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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32279/LWittyAR1520694v1.2.pdf
dfeb88f111e1be8091783d8a2c508035
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
Witty, A R
Witty, Ron
Witty, Ronald
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
2017-03-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Witty, AR
Description
An account of the resource
118 items. The collection concerns Flight Lieutenant Ronald Witty DFM (1520694 Royal Air Force) and contains his log book, navigation charts and logs of all his operations, photographs and correspondence home from training in South Africa. He flew thirty operations as a navigator with 12 Squadron before going as an instructor on 1656 HCU and then 576 and 50 Squadrons after the war.
The collection has been donated to the IBCC Digital Archive by David Witty 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
A K Witty’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for A K Witty, navigator, covering the period from 1 April 1943 to 24 July 1946. Detailing his flying training, operations flown, Instructor duties and post war flying duties with 576 and 50 squadrons. He was stationed at RSAAF East London, RAF Halfpenny Green, RAF Desborough, RAF Chedburgh, RAF Hemswell, RAF Wickenby, RAF Lindholme, RAF Fiskerton, RAF Sturgate and RAF Waddington. Aircraft flown in were Anson, Wellington, Stirling, Lancaster, Halifax, and Lincoln. He flew a total of 30 operations with 12 squadron, 9 daylight and 21 night. His pilot on operations was Sergeant Holbrook. Targets were Bruz, Hasselt, Aachen, Berneval Le Grand, Sangatte, St Martin de Varreville, Acheres, Flers, Evreux, Gelsenkirchen, Le Havre, Boulogne, Aulnoye, Wissant, Domleger, Orleans, Dijon, Tours, Courtrai, Kiel, Stuttgart, Caumont, Le Catelliers, Trossy St Maxim, La Rochelle, Russelsheim, Fromental and St Reguier
Contributor
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Mike Connock
Cara Walmsley
Format
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One booklet
Language
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eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWittyAR1520694v1
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.
Belgium
France
Germany
Great Britain
South Africa
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Belgium--Hasselt
Belgium--Kortrijk
England--Lincolnshire
England--Northamptonshire
England--Staffordshire
England--Suffolk
England--Yorkshire
France--Argentan
France--Berneval-le-Grand
France--Boulogne-sur-Mer
France--Bruz
France--Calais
France--Cherbourg Region
France--Dieppe (Arrondissement)
France--Dijon
France--Evreux
France--Flers-de-l'Orne
France--La Rochelle
France--Le Havre
France--Longvilliers
France--Maubeuge
France--Orléans
France--Pas-de-Calais
France--Paris Region
France--Sainte-Maxime-sur-Mer
France--Saint-Riquier
France--Tours
Germany--Aachen
Germany--Gelsenkirchen
Germany--Kiel
Germany--Rüsselsheim
Germany--Stuttgart
South Africa--East London
Germany--Ruhr (Region)
France--Les Catelliers
France--Domléger-Longvillers
France--Saint-Martin-de-Varreville
France--Sangatte
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-05-07
1944-05-08
1944-05-11
1944-05-12
1944-05-24
1944-05-25
1944-05-28
1944-06-02
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-17
1944-06-18
1944-06-22
1944-07-02
1944-07-04
1944-07-05
1944-07-06
1944-07-12
1944-07-13
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-25
1944-07-30
1944-08-02
1944-08-03
1944-08-10
1944-08-11
1944-08-25
1944-08-26
1944-08-27
1944-08-28
1944-08-31
1945
1946
1944-06-16
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
12 Squadron
1653 HCU
1656 HCU
50 Squadron
576 Squadron
84 OTU
Advanced Flying Unit
air sea rescue
aircrew
Anson
anti-aircraft fire
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Gee
H2S
Halifax
Halifax Mk 2
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lincoln
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operational Training Unit
RAF Chedburgh
RAF Desborough
RAF Fiskerton
RAF Halfpenny Green
RAF Hemswell
RAF Lindholme
RAF Sturgate
RAF Waddington
RAF Wickenby
Stirling
tactical support for Normandy troops
training
V-1
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/891/17971/BLillieCFLillieCFv1.1.pdf
dbc96002e44925d39e3017c027a466a7
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
Huntley, Ronald
R Huntley
Description
An account of the resource
Six items. An oral history interview with Ronald Huntley (b. 1922, 1436327 Royal Air Force), an account of the shooting down and rescue by one of the Liberator crew, and photographs of RAF high speed launches and personnel. After service as a flight mechanic on fighter aircraft, he applied to join the Air Sea Rescue service as a engine engineer on high speed launches. He was involved in the rescue of the crew of a United States Navy PB4Y-1 Liberator shot down in the Bay of Biscay in February 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ronald Huntley and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-05
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
Huntley, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
A SPECK OF HISTORY
FROM LONG AGO AND FAR AWAY
[photograph of Liberator]
FOR MY BRITISH SAILOR FRIEND RON HUNTLEY
WHO SAVE MY LIFE ON FEB 15, 1944
Thanks Ron – Carleton F Lillie
[page break]
BAY OF BISCAY INCIDENT
On Valentine's Day, February 14, 1944, crew 8 of U:S. Navy bombing Squadron VB-103, Fleet Air Wing 7, became engaged in aerial combat with two German fighter planes. Members of crew 8 were:
Kenneth L Wright, Lt. - pilot
Lawrence M Petersen; Lt. (jg) - pilot
Robert W. Lacey, Ens. - navigator
Carleton F. Lillie, AOM2c (AB) - bombardier - bow turret gunner
William E. Middleton; AMM1c- plane captain -top turret gunner
Robert A. Zabic, ACOM (AA) - gunner (all positions)
Richard C. McDaniel, AMM2c – waist gunner
Robert (Bob) Erdman, ARM2c – first radioman – radar operator
Thomas Ryan, ARM2c – radar operator – second radioman
Bennie Faubian, AOM2c – tail gunner
Robert M. Green, AOM3c – waist gunner
The crew members of the lead German fighter Ober Leutenant Kurt Necesany, pilot and squadron commander, Lother Clements radio operator, and Werner Rueger navigator. The Germans were flying Junkers 88s, which were long range twin engine fighters which have been converted from their original purpose as attack bombers. The JU88 carries a crew of three. We are flying a Navy PB4Y-1 “Liberator” (B24) bomber with a crew of eleven.
If this were being reported as a 10-second news bite, only these historical facts would be mentioned: “Today a U.S. Navy bomber was attacked by two German fighters. The Navy plane and one of the attackers were shot down with the loss of three crewman in each plane.” The main point would have been lost. This is not about planes; it is about human lives that are placed on the line in defense [sic] of their respective countries.
This saga, written in 1998, and revised in 2001, is based on a 57-year-old memory. Most of the events will be told in the present tense as if they were happening here and now, but you will notice that my memory and this chronicle flit back and forth between the “then” and the “now” without warning.
Before the aerial encounter, we have been searching for a German submarine down the French coast as far south as Spain. When contact with the fighters is made, we are over the Bay of Biscay, about 50 miles off the coast between Brest, France and the English Channel. We are heading north towards our base at Dunkeswell, England.
For my part, I am bombardier and bow front gunner. Never had to prove it, but I have been exposed to training that will enable me to navigate in the event our navigator becomes
1
[watermark of Liberator]
[page break]
disabled. Regardless, there are times when I can best describe myself as a-scared little boy. Knowing only this much background, you will see this conflict through my eyes as I recall it.
The narrative begins the night before the mission when I have a dream that I consider symbolically relevant. Most flyers I have known tend to be superstitious. As such, a bad dream is considered to be a bad omen. On the night before our mission, I have such a nightmare. I dream that I am walking down an abandoned street of an abandoned neighborhood [sic] in an unknown city. There is total absence of color [sic] except that everything appears pallid gray [sic] . As I walk, I am attracted to an abandoned apartment building. I enter the building and proceed from the entry up two fights of stairs to the second floor. Before me is an open door. Beyond the door is a very large room that is devoid of all furniture except one chest-of drawers. The top drawer has been pulled open and has been filled to overflowing with muddy water. A woman is in the process of drowning a naked newborn baby in the water.
Instead of interfering with her endeavor [sic] , I run to report the incident to authorities. When I reach the entrance lobby, I become confused, and instead of going out the front door, I turn at the landing and continue down the stairs to the basement. Before I can stop, I am in the center [sic] of the basement area. I am dismayed to find I am armpit deep in water and am engulfed by snakes of all sizes.
Thankfully this nightmare is interrupted by the alarm clock that is signaling [sic] us to prepare for today's mission. So, we get out of our "sacks", get dressed, and head for the chow hall. It will soon be daylight. During breakfast, someone takes a picture of our crew, then we head for the briefing room.
The pre-flight briefing covers all topics relative to our mission such as weather and an update of all current activities in the Bay including the probable path of an inbound submarine which was recently detected. While here, each of the crew is issued a small survival kit to be used in case we should somehow end up on French soil without having been captured. The kit contains a map, a couple of chocolate bars, a compass, much French paper money, and a few items for first aid. Now, off to the plane.
I can't shake the nightmare. My intuition is saying, "don't go" but the plane is too nearly ready for take-off to be grounded easily (an act I have never before even considered). Am reluctant to mention the dream to Bennie Faubian, our tail gunner, because, in my opinion, his nervous system crashed several weeks ago, and he is now flying on pure grit alone. I perceive the majority of the crew is too military minded to pay much heed to my concerns. The radiomen, Bob Erdman and Tommy Ryan, are the only two with whom I feel comfortable in sharing my dilemma. While the three of us discuss the situation. I become aware that Faubian has drifted in close enough to overhear us; so he has to be included in the conversation. Faubian immediately reminds us that we are flying 'Worry Bird `today.
2
[page break]
Because of its affinity for adversities, 'Worry Bird' is a nickname he uses to identify this particular plane.
The engines are ready to start before the four of us have developed a grounding plan. We have not been able to determine what equipment on the plane we could easily render sufficiently inoperable to force the flight to be cancelled. So, reluctantly, we climb aboard, and the plane is taxied to the runway.
To the best of my memory, this will be my 23rd mission.
Today's flight starts very much like all the missions before. As soon as we clear the English coast, all guns are test fired. Everything is go except the anxiety in my stomach. This feeling is new to me, for I have never been apprehensive about previous missions. I don't feel paranoid about this flight. but I'm not comfortable with it either.
We fly the route the briefing officer prescribed, and check out all the radar signals. Except for the turbulence in the weather front we recently encountered, our flight has been rather casual, and by this time it's late in the afternoon. We're heading north, back to the base at Dunkeswell. Now, radar is reporting a strong surface signal reflecting off an object in the distance along with two closer blips in the direction of one o'clock level. All hands look to the starboard and conclude that the two specks in the sky are German fighters.
