1
25
129
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/42017/PEwingRL19010032.2.jpg
84b045e3946aec8f4dfc208f5bf54ed3
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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 Wigsley Station Sick Quarters
Description
An account of the resource
#1 is five ground crew standing in front of two crash trucks.
#2 is 12 men and women from the SSQ staff.
#3 is 12 men and women in front of trucks, captioned 'Staff'.
#4 is a red and white control caravan.
#5 is an ambulance.
#6 is a Nissen hut and ambulance, captioned 'SSQ Wigsley'.
#7 is the control tower
#8 is a Manchester on a stand used for instruction.
#9 is a Stirling with a burst tyre.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Nine b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010032
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--Nottinghamshire
control caravan
control tower
ground personnel
Lancaster
Manchester
medical officer
Nissen hut
RAF Wigsley
service vehicle
Stirling
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/42016/PEwingRL19010031.2.jpg
cb67bfc76dd562da496e375edb6ab872
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
100 Course Wigsley
Description
An account of the resource
10 airmen lined up in front of a Lancaster, captioned '100 Course Wigsley'.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010031
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--Nottinghamshire
aircrew
Lancaster
RAF Wigsley
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/42013/PEwingRL19010028.2.jpg
0430e47ba844d4ccc6bf6e0c3e51200c
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
Fighter Affiliation Wigsley 1943
Description
An account of the resource
Air-to-air views of aircraft taken from a Lancaster during fighter affiliation exercises.
#1, 3,4, 7,8,9,10 and 11 are Hurricane and Spitfire
#2 is a Stirling.
#5 is a Mosquito
#6 is a Boston.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Temporal Coverage
Temporal characteristics of the resource.
1943
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
11 b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010028
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
Boston
Hurricane
Lancaster
Mosquito
RAF Wigsley
Spitfire
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/42008/PEwingRL19010023.2.jpg
a5cf0de33c00f81c8fa88b6db72b53ae
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
Lancaster at RAF Wigsley 1943
Description
An account of the resource
A starboard side view of a Lancaster R5700 on the ground. Another Lancaster and trees in the background.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Temporal Coverage
Temporal characteristics of the resource.
1943
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010023
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--Nottinghamshire
Lancaster
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/42007/PEwingRL19010022.2.jpg
00627cb63c4ae11b5b0749605bc2d326
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
Lancaster at RAF Wigsley 1943
Description
An account of the resource
A port side view of a Lancaster on the ground, framed by the underside of a second Lancaster.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Temporal Coverage
Temporal characteristics of the resource.
1943
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010022
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--Nottinghamshire
Lancaster
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/41994/PEwingRL19010009.1.jpg
8eb5cad61daaa1de12d0e575dbf69b69
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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 Wigsley sunset and Lincoln Cathedral
Description
An account of the resource
#1, 2 and 4 are aircraft seen as silhouettes at sunset.
#3 is a road and lake view.
#5, 6 and 7 are images of clouds at sunset.
#8 is Lincoln cathedral.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Nottinghamshire
England--Lincoln
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Eight b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010009
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.
RAF Wigsley
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/41993/PEwingRL19010008.1.jpg
b57d18a90b12242c53d520fb3ddb5d87
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
Margaret Agnew, Wigsley Ground Staff and Scotland
Description
An account of the resource
#1 is a portrait of a woman sitting on a tree stump, captioned 'Margaret Agnew Benoni'.
#2 is Station Sick Quarters staff at RAF Wigsley. Captioned 'Berry, Duncan, Gibbs, Williams, Corthine, Hobbley, Smith, Crowther, Sinclair, Green, Rattie'. Robert Logan is in the centre, front row.
#3 is a view of Montrose.
#4 is St Cyrus beach taken in the evening.
#5 is Margaret and Lassie at a beach.
#6 is Margaret at Glencoe.
#7 is Margaret at Scurdyness [sic]
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Scotland--Montrose
Scotland--St. Cyrus
Scotland--Glencoe
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
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
Seven b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010008
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.
ground personnel
medical officer
RAF Wigsley
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/41992/PEwingRL19010007.1.jpg
376925c789b643e201e420238b7fe108
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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
River Scene, RAF Wigsley and Flight Lieutenant Arthur Clegg
Description
An account of the resource
#1 is a river scene. On the right is a railway.
#2 is a river scene, captioned 'Wigsley 1944'.
#3 is a half length portrait of an airman, captioned 'F/Lt Arthur Clegg Wigsley 1944'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
Temporal Coverage
Temporal characteristics of the resource.
1944
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
Photograph
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010007
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
ground personnel
medical officer
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/41991/PEwingRL19010006.1.jpg
eaad2a90b1c98608e814d21987f873b1
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
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 Wigsley Station Sick Quarters personnel and Lincoln
Description
An account of the resource
#1, 3 and 7 are Lincoln Cathedral. #2 are swans on River Witham, Lincoln. #4 are the staff of RAF Wigsley SSQ, 1943. Captioned' Berry, Duncan,Gibbs, Williams, Corthine, Hobley, Smith, Moor, Sinclair, Green, Crowther'. #5 shows an ambulance, labelled crash crew at Wigsley, 1943. Named in the caption 'LACs Hobley, Moor, Berry, Rattit. Smith, Duncan'. #6 is Doddington & Harby station. #8 is the Old Bridge cafe at Lincoln.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Nottinghamshire
England--Lincoln
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
Photograph
Format
The file format, physical medium, or dimensions of the resource
Eight b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010006
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.
ground personnel
medical officer
RAF Wigsley
service vehicle
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2308/41987/PEwingRL19010002.2.jpg
ceaa0df92851588afdfaad34297495d5
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
Ewing, Robert Logan. Photo Album
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-11-16
2019-12-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ewing, RL
Description
An account of the resource
37 items. Contains photographs of his service life including pictures of RAF Wigsley.
Dublin Core
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Title
A name given to the resource
Three Wing Commanders and Abbey Lodge
Description
An account of the resource
#1 is a half length portrait of Wing Commander Edgar Slater at RAF Wigsley.
#2 is a half length portrait of Wing Commander Rollo Kingsford-Smith at RAF Wigsley.
#3 is Rollo - MGT at Birksey, Woodhall Spa.
#4 is Abbey Lodge, Woodhall Spa.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Woodhall Spa
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
Photograph
Format
The file format, physical medium, or dimensions of the resource
Four b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PEwingRL19010002
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.
aircrew
pilot
RAF Wigsley
RAF Woodhall Spa
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2283/41913/SCarterR1620578v10009-00040001.2.jpg
7a8b164bb5d15836ea4f85fdcfd40831
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2283/41913/SCarterR1620578v10009-00040002.2.jpg
168f9d1ac18ee8bf9aa97e7893a172dc
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Carter, Ronald
Description
An account of the resource
32 items. The collection concerns Sergeant Ronald Carter (1924 - 2014, 1620578 Royal Air Force) and contains his biography, research, documents and photographs. He flew operations as a rear gunner with 44 Squadron before becoming a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Margaret Perrow and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-12-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Carter, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ron Carter
Description
An account of the resource
Ron in flying kit, boots and helmet. On the front 'Wigsley 1940 flying Sirlings [sic]'.
On the reverse 'Dad'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1940
Temporal Coverage
Temporal characteristics of the resource.
1940
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
SCarterR1620578v10009-00040001, SCarterR1620578v10009-00040002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
aircrew
RAF Wigsley
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2283/41909/SCarterR1620578v10009-00030009.2.jpg
db9516a3deea179382b2cfaddbc674b3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2283/41909/SCarterR1620578v10009-00030010.2.jpg
103d207029bd6055c3b7e193384bdc85
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Carter, Ronald
Description
An account of the resource
32 items. The collection concerns Sergeant Ronald Carter (1924 - 2014, 1620578 Royal Air Force) and contains his biography, research, documents and photographs. He flew operations as a rear gunner with 44 Squadron before becoming a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Margaret Perrow and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-12-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Carter, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Airman
Description
An account of the resource
An airman standing beside some huts. The reverse is blank.
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
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
SCarterR1620578v10009-00030009, SCarterR1620578v10009-00030010
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
aircrew
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1921/41091/PHenningtonAJM17060004.2.jpg
ed84b5f20f63ff75e718c611911c1246
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1921/41091/PHenningtonAJM17060005.2.jpg
7d481b8e232bd6495cbf22b35a68bb75
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
Henington, A J M
Henington, Albert John Maurice
Bertie Henington
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-10
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
Henington, AJM
Description
An account of the resource
32 items. The collection concerns Flight Lieutenant Albert John Maurice Henington (1604946, 154960 Royal Air Force) and contains his log book, diary, photographs and documents. He flew operations as a navigator with 106 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Tim Henington MBE 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
Relief Map of Lincolnshire's Bomber Airfields
Description
An account of the resource
A relief map with bomber command airfields marked with their elevations. There are two copies.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Map
Format
The file format, physical medium, or dimensions of the resource
Two copies of a coloured relief map
Identifier
An unambiguous reference to the resource within a given context
PHenningtonAJM17060004, PHenningtonAJM17060005
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 Balderton
RAF Bardney
RAF Barkstone Heath
RAF Bottesford
RAF Coningsby
RAF Cottesmore
RAF Cranwell
RAF Digby
RAF Dunholme Lodge
RAF East Kirkby
RAF East Retford
RAF Finningley
RAF Fiskerton
RAF Grantham
RAF Harlaxton
RAF Hemswell
RAF Kirton in Lindsey
RAF Langar
RAF Lindholme
RAF Manby
RAF Metheringham
RAF Newton
RAF North Coates
RAF North Luffenham
RAF Peterborough
RAF Saltby
RAF Scampton
RAF Skellingthorpe
RAF Spilsby
RAF Strubby
RAF Swinderby
RAF Syerston
RAF Waddington
RAF Wigsley
RAF Winthorpe
RAF Wittering
RAF Woodhall Spa
RAF Woolfox Lodge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36264/SPerryWRP1317696v70007.1.pdf
85ed7f9870c6b6edafb95b8e11ebe0e0
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
Perry, Pete
W R P Perry
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
2017-07-19
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
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] W.R.P. PERRY. DFC. AIRCRAFT FLOWN. [/inserted]
[underlined] Registered Numbers & Sqdn letters (& fate) of Manchester & Lancasters flown. [/underlined]
[underlined] 1654 HCU Wigsley May – June '43 [/underlined] (Training).
Manchester L7492 ?
Lancaster R5483 Lost Jan. '44 622 Sqdn.
R5690 Scrapped Oct. '46.
R5730 Crashed March '45 1656 HCU.
R5514 Scrapped Nov. '46.
W4260 Crashed Aug. '43 1654 HCU.
ED591 Crashed July '43 1654 HCU
W4303 ?
L7575 Mid-air break-up Oct. '43. 1654 HCU.
R5734 Missing March '44. 61 Sqdn.
ED704 ?
[underlined] 106 Sqdn, Syerston & Metheringham, June '43 – February '44. [/underlined] (1st Tour).
Lancaster R5614 [symbol] 'Z' (Carried 8000 lb 'cookie'. Crashed Syerston, Aug '43.
ED303 [symbol] 'J' Lost. July '43.
ED358 [symbol] 'T' Lost. Oct. '43.
ED819 'U' Lost. Sep. '43.
ED593 [symbol] 'Y' (Became 'C' at 5LFS & then moved to 1656 HCU.
ED801 'N' Crashed March '45 1653 HCU.
DV182 [symbol] 'S' Lost Sep. '43.
JA976 'P' Lost Apr. '44 405 Sqdn.
DV229 [symbol] 'Z' Lost Jun. '44 463 Sqdn.
JA876 'R' soc Nov. '47. (soc – struck off charge).
W4897 'X' soc Jan. '44.
DV344 'S' soc (Berlin) Jan. '44. 61 Sqdn.
JB534 [symbol] 'O' Burnt out Feb. '44.
JB593 'T' Lost Aug. '44.
ND339 [symbol] 'Z' Lost July '44.
ME630 'P' Lost Feb. '44.
[symbol] Flew on ops.
[page break]
[underlined] No 5 LFS (Lancaster Finishing School), Syerston, Notts. Feb. – Nov. '44. [/underlined] (Instructor).
Lancaster. R5912 'S' ?
W4113 'Q' ?
L7540 'U' soc Apr '44.
R4i22 [sic] 'R' ?
W4383 'H' Crashed May '44.
ED368 'N' Crashed Jun. '45.
W4899 'K' ?
ED758 'G' Lost (Berlin) '44.
W4797 'B' Crashed Apr. '44.
L7583 'T' soc Nov. '46.
R5658 'F' soc May. '47.
R5865 'J' ?
W4258 'R' Crashed May '44.
W4103 'E' Crashed Apr. '44.
R5668 'O' ?
R5910 'X' ?
W4940 'P' ?
L7580 'U' soc Nov. '45.
ND663 'Y' ?
R5726 'A' Crashed Apr. '44.
L7578 'C' Burnt May '44.
JB178 'E' Lost July '44. 49 Sqdn.
W4794 'C' Crashed (Carnaby) May '44.
ED802 'D' ?
R5854 'V' ?
ED944 'Q' ?
ED869 'A' ?
JB137 'B' soc Oct. '46.
R5757 'A' soc Jan '47.
DV310 'H' ?
W5008 'F' Lost.
W4328 'T' soc. Jan.'47.
W4941 'M' Crashed Oct. '44.
W4882 'N' soc Sep. '45.
W5004 'E' soc Jan. '47.
[page break]
Lancaster. LM308 'F' Crashed Jan.45.
ED866 'C' Crashed Nov. 48.
DV175 'B' soc Oct. 46.
W4358 'D' ?
DV362 'Q' soc Sep. '46.
ED727 'S' soc Nov. '46.
JB125 'E' Crashed, Syerston, Jan. '45.
R5910 'X' ?
LL742 'R' ?
DV277 'V' soc Nov. '46.
ED940 'Z' soc Nov. '47.
[underlined] 227 Sqdn, Balderton, Notts. (Sqdn Instructor). Nov. '44 – March '45. [/underlined]
Lancaster. PD342 'E' Crashed. Jul. '45.
PB646 'P' Lost Dec. '44.
PD348 'B' Crashed Feb. '45.
PD349 'G' soc Sep. '47.
LM259 'U' Lost. Dec. '44.
PD345 'F' soc. Nov. '46.
PD344 'D' Lost Oct. '44.
PB805 'M' Crashed. Sep. '45.
PB620 'Z' Lost Apr. '45.
PB610 'O' Crashed, Balderton, Mar. '45.
PB690 'Y' Lost Feb. '45.
PB731 'L' soc Mar. '47.
PB644 'R' Lost Mar. '45.
NG170 'S' Lost, Ladbersch, Mar. '45.
PB651 'H' soc Oct. '46.
PB666 'J' Lost Feb. '45.
ME372 'U' Lost, Hamburg, Mar. '45.
NW802 'K' soc Aug. '46.
RA518 'C' soc Jun. '47.
PB645 'A' soc Nov. '46.
ME454 'Y' Lost, Wurtzburg, Mar. '45.
[page break]
[underlined] 227 Sqdn (cont) [/underlined]
Lancaster. SW247 'W' soc Oct. '46.
RA546 'J' Lost, Lutzkendorf, Mar. '45.
NX566 'S' soc Mar '48.
ND992 'Y' Crashed Aug. '45.
RF178 'V' soc Sep. '46.
RD332 'N' soc Jan. '47.
[underlined] 106 Sqdn, Metheringham, Lincs. (2nd Tour) April – October '45. [/underlined]
Lancaster. RE130 'H' soc Aug. '46
RF236 [symbol] 'V' soc Jan. '47.
PA310 'A' soc Nov. '46.
PB618 'G' Crashed Jun. '45.
RF235 [symbol] 'Y' Crashed May. '45.
NG397 'T' soc Jan.'47.
LM211 'Z' soc Feb. '49.
LM690 'P' soc May '47.
RF265 'O' soc Jul. '47.
NN719 'Q' soc Mar. '48.
PB677/G 'Z' soc Aug. '47.
ND933 'X' soc Jan. '47.
ND690 'D' soc Nov. '45.
PB682 'O' Crashed Oct. '45.
ND616 'J' Crashed Jul. '45.
ME369 'F' Crashed Feb. '46.
RF194 'T' soc May. '47.
PB583 'B' soc May '47.
PB305 'R' soc Jul. '49.
PB676 'E' soc Apr. '46.
PB622 'N' Crashed Feb. '46.
ME727 'Y' ?
PB124 'Q' soc Nov. '46.
[symbol] Flew on ops.
[page break]
Total hours on types of aircraft flown from E.F.T.S., Nov. '41 to Transport Command final flight Sep. '46.
[underlined] [a] Type. [b] Day. [c] Night. [d] Total. [/underlined]
(a) Lancaster Mks. I & III. (b) 459:00 (c) 413:15 (d) 872:15
(a) York. C. Mks. I (b) 295:35 (c) 105:00 (d) 400:35
(a) Stirling. Mks. IV (b) 6:20 (c) – (d) 6:20
(a) Manchester. Mks. II (b) 7:05 (c) – (d) 7:05
(a) Wellington. Mks. III (b) 48:55 (c) 51:05 (d) 100:00
(a) Oxford. (b) 192:35 (c) 27:45 (d) 220: 0 [sic]
(a) Dakota. (b) 1:50 (c) – (d) 1:50
(a) Tiger Moth. Mks. DH82/82c [underlined] (b) 77:00 (c) 1:45 (d) 78:45 [/underlined]
Total [underlined] (b) 1088:20 (c) 598:50 (d) 1687:10 [/underlined]
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/.
Description
An account of the resource
List one Manchester and 10 Lancasters at RAF Wigsley May - June 1943. On 106 Squadron at RAF Syerston and RAF Metheringham between June 1943 and February 1944, lists 16 Lancasters. At No 5 Lancaster Finishing School between February and November 1944 at RAF Syerston, lists 46 Lancasters. At 227 Squadron RAF Balderton November 1944 to March 1945, lists 27 Lancasters. On 106 Squadron, second tour at RAF Metheringham between April and October 1945, lists 23 Lancasters. Then gives total hours flown on Lancaster, York, Stirling, Manchester, Wellington, Oxford, C-47 and Tiger Moth.
Temporal Coverage
Temporal characteristics of the resource.
1943-05
1943-06
1944-02
1944-11
1945-03
1945-04
1945-10
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Five page typewritten document
Identifier
An unambiguous reference to the resource within a given context
SPerryWRP1317696v70007
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
Title
A name given to the resource
Registered numbers and squadron letters (& fate) of Manchester & Lancasters flown
Contributor
An entity responsible for making contributions to the resource
Sue Smith
106 Squadron
1653 HCU
1654 HCU
1656 HCU
227 Squadron
C-47
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Manchester
Oxford
RAF Balderton
RAF Metheringham
RAF Syerston
RAF Wigsley
Stirling
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36232/SPerryWRP1317696v10008.1.pdf
e3cbfba1cb0dc43cdda0b67b4511cbbb
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
Perry, Pete
W R P Perry
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
2017-07-19
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
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity 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
Medical officer's certificate
Description
An account of the resource
Part of document - includes medical officers certificate - recommendation for commission. Followed by similar document with different signatures but same recommendations and extra remarks. Both signed by WRP Perry.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-19
1953-05-22
1943-05-27
Temporal Coverage
Temporal characteristics of the resource.
1943-05-19
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
England--Grantham
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. Service material
Format
The file format, physical medium, or dimensions of the resource
Two two page printed documents with handwritten entries
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
SPerryWRP1317696v10008
5 Group
aircrew
ground personnel
medical officer
pilot
RAF Wigsley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/774/30953/MWoolfAS157533-170629-05.2.jpg
44675a0c06cb6169015f0e2f4d179c14
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
Woolf, Arthur Sidney
A S Woolf
Description
An account of the resource
23 items. An oral history interview with Flying Officer Arthur Woolf (1922 - 2021, 1579552, 157533 Royal Air Force) his log book, a memoir, correspondence, documents, a newspaper cutting and photographs. He flew operations as a wireless operator with 630 Squadron and became a member of the Guinea Pig Club.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Woolf and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-29
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Woolf, AS
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[royal crest]
[underlined] RECORD OF SERVICE OF FLYING OFFICER ARTHUR SIDNEY WOOLF (157533) [/underlined]
[underlined] DATE AND PLACE OF BIRTH: [/underlined] 7 March 1922, Birmingham.
[underlined] NON-COMMISSIONED SERVICE [/underlined]
Enlisted as No 1579552 Aircraftman 2nd Class/Aircrafthand Wireless Operator Air 13 Oct 41
Remustered Wireless Operator (Group 2) Air 3 Aug 42
Wireless Operator under training [deleted] Air Gunner [/deleted] 22 Mar 43
Temporary Sergeant 30 Aug 43
Remustered Wireless Operator [deleted] Air Gunner [/deleted] 31 Aug 43
Discharged on appointment to temporary commission 8 Nov 43
[underlined] APPOINTMENTS AND PROMOTIONS [/underlined]
Granted a commission for the duration of the emergency as Pilot Officer on probation in General Du-ties Branch of the Royal Air Force Volunteer Reserve 9 Nov 43
Confirmed in appointment and promoted Flying Officer (war substantive) 9 May 44
Relinquished commission on account of medical unfitness for Air Force service, retains rank of Flying Officer 16 Jan 46
[underlined] POSTINGS [/underlined]
Birmingham 13 Oct 41
Reserve 14 Oct 41
No 3 Recruit Centre PADGATE, LANCS 22 Dec 41
No 10 Signals Recruit Centre BLACKPOOL 30 Dec 41
No 2 Signals School YATESBURY, WILTS 23 Apr 42
[deleted] No 1 Signals Depot [/deleted] (HOME ON LEAVE) 13 Aug 42
Martlesham Heath, NEAR IPSWICH. 26 Aug 42
No 1 Signals School, 16 Mar 43
Aircrew Reception Centre, ST. JOHNS WOOD, LONDON. 22 Mar 43
No 18 Initial Training Wing, BRIDGENORTH 10 Apr 43
No 2 Reserve Squadron, YATESBURY 9 Jun 43
No 10 (Observers) Advanced Flying Unit DUMFRIES. 30 Aug 43
No 16 Operational Training Unit BARFORD ST JOHN/UPPER HEYFORD 2 Nov 43
No 51 Base, 23 Feb 44
No 3 Group Armament School, [underlined] Scampton [/underlined] 23 Feb 44
CONVERSION UNIT No. 1654, WIGSLEY. APRIL 44
No. 5 LANCASTER FLYING SCHOOL, SYERSTON. MAY 44
No 630 Squadron, EAST KIRKBY, LINCS. 22 May 44
Missing (flying battle) 25 Jul 44
Previously missing, now safe Date not recorded
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
Arthur Woolf record of service
Description
An account of the resource
Details non-commissioned service. appointments and promotions and postings with dates for all.
Format
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One page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MWoolfAS157533-170629-05
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--West Midlands
England--Birmingham
England--Lancashire
England--Blackpool
England--Wiltshire
England--Suffolk
England--London
England--Shropshire
Scotland--Dumfries and Galloway
England--Oxfordshire
England--Lincolnshire
England--Nottinghamshire
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1941-10-13
1942-08-02
1943-03-22
1943-08-30
1943-08-31
1943-11-08
1943-11-09
1944-05-09
1946-01-16
1941-10-13
1941-10-14
1941-12-22
1941-12-30
1942-04-23
1942-08-13
1942-08-26
1943-03-16
1943-03-22
1943-04-10
1943-06-09
1943-08-30
1943-11-02
1944-02-23
1944-05-22
1944-07-25
1944-04
1944-05
Contributor
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Alan Pinchbeck
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
16 OTU
1654 HCU
630 Squadron
Advanced Flying Unit
aircrew
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
missing in action
Operational Training Unit
RAF Barford St John
RAF Bridgnorth
RAF Dumfries
RAF East Kirkby
RAF Martlesham Heath
RAF Padgate
RAF Scampton
RAF Syerston
RAF Upper Heyford
RAF Wigsley
RAF Yatesbury
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1451/28020/MMarsdenJ1591984-151027-03.1.pdf
c8627831668dffc3b855d4a27a8f2c8e
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
Marsden, Jack
J Marsden
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
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
Marsden, Jack
Description
An account of the resource
52 items. The collection concerns Jack Marsden (1591984 Royal Air Force) and contains documents, objects and photographs. He flew operations as a flight engineer with 626 Squadron and was shot down 3/4 May 1944.
The collection has been donated to the IBCC Digital Archive by Janet Marsden and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Two Days in May
3rd May. Dunholme lodge
Lancaster, JB134 PG-G at its dispersal, was one of 300 ordered from AV Roe Chadderton, Between June and December 1943. It had already done over 340 hours of bombing attacks, thirteen to Berlin and many more to similarly well defended targets in Germany and others in enemy held France etc.
It had been damaged seven times by Anti air craft fire, had been Bombed by aircraft flying above, attacked by German fighters and damaged at least five times, in return, they shot down two of them!
Today, 3rd May 1944, PG-G was going through all the routine of testing, inspection, and arming, in preparation for another operation and soon the bombload would be delivered.
The Crew. Weary as they were, having been on “ops“ the previous night were more than “Browned Off” to see that they were “On” again. They were pleased to have been told at briefing however, that it was an “easy target” in France, called Mailly-Camp and also that the radio op Harry Brady & the Gunners Jack Maltby & Freddy Joy, had all been awarded the Immediate Distinguished Flying Medal. Little was made of the fact that the attack was to be in full moonlight and that there at least 5 German Fighter units on the outer & homeward tracks along the way. Just one other point …. The “OP” was only going to be worth one half a Point toward the 30 needed to complete their Tour and a long need rest.
PG-G took off from Dunholme at about 10 pm, with the full crew of seven on board, plus one extra, there to “Gain experience”
The official records show, “Nothing further was heard from this aircraft.”
Courboin village France. There had been no sleep for the villagers on the night of the 3rd May, as later reported by the Schoolmaster., the villagers had been kept awake by the roaring, from 10 pm (??) onward of the R.A.F. aircraft above. At about quarter To [sic] midnight, a massive explosion from the valley just below the village is best reported on by the Schoolmaster, but, it signalled the end of PG-G and the lives of the eight crewmen.
Flight Out …. Nothing can be known positively about this from the aircraft, but fragments from un named observers. It is considered however, that PG-G had reached a position over Chateau-Thierry, 50 miles from the target when it was attacked by one of hundreds of German fighters. A running battle ensued, & the Lancaster was next spotted with two engines on fire, over the village of Courboin where it was observed sweep away and subsequently crash and exploded in the valley a hundred yards from the village. The German Fighter then came down low, circled the crash three times exposing his own against the flames.
[page break]
[underlined] A NEW DAY – MAY 4TH 1944 [/underlined]
At Shipley, West Yorkshire, 4th May 1944 dawned, after a quiet night, with sunshine pleasant and normal.
Granny was fast asleep, it was only 7.30 a.m and Mum was just about to go out to work and the son of the house wakened to a feeling of apprehension, wondering why and what the day had to hold. The answer was ‘Get up, go to work and find out’. Normality, was already a thing of the past. A telegram at 10.30 a.m confirmed the fact.
In the small Village of Courboin, 35 miles south west of Paris, normality also became a thing of the past, at about 11.45 p.m on the 3rd of May, the previous night. By that time the drone of R A F Bombers overhead had long since put an end to any thoughts of sleep for the approximately 200 inhabitants. Within minutes, a huge explosion almost put an end to the village of Courboin as a wounded Lancaster crashed and exploded in the valley perhaps 200 yards away, destroying it, and damaging some remote properties almost 2000 yards away. Of the crew of 8 Airmen, there was no immediate sign, but as the 4th of May dawned it became evident that all 8 were killed.
The new day for Courboin had begun.
[black and white photograph of villagers coming out of church following two coffins]
A “Stolen” photograph of hundreds of villagers from miles around leaving the village Church of [indecipherable word] following the coffins (2) of the Crew to their last resting place in the village Graveyard.
[page break]
Mr. Michel, of Courboin, Teacher, has written this account, whose authenticity we confirm.
Wednesday 3rd May 1944, 10 p.m.
A beautiful Spring night, soft, starlit. The moon is shining high in the sky. A milky clarity bathes the sleeping countryside.
For a quarter of an hour the powerful R.A.F. bombers have been passing over the village in a roar of thunder, pursued by a number of enemy fighters, skimming over the rooftops, clinging onto their tails like angry, fierce, little terriers. Canon fire, followed by burst of machine gun fire. The battle rages.
10.15 p.m. An aircraft in flames, an absolute torch, comes in from the South West. Suddenly two red missiles light up the sky, then an incredible explosion rents the air. Throughout the entire village, windows shatter, roof tiles tumble off, doors and windows slam.
I comprehend what has happened – very close by, one of our poor friends has crashed to earth with its entire load of bombs. We have to rush to render assistance if it is possible. Let us hurry before the Boche [sic] arrive. There are bound to be parachutists to help. We shall hide them. I don’t have time to put on my jacket or my shoes, but I run. It doesn’t take long to run 600 metres. What a sight! Below the cemetery, along a gully, an opaque, red cloud rises up. The forest is burning in over twenty places. The heat is intense. A pungent smell fills the air. Machine gun fire rattles out. Impossible to get close. No-one around. I will come back at dawn. I will be the first. When I get close to the cemetery, I notice a plane flying very low which circles three times above the inferno and disappears in the night.
Thursday 4th May. I arrive as day breaks. The sight that meets my eyes is worse than anything I could have imagined. In the middle of a meadow surrounding the woods is a kind of huge crater from which flames and smoke are still escaping. A copse has completely disappeared. The ground is burnt, blackened, devastated over an area more than 2000 metres wide. Within 150 metres of the site, tattered clothes hang here and there, on the branches of mutilated trees, half-charred. Others are strewn around on the ground, mixed with turned clay and human remains. I am sorry to have to report these sad details. On a scrap of material, I read “Wadsworth”. Is this the name of a crew member? Will we ever know anything about these brave boys who gave their youth and their life for our freedom?
8 a.m. Lots of people about. My daughter picks up a wad of partly burned French banknotes, 1800 francs, which she gives to the police. A brave woman gives me an identity tag which I shall keep carefully. It bears the name H. BRADY R.A.F. 120.963. We mustn’t give anything to the Boche. [sic] Soon they arrive. Five of them, accompanied by three French policemen. The report is quickly made. The “Verts-de-gris” are especially keen to find out whether the English plane was brought down in aerial combat.
[page break]
We refuse to give them this satisfaction (no, an accident). They want us to put the remains of the airmen into a sack for immediate burial. After all, they are only English, no need to stand on ceremony!
Once the Boche [sic] have left, our rural policeman arrives. A brave man, who is to spend hours piously collecting the remains of our unfortunate friends. I have to say that he conducted this painful duty with laudable courage and honesty. However he received no payment, the mayor said cynically “Did you see them this time? They came to your house”.
The village wheelwright made the coffin, in which we placed the remains of these poor crushed bodies, on the silky whiteness of a parachute. And at midday on Friday 5th May the coffin, which was taken into the chancel of the church, soon disappeared under an avalanche of flowers.
I visit the parish priest who lives 5 kilometres away. We agree that we should conduct a religious service for the English airmen which is worthy of their sacrifice. Nothing could be too beautiful for them. We agree on the next day, Saturday.
2 p,m., 6th May
The news has spread quickly. At the agreed time, the little church draped in black cloth is full to bursting. Including the school children, more than four hundred people are there. Such a throng has never before been seen here. Two old women have walked more than 10 kilometres for the occasion. After the absolution, the priest delivers the funeral oration in praise of these heroes who displayed such supreme and magnificent courage, in order to save the population of the village, to deliberately manage to crash outside its borders.
I am at the head of the eight pallbearers. The man on my right is concerned about the presence of a “Fritz” in the village square. So what! We shall see. In fact right in the middle of the square, a German officer is standing to attention and saluting. At the cemetery, sprays of flowers pile up. The last benediction is said over the coffin. I take a few discreet photographs. The ceremony is over. When I return, I see the Mayor shaking the hand of the Boche [sic] officer. An hour later, an unknown hand has placed a little English flag with the words “To our valiant airmen” on the beflowered grave.
One month later, at 11 p.m. on 8th June, I was going up to bed when a car stopped at my door. Two “Verts-de-gris” got out, submachine guns in their hands. It was bound to happen to me. For two years I had been repeatedly singled out, I had had nothing but trouble. On 19th March 1943, an inquiry, my house was searched! On 10th October 1943, a visit from a Gestapo agent, disguised as a priest etc. This time a huge devil of a military policeman put his hand on my collar and pushed me into the car shouting “Now PARISS”. I thought of Fresnes. Half-dressed, head bare, bare feet in my shoes, I only had time to cry out to my children “Goodbye little ones”. With two such brutes, you don’t know what to expect. This time I had committed the crime of encouraging the Resistance by organising a big public event for the English. I was bound to be deported.
[page break]
But on 10. June, after three interrogations and two bowls of soup which you wouldn’t have offered to a dog, I had the incredible luck, instead of leaving Compiegne, the antechamber of the Nazi paradise, to be given my freedom with these benevolent words: “You have been marked with red ink! Look out! You know what red ink means to us?”
Yes, unfortunately! We know, accursed race! The blood of the martyrs cries vengeance!
A little true story.
An English parachutist came down in the village of Courboin. A small ten year old boy helped to hide him. A little while afterwards, the military police arrived and questioned the little boy.
“Did you see any strangers?”
“No.”
“We’ll give you some sweets if you tell us.”
“But I have nothing to tell you.”
“We’ll give you three kilos of sweets.”
“I don’t know anything at all.”
“You can have a big bag of sweets.”
“I didn’t see anyone.”
The military police went away, heads bowed.
[page break]
[underlined] 1 [/underlined]
Pilot Officer 159050 Douglas Arnold Wadsworth DFC
Born 16 February 1921 Age 23.
Born Thurlestone, South Yorkshire (!)
Attended Penistone Grammar School. Civilian Occ’ Company Rep (Commercial Boilers) Joined RAF 6.3.41. Promotion to P/O effective 10 – March. 1944.
1st Op 30/31 – 8.1943 with 29 OTU. 1st Op with 619 (as 2nd pilot) 29/30.12.43 – Berlin
Sgt 1499247 Arthur Naylor. Born in 1922 Age 22
[underlined] First [/underlined] op was to fly as Second Air Bomber with JB134 on the attack on Mailly-le-Camp 3/4 May 44. Nothing else known. At time of death, Mother lived in Blackburn Lancs.
A distant relative did not respond to further enquiries.
Flight Sgt 1511190 John Dengston. Born 4.5.23 Aged 21 [symbol] in South Shields. Apprentice Joiner ex Air Training Corps. Trained as Air Bomber (Bomb-aimer) in Canada under Empire Training Scheme. Promoted Flight Sgt March 1944
[symbol] Research of timings indicate that JB134 was shot down 15 mins before Johns 21st Birthday. (11.45 pm 3 May)
Over
[page break]
Sgt 1589723 John Raymond Burgess. Born 1925 age 19
Though I located friends of John as a youth, at 19, little was known other than he was a member of ‘The Boys Brigade’ and held a Bronze medal of the Royal Life Saving Society. His Crew position was Flight Engineer.
Flight Sgt 1576638 Arthur (?) Clifford Skenlon, age 22 Born 13.7.21. Educated, Alderman Newton Boys Grammar School. Awarded scholarship there 1932. Became a clerk with London North Eastern Railway Co. He had an artistic temperament and also played the piano. Trained in South Africa as Navigator. On return to UK at 1654 Heavy Conversion Unit Wigsley Notts, met up with Sgts Joy and Maltby and shortly after joining 619 sqdn became Navigator to the crew of JB134, replacing the original Nav’ who left the Crew on posting away. [symbol]
[symbol] Name & Reason not disclosed –
Sgt. 1592172 Jack Harrison Maltby DFM Born 26.12.06 Age 36. Educated Belle-View Grammar school Bradford & Bradford Technical College studying Textiles & Design Quiet type but outgoing cyclist as hobby & Sport. Married, Son born 3 months after 3/4 May 1944. One time member of Home Guard trained as Air Gunner (mid upper) and shot down JU88 along with a second shared on. Brunswick attacks & Munich April 44
[page break]
[underlined] 2 [/underlined]
Sgt 1397521 Frederick Henry Joy DFM. Age 23. DFM. Born Canterbury 1921. Educated Payne Smith School. I do not know anything re. occupation. Early RAF life & training before 619 Sqdn. No 1 Air Gunnery School, No 17 Operational Training Unit and 1654 Heavy Conversion Unit.
Freddie – who I met just once – was also responsible along with Jack Maltby for shooting down the JU88’s. He came home with Jack Maltby on a 48 hour Pass half way through their ‘tour’. They slept for most of the 48 hours!
Sgt. 1209681. Henry George Brady. D.F.M. Age ? Henry was married and had – I think, 2 children. As Wireless Operator, he also operated what was in 1944 secret device coded as M.O.N.I.C.A. A type of RADAR which warned of enemy aircraft in the vacinity. [sic] We believe that Henry – like Jack Maltby – was old for a Crew member and had more family responsibility than most. It will be seen from his recommendation for the DFM. that he played a vital part in safe guarding JB134 and the crew during attacks by enemy fighters. In a brief conversation with his Daughter some years ago I told her of his actions as “Wireless Operator” – she said ‘I had no idea that he had such an important job” – which of us did say I.!
[underlined] over [/underlined]
[page break]
The awards of DFC & DFM’s to the Crew members were classed as Immediate Awards, that is, they were awarded for a particular act of bravery or distinguished flying. The recommendations reflect that:- [underlined] Particulars of Meritoreous [sic] Service [/underlined] 3.5.44
[underlined] Henry Brady. [/underlined] On the night of 22/23 April 44 Sgt Brady was Wireless Operator in an attack in an aircraft detailed to bomb Brunswick. Shortly after leaving the target he identified an enemy aircraft by means of special equipment. At the app’ moment, he ordered the pilot to take evasive action, thus preventing fire from the ‘EA’ causin [sic] serious damage to his aircraft. Visibility was poor and the gunners were unable to see the EA untill [sic] it closed to within 500 yards, when they opened fire. The enemy air craft broke away and was lost from sight by the gunners. Sgt Brady kept contact with it and reported its movements so that the gunners were able to identify it as a JU88 and open fire when it made a second attack. It missed their Lancaster, but their return fire was seen to strike the enemy and it broke away. Sgt Brady maintained contact and as the enemy closed for a third attack, he again gave his pilot directions for combat manoeuvres – subsequently, fires from both gunners caused the EA to dive away with smoke pouring from both engines and it has been claimed as probably destroyed.
There is no doubt that Sgt Brady’s skill and coolness saved his aircraft from being destroyed or very seriously damaged and enabled the 2 gunners to see the EA at Max’ visibility & probably destroy it. This illustrates the sterling quality of Sgt Brady, who has always set a fine example to his crew comrades and to his Squadron as a whole. I strongly recommend Sgt Brady for an Immediate Award of the DFM.
Signed AS Butler Group Capt Commanding RAF Dunholme Lodge & RA Cochrain Air Commodore AOC 5 group RAF
[page break]
[underlined] 3 [/underlined]
[underlined] SGT Jack Harrison Maltby. [/underlined] (3.5.44)
Sgty Maltby has now made 19 1/3 operational sorties as Mid-upper gunner against targets in Germany and Occupied Europe. Among targets attacked [deleted] are [/deleted] have been such heavily defended cities as Berlin, Leipzig, Stuttgart and Frankfurt.
On the night of April 22/23, and shortly after bombing the target, his aircraft was attacked three times in succession by a JU88. By good shooting and excellent co-operation with the rear gunner he drove off the enemy fighter and, finally, shot it down with smoke pouring from both engines. The JU88 is claimed as probably destroyed.
Sgt. Matlby’s keenness and efficient crew co-operation have played a large part in making his crew one of the best in the Squadron. The confidence he inspires in the other crew members has greatly assisted them in their completion of many successful sorties, and his teamwork with the Rear Gunner of his crew has enabled the latter to show highly satisfactory combat results. He possesses the offensive spirit to a high degree.
I strongly recommend Sgt Maltby for an Immediate Award of the Distinguished Flying Medal.
3.5.44 AS Butler – Group Capt Commander RAF Dunholme Lodge.
Recommended for Immediate Award
RA Dechain? Air Vice Marshall AOC 5 Group RAF
[underlined] Over. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Two Days in May
Description
An account of the resource
A detailed memoir of the operation to Mailly-le-Camp when Lancaster JB314 crashed, killing all eight crew on board. It includes a detailed description by Michel, a teacher at Courboin. The remains of the airmen are collected and buried with ceremony. Later Michel is interrogated by the Germans. There is a list of the crew members with some personal details.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-05
Format
The file format, physical medium, or dimensions of the resource
Ten typed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MMarsdenJ1591984-151027-03
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
Spatial Coverage
Spatial characteristics of the resource.
France
France--Château-Thierry
France--Mailly-le-Camp
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1944-05
1654 HCU
17 OTU
29 OTU
619 Squadron
air gunner
Air Gunnery School
aircrew
anti-aircraft fire
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
childhood in wartime
crash
Distinguished Flying Cross
Distinguished Flying Medal
final resting place
flight engineer
Heavy Conversion Unit
Ju 88
killed in action
Lancaster
navigator
Operational Training Unit
pilot
RAF Dunholme Lodge
RAF Wigsley
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1337/20766/PLambAM17010033.2.jpg
4386dd21f5e06a5d51eacf9e1e5fccc4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1337/20766/PLambAM17010034.2.jpg
88bce69a2528e228acb492649a2cd0b1
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
Lamb, Alexander. Album
Description
An account of the resource
32 items. Photographs of Alexander Lamb's service.
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
Lamb, 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
Alexander Lamb and his crew
My Crew
Description
An account of the resource
Seven airmen. On the reverse -
'My Crew "The Boys" At Wigsley March 1945 reading left to right
Front Row
Jock Bathgate (A/G)
Jack Darlow (Skipper)
Jock Lanm (A/G)
Back Row
Alf Porter (Navigator)
Bob Lane (Engineer)
Eric Gabb (Wireless Op)
Carl Cooper (Bombaimer)
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-03
Format
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One b/w photograph
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eng
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Photograph
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PLambAM17010033,
PLambAM17010034
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Royal Air Force
Royal Air Force. Bomber Command
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Great Britain
England--Nottinghamshire
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1945-03
air gunner
aircrew
bomb aimer
flight engineer
navigator
pilot
RAF Wigsley
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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.
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V GROUP NEWS V MAY * 1944 * SECRET * NO * 22
[Stamp]
FOREWORD by A.O.C.
The results achieved by the Group during May far exceed those of any previous month. They represent a full contribution to the great effort put in by the whole of Bomber Command which, it can now be seen, was a big factor in the safe arrival on French soil of the “Armies of Liberation”.
Not only did the Group carry out more attacks, but each attack was more effective than in the past. Throughout the month, the centre of the pattern of bombs averaged only 100 yards from the aiming point. A great improvement on previous results. This improvement has been brought about mainly by the steady development of the system of marking, and I wish to pay tribute to those pilots of No.627 Squadron who have gone in low to mark the target and who have not allowed their aim to the spoilt by the light flak defences. Their accuracy has been consistently of a very high order, far exceeding tat of any other system of marking so far tried.
The Group also owes a great deal to the Master Bombers who remain throughout the attack directing the marking and assessing the bombing. With better communications, their task will become easier, and I hope that, before long, all aircraft in the Group will be fitted with V.H.F. Crews will then be able to hear the orders which are given to the Flare and Marking Forces and will know what is happening, and the reason for any hold up. Without this means of communication, it is impossible to keep crews informed when things go wrong, with the result that they have often had to delay their bombing without knowing the reason.
In spite of these great improvements, half the bombs dropped against these small precision targets fell [underlined] more than 250 yards [/underlined] from the aiming point, where they were wasted. This percentage of bombs wide of the aiming point coincides almost exactly with the percentage which fell at similar distances on the practice ranges during May. These errors are too great for, not only is the bombsight capable of achieving errors of less than 100 yards from 10,000 feet, but errors below this figure are consistently achieved by a number of crews in the Group, not only on the ranges but also on operations.
If the bombing error of all crews can be reduced to the level of the best 25%, it will be equivalent to doubling the effective striking power of the Group.
I, therefore, make a special appeal to the bombing team for practice and yet more practice; in accurate flying; in executing the small alterations of course during the bombing run, and in the quick test of the sight to ensure that it is producing the correct sighting angle and is properly aligned. These may seem small matters, but it is on details such as these, that our efficiency as a Bomber Group depends.
I want every crew to realise that each stick of bombs which can be dropped even a few yards nearer the marker, will directly affect the duration of the war. At present, more than at any other time during this war, it is the effort and accuracy of each individual crew which can expedite or delay victory. If each crew can place their centre bomb within 100 yards of the marker, the result will be overwhelming. Individual effort for greater accuracy by each crew is the keynote now. This improvement will first appear in a marked reduction in crew errors on the practice ranges.
Let each crew check their own bombing error at the end of this month and see what progress they have made towards achieving this result.
Copies Sent: Wadd. 9
Skell. 10.
Bard. 6
[Page break]
ARMAMENT
The attention of Armament Officers has recently been fully occupied with the introduction of target markers and the more general use of high explosive bombs within the Group. This has had a detrimental effect on the investigation of gun and turret failures and it would be folly to assume that the present decrease in gunnery failures is other than a temporary relief brought about by the milder weather conditions prevalent at this time of the year.
The gun ‘Bogey’ must be beaten before next winter, and with this end in view all new evidence must be examined and forwarded to those most qualified to analyse and correct the many small faults combining to cause major unserviceability. An appeal is therefore made to all Armament Officers, Gunnery Leaders and, above all, to the gunners themselves to report all faults, however petty they may seem.
A recurring fault is often accepted as a matter of course and not reported to a higher authority, as it is assumed that “everyone knows about it”. Unfortunately, those scions of industry responsible for corrective action are often office bound due to causes beyond their control, and a serious fault is only recognised by a number of units reporting the same defect.
The failure to report defects is attributed to the feeling of competition when comparisons are printed, and as a result false records are being received. These records are, in fact, printed to avail armament specialists of figures and facts normally reserved for higher formations, so they too may have data for research and modification. It is not intended that these tables should indicate the relative efficiency of units.
[Underlined] All defect reports are gratefully received. [/underlined]
[Underlined] GUN TURRETS [/underlined]
Yet another new turret failure has recently appeared, which requires the urgent attention of all Armament Officers.
Hydraulic pipe lines located in the leading edge of the Lancaster aircraft are being fractured, and preliminary investigation has shown that there are several factors contributing to this failure:-
(i) Pressure and return pipes are positioned too close together and, in some instances, the unions are actually touching.
(ii) Pipe positioning cleats are of inferior design and are not standing up to the job. This is aggravated by the fact that there are insufficient cleats, and those that are provided are badly positioned.
(iii) The packing between the cleat and the pipe line vibrates out of position, leaving the pipe to chafe against the cleat, resulting in a fractured pipe.
At present only three small inspection panels are located between the two power plants and it is impossible to inspect the full 13 feet of pipe lines through these small panels.
Recommendations have been made to Command for:-
(a) Additional cleats.
(b) Re-positioning of existing cleats.
(c) Re-design of pipe layout.
(d) More effective packing between pipe and cleat.
An early answer is expected.
In the interim, Armament Officers should make an immediate check of all turret hydraulic pipe lines, and so ensure that the possibility of a fracture is kept to an absolute minimum.
[Underlined] HYDRAULIC MEDIA [/underlined]
Trials have been carried out this month with a mixture of 70% DTD.585 and 30% DTD.472B and although these trials were only of a short duration, the unanimous opinion appears to be that this mixture seems to be the “best yet”. A definite decrease in leaks has been apparent turret functioning has been normal, and several squadrons are of the opinion that turret speeds have, if anything, slightly improved.
Requests have been made to higher authority for permission to fill all hydraulic systems with this new mixture as soon as possible.
(Continued on Page 17, col.3)
[Table of failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING D = TECHNICAL E = ELECTRICAL F = OBSCURE
WAR SAVINGS
(a) Pence saved per head of strength
(b) Percentage of personnel saving
(c) Total amount saved
[Table of War Savings by Unit]
TOTAL AMOUNT SAVED £7828.0.4.
An increase of £1,518.7s.0d. over April figures.
FLYING CONTROL
Once more the average landing times for the Group have been reduced and our target of two minutes per aircraft is drawing nearer. There are still the same one or two Stations, however, who seem unable to reduce their landing figures. Circuit drill is easy and causes no difficulty whatsoever to crews. The main fault lies in a straggling return and Stations must stress continually the need for discipline in maintaining the airspeeds on which crews are briefed. It is noticed from other Groups’ figures that they are not very far behind, and since we regard ourselves as the pioneers of quick landing, then we must hold our lead.
Below are the three best performances for the moth, but at the time of going to press, these figures have all been beaten and the new record will be published in next month’s News.
[Table of Best Landing Tines by Station]
(Continued on page 3, col.2)
MAY LANDING TIMES
[Table of Landing times by Station]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 2
[Page break]
ENGINEERING
The number of sorties undertaken by the Group achieved still another record, some 2254 sorties being carried out during the month.
The serviceability figure still remains high, although the number of engine changes which are carried out before the engine has completed its life is still far too high. This is due to defects which have been occurring now for a long period, the main being:-
1. Failure of oil pipe between the relief valve and the dual drive.
2. Flame trap failures due to blow-back.
3. Leaking cylinder blocks due to cracks on Merlin 22’s and 24’s.
The percentage of early returns due to defects in equipment controlled by Engineer and Eng. Elect. Was 0.8% and the aircraft failing to get off provided a further 0.5%
Now that a test crew is attached to each Base Major Servicing Section, full advantage should be taken of this crew for testing aircraft with any unusual flying characteristics which are reported from time to time by squadrons. Any adjustments found necessary should be carried out by experts in the Base Major Servicing Section and not by any gang who happens to be available.
