have been allowed in. The Sister stood her ground and said that is was probably the last time June would see the baby. So much for the humanity of the matron. The Sister was right. I was sitting with June shortly afterwards, I has just told her I loved her so much, he struggled to say something and I said, I know, you love me too!; she relaxed and her eyes smiles. In a few seconds I realised that though her eyes were open she was not seeing. I went out to call the Sister. It was 7.45pm.
June died in Uxbridge hospital on 22 March 1962: She was 39 yrs old. We had been married 17yrs, 8 mths and 1 week. She has undergone surgery not less than twenty three times.
Our courtship had ended. The bill had come in.
Can I find a grain of comfort in all the stress and strain of those years. Only that June did not suffer mental strain in her family relationships. She loved and was loved deeply; she was utterly happy with her children and her husband for the time that she knew them, and we both knew it at the time.
5
[Page Break]
Epilogue
In the last few years, since 1990 I have learned that many cancers have a genetic basis. June was born with a cancer gene and was doomed from birth.
After June’s death a major problem has to be faced – the upbringing of our children. Marion was 14yrs, Chris 12 yrs, and Stephen 2yrs and 3 mnths. There was no question of me leaving the Royal Air Force, the problem just has to be solved. My own health was under strain and at my own request I was posted to Kuwait for a one-year unaccompanied tour. Before leaving it was necessary to cover every week of my absence especially the school holidays. June’s sister Peg took over the complete upbringing of Stephen this in addition to her own children who were the same age as Marion and Chris. My debt to her and to her husband Sam is total.
I returned to England in July 1963, did a ten-month tour in Zambia (1964-65) and spent a year (1967-68) in Iran as an ‘Operations Advisor’ in the Iranian Air Force. In October 1968 I returned to England blind in the left eye due to cataract and underwent surgery to restore a large degree of sight to the eye. The right eye went blind a year later and again surgery restored some sight, but not as good as the left eye. I did feel some bitterness as this time as having lost my wife there did seem some distinct possibility that I would lose my sight – and livelihood. In the event I was able to remuster to the Administration and Organisation Branch of the RAF in 1970.
On my return from Iran in October 1968 I was invited to dinner by RAF friends from out days in Germany. Flt Lt Peter Hinchliffe and his wife Irene. There I was introduced to Irene’s friend Mrs Alison Barclay- Jones, a widow with three children. Irene was frankly match-making, (“You haven’t done very well in finding another wife; it’s time I gave you a hand”); we all knew the score and the rules of the game. The upshot of this introduction was out marriage on 29 March 1969, Marion’s 21st birthday, with all six children at the wedding. There was no difficulty in integrating the children into one family and in 1970 we formally adopted the four children under 18 yrs. (After the authorities had checked with the children that they were in agreement to being adopted!)
Peter and Irene attended our Silver Wedding Anniversary in 1994. Our six children and five spouses attended complete with six grandchildren. In Match 1997 we celebrated our 28th anniversary.
The story owes nothing to imagination, it is entirely factual.
Hopefully my grandchildren (and perhaps their children) will find it of interest and learn of the sort of problems that may be met by a hopeful young couple as they set out on life’s journey together.
6
[Page Break]
Photographs
[Page Break]
Top
Left Miss June Eve 1942
Right Marion and Chris 1952
15 July 1944
Bridesmaids left to right
Dorothy Groom’s sister
Joyce Brides Cousin
Joyce Groom’s sister
Peggy Bride’s sister
Molly Brides’s cousin
Christmas Day 1961 at RAF Hospital Uxbridge
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 Love Story by Grandad
Description
An account of the resource
An account of Jim Allen's life from 1941 to 1997. He details meeting his future wife and their intermittent courtship. There is great detail about his social life and relationship with his future wife. There are two pages of photographs:
First page: Jim in uniform, June, young woman with child, three children (one a young boy) sitting on car, young boy and girl.