As I watch, I am having several thoughts, three of which I will remember. The first is that the wing spans of these fighters seem too wide to be Ju88s, which I have seen before; so maybe they are Ju188s. My second thought concerns the possibility that my eyes might be blinded or (equally abhorrent) that I might lose my manhood. The third thought is temporarily interrupted.
Within a heartbeat the fighters have maneuvered into position for a gunnery run and are now within twelve hundred yards. The run is underway. There is no hesitation on their part. The planes move with precision and accuracy. These pilots are professional. Now at six hundred yards and within range of my 50-calibers, we exchange fire. I see flashes from their guns and am impressed by how slowly their tracers seem to float toward us. (Previous to this flight, I instructed the ground crew not to include any tracers in the ammunition belts scheduled for the bow turret, for they distract my attention from my gun sight.) For a few seconds, guns from our bow turret, top turret and starboard waist are all bearing on the Germans. Their lead plane displays a momentary erratic wing movement, and I'm reasonably sure he just received damaging hits.
The air is full of tracers, and it occurs to me that for every tracer I can see there are five bullets that can't be seen. I hear loud impacts as their gunfire perforates our plane. One comes much too close as it goes through the sleeve of my electric flying suit, cuts through a wool jacket, a shirt. and my long sleeved underwear. Thank God it only burns a reddish-blue
3
[page break]
crease on the inside of my wrist without cutting the skin. Sparks are flying because the electric solenoid that fires my starboard gun has just been shot loose. The solenoid was located within a foot of my ear. "Thank God" again. (I do not yet realize that my heating cord has been severed next to my leg).
Within these few seconds I have been able to fire several bursts. (A burst is usually composed of from five to twenty rounds). The Germans are now at 3:30 o'clock. Relative to me, they have slid toward the tail of our plane and beyond the turning capability of my bow turret. At this point I become a spectator. I can feel our plane vibrate as our gunners fire away and see the flashes from the German guns: I am watching tracers heading toward us and toward them from our starboard waist gun and top turret. Bill Middleton is in the top turret, but I'm not sure who is firing the starboard waist. For the next few seconds those two positions will have a clear shot with a good angle. If the Germans complete their gunnery run without breaking off, Faubian, in the tail turret, will have a chance to fire a burst or two.
Now all of our guns are quiet. The fighters' one and only run is over. My mouth is dry; I look at my hands and they are steady. I put one hand on top of my head and am surprised that I am able to feel my pulse there. I decide to align my turret with the plane because I have just had a disturbing thought. I will be able to exit this Erco ball turret [underlined] only [/underlined] if I can closely align it with both the horizontal and vertical axes of the plane. As I start the maneuver [sic] , I discover that the vertical control has apparently been shot out, but the turret has horizontal movement. So, I complete the horizontal alignment, and am excited to realize that fate arranged for the turret to be in vertical alignment before it was disabled. I will be able to get out of this trap.
During this brief encounter, my eyes have been on the fighters, but for a fleeting second, my mind drifts from reality back into my third thought that had been previously interrupted. I imagine those fellows are about my age -20 years. I’II bet we all would have been friends if we had been raised in the same neighborhood [sic] . Except for a radioman at each of our airfields no one in the world knows this DUEL is taking place. I wonder what in the ever-loving, blue-eyed hell this crazy war is REALLY about.
Some of the mechanical equipment on our plane has been devastated. At least one of their planes has met the same fate (a fact I will know for sure 54 years later). Our number one engine isn't running, and the propeller is windmilling. Something that looks like a slender stream of white smoke is trailing the number four outboard engine. Pilot Kenneth Wright instructs me to jettison our depth bombs. I comply and then abandon the bow of the plane and join those who are already in the waist section. They are Robert Lacey, Richard McDaniel, Robert Zabic, Bennie Faubian, Robert Green, and Tommy Ryan. Number four outboard engine has just stopped. All hands are ordered to get into our predetermined ditching locations. Someone instructs Ryan to go forward to his assigned position. This is the last time I will ever see my best friend and shipmate.
4
My position is to sit on the deck, facing aft, with my back tight against a thin aluminum [sic] bulkhead that separates the waist from the bomb bay. My hands clasp my knees which are drawn up tight in front of my face. I have never been one to make a public display of my religious beliefs, but I do believe in an all-powerful Creator who has the ability to control my fate and the outcome of all events. At this critical moment in my life, I am earnestly engaged in prayer. I truly expect to cross the `Great Divide' within the next few seconds. For the first time I can ever remember, I feel completely helpless.
To say that I am concerned for my safety is the understatement of a lifetime.
Has my subconscious found a sly and subtle way to console my mind, or is this a genuine manifestation? I tend to believe the latter, for I feel the presence of a being standing beside me with its hand on my shoulder. Immediately, I know I will survive this crash. – [underlined] what a relief [/underlined] !
I feel the plane bump as it ticks the top of a couple of ground swells, then the big finale as the plane and ocean collide.
What happened? I can't remember experiencing the impact, yet l am surrounded by water, I am blind, and I hear fire crackling all about me. Has some flying object hit my eyes so hard that I am in a state of shock and am unable to feel pain? If I have been hit, there must be blood in my eyes. I know what blood tastes like; so I'll touch my eyes and taste my fingers. Then I'll know for sure. As my hand reaches for my eyes. I feel a wool-lined leather helmet that is tight on my head and pushed down snugly over my eyes. I remove it, and immediately can see again - OH, HAPPY DAY - the most joyous moment of my life.
I survey my plight and quickly discern that the crackling sound of the imaginary fire is being made by metal snapping in two as the writhing sea wrenches a helpless fuselage. I am on my knees in a rear bomb bay and will soon be totally engulfed in water. The command deck is bucked up, and the bulkhead I was leaning against is missing. As I face aft, I see daylight and head that way. I comply with the training film and do not pull the toggle on my lifejacket while I am still in the plane.
Everyone who was in the waist has abandoned ship without my having seen them go. Water is halfway up the opening on the side of the waist hatch. The big life raft that we carry aboard all flights is still neatly snapped shut. It looks like a giant wiener as it randomly floats about me. I try to get it through the side hatch, but it is too slicky slick to grasp. I'll get out the starboard hatch while I still can, and then I'll try to coax the raft through from my position outside the plane.
So, I maneuver [sic] myself from the plane. Now that I'm out, it's time to inflate my lifejacket. I pull the toggle. Down I go toward the bottom of the ocean; up come air bubbles headed for the surface. My lifejacket must have gotten shredded as I climbed through that metal rubble on my way out of the bomb bay.
5
[page break]
Retrieving the raft is promptly forgotten as I see Faubian facing a gaping break in the fuselage and wildly flaying his arms about. His boot is trapped in the break, and he can't prevent going down with the plane. I approach him from his back, put my arms around his chest, and prop both my feet against the plane. With all my strength, I try to free his foot. Just then, the turbulent water causes the break to open a little., and his foot is freed.
He spins in the water and grabs me in a bear hug. I didn't realize he was so strong, and I didn't know he couldn't swim. He is frantic and Is In the process of drowning both of us. As I try to free myself from his grip, I become strangled. I can hardly breathe, much less think logically. Finally I get free of his grasp except for his iron grip on my little finger. It gets broken, but now we are separated.
The gyrations of the water move me about 50 or 60 feet to where Richard McDaniel is drifting. His lifejacket is inflated, and he is holding a small oxygen tank. When he sees that my life jacket is useless, he gives me the oxygen tank. Because I'm nearly drowned, I try to climb on top of the tank. It spins me over head down. When I surface, McDaniel slaps me with more than enough force to get my attention. He instructs me to hold the tank under my chin and stay still - I obey.
A miracle wave carries the two of us back to the plane just forward of the wing. The remainder of the survivors are with two small rubber rafts that Middleton has released from the top of the plane. Old dependable Lawrence Petersen and Bill Middleton are busy righting one of the upside-down rafts. With their help and that of Robert Lacey we all manage to get into the rafts before dark.
The sea is extremely rough with ground swells that appear to be 20 feet high; so we decide not to inflate the seats. The rafts are attached to each other with a 10-foot line. Some order is beginning to emerge from this chaos. We count heads. Erdman and Ryan are missing (never got out of the plane). To my surprise, Faubian is in a raft. How? He appears to be unconscious.
We are resigned to facing the night. The temperature is really cold. We are sitting in the bottom of rafts that are half filled with cold water. There is a canvas anchor trailing one of the rafts. When the leading raft clears the crest of a ground swell, the connecting line stretches taut as the rafts separate, and when the trailing raft clears the crest, the rafts bump together. This maneuver [sic] continues throughout the night.
Our big fur collars are turned up around our ears to protect against the wind. The trouble with this is, the collars also make good water funnels. Occasionally a curl will form on top of a ground swell, and if we are under It when it breaks, a ton of water comes down on our heads. Then the relatively warm water in our leather flying suits is flushed out and replaced with cold seawater.
6
[page break]
It is a long night. We can hear the drone of a plane above the noise of the sea. It is heading toward us, and the pilot turns his landing lights on. He continues to come our way. (I vaguely remember someone in the other raft shooting up an identification flare.) My mind is weary, and I'm not sure if the flare is fact or fancy. Anyway, he turns his lights off and veers out to sea. This incident causes me to engage in random thinking. Wonder if the sub we were trying to locate is still in this area? Wouldn't it be great if he would surface and take us prisoners! I seem to hear Grandpa saying, “If wishes were horses, beggars could ride".
Before morning, someone in our raft casually remarks that the pocket containing fishing tackle is not snapped to the raft as designed. It is upside down, the flap is open, and the fish hooks are loose among us. My imagination is off and running again. After all, we are in air inflated rafts.
Think I’ll check for hooks. Now I discover that I can't move my legs. They don't feel frozen; in fact, they have no feeling at all. I want to move my legs, but they refuse to react to instructions. So I take the hands of my companions seated on each side and place them on my chest. I still have feeling in my chest. Together, we three slide our hands down my body and place them under a knee. On signal, we all try and are able to slightly move one of my legs. We repeat the process with my other leg and then we move their legs. Now my thoughts drift to other areas.
Just remembered that I enlisted in the Navy exactly two years ago today (February 14, 1942). I left a carefree life at El Paso, Texas, High School, and within two short years I have become eligible to be a member of the'GOLDFI5H CLUB' which is first cousin to the `CATERPILLAR CLUB'. Now this is an accomplishment to strive for! (Members of the `Goldfish Club' ride their crippled plane down and ditch it in the sea; whereas members of the 'Caterpillar Club' bail out in silk parachutes and abandon their disabled plane in the air.) I'm sure all will agree that I celebrated my enlistment anniversary with a BIG SPLA5H.