No. 55 Base has now formed and all stations in 5 Group are under Base Organisation. 55 Base is not yet functioning as such in every respect, but everything is working in the right direction and it is anticipated that the results will be good.
[Underlined] CONVERSION UNITS [/underlined]
Again a record number of flying hours has been produced by the Conversion Units, and No. 5 L.F.S., and the number of hours required to produce the crews necessary has not been exceeded. Major Inspections are progressing satisfactorily, and the organisation is such that the maintenance can keep pace with the amount of flying produced. The major troubles experienced with the Stirling during the month have been coring subsequent to going over to summer grade oil, and undercarriage pylon failures which occur usually when the undercarriage is being lowered prior to landing. It is hoped that the coring troubles will be cured by returning to the use of winter grade oil, together with the fitment of the approved blank.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
Within the next few days a start will be made to modify the bomb aimer’s panels of Lancaster aircraft, details of which have been issued to all Bases. A modification gang will be formed at Scampton to undertake the alteration to all Bomb Aimers’ panels in the Group aircraft. Panels will be issued in batches of 20 at a time, so that there will be no delay in the change-over. It should be the aim of Electrical Officers to remove the old panel and fit the new in all aircraft of a squadron within 24 hours. By good co-operation it will be possible to complete all aircraft in the Group within three to four weeks.
Recent precision targets demand that the accuracy of the Mark XIV Bombsights must be given absolute priority. We must aim at errors of not more than 50 yards at 10,000 feet in the immediate future. To achieve this, greater care must be taken in the tuning, levelling and lining up of the sights, and discussions with Bomb Aimers on the analysis of practice bombing results will also help. Base Bombing Leaders have realised the necessity for this co-operation, and Electrical Officers must do all in their power to reciprocate.
Trials have recently been carried out in all squadrons with a synchroniser for the two inboard engines. This permits synchronisation within 1 r.p.m. and flight engineers state that the device is very satisfactory, particularly from the point of view of crew comfort, since the severe periodic vibration which occurs when the engines are de-synchronised is entirely eliminated, and fatigue on long flights is reduced. There has also been a marked decrease in the incidence of instrument failure, noticeably engine speed indicators. Up to the present a single lamp has been used which merely indicated de-synchronisation and a method of trial and error is necessary to obtain synchronisation. A new indicator consisting of three lamps is being tested at East Kirkby which will give an indication of which engine is running fast. This indicator will be submitted to Bomber Command after further trials have been completed.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Tables of Stirling and Lancaster Training Aircraft Serviceability by Unit]
FLYING CONTROL (Cont. from page 2)
[Underlined] WOODBRIDGE [/underlined]
Crews are now aware of the facilities available at the emergency landing field at Woodbridge. The staff at Woodbridge are only too glad to see operational crews on ‘non-emergency’ visits. Although landing instructions have been circulated and (we hope) read by all aircrew, a visit to Woodbridge or even a run down there during N.F.T. to look at the lay-out from the air will provide a more permanent image of the landing drill required. One point which is to be particularly stressed is that crews must not attempt to turn off midway along the runway at night time. They must continue right along to the end of the runway where marshalling crews are ready to direct them to dispersal.
[Underlined] FLYING CONTROL COMPETITION [/underlined]
All Stations are now reported to be getting down seriously to improving their airfields and Watch Offices for the competition which closes on the 31st July. S.F.C.O’s must remember, however, that although 31st July is the official date for closing, inspections by the G.F.C.O. can be expected any day.
Flight Engineers
When checking logs it is found that some Flight Engineers are filling in the details on the top of their logs before they examine the aircraft. Such things as “Hatched checked and found secure”, “Auto Controls out”, “Air Intakes cold” and many other vital checks are being taken for granted. This log is for the benefit of all the crew and the safety of the aircraft; therefore these checks must be carried out on dispersal just prior to start up, and only then recorded on the log.
The Flight Engineer Leader on each Squadron must check all logs returned, and bring to the notice of all pilots and flight engineers any bad engine handling; if no notice is taken, and such combinations of revs and boost as 2700 revs + 3 lbs boost or 2850 revs + 2 lbs boost etc., continue to be used, then the Flight Engineer Leader must take these culprits to task.
5 Group has laid down a drill for climbs and engine conditions to be used on operations; therefore until any amendments to this order are published, no alterations should be made unless in case of an emergency. The above drill is being taught by No.5 L.F.S. and must be stressed from time to time by squadrons; they should bear in mind that engineers who come on to operations now have spent most of their initial training on Stirlings; the engine handling differs greatly between the two types of aircraft.
The Flight Engineer Leader must have closer liaison with his C.T.O. and report to him any little snags that crop up from time to time, instead of what happens at present – Flight Engineers talking it over between themselves. Improvements can only be brought about by reporting any defects or peculiarities to the right person.
[Cartoon]
Dot and Dash the immaculate W.A.A.F’s. …”if this is your idea of a domestic night, may I never marry!”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 3
[Page break]
GARDENING
On the 21/22nd of the month more vegetables were planted by any one Group than ever before. 5 Group were the authors of this horticultural masterpiece, in planting 382 out of 418 vegetables lifted. 298 of these were Mark VI’s – in which hitherto undreamed of depths of frightfulness have been reached, and some varieties of which were used for the first time this night. 4 and 6 Groups also took part in the operation, bringing the Command total for the night up to 501. Three 5 Group aircraft were missing.
The Armament staffs at the Stations concerned did a great job of work – not made any easier by having also to prepare bomb loads – and East Kirkby performed the unprecedented feat of loading 154 Mark VI vegetables.
The operation was carried out entirely on H2S. Only three failures of sets occurred.
Results? – So far the immediate effect of this attack has been fully up to expectations, namely complete paralysis of all sea-borne traffic in areas vital to the movement of both warships and supplies. Sinkings can be expected as soon as the enemy releases the shipping held up, which he is bound to do soon despite his known inability to sweep his channels clear. The link between this operation and the coming invasion is obvious and the final effects can only be seen in the light of future events.
Other Gardening by 5 Group during the month were as follows:-
48 plantings off the FRISIANS
30 plantings in the HELIGOLAND BIGHT
36 plantings at the Southern end of the KATTEGAT.
24 plantings at the Northern end of the KATTEGAT.
The last two of these are worthy of note, first for the excellent P.P.I. photographs obtained by three aircraft of 44 Squadron, which proved conclusively that their mines were right in the channel; and secondly the success of the long low level flight in daylight conditions by four aircraft of 57 Sqdn.
Facts and figures for the month are:-
Sorties 93
Successful 87
%age successful 93.5
Aircraft missing 3
Mileage flown 91,120
Total successful plantings 520
The total has only once been exceeded by the Group, in April, 1943, when the total was 543. A fine job of work, contributed to by the six H 2 S Squadrons.
Gardening by Command again broke all records, resulting in the planting of 2,749 vegetables plus a small but highly effective effort by Mosquitos of 8 Group. Bomber Command’s war against communications has, in fact, reached a new degree of intensity on land and at sea.
[Cartoon]
“THE VOICE THAT BREATHED O’ER WAINFLEET”
5 GROUP P.O.W. FUND
By now, everyone is probably aware of the formation, on a full Group basis, of the 5 Group Prisoners of War Fund.
The Fund has been formed with the object of obtaining monies for sending monthly parcels of cigarettes and tobacco to each 5 Group Prisoner of War and, where possible, regular consignments of musical instruments, gramophone records, sports equipment, books, etc.
Sending foodstuffs and comforts, such as jerseys, stockings, scarves, etc., is subject to restrictions and is only handled by the B.R.C.S. and the next-of-kin. However, it is not possible for the Red Cross to send foodstuff parcels to any specific person; they are, in fact, sent in bulk to each Camp and distributed evenly amongst all the prisoners. The Fund will, therefore, make contributions to the B.R.C.S. who are requesting the Captain of each Camp containing 5 Group Prisoners of War to put up a notice in the Camp to the effect that the parcels for 5 Group prisoners are being provided by the Fund. It will be appreciated by all that the calls upon the B.R.C.S. at the present time are enormous, and any help we can give by taking over the responsibility for providing the monies for these parcels will be greatly appreciated, and will release money for the other many calls on the Society. Similar contributions will be made to the Canadian, Australian and South African Red Cross Societies and the New Zealand Patriotic Fund.
The next-of-kin are being requested to inform this Headquarters of the type of gift they wish the fund to send and, if possible, their requirements will be met. The next-of-kin are also allowed to send four special parcels per year, and those parcels may contain quite a number of articles. Should the next-of-kin find difficulty in obtaining these articles, they may inform this Headquarters, who will lend assistance in obtaining them.
All parcels, such as cigarettes and those referred to above, originating from this Headquarters, will be marked that they are being sent by the Fund.
Each Base has taken on the responsibility of providing a certain sum of money each month. The organisation and running of the Fund is being undertaken by the Group Headquarters, in addition to their committed financial contribution. The amount of voluntary work entailed to make this scheme a success is large, and is being met mainly by parties of volunteers from all Sections of Group Headquarters.
It is hoped that every member of 5 Group will endeavour to assist the Fund by means of financial contribution. The amount of money required to ensure its success is considerable; any monies left in the Fund at the close of hostilities will be dealt with at the discretion of the Executive Committee, either to help prisoners after their return, or to send to the R.A.F. Benevolent Fund.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 4
[Page break]
AIR BOMBING
The most disturbing feature of the month’s bombing is the continued high Crew errors in the summary of practice bombing. We have, over the last three months, made intensive efforts to improve our standard of bombing and the steady decrease in our bombing errors, both operational and practice, is reflected in the practice bombing figures and the P.R.U. pictures of shattered enemy targets.
However, we are not bombing as well as we MUST in order to ensure that the minimum number of bombs and aircraft are used to destroy the numerous targets awaiting our attention.
Now in what ways can we ensure that, instead of making a monthly decrease in our Crew errors of from 10 to 30 yards, we crack them down in one month by 100 yards and achieve the immediate goal of 150 yards at 20,000 feet.
The following points are designed to make practicable this target for the month:-
1. The last two weeks have seen the introduction of the A.P.I. and Datum point method of finding the bombing wind velocity. A marked decrease in Vector errors has resulted. This method of wind finding, detailed in 5 Group Aircraft Drills, will produce vector errors of less than 60 yards.
[Underlined] NOTE: [/underlined] The Navigator’s Union must therefore concentrate on the perfection of this technique, and one of the main sources of bombing errors will be finally eliminated.
2. Bombsight Serviceability:- Large errors are still directly attributable to technical faults in the Mark XIV. 5 Group Aircraft Drills detail the pre-bombing checks that must be carried out by Air Bombers. Further it is important that the suction that goes into the bombsight is at least 4 1/2“. To ensure this, the reading on the ground of the gauge on the pilot’s panel, with the changeover cock at the Emergency or No.2 position, must be 5 1/2” or more when the inboard engine feeding the sight is run up to at least 1800 revs.
[Underlined] NOTE: [/underlined] It is essential that the Air Bomber teams up with the instrument man responsible for the serviceability of his bombsight. Discuss your bombing results with him, tell him whether your errors are in line, range or are random and go through the causes of particular types of error with him. Reference to paragraph 63, Chapter 9, of the Mark XIV Bombsight booklet held by your Bombing Leader will make you an authority on sources of error.
3. Flying for Bombing:- Much has been said about this most important subject. There is no other type of flying which calls for precision measured in yards, and therefore it is not something that comes automatically, but only with hard training.
[Underlined] NOTE: [/underlined] Pilots must study both the services required by the bombsight and the limitations from which it suffers in its quest for the correct bombing angle.
4. Bomb Aiming:- Unless the drift is absolutely accurate and the pilot’s flying perfect, the target will not drift down the graticule length to the intersection. Therefore it will be seldom that you will have an
(Continued on page 6, Column 1)
HIGH LEVEL BOMBING TRAINING
(Errors in yards converted to 20,000 ft.)
The results of bombing for the period 28th to 31st May (inclusive) will appear next month.
[Table of Bombing Errors by Squadron and Conversion Units]
THE BEST RESULTS FOR MAY
25 Results with Crew Errors below 100 yards at 20,000 feet.
Next month should see a record number!
Squadron or Con. Unit Pilot Air Bomber Navigator Crew Error at 20,000 feet.
9 W/Cdr Porter F/O Pearson F/O Logan 63 yards
P/O Campbell F/O Tyne F/O Bennett 72 yards
P/O Bunnagar F/O Isfan Sgt Henderson 93 yards
49 P/O Graves-Hook F/O Sinden F/O Johnson 92 yards
F/L Matheson F/O Matthews Sgt Launder 77 yards
F/O Hill Sgt Bell F/O Jones 78 yards
P/O Sullings F/S Haines Sgt. Christian 83 yards
P/O Green F/S Hinch F/S Neal 89 yards
50 P/O Oliver Sgt Leonard Sgt Morris 63 yards
61 P/O Street F/S Brown Sgt Waghorn 90 yards
P/O North F/S Jarvis F/S Crawley 96 yards
P/O Dear Sgt. Wray Sgt Reeve 65 yards
106 P/O Durrant F/S Buchanan Sgt Pittaway 87 yards
617 Lt. Knilans F/O Rogers ? ? 98 yards
619 P/O Aitken P/O Whiteley Sgt. Levy 85 yards
F/S Donnelly F/O Grant F/S Johnson 98 yards
F/S Bennett F/S Griffiths Sgt Lyford 53 yards
P/O McCurdy W/O Stern P/O Hawkes 23 yards
F/L Roberts F/S Deviell F/S Lott 29 yards
F/S Morcom Sgt Lebatt Sgt Whitehurst 91 yards
630 P/O Lindsay Sgt Cummings F/S Rayner 91 yards
1654 F/O Rabone F/o Bjarnason F/O Dilworth 86 & 96 yards
Sgt. King Sgt Harder Sgt Stevenson 78 yards
F/S Jeffery F/S Downie F/S Benson 90 yards
5 LFS F/S Rose Sgt Chatteris F/S Richards 38 yards
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 5
[Page break]
AIR BOMBING (CONTD:)
(Continued from page 5, Column 1)
ideal run up to the release point. It is best to realise this and thus avoid these panicky last moment corrections which will upset the aircraft’s attitude at the vital moment of release. It is far better to accept a small error in line and note on your Form 3073 the amount the graticule was left or right of the target, using the known size of the target to estimate your error. Allowances can then be made in the analysis.
Further, Air Bombers must realise that it is quite impossible for a pilot to stop a 4-engined aircraft dead when making a turn in response to your corrections “LEFT, LEFT” or “RIGHT”. In any case it would be detrimental to the bombsight’s calculations.
[Underlined] NOTE: [/underlined] Air Bombers must, by close co-ordination with their Pilots, develop a smooth unhurried technique on the run-up and correct inter-com patter will aid good team work.
5. [Underlined] TO AIR BOMBERS:- [/underlined] You are the men who actually fire the bomb release switch, and therefore the greatest responsibility is yours. Remember, however, that you are part of a large team, and when you reach the stage of scoring direct hits every time, remember the credit is due to
The Pilot
Navigator
Fitters and Riggers
Bombsight Maintenance Men
Armourers
And
YOU
BOMBING LEADERS’ CORNER
Base Bombing Leaders have been appointed as follows:-
51 Base – F/Lt Brewer, D.F.C.
52 Base – F/Lt Walmsley, D.F.C.
53 Base – F/Lt Murtough, D.F.C.
54 Base – F/Lt Stoney, D.F.C.
55 Base – F/Lt Wonham, D.F.M.
Squadron changes are as follows:-
9 Sqdn. – F/Lt Quilter from 92 Group.
50 Sqdn. – F/Lt. Hearn, D.F.C.
106 Sqdn. – F/Lt. Morgan from 1654 Conversion Unit.
463 Sqdn. – F/O Kennedy from 467 Squadron
619 Sqdn. – F/Lt Ruddock from 6 Group.
Conversion Unit changes are:-
1654 Con. Unit – F/O McRobbie, D.F.C.
1660 Con. Unit – F/Lt Wake, D.F.C. from 106 Squadron.
1661 Con. Unit – F/O Price, D.F.C.
No. 5 L.F.S. – F/O Mercy.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Honig (57 Sqdn) and P/O Pinches (630 Sqdn) obtained “B” categories on Nos.81 & 82 Courses.
Congratulations to P/O Page (1661 C.U.) on obtaining an excellent “A” category on No. 83 Course!
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
“Records are made to be broken” !! – an old saying, but very true this month. Firstly all qualifying Squadrons obtained errors below 100 yards, and secondly 619 Squadron, the stalwarts of the competition, are back at the top with a record low error.
[Underlined] PILOT AND AIR BOMBERS’ ERROR [/underlined]
1st 619 Squadron 42 yards
2nd 61 Squadron 53 yards
3rd 49 Squadron 59 yards
4th 50 Squadron 72 yards
5th 57 Squadron 80 yards
6th 207 Squadron 81 yards
7th 44 Squadron 83 yards
8th 9 Squadron 85 yards
9th 106 Squadron 86 yards
10th (630 Squadron 98 yards
(467 Squadron 98 yards
463 Squadron failed to qualify this month owing to lack of Avro Adaptors necessary to carry out 6-bomb exercises. The Squadron state, however, that they will not only qualify in June, but will win the competition.
Last month’s competition news stated that as 52 Base Squadrons obtained places in the first five. 54 Base have rightly pointed out that the 1st and 2nd places were held by Squadrons who had only just left that Base. It is interesting to note that the same two Squadrons are still on top, but have exchanged position.
Navigator’s Error has been left out this month. The Group Navigation Officer intends to run a wind-finding competition commencing in June.
[Underlined] GEN FROM THE SQUADRONS [/underlined]
[Underlined] 44 Squadron (F/Lt Lowry) [/underlined] have now constructed a first-class bombing panel mock-up in the Bombing Office. It is of inestimable value in checking Air Bombers on panel drill and general manipulation. It is understood that great credit for both this installation and the Mark XIV mock-up referred to in last month’s News is due to F/Lt. Hodgson, Eng. Elect. R.A.F. Station Dunholme, and his instrument men.
[Underlined] 619 Squadron (F/Lt Walmsley) [/underlined] makes the following report on the Squadron’s bombing accuracy (see competition results).
(i) Every aircraft on the Squadron carried out at least one High Level exercise during the month.
(ii) Every morning and afternoon the N.C.O. i/c Bombsight maintenance visits the Bombing Office to report on investigations into previous bombsight failures and to interrogate Air Bombers on current ‘snags’.
(iii) As soon as possible after each operation Air Bombers assemble for their own private raid assessment. Useful suggestions that result are passed on to the appropriate authorities by the Bombing Leader.
Finally a word of thanks is due to Pilots and Navigators of the Squadron for greatly improved flying and wind finding, for bombing.
Publicity has already been given to the outstanding bombing results obtained by two 619 Squadron crews captained by F/Lt Roberts and F/O McCurdy, who obtained errors of 29 and 23 yds. respectively, converted to 20,000 feet. Special mention however, is merited by the exercise carried out at [underlined] Syerston [/underlined] by a crew doing only its first bombing detail in a Lancaster.
PILOT – F/SGT ROSE
AIR BOMBER – SGT CHATTERIS
NAVIGATOR – F/S RICHARDS
The average error for 4 bombs aimed from 12,000 feet was 29 yards – a most creditable performance!!!
[Underlined] 207 Squadron (F/Lt. Billington) [/underlined] have introduced the following excellent scheme:-
From several 1;500,000 maps, a number of cuttings were taken of prominent and likely landfalls on the enemy held coastline. These cuttings measure approximately 5” x 5” and so cover quite an appreciable area of coastline. The landfalls shown were then painted black, with the exception of the towns and rivers or estuaries which are printed in red and blue respectively.
Each cutting was then orientated in a different direction and pasted on a large notice board. The various orientations made identification more difficult and provided useful practice in landfall recognition.
Each pinpoint was then clearly numbered and a corresponding number was attached to a 1;1,000,000 “area of operations” map in the vicinity of the pinpoint in question. At briefing, the route to the target was outlined with a suitable length of cord, and the bomb-aimers could see if the route passed over or near any of the pinpoints! The ‘numbers’ of such landfalls could then be referred to the notice board (as above). By virtue of the blacked out land masses, an impression of the landfall as it would appear either visually or on the H2S – P.P.I. tube, could easily and accurately be obtained.
[Underlined] STOP PRESS [/underlined]
619 Squadron report that F/Lt. Buttar, a pilot, carried out an exercise as Bomb Aimer and obtained average error of 18 yards from 12,000 feet!!!!
[Underlined] AIR BOMBERS’ QUIZ [/underlined]
1. Where and how would you read the suction for the Mark XIV Bombsight?
2. What is the minimum suction on the ground for the Mark XIV and what minimum reading on the suction gauge is required to ensure the necessary suction for the bombsight?
3. What is the correct vectored wind velocity for the Mark XIV Bombsight for True Wind of 090°/30 m.p.h. bearing and distance of marker from Aiming Point 045°/200 yards at a height of 8,000 feet?
4. What are the T.V’s of 4 lb incendiary, 4000 lb H.C., 500 lb G.P. and 1000 lb H.C. bombs?
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 6
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NAVIGATION
All operations this month, with the exception of two, have been of short range. Navigation has therefore been very much easier. Broadcast w/v’s have been used on only two occasions. The results were not very satisfactory in either case. On the Brunswick operation (23/24 May, 1944) nearly half of the windfinders detailed did not transmit a single W/V! Navigators in H2S aircraft must realise they are fortunate in being able to check constantly their aircraft’s position. Non-H2S Navigators are not so fortunate, and they [underlined] do need [/underlined] assistance from you luckier fellows. Bear this point well in mind, windfinders, and the next time we use broadcast winds, let us have 100% co-operation!
With the approach of summer and the consequent drop in “darkness hours available” night sorties will decrease in range. Navigation will therefore become much easier. We must [underlined] NOT [/underlined] however “slacken off” our efforts. Concentration, track and time keeping are still essential to the success of any operation. Station Navigation Officers must carefully check the work of each Navigator and curtail immediately any attempt to “slacken off”. We may be called upon to carry out long range operations at any time, therefore constant practice in the use of Broadcast Wind Velocities, obtaining D.R. positions, etc., is essential, particularly for those new crews who will be arriving at Squadrons during this coming period. To maintain and improve the present standard of navigation, it is suggested that short plotting and computation exercises (similar to those already forwarded to squadrons) should be completed two or three times every week. If they are run in a competitive spirit, they will cease to be a “bind”, and much valuable experience will be gained. Here again particular attention should be paid to the less experienced Navigator.
[Underlined] WIND FINDING [/underlined]
There has been a gradual improvement during the last few months in the accuracy of winds found on operations. The “spread” now experienced in approximately half that of 4 or 5 months ago. An analysis is being made of winds found by the wind finding aircraft on the night 24/25th April, target – MUNICH. The analysis is not yet complete, but a rough indication shows that the probable error in wind finding is now down from 17 to 9 m.p.h. A big improvement, but no one can say there wasn’t room for one! The “spread” on this raid was 60° and 30 m.p.h. 75% of the winds being within 20° and 10 m.p.h. – here again a slight improvement.
It will be seen from the foregoing figures that errors are still far too high. The main causes of such errors are as follows:-
(i) Inaccuracies in taking and plotting of Gee and H2S fixes.
(ii) Inaccuracies in reading and plotting of A.P.I. positions.
(iii) Inaccuracies in measuring the w/v.
These are elementary points and should have been mastered long ago. Nevertheless, they [underlined] do [/underlined] exist and [underlined] must [/underlined] be eliminated. This can only be done if navigators make a regular practice of checking and re-checking all their plotting. It is far better to obtain two Gee fixes and plot them correctly than to obtain four and plot them all incorrectly. There is absolutely no reason why three of four navigators flying in aircraft at the same height, place and time should find w/v’s differing by 40° and 10 – 15 m.p.h. – but this does happen – even when in Gee range. Stations and Squadrons Navigation Officers must check the winds found by all navigators on each operation, and find out what large discrepancies do occur.
[Underlined] PRACTICE BOMBING WINDFINDING. [/underlined]
It is now a known fact that the most accurate method of finding a W/V is by the A.P.I. and datum point method. Instructions have therefore been issued that this method is to be used on all practice bombing exercises. The “vector error” in practice bombing has decreased considerably since this method was introduced. We still have a long way to go however. Not until the “vector error” is 50 yards or below can we claim to be doing our bit. This, therefore, must be our aim. It is not by any means impossible to achieve, providing we carry out the drill correctly and do not make stupid mistakes. Do not for example try and find a w/v over a period of less than ten minutes – it can’t be done!! Always see that you pass over the “datum point” on the [underlined] same [/underlined heading as the first time. This is very important, otherwise large errors creep in.
We now have available a method of checking the w/v’s found by navigators. Downham Market (near Skegness) obtain accurate w/v checks every 6 hours. They are accurate to within 5° and 2 m.p.h. These winds are forwarded to Base and Station Navigation Officers daily. It is hoped that full use is being made of this valuable means of checking navigators work. Navigators should also check with their Squadron or Station Navigation Officers the post-Met. Wind applicable for their exercise.
To foster the competitive spirit, the best 8 wind finders for each month will appear in the Monthly News, commencing next month.
Any criticisms or suggestions for the improvement of the present wind finding procedure will be welcomed. So, go to it, and let us have your opinions – now!!!
[Underlined] TRAINING BASE SUMMARY [/underlined]
During May 229 details were flown on Command and Local Bullseyes, and excellent co-operation has been forthcoming from Nos.12 (F) and 10 (F) Groups. These exercises enable navigators to practice Gee and H2S fixing and learn the troubles associated with defensive manoeuvres. Many special radar routes have been laid on especially across the coasts of Wales, N.W. England and Northern Ireland, and on several occasions squadron aircraft have come in on these exercises (one C.U. pupil on one such flight took no less than 146 H2S fixes – and plotted them!)
H2S training is being extended in the Base and Wigsley will be staring early in June. Preparations have gone on steadily all through May. A trainer, radar mechanics and a training staff are standing by waiting for the next course. At Swinderby and Winthorpe nearly half of each course is now being radar trained and it is hoped that squadrons will appreciate the trouble which has been encountered with aircraft serviceability and stress of other training. Like Gee in the early days, H2S has been thrust upon C.U’s with very little extra staff and inadequate equipment to cope with demands. The second Radar buildings will very soon be ready, and extra bench sets available, so the Group can confidently look forward to a greater number of H2S crews coming through during the summer.
Priority is being put on wind finding by A.P.I. on all exercises – particularly during bombing practices. Trouble is being experienced in fitting the complete modification to the new Stirlings, but this work is being pressed on with as fast as possible. There are now approximately 70 aircraft in the Base fitted with the A.P.I. so that most navigators will receive air practice during their course. Ground Demonstration sets are also being made for all units so that pupils may see the A.P.I’s working on the ground. They will also receive resetting practice. Coupled with A.P.I. instruction, a long D.R. plot using broadcast w/v’s is incorporated in C.U. training. Therefore navigators should be arriving on squadrons fully trained, and well “genned up”. If they are not, then let us hear about it!
The training staffs at H.C.U’s have changed considerably during the last three months. Predominance is now on youth – navigators fresh from Squadrons, and there is only a small percentage of instructors who have been off operations longer than six months. Several Instructors have lately gone to Mosquito squadrons while others have returned to operations in 5 Group and P.F.F.
[Underlined] H 2 S [/underlined]
Operational results on H 2S have been quite good this month, and its potentialities in gardening have at long last been recognised. In this connection, various methods of gardening with H2S have been used effectively.
Dunholme had the first opportunity of using Leica cameras for photographing the P.P.I. at the gardening areas, and proved without doubt that the vegetables were planted in the correct furrows. Unfortunately the shortage of cameras still prevents us using them on operations to any great extent. Training is also restricted to one Base.
This month we welcome 619 Squadron into our select band. It is hoped that they will prove as capable in the use of this new aid as they have in the past with Gee. The responsibilities of training are considerable, and crews in 619 Squadron will have considerable extra flying training to carry out to master H2S. It must be remembered that H2S is primarily a navigational aid, and this must be borne in mind during training; complete mastery of H2S as a navigational aid means better track keeping, better winds, and above all better bombing. By bombing I mean that crews using H2S will ensure arriving at the correct target on time.
Training at Conversions Units is improving considerably, and increasing numbers of crews are being turned out practically fully trained. Wigsley is now ready to commence training and have been fortunate in securing a synthetic trainer. This increase in H2S training reflects great credit upon all the sections concerned, and considerable benefit should be derived by the operational squadrons.
Bomber Command have recently issued a sum-
(Continued on page 8, Column 1)
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 7
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NAVIGATION (CONTD.)
mary on H2S navigation, proving that the most effective method of track keeping is by frequent fixing. Frequent fixing ensures a higher reliability of fixes, and in addition it has been found normal navigation is not neglected. This indicates that successful H2S navigation requires frequent checks on position (at least one fix every ten minutes) combined with the normal navigational procedure. It is realised that most H2S operators in this Group are taught to take H2S fixes every six minutes; however, this point is mentioned in order to prevent the failure of navigation by H2S due to infrequent fixing, which has occurred on several operations in the past.
Nos. 83 and 97 Squadrons are concentrating on blind bombing trials with H2S Mark III and he 184 Indicator, and it is eventually hoped to come to some conclusion regarding the errors of respective methods of blind bombing.
Whilst it is realised visual bombing is the most effective when targets are small and can be identified, H2S Squadrons must by no means relax in their blind bombing training.
In this direction, operators should practice bombing runs on suitable targets whenever airborne. Then the set operator can so tune his set that only the town, the course marker the range marker and the very faintest of ground returns can be seen, he can consider himself approaching proficiency. With this is mind, 55 Base have designed an extremely efficient poster of H2S Track and Ground Speed Bombing, and a copy of this is reproduced in this issue. It is hoped that Command will eventually issue this as an official poster for use on the Navigation Section of all H2S Units.
H2S photography has been rather disappointing this month. Instructions detailing the steps to be taken when photographing the P.P.I. are available on the Squadrons carrying out this training and they must be followed to obtain good quality photographs. Remember poor photographs reflect upon your set manipulation, and individual assessments of your operation of the equipment can be made from the photographs you obtain.
[Underlined] GEE [/underlined]
Operations this month produced no exceptional ranges on Gee, partly due to the fact that most targets were within normal range.
Certain discrepancies were noticed in the North Eastern Chain by navigators in this Group, and steps have been taken to ascertain the error to correct the phasing. Until such time as this is done, the error, although opinions differ as to its limits, will have to be accepted.
Instances have also occurred recently where lattice charts have been found to be inaccurate due to the colour plates slipping during printing. Whilst all Lattice Charts are hand checked, inaccurate charts have on occasions reached navigators, who have been at a loss to explain the difficulties experienced with the Gee chain.
Care is being taken to see that faulty charts are not set [sic] out to units, but in the meantime, every navigator should check his charts to see if the coloured registration crosses (either green, red, or purple) found at each corner of the printed map surface are superimposed one above the other. If one of these crosses is displaced, then the particular coloured lattice lines have been inaccurately positioned and the chart must be exchanged for a correct one.
Good D.R. navigation enabled both the above inaccuracies to be found out and one navigator actually assessed the error which he applied to all his fixes.
Against this we have the navigator who puts the whole of his navigation on to the box and this month a little story with a moral is printed. Acknowledgement for this is due to F/O Craven of 1660 Conversion Unit.
COX AND THE BOX
COX AND THE BOX
You’ve heard of Salome and Lulu,
They’re as well known as Nerve and Knox,
But listen to me while I tell you
The tale of young Cox and the Box.
For 12 months he’d listened to lectures
(Such a bind, and so orthodox),
But just at the end of his training,
An Instructor said “Now meet the Box”.
At the end of a few simple lectures,
He mused on his way to the Blocks;
“Damn the D.R. and the Astro –
Why work when you’ve got the old Box?”
Navigation henceforth seemed so easy,
Bang on! – Back to Base from Clyde Docks.
On return they repeated the warning;
“Use D.R. – don’t go round on the Box”.
On the Squadron, his first trip was simple,
From the time he heard “Out with the chocks”,
To the time that Control replied “Pancake”,
He chewed – and got round on the Box.
The next was to Essen – they bombed and came out,
But were coned, and took several hard knocks;
The kite had been hit, but what shook him most
Was to find he’d no joy on the Box.
The petrol was low, they couldn’t find Base,
But by now accustomed to shocks.
No D.R. – no air plot – he vainly looked up,
But still found no joy on the Box.
The sequel is morbid, and sad to relate,
It’s all filed away under “Cox”,
Read on if you will, and you’ll see what we say,
Use D.R. – don’t go round on the Box”.
“You had a son, in the Air Force,
In Aircrew I think, Mrs. Cox?
Well, he’s been pretty rapid and finished his trips.
And they’re sending him home – in a Box”.
EQUIPMENT
The present grave shortage of manpower is causing increasing difficulties to Maintenance Units and Station Equipment Officers should therefore ascertain by personal investigation whether all their demands are being correctly prepared. If all stations regularly raised their demands in the official manner, there would be considerable economy in manpower and time spent in satisfying demands at M.U’s. and numerous queries would be obviated. For easy reference, some of the salient points are set out as follows:-
[Underlined] Forms 600 Demands. [/underlined]
(i) Insufficient address. Units should always state full postal address, and it is important that the accounting serial number is clearly endorsed as part of the address.
(ii) Nearest railway Station muse [sic] be quoted directly beneath the address.
[Underlined] Urgent Demands (A.M.O. A.481/43) [/underlined]
(i) These demands must be placed together in a separate envelope, stamped in RED, “PRIORITY 1 C”.
(ii) Date for delivery must be quoted in all cases, and an interval of at least ten days should be given.
(iii) The endorsement must be initialled by the demanding officer.
(iv) Aircraft or engine type and serial number, or the purpose for which other items are required, must be quoted. In the case of M.T. the chassis number must invariably be given.
(v) Immediate despatch of all Urgent Demands to Equipment Parks by their transport or D.R.L.S.
[Underlined] A.O.C. or I.O.R. Signal Demands. [/underlined]
It is important that this type of demand be raised strictly in accordance with A.M.O. A.1312/42, as amended by A.M.O. A. 326/44. These demands are of the very highest priority and therefore it is essential that the method of raising the signal is uniform in every detail at all Units. Signals must be made out very clearly, and only one section may be demanded on one signal, and not more than 8 items of one particular section – and each of these items must be given a separate line (see A.M.O. A.604/40).
If all concerned comply strictly with the letter of the law in this respect, there is every reason to hope that the goods will be received with the minimum of delay with consequent reflection of increased serviceability and efficiency.
[Underlined] AIR SEA RESCUE (Continued from page 10 Col.1)
New crews are now getting a thorough introduction to the Lancaster Dinghy and Parachute Drills at the L.F.S. and the dummy fuselage is paying high dividends. The record time for a dummy ditching at Syerston is 10 seconds. It was encouraging to hear a gunner remark as the crew stood on the starboard mainplane with their drill completed in 16 1/2 seconds – “That’s not good enough, Skipper, let’s have another go.”
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 8
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H.2.S TRACK & GROUND SPEED BOMBING
IDEAL BOMB
Set on Dalton Computer W/V and True Air Speed. From the measured track compute the course to make good this track. Make any alterations as necessary. Set Range Drum to 10 miles in order to know when to switch to 10/10 scale. [Diagram] No. 1
When on 10/10 scale make final corrections of heading to ensure correct tracking. Range marker is set to correct radius on range drum ground speed settings. [Diagram] No. 2
No. 3 [Diagram] Height pulse must be set against first ground return before ground speed is set on the Range Drum.
No. 4 [Diagram] Ground speed is found to be 200 m.p.h. Rotate range drum until 200 ground speed line is against range pointer. This pre-sets range marker ring to a set radius on 10/10 scale.
Note the time that range marker ring cuts response. 30 seconds plus time delay for real bombs from this time the aircraft has travelled to bomb release point. At this point bombs away. [Diagram] No. 5
[Underlined] NOTE [/underlined] The 30 second delay release lines on the H2S range drum is calibrated for the ideal bomb. To ensure that real bombs strike the target, a time delay has to be added to 30 seconds. This time delay differs for different categories of bombs and will be given at briefing by the Bombing Leaders.
No. 6 [Diagram]
Point where range marker ring cuts response on 10/10 scale.
Distance denoting timed run of 30 plus seconds to release point.
Release Point. Bombs Away.
Forward trail of bomb carries it to objective from release point.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 9
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AIR SEA RESCUE
There was one known ditching in the Group during May. On the night 27/28th May, a Mosquito of 627 Squadron was heard to transmit “Engine on fire – ditching”. The aircraft was flying at low height over the sea after attacking the target, and later was sighted burning on the surface. Search on the following morning revealed aircraft wreckage off the enemy coast. Unfortunately no one was rescued.
This one incident does not mean that 5 Group crews are “Ditching free” or are unlikely to have to ditch in future. The most recent monthly analysis shows that 189 lives were saved from aircraft in all Commands which ditched in home waters. A total of 467 lives were lost, however, in ditchings – a high proportion of 71%. A majority of these losses occurred in ditchings when no W/T messages were received. This proves that sea crossings, even on short range targets, are still a hazard for aircraft which may have been damaged by enemy defences.
Regular practice of dinghy and parachute drills must continue. Saturday morning is the time for such practice. Several squadrons have got down to this very quickly, but others are not carrying out the instructions from this Headquarters in either the spirit or the letter.
Ten crews were tested during the month in the Safety Drill Competition. Generally crews has a good idea of what was required, but the majority revealed lack of practice. One Flight Commander provided a refreshing example. His crew drills were perfect. A Flight Commander is a busy man, and yet he and his crew made the time to set an example and give themselves a wide safety margin if ever they have to ditch.
(Continued on page 8, Column 3)
Results of the Safety Drill Competition for May are as follows:-
Place Dinghy Drills Parachute Drills
1 52 Base 55 Base
2 53 Base 54 Base
3 54 Base 52 Base
5 55 Base 53 Base
The best and worst crews were in 55 Base, and one crew with just over 50% of marks placed the Base last in order of merit. Details of Squadrons tested and marks gained are as follows:-
[Table of Safety Competition Results by Squadron]
[Underlined] NOTE [/underlined] The Training Base Record for a Dinghy Drill is 10 seconds. The best Squadron time was [underlined] 18 seconds [/underlined], the worst [underlined] 43 seconds. [/underlined]
ENEMY AGENTS CARELESS WALKERS
With the lighter evenings and finer weather there is a great deal to be said for a country walk over the fields after working in an office all day.
You may not be interested in birds nests or flowers but even in flat country like Lincolnshire there is some amazingly pretty scenery if you will only walk to see it. If you are lucky, you may be able to take a pretty picture of scenery with you, which will make all the difference.
Do remember though, that when walking in the fields, you are really trespassing and owe a debt of gratitude to the owner or tenant of the land for letting you enjoy yourselves. Hardly any farmers will raise any objection wherever you walk, if you for your part will take just a little trouble to avoid two things,
(i) trampling on growing crops
(ii) leaving gates open.
The farmer is putting a great deal of very hard work into his land nowadays and suffering just as badly from the manpower problem as we are in the Service, perhaps even worse. You will see Mrs. Farmer nowadays doing much heavier work in the fields than many of us would care to tackle, and for very long hours too.
If you walk along the hedgerows or fence sides you will do no harm to crops; its [sic] the best place to walk too if you are interested in nature, but most important of all DO SHUT EVERY GATE you go through, even if its [sic] open when you get there. It was probably left open by someone careless ahead.
Gates left to swing in a wind soon break and farmers can’t get new ones nowadays. Cattle get through from the roadside or neighbouring fields; a flock of sheep in the wrong field can easily cause a loss of a hundred pounds or more to a farmer. He won’t want you in his fields at that price, and it’s no good blaming the sheep. The farmer’s doing a vital job of work in this war to provide our food, so help him as much as you can when you enjoy his fields and [underlined] PLEASE SHUT THAT GATE [/underlined] and don’t be a CARELESS WALKER.
ACCIDENTS
During May [underlined] over 50 [/underlined] aircraft were damaged in accidents within the Group – the majority seriously. At least 14 were written off completely, and 8 were [underlined] Cat. B [/underlined] The Cat. AC total will probably be 16, which leaves only about 12 aircraft which sustained minor damage. These are depressing figures, and are all the more regrettable because at least 20 of these accidents were “avoidable”.
Squadrons damaged 21 aircraft including six Mosquitos, and 51 Base damaged 29. One Spitfire of 1690 B.D.T.F. was also damaged.
Details of avoidable accidents during the month are as follows:-
[Underlined] Squadrons [/underlined]
Taxying…3
Swings…2
Overshoots on Landing…1
Mid-Air collision…1
Others…3
[Underlined] 10 [/underlined]
[Underlined] 51 Base [/underlined]
Taxying (M/T)…1
Overshoots on Landing…3
Swings…2
3 engined overshoot crashes…1
Maintenance errors…1
Others…2
[Underlined] 10 [/underlined]
[Underlined] TROPHY FOR ACCIDENT FREE SQUADRON [/underlined]
A Silver model of a Lancaster has been presented to the Group by Messrs. A.V. Roe. The Air Officer Commanding has decided to award this model Quarterly as a trophy to the Squadron or Training Unit with the least number of avoidable accidents. The first award will be made at the end of June for the period January to June and thereafter every three months. The Squadrons in the lead at the end of May are 49, 57 and 106 Squadrons.
[Underlined] TAXYING [/underlined]
Taxying accidents were fewer this month. It is notable that Training Base had only [underlined] one [/underlined] and this an M/T collision, which did minor damage, A most peculiar accident, which is classed as “Taxying” for want of a better category, occurred on a Squadron recently. A Lancaster pilot turned off the runway and stopped all his engines because of low brake pressure. He re-started his inners with the idea of proceeding to a position more favourable for towing and had just started moving when a ground crew N.C.O., entered the cockpit, grasped the throttles and commenced manipulating them. The Lancaster gathered speed, left the perimeter and finished up with a broken undercarriage when it hit an obstruction. As ground personnel are strictly forbidden to taxy aircraft this episode needs no further comment.
[Underlined] SWINGS [/underlined]
Mosquitos provided the two serious swinging accidents in Squadrons this month – one landing and one taking off. Both occurred in a cross wind.
One Stirling swung on take-off and sustained only minor damage when the tailplane struck some bushes. The pilot did the right thing after the swing started. A Stirling
(Continued on page 16, Column 1)
5 GROUP NEWS. NO.22 MAY, 1844. PAGE 10
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SIGNALS
[Underlined] INT QEF? [/underlined]
The R.1082/T.1083 W/T G.P. installation departed from Bomber aircraft about three years ago; with it went the crystal monitor, and we were all very pleased! Since then the Marconi G.P. installation has performed excellent service, and with operators who are kept in practice, has tuned to within a kilocycle of the required frequency.
When an aircraft is acting as W/T control for a large force, it is imperative that the W/T equipment is accurately tuned, otherwise the vital control messages are lost in the welter of interference which hems in all frequencies those nights.
On two occasions this month the control aircraft has been off frequency. This has necessitated the re-introduction of the crystal monitor as an essential item in aircraft carrying out the duties of Controller, Deputy Controller and W/T link, and good results are now once again being obtained. The crystal monitor is, however, a rather clumsy device and requires some skill. Thanks to the ingenuity of Ludford Magna we are trying out a crystal controlled T.1154, which eliminates – almost entirely – the human element. Ludford Magna id obtaining excellent operational results, which we intend to emulate. Thank you 1 Group.
[Underlined] WE HEARD [/underlined]
During the month we have obtained several excellent recordings of the intercom. and R/T in control aircraft during controlled attacks. These recordings, in addition to providing accurate minute by minute pictures of the course of attacks, have brought to light several technical difficulties and enabled them to be overcome. One, in particular, was the loud high pitched whine which had been accepted by crews as an unfortunate regular feature of V.H.F. R/T over the Continent. Thanks to the recordings this whine has been identified and almost completely eliminated. Arrangements are in hand to make permanent recordings for issue to Squadrons and training units. Main Force crews will then fully realise the many problems with which the Controller has to contend.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
As far as Aircrew Signals is concerned, the month resembled the old adage – “Came in like a lion, went out like a lamb”. And what a lion?
Nevertheless, we have derived much profit from our mistakes, and have emerged the purer for our trials, although it is to be regretted that our major “boob” occurred when our comrades from No.1 Group were helping us. We hope that on the next occasion we can prove to them that all is now well with our Operators. All Wireless Operators (Air) are fully aware by now of what is expected of a Controller’s Operator, and without any excuse for the repetition we would say [underlined] Practice makes for Perfection. [/underlined]
To improve the standard of speech throughout the Group, not only on V.H.F. but on R/T generally [underlined] and [/underlined] intercomm., it is hoped to install a Speech Training Section in our Conversion Units and at the Aircrew School at Scampton. Instructors have had a special short course a A.D.G.B. Headquarters where all Sector Controllers are taught the art of making themselves clearly understood without the need for repetition. The idea is not to produce an Oxford accent, but rather to give all crews the perfect “Mikeside Manner”, and if we can achieve this end, we shall be a step nearer to perfection.
[Underlined] TRAINING ROOMS [/underlined]
All Signals Leaders by now will have had a copy of the schedule of equipment laid down for Signals Training Rooms. This is just one more step in the right direction, and it is hoped that all concerned have taken advantage and put in all the necessary demands.
[Underlined] GROUP W/T EXERCISE. [/underlined]
A few Squadrons did not produce their past form this month. Little points like not using the correct aircraft letters allocated to the Squadron, starting the exercise late, giving one message and then asking permission to close down. Now all Signals Leaders will agree that the Group exercise is an invaluable method for keeping operators on top line, and more attention must be paid to it in future.
[Underlined] RECALL SIGNALS [/underlined]
Why is it that Wireless Operators (Air) take so long to answer a recall signal? The need arose during this month to recall the few aircraft that had taken off for an operation, and considerable time elapsed before all aircraft had acknowledged the message. This state of affairs hardly ties up with Instructions in force about maintaining a continuous listening watch on Base. The Group Signals Leader would like to see an improvement, please.
[Underlined] TAIL WARNING REPORTS [/underlined]
There is another corner of the Signals Leaders’ domain that could stand a clean up with the help of our sister section, the Gunners (Bless ‘em). There is still a good deal of duff gen reaching this Headquarters on the Form “Z”. The Operator states that there were no sightings of enemy aircraft not picked up by the E.W.D; the Gunners sign that statement, but someone tells the Intelligence Officer a different story. You can help the war effort by vetting the Intelligence reports and preventing this duff gen from leaving your Station. It would save the writer’s telephone extension from overwork too.
Apart from these few moans, the general standard of Wireless Operators (Air) in the Group is high. They are doing an excellent job, and playing a worthy part in the present battles. Make sure that we can continue this be profiting [sic] from our mistakes in the past, and training at every available moment.
[Underlined] POINTS TO NOTE [/underlined]
1. Has the new Bomber Command General Instruction governing attacks at night by aircraft in home and enemy waters been seen and read by all Wireless Operators (Air) of this Group?
2. M/F D/F Sections now send out an interval signal, if not already on the air. Are you au fait? Note – no DIT DITS in acknowledgement, by order.
3. Have you all met Monica’s baby brother Walter – by Pickup out of Her?
[Underlined STOP PRESS [/underlined]
Congratulations to F/Lt Cawdron, D.F.M., No.630 Squadron, who topped No.7 Signals Leaders’ Course.
[Underlined] W/T FAILURES [/underlined]
The W/T failure percentage for the month of May has, regrettably, shown an increase over the previous month. Congratulations are however, extended to Signals Officers and their Maintenance staffs for having no maintenance failures in Sqdns throughout the month. It is interesting to see how the maintenance failure percentage has slowly decreased to zero, and it is hoped that during the forthcoming months this can be maintained. During May there were no cases of aircraft failing to take off on operational missions as the result of Signals defects. It is also gratifying to learn that there were only five “early returns” due to signals failures out of 2,254 operational sorties flown. Of the remaining 42 failures, approximately 90% of them are attributed to equipment defects. A good show, chaps – keep it up.
[Underlined] V.H.F. R/T FITTING [/underlined]
All stations have received during the month, a policy letter on the projected programme of V.H.F. fitting for the remainder of 5 Group Squadrons. The supply of all items of equipment, apart from connector sets, has been kept up to schedule. The first consignment of connectors is due, while the 26 Group Fitting Party should be with us any day. Fitting of 44 Squadron should therefore commence without much delay. All indications are that the flow of connector sets will be steady from then onwards.
[Underlined] RADAR CONFERENCE [/underlined]
The Radar Conference held during the month was attended by all Base Signals Officers and Radar Officers in the Group, as well as representatives of Bomber Command. The agenda
(Continued on page 12, Column 1)
ELEMENTARY MY DEAR WATSON
Flight Lieu-ten-ant Jo-seph Soap
Re-port-ed every wire-less slip
In the de-cent pi-ous hope
That R.A.E. might take a tip,
And fab-ric-ate su-per-ior mods
For fit-ing by main-ten-ance nods.
He viewd with sca-thing scorn-ful jeers
And wide su-per-ior smiles,
Dis-com-fit-ure of dull con-freres
Whose in-eff-ect-ual wiles,
And urg-ent eff-orts ne’er re-lax
To co-ver up their sec-tions’ blacks.
E-vas-ive ac-tion reaps re-ward
By kee-ping fail-ures down.
On hon-est men a-buse is poured;
Con-tume-ly is their crown.
A pa-ra-dox you must ad-mit.
The mo-ral’s there, dis-cov-er it!!