Second page: Miss June Eve 1942; Marion and Chris 1952; Wedding photograph 15 July 1944, giving names of bridesmaids (Dorothy, Joyce, Joyce, Peggy, Molly); photograph of June in hospital bed, with boy playing electric organ captioned 'Christmas Day 1961, RAF Hospital Uxbridge'.
Creator
An entity primarily responsible for making the resource
Jim Allen
Date
A point or period of time associated with an event in the lifecycle of the resource
1997-11
Format
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Seven typewritten sheets and two pages of 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
MAllenJH179996-160512-020001,
MAllenJH179996-160512-020002,
MAllenJH179996-160512-020003,
MAllenJH179996-160512-020004,
MAllenJH179996-160512-020005,
MAllenJH179996-160512-020006,
MAllenJH179996-160512-020007,
MAllenJH179996-160512-020008,
MAllenJH179996-160512-020009
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. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Canada
England--Northumberland
Germany
Ireland
Zambia
Iran
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Claire Monk
coping mechanism
entertainment
fear
love and romance
RAF Burn
RAF Uxbridge
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2573/44630/BUreILUreILv1.2.pdf
33ef94d4b6b42cee0b9e403dc49f120a
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
Ure, Ivan Lochlyn
I L Ure
Description
An account of the resource
27 items. The collection concerns Ivan Lochlyn Ure (b. 1922, 1323004 Royal Air Force) and contains his memoirs, prisoner of war log, correspondence, documents, and photographs. He flew operations as an air gunner with 10 Squadron before he became a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Tim and Heather Wright and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-15
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
Ure, IL
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
... just ... Chapters in a Life .. and some History
Description
An account of the resource
A detailed autobiography by Ivan Ure.
Creator
An entity primarily responsible for making the resource
Ivan Ure
Date
A point or period of time associated with an event in the lifecycle of the resource
1997
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Isle of Wight
Norway
Scotland--Argyllshire
England--Yorkshire
England--Sussex
England--Westbourne (West Sussex)
England--London
England--Hayling Island
England--Evenley
England--Somerset
England--Blackpool
Germany
Germany--Mannheim
Germany--Nuremberg
France
France--Abbeville
France--Paris
Germany--Frankfurt am Main
Poland
Poland--Gdańsk
Lithuania
Lithuania--Šilutė
Lithuania--Klaipėda
Poland--Szczecin
Poland--Białogard
Poland--Pyrzyce (Powiat)
Germany--Lauenburg
Germany--Lüneburg
Germany--Rheine
England--London
Germany--Dresden
Ireland
Ireland--Dublin
Ireland--Cork
Austria
Austria--Vienna
Libya
Libya--Tripoli
Libya--Banghāzī
Egypt
Egypt--Cairo
Egypt--Jīzah
Egypt--Port Said
Kuwait
Bahrain
Iran
Iran--Tehran
Scotland--Oban
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
Polskie Siły Powietrzne
Royal Navy
Wehrmacht
Wehrmacht. Luftwaffe
Royal Australian Air Force
Royal Canadian Air Force
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
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
140 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BUreILUreILv1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
10 Squadron
4 Group
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
Blenheim
bomb aimer
Botha
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
Defiant
ditching
Dominie
Dulag Luft
entertainment
flight engineer
Goldfish Club
ground personnel
Halifax
Hampden
Harris, Arthur Travers (1892-1984)
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Lysander
Me 109
Me 110
Morse-keyed wireless telegraphy
navigator
Operational Training Unit
perception of bombing war
physical training
pilot
prisoner of war
Proctor
radar
RAF Barrow in Furness
RAF Brize Norton
RAF Cosford
RAF Hendon
RAF Lossiemouth
RAF Madley
RAF Marston Moor
RAF Melbourne
RAF Padgate
RAF Sywell
RAF Uxbridge
RAF Yatesbury
Red Cross
Spitfire
sport
Stalag Luft 1
Stalag Luft 4
Stalag Luft 6
Stirling
the long march
training
Typhoon
Wellington
wireless operator / air gunner
Women’s Auxiliary Air Force