It occurs to me that I have $300 worth of English ten-pound notes in my pocket. If I freeze to death the money will be worthless to me. I promise it all to the Good Lord if He will get me to dry land. (I will regret this promise a few days later, but I will be afraid to renege.)
Now the first signs of dawn appear. Someone discovers that Faubian died during the night. We meditate on this fact in silence. My mind flashes back to that dream I had just before our mission began; did it really portend things to come? I contemplate the deaths of my three good and loyal friends. (This train of thought will be renewed a few days later when the film of our last breakfast is developed. Erdman, Ryan, and Faubian are out of focus, but my image on the picture is sharp and clear. What, if any, importance should I give to this fact?) Did my subconscious mind have reason to make me apprehensive about going on this flight? It has been a long, cold night and the volume and diversity of my thoughts defy description. Before long we hear a plane, and I recover from my daze.
7
As it comes nearer, we recognize the plane to be a Sunderland - a British flying boat. The time Is probably 7 or 8 a.m. We signal to him, but he never sees us. Within an hour another Sunderland flies near us on his patrol south, We signal with stainless steel mirrors; but he just keeps going: Soon we see a third one heading directly toward us. This Sunderland circles and comes over us within 30 feet of the water. His crew waves and throws us a big round life raft with canned water in its survival kit. Our spirits skyrocket.
The Sunderland continues to circle within a mile radius until it is relieved by a U.S. Navy PBY 'Catalina' and three fighter planes. The Sunderland that first found us makes one more pass, dips alternate wing tips, and continues on his mission south. After one low run, the fighters move up in altitude to about 3 or 4 thousand feet and fly a big circle around us. We conclude that they have been sent here to prevent our being picked up by the Germans or the French. The PBY comes in over us low and slow with its engines making a popping and cracking sound as if each revolution will be its last: My friends Murrel Tittle and Mono Edwards are waving from the port blister.
"Pete" - Lt. Lawrence Peterson (the leader of our cheering squad) exclaims, "God bless him, that it ‘Whiskey' (Lt, Charles Willis). He has an old familiar flying boat; let’s pray he doesn't commit suicide by trying to land out here in these mountain sized waves". We are all aware that Lt. Willis has a reputation to uphold; so none of us would be foolish enough to bet against his trying to do anything, anywhere, at any time.
More planes are arriving on the scene - two of our Liberators and another fighter or two. With us now are two Liberators, one PBY and three or four fighters. I note that the insignias on the fighters indicate that they represent different countries. One of the Liberators is coming in only a few feet above the crest of the ground swells and heading almost directly toward us.
As it passes over us; l recognize George Moore leaning out from the port waist hatch and waving with both hands. We can hear him yell, "McDaniel", above the roar of the plane's engines and the noise of the sea; We know that George is `Slim's" (Richard McDaniel’s) best friend. "HoId onto something George." The fact that he hasn’t already fallen out of the plane is a big surprise. Someone in the other raft volunteers a personal observation, "That outfit belongs to Lt. Chet Rief and Lt. Bruce Higginbotham: The entire crew from Chet and Bruce on down is just like George - long on nerve and short on caution " I know that observation fits George Moore and Dave Offrell, and there is no reason for me to doubt that it applies to the rest of the crew.
Here comes the other Navy Liberator (PB4Y-1): It is just a little too high for me to recognize the three fellows in the waist hatch, but Lt Ken Wright is positive that Lt. Gus Binnebose is waving from the cockpit window. Regardless, we are gratified to know that our comrades are concerned about us and are doing all they can to ensure our rescue.
8
The planes seem to circle for hours. Who knows how long; our watches have not worked since they were filled with salt water. Finally the planes all streak away over the horizon. Within a few moments, they come back. They are flying low and come directly over us. They circle back and repeat their performance. They have spotted the rescue boat and are directing it to our location.
When we are on top of a wave, we can see what appears to be an overgrown PT boat heading our way. It is soon alongside us. A big British sailor reaches down, lifts me out of the raft, and carries me to the deck below. He supplies all the effort it takes to change from my cold, wet flying gear to warm, dry pajamas [sic] . I can't stand alone, and am not much help to him.
Bunks attached to a bulkhead are stacked several high. I try to get into the lower one alone. Even though it is only 4 inches above the deck, I can't get in without assistance. When we are all secure in our bunks, the ship's crew gives us some hot rum. I was told that the rum was spiked with a sleeping potion, so we wouldn't feel the pain of thawing out. That rum is the last I remember before I awake to find we are about to be unloaded at a British port.
We are taken from the boat to (what appears to be) a British military hospital. I report that a vertebra in my neck feels as if it is fractured. The doctors Ignore my concerns without ever taking an x-ray. (I will find out 50 years later, when arthritis occurs, that a vertebra really was fractured.) We are all treated for severe frostbite, exposure and abrasions, and within a couple of days we are released from the hospital.
Those British sailors risked their lives by going deep into no-man's-territory to rescue us. I will always appreciate them and admire their valor [sic] . I am especially appreciative of the big fellow who carried me from the raft. (I weighed 120 pounds soaking wet.) My thoughts at the time were only of getting dry and warm, but he was sensitive enough to perceive that in the future I might want a token remembrance of the event. So, after I was in dry pajamas [sic] , he picked up my wet leather flying suit and cut the section out of the sleeve that surrounded the bullet hole. He told me that some day I might want to show my children how close they came to not being here.
A tiny segment of my life has just been related. The time span was less than 36 hours, and only three minutes were assigned to actual battle. But, as a result of events that happened during that short encounter, three Americans and three Germans died: Robert Erdman, Tommy Ryan, and Bennie Faubian, -- Werner Rueger, Kurt Necessany, and Lother Clements.
~ ~
Members of crew 8 never flew as a unit again. Some of us flew two or three more missions with other established VB-103 crews before we were sent back to the States.
9
After a few weeks of stateside duty at Elizabeth City, North Carolina word began to circulate that Commander Brewer and Lt. Commander Rand had been selected to organize (or reorganize) VB-107. I, along with Murrel Tittle and Russell Millard (all three from VB-103), arranged an appointment with Lt. Cdr. Rand. He immediately accepted us as the first three members of his crew. After a few weeks at the Naval Air Station, Boca Chico, Florida. the squadron was sent to Upottery, England. We continued to fly in the Bay of Biscay and to blockade France until the last day of the war in Europe. According to my account, I flew a total of 53 missions from England with VB-103 and VB-107. And, the only souvenirs I have from these four years I flew with the Naval Air Force are the Distinguished Flying Cross, Purple Heart, an Air Medal with a Gold Star, and the Navy Unit Citation.
As a point of reference, I flew in the same Wing with Joseph `Joe" Kennedy, Jr. At that time in history, his brother Jack had not yet become the President of the United States. So, to us, Joe was just another fellow flier who took his chances in defense [sic] of our country, and was unlucky enough to get killed. But then, exactly half of the original members of VB103 were also killed in action.
Until recently. the account of this story was just a fragmented array of memory flashes. Mr. Edward B. “Buck” Cummings encouraged me to record the event just as I personally saw and felt the trauma as it was happening. Mr. Cummings also provided me pictures of the Germans that had been given to him by Mr. Chris Goss, the author of the book “BLOODY BISCAY”. This brief portion of history is in exact accord with the memory of one who has been fortunate enough to reach the carefree age of seventy-seven.
It would be remiss for me not to remember the stoic British people at St. Eval, Dunkeswell, and Upottery. I mention only these three locations, but in my mind, they are representative of all the neighboring [sic] towns and villages that befriended a bunch of young and spirited American flying sailors.
~ ~
I am appreciative of the constructive criticism provided by my son Scott and the research done by my daughter Ann Lillie Chess.
[signature]
Carleton F. Lillie June 8, 2001
1303 Caldwell Mountain Rd.
Hot Springs. NC 28743 s
TEL. (828) 622-7616
e-mail cliilie@madison.maln.nc.us
[photograph]
10
[page break]
A British air-sea rescue craft has ventured deep into no-man's-territory to rescue the survivors of crew 8 who are in the three rubber rafts. We will always appreciate those sailors and admire their valor [sic] [photograph]
[photograph]
Crew 8 of U.S. Navy Bombing Squadron VB-103
Fleet Air Wing Seven ~ Dunkeswell, England
Crew 8 - Upper L. to R
Carleton Lillie
Robert Zabic
Kenneth Wright
Lawrence Petersen
Robert Lacey
Lower - L. to R.
Richard McDaniel
William(Bill) Middleton
Bennie Faubian
Thomas Ryan
Robert Erdman
[arrow]
Ryan Erdman
[photograph]
As a result of events that happened during a three minute aerial duel, three Americans and three Germans died in defense [sic] of their respective countries.
[photograph]
Faubian
[photograph]
Clements Necesany Rueger
Above - L, to R
Thomas Ryan
Robert Erdman
Bennie Faubian
Left -- L. to R.
Lothar Clements
Kurt Necesany
Warner Rueger
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A speck of history from long ago and far away
Description
An account of the resource
Account of the operation to locate a German submarine and shooting down of a United States Navy PB4Y-1 Liberator by a Ju 88 in February 1944. Author is the nose gunner/bomb aimer and describes the operation, attack by fighters, ditching, escape to dinghies, loss of crew members, survival and rescue by RAF Air Sea Rescue launch. Air-to-air view of a Liberator over the sea on the cover. On page 10 a three quarter length portrait of a man in United States Navy uniform. On the last page top right a air to ground view of a high speed launch. Left top 10 aircrew in two rows captioned 'crew 8 of U.S, Navy Bombing Squadron VB-103 Fleet Air Wing Seven, Dunkeswell, England'. Middle left - two aircrew squatting down captioned 'Ryan and Erdman'. Right middle - an aircrew standing behind a gun turret, captioned 'Faubian'. Bottom left - three aircrew in front of an aircraft, captioned 'Clemente, Necesany, Rueger' Caption at bottom of page 'Above - L to R Thomas Ryan, Robert Erdman, Bennie Faubian, Left - L to R Lother Clements, Kurt Necesany, Werner Rueger'.
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C F Lillie
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2001-06-08
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Twelve page photocopied document with photographs
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eng
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Text. Memoir
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BLillieCFLillieCFv1
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Royal Air Force
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Great Britain
England--Devon
England--Honiton
Atlantic Ocean--Bay of Biscay
United States
North Carolina--Hot Springs
North Carolina
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1944-02-14
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Peter Bradbury
air sea rescue
B-24
ditching
Ju 88
RAF Dunkeswell
shot down
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2243/40785/PWickhamHW19010012.2.jpg
9bcad65d7852a9840c1e5f60430d8c22
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Wickham, Harry William
Wickham, HW
Description
An account of the resource
23 items. The collection concerns Flight Lieutenant Harry William Wickham (b. 1919, 124631 Royal Air Force) and contains his log books, a biography, service records and photographs. He flew operations as a pilot with 102 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Lynne Parry and catalogued by Nigel Huckins.