ANON (CIRCA 1944)
5 GROUP NEWS. NO.22 MAY, 1944. PAGE 11
[Page break]
SIGNALS (CONT.)
was long, and a great divergence of opinion was shown on many items. All agreed, however, that the conference had cleared up numerous points, and such conferences should be held more often.
The introduction of Base Servicing was the main item on the agenda. This subject was discussed in detail, and it was agreed that Base Servicing would be introduced when appropriate accommodation and test equipment became available. Some Bases have, at present, a system of Base servicing, and are of the opinion that it produces a great saving in time. The systems now in use, however, are not all-inclusive and to make them so, many changes will be necessary. Bomber Command is at present working out the final details of a complete Base Servicing system. It is probable that they will send representatives to each Base to study the accommodation position.
Another complicated issue was the standardisation of Daily Inspections. There has long been a requirement for some D.I. card, similar to the Form 700, to standardise Daily Inspections, and to ensure that nothing is forgotten. This was not thought necessary by many Radar Officers. However, some days ago, a check was made on man-hours spent in the daily inspection on various equipments, and it was found that Bases often differed by 100 per cent. This confirms our opinion that there is a lack of standardisation which may be responsible for some of our failures. Trials are now being carried out by all Groups on D.I. cards forwarded to Command by this Headquarters. Any suggested alterations will be made to Bomber Command, and a final card is to be printed and issued. It will then be up to the Squadron Radar Officers to ensure that these cards are correctly used. H.Q.B.C. is also preparing a Form 22E for major and minor inspections of Radar equipment. This form will be similar to the present Signals Form 22, and will cover inspections of Col.7 and Col.9 equipment.
[Underlined] H 2 S FITTING [/underlined]
The fitting of H2S in the Stirlings of out Heavy Conversion Units has now been completed. This provides 41 aircraft for training in H2S and Fishpond, with the resultant increase in the number of trained H2S crews arriving at Squadron. Metheringham and Wigsley received their synthetic trainers during the month, and there is a good chance of all H2S Squadrons being so equipped by the end of June.
The introduction of H2S to 619 Squadron is now under way, and it is expected that this squadron will be completely equipped by the end of June.
[Underlined] SERVICEABILITY [/underlined]
Last month’s forecast of an increase in serviceability was no doubt greeted with laughter. However, fine weather, short range targets and greater attention to detail have brought their reward with an increase in the serviceability of all equipments except H2S Mark III.
[Underlined] GEE [/underlined]
The short range targets attacked during May provided ample opportunity for Gee to regain much of its old glory.
Serviceability was the highest yet – 96.9% an increase of 0.4% over April. The other types of Radar equipment are, however, catching up rapidly, and it appears that there is a possibility of Gee losing its leadership in the coming month.
[Underlined] MONICA IIIA [/underlined]
This equipment came the nearest to overtaking Gee, with a serviceability of 93.5% out of 745 sorties. This is very commendable indeed, and it is hoped that squadrons can maintain this high figure when the weather and target ranges are not so favourable. Congratulations to 467 Squadron, who have completed their last 134 sorties without a single Monica defect. This is a record well worth beating.
[Underlined] H 2 S MARK II [/underlined]
May brought us to the end of the second round in our battle for increased H 2 S. Mark II serviceability. For the first time the Group serviceability for a whole month was 90.0%. This is good. Let us now try, during the third round, to bring it up to 100%. There still remains, however, a serious number of cases of switching off and flashing on the screen, which seems to indicate that the old sources of trouble still predominate, viz., filament transformers, and H.T. condensers. H.Q.B.C. are making every effort to divert the new type filament transformers from the production lines for retrospective fitting. They have been informed however, that it will be a few weeks yet before this can be done. Crystals and cases of no signals are also assuming a large proportion of the failures, and to combat this, improved versions of valves are being tested.
[Underlined] H 2 S MARK III [/underlined]
Unfortunately a setback in serviceability of H2S Mark III was experienced during May. Out of a total of 75 sorties, there were 14 difficulties reported, giving a serviceability of 81.2%. Among these failures there do not appear to be any outstanding breakdowns, but considerable work remains to the done in clearing up the various minor snags which only become evident after considerable operational experience.
[Underlined] FISHPOND [/underlined]
Fishpond has made a favourable advance in serviceability, with an increase of almost 3% over April. A total of 937 sorties was flown of which 89.1% were serviceable. As Fishpond serviceability largely depends on H2S, an increase in H2S serviceability will cause a corresponding increase in Fishpond. In last month’s V Group News, reference was made to trials to reduce Fishpond minimum range. The filter unit which was produced has proved unsatisfactory, and at present there are no signs of this problem being solved.
TACTICS
[Underlined] EARLY WARNING DEVICES [/underlined]
The following extracts from combat reports show again what Monica and Fishpond can do is properly used:-
(i) “The only indication of E/A’s presence was on Visual Monica which first indicated at 2,000 yards. The W/Op. gave running commentary until E/A closed to 800 yards – fighter not identified visually by either gunners. W/Op. instructed “corkscrew to port”, tracer from fighter then seen to pass on the starboard beam – gunners still unable to make visual contact.” (467 Squadron).
(ii) “After breaking away from first contact (this was indicated by Monica) E/A continued to shadow our aircraft until time of this attack, during the period between attacks the W/Op. reported contacts on Visual Monica but no visual was obtained owing to bad visibility.” (50 Squadron)
(iii) “Contact by Fishpond at 2 1/2 miles dead astern, and the bomber corkscrewed at 800 yards, visual by both gunners at 500 yards. Both gunners opened fire at 500 yards and strikes were seen on the fuselage, followed by a bright white flash. E/A did not return fire and broke away on the starboard quarter down.” (50 Squadron)
(iv) Contact on Fishpond at 2 miles port quarter. Bomber corkscrewed at 800 yards. Visual by gunners at 400 yards; both fired short bursts before E/A disappeared from view. No return fire.” (44 Squadron)
It appears from other combat reports that some crews are getting contacts quite early (up to 2000 yards), but do not corkscrew until the fighter is at a range of 600 yards, or until the gunners obtain a visual. The outcome in several encounters of this nature has been for a gunner to order “corkscrew” and the fighter to open fire at the same moment, often causing damage to the aircraft before the manoeuvre has begun. The moral is quite obvious. If you have adequate warning of an E/A go into a corkscrew at 750 yards. This technique has put fighters off time and again.
[Underlined] WINDOW [/underlined]
Frequent reminders have been seen in these pages in recent issues emphasising the necessity for dropping Window at the correct rate. If some people have taken note of these reminders, there are still others who have yet to realise the importance of launching Window correctly. A long and interesting paper has been produced by the Window experts and will be forwarded to units in a day or so. All crews must take the opportunity of finding out all about Window from this informative paper.
[Underlined] RECORDINGS OF CREW PROCEDURES [/underlined]
An excellent portable wire recording and reproducing unit, lent to us from the USAAF has supplied us with some interesting recordings of crew intercommunication and V.H.F. R/T procedure in Controllers’ aircraft during recent attacks. Experiments are being carried out to convert these recordings into permanent records for use in squadrons and training units. One point which stands out clearly is the reluctance of the bombing force
(Continued at foot of Column 2)
[Underlined] TACTICS (Cont. from Col.3)
to comply quickly with the Controller’s orders. After he orders bombing to cease there should be no delay in withholding your bombing run. Even a Mosquito which probably has to fly low and re-mark or back up, cannot cope with a shower of bombs falling on top of it.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 12.
[Page break]
GUNNERY
[Underlined] TRAINING WITH CINE GYRO ASSESSORS [/underlined]
This training showed a very welcome increase during May, particularly in the 51 Base units, who have now got the scheme working smoothly, but could produce even better results is [sic] more gyro assessors were available. 20 more assessors have been asked for, and it is intended to distribute them within 51 Base to reduce the amount of fitting and removal in aircraft. This, at present, is considerable, and rapid changes have to be made each time an aircraft detailed for gyro work becomes unserviceable. With the increased allotment of assessors, more aircraft will be fitted, and less wear and tear imposed on the assessors.
Squadron training with gyro assessors has also improved, but there still remain several squadrons who are lagging behind. These Units should make an effort to exercise more crews during June, and aim at giving each gunner at least one exercise during each month. 97 and 83 Squadrons have now been equipped with assessors and will commence training early in June. Squadron Gunnery Leaders have been instructed in assessing the films, and all processing can be carried out on the spot. Instances have occurred when processed films have remained in the Photos. Section 24 hours after processing; this shows a lack of co-operation between Photos. and Gunnery; it is essential that films be shown as soon as possible after landing, while details of the exercise are still fresh in the gunners’ minds. All operational units are being equipped with an “Ampro” projector, for projecting cine gyro films, and all existing silent projectors will be replaced by the “Ampro”, which is particularly suitable for film assessing. Details of the issue and exchange are contained in Bomber Command letter BC/S.23964/E.4. dated 25th March, 1944.
[Underlined] SIGHTING CHECKS IN SQUADRONS [/underlined]
During May, personnel from 1690 B.D.T. Flight carried out a series of sighting checks on Squadron gunners; the results are given below:-
[Table of Gunners’ Test Results by Squadron]
Squadron Average 64.64
Gunnery Conferences were also held at each Base, and all Gunnery matters, particularly training were discussed; minutes of these Conferences have been circulated to all units. The suggestions put forward at these conferences are under consideration, and decisions will be communicated to Units shortly. The suggestions that each squadron should have a training aircraft was of particular interest to Gunnery Leaders, as it will ease the problem of gyro fitting and harmonising considerably.
[Underlined] FROSTBITE [/underlined]
After a period of warm weather, and medium height attacks, the return to high level attacks on Duisburg and Brunswick produced several instances of frostbite amongst gunners. Precaution against frostbite must be observed at all times. A recent examination of gunners’ helmets in one unit revealed that quite a number had not the metal parts of the harness covered with tape, thus increasing the risk of frostbite to the face. Both the use of Lanolin and the abovementioned precaution are vital if frostbite is to be avoided.
The use of Balaclava helmets has proved successful, and a request has been made to establish this a as a stores item; this will eliminate the necessity for relying on the local knitting circle and the Comforts fund as a source of supply. While we are very grateful for the efforts of those concerned, some units had difficulty in obtaining enough to equip all gunners.
[Underlined] CLEANLINESS OF PERSPEX [/underlined]
Units are reminded that “SINEC” cleaning outfits, stores reference 336/767, are available on a scale of one per aircraft, for cleaning perspex, and gunners should avail themselves of this equipment for cleaning turret cupolas. The outfit consists of three bottles of cleaning and polishing preparations together with cleaning rags. One squadron has twenty of these outfits held in the Gunnery Section, which are issued on signature to Gunners each morning when gunners are allotted aircraft for daily inspection.
[Underlined] MARK IIIN REFLECTOR SIGHT {Stores Ref. 83/2465 [/underlined]
The above item has been introduced in sufficient quantities to equip all rear turrets in operational aircraft, letter dated 21st May, reference 5G/618/2/Armt. gives full particulars of this issue. The sight embodies a new type dimming control and has no metal hood, which improves the search position. No sunscreen is fitted to the Mark IIIN sight, but special sights are available fitted with a sunscreen. Reports from gunners who have used the sight on operations are all in favour, and Gunnery Leaders should press for the fitting of this item.
[Underlined] ODD JOTTINGS [/underlined]
Experiments are being made to ascertain the possibilities of using a pilot type parachute in the rear turret.
Fiskerton have received the first F.N.121 rear turret on a demonstration stand. This turret includes Mark 2C Gyro Gunsight, electric motor for servo feed, and improved valve-box.
Supply of microphone heaters is held up for three months, but an allotment of 100 has been received; these will be distributed early in June.
Standard Free Gunnery Trainer at Swinderby is completed.
Squadrons are now being equipped with electric gun heaters in rear turrets.
1690 B.D.T.F. personnel at Swinderby are producing a synthetic trainer for teaching the corkscrew.
Tests with infra-red cameras in rear turrets against Hurricane aircraft at night, will be made during June.
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
Congratulations to S/Ldr. Patten on appointment to the C.G.I. post at Aircrew School, Scampton.
F/Lt Hamilton will fill Gunnery Leader vacancy at Aircrew School.
(Continued on page 14, Column 2)
This month’s bag:
[Cartoon]
[Underlined] DESTROYED [/underlined]
Squadron. A/C letter Date Type of E/A
44 Y 3/4.5.44. ME.109 (c)
207 X 3/4.5.44. ME.110 (c)
106 Q 9/10.5.44. JU. 88 (c)
61 P 11/12.5.44.. JU. 88 (c)
[Underlined] PROBABLY DESTROYED [/underlined]
630 Z 3/4.5.44. ME.109 (c)
57 T 21/22.5.44. JU. 88
57 C 22/23.5.44. JU. 88
[Underlined] DAMAGED [/underlined]
57 T 1/2.5.44. ME.210
97 N 3/4.5.44. ME.210 or 410
57 A 7/8.5.44. ME.410 (c)
97 E 7/8.5.44. ME.109
57 L 7/8.5.44. JU. 88
57 L 7/8.5.44. T/E u/i
619 A 7/8.5.44. DO.217 (c)
630 E 12.5.44. ME.110 (c)
57 T 21/22.5.44. JU. 88
619 G 21/22.5.44. JU. 88 (c)
630 Q 21/22.5.44. T/E u/I (c)
207 F 22/23.5.44. JU. 88
106 V 22/23.5.44. JU. 88
106 R 27/28.5.44. ME.110
The claims marked (c) have been confirmed by Headquarters, Bomber Command.
[Cartoon]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 13
[Page break]
SECOND THOUGHTS FOR PILOTS
[Underlined] VETERANS [/underlined]
Read paragraphs 1 to 3 for Freshmen. The same applies to you. The 90° test for the Mark XIV Bombsight is as new to you as to the freshmen, so get it buttoned up. It has been proved that experienced pilots who can fly accurately in normal flight, and keep the top needle of the turn and bank indicator central, develop a consistent creep as soon as they commence the bombing run. Are you one of the offenders?
Take an interest in the analysis of your practice bombing results. Take an interest in the technical staff who maintain your bombsight. Talk things over with your Air Bomber. You’ve probably some these things before, and you must concentrate on them even more from now on.
Don’t expect your navigator to get accurate pinpoints on H2S unless you are assisting him by flying straight and level. If you fly unsteadily, the images he gets will be blurred and indistinct.
There’s a landing ground at Fristen near Eastbourne which you may see homeward bound sometime. This is not an airfield with facilities comparable to Woodbridge and is now unsuitable for night landings. The airfield surface is grass and the longest run, 1650 yards, has a sheer drop into the sea. Don’t use this landing ground except as a last resort in a grave “emergency”.
If your hydraulics are unserviceable and you are attempting a belly landing or a ditching, don’t use the air bottle to lower some flap otherwise the wheels will come down as well!
If you have to land using Fido, turn on your internal cockpit lights. This will help to counteract dazzle from the glare of the burners.
[Underlined] FRESHMEN [/underlined]
Flying for bombing must be your main preoccupation from now on. You are attacking small targets and are putting night precision bombing on the map. First of all learn the limitations of the Mark XIV Bombsight, and the flying errors that can creep in.
Study the 90° method of testing the Mark XIV Bombsight in flight. Don’t leave this to your Air Bomber. You play a very large part in making this test productive.
Do correctly banked turns for correction on your bombing run. Keep the top needle of the turn and bank central. Don’t slip or skid. Practice correction with your Air Bomber, and when you get the “Steady” from him, come out of your turn in the normal way. Don’t hurry the recovery from the turn.
Several pilots got into difficulties last month through flying in or near cumulo-nimbus cloud. This type of cloud is dangerous for all aircraft, and the moral is – avoid it!! Get a copy of A.P. 1980 – “How to Avoid Flying Accidents due to Weather” – it’s well worth reading.
If you experience juddering after take off it is probably due to the wheels spinning as the undercarriage retracts. Apply a touch of brake to stop the wheels. Check your cowlings in case the juddering is due to other causes.
This is old “gen” but it is still ignored. Don’t rush your throttles open on take-off, just because you are on a short runway with a full load. Your airscrews will only be slipping, and you won’t get the thrust equivalent of the power used. Open up easily and gradually. You’ll “unstick” just as soon and you won’t swing.
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.B.S.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Station]
GUNNERY LEADERS’ MOVEMENTS (Cont. from page 13 Col. 3)
F/Lt. Wynyard, ex 57 Squadron, will take over Gunnery Leader’s post at 49 Squadron.
F/Lt. Harper, ex 207 Squadron will fill Gunnery Leader’s post at 1660 Con. Unit) [sic]
F/Lt. Clarke, ex 1660 Con. Unit to fill Gunnery Leader’s post at 467 Squadron.
F/Lt. Cleary, ex 27 O.T.U., Lichfield, to fill Gunnery Leader’s post at 44 Squadron.
F/Lt. Gross appointed Gunnery Leader at 9 Squadron.
F/O Wyand posted from 9 Squadron to 619 Squadron.
F/Lt. Howard posted to Coningsby for special duties.
PHOTOGRAPHY
The number of photographic attempts during the month of May was 1515, of which 1045 produced plottable ground detail; it will again be noted from the analysis that the percentage of failures remains high. Many of these failures should not have occurred.
Small stocks of Kodacolour films do not permit its extensive use, but a proportion of aircraft in all squadrons except No. 54 Base, have been detailed to carry composite film. It is still necessary to centralise processing at Scampton to economise in the use of special chemicals. Nos. 53 and 55 Bases have now undertaken the assembly of their own composite film, and it is interesting to note that no major difficulties have been experienced. It is, however, obvious that all photographers do not yet realise the extreme care that is necessary when dealing with composite film assembly. Senior N.C.O’s are directly responsible for studying the preliminary instructions issued from this Headquarters, and ensuring that he whole of their staff are trained and practiced; this is particularly important in respect of processing, and when sufficient chemicals and film are available, each Base Photographic Section will commence its own processing. No deviation from these instructions will be permitted.
[Underlined] H 2 S Photography, [/underlined] the small supply of miniature cameras has retarded progress, but an improvement is expected during this month. Results have been obtained with the few cameras at our disposal, but some of them were out of focus. This is thought to be due to the focussing device. Examine this item of equipment, and ensure that the matt surface, of the glass is [underlined] towards the camera lens and the packing piece between the glass surface and the screw locking ring. [/underlined]
It is necessary to draw attention to the curious fact that there are still some photographic personnel that imagine that their only duty is F.24 night photography, and that when new methods and equipment are introduced they should be attended by increases of staff. That this attitude should be obvious id an indication of poor control on the part of certain N.C.O’s; it is, therefore, necessary to correct this idea immediately. It does not matter what photography is undertaken, the photographic section on the Station and Squadron will treat each branch with speed and efficiency. There are no trade union hours in the R.A.F. and Senior N.C.O’s are reminded that the question of priority of work, should it arise, will be given by the Senior Intelligence Officer.
ANALYSIS OF RESULTS BY SQUADRONS
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 14
[Page break]
[Cartoon] SPORTS [Cartoon]
The month is remarkable for the scarcity of station reports. The change-over from winter to summer games may have some bearing on this, but reports are essential if this column is to mirror the Group activities, so next month, chaps, please let us have it by the 2nd, missing nothing from the activities of the local trout-ticklers to the best figures of the station Henry Cotton.
[Underlined] FOOTBALL [/underlined]
[Underlined] SCAMPTON’s [/underlined] final game in the Lincoln League was with Avro. They lost 5- 3 to their “case hardened” rivals, but have put up the following significant record:-
Played. 52
Won. 38
Lost. 10
Drawn. 4
Goals for 193
Goals against 113
[Underlined] DUNHOLME LODGE [/underlined] completed their season with two games, losing 1 – 3 to Waddington and beating Scothern 2 – 0 at home.
[Underlined] FISKERTON [/underlined] football has seen a memorable rivalry in the knock-out competition, between “B” Flight and S.H.Q. These two teams have now played four games with extra time in the last two, and still no result. The winners of this Homeric duel meet B.A.T. Flight to battle for the cup.
[Underlined] BARDNEY [/underlined] wound up their season with a 4 – 2 win over the 1st Border Regiment, leaving them with the following satisfactory season result:-
Played. 18
Won. 12
Lost. 3
Drawn. 3
Goals for 65
Goals against 42
RUGGER
[Underlined] WINES RUGGER CUP [/underlined] – The Wines trophy was finally won by Winthorpe in a hard tussle with Dunholme. The result was 11 – 8 for Winthorpe after a keen game with both sides going all out. In the second half some pretty passing was produced, and it was certainly anyone’s game until the final stages when Winthorpe got on top although their right three-quarter had left the field. Air Commodore Hesketh presented the trophy to the winning team. Winthorpe are to be congratulated on reaching the final of both the Wines Cup and the Matz Soccer Trophy – well done Winthorpe.
[Underlined] HOCKEY [/underlined]
[Underlined] SCAMPTON [/underlined] would [sic] up their season with three games, all of which they won. A Men’s team beat Ingham 4 – 0 at Scampton. Their next two matches were the semi-final and final of the Group Mixed Hockey Competition. In the semi-final they beat Waddington 4 – 3 in a hard fought game, and defeated East Kirkby 5 – 3 at Swinderby in the final.
[Underlined] 5 GROUP MIXED HOCKEY TROPHY [/underlined]
The latter stages of this Competition were rather long drawn out, and East Kirkby stood patiently by, waiting for the other finalist to be decided. Scampton and Waddington met in the semi-final, Scampton winning 4 – 3 by a last minute goal. The final was played off at Swinderby. Scampton had a very forceful forward line and led 5 – 1 until Kirkby staged a rally and added two quick goals, leaving the final score 5 – 3 for Scampton. So Scampton became the first holders of the 5 Group Mixed Hockey Trophy. This latest addition to the Group Cups has been purchased by the officers of 5 Group Headquarters, and presented for annual competition amongst the Group Stations.
[Underlined] CRICKET [/underlined]
[Underlined] THE GROUP COMPETITION [/underlined] is going well. Sections A and B have already produced finalists. In Section B two powerful teams are to meet in the final – Swinderby and Syerston. In Round 1, Swinderby beat Dunholme by 5 wickets; in Round 2 they beat Waddington without losing any wickets. Syerston scored 115 – 0 against Skellingthorpe’s 26 all out in Round 1. In Round 2 they beat Headquarters 5 Group side, scoring 70 – 10 against Group’s 52 – 9. This last game was quite a thriller. Group batted first on a well soaked wicket, and scratched together 52. The formidable Syerston opening pair (MacKenzie (Hants) and Warburton (Lancs)) soon rattled up 30, and looked set for the night. Then inspiration came to the Group’s change bowler. MacKenzie and Warburton fell in successive overs and Todd went on to return an average of 7 for 8. Group passes out of the competition, but got a tremendous moral fillip at having “shaken ‘em”. Even the fielders, floundering (and sitting), in knee high grass, felt the flush of near-triumph. Wigsley, in Round 1, were unlucky to lose to Group. The Headquarters side were all out for 102 and Wigsley made 94 for 5, not realising until too late in the game that the 15 overs were nearly spent.
In Section A, Metheringham beat Spilsby (62 – 8; 58 – 10), and Woodhall (33 – 4) beat Bardney (32-10). East Kirkby had a bye to the second round and Coningsby beat Fiskerton to become the other semi-finalist. Metheringham (95 – 8) beat Kirkby (79 – 10) in Round 2, the other finalist not yet being decided. It should be possible to play off the Section finals and the Group final before this month end, leaving the warmer (we hope) weather for more leisurely friendly games.
[Underlined] SCAMPTON [/underlined] played five Station matches during May, and in addition had several inter-section matches and W.A.A.F. games.
[Underlined] DUNHOLME [/underlined] managed three games, losing to Swinderby in the Group Cup, beating Scampton and playing a draw with De Ashton Schools. In addition five section games were played.
[Underlined] FISKERTON [/underlined] were very industrious and laid two practice wickets and two pitches in a field adjacent to the camp, and practice wickets at Watch Tower, A and B dispersal, and B.A.T. Flight Hangar. There is no better way of ensuring a full and profitable season than this adequate provision of pitches – well done Fiskerton.
[Underlined] BARDNEY [/underlined played Border Regiment, losing 43 – 62; their second games was with Woodhall in the Group Cup. Woodhall, who field a powerful side, defeated them33 – 4 against 32 – 10.
[Underlined] 5 GROUP [/underlined] boast a cricket pitch with fielders’ amenities, in the form of trees within whose shade the more cunning deep slips lurk. The wicket is not so kind, and emphatically earns its title “sporty”, in true village tradition. The Group side beat Wigsley in Round 1 of the Cup, but lost to Syerston. An evening game v 93 M.U. at Collingham was marred by Home Guard charging about the field in their Salute the Soldier manoeuvres. A R.A.F. – W.A.A.F. game Is planned, the only limits imposed on the R.A.F. being that they bat left-handed, bowl underhand, and take catches one handed!
[Underlined] SOFT BALL [/underlined]
Fiskerton beat Skellingthorpe 25 – 2 in the first match in the South Lincoln Zone Competition. The game is arousing considerable interest among non-Canadian personnel. Any station that would like to field a team is invited to contact Fiskerton or Bardney.
[Underlined] GENERAL [/underlined]
Tennis, Squash, Swimming, Cycling, Golf, Badminton – every game has its enthusiasts throughout the Group. Sport is doubly important just now – it’s a duty to be “fit to fight”.
ECONOMY AND SALVAGE
DUNHOLME LODGE received a “special mention” for Economy and Salvage in the Bomber Command Bulletin No. 35 for May, 1944.
Most people in this country, and probably in many other countries as well, are keyed up for the biggest military operation in history, which is scheduled to begin on “D” Day.
There is no doubt that when the plunge is made, very great demands will be made on transport for some time, and the supply of materials will be a matter of first-rate importance.
“Ah, yes”, you say, “but the plans are already made, and sufficient materials will be available and provision made for their transport when the day arrives. Anyway, what’s that got to do with my job?”.
Just this. Each of us has the opportunity day in and day out, of effecting some economy, either by means of using less of certain things than we have become accustomed to, or by ensuring that minor repairs to equipment are carried out promptly, and so preventing major repairs or renewals.
Our first aim should, therefore, be to take care of materials and equipment so that their repair or replacement is reduced to a minimum, and, secondly, when things cannot be used any longer, they are disposed of as salvage.
The most important items are Paper and Cardboard, Heavy Ferrous Metal, Drums of all types, and used Oils.
The Scots have a saying – “Every mickle makes a muckle” which, being interpreted, means “A stitch in time saves nine”!
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 15
[Page break]
ACCIDENTS (CONTD:)
also on landing, and damaged another aircraft in dispersal. This accident has not yet been fully investigated.
[Underlined] OVERSHOOTS [/underlined]
A Squadron pilot made a wheel landing on a long runway in a Lancaster, and did not take into account his all up weight of 55,000 lbs. He was late in applying brake, and overshot. The undercarriage broke in a ditch. There was no wind at the time. Remember the slower rate of deceleration with a heavily laden aircraft!
Two of the Stirlings which overshot were on three engines. One pupil Pilot landed on a short runway in a light wind. He should have asked Flying Control to let him use the long runway, as three-engined landings on less than 2000 yards runways are forbidden in 51 Base. Details of the other three engined overshoot are not yet available, but it follows the usual pattern – an error of judgement by and inexperienced pilot who approached too fast.
[Underlined] OTHERS [/underlined]
One pupil in a Stirling crashed while attempting to go round again from a low height, with one propeller feathered. This accident is still under investigation.
A Lancaster pilot returned from an operation this month and forgot to lower his undercarriage before landing. Such accidents are fortunately few and far between on Lancasters. Sufficient to say that the log books of both Pilot and Flight Engineer have been endorsed in RED. This aircraft had a noisy TR1196, which probably accounted for the F/Engineer not hearing the order “Wheels Down”, but….
A Lancaster was taking off when the leading edge of the port wing came loose and folded back. With great difficulty the pilot got the aircraft in the air. He made a fast approach out of necessity but the resultant heavy landing wrecked the aircraft. The primary cause of this accident was faulty maintenance, but it must be remembered that when examining leading edges for security before starting up, pilots and Flight Engineers must get [underlined] under [/underlined] the wing and see that the panel is flush with the mainplane. It is no good just looking at the screws from the front.
Included in the other accidents (not classed as avoidable) are 7 caused by tyre bursts, 3 undercarriage pylon failures in Stirlings, and 4 obscure crashes. One Lancaster landed on top of another which was about to take off, and caused fatal injuries. This accident is under investigation.
[Underlined] HEAVY LANDINGS [/underlined]
The ‘score’ of heavy landings this month is [underlined] nil. [/underlined] – first month for a long time. This is just as it should be. Keep it up!
GIVE ALL YOU CAN TO THE 5 GROUP PRISONERS OF WAR FUND.
(SEE PAGE 4 FOR DETAILS)
TRAINING
There was a record number of crews produced by 51 Base during the month. A total of 131 crews were posted to No. 5 L.F.S. and 136 passed out from 5L.F.S. to squadrons. The Base, therefore, produced eleven crews in excess of the commitment for the month. To achieve this, the Heavy Conversion Units flew 5,650 hours and the L.F.S. the exceptionally fine figure of 2,240 hours. The weather was exceptional throughout the month, and hard work by maintenance personnel provided all units with the aircraft necessary to meet commitments.
A high light during the month was provided by 1661 Conversion Unit which put up 21 Stirlings on the night of 24/25th May, on night cross countries, Bullseye and bombing exercises. There were 21 aircraft detailed, no cancellations, no early returns and no accidents. The take off was on Operational lines and the aircraft took off at about a minute and a half intervals.
Accidents, unfortunately, marred the picture. The problem of tyre creep and busts is still a major one. Undercarriage defects have involved extensive co-operation with the manufacturers. It is hoped that “coring”, which has been a chronic complaint, will be cured as a result of the month’s investigations. Experiments are being made with tractors to tow aircraft instead of taxying, to see whether braking during taxying is the prime factor contributing to tyre defects.
H 2 S training is expanding in quantity and quality with each week. The difficulty of keeping the necessary serviceability balance between H 2 S and non-H 2 S aircraft is a serious headache for engineers. The new radar buildings will enable extra bench sets to be installed and more ground training completed.
A new syllabus for ground training has been introduced to provide instruction on better crew co-operation lines. Lecture room accommodation is inevitably an associated problem. The Instructor check staff now fly more frequently with crews under training, and some improvement in al specialist sections is apparent.
[Underlined] COMMITMENTS FOR JUNE [/underlined]
The month of June will see the summer training programme in full swing. The commitment will be 132 crews per month from the 3 Heavy Conversion Units, and 128 from No.5 LFS. From 15th June, LFS. are scheduled to produce 132 crews per month. This should be regarded as the minimum, and all Units should endeavour to exceed their commitment without loss of quality.
To ensure that the demands of No.5 L.F.S. are not excessive, and that crews will get a maximum amount of supervised training a revised Lancaster training syllabus has been produced. This will give crews at L.F.S. a total of 11 hours Lancaster flying, of which 6 hours will be dual. The instruction is confined basically to conversion to type and all cross country and affiliation exercises will be done on the squadrons. Instructors have been detached from 51 Base to supervise squadron training which will amount to 11 hrs 10 minutes, not including an experience sortie. Careful organisation by Operational bases is essential to ensure the smooth running of the supervised training in squadrons.
(Continued from previous column)
H 2 S commitments are increasing steadily, and with the fitting of H2S in 619 Squadron, approximately 50% of crews under training will now be required for H2S Squadrons. This means that 15 crews going into our Heavy Conversion Units from now on should be ear-marked for H2S training.
[Underlined] BOMBING TRAINING DRIVE [/underlined]
A drive on bombing, and the need for the most intensive application to bombing training is paramount. The night precision bombing which this Group is carrying out will receive its foundation of consistent accuracy in 51 Base. Crews at the Aircrew School must receive a thorough grounding in the checking of the Mark XIV Bombsight and its use on operations. On all flying exercises when practice bombs are carried, the correct bombing procedure and the elimination of error is to be regarded as the main object of the flight. The bombing exercises are to be thoroughly analysed after every flight, and the Base Bombing Leader must check the progress of the bombing drive in the Base. The motto is- Think bombing, talk bombing, practice bombing, analyse bombing and BOMB ACCURATELY.
RECENT GOOD SHOWS
P/O Secker and Sgt Gillespie of 619 Sqdn. set a fine example of airmanship on a recent sortie. During take-off P/O Secker found the A.S.I. was unserviceable. He continued the take-off, however, and in spite of the unserviceable instrument, set a course for the target. Sgt Gillespie, the Flight Engineer, traced the fault to a stripped nut in a pipeline. He repaired the pipeline with adhesive tape, and the crew completed a successful sortie.
P/O Dunne, pupil pilot of 1661 Conversion Unit, was taking off in a Stirling when at about 50 feet the port inner engine caught fire. He feathered the propeller and made a safe three-engined landing. This was a good show which reflects credit on his instructor.
Quick thinking and decisive action on the part of Sgt. Spears, a pupil Flight Engineer of 1654 Conversion Unit, saved a Stirling last month. Due to faulty manipulation by the 1st Engineer, all four engines cut through lack of fuel. Sgt Spears, however, tackled this failure and managed to restart the engines when the aircraft had reached 600 feet.
P/O Monaghan of 106 Squadron, showed excellent captaincy and skilled flying under very difficult conditions. He was shot up over the target, and on his return to this country could only get one leg of his undercarriage down. He made a superb landing on the one main whell [sic] in 500 yards visibility at Carnaby emergency airfield, without causing injury to the crew.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 16
HONOURS & AWARDS [Cartoon]
The following immediate awards have been approved during the month.
44 SQUADRON
F/Sgt. K.L. SUMNER D.F.M.
P/O W.A. STRATIS D.F.C.
S/L S.L. COCKBAIN D.F.C.
49 SQUADRON
P/O G.E. BALL D.F.C.
A/S/L J.H. EVANS, DFC Bar to D.F.C.
P/O A.G. EDGAR D.F.C.
57 SQUADRON
SGT. R.D. CHANDLER D.F.M.
61 SQUADRON
P/O R.J. AUCKLAND D.F.C.
F/O G.A. BERRY D.F.C.
83 SQUADRON
W/O K.A. LANE D.F.C.
F/L N.A. MACKIE, DFC Bar to D.F.C.
97 SQUADRON
A/F/L G.S. CHATTEN D.S.O.
106 SQUADRON
S/L E. SPRAWSON D.F.C.
207 SQUADRON
W/C J.F. GREY D.F.C.
463 SQUADRON
A/S/L W.L. BRILL, DFC D.S.O.
F/O D.F. WARD D.F.C.
W/C KINGSFORD-SMITH D.F.C.
467 SQUADRON
F/O J.A.C. KENNEDY D.F.C.
617 SQUADRON
F/O P. KELLY, DFC Bar to D.F.C.
F/O L.J. SUMPTER, DFM D.F.C.
619 SQUADRON
SGT. H.G. BRADY D.F.M.
P/O D.A. WADSWORTH D.F.C.
SGT F.H. JOY D.F.M.
SGT. J.H. MALTBY D.F.M.
W/C J.R. JEUDWINE, OBE D.F.C.
A/S/L W.N. WHAMOND, DFC Bar to D.F.C.
F/L J.A. HOWARD, DFC Bar to D.F.C.
F/SGT L.J. BIRCH D.F.M.
627 SQUADRON
F/L D.W. PECK, DFC D.S.O.
630 SQUADRON
P/O R.C. HOOPER D.S.O.
A/F/L T. NEILSON D.F.C.
The following Non-Immediate awards were approved during the month.
9 SQUADRON
F/SGT N.D. OWEN D.F.M.
F/SGT J.L. ELLIORR D.F.M.
SGT. A. FIELDING D.F.M.
SGT A.G. DENYER D.F.M.
SGT. K. PACK D.F.M.
F/O C.P. NEWTON D.F.C.
44 SQUADRON
F/SGT B.H. WHITE D.F.M.
SGT. H.R. PITCHER D.F.M.
F/SGT C.W. DIMBLEBY D.F.M.
P/O R.A. McKITRICK D.F.C.
F/O J. GOURLAY D.F.C.
SGT. V.F.G. LAKER D.F.M.
P/O Q. SNOW D.F.C.
49 SQUADRON
F/L R.N. GIBSON D.F.C.
P/O L.F. TAYLOR D.F.C.
50 SQUADRON
P/O J.M. LAING D.F.C.
F/O W.R. FRANCIS D.F.C.
57 SQUADRON
F/O G.K. KING D.F.C.
SGT. H. JOHNSON D.F.M.
[Page break]
57 SQUADRON cont.
F/O H.H. CHADWICK D.F.C.
P/O J. SHERRIFF D.F.C.
P/O W.A. WEST D.F.C.
F/SGT W. DAVIS D.F.M.
61 SQUADRON
F/L A. SANDISON D.F.C.
F/O C.E. LANCE D.F.C.
106 SQUADRON
F/O H. JOHNSON D.F.C.
F/SGT W.P. AHIG D.F.M.
F/SGT J. BOADEN D.F.M.
A/S/L A.H. CROWE, DFC Bar to D.F.C.
SGT L.J.B. BLOOD D.F.M.
F/SGT A.G. MEARNS D.F.M.
207 SQUADRON
P/O C.M. LAWS D.F.C.
SGT H.C. DEVENISH D.F.M.
SGT G.H. CASTELL D.F.M.
A/F/L H.J. PRYOR D.F.C.
P/O S.V. SAFELLE D.F.C.
F/SGT A. BRUCE D.F.M.
SGT. A. BARKER D.F.M.
467 SQUADRON
P/O B.R. JONES D.F.C.
P/O R.M. STANFORD D.F.C.
617 SQUADRON
W/O W.J. BENNETT D.F.C.
P/O W.G. RADCLIFFE D.F.C.
F/SGT R. BATSON D.F.M.
F/SGT M.G. DOWMAN D.F.M.
463 SQUADRON
F/O A.E. KELL D.F.C.
630 SQUADRON
SGT D.J. TAYLOR D.F.M.
F/O J.H. PRATT D.F.C.
[Page break]
OPERATIONS (CONT.)
damage, although on a rather less severe scale can be seen at the Power Station to the N.E. The attack by a small force on Annecy on 9/10 was outstandingly successful. Apart from one small building in the S.E. corner of the factory, the whole target has been almost completely destroyed. On the 24/25th the raid on Eindhoven was abandoned owing to 10/10ths cloud, but this disappointment was to some extent compensated by a successful attack on the General Motors Assembly Plant on the same night. The main building group is about 75% demolished, while damage can be identified to dockside buildings and servicing tracks.
Sea mining was undertaken on five nights during the month.
A note of extreme optimism perculated into the month’s operations by the introduction of four coastal defence battery targets. The first to be attacked was Marselines and St. Valery-en-Caux, both on 27/28. The former battery received many near misses within 50 yards, but it is difficult to speculate on the resultant damage to the primary weapons. Some damage to personnel accommodation is, however, apparent.
St. Valery was more successful 208 craters can be seen in the target area, resulting in four of the emplacements receiving direct hits, with very near misses to the remaining two positions. The following night, 28/29, the battery at St. Martin de Varreville was attacked. An extremely heavy concentration of craters throughout the battery area was achieved, with obliteration of all but one of the emplacements. The coastal defence battery at Maisy, singled out for attack on the night of 31st, had 10/10ths stratus to thank for a quiet night.
Although the true Allied design is cloaked, and little can be gained from the study of the month’s air tactics, it can at least be tendered that our offensive is producing results which are measurable and progressive.
AIR TRAINING
There was a satisfactory improvement in the number of fighter affiliation details flown by aircraft of 1690 B.D.T. Flight during the month, Squadrons and Training Units trebled the number of Gyro Assessor exercises compared with the April figure.
The fighters carried out 440 hours day affiliation (over 1700 exercises) and 251 hours other flying, which included standing patrols for “snap” interceptions of Stirlings in 51 Base, night training, air tests and drogue towing for the R.A.F. Regiment. The posting of five Hurricane pilots in a week towards the end of the month seriously handicapped Squadron affiliation and replacements are urgently required.
Hurricane pilots of the detached elements of the Flight in the Operational Bases who were out of touch with night flying, were given a short refresher at R.A.F. Station, Cranwell. No. 52 Base showed initiative and enthusiasm by completing their night Hurricane training during the month and doing some searchlight co-operation by arrangement with 50 A.A. Brigade (5 A.A. Group). They were all set to start night affiliation with their own bombers when two of their three pilots were posted. The other Bases have yet to complete night training. This must be done in the early part of June. The absence of flame shields and V.H.F. is no restriction; neither is essential.
The following table shows the details of air training in the Group, and the flying times of 1690 B.D.T. Flight.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING MAY
[Table of 1690 B.D.T. Flight Flying Times by Base]
[Table of Fighter Affiliation Exercises by Squadron]
LINK TRAINER
There is a slight increase from last month in the total number of hours Link practice carried out during the month. This was, however, due entirely to an increased effort by Flight Engineers, pilot times being slightly less than the previous month. This decrease was due mainly to operational commitments, but there is still room for improvement in Link Hours. Don’t neglect your Link practice, accurate instrument flying is essential for accurate bombing.
LINK TRAINER FLYING TIMES
[Table of Link Trainer hours carried out by Squadron]
ARMAMENT (Continued from page 2 Col. 2)
[Underlined] VISIT TO STEEL FOUNDRY [/underlined]
The Armament Brach at this Headquarters was fortunate enough to pay a very interesting visit to a Steel Foundry which is casting out 1000 lb M.C. bombs for us. It is understood that this particular firm were the pioneers of the new method of casting steel bomb bodies and consequently a very comprehensive story of the evolution of the 1000 lb cast steel MC bomb was obtained from the people who really know.
The visit was of about four hours duration and all stages of the process were witnessed under the watchful eye of a very competent guide. The visit was not without its comic side; the Group Armament Officer at one time was seen diving into a heap of wet sand as a very large crucible of hot molten steel swept smartly past his ear. Incidentally the crane carrying the steel was in the very skilful hands of a member of the fair sex, which may account for the C.A.O. not seeing the crucible a little earlier.
Efforts are being made to obtain permission for all Armament Officers to have the opportunity of visiting a similar foundry.
[Underlined] TRANSPORT [/underlined]
There is at last news of the 30 cwt van for Armament Officers, and as it is now on the establishment, a daily visit to the transport section might prevent a mis-allocation.
The Army have provided 24 lorries and 50 men to assist in handling explosives – a duty new to them, which they are performing with great zeal.
5 GROUP NEWS. NO.22. MAY, 1944. PAGE 17
[Page break]
OPERATIONS
The high light of the month’s offensive was the dropping of more than 37,000 tons of bombs by Bomber Command – the greatest weight of bombs ever dropped in a single month. Our contribution to the blue print pattern of the Second Front has been a rather varied one, including attacks on railway centres, ammunition dumps, military depots, aircraft factories and explosives factories. 2254 sorties were flown, with 3.2% casualties.
The campaign against the enemy’s aircraft production, commenced in April last, was continued with unabated vigour, culminating in five successful missions. The attack against the Usine Liotard Aircraft Repair Works on 1/2 set a particularly high standard for the month. Of the three main buildings comprising the works, two were completely destroyed and the third severely damaged. On the same night an attack was launched against the same S.N.C.A.S.E. aircraft assembly plant at Toulouse. The whole factory sustained severe damage, including in particular, the destruction of the three main buildings, the assembly plant, the testing shop and the components store.
The main weight of the attack on TOURS airfield on 7/8th was distributed among the administrative buildings and the N., S., and W. hangar areas. In the former, seventeen buildings have been more than 50% destroyed – only eight out of the 41 buildings in the area remain undamaged. Damage is also severe in each of the hangar areas.
Both the Airfield and Seaplane Base at Brest/Lanveoc-Poulmic were attacked on 8/9. All five hangars at the airfield were hit, causing serious damage. Other incidents can also be identified. The principal damage at the Seaplane Base is to the main hangar and officers’ quarters, which have sustained several direct hits.
Mobility, and the resultant power of rapid concentration, which the Hun no doubt hoped would assist in countering the invasion threat, has made transportation the objective of much of May’s 37,000 tons. This Group was detailed to attack the railway yard and workshops at Lille on 10/11. Photographs taken after the attack indicate that two locomotive sheds and a car repair storage shed have been destroyed – the transhipment sheds and other buildings being severely damaged. There are also numerous hits on the tracks. Cover of Tours following our attack on the marshalling yard on 19/20, shows particularly severe damage to railway facilities and the passenger station. The goods depot is more that [sic] 50% destroyed, while the locomotive workshops and depot are severely affected. All tracks are interrupted. Weather affected our effort on the Amiens marshalling yard on 19/20, although some aircraft bombed. P.R.U. cover is awaited. In the raid on Nantes on 27/28, only half the effort could be brought to bear owing to smoke obscuring visibility. Despite this, a total of at least eighty hits were secured on the railway tracks, causing considerable dislocation. The railway junction at Saumur was attached [sic] with some effect on the night of the 31st. On this occasion also, smoke tended to obscure the target, but not before rather more than half of the attacking force had bombed, securing hits on the tracks, railway station and sheds and causing damage to the road bridge.
Two main targets were selected during the month – Duisburg on the 21/22, followed immediately by Brunswick on 22/23. At Duisburg further damage has been caused to business and residential property, especially in the town centre, and also to important industrial targets, chiefly in areas south of the docks. Brunswick, unfortunately, continued its charmed life, and apart from a few incidents near the eastern marshalling yards came through its ordeal unscathed.
It is interesting to note that there is some evidence that already the German repair system is overtaxed to such a degree that no attempt has been made to repair much of the damage to his communications.
If evidence is required of the rapid approach of invasion hour, this can surely be found in the recent shifting od the main weight of attack to the methodical disorganisation of the Western Wall itself. Not only have coastal defence batteries commanded our attention, but also ammunition dumps, military camps and powder works. The attack on the Pouderie Nationale Explosives Works at Toulouse was outstandingly successful. Extensive damage has been caused, which has virtually written off the plant. Sable-sur-Sarthe on 6/7th was equally effective. Photos taken the day following the raid show smoke emitting from the remains of the ammunition dump. All the principal buildings in the ammunition filling installation have been destroyed or damaged – the site of the storage units in the central sector of the dump being marked by large craters. The Salbris Explosives Works and Depot attacked on 7/8th sustained severe damage. Of the larger of the two factory units not one building has escaped. Despite the dispersal if the storage depot, which consist [sic] of ten separate areas, five have been damaged, three particularly severely.
The tank training centre at Mailly le Camp received our attention on the 3/4. Some 5000 troops and between 50 – 60 Tiger tanks were believed to have been housed here. The results achieved by the attack were impressive. Not one building in the group of M/T and barrack buildings has escaped damage, 34 out of a total of 47 buildings being totally destroyed. In the remaining group of 114 barrack buildings, 47 were destroyed and many of the remainder damaged. Bourg-Leopold (11/12) the largest enemy barracks in France was a most attractive target, but again the weather was fickle, with the result that the mission was abortive. It is interesting to note that Command has since attacked this target, producing very heavy damage throughout the entire barracks area. Our agenda for the month included four more pre-invasion targets of a rather miscellaneous variety – namely the Gnome and Phone Foundry at Gennevilliers, the Ball-Bearing Factory at Annecy the Phillips Works at Eindhoven and the Ford and General Motor Works at Antwerp. Very severe damage can be seen throughout the Foundry and Stamping Plant at Gennevilliers following the attack on 9/10. The adjoining Electrical Engineering Works and Tyre and Rubber Works have also suffered. In addition
(Continued on Page 17, Column 1)
WAR EFFORT
[Table of Sorties carried out during June including awards by Squadron]
ERRATUM: In the above table 463 Sqdn should occupy fifth place, with all subsequent squadrons amended accordingly.
5 GROUP NEWS. NO.22. MAY, 1944.
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V Group News, May 1944
5 Group News, May 1944
Description
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Five Group Newsletter, number 22, May 1944. Includes a foreword by the Air Officer Commanding, and features about armament, war savings, flying control, engineering, flight engineers, gardening, prisoner of war fund, air bombing, navigation, equipment, H2S track and ground speed bombing, air sea rescue, enemy agents and careless walkers, accidents, signals, tactics, gunnery, second thoughts for pilots, aircrew volunteers, photography, sports, economy and salvage, training, recent good shows, honours and awards, air training, link trainer, operations and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
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IBCC Digital Archive
Date
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1944-05
Contributor
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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20 printed sheets
Language
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eng
Type
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Text
Text. Poetry
Identifier
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MStephensonS1833673-160205-26%20may%2044
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Belgium
France
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
Belgium--Antwerp
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
France--Amiens
France--Brest
France--Gennevilliers
France--Mailly-le-Camp
France--Nantes
France--Sablé-sur-Sarthe
France--Saumur
France--Toulouse
France--Tours
Netherlands--Eindhoven
Germany--Braunschweig
Germany--Duisburg
Germany
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-05
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Distinguished Flying Cross
ditching
flight engineer
ground personnel
H2S
Heavy Conversion Unit
Lancaster
navigator
pilot
radar
RAF Dunholme Lodge
RAF East Kirkby
RAF Fiskerton
RAF Swinderby
RAF Syerston
RAF Wigsley
RAF Winthorpe
rivalry
sport
Stirling
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1002/11309/B[Author]HumphreyEv10001.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1002/11309/B[Author]HumphreyEv10002.jpg
e5eacf93e5a10abab1f1f27d1d083fbf
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
Humphrey, Elizabeth
E Humphrey
Description
An account of the resource
Seven items. The collection concerns Elizabeth Humphrey (b. 1924, 2098310 Royal Air Force) and contains a photograph, service material and an exercise book with hand drawn diagrams and training notes. She joined the Women's Auxiliary Air Force and served in Balloon Command before remustering as an instrument technician and being posted to 12 Squadron at RAF Wickenby.