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2019-06-29
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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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Wickham, HW
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Airmen and newspaper cutting
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Top left - full length image of an airman wearing battledress standing in long grass with a single story hut in the background. Captioned 'Mike'.
Bottom left - three-quarter length image of an airman wearing tunic and smoking a cigarette. Trees in the background.
Bottom centre - full length image of an airman wearing tunic with pilot's brevet and side cap with trees behind. Captioned 'The glorious Riccall surroundings'.
Right - newspaper cutting headline '101 airmen saved from North, Halifax "persuade foreign trawler"'. Account of air-sea rescues in North Sea.
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Great Britain
England--Yorkshire
Atlantic Ocean--North Sea
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Royal Air Force
Royal Air Force. Bomber Command
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eng
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Photograph
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Three b/w photographs and one newspaper cutting
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Pending text-based transcription
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PWickhamHW19010012
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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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Wickham, Harry William. Album
air sea rescue
aircrew
B-17
bombing
ditching
ground personnel
Halifax
pilot
RAF Riccall
Walrus
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2655/46564/SKeelingRV82689v10048.2.jpg
aef03d13fc836b4f3316bedadca05491
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Keeling, Robert Victor. Scrapbook
Description
An account of the resource
41 items. A scrapbook of photographs and clippings concerning Robert Keeling's service, as a pilot for aerial photographs, and royal visits.
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2023-06-01
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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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Keeling, RV
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Armaments squadron
Description
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Left page: top left and right, damage to the undercarriage of an aircraft. Middle right, aerial view of aircraft on the ground.
Bottom left and right, aerial views of an airfield, annotated '4 pages to do with Bob's work as test pilot Armaments Squadron. Farnborough'.
Right page: top left and right, a lifeboat being dropped from an aircraft. Middle, lifeboat on the sea with released parachute lines.
Bottom, splash landing of a lifeboat onto the sea with parachutes attached.
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Great Britain
England--Hampshire
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Royal Air Force
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eng
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Photograph
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Nine b/w photographs on two album pages
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SKeelingRV82689v10048
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IBCC Digital Archive
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aerial photograph
air sea rescue
aircrew
Halifax
Lancaster
pilot
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/645/11269/BStevensonPDStevensonPDv1.1.pdf
0ca00135d690b4148fa8190b98631354
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Stevenson, Peter
Peter Desmond Stevenson
P D Stevenson
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IBCC Digital Archive
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Stevenson, PD
Description
An account of the resource
Two items. An oral history interview with Peter Stevenson (b. 1923) and his memoir. He grew up in Lincolnshire and while he was working towards an engineering apprenticeship he rose through the ranks to become a Warrant Officer in the Air Training Corps.
The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Stevenson and catalogued by IBCC Digital Archive staff.
Date
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2016-08-17
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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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CADET 1935-1945
Peter D Stevenson
[page break]
Page 1
CADET 1935 – 1945
By Peter Stevenson, a very junior twelve year old schoolboy when this decade started to a somewhat disillusioned twenty two year old young man who, ten years later when it all ended ‘Who had also served who only stood and waited’; came to the conclusion that though it had been a very interesting and formative period of his own life, had to admit that it had not done a great deal to win the war.
For all that it seemed to be a story worth telling, a story which must be dedicated to the many who had suffered that he might live to tell that story and do his bit towards winning the peace that followed.
[page break]
Page 2
[underlined] CONTENTS [/underlined]
Introduction 3
Chapter One I catch the Air Bug 6
Chapter Two Private Stevenson P.D. KSGOTC (1935-39) 13
Chapter Three The Public School’s Air Cadet Wing (January to August 1939) 35
The 1939 Public Schools Air Cadet Wing Camp at Selsea Bill 37
Chapter Four Formation of the Grantham Squadron of the Air Defence Cadet Corps (1939) 45
Chapter Five ARP Messenger P.D.Stevenson. ‘Goes to War’ (1939) 52
Chapter Six I Join No.47(F) Grantham Squadron Air Defence Cadet Corps (1939-40) 58
Chapter Seven 47(F) Sq. Air Training Corps with No. 12(P)AFU at RAF Spittlegate(1941) 66
Chapter Eight 47(F) Sq. ATC with 207 Sq. RAF Bottesford (1941-42) 69
The 1942 Summer Camp at RAF Bottesford 76
Chapter Nine 47(F) Sq. ATC with 106 Sq. RAF Syerston (1942-43) 82
Formation of No. 830 Company Girl’s Training Corps
Chapter 10 47(F) Sq. ATC with The Magic Air Force (9th TCC. USAAF) at RAF Fulbeck 94
(1943-44)
Chapter Eleven Anticlimax and Finale (1944-45)
Epilogue (1945 to 2006)
[page break]
Page 3
[underlined] Introduction [/underlined]
This is the story of an eventful decade in the life of a young man with two ambitions.
He wanted to become a qualified engineer and, as the clouds of war gathered, to serve in the Royal Air Force with a commission in it’s Technical Branch.
It starts in his school days and progresses through his engineering apprenticeship and Technical College studies and eventual maturity. Running right through this is a common thread of service in a succession of Cadet organisations. It ends by looking back over nearly seventy years, with a tribute to the lifelong benefits he derived from the groundwork skills and benefits which such service left him with, as he pursued a post war career in engineering design and the technical training he passed on to others.
He was twelve years old when these two ambitions began to materialise. This was the age when his grammar school allowed its pupils to chose [sic] between ‘The Arts’ and ‘The Sciences’ and at the same time allow him to join the first of his cadet units. He dropped The Arts and joined the school’s ‘OTC’, the pre war somewhat elitist precursor of today’s Combined Cadet Force. However, before his story can begin to take shape, a wider view of overall scene which surrounded him really needs to be expressed in order to add a necessary perspective.
---O---
As everyone knows, the Second World War ended in the summer of 1945, but those of us who grew up between the wars would be the first to admit the seeds of this second conflict were sown in the months immediately following the ending of the first.
The horrors of Flanders had ceased less than five years before I was born. Its bitter memories had bitten deep into the souls of not only my own forebears, but also into those who had survived the war at the front and the bereavements and privations of those on the Home Front. In spite of the annual Armistice Day exhortations that “We will remember them”, civilian attitudes seemed determined to “Forget” as far as possible.
The man in the street and unfortunately, the majority of those in government authority, who still regarded themselves as being in the centre of the British Empire upon which the ‘Sun will never set’ What went on in the Continent was of little interest and was none of our business anyway.
The Treaty of Versailles had left Germany, crippled and bankrupt both economically and politically. A decade of ineffectual governments, each desperately trying to recover from rampant inflation and chronic unemployment, left the hotbed conditions for the rise of Hitlerism. So far as most people in Germany were concerned, any leader was better than none.
In Britain, equally futile governments thrust their heads ever more firmly into the sand. ‘Disarmament’ (at any cost) was the order of the day from the early Nineteen Twenties onwards. All three Services were cut down to mere cadre status, sufficient only to maintain the Empire and police the Dependencies and Protectorates in the Middle East and elsewhere.
With the destruction of Germany, there seemed no point in arming against what was considered to be a nonexistent [sic] European threat.
Luckily, there were a few people in high places who saw more than the ground immediately in front of their noses. Some of these were prepared to fight all forms of governmental apathy and bureaucratic inhibition. For them, the establishment of an effective defence strategy, backed up by small but technically prepared military force which could be rapidly expanded, should the need arise, was still vital for our future.
In all three services, dedicated and far seeing individuals kept each respective flame alight during a decade and a half of budgetary cuts and personnel reductions. Front line, supply and training establishments were cut to the bone. Withdrawing into a few key locations, they were determined to match diminishing quantity with increasing quality of men, equipment and potential.
Until the coming of the Industrial Revolution, my home town had been a typical sleepy country town, centred in a wide expanse of rich farming countryside. In the late 1700s it had been connected to the
[page break]
Page 4
markets of the Midlands and the South by a canal and at the same time received incoming supplies of coal and other commodities. Grantham began the first phase of its expansion. In the 1840s, it received the next boost with north to south mainline railways and important east to west branch lines. Already astride the Great North Road, it now became an important focal point in the country’s communication network. In the remaining decades of the 19th century, heavy engineering industrial expansion gained it an international reputation for the quality and quantity of its products. During World War One, it converted rapidly into a centre for munitions production and an important army training area. In 1917, two nearby hilltops became flying training camps for the Royal Flying Corps.
When the war ended in 1918, Grantham’s industrial capabilities reverted to the peacetime production of diesel engines, farm machinery and the needs of a local agricultural economy. The big army camps were dismantled and the grounds they occupied returned to pre-war parkland status. The erstwhile Territorial Barracks were returned to the care of the weekend soldiery. One of the airfields was also closed down and returned to agriculture. The other went into ‘Care and Maintenance’ for a while.
However, this was not to be the end of Grantham’s military involvement in the post-war scene. April 1918 had seen the Royal Flying Corps and the Royal Naval Air Service merge and become the infant Royal Air Force. During the war both the RFC and the RNAS has found the skies (and the ground) of Lincolnshire ideal for the training of their pilots. Although the majority of the home defence and other operational airfields had been returned to agriculture, it was decided that three of the flying training airfields should be retained. Their levels of activity might very well be reduced but all three were very much in ?Grantham’s hinterland.
The post war reorganisation of the RAF centred very much on the training up of a small but well trained new generation of pilots. Six Flying Training Schools (the ‘FTSs’) would be set up, one in Egypt and five in England, of which three would be in Lincolnshire. The furthest away would be RAF Digby, some sixteen miles to the northeast of Grantham. Next would be RAF Cranwell, ten miles in the same direction. An ex RNAS airfield, it would in time become the first Aviation College in the world, and share its airfields with its own FTS. Finally, Grantham’s airfield would not only have its FTS but would also be the home of the FTS Training Group. {Incidentally, over the next half century, the Air Ministry had great difficulty in making up its mind as to what name this particular airfield should bear. Back in the RFC days it had been called ‘Spit[underlined]tle[/underlined]gate’, the name that not only the locals always used, but also used by most if not all those who served there over the years. At various times, the Air Ministry decided to rename it [underlined] RAF Grantham [/underlined] but after a while decided to go back to the original name. However, this time it was called RAF Spit[underlined]al[/underlined]gate for a while until went back to RAF Grantham again. To avoid confusion, throughout this narrative, it will always be called Spittlegate, the name of the village immediately below the airfield which eventually became incorporated into the borough of Grantham.]