The collection has been donated to the IBCC Digital Archive by F Joseph 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
2018-05-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Humphrey, E
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
LIZ’S SERVICE HISTORY
The large brown document is a photocopy of Liz’s RAF FORM 543-AIRMAN’s RECORD OF SERVICE which was the standard administrative document used for Air Force personnel. The original is still held in RAF archives.
It details the various postings Liz undertook, with dates and operational squadrons/units, and detailed below are notes on each of these where available from RAF and other sources. It also shows promotions up to Leading Aircraft Woman in Oct 1944.
At the time of volunteering and joining up to Belfast Reserve on 8th Jan 1942, next of kin is Liz’s father, address Carnkenny, Ardstraw, Newtonstuart, County Tyrone. Liz is recorded as being 5 feet 4 inches tall, with 33 inch chest (presumably this information needed for uniform measurements!!!), brown hair, blue eyes and fair complexion.
The document also shows the fictitious date of birth Liz gave, 4th August 1923, making her out to be 13 months older than she really was. Throughout her service Liz is recorded as being of “very good” character!
8-1-1942 Joined Belfast Reserve, as ACW 2
28-1-1942 Transferred to Gloucester.
This seems to have been the start point for kitting out trainees prior to moving on to barrage balloon training at Morecombe. See attached article about Joyce Ashdown, who started at Gloucester and trained at Morecombe for 6 weeks from January 1942.
5-3-1942 Joined Morecombe Barrage Balloons, for training
4-6-1942 Moved to 970 Balloon Squadron.
I’ve not been able to trace exact location. See article by Jean Shepherd, “Memories of a Balloon Operator”, who was not based in the same area as Liz but whose experiences may have been similar.
13-4-1943 Moved to 30 Operations Training Unit.
I believe this was based at Hixon, near Lichfield, Staffordshire, and was used for training Wellington bomber crews in night bombing, and for operations. Attached is an extract from the “Operations Record Book” for March 1943, just before Liz’s arrival, and indicates plenty of social activity, and 2800 people based there. There are good pictures on the internet, google RAF Hixon.
[page break]
15-7-1943 Moved to 12 Squadron of T.T. (Technical Training)
This was at Wickenby, near Langworth, Lincolnshire, and was an operational Lancaster base, versions BI and BIII. There is a Memorial Museum at the airfield, and a stone memorial to the 1080 lives lost from personnel based there 1942-1945.
Attached is an article about flight engineer Wally Smith and his Lancaster and related crew members. He flew 30 missions between May-October 1943, and Liz was there July-November 1943. One of the crew referred to, Peter Bemrose, was shot down and became a prisoner of war, and spent some time in one of the same camps (Stalag IVB) as Brian’s father.
In November 1943, just prior to Liz moving, part of 12 Squadron was expanded to become 626 Squadron.
18-11-1943 Moved to 1657 Conversion Unit
This was at Stradishall, Suffolk, with Lancasters Mark I and Mark III and Stirlings. Conversion units were used to train/convert existing medium bomber crews to operate heavy bombers, prior to their posting to Operational Training Units to gain experience before postings to operational Squadrons.
17-4-1944 Moved to 1654 Conversion Unit
This was at Wigsley, Nottinghamshire. See the book “First Wave”, a biography of Reg Payne, pages 97/98/99 when he was at Wigsley in Sept 1943 (before Liz’s time) and summarising his first experience of Lancasters.
13-9-1945 Moved to 14 Base
25-10-1945 Moved to Wickenby
2-1-1946 Moved to AAEE Boscombe Down
16-4-1946 105 PDC Release
11-6-1946 Left Service
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
Liz Humphrey's service history
Description
An account of the resource
A summary of Liz Humphrey's service history from January 1942 to 1946. Her service activity included serving in 970 Balloon Squadron, 30 Operational Training Unit at RAF Hixon, 12 Squadron at Wickenby, 1657 Conversion Unit at RAF Stradishall and 1654 Conversion Unit at RAF Wigsley.
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
B[Author]HumphreyEv10001,
B[Author]HumphreyEv10002
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. Balloon Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
England--Suffolk
Northern Ireland--Tyrone
Great Britain
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.
1942
1943
1944
1945
1946
Contributor
An entity responsible for making contributions to the resource
Roger Dunsford
12 Squadron
1654 HCU
1657 HCU
30 OTU
626 Squadron
ground personnel
Heavy Conversion Unit
Lancaster
memorial
Operational Training Unit
RAF Hixon
RAF Stradishall
RAF Wickenby
RAF Wigsley
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36266/BPerryWRPPerryWRPv2.2.pdf
2d9a332b2c7e70c15dc51d7c6351a683
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
Perry, Pete
W R P Perry
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
2017-07-19
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
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity 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
Me - William Roy Peter Perry DFC
Pete Perry's memoir
Description
An account of the resource
Memoir starts by describing early life and education in Tunbridge Wells before moving to Cornwall. Writes about beginning of the war. Volunteered for aircrew in Plymouth (which had been bombed the day before) shortly after his 18th birthday. Continues with account of early induction and training in the RAF. Journeys across the Atlantic to Canada where he continues his pilot training. Describes activities in Canada and return to the United Kingdom. Describes advance flying training at Ossington, and operational training and other activities at North Luffenham. Continues with heavy conversion unit on Manchester and Lancaster before posting to 106 Squadron at RAF Syerston. Goes on to describe activities and operations while on the squadron including a long description of operation to Turin. Awarded DFC at end of first tour. Mentions operations over Berlin when hit by anti-aircraft fire which set engine on fire. Goes on to describe activities as an instructor at 5 Lancaster Finishing School before going to 227 Squadron at RAF Balderton as an instructor. He eventually returned to 106 Squadron for a second tour in March 1945 where he did a further three operations before the end of the war. Mentions Tiger Force, Cook's tour and bring troops back from Italy. Concludes with life in transport command after the war. After demob in January 1947 became a civilian air traffic controller.
Creator
An entity primarily responsible for making the resource
W R P Perry
Temporal Coverage
Temporal characteristics of the resource.
1941-03-26
1941-04
1942
1943
1944
1945
1945-03
1957-01
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Tunbridge Wells
England--Cornwall (County)
England--Devon
England--Plymouth
England--Oxfordshire
England--Oxford
England--London
England--Yorkshire
England--Scarborough
England--Warwickshire
Canada
Alberta--Calgary
England--Lincolnshire
England--Nottinghamshire
England--Rutland
Germany
Germany--Krefeld
Germany--Gelsenkirchen
Germany--Cologne
Italy
Italy--Turin
Germany--Berlin
Germany--Bochum
Alberta
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
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
Thirty-two page printed document
Conforms To
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Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
BPerryWRPPerryWRPv2
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
106 Squadron
1654 HCU
227 Squadron
29 OTU
5 Group
Advanced Flying Unit
aircrew
B-17
civil defence
Cook’s tour
crewing up
Distinguished Flying Cross
Flying Training School
Heavy Conversion Unit
Home Guard
Initial Training Wing
Lancaster
Lancaster Finishing School
Manchester
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Ansty
RAF Balderton
RAF hospital Rauceby
RAF Metheringham
RAF North Luffenham
RAF Ossington
RAF Syerston
RAF Wigsley
RAF Woolfox Lodge
Stirling
Tiger force
Tiger Moth
training
Wellington
York
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/168/3481/Rutherford, Les.1.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/168/3481/ARutherfordL150605.1.mp3
e2df55e7e391691119891be5fff5f9ee
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
Rutherford, Les
R L Rutherford
Robert Leslie Rutherford
Description
An account of the resource
Ten items. The collection contains four oral history interviews with bomb aimer Robert Leslie "Les" Rutherford (1918 - 2019, 146263 Royal Air Force), his prisoner of war diary, material about entertainment in the Stalag Luft 3 Belaria compound and a photograph. Les Rutherford served as a despatch rider in the army, he was evacuated from Dunkirk and volunteered to transfer to the RAF. He became a bomb aimer with 50 Squadron and completed 24 operations. He was shot down over Germany on 20th December 1943 and became a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Les Rutherford and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-12-09
2015-10-05
2015-06-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Rutherford, RL
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
TJ: Right well I’m here today with Mr Les Rutherford at his home in North Hykeham near Lincoln. Can I call you Les?
LR: Yes you can.
TJ: Yeah?
LR: Certainly.
TJ: Where were you born Les?
LR: I was born at Wallsend on, near Newcastle on Tyne.
TJ: Oh right yeah and -
LR: I’m a Geordie.
TJ: Oh you’re a Geordie? Not much accent. Can I ask what year you were born?
LR: 1918.
TJ: 1918. Right. So um brothers and sisters?
LR: Yes I had three brothers and three err and four sisters, yeah.
TJ: And your parents? Did they, so you were born just at the end of the First World War.
LR: Just at the end. Just before -
TJ: Were your parents -?
LR: October.
TJ: Was your father involved in the First World War?
LR: He was in the navy.
TJ: And he survived?
LR: Oh yes, yes.
TJ: Jolly good.
LR: Yes, he survived. Yes he lived to a ripe old age as well. He was ninety seven.
TJ: Good for him. And so where did you come in amongst the siblings?
LR: I was the eldest.
TJ: Oh right so your father definitely survived then.
LR: Yes. [laughs]
TJ: Did your dad used to give you tales of the navy?
LR: Oh my dad was a great tale teller. We were inclined to disbelieve him. We used to think he was shooting a line half the time.
TJ: Really?
LR: Yes we used to laugh at him.
TJ: Yeah.
LR: But some proved to be true actually.
TJ: What, how old were you when you left school?
LR: I was fourteen when I left school.
TJ: And what did you do straightaway then?
LR: I lived with my grandmother who had a general dealers business and she died just a matter of weeks, a week or so before I left school and I’d often helped her in the shop to give her a break you know, and when she died I went into the shop to work. The funeral was going on and things like this and looked after things and then in her will she left the business to my mother. My mother came and took over the shop and I carried on err running the shop from then on. From, from fourteen, I carried on running the shop doing all the buying, selling and all the lot and it was hard work but it was a, it was a good business because it was right on the entrance to the big shipyard, Swan Hunters, in Wallsend. So in the morning we got all the passing trade from the workmen for their cigarettes and things like that and then we had good passing trade and a local trade it was marvellous, it was a very thriving business and then of course when the war began I was called up into the army and my mother said, ‘well I will go in the business until such time as you come home again,’ she said, ‘and when you come home when the war’s finished I will retire and you will take over the business as your own and pay me a pension.’
TJ: What had your dad been doing during those years?
LR: Well my dad was working.
TJ: What did he do?
LR: All sorts of things. He was um, my dad was a miner and he had a very bad accident down in the mines which stopped him doing that for a while and then he was went to work on the engineering works as various different things. So he was more or less a labourer.
TJ: I see.
LR: I think, you know he was basically a miner so when he went there in to the engineering works he was just doing anything that was going.
TJ: Ahum.
LR: He worked on building for a while, and bricklaying but then he went back in to the engineering works again.
TJ: So you got your call up papers for the army.
LR: Yeah.
TJ: What did you think of that? Was it what you would have chosen?
LR: No I would have chosen the RAF but um I wasn’t given any option.
TJ: Ahum.
LR: I was in the second batch of the militia which were, before the war there was a conscription scheme where they were calling youths of eighteen up for a period of military service and they called the first batch up and while they were doing their three months or so the war broke out so they went straight into the army and then I was in the second batch and I was called up in October and straight in to the army. No choice.
TJ: What, you were about eighteen then?
LR: I was twenty one then.
TJ: Twenty one by then?
LR: I was called up a week before I was twenty one.
TJ: Right. Yes.
LR: Spoiled my mother’s celebration party [laughs]. She wasn’t too pleased. She’d made all the arrangements.
TJ: I understand you were a despatch rider. Did that, did that start soon after? Or
LR: That started straightaway.
TJ: Straightaway yeah.
LR: That’s, that’s I went into the Royal Army Service Corps with the 51st Highland Division and after the basic training we went down to Aldershot and there we were allocated vehicles and I became a despatch rider.
TJ: Were you experienced at riding a motorbike?
LR: Oh we’d had motorbikes before the war. Yes, yes I was.
TJ: Ahum.
LR: So it was a natural thing.
TJ: Yeah. And where did you do your despatch riding?
LR: I like motorbikes yes. I enjoyed it.
TJ: Yeah. Whereabouts did you do the, the job? Did you
LR: Well.
TJ: You were in the England, or
LR: In France to start with. We um we went across to France in January of 1940.
TJ: Yeah.
LR: And then we, err I motorcycled across pretty much the whole of the north of France. We were stationed up in the north of France and I was all over the place up there of course on the job and then we moved across in to, on the German border. In Alsace Lorraine.
TJ: Ahum.
LR: Near Metz and we were there when the Germans invaded and they moved the division across from there to positions in northern France to try and stem the German advance and then when Dunkirk took place, when they decided to evacuate the army, our division was left behind to fight a rear guard action to try and hold up the Germans while the evacuation took place and then when the evacuation took place they said that any troops left in France then should be given up as lost.
TJ: Really?
LR: Ahum and there were still some boats trying to get in. We were eventually, the whole, pretty near the whole division was, what was left of them, was surrounded in a place called St Valery.
TJ: Ahum
LR: And St Valery is famous for when Scotland with the 51st division, the 51st division was a purely a Highland division with a few Englishmen in it, I was one of them, and they were surrounded in this place and it was obvious they were going to give up the next day. We’d got to surrender. There was no choice and another chap and I decided that that wasn’t good enough and we put out in to the channel on a door and paddled away and we’d seen ships going in further along the coast and they were going directly into the place and then out, straight out and then forming a, and going away across towards England.
TJ: So was the sea choppy?
LR: No it wasn’t too bad.
TJ: Could you swim?
LR: Well I could swim. I’d done a lot of competition swimming and that sort of thing.
TJ: So it wasn’t too frightening.
LR: So, not for me um but this door it wouldn’t hold the two of us and just as we were getting on, on the door this chap informed me he couldn’t swim.
TJ: Oh dear.
LR: Which I thought was tremendously brave of him actually. And so he got on the door and paddled with a piece of wood and I got on the back of the raft and acted more or less as a rudder and a propeller kicking my feet and going away and we eventually got way out to sea and the next morning we were picked up by a -
TJ: Was this in the dark?
LR: This was in the dark. This was about um 10 0’clock about, you know between ten and eleven at night and um the next morning we were picked up by a French trawler and they picked us up and then later transferred us to an English vessel. Now, when they picked us up they took all my, they gave me a glass of hot rum to start with and that put me out like a light. ‘Course I’d had nothing to eat for about two or three days.
TJ: Ahum.
LR: And then, they had taken all my clothes off and put me in a bunk and then they woke me up to say they were transferring me, and they wrapped a blanket around me, transferred me to the lifeboat.
TJ: And the other guy as well.
LR: And the other one, I assume. Do you know I never, ever saw him again.
TJ: Really
LR: No and I’ve often wondered how he fared because he was a bit, he had a bit of a job getting up on the, I know they threw a rope over but he was sort of stiff from the, paralysed from the waist down with sat on this raft all night.
TJ: Once you got on the fishing boat did you see him?
LR: No I didn’t.
TJ: Not even on the fishing boat?
LR: Not on the fishing boat no, the um, as I say -
TJ: Ahum.
LR: They gave me, they hauled him up first and then brought me up and they give me this glass of hot rum and it just knocked me right out.
TJ: Ahum.
LR: And when I came too, when I was laid in the bunk and this chap was shaking me to say they were transferring me and they transferred me to the English ship.
TJ: What sort of ship was that?
LR: It was a big, a big cross channel type ship.
TJ: Yeah.
LR: With a lot of soldiers aboard which they’d picked up from further down the coast and um I, I contacted, after a while I went off to sleep again and then after a while I found the officer who was in charge of the lifeboat and asked him where my uniform was and he said oh we didn’t bring any uniforms. So I landed at Dover wearing a blanket and a pair of socks which this chap had given me and that’s all I had on [laughs]. Yeah so that’s, and that was the end of that adventure.
TJ: So after that how much longer were you in the army? How long was it before you transferred?
LR: Transferred. We was taken from there up to Scotland up in the Highlands and um I was up there until June of 1941. The um, meantime there was some, a notice had been posted on the unit to say they wanted volunteers for air crew duties and so I volunteered and I actually changed job in June of 1941. We went down to Stratford on Avon and we were initiated in to the differences in the drill and that sort of thing, given uniforms and oh it was absolutely wonderful. We got down there and we were billeted in the Shakespeare Hotel. We had
TJ: Nice
LR: Rooms with two to a room with sheets and beds. Beds with sheets on them.
TJ: Luxury.
LR: Oh absolutely we were sleeping on the floor for a couple of years [laughs] and um and then of course we went to initial training at Scarborough, in the Grand Hotel, afterwards.
TJ: Very nice.
LR: And then from there when we finished that course we were posted to Rhodesia which is Zimbabwe now.
TJ: Ahum.
LR: On a pilot’s course. And I passed the flying moth, the tiger moth flying course which was the initial flying course and then was sent on to twin-engined planes and I was just ready to solo on those when um the chief flying officer sent for me and said they were taking me off flying and when I asked why he said, ‘Your reactions are too slow.’
TJ: Oh.
LR: So I was absolutely devastated of course as you can imagine and I was sent up to Salisbury, this was down near Bulawayo. We were sent up to Salisbury, the capital and we were then billeted in a big hotel and I was in there with about oh I should think fifteen, twenty other men and they had all been taken off flying duties. One of them went around and asked where were we on ground subjects, you know, like navigation and things, things that, ground subjects - not flying and nearly all of us were top of the course or second top of the course and they then decided that because they were short of navigators or observers as they were then, because they were short of observers they, they had decided to take two off each course and put them on an observers course. Now whether that’s true or not I don’t know. But it salved their conscience a bit, made us look a little bit better. Well at least we didn’t fail [laughs]. But, and then of course from there I went down to East London in the Cape err to do the observers course which was, you passed three courses to be an observer. You passed as a navigator, a bomb aimer and air gunner. You had to pass all three courses and we did that successfully and then moved down to Cape Town to catch a ship home.
TJ: Ahum.
LR: And came home.
TJ: Did you see much of South Africa while you were there? Did you have much time to go out?
LR: Not as much as I would like to. I would like to. I mean we were up in Rhodesia, up in Salisbury only a short distance in in their terms.
TJ: Ahum.
LR: From the [Niagara] Falls and the Zimbabwe ruins and never got the chance to visit them. I did get one weeks holiday while we were in Salisbury. Two of my friends and myself asked the flight sergeant of discipline if we, if we couldn’t have a week’s leave to see something of the country and he said leave it to me and the next day he sent for us. He said, ‘you’ve got to report down to the station and go to this err, get tickets to the Marandelles and somebody will meet you there and take you for a week’s leave on a tobacco farm’ which we did and we had a lovely week on a tobacco farm.
TJ: Did you? Yeah.
LR: Saw all the process right from growing and curing and all the whole lot.
TJ: Ahum. And did you smoke yourself at that time?
LR: Not at that time no. No. And then of course we went from there down to the unit. I would have liked to have seen more of South Africa. The journey up from, we landed initially in Durban and travelled from there up to Rhodesia. Now that travel, that route is now the scenic route, you know the great scenic route in South Africa that they all go and pay thousands for. That was that route. We went through all the old Boer countries Mafeking, Boer towns like Mafeking.
TJ: Yes.
LR: And places like that which we knew from the Boer war and it took us three days actually to go up there. And it was, it was wonderful.
TJ: Ahum.
LR: Wonderful country South Africa actually.
TJ: So I understand yes.
LR: And the people were very, very good to us.
TJ: Ahum.
LR: The English people that is.
TJ: The settlers.
LR: Yes.
TJ: Ahum.
LR: Not, not, not the Boers.
TJ: No.
LR: The Boers, well they used to beat the lads up.
TJ: Oh dear.
LR: Gangs of them. There was a union called the [?] which was, which meant the Brotherhood of the Wagon and, particularly in Johannesburg and Pretoria, and they used to watch out for airmen on their own and they would go and beat them up. And this happened regularly.
TJ: Oh dear.
LR: It happened to us. To my friend and myself. We happened to wander in, in, we were on the transfer down from Rhodesia down to East London. We spent a week in the transit camp between Johannesburg and Pretoria and we went, we got in to Pretoria to have a look around and we happened to wander into an area which was, we heard later, was noted for being [?] territory and my friend got slashed across the top of the eyes with a bicycle chain which was quite nasty. And err
TJ: Were you all right?
LR: I got off with a few bruises fortunately but I was, I was ok.
TJ: So let’s get you on the ship out of Cape Town. Is that right?
LR: Yes.
TJ: Yeah. To? Where did the ship go to?
LR: Went to Southampton.
TJ: Ahum.
LR: We arrived in Southampton and went from there. There was a party of us of course and we came back fairly quickly because we came back on an armed merchantmen.
TJ: Ahum.
LR: But we weren’t in convoy coming back. Going we were in convoy but coming back we weren’t in convoy and we landed at Southampton. On to Bournemouth and after a few days in Bournemouth we were sent up to Finningley which is now the Robin Hood airport.
TJ: That’s right. Yeah.
LR: And to start Operational Training Unit.
TJ: Did you get time to go and see your mum and dad?
LR: Oh yes, yes. We did get leave.
TJ: Ahum.
LR: Yes. I had a nice pleasing incident actually because a very good friend of mine at home, we used to play in a band together um, he had been in Rhodesia as well and we ran across one another occasionally and we’d spend a lot of time together actually and while we were in Cape Town waiting for transit he came and in the meantime he’d passed the pilot’s course and he came and the day before we sailed and when I got home I was able to, I went to see his mother and she said, “Oh” she said, ‘Roy’s over in South Africa you know. Did you manage to meet him?’ And I said, ‘Not just meet him,’ I said, ‘I saw him just before we sailed,’ I said, ‘And he’s on his way home.’ Oh she was absolutely [laughs]
TJ: Lovely.
LR: Knocked out. Absolutely knocked out. Anyway when we got to OTU and when we got there the navigation officer got us all in his office and he said, ‘Now which half of you are navigators and which half are bomb aimers?’ And we said, ‘Well we’re all navigators and bomb aimers. We’re observers.’ So he said, ‘Oh well,’ and he counted us all up and he said, ‘you half there are navigators and you half there you’re bomb aimers.’
TJ: So it could have gone either way.
LR: It could have gone either way and err the big laugh of that was in my log book, on the results of the navigation there’s all the exam results in my logbook and the remarks at the bottom said recommended for specialist training after further experience. That was in navigation. They made me bomb aimer [laughs]. Rather typical.
TJ: So after Finningley then?
LR: After Finningley we went on a commando course on Barkston Heath for a week to toughen us up a bit and then we went to a Conversion Unit at Wigsley which is just outside Lincoln of course. In Nottingham I think or in Nottinghamshire err we did err I was with, oh excuse me. My pilot was on his second tour and he’d done his first tour on Hampdens and then later Manchesters. Now the Manchester was the forerunner of the Lancaster so all he had to do on the conversion course was not get used to the Lancaster but to get used to four engines and it didn’t take him long at all. And in actual fact I joined 50 squadron on the 1st of February of 1943 and I was there most of 1943 then.
TJ: Ahum so I understand you were a prisoner of war. What year did you, so you crash-landed in Germany.
LR: Yes we were shot down over Germany and I became a prisoner of war.
TJ: Tell us about, I read something about after when you were actually caught [guten morgen]
LR: Oh when I was, oh when they picked me up?
TJ: When they picked you up in the in the road.
LR: Yes well I’d been walking the day before. When I was shot down it was evening of course around about 8 o’clock - 7 o’clock, 8 o’clock time at night and I walked most of that night, or I tried to, I’d damaged of my leg.
TJ: Ahum.
LR: When the aircraft blew up and I damaged my leg and err.
TJ: How many of you got out?
LR: Only two of us.
TJ: Ahum
LR: I thought I was the only one but there were two of us and I walked as best I could that night and towards when it was just getting light I found myself in a small town, a big village if you like, and I was walking along and people were going to work and saying good morning to me.
TJ: Did they not look at the way you were dressed?
LR: Well they didn’t take too much notice. It was dark and I think they were used to uniforms and things like that and it was just a sort of mumbled ‘morgen’ or the way we would do is – ‘mornin’, you know and so I just ‘morgen’ and carried on and I managed to get my way out of there and on to the banks of a river and it was on the banks there were some thick bushes and I hid up in these bushes all during the day and it wasn’t very comfortable because it was, of course it was January err it was December and it was a bit cold and the next night I started to walk again and I was well on the way and I was way out in the country.
TJ: Where were you heading for?
LR: West. Generally west.
TJ: Ahum.
LR: To get towards France but not much hope mind you. I didn’t have much hope but at least you’ve got to try and the main problem was food and water of course. I had my escape kit which was just horlicks tablets. I, I was walking along this road and I heard a voice shout, ‘Halt.’ So I sort of tried the old ‘morgen’ but it didn’t work and it was three soldiers I think it was, two or three soldiers came up, and one of them shone a torch over me and I heard them say, ‘Oh Englisher flieger’ and of course rifles came off the shoulders and my hands went up and that was it.
TJ: Ahum.
LR: I was a prisoner.
TJ: Did any of them speak English?
LR: No. None of them.
TJ: Ahum.
LR: When I got -
TJ: Were they ok with you? They weren’t rough or anything?
LR: Oh yes, yes.
TJ: They were polite.
LR: They were ok. Yes. No violence at all. No.
TJ: Ahum.
LR: No. Not until I got into that place. I got the um they took me to a house and, where they were billeted obviously, and there was an officer sat behind a table. There was a stool at this side of the table which I sat on and he started to question me in very, very poor English so I pretended I didn’t understand him but then I caught, I was sat there and I got an almighty clout around the back of the head and knocked me off the stool, and there was a German stood there and he spoke perfect English. It turned out later that he’d spent a lot of time working in London and he, he started to question me and he said, He said, ‘You stand up when you talk to a German officer.’ and I thought, I stood up and he said, ‘Name, number, rank.’ I told him the rank at that time was flying officer and he said, ‘You’re not an officer.’ So I said, ‘Yes I am.’
TJ: Oh.
LR: “No you’re not,” he said. ‘Where are your badges of rank?’ So, I was wearing battle dress of course at that time and the badge of rank were on the shoulder. He said, ‘No, no, no,’ he said, ‘the badge of rank are worn on the arm.’ So I said, ‘No they’re not. Not with this uniform,’ I said. They’re worn up there.’ He said, ‘Where are your papers?’ I said, ‘I don’t carry papers.’ So he said when the Luftwaffe went over England he said they used to carry papers. I said, ‘Yeah but I’m not in the Luftwaffe. I’m in the RAF.’
TJ: [Laughs] Good for you.
LR: So he said, I might say that by this time I was beginning to get on talking terms with them. Once he’d found, not, not just quite then, he said um, I said what I do have is identity discs so I took out these identity discs to show him and they were stamped on the back – ‘Officer’., ‘So‘ he said, ‘you are an officer.” So I said, ‘Yes.’ ‘Oh right”, he says, ‘you’ll be hungry and thirsty no doubt,’ he said, ‘I’ll go and get you something to eat and drink.’ And he went off and came back with a slice of black bread which was horrible.
Ahum.
LR: And a glass of lager which I’ve often said since was the best glass of lager I’ve ever had [laughs] it was, it was lovely and then from then on he and I got on very well together. He started talking about the rations and things like that. He said, ‘Oh the people, the people in England they’re rationed,’ he said, ‘they haven’t got any food. I said, ‘don’t talk rubbish.’ I said, ‘of course they’ve got, of course they’ve got food.’
TJ: Ahum
LR: He said, ‘But you’re rationed for your food.’ I said, ‘Oh that’s just a precautionary measure,’ I said, You want your pound of sugar, or you want two pound of sugar you go in and buy it [laughs] a quarter or half pound of butter yes, oh yeah, just go in and buy it,’ I said, ‘the rationing’ I says. ‘oh yeah it’s a precautionary measure.’ I said, ‘it’s your propaganda people that are trying, are telling you this.’
TJ: Do you think he believed you?
LR: I had him doubting. I like to think I had him doubting [laughs].
TJ: [laughs] So -
LR: So -
TJ: What sort of thing did they, did they try and get information out of you?
LR: Oh yes. Yes.
TJ: What sort of things did they want to know?
LR: Well while, while I was in, unfortunately the, the central interrogation centre for RAF personnel was in Frankfurt where I’d been shot down so I was sent straight to, to this interrogation centre Dulag Luft and put into solitary confinement. This was a psychological ploy that the Germans employed because when you’ve been in solitary confinement for a while when you come out you’ll talk your head off.
TJ: Ahum.
LR: You know and while I was in solitary confinement the chap came and said he was from the Red Cross and he wished to get news that I was safe to my relatives in Britain so if I’d just give him a few details and so he asked for my name, number, rank which was normal and then he said what squadron were you on. ‘I can’t tell you that’ I said, and then he started to ask me what aircraft were you flying, things like this. And this, he wasn’t Red Cross at all.
TJ: Yes I think you started to suspect he wasn’t Red Cross.
LR: Yes so this was one way of getting but then of course after a while they took you off for interrogation and they started asking me all sorts of questions. I gave them name, number and rank and wouldn’t give them anything else and the [noise off]. Oh that’s the post. They said, ‘Right, well, tell me,’ he says, ‘How was Squadron Leader Parks getting in to his new rank?’ Squadron Leader Parks was a flight commander on the, on the um squadron.
TJ: Your squadron.
LR: My squadron, yes. He’d been a flight lieutenant up to the day before I was shot down. He was now squadron leader. He’d been promoted to squadron leader.
TJ: Ahum.
LR: And they knew.
TJ: Interesting.
LR: Yeah. And he then he shot several other little items to me and you know the idea was to shock you into saying, well and in fact he actually did say yeah we know all about you, you know. So I said well if you know all about me then you know I’m not a spy. This is what they were implying that you must be, you could be a spy you see. If you know all about me you know I’m not a spy and anyway I went off and I went back into the cell and then because it was nearly Christmas instead of being in solitary confinement for about seven days or a week or something like that or ten days they let us out early on Christmas Eve and put us, all the prisoners they’d taken, put us in a big room all in together and err -
TJ: Were you all British? Or
LR: Yes.
TJ: Other nationalities? Mostly British were you?
LR: Mostly British yes. Oh excuse me
TJ: So this was about 1943. Is that right?
LR: This was 1943. This was December 1943. As I say it was just before Christmas
TJ: Ahum.
LR: And then shortly after that we were transferred from there to Stalug Luft III. Crossed Germany in cattle trucks.
TJ: Ahum.
LR: And that wasn’t a very pleasant experience.
TJ: I’ll bet.
LR: Because you get locked in these cattle trucks and there’s no sanitation or anything like that and most unpleasant.
TJ: How long did that take? That journey?
LR: That took just over a day. I can’t, I can’t really remember.
TJ: No. No.
LR: But you know the time went by.
TJ: Ahum. And then you pitched up.
[New person arrives in room interrupting interview]
TJ: So then you got to Stalag Luft III.
LR: Stalag Luft III.
TJ: Three. And did your heart sink when you saw it?
LR: Well it was more or less what we expected.
TJ: Was it?
LR: Yeah. We were greeted by all the prisoners that were already there. It was a new compound which I said before and they’d sent, I think we were the first, we were the first actual prisoners, new prisoners to go in there. They’d sent a group of prisoners from the other Stalags, from the other compounds to open this one up to get it ready for us for the new influx of prisoners and they were all old hands. A lot of them were people that the Germans suspected of trying to escape and err =
TJ: And yes which we all know from the film The Great Escape which is -
LR: At the cinema.
TJ: Was from that same prisoner of war camp.
LR: The main one was Wing Commander Tuck, you know, the great Battle of Britain flying ace. He was one of them.
TJ: Did he, was he one of the ones that escaped?
LR: No he was one of the ones who was in the camp when we got there.
TJ: Oh right.
LR: He was one of the ones who’d been transferred because of his activities I think. So
TJ: I understand that as you were officers they didn’t give you any work to do.
LR: No.
TJ: So you would spend your whole time trying to work out how to get out and working on escape plans.
LR: Well yes unfortunately the camp that we were in, the compound that we were in was all sand underneath and water. We tried digging a tunnel and we ran into water and we we couldn’t get a successful tunnel going under because of the water.
TJ: Ahum.
LR: But it did have one outcome. A tale which I’ve told a few times. The, we had a wireless. Now this wireless -
TJ: Where did you get that from?
LR: It was made up of parts. We had some very clever men in there you know.
TJ: Sounds like it yeah.
LR: And um it was taken to bits every evening, every day and then at six, oh to get the news at 6 o’clock at night it was assembled in secret somewhere with [?] all over the place.
TJ: Ahum
LR: And we got the 6 o’clock news from the BBC and then it was taken to bits again and the parts distributed among various men so if any part was discovered we could perhaps replace it and they wouldn’t find the whole lot. So this happened. There was a vital part went missing and we had these goons, the Germans, we called them goons, we had them, we were friendly with them more or less and we used to bribe them with cigarettes and soap to bring stuff in for us, odd little items like you know bring an egg in, a couple of eggs or something like this. Some onions or, odd things they’d bring in. So we approached one of these and said would they bring this wireless part in. No, no too dangerous, you know, so I must explain that some of these guards were special. They had, they went around the camp, they didn’t do any actual guarding. What they did, they went around the camp looking for trouble. They would walk into a room and look around to see if everybody, nobody was doing anything clandestine you know.
TJ: Right.
LR: And so we approached one of these and if they found something important they were given a week’s leave and promotion so we approached one of them and said could he bring this wireless part in and he said, ‘No, no.’ So we said you show us where, you bring that part in and we’ll show you where there’s a tunnel. So oh alright. Oh, ‘yes, yes.’
TJ: Bribery.
LR: So off he went see and we bodged this tunnel up, the one that had flooded, bodged it up like the real thing and showed him this when he came in with the part, showed him it, he went off and brought the camp commandant and the camp commandant was a recent addition, of course, to the camp. He was a new one and he came in and he was all cock a hoop oh he was going to find us and the usual sort of palaver and so he was happy, the goon got his week’s leave and he was happy, we got our wireless part so we were happy so everybody was happy all around. [laughs]
TJ: That’s a lovely story isn’t it? And I expect he got his promotion as well.
LR: Yes.
TJ: Yes yeah so I mean life in the prisoner of war camp it must have been a bit boring was it?
LR: I was fortunate in as much as I played guitar.
TJ: Oh right.
LR: And we had a camp band. A very good camp band in actual fact. We had some very accomplished musicians. The leader of the band used to play with Billy Cotton.
TJ: Really?
LR: Before the war, yes. He was lead trumpeter with Billy Cotton and we had some other good, really good musicians and when I first got there I was in hospital with my knee for a while and the same night that I was shot down our wing commander was shot down and his navigator who I was friendly with was in our camp and he was actually saving a bed for me in the room that he was in and he told this band leader that I played piano, which I did, for sing songs.
TJ: Ahum
LR: Sort of pub piano type playing you know, and I’d taken lessons and that but I wasn’t very good. So the band leader came to see me and said you know, he said, the pianist is not very happy in the job, you know, would you take over and I said well I’m not a band pianist, I said. I’m a pub pianist, I play for singsongs and things like that. I said no. I said, but I do play guitar and he said oh we’ve got two guitarists in the band now so he says you know that’s it and then the next day a gentleman came to see me, West Indian and he said. Oh he said I understand you play guitar, you know, and I said yes and he said, band guitar and I said yes. And he said well I’m the guitarist lead guitarist in the band but I don’t like playing in the band very much he’s says I’m more for calypsos and West Indian rhythms and he said if you would like to take over in the band he said I’d happily hand the guitar to you but I would like to borrow it every now and then just to keep in practice you know and I said well that’s fair enough then, that’s good and so I went into the band and that gentleman was Cy Grant.
TJ: I know that name.
LR: Have you heard of Cy Grant?
TJ: I remember Cy Grant.
LR: It was Cy Grant.
TJ: Wow.
LR: And occasionally I would take the other guitarist’s guitar, Cy would take mine and we would go and find a quiet spot to sit and I would show him the band rhythms and he would show me calypso rhythms and we’d have a bit of a sing song together but you know with playing but it was a case of how long you could do that without somebody coming along oh that’s great, can you sing this? Do you know such and such a tune? So it absolutely took -
TJ: When you had, when you played the band did the guards come and watch as well? Come and listen?
LR: Who?
TJ: The guards.
LR: Yes, they did. They did. They used to invite the commandant to the band shows that we did.
TJ: Ahum.
LR: Oh he was invited. We used to do, we used to put shows on regularly and we would invite them along and very often some of the sketches lampooned the Germans and they laughed as much as anybody [laughs]
TJ: Really.
LR: Oh aye yeah.
TJ: So they do have a sense of humour.
LR: Oh yes, yes.
TJ: Did you -
LR: A funny sense of humour but -
TJ: Yeah.
LR: They would laugh at some -
TJ: Just out of interest did you have any contact with Cy Grant after the war was over?
LR: After the war was over I went to see him. You know he was touring with oh, Stop the World I Want To Get Off. That -
TJ: Ahum.
LR: That show. He was going to Nottingham and I took my daughter.
TJ: Yeah.
LR: She was about sixteen or seventeen at the time and oh she was absolutely thrilled to bits and I went and saw him there at the, went to the stage door and he came out and we had, we had a good long chat.
TJ: Lovely.
LR: And another incident with that was while I was at work I was telling someone about this and this chap came to me one day he said I was in such and such a station he said, I just forget which it was and Cy Grant was on the station, he said, so I went to speak to him and I went and told him that I worked with you. He said, you know, he told him that I work with Les Rutherford and Cy said, ‘Oh Les how’s he doing?’ and you know all this sort of thing and this chap thought he would say Les Rutherford, who’s he?
TJ: Yeah. That’s great that’s great. Interesting. So we’d better go back a bit um Stalag Luft III and how long, how many months were you there altogether?
LR: I got there in about the January.
TJ: January ’44.
LR: Of ’44 and -
TJ: And you were liberated by the Russians.
LR: We were liberated by the Russians
TJ: When would that have been then?
LR: In April of ‘45.
TJ: Right so -
LR: So just over a year.
TJ: Just over a year.
LR: Just over a year.
TJ: About fourteen months.
LR: And then they held us for a good long while.
TJ: Really? They wouldn’t let you go.
LR: They wouldn’t let us go no. I don’t know why.
TJ: But then were you held in the same sort of conditions? Did they, did they take over the role of jailers?
LR: More or less. More or less. When they, when they took over, they promised us all sorts of things. Oh we were going to get wireless sets and food and all sorts of things but none of it materialised. We still relied heavily on Red Cross parcels.
TJ: Ahum.
LR: And um which weren’t very forthcoming in actual fact because I mean the German transport was in chaos so um no we were still virtually prisoners of war.
TJ: So when you did leave, was it organised? Did you all get on coaches and leave the area and -
LR: Coaches? [laughs]
TJ: [laughs] Right. I mean buses.
LR: No.
TJ: Or cattle trucks.
LR: That’s more like it. The um the Russians took us in their lorries to the, to a river. I think it was the Elbe. To a bridge. We got out of the lorries, walked over the bridge and there were American lorries waiting on the other side and the American lorries took us to their camp. It was an old German airfield and we had to wait there till, there were a lot more people there of course a lot more prisoners and we had to wait our turn for an aircraft to take us back home. In the meantime we were living off American rations and that it was absolutely wonderful.
TJ: I bet it was
LR: We got in there and oh white bread. White bread and bacon and eggs things like that.
TJ: Did they have any chocolate?
LR: Chocolate oh yes and films and you know, everything.
TJ: So you were quite happy with that?
LR: We had about, about a week there. We were itching to get home.
TJ: I bet yeah
LR: We had about a week there and then they were flying the Dakota aircraft from there to Brussels and we landed in Brussels and then they said, there some official came, and said if you want to spend the night in Brussels and go and see the town there’s money available to give you, to give you pay. Give you money. But if you want to go home there are some aircraft, a few aircraft waiting on the airfield and they’ll take you. I opted to go home and got onto a, it was a Lincoln bomber actually, the sort of bigger version of the Lancaster and they flew us back to this country.
TJ: Where did you land? Do you remember?
LR: I think it was Cosford but I’m not, I’m never quite, I’m never quite been sure about that.
TJ: Ahum
LR: I think it was Cosford but we had misgivings about what our welcome was going to be because we’d had two or three letters had been published. We used to have a camp newspaper and we used to publish excerpts from letters.
TJ: Ahum.
LR: And um some of them were like one in particular I remember was a girl who wrote and said that she was getting married and she said, ‘I’d rather marry a 1944 hero then a 1942 coward.
TJ: What did she mean by that exactly?
LR: We were cowards. We were cowards because we were prisoners of war.
TJ: War.
LR: We’d given up you see.
TJ: Well she obviously didn’t know what she was talking about.
LR: There were several letters in that vein.
TJ: That must have been devastating.
LR: It was.
TJ: For you.
LR: So as I said we wondered what the reception would be when we got back home. We needn’t have worried because we stepped on to the tarmac and there were a crowd of WAAFs waiting for us. It was about, I think about 10 o’clock or so at night. It was still light of course it was June [by the time it got quite dark] and we sort of marched across the tarmac with a WAAF on each arm and went in there to be, to be fed and the other nice thing was there’d been a dance on and the band were just packing up by the time we’d eaten and what not it was about 11 o’clock and the band was just packing up and somebody told them about us being there and they put their gear back up together again and played for another hour so we could have a dance.
TJ: Oh how lovely.
LR: Yeah.
TJ: People can be lovely can’t they?
LR: So that was, that was nice.
TJ: And did you, so you were around Cosford area you think.
LR: Yes.
TJ: And then how long before you were allowed to actually go home?
LR: About the next day I think. Very quickly. The, we had experienced German, Russian, American and now English efficiency and the English was far, far superior to all the others.
TJ: Well that’s refreshing to hear.
LR: There was no red tape. We were given, we were deloused, put a tube put down with powder and stuff and deloused and we were given passes and things and shoved on the train and off home like. Just like that.
TJ: So was that the end of the war for you or did you have to be debriefed or anything like that?
LR: Oh I had to be debriefed. Yes
TJ: Before you went home or did you come back for that?
LR: I think we came back for that.
TJ: How long did you have at home then?
LR: Oh I was home for about six weeks or something like that.
TJ: I bet your parents were pleased to see you.
LR: Not particularly. They [laughs] no don’t get that wrong. On the way home, when I was stationed down here I had an aunt and uncle in York and my aunt was the pastry cook in the De Grey Rooms at York which were very famous reception rooms and I used to stop at York, get off the train and go and see her, go and have a word with her. I used to go down the back way in to the kitchens and she would get a meal on straightaway. The bacon and eggs went on as soon as she saw me and then I would pop back and get the next train up to Newcastle and so this time I did the same. She sat me down for the meal and then she said, ‘How long is it since you heard from home?’ Oh I said I hadn’t heard since about you know about the middle of last year. I said letters weren’t coming through. So she said, ‘Oh you won’t know then.’ Now, I knew then that my mother had died because she was seriously ill with cancer.
TJ: Oh how sad. How sad for you to find out like that.
LR: Yes but at least it prepared me.
TJ: Yes.
LR: For getting, for going home. I was able to get myself composed a bit.
TJ: Yeah.
LR: And, of course, while I’d been away my mother and father were separated. So my father wasn’t there. He was away somewhere else. So -
TJ: A bit of an anti-climax for you coming home then.
LR: It was.
TJ: Not what you’d expected.
LR: And the -
TJ: Not what you’d envisaged.
LR: And the thing was, you know I said we’d had the business?
TJ: Yeah.
LR: Well my mother had appointed two so called friends as executors and they’d fleeced the whole lot and the place was bankrupt so I didn’t have a very good homecoming.
TJ: No.
LR: Really.
TJ: What about your siblings? Your younger brothers and sisters.
LR: Well my younger brother was um, he was killed in the RAF. The next sister down was, she had a mental breakdown. She had epilepsy I think although they didn’t say that at the time.
TJ: Ahum.
LR: In those days and she was in a home. The next sister was just turned eighteen and she’d joined the WAAFs, not the WAAFs, the WRNS and the younger sister was trying to run the business and that was where these executors stopped in and took over. So I had quite a mess to sort out when I got home.
TJ: I bet you did. Yeah.
LR: And I had two younger brothers. I had four brothers and three sisters. That was right. Not the other way but
TJ: And were they still at school.
LR: They were still at school but without any supervision or anything like that they’d been allowed to run wild and one of them was actually on probation. He’d acted as a lookout for some kids that were burgling somewhere and he’d been caught. He was on probation. Well I nearly went mad over this you know. I went, I went up to see the welfare officer eventually. I couldn’t do anything with them. They were absolutely wild. They’d got in with this wild crown. One was ten. One was ten, the other one was eight and they were absolutely wild so um as I say, no one was eleven that was it, eleven and ten, eleven and ten. I went to see the welfare officer and said look if I don’t get these kids out of this environment they’re just going to end up in jail. I said what can I do? Have you got any advice? I said could I send them to a private school somewhere away so they said well you couldn’t afford it. So with the fees for the school but he said but there is a scheme started by the old Prince of Wales for a farm school but it means sending them either to Canada or Australia and he said it means that if you sent them you probably wouldn’t see them again cause in those days the travel wasn’t what it is now so you probably wouldn’t ever see them again so he said it’s up to you.
TJ: So what did you do?
LR: I sent them.
TJ: Where?
LR: To Canada.
TJ: Canada.
LR: And they both did remarkably well.
TJ: So it was a good thing to do.
LR: Yeah the, the elder one, he joined the air force. Went as a navigator in the air force and then became one of Canada’s leading aviation artists. And the other one he joined the air force and actually he was a mechanic with the Canadian equivalent of the Red Arrows.
TJ: And did you see them again?
LR: Well I’ll come to that. And he became a master carver. You know they’re great on these wild imitation ducks in Canada. You know where you’ve got to make them sort of sit on the water and everything like that and he won prizes all over the place and became a master carver and he did some wonderful carvings of birds and things like this and he used to send me photographs of them. And he got married and then divorced and then he got married again and the elder one phoned me up and he said, ‘How do you feel about being best man for George?’ This was the younger one. At his wedding? So I said, “Oh I don’t know I really can’t afford the fares over there at this time. “ He said, well he said if you come over he said I’ll pay your fare over, so.
TJ: What year was that?
LR: 1985. So I said well I will have to talk it over with my wife first because I won’t come without her and we’ll obviously have to raise her fare, you know and we’d only just moved in to this house in actual fact or were in the process of moving. So anyway, my stepson heard about this and said, ‘You must go and I will pay my mum’s fare.’ So both fares were paid for so we were very lucky because we were struggling a bit I must admit. Anyway we went over there and they kept it away from my younger brother. They didn’t tell him that I was going and the day after we got there they’d arranged a party there what they have in a local pub sort of thing a little bit different from ours well they’d arranged a meal there and it was my nephew’s 21s t birthday and they said it was a party for him for his birthday. So they got there, all bar my wife and myself and my nephew and they were all sat down and the elder brother John lent over to him and said, ‘I’ve got some news for you.’ he said, ‘I can’t be the best man at your wedding.’ Well the wedding was the following Saturday and he said oh God why not ,why not and by that time I was walking to the end of the table and he said well I thought maybe this guy could do it instead. ‘Jesus Christ it’s Les.’ He leapt over the table and -
TJ: Lovely.
LR: It was. A very emotional moment actually.
TJ: I bet it was yeah.
LR: It was good. It was good yeah.
TJ: Was that the first time you’d seen him since.
LR: The first time I’d since him since.
TJ: 19
LR: 1946 yeah. Nearly forty years.
TJ: Did you write all this time?
LR: Oh yes I got regular reports from various farm schools about their education and what they were doing and general behaviour and things like that and then when they reached sixteen they were fostered out to families and they took up reputation, took up a positions not necessarily farming but took a job. As it happens they went into the air force and
TJ: And you corresponded all those forty years.
LR: Yeah.
TJ: With them direct. Yeah. Actually to be honest we ought to go back a bit. Actually Les just back pedal a bit to before you were shot down over Germany to your time with Bomber Command. So how many I think they call them sorties don’t they? How many did you fly? Do you have a number?
LR: Yes. I flew, I was shot down on my twenty third.
TJ: Twenty third. Right. And was that a good number?
LR: Yes fairly good. Fairly good.
TJ: And were you always going over, was it always over Germany?
LR: Not always. I did some over Italy.
TJ: Oh right yeah.
LR: And a couple in , a couple in the beginning I did in France over the u boat pens.
TJ: Yeah.
LR: And a couple of mine laying trips as well.
TJ: So, do you keep in touch with old comrades? Apart from Cy Grant?
LR: Well of course he died.
TJ: Yes.
LR: Yes I was, the only one that I was really in touch with was our old rear gunner. But I wasn’t with my own crew when I was shot down.
TJ: Oh.
LR: I was flying, the bomb aimer had got sick and I flew in his place.
TJ: Right.
LR: And got shot down. So, which happens. But my old rear gunner he finished his second tour actually and he went to live down in Budleigh Salterton in Devon, near Exeter and we used to caravan, my wife and I, and we used to take the caravan and we used to take the caravan down there and go and visit him and also when we got rid of the caravan we used to go self catering and we’d make a point of going once a year down to Devon and seeing Frank.
TJ: Ahum.
LR: Now when I stopped driving of course I couldn’t go anymore and we sort of just used to get odd phone calls and that was all and then gradually his phone calls began to get odd. His wife died and from then on he began to get bit funny and he began to get dementia I’m quite sure and we were nearly frightened to call him up because we’d called him up and he didn’t know who we were, you know.
TJ: Oh.