Grantham therefore became very much an RAF town in the 1920s and the decades which followed. The people of Grantham got very used to blue uniforms in the town and aircraft in the blue above. The Grantham shops got trade, RAF families not in the extensive station married quarters, lived in the housing estates, and their sons and daughters went to the local schools.
As already mentioned, the Army was not completely unrepresented in peacetime Grantham. The town was still proud of the fact that it still had a small detachment of Lincolnshire Regiment Territorials. Their members made their way, perhaps a little self consciously, up to the Barracks, and marched much more confidently in the annual Remembrance Day parades, and their annual camp was given much reportage in the local weekly newspaper.
There was however, an ‘Army’ unit which will feature in the second chapter of this account. In it, was much ‘Esprit de Corps’, equal pride in marching behind the Territorials on Remembrance Day, and an equal enthusiasm for its annual camp and ‘field days’.
Grantham had its Grammar School, the King’s School of some six hundred years standing. It was the proud possessor of its ‘OTC’ – the ‘Officer’s Training Corps’. Supported by and largely financed by the War Department, it was hoped by the latter that, following its creation in WW1, it would continue to supply a small but steady stream of ‘officer types’ for its peacetime needs. Few of its boy soldiers ever stood a chance of gaining a permanent commission in the Regular Army but it was felt that the rest would receive enough basic training to make them good ‘rankers’ should the need ever
[page break]
Page 5
arise. In any case, they hoped, this would be a useful recruiting ground for the Territorial Army when they left school.
These OTC units were undoubtedly elitist in their outlooks, closely reflecting the ‘Town and Gown’ mentalities of those pre-WW2 Grammar Schools. After that war, such elitism was anachronistic and the OTCs, became Combined Cadet Force units, reflecting the less class conscious and more technical emphasis of modern warfare.
This then, is the background to this account of a cadet who started his decade of ‘military service’ as a very young ‘boy soldier’ in the Grantham King’s School Officer’s Training Corps.
Ten years later, older and perhaps somewhat wiser, he ended up as a Cadet Warrant Officer in the Air Training Corps in the closing months of the Second World War.
This introduction has been written in general terms with the occasional use of the third person. Something which does not endear me greatly in the few autobiographies I have read is the over use of the first person singular. However, trying to write in the third person often results in something which verges on the pedantic. So, I will do my best to keep the number of ‘Is’ to a minimum and hope the reader will excuse the rest.
I suppose also that I should bow to convention and end this introduction with acknowledgements and apologies. To the many cadets in all the cadet units in which I served I give my heartfelt thanks. From them I learned as much as I gave. To the many servicemen in the units to which we were attached, I also give my heartfelt thanks. To those cadets and servicemen who lost their lives in service, I give my heartfelt gratitude. I shall not forget that famous Kohima tribute ‘For my today, they gave their yesterday’. Mine was not a spectacular or heroic war. I can only take comfort from the other saying that ‘They also served who only stood and waited’.
Apologies too. Memory is a strange beast and after more than sixty years, hindsight is more than a little myopic. Some events are as clear as if they only occurred yesterday but at my age the main problem is “Exactly what was it that I was doing yesterday!” So, if you also lived through those eventful years, bear with me, and if you remember differently, by all means get out your writing sticks, and add your quota of memories to the great memory bank in the skies.
A further apology. Faces I can remember but I have never been able to remember names. If you think that I have not mentioned this person or that, it could well be that to mention this person and not that, could well offend the latter. Better perhaps to be a ‘little economical with the truth’, and this could well apply to events as well.
Oh, and don’t forget. Even if you did have a camera then, you could not get films, and if you did manage to have both, you were not allowed to use them, so the few pictures I do have will be scattered amongst the narrative or may be lurking away in appendices to this account.
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[underlined] Chapter One I Catch the Air Bug [/underlined]
[AIR BUG – Defn. In the 1920s and 1930s the youth of Britain was perpetually being encouraged to become ‘air minded’. If one became thoroughly air minded then one was accused of being bitten by the Air Bug. I admit to have been badly bitten.]
I was not ‘Lincolnshire Born’. My mother’s family was Yorkshire, my father’s was Nottinghamshire, but my grandparents settled in Lincolnshire towards the end of the nineteenth century. I was actually born in Scarborough but I grew up in Grantham. As a result, I consider myself more of a ‘Yellow Bellie’ than a ‘Cuckoo’.
One is often advised to make sure that you choose your parents carefully. In this respect I think I can claim to have chosen well. Although my parents and grandparents (with one exception) could never be regarded as great intellectuals or scholars, I was extremely lucky to find them well endowed with a lively curiosity and interest in local, national and world affairs. Amongst other things, it looks as if I chose to be the grandson of a highly regarded, if provincial, ‘gentleman journalist’ (sadly, an extinct species). His son, in spite of being a reluctant scholar, apparently had dinned into him that type of education which, it is said, is what is left when you have forgotten most of what you have been taught. My maternal grandmother did come from a highly intellectual and talented family and between the lot of them, the genes they passed on to me are much appreciated. I sincerely hope that I have not let them down over the years.
Conversations round the family tables were always lively and I can never remember being talked down to. Even though it was an age when children were not supposed to talk unless asked to do so, I was still expected to have some opinion on most things under discussion.
My father, born in 1895, had a grammar school education and after leaving became a cub reporter under his father’s tuition. Aged nineteen when WW1 broke out, he immediately volunteered. After basic training, his regiment crossed to France where it was involved in the battles of late 1914 and early 1915. Mentioned in Despatches, wounded twice, he was invalided back to England. After eighteen months in army hospitals in Harrogate (where he met my mother) he spent the remainder of the war on the staff of an army training establishment. Demobbed, the best civilian employment he could obtain in his hometown was a dead end clerk’s job in the local police station. Married now and with a son, he came home to start afresh in Grantham.
His time there was not completely wasted. Amongst other things, he had worked for a Ford distributor and had learned a thing or two about selling cars and running a business. Once back home, he got a job as a car salesman with a large garage in Grantham, which he soon managed to get established as the main Ford distributor in Lincolnshire. Above all, he had come back completely ‘Ford Minded’.
Within a few months, the word ‘Ford’ had become magic and anything bearing the word ‘Ford’ was special. I learned all about Henry Ford starting the mess production of the legendary ‘Model T’, the ‘Tin Lizzie’. I also learned that in that Big Country, air travel was becoming big business and that, following the success of the Tin Lizzie, Henry Ford had gone into the aircraft business with the Ford Trimotor which proved a similar success. Promptly christened the ‘Tin Goose’, its reliability, load carrying and ability to work from small rough airfields not only set new standards in travel but was also popular as a freighter. Soon it was being used for travel and freighting in the North of Canada.
At this point, the U.S. Navy came into the picture. If the first decade or so of the 20th Century had been the Golden Age of Polar Exploration on the ground, the 1920s became the Golden Age of the Conquest of the Air. Using a Ford Trimotor, Admiral Byrd and his U.S. Navy expedition, became the first to fly over the North Pole.
Flushed with this success, another much larger expedition under Byrd, was sent to Antarctica in 1928. There they set up ‘Little America’, an air base on the Ross Ice Shelf, from which they laid refuelling bases, which were used to enable a Trimotor to be the first aircraft to fly over the South
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[inserted picture]
In all aeronautical history, it would be difficult to find even one airplane with more drama, more adventure, and more rugged versatility attached to it than the famous Ford Tri-motor.
Affectionately known as the “Tin Goose”, this outstanding airplane, with its corrugated aluminum [sic] skin, was the first all-metal airplane, and the first commercial aviation transport, designed and built in the United States. It was also one of the very first airplanes to carry passengers for the pioneer airlines of this country.
Built by the Ford Motor Company, the first of this most revolutionary aircraft was unveiled at Detroit in 1926. In it, combined for the first time in one airplane were such developments as enclosed pilot cabins, brakes, heaters, full cantilever wings and doughnut tires.
Most of the U.S. airlines bought Ford Tri-motors and many of today’s leading air routes were opened and developed with this versatile airline pioneer. As flown by the airlines, each plane could accommodate 11 passengers in a cabin that had an average width of only 4 1/2 ft.
In 1929 Admiral Richard E. Byrd on one of his Antarctic expeditions, included a Ford Tri-motor, equipped with skis, in his equipment. It was in this Ford that this great explorer made his famous flight – the first time man had flown over the South Pole. This actual airplane is now a part of the aviation exhibit on display at the Henry Ford Museum, Dearborn, Michigan.
Wingspan of the Ford Tri-motor 4-AT is 74 ft. and overall length 49 ft., 10 in. The three engines gave it a cruising speed of 110 m.p.h. and a top speed of 130 m.p.h. Empty weight is only 6500 lbs. Simplicity is the keynote of construction. Control horns and control wires are mounted outside the airplane. Passenger seats are woven reed. Instruments for the side engines are mounted on the strut above the nacelles and viewed from the cockpit. The entire surface of the airplane is constructed of corrugated aluminum [sic].
More than 30 Ford Tri-motors are still being flown commercially today – more than a quarter-century after being built. It is even now, called “the best ship available for carrying heavy loads into tricky fields.”
As proof of the advanced design and efficiency of this famous historical airplane, the Tin Goose will again be produced in quantity. A West Coast company will build 100 Tri-motors from the original Ford blueprints, making only minor changes to take advantage of today’s smaller, more powerful engines. This is a fine tribute to a plane first manufactured 30 years ago and still worthy of being produced again in its original form.
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Pole. In true American enthusiasm for their other passion, the cinema, this expedition was accompanied by a full ’movie’ crew who, on their return, produced an epic film of an epic flight.
Eventually this film was shown on one of Grantham’s cinema screens, and being thoroughly Ford, my father and I went to see it. Now, if I am pressed to name the event which initiated my thoughts towards the air, it would certainly be this film. Subsequently, I went off on my own several times to see it again. Certainly, when it came to aircraft, the Ford Trimotor became my First Love. This film also sparked a lifelong interest in the Antarctic. During the next few years, I read all the Scott and Shackleton Diaries and anything else available in the Grantham Library about Antarctic exploration, but that is another story.
No doubt in the previous seven years, the Spittlegate aircraft had been circling oven the town. It was just that up to that time, they had not registered. Now they were there. Admittedly nothing quite so big and beautiful as my Trimotor, but well worth watching in future.
My grandfather had to report for his paper on the visit of Alan Cobham and his Air Circus. His Press Pass got us both in for free and I had a wonderful afternoon. The flying was certainly thrilling but it was the aircraft on the ground which really fascinated me.
Then I began making my pilgrimage up Cold Harbour Lane, the lane which ran along the north eastern boundary of the Spittlegate airfield. With the wind in the right direction the planes would come sideslipping in, right over my head, engines puttering over and the slipstream whistling though [sic] their rigging. I could wave to the pilots and occasionally they would wave back.