LR: He said, ‘Les? Who’s Les?’ You know, and he didn’t know who we were and then quite suddenly out of the blue we got a call from him quite lucid, chatting away quite merrily so we don’t know what to make of it.
TJ: What did you do for work after, after the war?
LR: Well I tried a couple of jobs. Travelling. Took a job travelling the whole of the south of England from the Humber down and that’s how I came to Lincoln. My first wife was Lincoln. We came to Lincoln as a centre so she could be at home and whatnot because I should be travelling a lot. And the travelling, I didn’t like it at all. I didn’t -
TJ: What were you selling or something?
LR: Fancy goods.
TJ: Oh right yeah.
LR: I didn’t get on with it. I wasn’t a salesman.
TJ: Ahum.
LR: And then I took a job with Lincolnshire only, with United Dominions Trusts the merchant bankers and I wasn’t doing too bad with that but then they sent for me at head office and said they were going to move me down to Worthing. And I said well I don’t want to go to Worthing. They said oh you know you’ve got to move we’ve made our minds up and I said well don’t I have a say then?
TJ: Ahum.
LR: And they said, oh no you’ve got to go. I said, oh I said, now, I said, when I was in the services they said I had to go away then but since I came out of the services I said I do what I want to do.
TJ: Ahum.
LR: And they said well it’s a case of either move or resign so I said, ‘Right, I resign as of now.’ Which I did. So on the way down I was going down the lift with the head clerk and he said I should think again because they’ll not change or anything like that. He says, what has happened is one of the directors sons has come out of the army he says and Lincoln is a rich prospect for him he said and they want him to take it over so I said I’m not having anything to do with that.
Ahum.
LR: So I came back. I was on the dole for about oh I should think five or six weeks. I applied to go back in to the air force. Didn’t hear anything and I was absolutely fed up. Somebody told me they wanted men on machines at Clayton Dewandre’s, a local firm. So I thought right well I’ve got to do something and I went down there. They trained me on a machine and I worked there for the rest of my working life. About -
TJ: What were they making?
LR: Mainly brakes. Power brakes and car heaters.
TJ: Ahum.
LR: Mostly.
TJ: Ahum.
LR: Power brakes for lorries and things like that before power brakes came in to cars and things.
TJ: So you told me you’ve been married twice and how many children have you got?
LR: I had one.
TJ: Ahum.
LR: And my wife had one. I had a daughter Marion who unfortunately died about six years ago and my wife’s son is doing very well. He’s the chief engineer up at the, chief maintenance engineer at the university. He’s got a good job. His wife is a midwife sister at the hospital working her socks off.
TJ: Right. So do you have any thoughts on the way Bomber Command was treated after the war? Did that -
LR: Oh yes.
TJ: Is that something that struck a chord with you?
LR: Yes it did indeed. We were completely ignored after the war. When Churchill made his speech of congratulation, thanking the people he thanked all the armed forces except Bomber Command and all the chiefs of staff all got knighthoods and what not. Sir Arthur Harris got nothing and we were absolutely ostracised and people called us gangsters and, you know, air gangsters and all this sort of thing and we were absolutely horrified.
TJ: I’ll bet.
LR: In fact I say now even the government can’t give us even now but they’ve been forced more or less in to giving us a clasp as recognition for Bomber Command you know the clasp that goes on the medal.
TJ: Yes.
LR: It’s a cheap bit of tin. You know the clasps that they have on medals -
TJ: Yes.
LR: They’re usually nice silver sort of things engraved, all the lot.
TJ: Ahum.
LR: This is a cheap bit of well it just looks like a cheap bit of brass.
TJ: Ahum.
LR: With Bomber Command written on it, stamped on it.
TJ: Why exactly, I don’t know too much about it but why do you think Bomber Command -
LR: Largely because of Dresden.
TJ: Ahum.
LR: You know because of Dresden was bombed after the -
TJ: Yeah.
LR: But then so were a lot of other cities.
TJ: Coventry.
LR: They said Dresden was such a lovely city and all that sort of thing but Dresden, they bombed it because Stalin asked them to because Dresden was the main jumping off point for all the troops from Germany going on to the eastern front.
TJ: Yeah, carry on.
LR: And also there were a couple of munitions factories there. So in actual fact there was a legitimate target but they were saying, what these purists are saying is that there was no need to bomb it to such an extent. After the war, as what we did.
TJ: You were following orders.
LR: Just following orders. I mean.
TJ: Yeah.
LR: Churchill ordered it, he actually ordered the bombing when all’s said and done. When Stalin requested it it still had to go through Churchill hadn’t it?
TJ: Of course.
LR: And he just washed his hands of us altogether.
TJ: Not good. It must have -
LR: But members of Bomber Command feel very bitter about that.
TJ: I’m sure. Well thank you very much for sharing all these memories with me Les.
LR: Quite alright.
TJ: I think I can finish here and say goodbye.
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/.
Identifier
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ARutherfordL150605
PRutherfordRL1501
Title
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Interview with Les Rutherford. One
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
Type
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Sound
Language
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eng
Format
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01:18:12 audio recording
Conforms To
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Pending review
Pending OH summary
Description
An account of the resource
During this interview Les describes his experience as a despatch rider in France in 1940 before escaping from Dunkirk and returning to the United Kingdom, eventually joining the Royal Air Force. He also describes his training in South Africa and his experience of being shot down, interrogated and imprisoned in Stalag Luft III.
Creator
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Tina James
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-05
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Poland
South Africa
England--Lincolnshire
Germany--Oberursel
Poland--Żagań
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943-12-20
1944
1945
50 Squadron
aircrew
bale out
bomb aimer
Churchill, Winston (1874-1965)
Dulag Luft
entertainment
Lancaster
Manchester
perception of bombing war
prisoner of war
RAF Cosford
RAF Finningley
RAF Skellingthorpe
RAF Wigsley
Stalag Luft 3
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/877/18451/MHolmanR3020209-180106-09.1.jpg
27a41733ffa4686985f4fdbc8af2396e
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
Holman, Robert
R Holman
Description
An account of the resource
14 items. An oral history interview with Aircraftman Robert Holman (1925 3020209, Royal Air Force) official documents, a service history and photographs. After training as an engine fitter he served on HQ 5 Group servicing section as a mobile engineer carrying out major servicing at large number of 5 Group bomber stations. In 1945 he transferred to the Fleet Air Arm before demobilisation in 1946.
The collection has been loaned to the IBCC Digital Archive for digitisation by Robert Holman 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
2018-02-08
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Holman, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Robert Holman personal service record
Description
An account of the resource
List of locations and jobs from 1941 ATC summer camp, and from joining Royal Air Force in May 1943 until demobilisation in March 1946. Includes transfer to Navy in June 1945, where he worked on Barracuda, Firefly and Oxford aircraft.
Creator
An entity primarily responsible for making the resource
Robert Holman
Format
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One page handwritten document
Language
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eng
Type
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Text. Memoir
Text
Identifier
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MHolmanR3020209-180106-09
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Navy
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
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.
5 Group
demobilisation
Oxford
RAF Cosford
RAF East Kirkby
RAF Fiskerton
RAF Locking
RAF Morton Hall
RAF Pocklington
RAF Scampton
RAF Swinderby
RAF Syerston
RAF Waddington
RAF Wigsley
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/3326/PAdamsHG1704.1.jpg
980d8be504d2da9355ce447405cd8c1f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/3326/AAdamsHG170215.1.mp3
041f97f2eedf07da91f07fc45cf06065
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Adams, HG
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
RG: This is an interview with Herbert Adams for the International Bomber Command Centre on Wednesday the 15th of February 2017 at his home in Kooringal, Wagga, New South Wales, Australia.
LD: The name of the interviewers.
RG: Interviewers are Rob Gray and Lucie Davison.
LD: Alright. All good. Ok.
RG: Off you go.
LD: So, you were born near Gulgong.
HA: That’s right.
LD: New South Wales.
HA: Yeah.
LD: Were you born in town or on a farm? Or where?
HA: No.
LD: What kind of area did you grow up in?
HA: My father had a stock and station agency and carrying business in Birriwa.
LD: Yeah.
HA: Very small. You wouldn’t see it now if you went through it [laughs] but it was a prosperous little district. I went to primary school there. One teacher school.
LD: And did you work there or did you leave?
HA: No.
LD: Leave home to go to work before you signed up?
HA: When I was old enough I went to high school at Mudgee for five years — where I boarded. And in 1938 dad sold the agency and bought a farm at Mendooran.
LD: Oh yes.
HA: And that’s where I reckoned I lived for a while because after I came back from the war they were still on the farm. And in fact, they sold the farm at the end of the 1946 drought and moved into town. And my brother and I took up share farming at Mendooran.
LD: Right.
RG: That town being Mudgee or —? That town being Mudgee or —?
HA: Not Mudgee. It was Mendooran, sort of east of Dubbo. South of Coonabarabran.
RG: Right. Ok. Yeah.
HA: We did that for three years and then I took on carrying for about a year and a half. Carting cement from Kandos to Sydney.
RG: Yeah.
HA: And then I bought a sports store in Mudgee.
LD: Oh right.
RG: Ok.
HA: Where I strung tennis rackets and fixed cricket bats, sold toys and stuff like that for seven or eight years. Got married and had three kids there. Didn’t know what to do with myself when I sold the sports store so I went to teacher’s college in Sydney for a year.
LD: Oh. Wow.
RG: Ok.
HA: Boarded with me sister. Left my family at Mudgee and got appointed to Mudgee to teach.
LD: Well that was handy wasn’t it?
HA: Well [laughs] we were asked to give preferences of where we wanted to teach and I said ‘Mudgee. Mudgee. Mudgee.’ And they said, ‘Well you’re married and an ex-serviceman and you live there. If necessary we’ll move someone.’ Which they did.
LD: Oh.
RG: Oh. yeah. Very good.
HA: They moved a first year out. A young fella.
RG: Yeah.
HA: Our From Mudgee to Muswellbrook or Maitland or somewhere over there.
RG: Yeah.
HA: And I taught junior maths and, senior and junior biology for five years.
RG: Right. Ok.
HA: At the same time, I did a degree from Armidale by correspondence.
RG: A degree in —?
HA: Just a BA degree with a major in maths and education. Tried to get a science degree out of them but they wouldn’t agree to an external student.
RG: Oh for science.
HA: Getting a science degree even though I could have had more science units.
RG: Yeah.
HA: Than what they could provide from Armidale.
RG: It’s odd isn’t it? Perhaps it required laboratory work or something at Armidale or something like that.
HA: I don’t know, just one of those regulations.
RG: Yeah. Yeah.
HA: Regulations you can’t undo.
RG: Yeah. I was going to say with your service background to put down Mudgee, Mudgee Mudgee you were liable to be sent to Coonabarabran or somewhere. Anyway.
HA: Yeah. So, I taught at Mudgee there for five years and then I resigned and joined the air force a second time. Came to Wagga.
RG: Oh. Ok.
LD: Oh right.
HA: As an education officer out here at Forest Hill.
RG: Yeah. Yeah.
LD: Oh excellent.
HA: Which I did for just on three years.
RG: What were you teaching in the air force?
HA: First two years — adult trainees.
RG: Yeah.
HA: It was basic maths, physics and [Electrical] tech.
RG: Yeah.
HA: In the second year I was teaching fellas who didn’t want to be instructors to be instructors [laughs]
RG: Yeah. I was one of those. Yeah.
HA: It was an experience.
RG: Yeah.
HA: And I learnt more about teaching in that year than I did at teacher college. For sure.
RG: Yeah. Yeah.
LD: Yeah.
HA: And then —
LD: That must have been most interesting. Going back into the air force again after all that time.
HA: It was, yeah, because I was straight away a flight lieutenant.
RG: Yeah.
HA: And I did Anzac Day addresses and things like that.
RG: When was that? When did you go back into the air force?
HA: ’65 ‘66. ’67.
RG: Right. So, twenty years after you left.
HA: Yeah.
RG: Yeah.
LD: That would have been fascinating.
RG: Have we got — sorry. Have we got Bert’s date of birth? Anywhere?
LD: Oh. No. What’s your date of birth, Bert?
HA: 23rd of the 2nd ’24.
LD: Ok.
HA: So, I’ll be ninety three next week.
LD: Wow. So, did you work before joining the air force the first time?
HA: Yes. I worked in Sydney for a year and a half. The local government department in Bridge Street.
LD: Oh yes. Yeah. Yeah.
HA: Didn’t like it much. Didn’t get much money.
RG: This was as a clerk or —
HA: Yeah.
RG: Yeah.
HA: Junior clerk. And when they brought in compulsory service for the army I was very keen to get in because six shillings a day was big money.
RG: Yeah. Yeah.
HA: Like, I was paying board in Sydney and train fares and had nothing left. I couldn’t even play hockey because I didn’t have enough money to go and play hockey every weekend.
RG: Right. Yeah. So that, what year was that that you —?
HA: 1941 and 1942.
RG: So, so you were called up in —
HA: ’42.
RG: ’42.
HA: Yeah.
LD: So, you were called up in to the army initially.
HA: Yeah. Yeah.
RG: Where did you go to?
HA: Went to Dubbo and did the infantry training for a month and then was invited, if you could drive a truck, to go to Moorebank near Liverpool and do a motor-school for a month.
RG: Right.
HA: A lot of stuff with Bren gun carriers.
RG: Yeah.
HA: And internal, whatever you call it. A written exam at the end of it. We had lectures at night and that sort of thing. Some of the fellas could barely read and write and they were in the army. I’d finished High School with good passes.
RG: Yeah.
LD: Yes.
HA: I came top of the course.
LD: Yeah.
HA: I was invited to go to Sydney Tech College for six months and come out as a warrant officer instructor.
RG: Right.
HA: At aged eighteen.
RG: Ok. That was advanced promotion.
HA: I thought about it very seriously.
RG: You would have done. We’re talking about six shillings being good money.
HA: Anyway, I was already on the reserve for aircrew so when that came up I got out of the army.
LD: Oh right.
RG: So, did you volunteer for the reserve for the aircrew? Did you do that before you joined up? Or —
HA: Yeah.
RG: Yeah.
HA: As a matter of fact, when Air Training Corps first formed, late in 1941 I think it was.
RG: Yeah.
HA: I was one of the first in.
RG: Right.
HA: And that was supposed to get you a month or two precedence on the, on the waiting list. There was a big waiting list for aircrew.
RG: Yeah.
HA: Eight months. Something like that.
RG: So did you do — we’ve read Andy, sorry, Adrian Child, sorry Ray child — Charlwood sorry.
HA: I’ve read two of his books.
RG: Yeah. And his way, he did it he came in through the ATS got assessed, got accepted, sent home and then came back later and did some training and then got sent home again and then went and did his specialist — his navigator’s training was it? Did something similar happen to you? Did you like get accepted and sent home again?
HA: No. Air Training Corps was only part time stuff up at Ashfield. Never got any uniform.
RG: Oh. This is not the ATS —this is Air Training Corps. Yeah. Ok. Sorry. Yeah. Different.
HA: Sorry. Wrong thing.
RG: Yes. Yeah. Yeah. I was thinking of the ATS. Yeah. Yeah.
HA: Yeah. Where we were up to?
RG: So, Ashfield.
HA: Ashfield.
RG: Yeah.
HA: Yeah.
LD: So, which ITS did you end up going to?
HA: Bradfield.
LD: Oh right.
HA: Number 2.
LD: Oh my God. That’s where Ken was.
RG: That’s where Ken was. Yeah.
LD: I have a relative who was there.
HA: Yeah.
LD: Ken Glover.
HA: I’ve got an idea as I can remember that name. I was in 32 course for a start.
LD: I’m not sure what course he was in.
RG: No. He —
LD: I haven’t been able to find that out.
RG: He became a rear gunner. He was in 463. And he was killed on Christmas Eve ‘43 over Berlin.
LD: He started out in 207 Squadron.
RG: Yeah. He started out in 207 RAF.
HA: Yeah. He was a bit earlier at Bradfield than me if he was on Berlin raids.
RG: Yeah.
LD: Yeah. He left [pause] he left Australia like January ’42.
RG: Yeah.
HA: Yeah.
RG: ‘43. He was killed at the end of ’43.
LD: Oh, I’m getting mixed up.
RG: Yeah. Yeah. Anyway.
HA: Yeah. There may have been another Glover that I met somewhere along the way.
RG: I’m sure there were scads of them really. Yeah.
LD: Yeah.
HA: I actually had a time. I got the mumps while I was there and went out to Prince Henry Hospital. Came back and I found myself in 33 course. And then they said, ‘They need more fellas at the training places. We’re going to do a rushed course so that you can go out with 32 course again.’
RG: Yeah.
HA: ‘Providing you’re quick enough at Morse.’
RG: Yeah.
HA: And because I’d been in the Air Training Corps I was fast enough at Morse.
RG: Yeah.
LD: Yeah.
HA: So, I ended up with 32 course at Bradfield. And then came to Cootamundra.
LD: Yes.
HA: 1 AOS. I didn’t even get inside the gate. We were throwing kit bags up on to a truck and I collapsed and found myself in hospital.
RG: As a result of the mumps?
HA: Woke up the next day with terrible trouble with appendicitis.
RG: Oh, ok. Yeah.
HA: I was delirious for a few days and a bit lucky to survive I think because penicillin was, luckily, available.
LD: Yeah.
HA: In those days.
RG: Yeah. And only just available too. Yeah.
LD: Yes.
RG: Yeah.
HA: And so, I was in the hospital for a month with a hole with a rubber tube gushing out rubbish. Finally sent home, I think for Christmas, still with a hole in my belly. And —
RG: So, this is Christmas ‘41
HA: ‘42
RG: ‘42.
HA: ‘42. Yeah.
RG: Yeah.
HA: And they said, ‘By the way you will have to come back to hospital next year and have your appendix out.’
LD: What?
RG: They hadn’t done it.
HA: They didn’t take it out. All they’d done was drain all the muck out of it to treat it.
LD: Oh of course. They needed to drain everything ‘cause if they tried to operate with —
RG: The poison would have got into the bloodstream. Yeah.
LD: Yes. Yes.
RG: Lucie is an ex-nurse so.
HA: Yeah.
HA: My wife’s an ex-nurse too.
LD: We’re good people [laughs]
HA: So, I came out of hospital and did some time with 35 course and helped in the sick quarters for a while.
RG: This is filling in time before the next observers course.
HA: Yeah. Then I came down to Wagga.
RG: So, you didn’t actually get to Cootamundra at all. You were posted there but didn’t get there.
HA: Oh yes. When I come out of hospital I was put on to 35 course.
RG: Yeah.
HA: And I went to lectures and did one flight with them. And then they said but you’ve got to go and get your appendix out so I came to the RAAF hospital out here at Forest Hill which hadn’t long been opened and had my appendix out. And went back and fooled around until 38 course started.
LD: [laughs] They must have been wondering if they were ever going to get rid of you.
RG: Yeah. So instead of three months it was nine months.
LD: Oh right.
HA: At Cootamundra.
RG: Yeah.
LD: Mind you that kept you out of the worst of it.
HA: It may have kept me out of going to the islands or somewhere like that, you know.
RG: Yeah. Yeah.
LD: Yes. Yeah.
RG: Or the Battle of Berlin as well. Yeah.
LD: Yeah. Yeah.
HA: Anyway —
LD: Did you end up doing any of your training overseas or was it all done in Australia?
HA: Up to the wing stage — in Australia.
LD: Right.
HA: I did bomb aiming and gunnery at Evans Head for two months and then astro nav at Parkes for a month. And then after a bit of leave we got on a boat and went to San Francisco.
LD: Do you remember the name of the ship?
HA: The Mount Vernon. I think.
LD: Ok. Yeah. Did you go via New Zealand?
HA: No. Non-stop.
LD: Oh. Ok.
HA: And we got our sea legs I think because it was calm for the first week or so and then there was a big storm.
LD: Yeah.
HA: There were logs floating around in San Francisco harbour.
LD: Right.
RG: Did you leave from Sydney or Melbourne?
HA: From Sydney.
RG: Sydney. Yeah. By the way when you said you did one flight with 38 course.
HA: 35.
RG: 35. What sort of aircraft?
HA: Ansons.
RG: Ansons. Yeah. Ok.
HA: It was Fairey Battles at Evans Head and it was Ansons again at Parkes.
RG: Right. Yeah.
HA: Astro.
RG: Yeah.
LD: So were you happy to be a navigator or would you have preferred some other role? Because you said you did the gunnery course as well. Did you have any choice in this or —
HA: While we were at Bradfield park they asked us towards the end of the business which you’d like to be and nearly everybody wanted to be a pilot of course. The day that they did the coordination test I was at the dentist and so I missed that.
RG: [laughs] You had bad medical trouble there didn’t you [laughs]
HA: I had a lot of trouble with my teeth.
RG: Oh dear.
HA: And the test was to sit in a seat with rudder pedals and a joystick with a screen where somebody made a dot move around the screen at random and you had to chase it with your feet.
RG: Yeah.
HA: I knew I’d made a terrible mess of it. Partly because when I was a kid I had a flivver which you steered with your feet. If you wanted to go to the right you did that which is just the opposite.
RG: Yeah. Yeah.
HA: To what you want to do in an aeroplane.
RG: Sorry a flivver.
HA: A flivver.
RG: What’s a flivver? What —
HA: Well it had a handle on it like the trikes that they had on the railway.
RG: The ones that you cranked. Yes.
HA: Yes.
RG: Oh ok. I didn’t know they were called flivvers.
HA: Yeah. Anyway, so, I knew I made a mess of it so when they came to ask me what I wanted to do I said navigator. They said, ‘Why don’t you want to be a pilot?’ And I said, ‘Well I made a mess of the coordination test and I’m pretty good at maths and stuff.’ I didn’t tell them that a lot of fellas say, ‘I want to be a pilot,’ and they say, ‘Oh well. You can be a rear gunner.’
RG: Yeah. [laughs] Ok.
LD: Yes.
HA: So, I got in first.
RG: That was a smart move.
LD: Yes. Yeah. They were getting to be short of rear gunners, weren’t they? Very sadly.
HA: So, we got on a, oh there was only six hundred of us on the ship. Most of the people were American servicemen who were either ill or wounded. Coming back from the Pacific.
LD: Yeah.
HA: And so, when we got to San Francisco they said, ‘There’s sixty of you navigators,’ or observers as we were then. We had an O wing, ‘Who thought you were going to Canada to do a six months reconnaissance course. That’s been scrubbed. You are now going across to Britain for Bomber Command.’ So, we had to —
RG: Oh. So you might have ended up doing reconnaissance flights in Mosquitos, I presume. Or something of that nature.
HA: Probably in Liberators across the Atlantic I would think.
RG: Oh ok. Ok.
LD: Right.
RG: Yeah. Yeah.
HA: Anyhow.
RG: Yeah.
HA: That was scrubbed and we got on a troop train and went across America to New York and got on a ship called the Isle de France.
RG: Ah yes. Famous vessel.
HA: On Christmas Eve.
RG: That’s Christmas Eve forty.
HA: ’43.
RG: ‘43 yeah.
LD: Oh right. Yeah.
RG: That was the night Ken was killed.
LD: Yes. Yeah.
HA: It got as far as the Statue of Liberty and broke down.
RG: [laughs] That was the French.
HA: And we thought thank goodness because we were right down below the waterline at the stern with the sides coming down like that.
RG: Oh yes. Yeah.
HA: And had to climb through round portholes all around.
RG: Hatches. Yeah.
HA: Vertical ladders to get up to the next deck.
RG: Yeah.
HA: Anyhow, they kept us there overnight. They gave us some sandwiches I think and then the next morning they said, ‘You can wait until we give you some more sandwiches and some pay. Or you can do without that. Go straight into New York where there’s likely to be people taking you home for Christmas dinner.’
LD: Well there’s an option isn’t there?
HA: So, three of us went out to a very nice double decker house in Mount Vernon for lunch. We thought Christmas lunch, you know. Christmas lunch came time and there were plenty of little nibbles and plenty of drinks. This went on all the whole afternoon until about 7 o’clock at night and they brought out the turkey. Us three all said, ‘Well yes, we wouldn’t mind a second helping,’ [laughs]. He took us to his factory the next day. He had a factory that made, amongst other things, handkerchiefs. He gave us some handkerchiefs each.
RG: You don’t happen to remember the family name by any chance, do you? A big ask I know but —
HA: Richie, I think. Richie.
RG: Richie. Ok.
HA: And took us to his club. We offered to buy a drink after he’d bought us one. Everything’s done with chips.
RG: So, you can’t possibly. That’s a polite way to do it isn’t it?
HA: Took us back to our camp at Fort McDowell or Fort Slocum or something. I’ve forgotten the name and we had a few more days in New York. Went to Madison Square Garden and saw an ice hockey match for the first time.
LD: Oh wow.
RG: Yeah. Yeah.
HA: Went to Jack Dempsey’s Spaghetti Bar.
RG: Ok. Yes. Sorry. Sorry Bert, I was just going to say, I know you said it was a camp. Fort Slocum or wherever it was. Was that like a transit camp for Commonwealth personnel or was it a US army camp or —?
HA: I can’t remember.
RG: Ok.
HA: I can’t remember. It seemed to be a useful sort of a camp.
RG: Yeah.
HA: Could have been [unclear] or that sort of thing.
RG: Yeah.
LD: I have read that Australian servicemen in the States, because there were a lot of people like you who were, you know, kind of in between places who ended up staying there for a couple of weeks or something were very welcome and, you know, never had to buy a drink and so on. Is that — is that your experience?
HA: They were very generous. The Americans.
LD: Yeah.
HA: Yeah. We didn’t buy a drink the time that we were with him of course. I can’t remember other Americans shouting us drinks while we were in New York but in Denver one day, we had a couple of hours in Denver and a fellow came up to us and said, ‘You’ve strange uniforms.’ We had Australia across here. ‘I didn’t know Austria was on our side.’ [laughs]
RG: [laughs] Did you point out that Hitler was an Austrian [laughs] Anyway, yeah.
HA: So, we talked to him a bit about Australia then and [pause]
LD: I have, I’ve also read about the Australians being mistaken for German POWs. Did you, did you have that experience?
HA: I think that could happen. I got mistaken for a policeman a couple of times in London. In the blue uniform.
RG: The blue uniform, yeah. Of course.
LD: Oh of course. The darker blue.
HA: Yeah.
LD: Yes.
HA: And because we’d been to London a few times and used the Underground I knew my way around London fairly well as far as the Underground was concerned. So if somebody said, ‘How do I get to —,’ such and such. I was able to say, ‘That way.’ [laughs] Didn’t let on I wasn’t a policeman.
LD: Fair enough.
HA: Yeah.
LD: So, did you have a safe trip across to Britain after all that. Did you have any problems?
HA: No. No. On New Year’s Eve we boarded the Queen Elizabeth.
LD: Oh. Right.
HA: And it had, it had been partly furnished for passengers before the war but it hadn’t been finished.
RG: No.
HA: There were parts of it were still open hold.
RG: Yeah.
HA: With stacks of —
RG: She came straight from the shipyard. Straight in as a troopship. Yeah.
HA: We got a cabin and there was —
LD: Lucky you.
HA: Eighteen of us, I think, in a cabin, with a little toilet corner in it. Most everywhere there was six feet on a wall with three bunks.
RG: Three bunks. Yeah.
LD: Ah yes.
HA: There were six walls altogether including the corner of it.
RG: Yeah.
LD: Yeah.
HA: We had a great time there. Used to sit on the floor and play cards.
LD: Did you have to — did you have to act as lookouts on the Queen Elizabeth?
HA: No.
LD: Right.
HA: No. We did boat drill which was a bit of a hassle because there was over twenty thousand troops on it. Two or three of the top decks that were open to the weather had three bunks up the wall. Bolted on.
RG: Yeah.
HA: Americans took twelve hours on, twelve hours off on those bunks.
RG: Wow.
HA: So they could fit more people in.
RG: Yeah. Yeah.
LD: Oh my goodness. Yeah. I’ve read about the hot-bunking. I didn’t realise it was to that extent.
RG: Yeah. Yeah.
HA: Two meals a day because it took four hours to feed them all.
LD: Yes. Yeah.
HA: Four hours to clean up and then another one.
LD: Yeah.
RG: Yeah.
LD: I also read that the meals were more than a bit basic.
HA: They were, they were alright.
RG: This was a British, this was a British ship. Not an American one. Different. Yeah.
HA: Yeah. We had good meals on the boat. On the trains across America too. It was a bit strange. They’d ask for volunteers to go and count the stuff through the corridor sort of thing. I never had to do that. But they’d arrive with a stainless streel tray, plate, with five compartments on it. You’d put meat there and vegetables there, vegetables there, vegetables there, fruit salad there. And then they’d get a ladle and put what we reckoned was plum jam and put it all over the plate [laughs]
LD: Oh.
HA: It may have been chutney I don’t know.
LD: It sounds awful.
RG: You’re right to separate everything and then join it up with — yeah.
LD: So, did you have the Pullman carriages?
HA: Yes.
LD: Yeah.
HA: Yes. A little compartment with enough people for four. And yet they only put three in it because at night time they had a negro porter came in and made up a double bed at the bottom.
LD: Yeah.
HA: And pulled down —
LD: Yeah.
HA: One at the top which I got in. Being wintertime, each morning I’d find icicles hanging down from the ceiling where the fellas underneath would be warm because they were steam heated.
RG: Yeah. Oh right. Yeah. Yeah.
LD: Yeah. So did you get to see snow on that trip as well?
HA: Yes. For the first time. We pulled up in marshalling yards at Chicago for about an hour and a half, I suppose. Nowhere near the platform but there was railway lines forever.
RG: Yeah.
HA: We saw it was snow on the ground so, ‘Oh, we’ll get out and have a snow fight.’ So, we got out and had the snow fight for about five minutes and it was minus thirty.
RG: Yeah. Chicago in the winter.
HA: We got back in again pretty quick.
RG: Yeah.
LD: Yeah. No. That’s, that’s my relative’s experience as well. Was seeing the snow for the first time.
HA: Yeah. It was the first time I’d seen snow.
LD: Yeah.
HA: Going across the Atlantic in the Queen Elizabeth after about three days they said, ‘There’s reputed to be a U-boat pack waiting out there somewhere so we’re going to go up near Iceland somewhere and we’re going to go flat out.
RG: Yeah.
HA: So, put your warm clothes on.’ We’re not going to — we’re going to turn the heating off and go as fast as we can.’
RG: Yeah.
HA: We met some of the crew in Glasgow. Greenock. They took us for a tour of the ship later and said that they got over forty knots.
RG: Wow.
HA: That night going up.
RG: She was fast. I didn’t realise she was that fast though.
HA: Yeah.
RG: Wow.
LD: So, did you, did you land in Greenock?
HA: Yeah.
LD: Yeah. Ok. Yeah.
RG: Yes, I suppose if you’ve got the threat of U-boats you’ll find the, you’ll find the extra knots.
HA: Yeah, they put all the steam they could get in to it.
LD: So, once you arrived in the UK where did you go to then?
HA: By train to Brighton.
LD: Brighton. Ok. And were you there for long?
HA: I think about three weeks.
LD: Right. Yeah.
HA: We did a little bit of training. I think the main thing we did was learn the stars of the northern hemisphere.
RG: Oh course. Yeah.
LD: Of course. Absolutely. Yeah.
RG: They didn’t teach you that while you were here?
HA: No. No.
RG: I mean even theoretically. That’s funny. I suppose a lot of you would have ended up in the Pacific theatre so, yeah.
HA: There’s enough to learn one lot at a time.
RG: Yeah. True enough. Yeah.
LD: Yeah. No. I remember the first time I went to Europe, you know, looking up at the sky and going —
RG: It’s all different.
LD: All the bases of my life were gone. It’s quite strange and it would have been even more so for you because that’s —
RG: Your trade.
LD: Yeah . That would have been really interesting for you.
HA: At Brighton there was two big hotels. The Metropole and The Grand that were taken over by the RAAF as a holding centre. And again, when we left to come home. Same place.
LD: Oh right.
RG: They’re both on the seafront aren’t they?
HA: Yeah.
RG: Yeah. I can remember the Metropole.
HA: When I went back to Europe in ‘94 and took a trip down to Brighton and had a look at them and they’ve dolled them up. They’re both nice looking hotels.
RG: Yeah. They’re both there though. Yeah.
HA: They were very basic then.
RG: Yeah.
LD: And was Brighton all — ‘cause I know Bournemouth had all the razor wire on the beaches and things like that. Was the same sort of protections there in Brighton?
HA: Yes. One of the, I think both of the piers had a hole cut in the middle of them so that they couldn’t —
RG: Couldn’t land on the end.
HA: Get on to one end and come ashore sort of thing.
LD: Were there any air raids or anything while you were there?
HA: Yes. There were air raids while we were there.
LD: Yeah.
HA: For a start we used to go down to the basement and they didn’t seem to do much harm so after that we didn’t bother. We just stayed in our bedroom.
RG: That would have been also around the time of the V1s and V2s.
HA: Yes.
RG: Did you have any experience of those? Or —
HA: Once or twice when I was in London on leave we heard one or two come over and we actually heard one stop one night and thought oh, this is going to be a bang.
RG: Oh dear.
HA: And sure, enough there was a bang not far away.
RG: Yeah. Yeah. I’ve heard people, Londoner’s I’ve met, who said that they were far more frightened of the V1s than the V2s because of that. You’d hear. In the buildings you couldn’t see them. You could hear them and when they stopped it was, ‘Where is it going to fall?’
HA: Yeah.
RG: Whereas the V2 was the crash and if you heard the crash — well you were still alive. So that was —
HA: Yeah.
RG: Yeah.
HA: I don’t think there was any V2s ever landed when I was in London. They were frightening.
RG: Yeah. Yeah.
LD: Yeah.
HA: And I don’t think there was any of the London guns landed in London when I was there either. You’ve heard about the London guns. The V3.
RG: That’s the V3. Yeah. Yeah. Yes. I have heard about it. I didn’t know they actually fired on —
HA: Yeah. They fired a few.
RG: Oh ok.
HA: But nowhere near what they wanted to.
RG: No.
HA: They were going to finish Britain off with the V2s and V3s.
RG: Well by that point they were disappearing back away from the French coast weren’t they?
HA: Yeah. That’s right.
RG: Yeah. You’re talking January ‘45.
HA: Yeah. So the London gun got bypassed.
RG: Shuffled back. Yeah. Became a Calais gun or something [laughs] as far as you could reach.
LD: So which OTU did you end up being sent to?
HA: Lichfield.
LD: Yeah.
HA: Before that we went to an AFU At Llandwrog. In North Wales.
RG: Wales.
LD: What was an AFU?
HA: They called it an Advanced Flying Unit.
LD: Oh right. Yeah.
HA: Avro Ansons again. That was mainly to familiarise navigators and bomb aimers I think with map reading in Britain.
LD: Oh right.
HA: Which was altogether different to the Riverina
LD: Just a little [laughs]
RG: [unclear]
LD: Not to mention the stars.
RG: Yeah. And at Lichfield — that was an OTU.
HA: Lichfield it was a fairly popular OTU where we crewed up and —
LD: Yeah.
HA: Flew Wellingtons.
LD: Right.
RG: For training.
HA: For training.
RG: Yeah.
HA: Yeah.
LD: So how did they crew you guys up? It seems to have been a little different in different places.
HA: They gave us two days to hang around in the hangar and hang around in the mess drinking beer and find ourselves a crew.
LD: Right.
RG: Right. But that was a five man crew wasn’t it?
HA: Six.
RG: Six. In a Wellington.
HA: Six I think.
RG: Six. Yeah. Ok.
HA: Yeah. Even though Wellingtons only had five in the crew.
RG: Yeah.
HA: You crewed up with six and the rear gunner and the mid-upper gunner took turns in the rear turret to practice.
RG: Oh ok.
LD: Oh right. Ok. Yeah.
RG: But you’re still one down from a Lancaster though ‘cause that was seven.
HA: Yeah. No engineer.
RG: No engineer. Right.
HA: So, Syd Payne and I who’d done our training in Australia together as observers and he had been a — started off as a pilot. Did Tiger Moths at Narromine and got scrubbed on Wirraways at Uranquinty I think. So, he looked like a valuable bloke to have in a crew. Somebody who could fly.
RG: Fly. Yes. Of course.
HA: And we were both navigator — bomb aimer, sort of thing and he trained.
RG: Tossed a coin to see who did what.
HA: He trained as a bomb aimer just across Anglesey from where Llandwrog was. So, we’re looking around for a pilot.
RG: Sorry. Did you two decide between yourselves who was going to be the bomb aimer and who was going to be the navigator?
HA: Before we’d even got there because he trained as a bomb aimer AFU.
RG: Yeah.
HA: I trained as a navigator AFU.
RG: Yes. Oh of course. That was before Lichfield yes. Of course. Yeah.
HA: Before Lichfield.
RG: Yeah. Yeah.
HA: So we got together and we found a pilot with a wireless op attached. And they were both Queenslanders. Both same age as us. All twenty years old. And after looking at a few others, sort of thing, I think the pilot decided that, yes, we would do him sort of thing and so we were thinking about a rear gunner. And a pair of gunners. Looking around and then a pair of gunners came and found us [emphasis] They turned out to be fellas who came first and second in their gunnery course.
RG: Nice.
HA: So, they, they had the pick of the mob sort of thing. So they picked us luckily. We got on well with them so —
RG: Both Australians. So —
HA: Yes. All Australians.
RG: Yeah.
HA: The rear gunner was from Sydney. In fact, we had a connection. I don’t know whether he’d married already a girl that I knew in Mudgee.
RG: Oh. Ok.
HA: Or married her after.
RG: After the war.
HA: One or the other. And the other fella was a farm worker from Western Australia who was elderly. He was twenty five.
RG: Oh gosh.
LD: Oh. Poor old man. You’d have to help him on with a stick.
HA: And they were both teetotallers.
RG: Oh. Ok. Ok. Maybe that’s why they came first and second in their gunnery course.
HA: And they were good shots. The bloke from Western Australia had done a bit of clay pigeon shooting, well live pigeon shooting against kangaroos and stuff.
RG: Yeah.
HA: You know. So, he knew about leading.
RG: Yeah. And they used clay pigeons to the train the gunners. Yeah.
HA: Yeah. That’s right. Yeah. So, they were good shots by the time we got together and of course we did a lot more training. One of the things we did at Lichfield in our training was do a bullseye.
RG: Yes.
HA: Several reckoned it counted as an operation. Others reckoned it counted as half an operation. Yeah. They got all the training planes together. Not only from Lichfield but a heap of them and flew up as if you were going to Wilhelmshaven or something like that. Up in the Baltic. When you got nearly there you turned around and came back while the rest of Bomber Command went to Munich or somewhere.
RG: Oh, you were the decoy force.
HA: Diversion decoy. Yeah.
RG: Diversion. Of course. Yeah.
LD: This is the first time I’ve actually been able to confirm what a command bullseye was.
RG: Yeah. Lucie’s relative, Ken mentions in his logbook about a command bullseye but they did these over London.
LD: But they did these over London. Yes.
RG: But and he just says command bullseye and we’ve asked the other veterans and none of them have known what it was. They didn’t do it. So —
LD: I’ve only found one reference to it in the research.
RG: Yeah.
LD: That’s really good. I’m really pleased [laughs]
HA: We did another one when we were on Stirlings. We did another bullseye.
RG: Oh that was still on Wellingtons wasn’t it?
HA: This was still on Wellingtons. Yeah.
RG: Yeah. And then you went over to Stirlings did you?
HA: Yes. Our next move after Lichfield was Swinderby.
RG: Oh yes.
HA: Near Lincoln. And I was on Stirlings.
RG: Yeah. Where you found an engineer at that point.
HA: Yeah. That’s where we got our engineer.
RG: Was he appointed or did you find him?
HA: He was just appointed to us and he was a man of forty four.
RG: Wow.
LD: Really.
HA: He’d been a policeman for years.
RG: Yeah.
HA: In Birmingham and Coventry.
RG: Yeah.
HA: And those sorts of places.
RG: So he was RAF.
HA: Yeah. Yeah.
LD: I didn’t realise.
HA: He was born in Scotland. His parents lived in Ireland. When we went on leave he had to change in to civvies to go over to Ireland.
RG: To go to Ireland [laughs]
HA: Yeah.
RG: Yes.
LD: So, did you do anything other than kind of like a spoof raid on the bullseye. Did you drop leaflets?
HA: No.
LD: Or anything like that?
HA: No. We just stayed over the sea all the time.
LD: Right. Ok.
RG: Ok.
HA: And the other one we did in the Stirlings I think we only went about as far as the Dutch coast. It was quite a short trip compared with the one that went nearly to Wilhelmshaven.
RG: Yeah.
LD: Yeah.
RG: So how long were you on Stirlings for? And again, this is just training isn’t it? On the Stirlings.
HA: Training. Yeah. We trained there for about a month I think.
RG: Yeah. Yeah.
HA: It was mainly circuits and bumps and that sort of thing for the pilot more than —
RG: Get used to the four engines.
HA: Probably did about a couple of cross country’s and that sort of thing.
RG: Yeah.
HA: Some bombing. Fighter affiliation for the gunners.
RG: Yeah. Yeah.
LD: So, the bullseyes. Were they both at night?
HA: Yes.
LD: Yeah. So that would have been training for you as a navigator as well wouldn’t it?
HA: Oh yeah.
LD: Sort of doing the real thing. Yeah.
HA: Oh yeah. Had to find our way there and back. But when we got to Lichfield I think, on OTU, on the Wellingtons we first had Gee.
LD: Yes.
HA: Which was a tremendous help for navigators. You could get accurate fixes whenever you wanted them.
RG: Yeah.
HA: Up as far as the enemy frontier sort of thing. They jammed it after that. If we could get an hour or two when we were on an operations of good fixes before Gee gave up. And they also had APIs which you don’t seem to be in the literature much. Air Position Indicators.
RG: No.
HA: They were the best thing going for —
RG: How did that work?
HA: When we were at Cootamundra or AFU we were expected to keep a manual air plot. Every change of direction or speed or height made a difference to the air plot each time.
LD: Yeah. Yeah.
HA: Then if you found a fix you could find a wind.
RG: Yeah.
HA: And that depended on the pilot sticking to the course that he was told to be on.
RG: Yeah.
HA: The speed he was told to be on and the height he was supposed —
RG: So pilot’s actually —
LD: Pilots don’t always do that.
HA: Navigation was very much a — perhaps. But with API they had a distance reading compass down the back that was half gyro and half magnetic.
RG: Yeah. Gyro magnetic compass. I know those. Yeah.
HA: And that came via the nav table through a control called a Variation Setting Control so you could set the variation on that.
RG: Yeah.
HA: And change it as you went across Europe.
RG: Yeah.
HA: From 11 around Lincoln to about 3 at Berlin or something like that.
RG: Yeah. Yeah. Yeah.
HA: And deviations.
RG: Yeah.
HA: They’d swing the compass every now and again on the ground. Give you a deviation card.
RG: Yeah.
HA: Generally only one or two degrees.
RG: Yeah.
HA: So the true directions would come out on the repeater compasses for the navigator and the pilot.
RG: Yeah.
HA: And the bomb aimer.
LD: Right.
HA: And the API had true directions going to it and then from the air speed indicator which didn’t give true airspeed by any means when you, as you went higher. The indicated air speed might be a hundred and sixty mile an hour and the true air speed be two hundred miles an hour.
RG: Yeah. Yeah. Thinner air. That’s going to —
HA: Thinner air. So that was accounted for as well.
RG: Wow. That’s —
HA: So the API had got true directions and true speed.
RG: Yeah. And altitude to make that variation. Yeah.
HA: Just had two knobs on it.
RG: Yeah.
HA: Two little windows.
RG: Yeah.
HA: And the normal thing we did for a start was to set the latitude and longitude of the airfield and as you flew along any time you wanted to find out where your air position was it was there. You just wrote it down. Latitude and longitude. Popped it down on your chart.
RG: And that was quite accurate.
HA: Yeah.
RG: Wow. Ok. So that were, that were in Lancs and Stirlings obviously. And Wellingtons.
HA: Yeah.
RG: Ok. So was this must have been, was this something that sort of came along later in the war? Do you know?
HA: I think it probably came in in late ’43.
RG: Yeah.
HA: I would imagine.
RG: Ok. Yeah. You’re right. I haven’t come across that either, but, yeah.
LD: Did you get — because from what I’ve read there was a lot of technology happening there around all sorts of things but, you know, including navigation.
HA: Yeah.
LD: Did you find there was a lot of changes in the equipment that you used and were you actually trained in those changes?
HA: Yes.
LD: Or did you just kind of wake up one morning and get on the aircraft and find it was new.
HA: We had — Lancasters were fitted with H2S when we got to Waddington.
RG: Yeah.
HA: And we used them in training on [pause] between — between the Stirlings and going in to the squadron we did a Lanc Finishing School. I think that’s where we first saw H2S on the planes.
RG: Yeah.
HA: All the planes had H2S at Waddington. And we used them for training exercises but we were forbidden to use them on operations because the Germans could home in on them with their fighters.
RG: Yes. Yes. Yeah.
HA: And so the only time we ever used H2S over Germany was on a daylight trip to Wilhelmshaven when they expected to have a lot of cloud over the target and so for the first time we ever got directions like this — ‘If you can’t see the target you can use H2S or you can drop your bombs when you see another one drop their bombs.’ [laughs]
RG: [laughs] Gosh.
LD: That’s precision bombing.
RG: Yeah.
LD: So you’re all sitting there going can any of us see the target? Who’s going to drop a bomb first?
HA: In our training with H2S the bomb aimer used to come and sit alongside the navigator. Both fiddled with H2S and so he came up and we were deliberating about where we were going to aim at sort of thing and we finally said, ‘Oh well, that’ll do.’ When we pressed the bombing tit two other Lancs dropped theirs.
RG: [laughs] Not sort of what you’d expect is it?
HA: We don’t know what harm we did.
LD: Might have killed a couple of sheep.
HA: Anyway, that was H2S. Gee didn’t change except as, as the allies crept up through France and so forth.
RG: Went further out.
HA: They opened up two more Gee chains besides the ones that were based in England.
RG: Yeah.
HA: One was called the Reims. One was called the Ruhr. And the other thing was after about two months, I think, Loran was fitted to the Lancs.
LD: Sorry. What was that?
RG: Loran.
HA: L O R A N long range air navigation.
RG: Yeah.
HA: Which related to Gee in that it measured time differences between the emitter and the plane. And that chart with curved lines in different colours. Same as Gee. But apparently it was only effective at night time because instead of getting direct radio signals they were bounced off the ionosphere at night time.
RG: Yeah. Yeah.
HA: It had an extremely long range. Covered all of Europe. And when they came out to the Pacific it covered all the Pacific area.
RG: Really important in the Pacific. Yeah.
HA: So we trained with Loran while we were on the squadron and actually used it about halfway through our tour. Used Loran when Gee ran out.
RG: But was it as accurate as Gee?
HA: Not as accurate.
RG: No.
HA: And a bit more cumbersome to use because you tuned into one station and got one partition line at a time and then you had to tune into a second one.
RG: Get the second position line.
HA: Get the different and then transfer further along.
RG: Yeah. Yeah.
HA: Parallel ruler and muck around. So it was a bit slower. I think it was accurate enough. Good enough to find the target anyway.
RG: Yeah. Yeah. Were you mostly on, at 467, on daylight operations at that point or still mostly night time? Night operations?
HA: We got back to mostly back to night time by that time. This was September when we started and D-day was back in June.
RG: Yeah.
LD: Sorry that was September. What year?
HA: ‘44.
LD: Thank you. Just to –
HA: We finished in January ’45.
LD: Right. Yeah.
HA: So we did a few daylight trips. The first and third ones were fairly big raids on le Havre and Boulogne in daylight. Big armies.
RG: Army support. Yeah.
HA: In both those places and they had side-tracked or bypassed them with the Canadians and British armies.
RG: Yeah.
HA: And finally, they decided it was about time they cleaned them out, sort of thing. So dropped a lot of bombs on various parts.
RG: Yeah.
HA: It wasn’t area bombing like there was on towns in Britain, in Germany. It was specific things.
RG: Yeah.
HA: Like oil dumps, E-boat pens. Stuff like this.
RG: Transport links and stuff like that. Yeah. Tactical. More tactical.
HA: Tactical stuff.
RG: Yeah. Yeah.
HA: They didn’t want to kill too many Frenchmen.
RG: No. No. Exactly.
LD: No. One doesn’t.
HA: So, we did that in daylight.
LD: That’s right.
RG: So that was on your first and third trip.
HA: First and third trips. Yeah.
LD: How many ops did you complete?
HA: Twenty nine.
LD: That’s a good number.
HA: Pardon?
LD: That’s a very good number.
HA: Yeah. Well I think the bullseyes might have counted to make it thirty.
RG: I was going to say, Bert, it varied over time we noticed that the number of ops you had to do to do a, you know, to do a tour.
HA: A tour varied.
RG: Yeah. In your period it was how many?
HA: Thirty to finish.
RG: It was thirty still. Yeah. Ok.
HA: When we started it was thirty six because it had been made thirty six around D-day.
RG: Ok.
HA: With so many short trips.
RG: Of course. Yeah. Yes.
HA: And then a month or two after D-day they broke it back to thirty three.
RG: ‘Cause you were going back on the raids on Germany then.
HA: Yeah.
RG: Yeah.
HA: And then after we’d done about fifteen or twenty trips or something like that they said you only have to do thirty from now on.
RG: That was a bit of a relief.
HA: Yeah. But there was some longer trips coming up.
RG: Yeah. Yeah.
HA: We did one long trip to Trondheim in Norway.
RG: Yeah.
LD: Wow.
HA: Almost eleven hours.
RG: Yeah.