More down to earth, in the autumn of 1932, just after my ninth birthday, I moved school.
This was not in the depth of the Thirties Depression, and my father’s salary, largely based on commission, was pretty low. There were few people around with money to spend on cars. However, my parents had sufficient confidence in me to send me off to the Grammar School.
At the time, the King’s was a fee paying school, although it was possible to pass what was called the County Minor Scholarship exam, which at least paid your fees. Regrettably, I did not pass and since you only had one chance, that meant that my parents were lumbered with my school fees for the next six years. In later years, when I discovered that this took a whole week’s pay every term, I was more than a little ashamed that I had not been a better scholar.
One normally started at the King’s School at the age of eight and for the first four years you were taught to a generally wide syllabus which gave you a good basis on what might be your line of specialisation when you reached the age of twelve. A certain amount of Physics and Chemistry was balanced by four years of simple Latin and ‘The Classics’, while subjects like Maths, History and Geography would continue after specialisation.
Once I was settled in. I quickly discovered that in addition to the usual cross section of boys from the town and the surrounding countryside, there was quite a high proportion of sons of RAF personnel. I quickly became friends with two of these whose parents lived in the town rather than in the married quarters. I had a fair amount of contact with their fathers and was privy to a fair amount of ‘shop talk’, all of which helped to fuel the interest.
Small boys in general are remarkably schizophrenic in their choice of potential careers. My father’s new job had brought me into contact, not only with the Ford car but also the Fordson Tractor. Our family finances had been much helped by us moving into a company house next door to the premises which dealt with tractor sales and repair. In addition to the tractor and implement showroom, there was a replacement parts store and a repair workshop, all of which was accessible to me through a side door in the house. Naturally the presence of a small boy in the showroom was not welcomed when a prospective buyer was there, but this Alladin’s [sic] Cave was open to me at all other times of the day. I soon discovered that tractors were far more interesting than cars. That was probably due to the fact that the car workshop foreman had a short fuse when small boys were around, whereas the tractor fitters were more than willing to show the small boy in question, what went where and why. Also, most of a tractors ‘gubbins’ tended to be on its outside so that you could see what was going on, rather than having to poke around under bonnets and things.
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[underlined] 26 THE GRANTHAMIAN [/underlined]
* * *
Capt E. Elms.
At the end of this Term the School will suffer, in the retirement of Captain E. Elms, the loss of another link with pre war days. Captain Elms came to the School when the new Workshops were built in 1935, and their continued efficiency has been his constant endeavour ever since. Although Captain Elms came to us from the Estate of Mr. Christopher Turnor, he was no stranger to school-mastering, having spent many years as the Head of a London Technical Institute and being concerned during the 1914-18 war with the training of thousands of men and women for war work.
In 1920 he was granted a regular commission with the rank of Captain in the Army Educational Corps and served on the staff of the Royal Military College, Sandhurst, where he did much pioneer work in the early mechanisation of the regular army.
During his stay with us Captain Elms has introduced the spirit of pride in craftsmanship and a keen desire to produce a good job of work, which has stood in good stead the hundreds of boys who have passed through his hands, and it is with real regret that we learn that Captain Elms is giving up his post here on doctor’s orders. It is to be hoped that the rest from his labours will bring him back to full health and strength to enjoy many years of ease and leisure, which he has so justly earned in the service of The King’s School.
* * *
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[photograph]
Capt. E. Elms
Handicraft Master, 1934-1946
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The Main Dealership agreement which my father had negotiated with the Ford Motor Company resulted in him having to go down to Dagenham every few months. Since in those days, cars had always to be collected from the works (there were no such things as car transporters) he would combine such a visit with the collection of a new car. He also discovered that a second hand car in good condition would always fetch a much higher price in the London area. So, he would take an old car down, attend his business meeting, and bring a new car back. Again, in those days, cars had to be ‘run in’. This involved driving it very carefully at no more than thirty miles per hour for the first thousand miles. This was especially important in the first hundred miles of the car’s life. The 110 miles back to Grantham was a four hour journey of utter boredom. So, in the school holiday times, he started taking me along with him and once we arrived at the works he hand me over to the Works Guide team. Here was an even bigger and better Alladin’s [sic] Cave and by the time I had gone round with them several times, I had got a pretty good idea as to how the various parts were made and how they went together to make cars and tractors.
By the time I was ten or eleven, I had made up my mind that when I left school, I would become a Ford Apprentice. Then, my apprenticeship completed, I too would go over to the States where I would apply to join Ford’s Trimotor service organisation. Having qualified as a fitter on the ‘Tin Goose’ I would join the U.S. Navy and go on the next Antarctic Expedition. How’s that for teenage logic? Of course, in the way of such juvenile dreams, nothing ever came of it, except that there remained a growing feeling that I would eventually become an engineer, preferably in the field of aeronautics, and perhaps in the RAF
Having finished my junior schooling, I was now at the great crossroads. ‘The Arts’ were not for me and as I moved up into the upper school, I rapidly dropped Latin (what I had learned, often came in quite useful in later life). Music was also dropped (which perhaps was a pity as I could well have done with some basic music theory also in later life). Hopeless at art, this was also dropped thankfully. The time spent on English Literature, History and like subjects was reduced, and opting for ‘The Sciences’ meant the time spent on Physics and Chemistry was increased.
The biggest, most interesting bonus of entering the upper school happened to coincide with what, at the time, was a rather revolutionary development on this old established grammar school’s curriculum. Grantham’s King’s School had, over the centuries, produced a goodly number of academics and a few notable scientists (including Sir Isaac Newton). These however, had been at the time when it was centred in a largely rural environment. With the coming of industry in the 19th century, Grantham had become a major engineering centre and the origins (and destinations) of it’s pupils changed dramatically. In spite of the fact that it did it’s best to retain its grammar school ethos. In order to progress, it had to accept that a significant proportion of it’s pupils would end up (hopefully) in the more respectable levers of industry and technology.
The present headmaster was a progressive, doing his best to lift the school out of the stuffiness of decades of the Town and Gown mentalities of his predecessors. His Board of Governors was a good mix of local dignitaries, with enough industrialists to reflect their pupil spectrum. His local government Director of Education was also progressive in his outlook. The end result was that basic handicrafts in the working of wood and metal would replace traditional Art subjects such as painting and sculpting for those pupils opting for the Sciences. To bring this about, a well equipped workshop was built and equipped with wood and metal workbenches, simple machine tools, a forge and brazing equipment. A ‘Handicraft Master’ was appointed, who proved to be a lifelong inspiration to all those pupils who thenceforth aspired to become engineers or, failing that, proved in later life to be good handy men about the house!
If I aspired to be an engineer, then this man became my mentor from the day the Workshop opened for business. Before going on to other matters, I really ought to pay tribute to one other mentor of that time. I mentioned earlier that the foreman of the car garage did little to
CADET 1935-45 CH.1.V4.doc
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[photograph]
de Havilland Gipsy Moth [inserted] (MILITARY VERSION) [/inserted]
[photograph]
NOTTS ASSEMBLY. – The Fleet of the Nottinghamshire Flying Club and privately-owned craft at Tollerton. The club-house is standard pattern devised by the ill-fated National Flying Services.
[inserted] WHERE I HAD MY FIRST FEW FLIGHTS WITH TOBY MARTIN (HIS GIPSY MOTH WAS PROBABLY HAVE ONE OF THOSE NEAREST THE CAMERA [/inserted]
[inserted] two postage stamps [/inserted]
[inserted] I HAD ONE OF THESE WHEN THEY FIRST CAME OUT [/inserted]
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encourage me to frequent his workshop. The same could not be said about his superior, the Service Manager. A qualified engineer, an ex Royal Engineers Major, a specialist in recovering First World War tanks from distressing and undignified situations, he had become a close friend of my father. He also took an avuncular interest in my early technical education, and incidentally took me up in my first few flights in his Gypsy Moth, which he flew from the Nottinghamshire Flying Club’s airfield at Tollerton’ near Nottingham. That soon became my Second Love and added another bite from The Bug.
It would be about this time that Meccano brought out their sets of aircraft parts which produced far more authentic looking models than those you could make up from the standard Meccano components. Looking back, this was perhaps the starting point of my aeromodelling career.
Thus, the stage seemed to be set for me to start on a career as an engineer but, you may well ask, is it not time for a start to be made on all this ‘Cadet 1935 to 1945’ business?
True enough. Please turn to Chapter Two.
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[underlined] Chapter Two Private Stevenson P.D. KSGOTC [/underlined]
By 1935, the antics of Hitler and his Nazi friends were beginning to cause grave concern amongst the regrettably few politicians and others whose heads were not so firmly thrust into the sands of Disarmament. They were only too aware how pitifully unprepared Britain was to defend itself against the growing threat of German Nationalism and it’s associated territorial ambitions. In spite of the Pacifists and the still ongoing years of depression, the Services did get slight increases in their budgets, but after much argument in Parliament. These did enable them to make some attempt to replace out of date equipment and to increase their recruitment and training programmes.
In the case of RAF, this was the time when they started to award contracts for new breeds of aircraft which, in time, would win the Battle of Britain and the air offensives which followed. Closer to home, there was a marked if gradual increase in flying activity at Spittlegate, Cranwell and Digby – to say nothing of more boys at the King’s School with fathers in the RAF. In spite of this, the King’s School was not outwardly pro-RAF. It was, of course, pleased to have an increase in it’s fee paying scholars. Particularly so, when fathers were posted elsewhere and in order not to interrupt their son’s education, left them as School Boarders. On the contrary, the King’s School was firmly ‘Army Property’ in that it had it’s Officer’s Training Corps, a unit of some standing.
During the first world war, when the life expectancy of the front line subalterns was little more than three weeks, calling for a constant flow of ‘gun fodder’, the inland Grammar Schools had been drawn into a ‘catch ‘em young’ policy with the creation of the OTCs. These [underlined] Officer’s [/underlined] Training Corps existed at two levels. In the Public and Grammar Schools, these were Junior OTCs in which the boys, between the ages of twelve and eighteen would be trained up to a ‘Certificate A’ level which qualified them for [underlined] consideration [/underlined] for a possible commission in the Territorial Army. If in the relatively rare case of the pupil going on to University, he could then join the University’s Senior OTC, hopefully passing Certificate B, which most probably gave him possible entry to Sandhurst.
In both cases, it was hope, when the time came for them to be called to military service, these boys of potentially officer grade would have been well imbued with Army discipline and traditions, together with the elements of infantry training and leadership. From the point of view of the War Office in the first war, the OTCs did an excellent and worthwhile job.
So much so, the post war War Department decided that the OTCs were still a [sic] valuable sources of potential officer and NCO material for the Regular and Territorial Armies. Besides, they would provide valuable Leadership and Character Training, ‘buzz words’ which were very much in vogue at the time.
At school level, for those with OTCs, it became automatic thinking on the part of both masters and pupils, that most boys would, on entering upper school, join it’s OTC unless their parents were particularly set against such ‘militarisation’ as the Pacifists put it.
However, in spite of the fact that locally based RAF personnel outnumbered that of the Army by something like twenty to one, and that ratio was reflected in the pupil roll, nevertheless the school was still Army orientated in it’s outlook. In the absence of anything resembling the OTC on the part of the RAF, there would be little or no encouragement from the school for any of those boys who had ‘caught the air bug’. There was therefore no real choice but, if one gained a Certificate A, it might be a useful pawn when one appeared before an RAF Selection Board.
My own twelfth birthday was in August 1935. So, on the first Thursday afternoon of the new school year in September, I became Private Stevenson of No.4 Platoon of the King’s School Company, Officer’s Training Corps, attached for training purposes to the Lincolnshire Regiment of the British Army. The individual concerned no doubt felt considerably less imposing than the title above would have you believe. He was, of course, the lowest form of military life, and it was not long before he was reminded of the fact.
The first parade of the Autumn Term was a proud one for all concerned. The four platoons reflected the age and status of their place in the school’s hierarchy. No.1 Platoon was composed of boys who had, as a result of the previous year’s terminal examinations, moved up into the Upper Fifth and Sixth Forms. They were predominantly fifteen year olds since most of the sixteen year olds had left
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[photograph]
Lt.-Col. M. H. Raymond, M.A. (Cantab.), T.D.
Master 1921-52, O/C. The King’s School
Contingent C.C.F., 1924-52.
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school already. The remaining Sixth Formers were those who had not been promoted NCOs for the other Platoons. No.2 Platoon were fourteen year olds, now in the Lower Fifth Forms. No.3 Platoon were thirteen year olds now in the Fourth Form. These three platoons, mostly in full uniform, were ‘Fallen In’ with appropriate ceremony, and were doing their best of look smart.
For the moment, No.4 Platoon was merely a motley mob of twelve year olds who had been herded into a safe corner of the school quadrangle by a stern looking, very grown up Sergeant (so he appeared to us, he must have been all of sixteen!) These ‘recruits’ had, for their sins, moved up into the Upper Third Forms, and had thereby qualified to join the ‘Old Tin Cans’.
Each move up into a new platoon was an immense rise in prestige (and pecking order) No.1 Platoon were now possessors of two uniforms. ‘Bests’ were for special occasions – special parades such as the Annual Inspection, Founder’s Day and the Armistice Day Parades, as well as going to the Annual Summer Camp. ‘Seconds’ were for those parades when the ‘men’ were supposed to look, feel and work like real soldiers. ‘Seconds’ were identical with Bests, but had reached the point where signs of wear and tear, brought about by drill, exercises, field days and annual camp, ruled them out for more formal occasions.
Nos. 2 & 3 Platoons had to make do mostly with Seconds, although a few whose drill was particularly smart could join No.1for [sic] special occasions. These uniforms were basically WW1 infantry. A round hat, khaki serge jacket with high collar (hot and prickly in summer), ‘Plus Four’ type khaki serge trousers with knee length ‘puttees’ and black boots, the latter having to be provided by parents.
For the first parade of the new year, Bests were worn by Nos 1 & 2 where issued. The remainder of No. 2 and No.3 wore their Seconds. No.3 were immensely proud as they were wearing full uniform for the first time, even if they were a bit tatty in places. The parade had been preceded by frenzied activity in the kit stores when outgrown uniforms were exchanged for better(?) fits.
As for No.4 Platoon, on that first parade, one could say that as yet they did not exist as such.
They were merely a loose scrum of small (so they felt) somewhat apprehensive twelve year olds, herded into a corner by an impressive Sergeant ‘in ‘is Bests’ bearing obviously new stripes, and doing his best to look as important as he feels. Still in our normal school uniforms, we had no external signs of having become ‘Privates’ or anything else for that matter.
We had watched as the Company Sergeant Major, scarcely recognisable as our erstwhile Head Boy, strode out from the school cloisters and howled for ‘RIGHT MARKERS’. Three figures had emerged from a conglomerate of khaki elsewhere in the quadrangle and had been positioned to the former’s satisfaction, whereupon, to a drum beat Nos.1, 2 and 3 platoon ‘got Fell in’. Right Dressed and subjected to an initial inspection by their respective Sergeants (more new stripes) the Sergeant Major called the lot to attention. This was the signal for sundry junior officers to emerge in their turn from the cloisters, revealing that they too, on close inspection bore remarkable likenesses to several of our form masters. Having taken command of their respective platoons, the Second in Command emerged to take over the whole parade, each of which takeovers being accompanied by a succession of ‘Attentions’, ‘Stand at Eases’ and mutual saluting. Having taken up a position of importance on the front of the parade, the ‘2 i/c’ was now approached by the COMMANDING OFFICER.
Having assumed command, he proceeded to inspect closely all three platoons, silently (but sometimes less silently) expressing his dissatisfaction at the regrettable loss of smartness and established Good Order and Discipline, he handed the platoons over to their officers and then headed over in our direction, much to our further apprehension.
Captain Raymond was, on the other days of the week, our senior English teacher and even in that role was something of a martinet. In his military guise, he was even more so, tending to strike terror into transgressors both in class and on the parade ground. His determined step in our direction was to say the least of it, unnerving. He stopped in front of our motley group who, by that time had been herded into some semblance of order by the Sergeant. He regarded each of us in turn (as if he had never seen us before) with a cold silent gaze, expressing obvious disgust. After a pregnant pause, he said “Carry on, Sergeant” and stalked away after acknowledging a crashing salute from the latter.
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The Sergeant proceeded to ‘Carry On’ in more ways than one. He announced that although we were not wearing uniform, [underlined] we were now in the Officer’s Training Corps [/underlined], and we were not to forget it. For our first year in No.4 Platoon, our school uniform was also our OTC uniform. From now onwards it must be maintained to a much higher standard of neatness and cleanliness than it had previously been used by mere schoolboys.
In one’s teenage years (term not yet invented) someone who is three or four years older appears to be an adult even if he is only sixteen in actual fact. He has had three or four years of ‘military service’ by then and may also be a School Prefect. With the latter’s authority to inflict punishment which prefects had in those days, plus his now military authority, the utterings of our Sergeant seemed to have the authority of the Law, if not that of God himself!
Anyway, he told us that our shoes were filthy and by next parade he would expect to see his face in them. Our trousers were little better and he would expect them to be pressed with a straight and sharp crease. Our jackets were similarly over due for a good brushing. Our ties were yanked straight and our caps must be worn straight and level, and we all needed a hair cut.
Having got that lot off his chest, the time had come he said, for us to learn a bit of basic foot drill. We were taught to ‘Stand to Attention’, ‘Stand at Ease’ and ‘Stand Easy’. Detail is largely forgotten (it was seventy years ago) but every Thursdays afternoon it was ‘square bashing, so it seemed. We learned to Fall In, Fall Out, Right Dress and Salute, Right Turn, Left Turn and About Turn. We learned to Number, Size and because the Army at that time marched in Columns of Fours, we also learned that interesting manoeuvre ‘Form Fours’.
Drilling at the Halt more or less mastered, we then had to go on to Drilling on the March.
In the process of concentrating on swinging a stiff arm and wrist (thumbs pressed down etc) up to the level of the waist fore and aft, the command “Quick March” presented, in a few cases some immediate problems. Having established that the first step was always with the [underlined] left foot, [/underlined] this was often accompanied by the left arm being swung forward at the same time. The resulting progress would be somewhat reminiscent of that of a camel. That sorted out, we then had to master upon which step an About Turn was started, how many to get round to the opposite direction and when (and how) to step off again. The same applied to Left and Right Turns on the march, together with Right and Left Wheels. It was amazing how difficult the simple process of walking from A to B had become! On the other hand, our parents were having to get used to sons who now seemed to delight in Marching everywhere rather than adopting their previous ambulatory gait.
We had taken turns at being Right marker and had made a reasonably smart exhibition of ourselves at Falling In, Right Dressing, Falling Out and Saluting, and it was felt by our NCOs that we could be trusted to Fall In with the other platoons at the beginning and end of parades. Came the day when the Sergeant Major howled for Right Markers and four of these strode out, and four platoons ‘got Fell In’ without rousing the anger of all in authority about us.
With that, we really felt we were beginning to be soldiers, especially as now we were ‘in uniform’. Admittedly only just, one might say. We had been issued with khaki webbing belt with a brass buckle and a couple of extra brass fittings, the significance of which we would only learn later. Next was our introduction to that wondrous substance ‘Blanco’ which we learned to apply without getting khaki everywhere. ‘Brasso’ for the brasswork, without getting black stains elsewhere. Wearing this, we were now in the third category of uniform – ‘Mufti’.
This was an Arabic word brought back by the army to describe clothing worn by the soldiery when not in uniform. Two thirds of all our parades would be in mufti, i.e. school uniform plus the by now ubiquitous khaki webbing belt, no doubt to spare the Best and Second uniforms from wear and tear. However, we in No.4 Platoon must not be confused with the ‘real soldiers’ in the other platoons. Their belts would include the ‘Frog’, an extra bit of khaki webbing which would carry our bayonet scabbard when we progressed to rifle drill, but that was not for the ‘sprogs’ in No.4
Although it still feels like it, we did not spend the whole of every Thursday afternoon on the parade ground. We also had lectures on various subjects which, as we learned later, were the beginnings of the subjects on which we would be examined for ‘Certificate A’. Ranks and Badges, Army Structure and Organisation, Rules and Regulations, the first elements of First Aid and Hygiene, Map Reading are the ones which I can remember. No doubt there were others.
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‘Officer material’, we were not being trained as mere ‘rankers’. We were being trained as leaders and we were expected to act as leaders. We must not only learn (whatever it was) but we must also learn to teach – or rather ‘instruct’. Every new drill movement or any other subject was not only taught to a high level of competence, but each one of us in turn must expect to be called upon immediately or at a later date to instruct the others in that movement or subject. Of course, at No.4 Platoon level, this usually involved only simple drill movements, but from the very beginning we got used to standing out in front of the Section or Platoon and take command irrespective of whether we wore stripes or not.
This was all heady stuff. Discipline was always strict but there was also no shortage of praise where praise was due. Having received praise, we also learned to look for praiseworthiness and not be afraid to give it. We all became dead keen and looked forward to new subjects, though most of these were mainly symbolic. The Services make great play on the expression ‘Esprit de Corps’ and every man jack of us from twelve years upwards, stood high, marched high and bawled out our commands as good as the rest.