HA: And they put a smokescreen over the target and so the master bomber said, ‘Well, you can take your bombs home.’ So we did almost eleven hours with a full bomb load.
RG: Wow.
LD: Did that count as an op for you?
HA: That counted as an op. Yeah.
LD: Because you didn’t drop any bombs.
HA: You’d only to go to the target and be on the op. Yeah. We did a couple of —
RG: You said you brought the bombs home.
LD: Yeah.
RG: You didn’t land with them did you?
LD: Yes. That’s what I was thinking.
HA: Yeah.
RG: You did.
LD: Wow.
RG: I thought the standard practice was to ditch them in the sea if you were —
HA: Only if you had too much weight.
RG: So —
HA: I think earlier in the war they might have ditched them but we brought our bombs back three times I think.
RG: Ok.
LD: Oh my goodness.
RG: So when you say too much weight you had too much fuel still in and there was like a maximum weight that a Lanc could land with.
HA: Yeah. Yeah.
RG: Oh. I see.
LD: Well, you wouldn’t have had much fuel left after a trip to Norway. Would you?
RG: No. That’s right. It would have been light enough I suppose.
HA: I wrote a bit about this later one time. We were the only one to get back to Waddington with our bombs on. The others either landed in Scotland or ditched their bombs in the Atlantic.
RG: Yeah.
HA: And then got back to Waddington. But we didn’t bother. We came all the way back and had eighty gallons left.
RG: Eighty gallons. Don’t go around the circuit once or twice [laughs]
HA: It’s not really enough to go around again.
RG: No.
LD: Yeah.
RG: Wow. Ok.
LD: It doesn’t kind of sound very safe landing with the bombs but —
RG: No. No.
LD: But obviously you managed it.
HA: Yes. I believe —
LD: And the big one would have only been a cookie in that case wouldn’t it? You wouldn’t have had —
HA: Yeah. I don’t think we had a cookie even then. I think we only had about eight or ten one thousand pounders. I could find out in the logbook.
RG: Yeah for that range you would have only had a small one. You’d need more fuel and less bombs for that range.
HA: They actually, like, we were two squadrons taking off from Waddington. So there would have been about forty planes. As you turned at the end of the runway, on the perimeter track to get on to the runway they had a petrol tanker there to top up the tanks.
RG: [laughs] Fair dinkum.
LD: Oh my goodness.
HA: They knew it was going to be touch and go you see.
RG: Wow.
LD: Wow.
RG: That must have been close to one of the longest return — one of the longest return raids of the war surely.
HA: For ordinary squadrons.
RG: Yeah.
HA: But the fellas who did the Tirpitz raids —
RG: Yeah.
HA: They did thirteen, fourteen hour trips.
RG: Yeah. They had modified aircraft though too didn’t they? Yeah.
HA: They threw out the turrets.
RG: Yeah. Yes. Yeah.
LD: Because that’s what I was going to ask with these raids was the crew or the aircraft modified in any way for those, for that long trip.
HA: No. No.
RG: The standard. Still must have come close. I mean there were some squadrons, some raids I believe where they flew across, dropped their bombs in east bloc Poland and then went on and landed at Russian airfields, refuelled and came back out.
HA: Yeah. They did the same with some of the Italians targets early in the war I think.
RG: Yeah. Flew down to North Africa. Yeah. Yeah.
LD: So did you guys know, well no, you didn’t know in advance did you? About where you were going? But how did you feel when you realised you were going to Norway?
HA: We feel pretty happy about it because we thought that’s going to be a safe target.
RG: Yeah.
HA: There’s not going to be anybody shooting at you all the way.
LD: Fair enough.
RG: Yeah.
HA: Actually it was a nasty trip for navigation. There was what they called an occlusion up in the North Sea where a cold front and a warm front got together.
RG: Yeah.
HA: It was raining. And the wind was variable and we were supposed to find our way up there after Gee ran out. For about another two or three hours flying after that. The bomb aimer gave what we thought was a pinpoint crossing the coast of Norway that turned out to be wrong. And he gave another one later on and he thinks it was right. But anyway we finally found the target. Then we had to fly for two or three hours without any aids coming back because it was ten tenths cloud. Still raining.
RG: And you were over the sea the whole way.
HA: When I finally got the first Gee fix we were fifty miles north west of where we should have been.
RG: That’s not bad.
HA: The wind had changed that much.
RG: Yeah. Yeah.
HA: In four or five hours.
RG: Yeah. But you’re over the sea almost the whole way too.
HA: Over the sea most of the time.
RG: So if you ditched —
LD: You’ve got no points of reference have you?
RG: No. And if you ditched, you had to ditch you were in deep trouble.
HA: Yeah. Anyhow. We were heading, had a slight headwind at that stage which had been pushing us up that way. We increased the speed a bit because of the headwind and then after about an hour of finding Gee fixes I found the wind had changed to almost the opposite. Anyway, we said, ‘Skipper you can slow the plane down a bit now. We’ve got a bit of a tailwind.’ And so he and I and the engineer did some calculations. We’d already decided we’d land at Lossiemouth or Leuchars or somewhere. In Scotland. But after we did the calculations the skipper said, ‘I think we can give it a go to get back to base because of the tailwind.’ Maybe the other fellas didn’t do that workings. But anyhow we cut it fine.
RG: Yeah. So you started ops with 467 in September.
HA: Yeah.
RG: First and third raid. On your second raid. Where was that to?
HA: Stuttgart. Night raid. In between the skipper did a second dickie to Pforzheim. I forgotten where he went. Somewhere like Stuttgart I think.
RG: Yeah.
HA: And then the next night he went.
RG: Went out on a —
HA: Stuttgart on his own with us.
RG: What was your, how did you, what was your experience of the first raid? You know. The first German raid really. First. Stuttgart. How did you —?
HA: No problem much. The navigator stayed in his blackout curtained room with the light on and I seldom went out and looked at the target.
RG: Ok.
HA: So I left it to the rest of them to do all the looking out and so forth. Our gunners, bomb aimer and engineer all were very good at keeping a lookout.
RG: Good lookout. Yeah. I suppose the resistance from fighters and so forth was slowing down a bit by then wasn’t it? It was still there but —
HA: You’ve heard about Schrage musik.
RG: Schrage musik. Yes. Yes.
HA: That was something that took a great toll of bombers.
RG: Bombers. Yeah. Yeah.
HA: Right up to the end of the war I think. When we finished our tour. In the next two months Waddington lost both their COs and one of their flight commanders. All experienced fellas on second tours.
RG: Ok.
HA: Sort of thing and, we think, all to night fighters with their upward firing guns.
RG: The guns. Yeah. Yeah.
HA: Some of the some of the German aces were reputed to have shot down over a hundred, sort of thing.
RG: There were a few who got — yeah. Yeah.
HA: It was pretty dangerous.
RG: Yes. Yeah.
LD: I have seen — I think it was a Lanc with, there were modifications, not official ones but just ones that were done in particular squadrons with like, an observation point underneath. I remember seeing the ones with like the little round dome underneath.
RG: Yeah. Like an astrodome.
LD: Yes.
RG: But on the bottom of the fuselage.
LD: Yes, but underneath. So, I have read about you know some aircraft that had these unofficial modifications to watch out for Schrage musik. Did you have anything like that in your — ?
HA: No. We weren’t even told about it.
LD: Ah. That’s what I was wondering as well.
HA: You know, I’m sure the authorities knew about it. Probably months, maybe more, before we flew. They didn’t tell us about it. I think it was probably to keep the morale up.
RG: Morale. Yeah. Yeah.
HA: What they did tell us to do was to do banking searches and —
LD: Banking searches?
HA: Banking searches.
LD: Yes.
HA: Like earlier in the war, before Window, the searchlights and ack-ack were mostly radar controlled and so if you flew straight they would drop onto you and so the technique was to —
RG: Swerve.
HA: Just weave. Go a few — half a minute this way.
RG: Yeah.
HA: Half a minute that way. Sort of thing.
RG: So, predictors couldn’t predict in curves.
HA: Window came in and their radar wasn’t able to lock onto planes. The technique was to put up a barrage of flak and in daytime it looked pretty horrible with all these black puffs in the air. They’d hang in the air for a long time so it looked —
RG: Looked worse than it probably was. Yeah.
HA: So anyway, the technique was to straight, go straight. Don’t weave. Get through it as quick as you can. And all the time we were over enemy territory our pilot was quite religious about the banking searches. They could make the plane do that. Without it changing direction.
RG: Yeah.
LD: Yes.
HA: He’d say, ‘Down port.’ The gunners would have a good look underneath and say, ‘All clear port.’ Roll it over.
LD: Right. Yeah.
HA: ‘All clear starboard.’
RG: Ah ok.
HA: We would do that for hours.
RG: Yeah. Yeah. Yeah.
HA: And we never got shot at by a fighter.
RG: Yeah. Yeah.
HA: A couple or three times a gunner saw a fighter and we started corkscrewing and we weren’t chased on any of those occasions.
RG: Yeah.
HA: The general opinion was that if a German fighter saw you doing a corkscrew they’d give up and look for somebody else.
RG: Someone easier. So, you never actually got attacked by a fighter.
HA: Never. No.
LD: Were you ever hit by flak?
HA: Oh yeah. Lots and lots of times. Sometimes a lot of holes. A couple of daylight lowish level ones we got holes from machine guns from the ground.
RG: Wow. Ok.
HA: Walcheren Island. We bombed Walcheren Island three times. Short daylight raids.
RG: Sorry? Whereabout?
HA: Walcheren Island.
RG: Oh sorry. Yeah.
HA: Scheldt Estuary. The first time this was what I was going to tell you about. 617 Squadron landing with their bombs on. I think they did there. We went. 5 Group sent about a hundred planes to Walcheren Island and the aim was to break the sea wall and flood the island and we did a run at about, I think about six thousand feet or something like that and drop seven bombs in a close stick and come around again and did another seven. In the same place. Hopefully.
RG: Yeah.
HA: And a hundred planes did that and they opened it up, the front of the island. Got a picture in The Sun and the next day, sort of thing, “The RAF floods an island.” Apparently 617 Squadron was standing by with tallboy bombs.
RG: Yeah.
HA: In case.
RG: Just in case you didn’t manage it.
HA: And they brought them home.
RG: Wow.
LD: They brought home Tallboys.
HA: Twelve thousand pounds.
RG: Yeah.
LD: Wow.
RG: I’d be terrified landing with a bloody Tallboy underneath.
HA: Yeah. Well, I don’t know if they brought them home and landed with them or whether they junked them somewhere else, you know but they didn’t need to use them on Walcheren Island.
RG: Actually sorry, one of the first chaps we interviewed — Arthur. He was, he did, he finished his tour in ‘45 and then was posted to an experimental unit experimenting with a blind landing aid which he told us a bit about and he said it was very very effective. He was there when the war ended.
HA: Yeah.
RG: But he, before he left his squadron he went down to the intelligence officer’s hut and nicked some of the photographs that he had taken himself on one of those raids and he gave us the photos and you could see the bombs striking the seawall. That was in Holland though. There was another one trying to break a dyke in Holland but at low level and — yeah. Arthur’s photos. Yeah. I forget what squadron he was with now but —
HA: The next two raids we did on Walcheren Island, they were both daylight, were on the big guns that were stopping the Canadians from going along the bank.
RG: Yeah.
HA: And stopping the navy probably from coming in as well although the estuary was mined and the navy had one go at it before and said, ‘No. It’s too dangerous.’
RG: Yeah.
HA: So, we were trying to bomb these big guns and they were pretty impervious to bombs I think but it ended up being a fairly hairy sort of a thing because we would go over and they’d say, ‘Oh yes, well the weather’s not too good. You might have to fly at six thousand,’ and you’d get there and have to fly at four thousand or something like that. And so, there was a lot of anti-aircraft fire.
RG: A lot of flak. Yeah.
HA: Small arms stuff even.
RG: Yeah. Four thousand feet. You’re not very high are you?
LD: I’ve read about bomb aimers keeping some of the Window and putting the Window on the bottom of their aircraft and lying on the Window to stop —
RG: A bit of armour.
LD: Yeah.
RG: Using the Window.
LD: To protect them from the flak.
HA: I’ve never heard of that.
LD: I I guess these were kind of individual things that people —
RG: Yeah. Yeah. Yeah
LD: Systems that people developed themselves.
RG: Did you have a mascot or a, you know, a token or anything.
HA: On the side of the plane.
RG: No. A personal one. A personal one.
HA: That one of us carried? No. None of us seem to have been too superstitious.
RG: Ok.
HA: A lot of them were but —
RG: Do you know of all the chaps we’ve spoken to most of them have said that? That they didn’t do it.
HA: No.
RG: Yeah.
LD: And yet you read such a lot about it don’t you?
RG: Yeah.
HA: About the only superstitious thing we did was we’d all pee on the tail wheel before we took off.
RG: [laughs] Yeah. I believe that was a common one.
LD: Was that very easy? In those flying suits.
HA: It was not. No. I can’t, I can’t ever remember using the toilet down the back of the plane during any of our trips.
RG: The Elsan.
HA: The pilot did it once.
LD: From the sound of things, you wouldn’t have wanted to use it if you could avoid it.
HA: Yeah. Yeah. Well, if you were above ten thousand feet you’d have your oxygen on for a start. So, you’d have to disconnect that. Get a hold of a portable oxygen bottle, go down, climb over the main spar which was about this high.
RG: Yeah.
HA: The pilot went down once on a daylight trip. I forget where it was to. So, I got to fly the plane for half an hour.
RG: Oh right.
HA: Straight and level.
RG: Yeah.
LD: And what kind of, we’ve heard about the — that the meal you’d had before an op. Was that still happening for you?
HA: Yes. Yes. But one of the early things you find out about being on an op on a night somebody would have said 2154 and that would be the number of gallons that a plane would hold and you’d say, ‘Oh well, it’s a long trip.’ And then the next thing they’d announce that the flying meal would be on at 3 o’clock. Something like that. And then a briefing at about 5 o’clock. That sort of thing. It would all lead up to actually take off time.
RG: Yeah. Yeah. It was quite a long period.
LD: So how far ahead would they kind of lock down the station? You know, set the security measures in place.
HA: I’m not too sure. I think it would probably be twelve, fifteen hours. Something like that.
LD: Right.
HA: Maybe a bit longer.
LD: Yeah. Yeah.
RG: Yeah.
LD: And did you guys get the wakey wakey pills too?
HA: Yeah. They gave them to us and I never used them once I don’t think. I don’t know if anybody else in the crew ever used them. Maybe the gunners did because they’d be tested on some of the long trips for staying awake.
RG: Yeah. Yeah.
HA: In the dark.
RG: Yeah.
LD: How did they do that? Test them,
HA: They’d be stressed.
RG: And tested as in stressed.
LD: Oh right. Ok. Not examined.
HA: I used the wrong word.
LD: No. No. That’s fine. I just took it the wrong way. Yeah. Yeah. Examined. Yeah. That’s what I meant.
RG: So, your crew. You had the same crew throughout all twenty nine?
HA: Throughout. Yeah. No replacements. No.
RG: Yeah. Have you got their names and so forth?
HA: Yeah.
RG: I mean you probably almost certainly remember them.
LD: Yeah. But it’s got all this. Maybe it’s written in there.
HA: Our pilot was Peter Gray-Buchannan. With a hyphen. His elder brother had done two tours as a rear gunner earlier.
RG: Wow.
HA: Over there.
RG: Yeah.
LD: Gosh. He was a lucky man wasn’t he?
HA: Have you heard of Doubleday and Brill?
RG: No.
HA: From Ganmain. They’re both fairly famous men. They both enlisted from Ganmain early in the war. Both went over there and did at least two tours. Maybe three. Both were wing commanders with the DSO and a couple of DFCs. That sort of thing. Billy Brill was CO of our squadron when we arrived. And I’ll tell you about the DFC now.
RG: Yes. I was just about to come to that eventually.
LD: Yes, it’s on my list.
HA: When we got to the squadron Bill called all eight of the new crews that had arrived from training into his office and amongst other things said, because we were all, nearly all flight sergeants, ‘All you flight sergeants who were thinking of applying for a commission don’t bother until you’ve done twenty trips. And then if you keep your nose clean you get recommended.’ He didn’t say, ‘Most of you won’t make twenty.’ [laughs] But anyway, that was his — so when I had done twenty trips I applied for a commission and Bill — Bill had been moved on and we had a new younger CO called Douglas. And he took it upon himself to sort of decide who was officer material and who wasn’t, sort of thing. One of the questions he asked me was, ‘Are you going to be any more use to the air force with a commission?’ And I said, ‘No. I can’t say that I will.’ I didn’t give him the right answers anyway and he didn’t recommend me.
RG: Yeah.
HA: So —
RG: That’s a fair answer though Bert. I’ve got to say. I have to say.
HA: When we got towards the end of our tour. I think probably only with one trip to go. It may have been two. The group captain called me in one day and said, ‘I’ve a bit of a problem. I’ve got one CO who recommends you fellas when you’ve done twenty trips and you’ve looked after yourself. And the other fella says yes or no to some of them.’ And he said, ‘The RAAF hierarchy requires that even if the CO says no it has to come to me. It’s not final.’
RG: Yeah.
HA: ‘So that’s my problem. Are you a good navigator?’ ‘Oh, I think so. I’ve lasted this long.’
LD: You’d done at least twenty trips.
RG: Yeah.
LD: You must be good.
HA: That was the end of the interview. So apparently on that day he approved me for a commission and so sometime later I got, in the mail, a letter saying that I’d got a DFC and I was a pilot officer.
LD: Oh.
RG: So, you didn’t make pilot officer or —
HA: Yeah.
RG: Oh. Ok
HA: Yeah. So I was a pilot officer dated from the day that I saw the group captain.
RG: Because as an airman you would have got the DFM wouldn’t you?
HA: Yeah.
RG: So, maybe they were going to give you the DFM and they went, ‘Oh God, he’s a pilot officer, we have to — [laughs] Did you get the DFM DFC for any particular —
HA: No.
RG: Just —
HA: I could show you the citation but it’s just a standard one that they gave to most people. The pilot got one with the same wording apparently.
RG: Right.
[pause]
HA: That’s fairly standard I think. There’d be hundreds of those. Came in a nice little case.
LD: Oh, it’s not there anymore though.
HA: It’s there.
RG: It’s on there.
LD: Oh, it’s a beautiful box isn’t it? It’s lovely.
HA: Yeah.
RG: You’ve got the Bomber Command clasp.
HA: Yes. I only got that one last year.
RG: It’s recent isn’t it? Yeah. Yeah.
HA: It was a bit of a hassle because I filled in all the forms and so forth. Sent it to England. And they sent it back, they sent back word, ‘No. You don’t apply there. You apply at Canberra.’ So, I had to go through it all again. Copies of stuff from the logbook and all that.
LD: So how, how was it presented to you?
HA: It was just sent in the mail. It wasn’t. There was no, no ceremony at all.
LD: Right.
RG: There’s an interesting thing on the back of it I’ve just noticed. It’s got on it that it was obviously first issued in 1918 and it’s got George Rex on it and then 1945 is just stamped in at the bottom.
HA: Yeah.
RG: That’s you know, that’s interesting that they keep — yeah.
HA: Yeah.
RG: I suppose originally when they did they first design they didn’t think they’d need it again.
HA: Yeah.
[pause]
HA: A local federal MP gave out those sort of things at one stage.
RG: Oh, the sixtieth. Yeah.
HA: Yeah. Just a medal .
RG: Yeah. World War Two. Yeah.
HA: And I was sitting with some other fellas that day and they had a Bomber Command medal on their chest. And I said, I asked them, I said, ‘Where did you get that?’ And they said, ‘We bought it.’ You can’t get a Bomber Command medal. They haggled with the government over there for years about getting one and they were never approved. The best they could do was a clasp. But apparently —
RG: Did Fighter Command get one? They got one, didn’t they? Fighter Command.
HA: I don’t know. Battle of Britain got one I think.
RG: Yeah. Yeah.
LD: Yeah. The Bomber Command one. That sort of — there were problems with that with the political ramifications of Bomber Command. After the war.
RG: Yeah. Yeah.
LD: That became quite unpleasant.
HA: Yeah.
LD: To say the least.
HA: Yeah.
LD: I just checked out the squadron before we came.
HA: Yeah.
LD: And — yeah. So, you talked about the support of ground operations during the D-day landings at that time and so on. It said that 467 participated in the raids on Peenemunde.
HA: Yeah.
LD: Were you there then?
HA: No.
LD: Ok.
HA: It was a research station for the V2s and V1s.
RG: And V1s. Yeah.
LD: Yes. It was a fascinating raid. I’ve read a book about it. it’s pretty amazing. And were you involved in Operation Manna and bringing the POWs back from Europe?
HA: No.
LD: And dropping supplies and so on.
RG: No. You’d finished by then, hadn’t you? You finished in January.
HA: I’ll tell you why I wasn’t. As soon as I finished my tour our pilot got transferred to Transport Command and I got transferred to Training Command. And I was an instructor at a Con Unit.
RG: Whereabouts?
HA: At Wigsley. Near Waddington.
RG: Yeah. Ok.
HA: And we were getting crews ready to go to squadrons that were going to be in Tiger Force.
RG: Tiger Force. Yeah.
LD: Right. That’s what else I was going to ask about because it said 467 was involved in that.
RG: Yeah.
HA: So, I was an instructor right up until they dropped the atom bomb.
LD: Right. Right. Fair enough.
HA: Yeah.
RG: And were you still at Wigsley right to the end?
HA: Still at Wigsley.
RG: Yeah.
HA: And I stayed on at Wigsley for another couple of months after that and did a bit of ferrying. We ferried some Stirlings over to Northern Ireland and some Lancasters down to Southern Britain. Did a Cook’s Tour over some of the targets we’d been in Germany. But generally sort of loafed around.
RG: Cook’s tour.
HA: Alex talked about that. Yeah.
RG: Yeah. With a Cook’s Tour? Was that. Ok. Yeah. Well Alex was going over, he was a pilot. He’s living up at Orange. He was going over specifically to photograph the damage. Is that the same thing? Yeah.
HA: No. No. They just put a heap — a heap of interested fellas.
RG: It was literally a sightseeing tour.
HA: Like a real Cook’s Tour. I don’t know how many. A dozen or something like that in a Lancaster. I took my box brownie and took a few photographs.
RG: But did you land anywhere on the continent or just went out and came back or —?
HA: Somewhere I’ve got where we went. I think it’s probably in the logbook where we went.
RG: Oh. Bound to be. Yeah. Yeah. No. Alex said they were photographing the damage for analysis purposes. Cook’s tour. Base — Brentwood. [unclear] [ Cape Gris Nez, [ unclear] Aachen. Turin. Cologne. Krefeld, Duisberg — it was a tour wasn’t it? Ham. Munster. Wesel. Eindhoven.
LD: Ray, can you read them out loudly for the tape?
RG: Oh yes. Ok.
HA: Start at the with the ones inside Europe.
RG: Yeah. Well, Cape Gris Nez, [unclear] Maastricht. Aachen. Turin. Cologne. Krefeld. Duisburg. Essen. Ham. Munster. Wesel. Eindhoven. Turnhout. Ostende. [unclear] Calais. Cap Gris Nez,
LD: Wow.
RG: Yeah.
LD: That’s comprehensive.
HA: Yeah. It was good. Yeah.
RG: It must have been an odd feeling flying over and knowing that no one was going to shoot at you.
HA: Yeah. Oh yeah. We had a look at the Dortmund Ems Canal. I don’t know if that’s even mentioned there but —
RG: Dortmund. Not the canal itself is mentioned but no.
HA: The Dortmund Ems Canal was a place where Bomber Command did a lot of damage. I think we might have been one of the first raids where they actually breached the canal walls and let the water out and stranded the barges but there was ten attempts at it I think. Altogether. Some of them didn’t work. We did two on the Dortmund Ems Canal itself and another one the Ems Wesel Canal which was nearby. Both night-time raids. And because of its importance it was a very dangerous target to go to. The ack-ack was fierce. Had plenty of searchlights and usually we seemed to have to, for one reason or another, do orbits when we got to the target. Either because cloud was too — we had to come down through cloud to find it or one time they had trouble with the marking and so, they said, ‘Do an orbit until we can get it properly marked.’ ‘Do another orbit.’ ‘Now you can come and do it,’ sort of thing. That sort of business happened.
RG: Yeah.
HA: So, and we did, finally did a daylight one on New Year’s Day to the Dortmund Ems Canal. And I met a fella after the war, playing golf, who’d been in our same squadron and was on the same raid and they got one engine on fire for a start and I wrote in my logbook, log and chart of the day, not the logbook, I’ve got a lot of logs and charts.
RG: Oh ok.
LD: Wow.
HA: “Aircraft on the starboard beam going down on fire. “ Dot dot dot. “Gone.” That was them.
RG: Oh right. Ok.
HA: They didn’t go down. They got down to about four thousand feet and got control of the plane and started off staggering back. Then it got another engine on the same side on fire and kept going. This fella was the bomb aimer and he said he put a piece of rope around the rudder pedal to help the pilot try and keep it straight. They staggered along and got fired at repeatedly because they were on fire but they got as far as the front line. To where the Americans were. And all bailed out successfully.
RG: Wow. Ok.
HA: The pilot was last out and he managed to get out apparently and got a DSO for it. Straightaway.
RG: Well, it sounds like he deserved it too. Yeah. You also did a raid here on the Lützow the battleship?
HA: Oh yes that was probably something special.
RG: Yeah [unclear] special target.
[LD excuses herself]
RG: Well there’s a daytime raid. Bergen as well.
HA: Yeah. Bergen was an interesting one. That was one of the ones where they said, ‘Bert, you ought to come out and have a look at it.’ This target. Most targets I didn’t want to come out of my blackout curtains. But Bergen there was four thousand feet mountains.
RG: On either side.
HA: And in between there was a valley where I, as navigator, was able to get on a Gee position line and keep between the two mountains and come down because we were supposed to bomb at twelve thousand or something but they said come down to the cloud base. Four thousand. We came down to three thousand eight hundred I think before we got out of the clouds. And then we snuck up a little bit. Just skimming under the clouds to the target and they’re shooting from downstairs. They’re shooting —
RG: From above. Yeah. Wow.
HA: He said, ‘You ought to come and see this. We’re being shot at from above as well as below.’
RG: God. Return from Marston Moor. So yeah, I was going to ask that. On any of your trips did you come down somewhere else?
HA: Yeah.
RG: Come back
HA: Quite a few times. I don’t know how many. Two or three perhaps. You come back from Europe and Waddington and all the inland bases would be covered with fog.
RG: Ah ok.
HA: So, they send you somewhere on the coast to land there.
RG: Yeah.
HA: I remember one time we got in a tender then and they drove us back and got lost. And so, we wondered around. It was a really cold night. Looking for, looking for Waddington.
LD: That’s just what you need I imagine.
HA: No signs up anywhere, you know.
RG: I can just imagine some of the conversations you guys would have with the drivers of the tenders, you know. We got all the way back from Germany and you can’t find bloody [laughs] Waddington.
HA: I think one of the navigators finally got in the front with him [laughs] I remember there was a town with a five way intersection where he didn’t know which one to take and he went backwards and bumped into a lamppost and about two hours later he bumped into the same lamp post [laughs] So, we were lost.
LD: Oh dear. Might have been easier to leave it ‘til daytime.
HA: Other times you’d stay. We stayed the night at one of those places too and then just flew back the next day.
RG: Yeah. I had a friend in Canberra. He’s dead now. He was a pilot in Stirlings and then — he was a flight sergeant and his navigator was a sergeant and he said there was a notice up one day saying volunteers for special operations. Instant promotion. Up one rank and he thought, ‘This is a good idea. What do you reckon?’ It was Pathfinder force.
HA: Yeah.
RG: So he converted over to Lancs for that. But he said when he was on Stirlings they were doing a navigation exercise. And it was a daytime one and they flew over another field and one of the, one of the crew was an RAF guy. He lived in the village nearby and he said, ‘Skipper can you put us down there?’ He said. So, they did. They put him down at the airfield. Went and had lunch in the mess and went back out. Ducked off home to see his mum, you know. Came back. And he said it would have been all perfect. He said, ‘I was taxiing up the runway, got to the end to turn on to the runway and clipped his wingtip and broke the navigational knob at the end on a post at the end of the runway. So, when he got back he had to explain how he managed to break it in the air.
HA: Yeah. He was in big trouble.
RG: Did you ever do anything like that? Your —
HA: No.
RG: No.
HA: We came back from a trip one time. I forget which one it was but when we got back to Waddington you couldn’t see the circuit lights. You could see the runway. It was very bad visibility and so the pilot said, ‘I’ve got to land this like a Tiger Moth. We’ll just get around the runway and then come in like that.’
RG: Side.
HA: And the fella that was in the caravan with the green and red light, sort of thing, at the end of the runway. He said afterwards, he said, ‘You fellas almost took my caravan off. Coming down like that.’ And then they closed the, they closed the place down. After that everybody else had to go over to the coast.
RG: Bert could you explain, sorry. The circuit lights. Can you explain how that, that worked?
HA: Yeah. They would have the runway with the runway lights and then they’d have circuit lights going. I don’t know. Half a mile. A mile around or something like that.
RG: Yeah.
HA: Almost touching somebody else’s.
LD: Right.
HA: ‘Cause there were so many of them.
RG: Yeah.
HA: And when you came back wanting to land you’d come in on the right hand side, sort of thing. And you’d call up the girl on the microphone. Tell them who you were. “Mozart dog to slagwort.” They’d say, ‘Go to channel two,’ or something like that. She’d tell you to stay at four thousand. So you’d go around again. Then she’d say, ‘Prepare to land.’ You’d go around. You’d have to say, ‘Wheels,’ at a certain place and come around and then lining up with the runway. You’d say, ‘Funnel.’
RG: Funnel.
HA: Yeah. And if you got the green light from the bloke in the caravan you could land.
RG: Right. Ok. Ok. So with the circuit it was the same diameter with the aircraft stacked in the altitude?
HA: Yeah. Yeah.
RG: So, you had a whole bunch of aircraft circling.
HA: She used to stack you up at four thousand or three thousand. Something like that.
RG: Ok.
HA: So, you wouldn’t run into one other.
RG: And you were all going anti clockwise, I guess.
HA: Yeah.
RG: Yeah. Yeah.
LD: Well it’s a very responsible position isn’t it?
RG: Yeah.
HA: Yeah. All done by WAAFs.
RG: Yeah. ‘Cause you would have had aircraft coming back and straggling back really wouldn’t you? All over the place.
HA: Yeah. Sometimes.
LD: And she would potentially be triaging to see who’s going to land before others because of problems.
HA: If somebody had damage they would get priority and they’d leave you stacked up there.
RG: Yeah. I heard, I heard, sorry, it was earlier in the war. I think it was about ‘42 that the Germans were using intruders raids. They tried to get in to the circuits. Get an intruder in to the circuit. A night fighter. Was that happening later in the —?
HA: Yes. When I was at Wigsley. I was duty navigator up in the tower one night and some ME110s came in with the bomber stream coming back and got across the coast without —
RG: Without being detected because they were in the stream. Yeah.
HA: And they came to Wigsley and a couple of the other Con Units. They shot down two training planes at Wigsley.
RG: Yeah.
HA: I don’t know how many they shot down altogether. Five or six I think. They went to Waddington and machine gunned the mess. Had a go at the bomb dump without [laughs] without any damage. Bomb dumps are hard to —
RG: Yeah. They’re well protected.
HA: That was some experience.
RG: Yeah.
HA: Because the people in the control tower — it was probably a duty pilot and a duty wireless op as well as a duty navigator and somebody in charge of it. A bit of a flap on. You know, what do you do with planes being shot down?
RG: Yeah. Yeah.
HA: Turn the runway lights off for a start.
RG: Yeah. And then what do you do with the stacked aircraft in the air. Redirect them?
HA: Tell them to look out.
RG: Yeah.
HA: Yeah. That was, that was a strange one.
RG: Yeah. Yeah. ‘Cause I thought later in the war I wondered whether that still happened because the Germans had lost so many aircraft.
HA: Yeah. That would have been, that would have been probably March or something like that. 1945.
RG: Yeah. It was between January and May so, yeah. Wow. So still that late.
LD: So were they using FIDO for you to land with at night?
HA: Only on certain ‘dromes. We didn’t have it on every drome.
LD: Oh right.
HA: There was only a few FIDO ‘dromes.
LD: Yeah.
HA: It was terribly expensive.
LD: Oh, that’s, that’s what I thought. Looking at it it must have been just in terms of fuel.
RG: Did Waddington? Did Waddington have it?
HA: Used up hundreds of gallons of petrol.
RG: Waddington didn’t have it?
HA: No.
RG: No.
LD: No. I sort of wondered how effective it was too. With all that petrol burning there’d be smoke and everything as well as well as, as well as the lights.
HA: Probably turbulence. I should think it’s probably very difficult for pilots to land in.
LD: Yeah.
RG: Hence what, hence what Arthur was doing. Yeah. [unclear] he said it was very accurate by the way.
LD: Yeah.
RG: He said you could land a Lancaster almost hands off at night without any trouble whatsoever.
HA: Oh well.
RG: Then the war ended.
HA: Good planes to fly apparently.
RG: I’ve heard that. Yes. The pilot. A couple of pilots we’ve spoken to have said that. Yeah. They really liked them. Arthur all this stuff. This is obviously very precious. Have they got copies in Evans Head or anywhere else? Or are there any copies of it?
LD: I think there’s a book here too Rob.
RG: Oh. Ok.
LD: Yeah.
RG: Because what I was going to say was if we can manage to get copies of all this stuff — if you’re happy to do that. Put them in the archive as well.
HA: I’ve got the other logbook here somewhere I think. Yeah. I might have it down here. I have another logbook that you could take perhaps. It’s got all the stuff in it for the operations. I copied them out. I’ll find it for you. Probably downstairs somewhere.
RG: If we could copy them. I mean we could copy them here before we go and bring them back to you today.
HA: Well you’re welcome. Yeah.
RG: Yeah. Thank you. I guess we could go to the library or somewhere.
LD: Office Works. If they’re open.
HA: That book right there.
LD: This would be fabulous.
HA: I was telling you about the crew that got shot, well they caught on fire.
RG: Yes.
HA: Their navigator produced this book afterwards about their experiences.
LD: Oh. It’s not yours. I just saw it was from a navigator. I didn’t realise it wasn’t yours.
HA: No. It’s not mine. It’s about their crew’s experience and so forth.
RG: [unclear]
LD: Oh, is this is what you were talking about?
HA: It’s got little bits. See. That’s some of —
LD: A copy of the logbook.
HA: Some stuff out of my log and charts of the day. I lent it to him and he got it put it into the book.
LD: Is that what you were talking about with the copy of the logbook?
HA: No.
LD: Ok.
HA: No. That was just to emphasise that our tour — I think twenty four out of our twenty nine trips were just with 5 Group. We only did about five trips with, big trips with seven or eight hundred of Bomber Command.
LD: Oh yes. Oh you weren’t part of those really huge bomber streams then.
HA: Not as, not as a rule. Mostly we were just 5 Group.
LD: Yeah.
HA: And on some of those little daylight trips only half of 5 Group, you know, about a hundred planes.
LD: Right. That’s a big change from earlier in the war, isn’t it?
HA: Yeah. Yes.
LD: Yeah. Arthur. Sorry Bert. That’s Rob getting the names mixed up when we arrived.
RG: Yeah. Sorry. And I just called you Arthur a minute ago. Sorry about that.
LD: Very bad of me. What sort of experience did you have with the Committee of Adjustment. Did you, within —
HA: Were they the fellas that decided on LMF and that sort of thing?
LD: Yes. Yeah.
HA: Never had any experience of it. No. I heard about it.
RG: Oh, Committee of Adjustment were the guys who cleared the crews who were missing. Cleared their possessions and stuff out.
HA: Oh yes. Yeah. We had another crew in the same room as us. Sixty on one side and sixty on the other side. Both about the same time. And the navigator of the other crew was a good friend of mine because he came from Tooraweenah and he said I’m the only fella that’s ever, he’d ever met in the air force that had ever heard of Tooraweenah let alone been there and had a drink in his father’s pub. And they got shot down on their twentieth trip. So, we got woken up a couple of hours after we went to bed by the service police coming in and asking us if we would just mind looking on when they were sorting out their belongings.
RG: Witnessing that. Yeah.
HA: If there was anything that we particularly wanted to do something with to send to their parents or something like that. But we didn’t find anything that we wanted to. They just took the lot.
RG: Ok. So they just bundled everything together and took it.
HA: In the middle of the night sort of thing. It would have been 4 o’clock in the morning or something it was.
RG: Right. Ok. ‘Cause we’ve heard different — different stations seemed to do it very differently.
HA: Yeah. They were Air Force Military Police.
RG: Yeah. Yeah. ‘Cause other stations they used just airmen and —
LD: Sometimes the chaplain.
RG: Sometimes the chaplain. Yeah. Alex Jenkins, the pilot from Orange. He got shot down and he was the sole survivor. He was in a German military hospital, a Luftwaffe military hospital. Only for a few weeks actually before the British army overran the place in Holland and so he was sent back and he said when he got back all his kit was gone and he had to go down to London.
LD: At the dead meat factory, he described it as.
RG: Yeah. The dead meat factory with all these steel boxes with all the kit in it. He said there were just thousands of them in this warehouse. He had to go in and say, ‘That’s mine. Get it out.’ Yeah.
HA: There’s a few things that I’ve put aside that might be worth your while copying if you want to.
RG: Yeah.
LD: Because you could maybe photograph.
RG: Photograph these but — yeah.
LD: Those. Yeah.
RG: [what I could do with it] actually, we will take copies of those. Thanks. Bert, this chap because this is his book not yours is he still around or is he —
HA: No. He was four or five years older than me. I played golf with him for a few years here at Wagga.
RG: Right.
HA: But he’s gone now. He’d be a hundred, I think, nearly, now. Sam Nelson.
RG: Is there family around or anybody because what would be good is if we could get a copy of the book for the archive but the other thing too for books like this and we did it for another chap at Orange who was a navigator. An RAF guy. He’d written a book about his time in a prison camp and we’re trying to get these things into the National Library because they’ll take them just like that.
HA: You can take that as long as you like.
RG: Would it be alright though ‘cause it’s not you know.
HA: I’ve read it.
RG: No. I was thinking like, if the family might object. I don’t know. Should we notify the family that it’s? Is there any way to contact?
HA: The navigator himself. I think he’s probably gone.
RG: Yeah. He’s gone but — the family —
HA: I could tell you one little snippet about them. His crew were part RAF and part Australian.
RG: Yeah.
HA: At one time they had a reunion in Australia. Went over to Canberra. At the time that the G for George had just been refurbished.
RG: Yeah.
HA: Put back in to the museum and was all roped off. And they went up and I think Sam himself said to one of the attendants, ‘This is our crew that flew in Lancasters and we’ve just had a reunion. How about letting us get in?’ And they held it up and let them get in.
RG: Yeah. Actually, this chap from, Alex from Orange. He did the same thing. It was only – we spoke to him last year and only a month or so before he’d been down to the war memorial. It was the last time he could go down because he was getting a bit frail and he got down there and they put on a lift thing to get him up to the door. He got into the fuselage and he got up to the main spar and the two young guys were in attendance, and they said, ‘Do you want to go any further?’ And he said, ‘Yeah. I want to get over that main spar just one more time.’ And he said, ‘It took quite a while,’ he said, ‘But I got over the damned thing and he got up to the cockpit.’ [And he got the gun ] in the cockpit and he stood on it but on his way out he was coming down. He looked through one of the windows on the side and there’s an ME262 over in the corner. And that was the aircraft that shot him down. Not the same aircraft obviously but yeah and he said that was a bit of an odd feeling. But he said that anybody who had ever flown in Lancasters would understand that. That he just wanted to get over the main spar just once more. They had to help him back across but if he could only get over one way. You know. Yeah.
HA: I can remember — one thing I didn’t mention before. You asked me about damage to the plane. Quite a lot of holes sometimes. If they weren’t too big they just patched them over, you know, But down where the rear gunner slid in to his turret there was a piece of, probably a piece of plywood or something like that that he sat on and then slid in to his turret. One time we came back there was a hole the size of your fist through that. It would have missed the rear gunner by that much. And another time the pilot put his ‘chute in and they inspected it. I don’t know if they always inspected it. Probably they did but anyway there was a lump of shrapnel.
RG: Wedged in the parachute.
HA: In his seat parachute.
RG: And he was sitting on that.
HA: He was sitting on it. It didn’t get through the parachute [laughs]
RG: So none of your crew was ever wounded?
HA: No.
RG: No.
HA: No.
RG: Lucky.
HA: We were lucky.
RG: Yeah. So, with your time at Training Command — because the training losses were really high weren’t they? Guys killed in training. But in, was that with, was there a squadron that you were with at Wigsley or was it a training squadron that was, or just an ATU?
HA: I don’t think they called them a squadron. It was just a unit.
RG: Yeah. Ok. But did you lose any aircraft or any people under training? Apart from the ones shot down by the ME110s?
HA: I don’t think so. When we were on Stirlings we had a hairy experience. There had been a lot of rain and dirt alongsides of the runway was soft and there was a Stirling came in trying to land in a crosswind. Put one wheel off the runway, skidded out into the mud and we went out and helped to dig the bomb aimer out of his turret which he shouldn’t have been in because the mud had pushed him up over the guns.
RG: Yeah. Yeah.
HA: Like a bulldozer.
RG: Yeah.
LD: Not much space in there at the best of times is there?
HA: No. So the next day we’re doing a three engine practice landing in a Stirling with, obviously no bombs and not much petrol sort of thing. So you can understand what happened. You’re not supposed to come, once you get below a thousand feet for a three engine landing you should land. So our skipper’s coming in. Same cross wind. Knows about what happened the day before. Got down almost to the deck and said, ‘I’m going around again.’ Pushed the three throttles forward. Told the engineer to start the other engine. The navigator’s doing his usual job calling out the airspeed so he doesn’t have to worry about that.
RG: Yeah.
HA: The stalling speed is about eighty apparently and I’m calling out, ‘Sixty five.’ [laughs] ‘Sixty five.’ ‘Sixty five.’ The pilot’s hanging on.
RG: [laughs] Jesus.
HA: By the time I got to the end of the runway the other engine had started up and because we had flaps down too it took a while to get up in to the air again.
RG: To get the speed up. Yeah. Yeah.
HA: That was touch and go.
RG: Yes. I should say so. So, what about when you were — the other time in the UK between ops. On leave. Did you have any leave as such while you were there?
HA: Oh yes.
RG: On your squadron
HA: Yes. You normally got six days leave every six weeks while you were on ops.
RG: Oh ok. Yeah. Yeah.
HA: A bit less if a few others got killed because they had a waiting list, you know. It was your turn.
RG: Oh yes. I heard about that. Yes. Yes.
HA: So it might be only five weeks.
RG: Yeah. I’ve heard about that. So where did you do on your leaves? You went in to London obviously a few times.
HA: Oh I’ve been to London. Yeah. I went up to Edinburgh one time. Took a girl to the pictures one time in the middle of summer. I was thinking I might have a kiss afterwards. It was still bloody sunny. The sun was up at 9 o’clock 10 o’clock at night. They had double summer time on.
RG: Yes. Yeah. Yeah. So, you’re not trying to photograph that logbook are you?
LD: Yeah.
RG: Oh it’ll take forever.
LD: No. It wouldn’t take that long but I can’t, the shadow of the camera keeps, the shadow of the phone keeps going over it.
RG: Bert, if we could borrow this stuff.
HA: Yeah sure.
RG: We’ll photograph it and or copy it and then bring it all back to you today.
HA: Ok. That’s fine. Yeah.
RG: We can do that. That’s cool.
HA: I was going to say about leave.
RG: Leave. Yeah. Sorry. Yeah.
HA: I think after about our twenty trips we had leave and by that time I had a car and the skipper had a car. His was twenty pounds. Mine, I think, was thirty or something like that.
RG: What was yours?
HA: A Morris. Morris Minor. No. A bit bigger than a Morris Minor. It was a little narrow thing but a sedan with high windows.
RG: Oh yeah. Yeah.
HA: Morris something or other.
RG: Yeah. Yeah.
HA: A Morris Ten I think it was called. He had a Ford. And we decided we would do some touring down towards Devon and that sort of thing. Together. So we found somebody. I think the engineer might have put us on to an aunt or a niece or something like that and an address we could give down there. Where you couldn’t get to it by train.
RG: Yeah.
HA: And so you could petrol coupons to go.
RG: Oh ok. I was wondering. I was going to ask you about that. Yeah.
HA: Yeah. So we took off and we stayed at places like Stow in the Wold.
LD: They have such funny names some of them don’t they?
HA: Yeah. So we had a nice tour down that way.
LD: Did you have any family in the UK or anything? That you were able to visit?
HA: No. No. Some people did. Like Charlwood.
RG: Charlwood. Yeah. He went to the town of Charlwood to look up his ancestors. Yeah.
HA: When we first got to Brighton the first lot of leave we had there from there they had a scheme called the Lady Ryder Scheme.
LD: Oh yes. I’ve heard of that.
HA: Where they would send you for a week to somebody just to let you settle in to Britain, sort of thing and so I was sent up to a place not far from Windsor to a lady’s who was Mrs Adams.
RG: There you go.
HA: That’s probably why they picked her.
RG: Yeah.
HA: When I got there she’s got this lovely two storey house and she said, ‘I’ll just show you around the house and you can look after yourself. I’ll give you the key because my daughter’s having a daughter or a son or something and I won’t be here. Just help yourself.’ I never saw her again sort of thing.
RG: A bit pointless wasn’t it really. Not helping you to settle you in but still.
HA: But she said, ‘If you go to this little village. I think it was Taplow or somewhere there’s a woman here who likes seeing Australians. Margaret Vyner. Was that the name of the, yeah that’s right. Margaret Vyner was this Australian actress who liked seeing Australians.
RG: Ah ok.
HA: So she gave me her address and I went around there and was made welcome and she was married to an English actor called Hugh Marlowe who was a big handsome fella who’d played The Saint in one of the movies.
RG: Oh ok. Yeah. Yeah.
HA: I hadn’t been there very long and in comes an army captain with a case of brandy that they knew. I can’t just pick his name out from memory now but he was a very famous English actor.
RG: Not David Niven.
HA: David Niven.
RG: You’re kidding.
LD: Oh really.
HA: Yeah.
RG: Right.
HA: Back from North Africa.
RG: Yeah. Yeah.
LD: Handsomest man in the universe I think.
HA: Yeah. A big name. So they got stuck in to the brandy and started talking about acting and all this sort of stuff and I said, you know, like, you don’t want me in the way. I snuck off back to Mrs Adam’s place.
RG: Oh well. You could say you met David Niven anyway.
HA: Yeah. And then the next day I decided to go to London. Got into a carriage. David Niven and a heap of others were in the same carriage. And he was there — [laughs] I said, ‘G’day,’ and he said, ‘G’day.’ And that was it [laughs}
LD: He’d had a big night had he?
RG: Yeah.
HA: Yeah.
RG: What about demob? What happened with demob? So you were there for a couple of months. You were there right up to VJ Day you said. In Training Command.
HA: Yeah. Finally we, we got sent to Brighton to spend some time waiting for a ship to come home. Got in a game of hockey at one stage which was the first time I had a game of hockey over there. I was very keen on hockey at high school. We played at Bournemouth in snow. Sago snow or something. They used a red ball instead of a white one [laughs] But yeah we put in some time at Brighton and then finally got on the Aquitania.
RG: Oh yes. Ok.
HA: Came home around South Africa.
RG: So that was what September or something? Or October. In 1945 still though.
HA: Late 1945.
RG: Yeah.
HA: About November or December ’45 or something like that I think.
RG: Yeah.
HA: Fair bit of waiting around for a ship.
RG: Yeah. Yeah. They were pretty busy. A lot of people to move.
HA: I went home to Mendooran and somewhere on the demob business in Sydney they did aptitude tests and that sort of thing. IQ tests I suppose and said — [pause] It’s lunchtime.
Other: Yes.
HA: In a bit I suppose. Well these people are going to leave very shortly.
RG: We’ll finish this off very quickly and you can have your lunch. We’ll just finish it off very quickly now.
Other: Ok.
RG: We’ve got to the end now.
Other: That’s alright.
RG: Five — ten minutes.
RG: Yeah.
Other: He can talk.
HA: I’ve got a pretty good memory.
RG: You do actually. Yeah.
HA: Where were we up to?
RG: Aptitude tests and IQ tests.
HA: ‘Oh yes,’ they said, ‘You can go to university and do virtually what you want to. Whatever you like.’ I didn’t know what to do. I didn’t want to go back to the public service. That’s one thing. So I elected to do Ag Science. Which I did. And I think only forty of the one hundred or so people who lined up for it passed because half of them were ex-servicemen and the place was overcrowded and they weren’t — didn’t have the facilities for big numbers that they should have had.
RG: Whereabouts was that? Sorry. That was at —?
HA: Sydney Uni.
RG: Sydney Uni. You said you only did a year of that.
HA: Yeah.
RG: Yeah.
HA: I thought to myself it’s a four year course. I’d used up nearly all the money I’d kept from the end of the war. What am I going to do for the next three years? Talked to a couple of fellas who had just finished fourth year Ag Science. They said, ‘The best we seem to be able to do is get a job with the Agricultural Department at about eight pounds a week.’ I said, ‘No.’ Dad had just sold the farm because of the drought and he had a bit of spare money. He said, ‘I could stake you some the money to start share farming.’
RG: That’s you and your brother did that.
HA: So we went share farming and made some money.
RG: Yeah. Yeah. And that was it.
HA: That was it. I did a bit of truck driving and had a sports store and then went back to, oh, went back to uni by correspondence while I was teaching at Mudgee.
RG: Yeah.
HA: Yeah.
RG: Is there anything else you’d like to add or any questions for us?
HA: If you’d like to read through those you’ll find some interesting stuff. I’ve written some three pages in the last couple of days of things that I’ve sort of —
RG: Ok.
HA: Thought were important.
RG: Yeah. Well we’ll definitely, we’ll take copies of those definitely. But we’ll let you have your lunch now.
HA: Yeah.
RG: Thank you very much for that.
LD: Can you just sign this here. This is just to say that —
Dublin Core
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Identifier
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AAdamsHG170215
PAdamsHG1704
Title
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Interview with Herbert Adams
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
Type
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Sound
Language
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eng
Format
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01:53:42 audio recording
Creator
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Rob Gray
Date
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2017-02-15
Description
An account of the resource
Herbert Adams grew up in New South Wales Australia and joined the Air Training Corps as soon as it was established. He later joined the Royal Australian Air Force and after training, he completed a tour of operations as a navigator with 467 Squadron. He describes crewing up, flying operations in Lancasters and his experience of avoiding aerial attack. He recalls the use of navigational aids including Gee, API and H2S. He then became an instructor at RAF Wigsley. He discusses an occasion when Me 110s attacked the airfield. He talks of a Cook's Tour over Germany when others photographed the after effects of the war. He was demobilised back to New South Wales and later taught for the RAAF.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
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Australia
Great Britain
England--Lincolnshire
England--Nottinghamshire
California--San Francisco
United States
California
Contributor
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Julie Williams
Carolyn Emery
Temporal Coverage
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1942
1943
1944
1945
467 Squadron
5 Group
aircrew
Anson
bombing
control caravan
Cook’s tour
crewing up
demobilisation
Distinguished Flying Cross
fuelling
Gee
ground personnel
H2S
Lancaster
Me 110
military living conditions
navigator
Operational Training Unit
promotion
RAF Lichfield
RAF Llandwrog
RAF Swinderby
RAF Waddington
RAF Wigsley
sanitation
service vehicle
Stirling
superstition
Tiger force
training
V-1
V-2
V-weapon
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/622/10612/BPayneRPayneRv1.1.pdf
4be42d107ed7b8f0a042057052d00c0f
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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Payne, Reg
R Payne
Publisher
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IBCC Digital Archive
Identifier
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Payne, R
Description
An account of the resource
14 items. Two oral history interviews with Reg Payne (1923 - 2022, 1435510 Royal Air Force), his memoirs and photographs. Reg Payne completed a tour of operations as a wireless operator with 50 Squadron from RAF Skellingthorpe. His pilot on operations was Michael Beetham. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Reg Payne and catalogued by Barry Hunter.<br /><br />
<p>This collection also contains items concerning Fred Ball. Additional information on Fred Ball is available via the <a href="https://internationalbcc.co.uk/losses/100970/">IBCC Losses Database</a>.<a href="https://internationalbcc.co.uk/losses/ball-fc/"></a></p>
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-03
2017-08-25
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
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AVIATION MEMORY.
[Page break]
18
RAF BASES WHERE REG SERVED
[Underlined] 5 YRS [/underlined]
PADGATE
BLACKPOOL
YATESBURY
NORTH COATS
SOUTH KENSINGTON
MADELY
STORMY DOWN
WIGTOWN
SALTBY
COTTESMORE
MARKET HARBOROUGH
WIGSLEY
SKELLINGTHORPE
SILVERSTONE
TURWESTON
NORTH WEALD
KIRKHAM
RANGOON BURMA
[Page break]
[Underlined] Reg Payne [/underlined]
[Underlined] 1939 SEPT. WAR DECLARED [/underlined]
[Underlined] 16 YEARS OF AGE [/underlined]
Home Guard at 16 yrs (1939)
If you waited to be called up at 18yrs you could be sent to work in any of the coal mines, miles away from home
i volunteerd at 17 yrs RAF [underlined] 1940 [/underlined]
Took inteligence exams Moreton Hall Northampton then to RAF Cardington for more tests.
Training as a Wireless Operator.
My training would cost the Government twice as much as sending a pupil thro a university. Period.
2 years training before operations
[Underlined] 1 year to learn morse code 4 hrs per [/underlined] day
Only fighter pilots had long range radio speech.
Bomber pilots had only 10 miles range “Hello Darky” [Underlined] Give Details [/underlined].
[Page break]
[Underlined] JOINING THE RAF OCT 1941 [/underlined]
16 yrs old War Declared
Always keen on RAF.
Joined Home Guard (then L.D.V.) Cransley reservoir & Pytchley Bridge
At 17 yrs volunteer’d RAF
Selection testS Dover Hall Northampton
later on Cardington
Selected as Wireless OP/AG. Training with ATC. Morse code
Short hand typing exam (Cacelled) and call up papers
Advised to get very short haircut ready for RAF
Train to Padgate with Sandwich’s
Poring rain ladies umbrella
Sore eye until Derbyshire
Soaking wet at Padgate hut to hut
[Page break]
After issue of uniform next day parcel up wet cloth’s to send home to mum. Then train to Blackpool P.D.C. Personel Disp Centre
[Underlined] King St. Blackpool [/underlined]
One week only learning about
RAF regulations etc
Care of uniform
Told to get haircut and had one next day (thought I told you to get haircut
Corporal took four of us to nearby hairdressers lost most of our hair
Landlady taught us to polish boots Candle and spoon (hot)
First letter from home (over breakfast) after reading it the landlady said
[underlined] your mother still loves you [/underlined] (tears)
Then move to start our training in the tram sheds every day. Our instructors were ex naval wireless ops, 2hrs morning & 2 hrs afternoon
Morse code Morse code Morse code
[Page break]
[Underlined] OCT 1941 [/underlined]
Mrs Clegg 4 Charnley Rd Blackpool
10 RAF young lads posted there
2 in each bedroom. 2 single beds 3 beds in our bedroom
No food in bedrooms. Ron Boydon Arthur Bromich
Electric lights out in bedrooms after 7pm.
We were detailed in turn washing up. If you didn’t eat all your meals she contacted the RAF Billeting Officer and had you moved
We got over this by flushing it all down the toilet.
Gym slippers had to be worn all the time 10 pairs of gym slippers in the hall always a job to find your own
[Underlined] RAF men had to be in by 10pm. [/underlined]
Mrs Clegg locked the door promp at ten
We could not see the end of film at Christmaas Day, for a small piece of chicken and a small glass of ale
We [underlined] were charged 2 and 6 pence [/underlined]
Ron Boydon & Arthur Browich
The two boys who shared my bedroom were both killed in the war
[Page break]
All your personal clothing and items had to have your name and RAF number printed on it.
[Underlined] No bath or shower at Mrs Cleggs [/underlined]
Showers were allowed for us.
Sat mornings [underlined] Derby Baths Blackpool [/underlined]
We could swim in the baths but had no swiming trunks etc
We [underlined] could [/underlined] swim without costumes etc.
The medical plasters on our arms came off in the waters and floted on the surface on the swimming pool.
A pool atendant collected them with a shrimp net.
Female workers in a large building across the road could’nt take their eyes off us, and waved their arms to us
Morse code Morse code Morse code
[Page break]
Reg’s close RAF friend.
[Underlined] RON BOYDON [/underlined]
Junior Ket Evening Tel reporter
[Underlined] Cover’d in Corby today [/underlined]
Shared my room at Blackpool
Tall young fellow
Ron carried the white parafin lamp at front of our squad, on dark mornings when we all had to march across
Blackpool, to the tram sheds for morse practice, or Stanley Park early morning for P.T. or drill.
On dark mornings & evenings
[Page break]
Morse code speed tests were carried out in a room above Woolworths (Fridays) as your morse speed increast. We only went up to 10 words per minute
If you failed three times you would be taken off corse and be trained as Gunner (Air)
At further training at Yatesbury your morse speed reached 18 words per min
We didn’nt get our own laundry back from RAF Laundry (sizes) sent my laundry home to mum. Food also in parcel when returned Told to put food in cabinet Other boys ate it.
[Page break]
Must be in doors by 10pm.
Home from pictures food not in cabinet! Next time put food in bedroom draw wrapped in underwear.
Later food not in draw contact Mrs Clegg.
Arrive back clock striking 10 oclock just in time we say
Ron Boydon late on parade oil lantern
Trim wick
Lights go out whilst shaving. 7pm.
Turn water off on landing.
Eat up food or will inform Billeting Officer Yellow Peril & hard cheese.
Food down toilet and down back of piano
Ron’s pygamas on landing
Drill with gym shoes on Tower Ballroom also lectures Ena Bagnor organ
Derby Baths shower and swim once per week
Vaccination scabs Office girls
PTO
[Page break]
[Underlined] CHRISTMAS 1941. [/underlined]
No extra Christmas meal, we had to pay 2/6d for some chicken and Christmas Pud
Found out later my mother wrote Mrs Clegg nasty letter.
Of the three in bedroom I was the only one to survive
I recently returned to Blackpool where I visited Charnley Rd,
Our biller much enlarged (2 floors higher
Found my old room So small coul’nt believe 3 beds in a room.
Posted to Yatesbury, P.T. long distance runs over the Downs. P.T.I. ran behind the last boys Took his belt off and made the last boys run fast
Sunday bus ride to Swindon Drinking cider.
Ladies behind bar, kissing us before we got bus home
[Page break]
[Underlined] YATESBURY WILTS [/underlined]
Morse code and wireless valves
Valves}
Triodes
Tetroes
Pentrose
Diodes
Aerials & Accululators
Morse Keys
Accumulators
Stormy Down south coast.
Air Gunnery Cause
Browning machine guns
Armstrong Whitworth [underlined] Whitley’s. [/underlined]
[Underlined] NO 1 A.F.U. SCOTLAND [/underlined] Advanced Flying [underlined] Unit [/underlined]
Ansons & Botha’s
[Underlined] Night flying 34 hours [/underlined]
Pilot suspected engine trouble daylight flight. Landed over in England mid day. Nice dinner in Sgts Mess
Were told later nothing wrong with engine but all had a lovely meal
[Page break]
RADIO WORK & TRAINING
JAN 42 Yatesbury Wireless study
MAY 42 North Coates Ops Duties, Coastal, Com
OCT 42 Radio Maintenance Kensington
JAN 43 Madely Flying Proctors & Dominies
APR 43 Gunnery Course Whitley’s Stormy Down
MAY 43 AFU Wigtown Scotland Ansons Bothas
JUNE 43 14 OUT Cottesmore Saltby Market-Harb
SEP 43 H.C.U. Wigsley Halifax Lancaaster
OCT 43 Ops Skellingthorpe
Now crew of 5 at Cottesmore
Heavy Conversion Unit Wigsley
At RAF Wigsley (Notts) we collected two new crew members
1/ Jock Higgins Mid Upper Gunner
2/ Don Moore Flight Engineer
We were lucky because Don had done a lot of work as an engine fitter before joining as air crew.
[Page break]
MORSE CODE
[Table of Morse Code]
[Page break]
[Underlined] 14 OTU COTTESMORE [/underlined]
[Underlined] JUNE 1943. [/underlined]
Pilots
Navigators
Bomb Aimers
Wireless Operators
Air Gunners
All taken to an empty hangar and told to sort themselves out into [underlined] crews of five [/underlined]
Later each crew would get a Bomb Aimer and [underlined] another Gunner [/underlined]
[Underlined] OPERATIONS [/underlined]
[Underlined] Take Wakey Wakey tablets on leaving English coast for Germany [/underlined]
[Underlined
I IDENTITY
F FRIEND
OR
F FOE [/underlined]
I.F.F. transmitter sends out a signal which recognises you as an RAF aircraft
and not an enemy aircraft.
[Page break]
1 [Underlined] EVERY MORNING [/underlined] change intercom lead ACI batteries. Sign Form 700. Return used batteries to the Accumulator Section
2. [Underlined] Inspect all external aerials [/underlined] for any damage
3. During air test flight, [underlined] check all radio equip [/underlined]
4 [Underlined] Attend the WOPS briefing. D/F stations and frequencies etc. Attend the main briefing [/underlined]
5. [Underlined] Collect the colour of the, day charts, bomber codes, M/F D/F groups to use. Broadcast spare helmet W/T challenge chart [/underlined]
[Underlined] Check ground flight switch. Check voltage switch on A 1134 amplifier for inter com Check radio whilst engines are running Tidy up bundles of window on floor Oxygen mask on before take off Once air born pencil in ranges on Monica Screen IFF switched on Keep watch on Monica screen Listen for half hourly broadcast from Base Leaving the cost wind out trailing aerial
[Page break]
At RAF Wigsley our pilot was given training on 4 engines, training starting with flying Halifax bombers, then changing to Lancasters
Luckily most the wireless equipment that I had was the same that I used in Wellingtons
We did a number of flights by night
Long distance flights which always ended up dropping bombs on a distant bombing range.
At last we were posted to our bomber squadron, which was 50 Sqdn only 3 miles from Lincoln city. Skellingthorpe airfield
The first thing we had to do when arriving was to contact the orderly room and give the name and address of our next of kin.
We were then taken to our sleeping quarters a hut alongside others in a field off the main road leading to Lincoln
Toilets were provided close by, but there were no washing or shower equipment on the site, this only in the Sgts Mess, some distance away a good ten minutes walk.
Rather than take our washing towel, and shaving kit backwards and forwards each day they were hung on pegs in the Sgts Mess where we did all our ablutions. The towels had to be folded back in our haversacks each day and they were always damp.
[Page break]
It was after we had our evening meal in the Sgts Mess, and were returing to our hut, that we spoke to a group of chaps on our camp site. After telling them what a “terrible” place we had ended up in, they smiled at us and said, “terrible” it’s a lovely place, Lincoln is only 10 mins bike ride down the road, loads of pubs, and all of them have plenty of girls there that love meeting us RAF chaps, you will see when you go there.
Fred Ball our rear gunner and myself both had bikes and said we would give it a try. Biking into the centre of Lincoln we spotted a small pub called “The Unity? Finding a place for our bikes we entered the building, there was music in there and we found a table & two chairs to relax on
Sitting there enjoying a glass bitter we could’nt help notice two ATS girls also enjoying their drinks, we could’nt speak to them as they were the other side of a busy room. Before 10 oclock the two girls got up and started to walk out.
Fred said to them and where are you two off now, and they said we have to be in by 10 oclock, and our billet is near the Cathedral. Fred said do you mind if we walk with you, they said not at all.
We arrived at the large house near the Cathedral now the ATS Headquarters. We chatted for a short time and agreed to meet again the same time tomorrow. I didn’t know at that time I had just met
[Page break]
[Underlined] SQDN CALLSIGN CODES [/underlined]
50 SQDN A/C Pilgrim (B. Baker etc.
Skellingthorpe airfield C/S Black Swan
MORSE CALL SIGNS.
50 Sqdn STB
5 Group A8X
STBB V A8X Radio call from 5 Group
STBB V STB. Radio call from our Sqdn
[Underlined] V means from [/underlined]
my first wife
[Page break]
[Underlined] WAKEY WAKEY TABLETS [/underlined]
Not usually taken until getting airborn.
[Page break]
ITEMS CARRIED IN OUR POCKETS BATTLE DRESS AND BOOTS
French and Dutch money etc.
Emergency high protane food. Ovaltine tablets Water purification tablets
Knife and torch in our boots
The knife to off the tops of our boots
Map of the area (on a silk scarf) more like a large hankerchief
Dead mans rope at rear door
Amputation saw and morphia tablets in first aid cabinet
[Page break]
[Underlined] OCT 1943 [/underlined]
Posted to 50 Sqdn Skellingthorpe Lincoln
Crew not up to operation standard
More training needed
Give name of next of kin and address to the orderly room.
[Underlined] NOV 3RD [/underlined] 1943
BEETHAMS SECOND DICKY
TARGET DUSSELDORF
18 Aircraft lost (One of them my brother)
Telegram brother Arthur missing on operation
Mother asking me to come home
Making a promise to our Wing/Co to keep flying
Hoping for an easy operation for our first one
My first wife
[Page break]
1943.
OPERATIONAL FLYING
14 OTU COTTESMORE & MARKET HARBOROUGH
JUNE 1943
Crewing up in hangar Cottesmore
CREW MEMBERS
P/O BEETHAM PILOT
P/O SWINYARD NAV
SGT BARTLETT BOMB AIMER
SGT PAYNE WIRELESS OP.
SGT BALL REAR GUNNER
SGT HIGGINS MID UPPER GUNNER
SGT MOORE FLIGHT ENGINEER
WIRELESS OPS JOB
Change accumulators every morning.
Keep in contact with Base
Care of the inter/comm system.
Assist nav with bearings and fixes
Able to move about aircraft whilst in flight
Astro shots using the sextant
Check all aerials before all flights
Watching Monica screen Pilot had only [word missing] radio communication 10 miles
Jamming enemy radio messages
Demonstrate morse code.
[Page break]
1
22.1.43. LANC JA899 F/O BEETHAM
7.15 [Underlined] OPS BERLIN [/underlined]
764 Aircraft – 469 Lancs, 234 Halifax’s 50 Stirlings, 11 Mosquitoes. This was the greatest force sent to Berlin so far. But it was also the last raid in which Stirlings were sent to Germany. Bad weather again kept most of the German fighters on the ground and the bomber force was able to take a relatively “straight in” “strait out” route to the target without suffering undue losses. 11 Lancs 10 Halifaxe’s 5 Stirlings 3.4 per cent of the force. Berlin was again completely cloud covered and returning crews could only estimate that the marking and bombing were believed to be accurate, in fact this was the most effective raid on Berlin of the war. A vast area of destruction. The mainly residential areas of Tiergarten and Charlottenburg, the dry weather conditions, several “firestorm” areas were reported and a German plane next day measured the height of the smoke cloud as 6,000 metres nearly 19,00 ft.
It is impossible to give anything like the full details of the damage or to separate completely details from this raid and a smaller one on the next night at least 3,000 houses and 23 industrial premises were completely destroyd, with several thousands of other buildings damaged. It is estimated that 175,000 people were bombed out, more than 50,000 soldiers were brought in to help. From garrisons up to 100KM distance, these were equivalent to nearly three
[Page break]
Army divisions taken from their normal duties.
Interesting entries among the list of buildings destroyed or severely damaged are. The Kaiser Wilhelm Gedachtwiskirche (The Kaiser Wilhelm Memorial Church, which is now half ruined, half restored, (a major attraction in West Berlin)
The Charlottenburg Castle, the Berlin Zoo, much of the Unter den Linden, the British, French, Italian and Japanese embassies, the Ministry of Weopons and Munitions, the Waffen S.S. Admin College the Barracks of the Imperial Guard at Spandau and, among many industrial premises, 5 factories of the Siemens Group and the Alkett tank works which had recently moved from the Ruhr. It is difficult to give exact casualty figures, an estimated 2,000 people were killed, including 500 in a large shelter in Wilmersdorf which received a direct hit, and 105 people killed in another shelter in Wilmersdorf which was next to the Neukoln gas works where there was a huge explosion.
[Page break]
23.11.43 2
17.05 LANC JA899 F/O BEETHAM
17.05
[Underlined] OPS BERLIN LANDED WITTERING FLAPS U/S. [/underlined]
383 aircraft 365 Lancs 8 Mosquitoes to continue the attack on Berlin. The bombers used the same direct route as had been employed on the previous night. The German controllers made an early identification of Berlin as the probable target. Their single engined fighters were gathered over the city by zero hour and other fighters arrived a few minutes later
Fake instructions broadcast from England caused much annoyance to the German who was giving the running commentary. The Germans started a female commentator but this was mostly counered by a female voice from England ordering the German pilots to land because of fog at their bases. Spoof fighter flares were dropped by Mosquitoes north of the bomber stream also caused some diversions of German effort. Bomber crews noticed that flak over the target was unusually restrained with the German fighters obviously being given priority [Underlined] 20 aircraft all Lancasters were lost 5.2 per cent of the bomber force [/underlined]
The target was again cloud covered and the Pathfinders carried out sky-marking, but many of the main force crews aimed their bombs thro the cloud at the glow of 11 major fires still burning from the previous night. Much further destruction was caused to Berlin but because many of the details of the 2 raids were recorded to-gether by the Germans, it is only possible to say that more than 2,000 further houses 94 wooden barrack buildings and 8 industrial premises and 1 military establishment were destroyed, with many other buildings damaged
Approx 1,400 – 1.500 people were killed on this night.
[Page break]
26.11.43 LANC JA376 F/O BEETHAM
[Underlined] OPS BERLIN DIVERTED MELBOURNE (YORKS) [/underlined]
443 Lancasters 7 Mosquitoes
The Berlin force and the Stuttgart force diversionary flew a common route over Northern France and on nearly to Frankfurt (diversionary) flew a common route over norther France and on nearly to Frankfurt before diverging
The German controllers thought that Frankfurt was the main target until a late stage and several bombers were shot down as they flew past Frankfurt. Only a few fighters appeard over Berlin where flak was the main danger. But the scattered condition of the bomber stream at Berlin meant that bombers were caught by fighters off track on the return flight and the casualties mounted [Underlined] 28 Lancasters were lost 6.2 per cent [/underlined] of the force, and 14 more Lancasters crashed in England. The weather was clear over Berlin, but after their long approach flight from the south, the Pathfinders marked an area 6-7 miles from the city centre (north west) and most aircraft bombed there. Because of Berlins size however most of the bombing fell in the centre and in the Siemen Sstadt (with many electrical factories) and Tegel districts. 38 war industry factories were destroyed, and many more damaged. The now routine destruction of housing and public buildings also took place, but not on such a great scale as on the previous raids to Berlin
The Berlin zoo was heavily bombed on this night many of the animals had been evacuated to zoo’s in other parts of Germany, but the bombing killed most of the remainder, several large and dangerous animals leopards, panthers, jaguars apes – escaped had to be hunted and shot in the streets
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Because of the confusion caused by so many raids in a short period, it was only possible for the Germans to record an approximate number of people killed on this night, of about 700-800. The local officials however produce a report in Jan 1944 giving details of combined casualties of the three raids of 22/23 23/24 26/27 November 4,330 were killed of whome the bodies of 574 were never recovered. The districts with the most deaths were Tiergarten 793 Charlottenburg 735 and Wedding 548. The dead were foreign workers and 26 were prisoners of war.
The property damage was extensive with 8,701 dwelling buildings destroyed and several times that number damaged
417,665 lost their homes for more than a month and 36,391 for up to a month
Reaching [underlined] Melbourne [/underlined] Yorks
Still heavy fog Diverted to [underline] Pocklington [/underlined] Yorkshire
We managed to land in heavy fog still,
All aircraft had little fuel left and could not find the runway
They were told to (head your A/C out to sea and bale out
[Boxed] 1 Lancaster ran out of fuel and crashed on a farm house. Killing the farmer & wife only the Lancaster R.G. survived
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One night we had to do a very deep dive when another Lancaster that had not seen us came across our path, Mike put our Lancaster into a steep dive to prevent us hitting each other.
After we had settled down and were flying a steady course again, we found that our inter com was not working and we could not speak to each other.
Using my torch I soon found the problem, the inter com battery was not in its place, and the inter com leads were where the battery had left. With a torch I searched along the aircraft and found the battery some distance away. I think the Navigators feet had released the clamp that held the battery in position, and the battery in the steep dive that we did ended up some distance away. Luckily I was able to replace it, and make sure it was clamped down in position.
[Underlined] OPS LEIPZIG [/underlined]
A relative successful raid on Leipzig during the war
24 Aircraft 15 Halifaxes 9 Lancasters were lost 4.6 per cent of the force
The largest building being taken over by the Junkers aircraft company the former world fair exhibition site whose spacious buildings had been converted to become war factories
[This text in the corner appears in following page text] were severely damaged One place that was hit by a exhibition site, whose spaciou [see following page]
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[Underlined] OPS LEIPZIG [/underlined]
[Underlined] LANDED WITTERING DAMAGED BY JU88 [/underlined]
3.12.43
Our crew were told to collect a Lancaster from RAF Waddington. We must take all our flying kit along with us. After arrival at Waddington we found we had to bomb Leipzig with it first then return the Lancaster to Skellingthorpe.
We thought what a strange way to deliver a Lancaster bomber 4 miles to its new airfield
[Second part of page missing – copy shows text from page beneath transcribed below]
A German nightfighter hit us in the port wing I reported that the wing was on fire. Our FL/t Eng came and looked and said, no its just petrol escaping from the wing tanks.
All the engines were then run from that one tank to save petrol being wasted
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[Underlined] OPS LEIPZIG [/underlined]
[Underlined] LANDED WITTERING DAMAGED BY JU88 [/underlined]
[Underlined] 3.12.43 SHORT OF FUEL. (TANKS SHOT UP) [/underlined]
527 Aircraft. 307 Lancasters 220 Halifax’s
Despite the loss of two press men on the previous night the well known American broadcaster Ed Morrow flew on the raid with 619 Sqdn Lancaster crew, he returned safely. The bomber force took another direct route towards Berlin before turning off to bomb Leipzig
German fighters were in the bomber stream and scoring successes befor the turn was made but most of them were then directed to Berlin when the Mosquito diversion opened there.
There were few fighters over Leipzig and only 3 bombers are believed to have been lost in the target area 2 of them being shot down by flak
A relative sucessful raid from the point of view of bomber casualties, was spoiled when many aircraft flew by mistake into th Frankfurt defended area on the long southern withdrawal route and more than half of the bombers shot down this night were lost 4.6 per cent of the force
The Pathfinders found and marked this distant inland target accurately and the bombing was very effective This was the most sucsessful raid on Leipzig during the war a large area of housing and many industrial premises were severely damaged One place that was hit by a large number of bombs was the former world fair exhibition site whose spacious buildings had been conserved to become war factories
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The Wehrmacht suffered damage to 4 flak positions, a clothing store, a veterinary depot and the Army Music School. 64 people were killed and 111 were missing or still covered by wreckage. 23,000 were bombed out. A train standing six miles south of Frankfurt was hit by a 4,000lb bomb and 13 people in it were killed.
Part of the bombing some how fell on Mainz 17 miles to the west and many houses along the Rhine water front and in southern suburbs were hit. 14 people were killed
We circled arround Wittering with little or no fuel left in our tanks, the Wittering phone R/T operator repeated saying the landing lights will soon be on, we waited an waited
Eventually the landing lights did come on and we were able to land with almost empty fuel tanks.
When we entered the Wittering mess we could see what the delay had been to get the landing lights on, as no one was on duty at their watch office, they were all attending the party.
A few years ago, giving our landing date and time to a serving RAF officer, he contacted me and said there was no mention in their flying control log book of our landing that night
Myself and two other crew members stood near the open back door with parachutes on as soon as the engines cut we would jump.
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20.12.43 LANCASTER G ED588.
[Underlined] OPERATIONS FRANKFURT [/underlined]
650 Aircraft 390 Lancasters 257 Halifax’s
14 Lancasters lost
The German control room were able to plot the bomber force as soon as it left the English coast and were able to continue plotting it all the way to Frankfurt. There were many combats on the route to the target. The Mannheim diversion did not draw fighters away from the main attack until after the raid was over. But the return flight was quieter
41 aircraft – [underlined] 27 Halifax’s 14 Lancasters lost 6.3 per cent of the force [/underlined]
The bombing of Frankfurt did no go according to plan. The Pathfinders had prepared a ground marking plan on the basis of a forcast giving clear weather but they found up to 8/10 cloud. The Germans lit decoy fires 5 miles south east of the city and also used dummy target indicators. Some of the bombing fell arround the decoy, but part of the creepback fell on Frankfurt causing more damage than bomber command realized at the time. 466 houses were completely distroyd and 1,948 seriously damaged. In Frankfurt and in the outlying townships of Sachsenhausen and Offenbach 117 bombs hit various industrial premises but no important factories are mentioned. The report stresses the large number of cultural, historical, and public buildings hit, including the cathedral, the city library, the city hospital and no fewer than 69 schools.
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[Underlined] JU88 SHOT DOWN [/underlined]
One night I felt the aircraft start to rise as the engines were open’d up I heard Les our bomb aimer on the inter com say to our mid upper gunner (Jock Higgins) not yet Jock I’ll say when.
He then said OK Jock [underlined] NOW. [/underlined]
By that time I was standing in the astro dome and looking above and in front of our aircraft I could see a German J.U.88 night fighter, flying in front of us, and a little above us.
Our bombaimer Les Bartlett suddenly said Jock now, with that they both open’d fire on the night fighter Ju88.
I noticed that Les seem’d to be spraying the nightfighter from side to side with his twin browning machine guns, but Jock Higgins with the same two machine guns was sending a constant stream of bullets up in the area of the nightfighter where the two crew members would be seated. The German night fighter flew for some time being riddled with bullets until it turned over and started to go down
I would think that it was Sgt Higgins that killed the two German crew members and caused the J.U.88 to crash with continuous firing in the cockpit area. As Les Bartlett was an office, he received ta medal for his efforts, but I still think it was Jock Higgins that brought the aircraft down.
Jock Higgins rec’d nothing
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29.12.43
[Underlined] 7.25 [/underlined]
1707 LM428.
[Underlined] OPS BERLIN INCENDIARY THROUGH STARBOARD OUTBOARD TANK [/underlined]
712 Aircraft, 457 Lancasters, 252 Halifaxes 3 Mosquitoes.
A long approach route from the south, passing south of the Ruhr and then within 20 miles of Leipzig. Together with Mosquito diversions at Dusseldorf, Leipzig and Magdeburg causes the German controller great difficulties and there were few fighters over Berlin. Bad weather on the outward route also kept down the number of German fighters finding the bomber stream
[Underlined] 20 Aircraft 11 Lancasters 9 Halifaxes 2.8 per cent [/underlined] of the force lost
Berlin was again cloud covered, the bomber command report claiming a concentrated attack on skymarkers is not confirmed by the local report. The heaviest bombing was in the southern and south eastern districts but many bombs also fell to the east of the city
388 houses and other mixed property were destroyed but no item of major interest is mentioned.
182 people were killed, more than 600 were injured and over 10,000 were bombed out
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REAR DOOR OPEN
The rear end of the Lancaster near the rear gunners position is one of the coldest parts of the aircraft, but one night our rear gunner said he was freezing in his position at the rear of the aircraft.
I soon found the problem when I got to the rear of the aircraft, the main entrance door was open, and the freezing cold air was coming straight in.
With gloves on I tried to close the the door, but with a two hundred mile wind rushing thro the door way it would’nt close. The Flight Eng came down to help me, but even the two of us could not close it.
We managed to get it partly closed leaving a small gap and tying it back with the dead mans rope The dead mans rope is a long length of rope near the rear door, should one of our crew be unlucky to have one of his legs or arms chopped off the rope was to tie a torch or a lamp on him, and with a parachute on push him out of this back door and hope people will see him coming down and rush him to hospital before he dies.
With the rope we still could nt close the door properly and had to push some heavy clothing into the door cracks to keep out the biting cold wind coming in the aircraft.
Whilst doing this work at the rear of the aircraft we had porable oxygen bottles round our necks all the time, or we would have passed out threw lack of oxygen.
Gloves on hands or you would loose the skin if you touched the bare metal
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1.1.44 OPS BERLIN
23.44
LANCASTER
M/ME 567 [Underlined] 421 LANCASTERS [/underlined] 8.15
German fighters were directed to the bomber stream at an early stage and were particularly active between 2. Route markers on the way to Berlin
The German controller was not deceived by the Mosquito feint at Hamburg. But his fighters were not effective over Berlin. Only 2 bombers being shot down by fighters there, and the local flak was probably restricted to the height at which it could fire and the guns only shot down 2 bombers over the target.
[Underlined] 28 Bombers were lost 6.7 per cent of the force. [/underlined]
The target area was covered in cloud and the accuracy of the sky marking soon deteriorated
The Berlin report says that there was scattered bombing mainly in the southern parts of the city.
A large number of bombs fell in the Grunewald, an extensive wooded area in the south west of Berlin only 21 houses and 1 industrial building were destroyed with 79 people being killed. A high explosive bomb hit a lock on an important canal and stopped shipping at that area for several days
14.1.44 LANCASTER B.LL744
[Underlined] F/O BEETHAM OPS BRUNSWICK [/underlined]
496 Lancasters and 2 Halifaxes on the first major
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We always took of with us a thousand or 2 [underlined] thousand pound overload [/underlined]
As we left the runway the long flames from the exhausts rose over the leading edge of the wings burning the [inserted] paint [/inserted] off the wings I knew there was 2,000 gallons of high grade petrol in tanks under all those flames
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Raid to [underlined] Brunswick [/underlined] of the war [underlined] 38 Lancasters were lost [/underlined] 7.6 per cent of the force.
The German running commentary was heard following the progress of the bomber force from a position only 40 miles from the English coast, and many German fighters entered the bomber stream soon after the German frontier was crossed near Bremen. The German fighters scored steadily until the Dutch coast was crossed on the return flight. 11 of the lost aircraft were Pathfinders. Brunswick was smaller than bomber commands usual targets and this raid was not a success. The city report describes this only as a “light raid” with bombs in the south of the city which had only 10 houses destroyed and 14 people killed. Most of the attack fell either in the countryside or in Wolfenbuttel and other small towns and villages well to the south of Brunswick.
20.1.44 LANCASTER B/LL744
F/O BEETHAM [/underlined] OPS BERLIN [/underlined]
[Underlined] 769 Aircraft. 495 Lancasters [/underlined] 264 Halifax’s [underlined] 10 Mosquito’s. [/underlined]
35 Aircraft 22 Halifax’s 13 Lancasters were lost 4.6 per cent of the force
102 Sqdn from Pocklington lost 5 of its 16 Halifaxes on this raid, 2 more crashed in England ->
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A CLEAR NIGHT OVER BERLIN
I think my first clear night over Berlin made me realize the terrible bombing coditions that the German folk were having to face
Looking down on Berlin from 3 or 4 miles high, I could see thousands of incendiary bombs burning on the ground. The large wide roads of Berlin showed like a large map
Every few minutes a huge explosion would take place along one of the roads wiping out part of the road plan.
These large explosions were the 4,000lb blast bombs which all the Lancasters carried (known by the RAF men as cookies)
I could see a wide road thro the streets of Berlin, quite clearly with the houses on fire on both sides, then a 4,000lb cookie would drop on the road, and a dark patch would appear where it had left no buildings standing.
Red and green incendiary bombs were still raining down and the RAF Pathfinder men were telling the bomber crews which ones they were to aim at.
I could look at a long wide road thro Berlin, houses on both sides alive with incendiary bombs buring, then a 4,000pb cookie hits the area and leaves a black space.
The master bomber above is shouting out to the aircraft aim at the reds not the greens.
We were expected to sleep when we got to out huts
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-> and the squadron would lose 4 more aircraft in the next nights raid
The bomber approach route took a wide swing to the north but once again the German controller manage to feed his fighters into the bomber stream early and the fighters scored steadily until the force was well on the way home. The diversions were not large enough to deceive the Germans
The Berlin areas was, as son often completely cloud covered and what happened to the bombing is a mystery. The Pathfinder sky marking appeared to go according to plan and the crews who were scanning the ground with their H2S sets believed that the attack fell on the eastern districts of Berlin. No major navigational problems were experienced.
No photographic reconnaissance was possible until after a further 4 raids on Berlin were carried out but the various sources from which the Berlin reports are normally drawn all show a complete blank for this night. It is not known whether this is because of some order issued by the German authorities to conceal the extent of the damage, or whether the entire raid missed Berlin
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[Underlined] 1,000lb BOMB IN BOMB BAY [/underlined]
One early morning after we had been on an operation we taxied the Lancaster back to our usual dispersal point at Skellingthorpe
The engines were shut down and all was quiet as we started collecting our loose flying kit together.
Suddenly we heard a large thud and at first we though a van had bumped into us. Then there was the sound of something rolling along the side of the aircraft.
Our bomb aimer Les Bartlett opened his bomb bay inspection door and was shocked at what he saw.
A thousand pound bomb had fell from from its station on to the bomb bay doors and it had rolled down the sloping bomb bay and had crashed at the rear of the bomb bay.
We did’nt know if it was still live and had to warn the ground crews, unless they opened to bomb bay doors where it would fall out.
We never did know how they made it all safe.
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[Underlined] OPS BERLIN SPOOF ATTACK [/underlined]
27.1.44
[Underlined] F/LT BEETHAM [/underlined]
[Underlined] OPS BERLIN [/underlined]
515 Lancasters and 15 Mosquitoes
The German fighters were committed to action earlier than normal, some being sent out 75 miles over the North Sea from the Dutch coast. But the elaborate feints and diversions had some effect. Half of the German fighters were lured north by the Heligoland mining diversion and action in the main bomber stream was less intense than on recent nights.
33 Lancasters lost 6.4 per cent.
The target was cloud covered again and sky marking had to be used again. Bomber command was not able to make any assessment of the raid except to state that the bombing appeared to have been spread over a wide area, although many bombs fell in the southern half of the city, less in the north but 61 small towns and villages outside the city limits were also hit. With 28 people being killed in these places. Details of houses in Berlin are not available but it is known that nearly 20,000 people were bombed out. 50 industrial premises were hit and several important war industries suffered serious damage.
567 people were killed including 132 foreign workers.
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[Underlined] FOG OVER AIRFIELD ON RETURN [/underlined]
All with little fuel left
Most sqdns sent up 20 A/C to target
2 Sqdns on each airfield (approx.) 36 A/C Each A/C had little more than 20 mins fuel left [underlined] No 1 [/underlined] would ask permision to land.
He was told to orbit at 3,000ft and as he circled he had to shout his position on the circuit such as (railway bridge) (cross roads) (Thompson’s farm) (reservoir)
As he circled he was called to decen’d to 2,000ft but still had to shout his number and position as he circled the airfield
Finally he was called down to 1,00 F shouting his position on the circuit No 1 down wind, then No 1 funnels No 1 touching down, then No 1 clear
No 2 would follow behind shouting out their positions on the circuit. Followed by No 3 doing the same
By shouting out their number and position and height the controller called them down
All crew’s had then to go to de-briefing
[Page break]
[Underlined] INSTRUCTING W/OPS [/underlined]
[Underlined] SILVERSTONE & TURWESTON [/underlined]
JUNE 1944 TILL END OF WAR
Of the 4319 men in the A/C shot downn attacking only [underlined] 992 [/underlined] survived 22.9 per cent.
On take off with 2,000lb overload
100 miles per hour were needed for take off
A gate stopped the throttle.
If the speed was not fast enough the pilot would say to the enineer [underlined] thro the gate [/underlined] and the gate was open’d to give more power
[Page break]
[Underlined] INTERNATIONAL DISTRESS [/underlined] SIGNAL.
[Underlined] SOS [/underlined]
ˑˑˑ / --- / ˑˑˑ
You would be told to divert to another airfield if there was fog over Lincolnshire where our airfield is. And stay there with the aircraft
[Underlined] DIVERSIONS F.I.D.O [/underlined]
[Underlined] FOG INTENSIVE DISPERSAL OF [/underlined]
[Underlined] FISKERTON 49 [/underlined] SQDN.
[Underlined] ASTRO DOME (FOR NAVIGATOR [/underlined] degrees & minutes
[Underlined] USING A SEXTANT. [/underlined]
Taking astro shots of the stars.
[Underlined] Polaris Bennet Nash Dubhi [/underlined]
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2
Switch off IFF (Identity Friend or Foe)
Continuous watch on Monica screen
Listen out on given wave band for German speech
Tune my transmitter and jamb any speech
Wind in trailing aerial when over the cost [underlined] German [/underlined]
Pass bundles of window down to Flight Engineer
Transmit height and wind speed back to base. Details from Navigator.
Keep watching Monica screen whilst listening for German speech on given wave band
Obtain bearing from given [inserted] radio [/inserted] beacon for Nav, using loop aerial
Take hot coffee to the two Gunners
On clear nights, obtain sextant shots of given stars asked for by Navigator
On run up to target get in astro dome and watch for any bombers above us
Receive messages from base. Decode them & pass to pilot
Send more winds back to base. Our Nav is a wind finder
Shout out [underlined] contact [/underlined when a blip comes on Monica screen
Keep searching for German R/T speech.
After leaving enemy coast, let out trailing aerial
Switch on IFF when near English coast
Place colours of the day cartridges in Very pistol
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3
Wind in trailing aerial crossing the English coast
If a diversion message is received on reachin the English coast, contact the diversion airfield and obtain a [underlined] QDM [/underlined] for the Navigator.
A QDM, is a coarse to steer to take you to the airfield.
You have to stay there with the aircraft. No washing or shaving equip. money or pygamas etc. Some times for two or three days if our aircraft needs work on it to be carried out
After landing you have to attend debriefing where you are asked a lot of questions before getting any sleep.
[Underlined] WHEN LOST. DARKY WATCH [/underlined]
“Hello” Darky”
Hello Darky
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4
[Underlined] SKELLINGTHORPE SITE [/underlined]
No washing arrangements were available on our living quarters site. Just toilet & sleeping quarters All shaving & showers etc were in the Seargeans Mess. All toilet items kept in small haversack hanging on peg’s. After a few weeks we were told to remove our toilet haversacks for one day only.
The ones still on the pegs were the property of the men missing
[Page break]
[Underlined] CANADIAN AIRMEN. [/underlined]
Three NCO members of our crew were housed in a tin hut at Skellingthorpe
We had the hut to ourselves.
Arriving back after our leave, three extra beds were in the hut occupies by three Canadians
They were very generous, and told us to help ourselves from all the boxes of food arround the hut. Tins and packages all arround us.
The S.W.O. Station Warrant Officer came in and looking at it all said, I will be in this hut ever night at 7 oclock and if it is [inserted] not [/inserted] clean and tidy you wont be allowed out until it is. We had to wait for his insection every evening before we could visit Ena and Joan in Lincoln
A short time after the Canadians were shot down over Germany, all their contents were taken away and the hut was tidy again
The S.W.O. then said we could go out in our own time he would not visit us again. It probably took the death of three nice Canadians to allow Fred and myself to take Ena & Joan for an early meal.
And they were taken away
[Page break]
Whilst flying over Germany I would search a wave band on my radio.
I would listen for German speech sounding like giving orders to people.
I would tune my transmitter to that frequency and prese my morse key.
This would transmit the noise of one of our aircraft engines on that frequency as there was a microphone in that engine
On one long German operation, bad weather was forecast for our return over Lincoln and we were told to land St. Eval, Cornwall Some hours later I received another message which said cancel the previous message return to base.
Our Wing Commanders wireless operator did’nt get this message and he landed in Cornwall. On his return to Skellingthorpe, crowds of aircrew members line’d the runway to cheer him in.
At our next briefing, the Wing Co. said Wireless Operators make sure you get all the messages from Group, not like some clot that dos’nt get them. Jagger his Wireless Op got up and said, if that’s what you think of me you can get someone else to fly with you[inserted] tonight sir [/inserted] and with that he then left the room to go,
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28.1.44
LANCASTER B/LL744 [Underlined] OPS BERLIN [/underlined]
677 Aircraft [Underlined] 432 Lancasters 241 Halifaxes 4 Mosquito’s [/underlined]
Part of the German fighter force was drawn up by the early diversions and the bomber approach route over northern Denmark proved too distant for some of the other German fighters. The German controller was however able to concentrate his fighters over the target and many aircraft were shot down there [underlined] 46 aircraft 26 Halifax’s 20 Lancasters [/underlined] lost 6.8 per cent of the force
The cloud over Berlin was broken and some ground marking was possible, but the bomber command claim that this was the most concentrated attack of this period is not quite fully confirmed by German records.
The western and southern districts were hit but so too were 77 places out side the city. The Berlin recording system was now showing an increasing deterioration no overall figure for property damage was recorded Approximately 180,000 people were bombed out on this night. Although many industrial firms were again hit the feature of the night is the unusually high proportion of administrative and public buildings appearing in the list of buildings hit. The new Chancellery, 4 theatres, the French Cathedral, 6 hospitals, 5 embassies, the state patent office etc, the report concludes with the entry the casualties are still not known
RAF Police came forward to stop him and the Wing Co. said let him go.
[Page break]
28.1.44
LANCASTER B/LL744 [Underlined] OPS BERLIN [/underlined]
677 Aircraft [Underlined] 432 Lancasters 241 Halifaxes 4 Mosqioto’s [/underlined]
Part of the German fighter force was drawn up by the early diversions and the bomber approach route over northern Denmark proved too distant for some of the other German fighters. The German controller was however able to concentrate his fighters over the target and many aircraft were shot down there [underlined] 46 aircraft 26 Halifax’s 20 Lancasters [/underlined] lost 6.8 per cent of the force
The cloud over Berlin was broken and some ground marking was possible, but the bomber command claim that this was the most concentrated attack of this period is not quite fully confirmed by German records.
The western and southern districts were hit but so too were 77 places outside the city. The Berlin recording system was now showing an increasing deterioration no overall figure for property damage was recorded Approximately 180,000 people were bombed out on this night. Although many industrial firms were again hit the feature of the night is the unusually high proportion of administrative and public buildings appearing in the list of buildings hit. The new Chancellery, 4 theatres, the French Cathedral, 6 hospitals, 5 embassies, the state patent office etc, the report concludes with the entry the casualties are still not known but they are bound to be considerable. It is reported that a vast amount of wreckage must still be clearid. Rescue workers are among the mountains of it. *Report os Technischen Nothilfe Gau 111-Berlin Berlin and Brandenburg. In Berlin City Archives
[Page break]
Reg Payne flew with 91 different pilots during his service in the RAF
Flew with Sir Michael Beetham as pilot 108 times
362 official flights were made during his RAF service, plus a lot of unofficial flights not recorded in his log book
After one operation after returning to our dispersal, and switching everything off a 1,000lb bomb came detatched from its moring in the bomb bay, luckily the bomb bay doors were closed. It rolled down the bomb bay and made a clonk as it reached the bottom. We don’t know how the ground crew delt with it.
During one operation the gunners complained how cold it was, I was asked to look into this. Going to the rear of the A/C I saw that the rear door was open. It could not be closed agains the slip stream but we tied it up as close as we could, and then pushed spare heavy flying clothing in the small gaps.
[Page break]
[Underlined] KENSINGTON ALBERT HALL [/underlined]
Wireless instruction in Science Museum.
Meals in Victoria & Albert Museum
Bedrooms in Albert Court next to Hall
“P.T.” in Albert Hall (boxing) etc.
Football in Kensington Gardens
[Underlined] BOXING ALBERT HALL [/underlined]
P.T. instructor sort us out in pairs boxing gloves on.
Instructor shouts Get stuck into each other or I’ll get stuck in to the pair of you
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[Underlined] FIRST OPERATION BERLIN [/underlined]
[Underlined] 16.45 hrs [/underlined]
2,000lb overload Beetham spared this
NOV 22ND 764 A/C 7HRS 15MINS
26 A/C Lost 169 killed
Dispersal 1 hour before take off
Check all aerials/W/T./Monica./SBA/IFF/Trailing/Gee/Loop
[Underlined] Gunners getting ready [/underlined]
[Underlined] 17.05hrs BERLIN AGAIN [/underlined] Trailing aerial out [underlined] over the [/underlined] sea
NOV 23rd. [Underlined] IFF switched on [/underlined]
383 A/C 7hrs 45 mins
Navigator reading airspeeds at take off flames from exhausts 20 A/C lost [underlined] while taking off [/underlined]
130 killed
[Underlined] ON LANDING [/underlined]
Flaps frozen up, [Underlined] Refused landing [/underlined] Diverted to RAF Wittering
Bath ready in the morning
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[Underlined] 3RD OPERATION [/underlined]
NOV 26TH [Underlined] BERLIN [/underlined]
17.20HRS
443 A/C 8HRS 5MINS
28 A/C lost 202 killed
[Underlined] Fog over Lincoln [/underlined] 14 damaged beyond repair
Diverted to Melbourne (Yorks)
[Underlined] Fog also over Melbourne [/underlined]
5 A/C crashed landing
Head your A/C out to sea and B.O.
Back to Skellingthorpe 2 days later
K King hit farm house. Farmer and wife killed
Only rear gunner survived
No cash or shaving kit on operation toothe brush etc.
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3 times to Berlin in 5 nights
Cold bed at nights thinking about it.
EXTRACT FROM OFFICIAL GERMAN RECORDS ABOUT BERLIN RAID NOV 22ND
The most effective raid of the war on Berlin 3,000 houses and 23 industrial premises were completely destroyed with several thousands of other buildings damaged
175,000 people were bombed out
More than 50,000 soldiers were brought in to help from garrisons up to 100KM distance. Equivalent to three army divisions taken from their normal duties
Buildings destroyed or severely damaged are the Kaiser Wilhelm, Memorial Church (now a memorial) the Charlottenburg Castle, the Berlin Zoo, much of the Unter den Linden, the British, French, Italian, and Japanese embassies. The Ministry of Weapons and Munitions, the Waffen SS. admin college. The barracks of the Imperial Guard at Spandau, and many industrial premises inc. 5 factories of the Siemens Group, and the Alkett tank works, recently removed from the Ruhr. 2,000 people killed inc 500 in a large shelter which received a direct hit, and 105 people in another shelter near the gas works, where there was a huge explosion.
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[Underlined] DEC 3rd [/underlined] 0023 HRS 527 A/C
[Underlined] LEIPZIG [/underlined 7HRS 50MINS
24 A/C lost 120 killed
Damaged by JU88 Fuel tanks ruptured short of fuel
Landed at Wittering
Officers Mess party no landing lights
Bath in the morning (much better conditions than at Skellingthorpe)
DEC 20TH 17.26 HRS 41 A/C Lost 193 killed
[Underlined] FRANKFURT [/underlined] 5HRS 40MINS
A/C G ED588 Did over 100 operations
DEC 29TH 17.07 HRS
[Underlined] BERLIN [/underlined] 20 A/C lost 79 killed
30lb phosphorous incendiary thro stbrd outer fuel tank.
We didn’t know about it.
Wing/Co took Beetham out to A/C after breakfast to show him hole in wing
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[Underlined] JAN 1ST 1944 [/underlined] 23.44HRS NEW YEARS DAY 421 A/C.
BERLIN 8HRS 15MINS
28 A/C lost
Had to take the mid upper an axe spare mid upper smashes Perspex of turret Turret perspex frozen over
JAN 5TH 0005HRS STETTIN (TOUCHING SWEDEN)
358 A/C 8HRS 40MINS 16 A/C lost
Lancaster was fired on from another Lancaster
JAN 14TH 17.15HRS BRUNSWICK
498 A/C 5HRS 10MIN 38 A/C lost
Freda and Joans Lincoln Imps
Fred R/G forgot Lincoln Imp whilst on peri track.
Van driver collected it before take off
[Page break]
JAN 20TH [Underlined] BERLIN [/underlined]
16.35HRS
769 A/C 7HRS 35 A/C lost
Coned by searchlights Inter.comm battery became loose
No sound on inter com
2,400 tons of bombs dropped
Collected the HT battery from rear of A/C and re connected it
JAN 21st 19.51 HRS
22 A/C [Underlined] berlin [/underlined] spoof attack → 1 A/C lost
Main operation Magdeburg → 66 A/C lo
7 HRS 25MINS
Back door open. [Underlined] Tie up with rope Would not close. Slipstream [/underlined]
Dead mans rope at the rear door
Torch and knife in boots
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FEB 25TH 18.35 HRS
[Underlined] AUGSBURG [/underlined]
594 A/C 8HRS 21 A/C lost.
Oil temperature much too high on one engine
Returned on 3 engines
Oil temp guage U/S
Nothing wrong with engine
Mike Beetham flying Lancasters promoted to Flight [inserted] LTD [/inserted] Commander
Could not drive car
Help from WAAFs.
1ST MARCH 23.19 HRS
[Underlined] STUTTGART [/underlined]
594 A/C 8HRS 10MINS 4 A/C lost
Thick cloud on route and over target
Night fighters unable to locate bomber stream
Much damage to Stuttgart
[Underlined] On the bomb run left left etc. [/underlined]
[Underlined] Bomb doors open Very cold draught when open. [/underlined]
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JAN 27TH 17.17 HRS
[Underlined] BERLIN [/underlined
530 A/C 8.55 MINS 33 A/C lost
Off inter comm. High engine rev’s
Les and Jock attack Ju88
Of Les gets DFM, Jock goth nothing
JAN 28TH 0021 HRS
[Underlined] BERLIN [/underlined
677 A/C 7HRS 55MINS 46 A/C lost
Washing & shaving items
Haversacks collected from Sgts mess from airmen missing
19TH FEB 23.55 HRS
[Underlined] LEIPZIG [/underlined
823 A/C 7HRS 78 A/C lost
Returning home over North Sea (dawn reduce hight to stay in the dark
[Page break]
12.2.44
[Underlined] FIGHTER AFFILIATION [/underlined]
12.2.44 We were detailed to fly a short distance up into Yorkshire and to meet up with a Spitfire, who would contact us and when ready would continue to dive on us and give us advice on our defensive moves. In our Lancaster we had our full crew of seven personel, plus another pilot and his two gunners.
Our pilot Sir Michael Beetham decided that he and our two gunners would do the exercise first. With our two gunners in the turrets and Michael in the pilots seat, the attacks began all of them ending in the Lancaster doing cork screws to prevent the Spitfire from shooting him down. After 10 or 15 mins, the other pilot took over from Michael, and his gunners made for the turrets.
When all was ready the Spitfire came in for it first attack, the Lancaster went into a steep dive. I don’t think I have ever dived so steep before in a Lancaster, and so fast. On pulling out of the dive I noticed smoke round the port outer engine, and then there were flames.
Michael shouted a warning on the inter com and to our flight eng to use the fire extinwishes
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With the extinuish’s working the flames vanished, with just smoke and steam, however once the extinguisher was empty the flames came back again, and seemed to be spreading down the wing. From the port outer engine the wing was on fire, and as the fire extinguisher was now finished and the fire spreading down the wing Michael gave the order to abandon the aircraft.
With ten crew members on board there was a move to the two exits, my pilot and navigator baled out at the nose exit, followed by the other pilot.
The rear door was open and Jock Higgins our M.U.G. baled out there, Les Bartlett our B.A. also left from there, when I arrived at the rear door they made way for me to go next. I had just left looking at the large fire in the port wing and I knew it was about to break off. I baled out.
Looking down I could only see 10 tenth cloud 3,000ft below me and I did’nt know if we were still over the Humber Estury
As I was falling to earth I found I was pulling one of the canvas handles and not the metal release handle. With the correct handle my chute opened, and looking up I saw part of the port wing following me down Also I could see the coast and I was drifting towards it. At the same time I heard the crash as the Lancaster crashed a few miles in land. I was drifting towards the Lincoln
[Page break]
shore, and I could see all the smoke drifting up in the sky from where it crashed
I made a soft landing in a field quite near East Kirkby airfield, quite close to where the Lancaster crashed. I was told that four of the crew were still in the aircraft when it went down. And I was asked if I would help them decide which body was who. As they were so badly crushed I did’nt want to go near them
[Underlined] REG [/underlined]
The four airmen killed were the other pilots 2 gunners.
Also our rear gunner Fred Ball our flight eng Don Moore
Fred Ball and Joan
Reg and Ena
The two ATS girls
Fred Ball was due to take Joan home to his house in [missing word] on their next leave together. But that was no longer possible
But Reg & Ena found it drew them closer together
[Underlined] Reg was made a member of the Caterpillar Club. [/underlined] Irving parachute.
[Pgae break]
19.2.44
[Underlined] OPERATIONS LEIPZIG [/underlined]
19.2.44 823 Aircraft 561 Lancaster 255 Halifax’s 7 Mosquitoes,
44 Lancasters and 34 Halifax’s lost 9.5 per cent of the force. The Halifax loss rate was 13.3 per cent of those dispatched and 14.9 per cent of those Halifaxes which reached the enemy coast after early returns had turned back. The Halifax 2’sand 5’s were permanently withdrawn from operations to Germany after this raid.
This was an unhappy raid for bomber command.
The German controllers only sent part of their force of fighters to te Kiel minelaying diversion. When the main bomber force crossed the Dutch coast they were met by a further part of the German fighter force and those German fighters which had been sent north to Kiel hurriedly returned. The bomber stream was this under attack all the way to the target. There were further difficulties at the target because winds were not as forcast and many aircraft reached the Leipzig area too early and had to orbit and await the Pathfinders. 4 aircraft were lost by collision and approximately 20 were shot down by flak.
Leipzig was cloud covered and the Pathfinders had to use sky marking. The raid appeared to be concentrated in its early stages but scattered later. There are few details of the effects of the bombing. No report is available from Germany and there was no immediate post raid reconnaissance flight. When photographs were eventually taken they included the results of an American raid which took place on the following day.
[Page break]
Reg Payne flew with 91 different pilots during his RAF service
Flew with Sir Michael Beetham his pilot 108 times
362 official flights made during his RAF service. Plus a large no of unofficial flights not recorded in his log book
After my operational flying at Skellingthorpe as a rest period I was sent to RAF Silverstone No 14 OTU, an Operational Training Unit
This made it rather difficult for me to see my ATS sweetheart in Lincoln.
I always visited her on my days off in Lincoln. Arriving back in the train one evening, I left the railway station at Brackley quite close to my airfield at Turweston. My bike was left chained to the station railings ready for me to ride back to Turweston a short distance away. A WAAF was in the same rail coach as me, she also was based with me, and worked in our Sgts mess. I asked her how she was getting to our airfield a couple of miles away. She said walk I suppose. I had my bike with me & she was please when I offered her a ride on my cross bar. All went well until near the airfield down a dark unlit lane, the pedals of my bike dug into the grass and we both ended up in the ditch. Luckily we were both not hurt, but decided we would walk the rest of the way, and I left her at the gates of the WAAFs site
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Having all my meals in the Sgts mess, I thought I would see her again, and finally I asked one of the WAAFs if she was working there still. She smiled at me and said not any more, I then said why not, she then shook me and said, she’s had a dishonourable discharge, I asked what ever for, and she replied, she has had a mis-carriage and is in hospital. I could only think our bike accident was the cause of it. I never met her again.
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[Underlined] OPS. AUGSBURG. RETURNED ON 3 ENGINES [/underlined]
25.2.44 23.55 Lancaster B LL744
F/Lt Beetham W.OP.
[Underlined] OPS LEIPZIG [/underlined 7.0PM
823 Aircraft – 561 Lancasters 255 Halifax’s 7 Mosquito’s 44 Lancaster and 34 Halifaxes lost 9.5 per cent of the force The Halifax loss rate was 13.3 per cent of those dispatched and 14.9 per cent of those Halifaxes which reached the enemy coast after early returns had turned back. The Halifax IIs and Vs were permanently withdrawn from operations to Germany after this raid
This was an unhappy raid for bomber command, the German controllers only sent part of their force of fighters to the Kiel minelaying diversion. When the main bomber force crossed the Dutch coast they were met by a further part of the German fighter force and those German fighter which had been sent north to Kiel hurriedly returned.
The bomber stream was thus under attack all the way to the target. There were further difficulties at the target because winds were not as forecast and many aircraft reached the Leipzig area too early and had to orbit and await the Pathfinders. 4 aircraft were lost by collision and approximately 20 were shot down by flak
Leipzig was cloud covered and the Pathfinders had to use sky marking. The raid appeared to be concentrated in its early stages but scattered later. There are few details of the effects of the bombing. No report is available from Germany and there was no immediate post raid reconnaissance flight, when photographs were eventually taken they included the results
[Page break]
BALING OUT OF THE LANCASTER
In a short time the whole port wing had flames along it, and Michael Beetham gave the order for us to bale out
With ten members of the crew in the aircraft we all had to move swiftly
Les Bartlett our bomb aimer left the astro dome where he had been filming the spitfire and baled out of the rear door followed by Jock Higgins. My pilot and navigator baled out of the front escape hatch
I made my way to the rear exit and baled out, below me all I could see was cloud, we were at 6,000ft, I did’nt know if we were over the Humber Estury or over land. We did not have Mae Wests on
As I was floating down on my chute, part of the port wing was above, luckily it passed by me.
Unfortunately the Australians two gunners didn’t bale out and were both killed
Worst of all our flight eng did not bring his chute because he told it was only a local flight
I think our rear gunner waited to late to jump.
Don our flight eng didn’t stand a chance He said he had not taken his parachute because it was only a training flight
Some time later after I had left the RAF, a friend of mine from East Kirkby took me to the crash side. We dug up a human pelvis and lots of metal that I had melted down and made into small Lancasters
[Page break]
9TH MARCH 20.42 HRS
[Underlined] MARSEILLES FRANCE [/underlined]
No A/C lost.
44 A/C of 5. Group. 8hrs 55mins
AIRCRAFT FACTORY BOMBED 10,000FT.
Practice flight before op with Air/Comm Hesketh Flew over target to get French workers clear before bombing
24TH MAR. [Underlined] BERLIN [/underlined]
811 a/c 7hrs 20mins 72 A/C lost
FOG OVER LINCOLNSHIRE LANDED FOULSHAM (NORFOLK
Tea with rum Massive searchlight & birds 2.30am.
[Underlined] EXPLAIN DARKY PROCEDURE [/underlined]
26TH MARCH 44 19.50HRS
[Underlined] ESSEN [/underlined]
705 A/C 5hrs 5mins 9 A/C lost
Jock pinching coal from compound
Bombs make a metalic jolt as each one leaves
[Page break]
30TH MARCH 19.50HRS
[Underlined] NUREMBURG [/underlined]
[Underlined] BELGUIM [/underlined]
795 A/C 7hrs 45mins 95 A/C lost
5 Northants airmen killed on this op.
Kettering man Arthur Johnson killed with all his crew
4 of our Sqdn were missing
Trevor Roper Gibsons R/G on the dams raid was killed
60 miles of burning A/C across Belgium
Aircraft flying in bright moonlight
200 mile strait leg to north of the target leaving large contrails behind
60 A/C lost
5TH APRILX 20.31 [underlined] TOULOUSE [/underlined] 6HRS 55 MINS
144 A/C of 5 Group [underlined] AIRCRAFT FACTORY [/underlined]
One aircraft exploded over the target.
The factory was severely damaged but 22 people killed in houses near by
[Page break]
[Underlined] HUMBER ESTUARY [/underlined]
12TH FEB [underlined] FIGHTER AFFILIATION [/underlined]
Baled out at 6,00ft
Pilot P.O. Jennings RAAF & two gunners
Les and his camera
Don [inserted] Moore [/inserted] No parachute
Jock on the tail
Me pulling wrong handle
Over the sea or over the land Baling out watching Don Moore (no parachute)
Large reservoir
P/O Jennings in the trees
Tablets from M.O.
Ena ringing Sgts mess
Looking over at Freds bed that night
Freds Lincoln Imp on tunic (not wearing it.
[Underlined] 1979 VISIT CRASH SITE PELVIS FOUND [/underlined]
Explain landing procedure at airfield after [underlined] returning to base Black Swan from Pilgrim B. Baker [/underlined] etc
[Page break]
2252HRS
28TH APRIL [underlined] ST MEDARD BORDEAUX [/underlined]
88 A/C 8HRS No A/C lost
Explosive factory
Markers set woods on fire
Unable to see target
Bombs returned to base
22.35HRS
29TH APRIL [underlined] ST MEDARD BORDEAUX [/underlined]
68 A/C 7HRS 20MINS No A/C lost
Explosive factory destroyed
Message (master bomber) do not bomb below “4,000FT
Blast lifted up our A/C
21.35HRS
1ST MAY 44 [underlined] TOULOUSE [/underlined]
131 A/C 5HRS 35MINS No A/C lost
Aircraft factory & Explosives factory
Both targets hit.
[Page break]
23.21HRS
[Underlined] 22ND APRIL BRUNSWICH [/underlined]
238 A/C 6HRS 4 A/C lost
617 Sqdn Mosquito’s marked target
Thin could over target hampered the bombing
[Underlined] 1,000lb bomb still in bomb bay after [/underlined] landing
Rolled down bomb bay after landing
[Underlined] 21.35 HRS SCHWEINFURT [/underlined
[Underlined] 26TH April [/underlined]
206 A/C 8HRS 50 MINS 21 A/C lost
Unexpected strong winds
Raid not a success
F/St Jackson Flt/Eng Awarded V.C. for climbing out on wing of A/C to put out fire in engine
FW 190 below Lanc. But didn’t fire at it.
[Page break]
11 TH APRIL 20.30
[Underlined] AACHEN [/underlined] 4 HRS
341 A/C 9 A/C lost
Always wanted to bomb Aachen
They gave us so much AA when it was used as a turning point
German civilian population all prepared for RAF raids. All their cellars were joined together with tunnels
The roof attic timbers coated with lime
18TH APRIL 44 [underlined] JUVISEY PARIS [/underlined] 4.25HRS
202 A/C RAILWAY TERMINAL 1 A/C lost
5 Group effort with master bomber Red spot marking
20TH APRIL 44 [underlined LA CHAPELLE [/underlined] (PARIS) 4HRS 30MINS
270 A/C 6 A/C lost
[Underlined] Rail target north of Paris [/underlined]
[Underlined] Washing & shaving equipment [/underlined]
[Underlined] Haversacks in Sgts mess. [/underlined]
Collected from hooks after approx. 6 weeks
[Page break]
Although operations were detailed one night our crew were not detailed.
I needed a few items for myself from the shops in Lincoln and went there on my own to purchase them.
Lincoln city was very quiet. Not an aircraft in the sky and you could hear all the traffic noises.
Suddenly the crackling noise of a heavily laden Lancaster bomber climbed over the roof tops from one airfield, then followed by another from another airfield. This was followed by dozens of Lancasters circling round the city, heavily laden with tons of bombs. The people of Lincoln were used to this, as they knew that once on their way to Germany it would be quiet until they returned some hours later
[Page break]
[Underlined] WE HAD TO BURY REAR GUNNER AT BIRMING [/underlined]
End of tour operations.
Returning after 7 days leave
5 – 50 Sqdn crews missing from raids whilst away
4 on Mailly le Camp.
15 Lancs flown whilst with 50 Sqdn 14 lost soon after.
[Underlined] No interest in football what so ever [/underlined]
[Underlined] DURING MY 30 OPERATIONS [/underlined]
691 aircraft lost
3967 aircrew killed
1111 P.O.W.’s
209 hrs over Germany (all at night) over 8 days.
Of the 4319 men in the A/C attacking Berlin who were shot down in the 18 raids only 992 survived 22.9 per cent.
[Page break]
Fred and Reg Ena Goodrich and Joan Brighty
[Underlined] THE LINCOLN IMP [/underlined]
Ena & Joan our two ATS girl friends gave us both a little Lincoln Imp badge to wear on our clothing when flying. They were known as very lucky items. Fred liked to pin his to his blazor when he went out in the evening, and pin it to his flying jacket when flying.
One evening when we were on operations being taken to our aircraft, Fred said to the driver of our transport, I have’nt got my Lincoln Imp (I never fly without it) Fred told him our hut number, 1st bed on left, Lincoln Imp on blazor hanging above bed.
The driver after dropping us at our A/C sped off to our hut, in ten minutes he was back with Freds Lincoln Imp. We all felt much better.
It was some time after, during a local parachute jumping afternoon, we had ten men in the Lancaster and only six of us managed to bale out before the Lancaster crashed. The other four men were killed Fred our rear gunner was one of them.
As I lay’d in my bed the next morning with Fred’s bed next to mine, his uniform jacket hung in the sun light: something on the pocket lapel caught the sunlight. It was Freds Lincoln Imp
[Page break]
AIRCRAFT & AIRCREW LOSSES DURING REG’S 30 OPERATIONS
[Table of aircraft with losses and details of crews]
Total number of A/C lost on these operations [underlined] 562. [/underlined]
Total number of aircrew killed [underlined] 4,300. 1206 POW’s
Average number of A/C on each operation 425.
Of the 4319 men in the A/C shot down attacking Berlin only 992 survived 22.9 per cent
[Page break]
BOMBER COMMAND LOSSES 8,325 AIRCRAFT.
1 in every 7 aircrew were killed in training
[Underlined] 1942 [/underlined] Only 3 in every 10 crews would finish a tour
3 groups od U.S. P40’s had sweepd German airfields in the afternoon prior to Nuremburg
Many say after pilots releasing their brakes and getting close to 105mph. was the moment of greatest fear. Sitting between 12 tons of petrol and explosives
6 nights before the Nuremburg raid 72 bombers were lost over Berlin
[Page break]
Killed on the Nuremburg raid
545 RAF crew
129 German civilian and military inc 11 Luftwaffe
[Underlined] 5 airmen from Northants killed [/underlined]
F/Sgt T J Hirst Weedon
F/O H C Frost Northampton
Sgt A J Johnson Kettering
Sgt J.P G Binder Moulton
Sgt G.W. Walker Geddington
In all during WWII 14,000 tons of bombs were dropped on Nuremburg. 6,369 Germans killed
A crew member had 1 in 4 chance when shot down
In the 5 month period known as the Battle of Berlin, it cost bomber command 1,123 A/C missing over enemy territory and crashes in England More than the entire strength of bomber command
Cyril Barton was the only Halifax pilot to gain V.C.
After Nuremburg, Mosquitoes went out with the bombers using the latest Mark X radar. Before this it was never allowed over enemy territory
[Page break]
[Underlined] NUREMBURG [/underlined]
41 Second Dicky’s took part in raid 9 killed 2 POW’s
9 Flight Commanders lost all killed
Half missing crews had done less than 10 ops.
30 missing had done less than 5 ops.
9 crews missing on their first op.
Out of 64 Lancs shot down only 4 rear gunners survived
101 Sqdn lost 7 A/C
51 Sqdn lost 6
Sgt Brinkhurst was the only crew member to get back to England after being shot down by a Halifax mid/upper gunner
Most men after being shot down in Germany, after taking off their parachutes, felt a sense of relief and were glad to be alive
No Mosquito carrying Oboe was ever shot down
[Page break]
Finally the moon set 1.48am, 3 hrs flight home against head winds
Martin Becker had shot down 6 bombers, he landed and re fuelled then shot down another Halifax. The rear gunner never saw him
50 men in Beckers 7 A/C 34 died
Major Heinz Wolfgang Schnaufer had shot down 121 bombers
The spread of bombers was 160 miles wide when crossing the coast home at 4am.
F/Lt Snell PFF pilot over Nuremburg 0107, landed base Downham Market 0410by direct route home 25 mins before the next A/C landed
Some crews 100 miles off track
Our crew crossed coast at Calais instead of 80 miles further south
P/O Barton crossed Durham coast 200 miles off track and crash landed. 3 crew survived.
Cyril Barton died – VC.
14 A/C crashed in this country.
[Underlined] East Kirkby [/underlined] 5 crews had there leave stopped to go on this operation 2 aborted 2 shot down.
[Page break]
NUREMBERG
Sgt Handley 50 Sqdn crashed RAF Winth [missing rest of word] All crew okay.
But all crew killed 5 weeks later Mailey le Camp.
When we were interrogated we were asked, How many did you think we have lost. Our M/U said about 100 and they said “Come off it Sgt. ” and poo pooed it.
Bennett was angry when he heard of the losses
One third of bombers shot down by 8 pilots
Nav F L Chipperfield 619 Sqdn Coningsby composed the Warsaw Concerto was on this raid
Our crew were No 1 airborne at Skellingthorpe at 2200 later Flt.Sgt Bucknall burst a tyre on take off and came off the runway “Wing & engine ripped out”
52 A/C Boomerang’d
4.7% Lancs
14.2 Halifaxs.
1.8 PFF.
2,600 tons of bombs carried all together
[Page break]
NUREMBURG
The forecast winds the bombers were using were not accurate & blew crews to the north
German night fighters still had navigation lights on when they first saw the bombers
The SN-2 improved radar could locate bomber even if they were using window.
Walter Heidenreich switched on radar and saw unusual blip. It was two Lancs flying together for company (it was so bright) He shot them both down with (slanting music)
Helmut Schuite shot down 4 A/C with 56 cannon shells
P/O Cyril Barton’s A/C on fire.
Nav, W/OP & B/A bale out
After fires are put out he still carried on with 3 engines loosing 400 gals fuel
Aircraft burning on ground lit up the sky
Our nav told crew not to report any more A/C being shot down
[Page break]
NUREMBURG
9 out of 10 pilots would always corkscrew port. The German pilots would allow for this
50 Mosquito night/fighters were in bomber stream, their radar could not pick up the signals from the German night fighters
The RAF radio station at Kingsdown could hear the claims of bombers being shot down and knew bomber command was in trouble
The long leg 200 miles 1 hr flying. 60 aircraft shot down one every 3 1/2 miles one per minute
In only 1 A/C did the whole crew survive
One crew in three were all killed
After the long leg bombers turned south for Nuremburg. Owing to strong wind, lots were too far [missing word] and east. 75 miles 20 mins flying.
PFF found that Nuremburg was covered by dense cloud 2 miles deep. Had to use sky markers
[Page break]
German single engine fighters all sent north to Berlin.
The bombers turn to the south wasn’t predicted
Chris Panton, brother of Panton Bros East Kirkby was shot down and killed on southern leg
PFF target indicators were widely scattered
Within 7 mins of bombers turning south, all German night fighters were told of new course
18 more bombers were lost on short south leg
In one Lanc Trevor Roper was killed Gibsons R/G
After target marking A/C should be bombing 47 A/C per min. or 160 tons per min
But they were late being too far north at turning point.
2 groups of markers could be seen several miles apart
Backers up dropped their sky markers near Lauf too far east. There was no master bomber to tell main force
[Page break]
NUREMBURG
It was usual practice for some PFF crews to scatter bombs over target area to keep the defences under cover whilst the aiming point was located and marked accurately.
Sky markers dropped over Lauf drew most of the bombing
One Path finder had a clear view of industrial town. Thought it must be Nuremburg and dropped large green TI on it
The town was Schweinfurt.
All the ball bearing factories were hit with incendiaries but no HE bombs.
Of all the A/C shot down on the outward flight only one full crew survived
German fire fighters working in -15 degrees- ce [missing end of word]
Village of Schonberg was destroyed by incendiaries 11 miles from aiming point
After leaving Nuremburg Some pilots flew into cloud after losing height still being blown north
[Page break]
[Underlined] 30TH MARCH 1944 [/underlined]
[Underlined] OPS NUREMBERG SAME SIZE AS BRISTOL [/underlined]
Harris
Severe icing in northern Europe, raid had to be more south
Harris chose Nuremburg.
Beginning of moon period
Early forecast cloud cover on way to target but clear over target
Straight leg 200 miles over Germany
Bennett PFF was against this
Halifax groups were in favour save fuel
Bombers in 5 waves 17 mins over target.
795 aircraft 572 Lancs 214 Halifax’s 9 Mosquito
In 7 months up to this date bomber command had lost 1047 A/C
6 days before 73/AC lost on Berlin
Halifax’s would carry only incendiaries one third of Lancasters weight.
162 aircraft involved in diversion raids (Baltic)
[Page break]
[Underlined] NUREMBERG [/underlined]
Some U.S. Mustangs and Lightnings were flying as night fighters RAF crews not told
20 Stirlings
10 Albemarles
8 Wellingtons
6 Fortress’s
110 Mosquitoes
I all 6,493 airmen over Germany that night.
In 103 Sqdn no one had completed a tour for 7 months
Photo rec’I’ aircraft flew over area in late afternoon and reported clear skys and no cloud cover.
But Harris did not cancel the raid
The German controllers ignored the mining diversion towards Baltic
German radar picked up signals from our H2S headsets soon after leaving our bases
By midnight, 200 German night fighters were making their way to orbit beacons “Ida” and “Otto” In the path of the bombers
Bombers were leaving contrails in bright moon
[Page break]
Because of the failure to find and mark Nuremberg Harris gave Cochrane (5 Group) the all clear to mark targets from low level. Using 617 Sqdn and Mosquitoes W/Co Cheshire obtained his V.C. for all his low level marking
Cheshire marked an A/C factory from 1,000ft over Toulouse and 5 Group destroyed it.
This was the last time the bombers all went in one stream to a single target.
[Page break]
[Underlined] REG’S TOTAL RAF TRAINING [/underlined]
Oct/41 Blackpool Basic RAF training Morse Code etc
Jan/42 Yatesbury. Wireless study. Morse procedure
May/42 “North Coates”. Wireless ops duties costal command
Oct/42 Radio Maintenance “South Kensington” London
Jan/43 Radio training “Madely” Proctors & Dominies
Apr/43 Air gunners course Stormy Down Whitleys
May 43 “AFU” Wigtown Scotland Ansons & Bothas
June 43 14 OTU Cottesmore Saltby & Market Harborough
Sept 43 H.C.U. Wigsley Halifax & Lancaster
Oct 43 50 Sqdn Lancasters 10 Berlin ops and Nuremburg Pilot Sir Michael Beetham
May 44 RAF Silverston 14 OTU.
June 44 RAF Turweston 14 OTU
June 45 Voluntarily taken off flying duties
July 45 Trained as receipts & issues stores officer at RAF Kirkham
Dec 45 Flown to Rangoon 56 FRU Forward Repair Unit 39 Flying hours reclaiming RAF equipment
July 46 Return home by boat. Demob RAF Kirkham 30 days not leaving the boat
In Burma. Reclaiming RAF equipment left arround after the Japanese were defeated
Based in Rangoon
Bringing it on charge or turning it to scrap
[Page break]
[Symbol] Lost on ops whilst F/O Beetham was at 50 Sqdn.
[Symbol] Missing POW’s.
[Underlined] No.50 Squadron Battle Order – 22nd November, 1943 [/underlined] BERLIN
[Underlined] A/C Pilot F/Eng. Nav. A/B. WO/AG. MU/G.
“A” P/O Toovey Sgt. Smith F/O. Pagett Sgt. Bedingham Sgt. Olsson Sgt. Kelbrick
“B” F/Lt. Bolton Sgt. Brown P/O. Watson F/Sgt. Forrester Sgt. McCall Sgt. Moody
“C” P/O. Heckendorf Sgt. Henderson P/O. Dale Sgt. Kewlay Sgt. Hope Sgt. Hall
“D” F/O. Beetham Sgt. Moore P/O. Swinyard Sgt. Bartlett Sgt. Payne Sgt. Higgins
“E” F/Sgt. Leader Sgt. Rosenburg F/O Candy P/O. Stevens F/Sgt. Lewis Sgt. Tupman
“F” P/O. Litherland Sgt. Green F/O. Chilcott Sgt. Hartley Sgt. Harris F/O Crawford
“G” F/O. Wilson Sgt. Felton P/O. Billam F/O. Newman Sgt. Gunn F/Sgt Harring
“H” Sgt. Lloyd Sgt. Avenell Sgt. Richardson SGt. Dewhirst F/Sgt. Hewson Sgt. McCarthy
“J” F/Sgt Erritt Sgt. Jones F/Sgt. Delaynn Sgt. Gleeson F/Sgt. Taylor F/Sgt. William
“K” F/Sgt. Thompson Sgt. Laws F/Sgt. Chapman Sgt. Conlon Sgt. Corbett Sgt. Spiers
Front Gunner – F/Sgt. Bolton
“L” F/Lt. Burtt Sgt. Taylor F/o. Presland F/O. Daynes F/O. Betty Sgt. Parkman
“M” F/O. Keith Sgt. Mitchell F/O. Guthrie Sgt. Bendix Sgt. Morrey Sgt. Brown
“N” F/Sgt Cole Sgt. Cammish F/Sgt. Burton Sgt. Wasterman F/Sgt. Stanwix Sgt. Sockett
“O” P/O Dobbyn Sgt. Cave F/Sgt. Palmer Sgt. Jackson Sgt. Ridyard Sgt. Duncom
“P” P/O. Lundy Sgt. Stevens F/Sgt. Jordan P/O Bignell Sgt. Green Sgt. Rundle
“R” W/O. Saxton Sgt. Fryer F/Sgt. Jowett F/Sgt Rees Sgt. Watson F/Sgt. Zunti
2nd Navigator F/Sgt Crerar
“S” P/O. Adams Sgt. Midgeley Sgt. Rawcliffe Sgt. Ward F/Sgt. Crawford Sgt. Hastie
“T” F/O Herbert Sgt. Russell Sgt. Rae F/O. Bacon Sgt. Poole P/O. Hughes
“X” P/O. Weatherstone Sgt. Gregory F/Sgt. Thompson Sgt. Lane Sgt. Spruce Sgt. Linehan
O.C. Night Flying S/Ldr. W.F. Parks, DFC.
Duty Engineer Sgt. Brown
R.McFarlane
Wing Commander, Commanding,
[Underlined] 50 Squadron, Skellingthorpe [/underlined]
[Page break]
[Photograph]
[Page break]
[RAF Challenge Chart]
[Page break]
Early DI’s change LT. accumulators Sign Form 700
Airtest check equip whilst flying
Attend W/Ops briefing D/F stations & freq’s etc. codes
Attend main briefing.
Collect. Colour of day charts
Main bomber codes
Beacon freq’s
M/F D/F groups to use
Broadcast times
Spare helmet
W/T challenge chart
Most of these are on rice paper and can be eaten before landing
Operate ground flight switch check voltage main acc’s
Switch on A1134? Amplifier for inter com.
Check radio whilst engines being run up.
Tidy up bundles of window on floor
Oxygen mask on before take off
Once airborne pencil in ranges on vis Monica screen
IFF switched on
Listen out for half hourly broadcast from base
Leaving coast wind out trailing aerial
Switch off IFF.
Keep continuous watch on Monica screen
Listen out on given wave band for German speech and tune transmitter to jamb the speech
Wind in trailing aerial when crossing enemy coast
Pass bundles of window down to F/Lt engineer
Transmit wind speed and height back to base. Details from nav
Keeping watch on Monica screen whilst listening for German speech on given wave length
Obtain bearing from beacon for nav. using loop aerial
On clear sky nights, obtain shots of given stars as asked for by navigator
On run up to target get in astro dome and look for A/C above you on bombing run
Receive any messages from base, decode them and pass to Pilot or nav
Send more winds back to base
Shout “contact” each time a blip comes on Monica screen
Keep searching for German R/T speech
Let trailing aerial out after leaving enemy coast.
Switch on IFF when near English coast
Place colours of day cartridges in very pistol
Wind in trailing aerial (crossing English coast)
If diversion message is rec’d before reaching English coast. Contact the diversion airfield and obtain QDM. Coarse to steer to get you to the airfield
[Page break]
[Photograph]
[Page break]
Alfred East Gallery Aircraft Paintings.
Grafton Underwood Oil Painting . Raffle for funds re Americans returning
Later Exhib Grafton Village Hall
Village scenes & aircraft.
Lady bought two church paintings
Vicars wife spitfire painting
Forest Green village bridge painting
Thank you letter.
Comission Lysander dessert painting
Kept. It.
Aircraft Paintings for guest speakers Air Gunners Ass
Chairman got praise
Lancaster Sqdn painting Lincoln £1,600 Memorial
Comission B24 Liberator painting Harrington Memorial unveiling
[Missing word] B17 over Grafton Underwood Dr Wildgoose
[Missing word] of friends deceased wife
Rothwell family mother father & wife all deceased
[Missing word] Ship painting for Malta.
[Page break]
Exhibiting Paintings in Rothwell Antique Shop.
2 Exhibitions in Rothwell library
Lancaster painting bought by friend donated to Bishop Stopford School.
Trevor Hopkins and talk to children
Photograph’s taken of paintings & made into cards
Started painting local scenes in water colours to produce greetings cards
Now visit all villages in this area taking photographs to use in producing more cards.
County library services use my Manor House painting to produce 4,000 cards.
Still have to go back to Lanc painting in oils
In 1999 exhibited 16 paintings All sold
[Page break]
[Underlined] PAINTING [/underlined]
Started 1970
Picture framing out of hand
Framing for art exhibitions & weddings
Nude lady painting in shed
Some of them not worth framing.
To Doctor [inserted] Walker [/inserted] with chest pains, pack up framing first do some for us
Calendars from drug firms.
Clear up back log framing
Try painting for change
Started copying calendars – water colours sold first one to neighbour
College told me change to oils
Did my first aircraft painting sketching model oils
Later photos of models at required angles
Started taking photo’s of local scenes to copy
Exhibited in Kettering P.O & Lloyds Bank
Commissioned paint bank for manager
Changed it to holiday painting
[Page break]
[Underlined] BROUGHTON ART EXHIBITION JUNE 2000 [/underlined]
Paintings hung 3 sold
1 painting took 2nd place in favourite painting vote.
Oct and November Exhibitions in-:
Alfred East Gallery Kettering
Kettering Library
Rothwell Holy Trinity
31 paintings sold during year 2000
Jan 2001, completed painting of Rothwell Church school building for use on letter heading note paper
Selection of greeting’s cards including A/C cards
Total over 100
Donate paintings-: Westside Community Group
Rowell Fair Soc
Rothwell Church
Painting of Rothwell Sunday School Bdls’
Broughton Flower Festival Poster
[Page break]
Intelligence Exams. Dover Hall? Northampton. RAF Cardington over night.
Fitness Exams [Underlined] DETAILS OF W/OP TRAINING [/underlined]
MAY
25.5.41 RAF Reserve
OCT
9-10-41 8 Recruit Centre Padgate.
OCT
16.10.41 10 Signals School [underlined] Blackpool [/underlined]
FEB
5.2.42 2 Signals School [underlined] Yatesbury [/underlined]
MAY
7.5.42 W/OP [underlined] North Coates [/underlined] Coastal Comm
SEP
16.9.42 7 Signals School [underlined] South Kensington [/underlined]
JAN
6.1.43 4 Signals School [underlined] Madeley [/underlined]
APR
6.4.43 7 A.G.S. Stormy Down
APR
27.4.43 1 A.F.U. Wigtown
JUNE
1.6.43 14 OTU Cottesmore, Saltby Market Harborough
SEPT
8.9.43 1654 Conversion Unit Wigsley. NOTS
OCT
22.10.43 50 Sqdn Skellingthorpe Lincs.
10.6.44 14 OTU Silverstone
1.8.44? 14 O.T.U. Turweston
[Page break]
RAF SERVICE OVERSEAS 1945/46.
[Underlined] OCT 1943 [/underlined]
Met my future 1st wife whilst serving in RAF Lincoln
She was an ATS girl also based in Lincoln
[Missing word] [Underlined] 1944 [/underlined]
After completing my operational flying 50 Sqdn Skellingthorpe posted to 17 OTU Silverstone as an instructor where I stayed until VE. Day May 1945.
By that time I was engaged to my ATS girlfriend but agreed not to get married whilst still flying
Large surplus of aircrew after VE Day.
Given choice to give up flying and take ground job.
After training were promised posting near home
1st 2nd and 3rd choice Desborough Market Harbor’o Silverstone
After courting 2 years decided to get married
Posted to RAF Kirkham 8 week course Receipts & Issues Officer
Fixed date of wedding 5th Oct 45
After finish of course posted to Blackpool P.D.C.
Then to North Pier to be told of our postings
My posting 56 FRU S.E.A.C.
Told to go to Karachi to find where 56 FRU was.
Home on leave for wedding & back to Blackpool
Trainload of us to Northweald Essex to fly over seas
[Page break]
NORTHWEALD LATE OCT. 1945
Parade 8am each morning hundreds on parade
Call for 50 personel 2 Liberators departing
Kept hanging back wifes parents living nearby.
5 weeks later not many of us left, all transported to [underlined] RAF Tempsford [/underlined] spy’s airfield [underlined] Bedfordshire [/underlined]
Now very cold snow on ground [underlined] no heating. [/underlined]
[Underlined] 11TH DEC [/underlined] 26 off us taken with kit, to waiting Lib
Given ‘K’ rations [underlined] no drinks no seats [/underlined]
1300 hrs took off for North Africa
Landed North Africa [underlined] Castel Benito Tripoli [/underlined] Mussolini’s airfield 7hrs 5mins
Canteen for cup tea Barrel of oranges
Slept in tent [underlined] cold [/underlined] Out door wash etc
Servicemen going home have preferance of A/C
Dock & harbour Tripoli full of sunken ships
Airfield littered with Axis A/C
[Page break]
[Underlined] 13TH DEC [/underlined] 4pm took off for [underlined] Cairo [/underlined] Landed [underlined] Almaza 6hrs 40mins [/underlined]
Taken to Helioplis Palace Hotel
Civil aviation hotel Very posh.
Cool bath in morning (Lady cleaner)
Trip to Pyramids in afternoon
Collect Roman coin [underlined] Diaclesus 300BC [/underlined]
Trouble with young Egyptian shoe shines
[Underlined] 15TH DEC 0630hrs [/underlined] Took off [underlined] Persia, [/underlined] Landed [underlined] Shaibah 5hrs [/underlined]
Very hot sunstroke centre near A/C
[Underlined] 15TH DEC 1500hrs [/underlined] Took off for India landed at [underlined] Mauripur Karachi 7hrs 20mins [/underlined] 10.20pm.
Given bunk beds in large hangar 3 high.
Spent 13 days at Mauripur including Christmas
Changed into Khaki clothing
Plenty of fruit and bananas and drink
Christmas day in shorts & hat only
Swimming in Arabian Gulf with dolphins
Hot sands Camel rides messy smells
[Page break]
[Underlined] 28 DEC 45 6 AM [/underlined]
Boarded Dakota to [underlined] Palam Delhi 4hrs 40mins [/underlined]
[Underlined] View of Everest during flight [/underlined]
28th DEC [underlined] 12.35PM Palam to Chakula 4hrs 15mins [/underlined]
[Underlined] 100 miles? From Calcutta [/underlined]
At Chakula for 2 or three days
Stayed on camp site all the time
Lived in bamboo huts on stilts [underlined] 4ft [/underlined]
Wild country all arround, jackals howling at nights
Primitive toilets on raised stairways
All personel were armed mostly Sten guns
All had firing practice on firing range
1ST JAN 46
We all boarded Indian train, no window panes no corridors
As Warrant Officer was I/C the train
Airmen firing from train at wildlife during journey
[Page break]
Thought I was in for rocket when we pulled into Calcutta station
Spent next few days in transit camp near Calcutta
Not allowed to leave camp over local Indians pushing for their independance
Whilst there played football against African black, they wiled the floor with us, playing with bare feet
Ice cream under shade of tree monkey’s dropping
Eating ice cream
5TH JAN 46.
[Underlined] TRANSPORTED TO DUM DUM AIRPORT CALCUTTA [/underlined]
12.30pm Boarded Dakota to Mingladon Airfield near Rangoon 4.30hrs
Total flying hours Tempsford England to [underlined] Mingladon Rangoon 39hrs 30mins [/underlined]
We were all taken by lorry transport (now 12 off us)
To Rangoon where we found 56 F.R.U.
F.R.U. = Forward Repair Unit.
[Page break]
We were taken to our separate mess’s
After a meal in the Sgts mess we were taken to a neaby bombed building nearby
Given timber & tools to make beds
Mosquito nets
[Underlined] No windows electrics water [/underlined]
After breakfast taken to 56 FRU stores
[Underlined] 56 FORWARD REPAIR UNIT. [/underlined]
Capable of repairing anything used in R.A.F.
Aircraft Vehicles Radio’s Parachutes etc
Stores in large [inserted] ex [/inserted] printing works
[Underlined] Job Detail As a W/O I was given the jobs [/underlined]
As, I/C our Sgts billet
Anti malaria officer
Fire officer
Petrol receipts & issues officer
As well as working in stores & Orderly Officer
[Page break]
[Underlined] Japanese POW’s working for us. Petrol drums [/underlined]
[Underlined] Very hot & sticky [/underlined] Atmosphere 110°
Green mould on shoes
[Underlined] Khaki shorts [/underlined] changed 3 times a day.
[Underlined] Dark [/underlined] soon after 5pm, thousands large bats
[Underlined] Fire fly’s [/underlined] lighting up tress
[Underlined] Canoe building [/underlined]
[Underlined] Victoria Lakes Sunday’s Me organising [/underlined]
[Underlined] Transport Food Bookings Snakes [/underlined] in lake
[Underlined] Hot sands [/underlined]
[Underlined] Petrol for Unit dance [/underlined]
[Underlined] Drains and sewers in Rangoon [/underlined] flooding in monsoon
Units closing down disposing of their equipment.
[Underlined] Orderly Officer Parachutes and Army Depot fire [/underlined]
[Underlined] Duty Free labels [/underlined] F/Lt. Adjutant
[Underlined] Rangoon toilets [/underlined] Squash dog on road
Water Festival
[Page break]
[Underlined] Monsoon rain [/underlined] Deluge on flat roof
Open sewers full
W/shops flooded testing canoes
We each bought a black steel trunk to store all our presents in to take home called a [underlined] deep sea trunk [/underlined]
[Underlined] One thing remains in my memory [/underlined]
Anglo Burmese ladies in office
11am Thursday’s shooting Jap war criminals
Listening to rifle shots ladies smiling.
[Underlined] EARLY JUNE 1946 [/underlined]
My demob group No 42 has come up
Transferred to a disposal centre on the outskirts of Rangoon
Sleeping 2 persons small tent
Were instructed to keep our arms in our beds, [underlined] “Dakoits” [/underlined] Burmese bandits from surrounding countryside
After a few days we were taken out by boat where our ship to take us home was moored [Underlined] The “Orduna” [/underlined]
[Page break]
REG PAYNE
WIRELESS OPERATOR
SGT RON BOYDON W/OP 207 SQDN
21/22 JAN 1944 OPS MAGDEBURG
ALL CREW BURIED IN BERLIN
1939-45 CEMETARY
“Bomber Harris and the Strategic Bombing Offensive 1939-1945
By the time war in Europe had ended more than 8,000 bombers had been lost during operational sorties, and by night alone nearly 14,000 were damaged, of which some 1,200 were totally wrecked. In terms of human casualties no fewer than 46,268 had lost their lives during or as a result of operations, and a further 4,200 had been wounded. In addition on non-operational flights 8,090 had been killed or wounded. Put another way, out of every 100 aircrew who joined an Operational Training Unit, on average 51 would be killed on operations, 9 would be killed flying in England, 3 would be seriously injured in crashes, 12 would become POW’s of whom some would be injured, 1 would be shot down but evade capture, and 24 would survive unharmed. No other branch of the fighting services faced quite these awesome odds.
[Page break]
1943/44
REG PAYNE
1435510 WIRELESS OPERATOR
50 SQUADRON
SKELLINGTHORPE
LINCOLN
PILOT SIR MICHAEL BEETHAM
NAV FRANK SWINYARD
BOMB AIMER LES BARTLETT
WIRELESS OPERATOR REG PAYNE
FLIGHT ENG. DON MOORE
MID UPPER GUNNER JOCK HIGGINS
REAR GUNNER FRED BALL
[Page break]
[Table of Aircraft & Aircrew Losses During Reg’s 30 Operations]
Total number of A/C lost on these operations 562.
Total number of aircrew killed 4,300. 1206 POW’s
Average number of A/C on each operation 425.
Of the 4319 men in the A/C shot down attacking Berlin only 992 survived 22.9 per cent.
[Page break]
[Underlined] BOAT TRIP HOME FROM BURMA RANGOON [/underlined]
As a W/O was given a berth in centre of ship
The ship terribly overcrowded
The only drinks water and tea
No canteen or such No books or library
30 day journey
Tried sleeping below deck first night
Slept on deck (crowded) after that
Quizz on how many miles the ship did each day
Went thro monsoon period
Attacked by swarm of locus
Hung dirty washing out of port hole
Noticed Army personel had ringworms
Nothing to do all day
Biggest event watching one chap having his boils squeezed each morning.
Called in at Ceylon, Alexandra Suez Gibralta
No one allowed off ship.
Went below to sleep just before we reached England
Docked in Liverpool mid July.
[Page break]
[Underlined] DEMOBBED AT RAF KIRKHAM 17TH JULY 1946 [/underlined]
W/O’s were told to leave their kit bags on deck and they will be taken to demob centre
All khaki clothing burned on parade ground
Our deep sea trunks were brought to us.
My kit bag had not turned up.
Had to pay 19/6d for missing overcoat (in kit bag)
Revolver & 40 rounds also in kitbag.
Told some of you W/O’s would loose your bloody head if it was’nt fixed on.
That’s all that was said
With that trundled my deep sea trunk to the railway station and home
[Page break]
[Underlined] SGT RON BOYDON [/underlined]
WIRELESS OPERATOR /AIR GUNNER 207 SQDN
LOST WITH ALL HIS CREW
WHILST BOMBING MAGDEBURG
21/22ND JAN 1944
YOU ARE NOT FORGOTTEN RON
REG PAYNE AND TUBBY MELHUISH
YOUR TWO EX RAF CHUMS.
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
Aviation Memory
Description
An account of the resource
A detailed account of Reg Payne's service in the RAF. He starts with a list of 18 RAF bases where he served in his 5 years of service. He was 16 when war was declared but volunteered for the RAF at 17. After tests he was selected for training as a wireless operator ending up at Blackpool. Morse had to be 10 words a minute or retraining as a gunner. Moved to RAF Yatesbury and speed increased to 18 words per minutes. Then RAF Stormy Down for air gunnery followed by #1 AFU Wigtown for training in flight.
By June 1943 Reg is at RAF Cottesmore, 14 Operational Training Unit.
He details his daily tasks before operations.
Next he is moved to RAF Wigsley Heavy Conversion Unit for conversion to Halifaxes then Lancasters then ended up at RAF Skellingthorpe.
The social life at Skellingthorpe is popular and he met his first wife.
November 1943 his brother is missing over Dusseldorf.
Each operation he was involved in is described in detail.
Later in his memoir he details where and when he trained.
There is a list of prisoners of war from his squadron and a colour photograph of Reg and two colleagues at the tail of Lancaster 'Just Jane'.
There is a list of Reg's paintings.
He details his post war service via Libya, Cairo, Iran, India and Karachi, ending up at 56 Forward Repair Unit in Rangoon.
In June 1946 he returned to the UK by ship.
Creator
An entity primarily responsible for making the resource
Reg Payne
Format
The file format, physical medium, or dimensions of the resource
120 handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPayneRPayneRv1
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
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.
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Burma
France
Germany
Great Britain
Burma--Rangoon
England--Lancashire
England--Lincolnshire
England--London
France--Paris
France--Toulouse
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Magdeburg
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Germany--Braunschweig
France--Marseille
Poland--Szczecin
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Wolfenbüttel
Poland
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-18
1944-04-19
1945
1946
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
102 Squadron
14 OTU
17 OTU
49 Squadron
5 Group
50 Squadron
619 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Albemarle
Anson
arts and crafts
bale out
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bomb struck
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of Toulouse (5/6 April 1944)
Botha
Caterpillar Club
crewing up
Dominie
FIDO
Halifax
Heavy Conversion Unit
Home Guard
incendiary device
Ju 88
Lancaster
Master Bomber
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
prisoner of war
Proctor
RAF Cottesmore
RAF East Kirkby
RAF Fiskerton
RAF Kirkham
RAF Madley
RAF Market Harborough
RAF Melbourne
RAF North Coates
RAF North Weald
RAF Padgate
RAF Pocklington
RAF Saltby
RAF Silverstone
RAF Skellingthorpe
RAF St Eval
RAF Stormy Down
RAF Tempsford
RAF Turweston
RAF Waddington
RAF Wigsley
RAF Wigtown
RAF Wittering
RAF Yatesbury
Stirling
superstition
training
Wellington
Whitley
Window
wireless operator
wireless operator / air gunner