Which was just as well, for the high point of the spring term’s OTC activity was usually the Annual Inspection. For the OTC boys there was no school work that day, but it was no holiday. It was very much a ‘spit and polish’ affair and even closer attention was paid to hair length, trouser creases, shine on footwear and brasswork and general appearance. Drill movements were practised to perfection.
In addition to our usual officers hovering in the cloisters as we went through the initial stages of Falling In, the presence of the Inspecting Officer and his entourage, visibly heightened the tension. When the parade was ceremoniously handed over, he then proceeded to make his initial inspection. This took time as each man in each platoon was examined from head to toe and questions asked. The platoons not being inspected were thankful to be stood At Ease, but as he finished with No.3 Platoon, the command of ‘Attention’ to us, brought heartbeats up to heart attack levels as we stood strictly Eyes Front. The Inspecting Officer, usually a ‘Top Brass’ from Northern Command, cast his eye critically over us. We appeared to pass muster, and, acknowledging an even greatly smashing salute from our Sergeant, moved on to higher things.
The rest of the morning superficially resembled a typical Thursday afternoon’s activity. I was to learn later that it had been carefully orchestrated to show each platoon at it’s best, drilling, learning and instructing in turn to allow the Inspecting Officer to drop in at will to observe and examine. Apart from foot drill, I don’t think much was really expected of No.4 Platoon, but for all that, he watched us carry out a typical routine of movements at the halt and on the march. We had almost reached the point of relaxing when a couple of us were called out to instruct. So far as I can remember, I was not one of the (?) lucky ones. That happened on one of the later Annual Inspections.
The morning successfully over, we were dismissed for lunch. In the afternoon we were marched up to the School Field, preceded by the Band who had gone through their Counter Marching and other gyrations, bugle calls and drumming displays during the morning. Thereafter the senior platoons demonstrated their tactical and ‘battle’ skills with much shouting of commands and firing orders, together with some hopefully impressive bayonet charges. As yet No.4 Platoon was not up to such extremes and I think we spent most of the time watching, as the Inspecting Officer watched on with a critical eye. The programme over,
the Inspecting Officer expressed his satisfaction of all he had seen, congratulated us upon our turnout etc., etc., accepted a ceremonial General Salute from the Band and a final March Past, received and acknowledged a further round of salutes and departed with his entourage.
We marched back to school amidst sighs of relief for another year.
As the spring weather improved, we were introduced to another ‘delight’, the Route March. Pre war, the army did not have much in the way of troop transport. ‘Footsloggers’ were expected to footslog their way from A to B. for those who had them, this was a uniform afternoon and headed by the band, off we would go through the town and into the country lanes, fifty minutes march and ten minutes break. The first route march of the season would be for five or six miles but later this would be increased to ten miles or so. One hundred and thirty paces to the minute, roughly three miles per hour with our length of leg. The ‘adults’ of No.1 Platoon could, if necessary’, manage the regulation thirty three inch pace, but No.4 Platoon found it hard going. Amongst the other commands such as
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‘March to Attention’, ‘Eyes Left’ to a passing RAF Officer, etc., there would be the frequent cry passed forward of ‘Shorten Pace’. The relief was usually short lived as the Band having had a break from blowing, stuck [sic] up a new tune, to which the forward platoons immediately stepped out in response.
We had by now learned a little about ‘tactics’ in our theory lectures. As the better weather of late spring promised the possibility of dry grass, we frequently marched up to the school field to put into practice the principles of Section and Platoon field movements. We spent much time advancing, retreating and taking cover behind what little cover there was. Most of this seemed to be in the prone position, interspersed with mad, but carefully controlled dashes which were officially supposed to be ‘charges’.
This was all a bit theoretical in the case of No.4 Platoon as we did not have rifles. At twelve years old or so, we were mostly too small to handle the 8,1/2lb, 0.303in Lee Enfield without doing ourselves or others some serious damage. However, we had our khaki belt, and in the best Army tradition, we ‘went through the motions’, as much as anything to impress the other non-OTC boys who were condemned to spend their Thursday afternoons ‘gardening’. These pour souls, rarely in the least interested in things horticultural, were being persuaded by seemingly equally unenthusiastic house masters to cultivate the six small plots of land euphemistically called ‘House Gardens’ in which a few long suffering flowers and vegetables strove to survive.
Whatever their motivations, inspirations or inclinations, we ‘soldiers’ despised the ‘gardeners’/ in the years before we could join the OTC, we had done our share of gardening to level and prepare ground for new rugby and cricket pitches and no doubt there were a few in our ranks who had joined the OTC solely to escape further gardening.
As can well be imagined, the average school field does not contain much ‘cover’ from a military point of view. Our field contained the usual pavilion and gardening sheds, plus a captured WW1 German Howitzer which must have been attacked and defended countless times during the Twenties and Thirties before it eventually succumbed to the WW2 scrap metal drive. Finally there were those House Gardens alongside the eastern boundary.
By the middle of the Summer Term, there would be a fair show of vegetation in these and therefore qualified in the eyes of we, the soldiery, as potential cover. As a result, much to the annoyance and frustration of the house masters doing their best to maintain some measure of order and orderly growth, the gardens were bravely defended and resolutely attacked. Eventually, when combat reached the point where actual bodily harm threatened the vegetation and/or its reluctant cultivators, complaints from the house masters resulted in a Standing Order being issued placing the area ‘out of bounds’. This would hold for the rest of the school year but would have been conveniently forgotten by the commencement of the following year’s Spring Offensives. The summer term had two high points for the older platoons, which were denied to those in No.4. These were the Field Day and the Annual Summer Camp. In both cases, the participants had to be old enough, possessors of full uniforms and competent in arms drill. We were none of these and had to watch the departure of the privileged, taking some small comfort in the fact that in time, such delights would come our way. When indeed it did come my way, there would be much to recount. But it was still painful to have to wait.
Schooling in the Thirties was heavily examination orientated. In addition to the end of the year scholastic exams to decide the Movers Up and the Stayers Down, we also had OTC tests and assessments. I don’t think anyone actually stayed down in No.4 Platoon but we were nevertheless closely advised to revise all we had learned in the past year. In the interest of Esprit de Corps and personal pride, these tests had to be passed with the highest possible markings.
The Summer Term ended with much personal satisfaction on the part of Private Stevenson P.D., knowing that he had been not found too wanting scholastically and would be moving up a Form, but he would also be moving up into No.3 Platoon. His last military act was to carefully blanco and polish his belt and hand it into Stores. For the next few weeks he would revert to civvie life, forget school and the Army and catch up with the RAF.
Once again there would be the pilgrimages up Cold Harbour Lane, that green lane bordering the north eastern boundary of Spittlegate airfield, to check up how the pupils of No.3 FTS were
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[map]
RAF GRANTHAM 1938
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Avro 504N
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Armstrong Whitworth Atlas Trainer
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[picture]
Hawker Tomtit
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de Havilland Tiger Moth
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Avro Tutor
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Hawker Hart Trainer
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Avro Anson
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progressing and to find out what, if any, new aircraft were doing their Circuits and Bumps. Although the pattern of flying did not appear to have changed much over the previous year or two, quite a lot had happened to the aircraft. For Elementary Training, the legendary Avro 504N had given way briefly to the Hawker Tomtit. This in turn had been replaced by the first of the de Havilland Tiger Moths, which No.3 FTS were the first to introduce into training service. In their turn, they had been replaced by the new Avro Tutor. There had also been changes in the Advanced Training aircraft. The ageing Armstrong Whitworth Atlas was replaced by the Hawker Hart Trainer which was fast enough to outpace most of the current fighter types. These were all single engine biplane types, but the RAF would soon be introducing two monoplanes into front line service as the rearmament programme slowly gained momentum. Suddenly our sound spectrum had a new sound as the Avro Anson trainers began their circuits. There was much to see and note, and the fathers of my two school friends, one on the FTS staff, the other on the staff of the Training Group H.Q. were quick to transmit their enthusiasms for the new types. To our delight, the three of us were smuggled in to the hangers one day to make first hand contact with them, and for the first time I was able to sit in cockpits and lay hands on controls.
Feet once more on ground, there were two other significant developments that summer. The Air League of the British Empire, had done much to promote the Hendon Air Shows, and had also taken a large hand in the promotion of the RAF Open Days. Spittlegate was one of the first to open its gates to the general public, and in addition to an impressive line up of its own aircraft, hosted a wide variety of new and tried aircraft from the other RAF units. These were great events, both on the ground and in the air displays forming an essential part of the programme. Naturally, I was in the first group to rush in when the station gates opened.
The other event was also an Air League development. As a continuing aspect of its Air Mindedness programme, it had started a Junior Section. For a modest subscription, its monthly magazine kept its readers up to date with all the latest in military and civil aeronautics. Having been one of the first to join, this magazine was to become essential reading, to the detriment of homework assignments on the days following its arrival. Copies were filed away for reading through again and again through the school holidays.
Like all summer holidays, that of 1936 went all too quickly. The last week was a desperate attempt to complete the holiday homework tasks (which of course had got left to the last possible minute). School uniforms were cleaned and the summer’s accumulated grime was carefully removed from shoes. There was also a most important item to be purchased, a pair of black army style boots!
The first parade of September 1936 was typical. Frenzied activity in the area of the Quartermaster’s Stores over the previous days had equipped the new No.1 Platoon with ‘Bests’ (Appropriately larger) together with Seconds. They had also been reissued with ‘Service’ rifles (i.e. capable of being fired with live and blank ammunition, possessing sharp bayonets, and these were being furiously cleaned, oiled and lovingly examined. The new No.2 Platoon were issued with Seconds and most of them had to be content with ‘Demonstration Purposes’ rifles. These ‘DP’ rifles, long past being safely fired, still carried their regulation Bolt but its firing pin had been removed, so that it could still go through the motions of being fired with ‘DP’ rounds, to the general safety of all concerned. To their delight the new No.3 platoon would now in time be issued with Seconds, but until they had mastered the arts of wearing them correctly, they had been reissued with the inevitable khaki belt, but this differed in one vital respect.
This term, No3 Platoon would begin Arms Drill, which involved the wearing of the bayonet (D.P. and therefore blunt), and this called for the addition of the ‘Frog’. To the uninitiated, this small extra piece of webbing, used to hold the bayonet scabbard when worn, hanging down the left thigh of the wearer, would be the one thing which distinguished the seasoned troops of No.3 Platoon from the riff-raff of No.4 Platoon when Mufti was being worn! As before No. 3 would not parade with arms until they had learned to handle them.
Bearing the appropriate accoutrements, the parade Fell In with the exception of No.4 Platoon which once again did not yet exist. In No.3, we Faced Front and ignored the presence of a heap of very young looking humanity herded into one corner by a very new Sergeant who also seemed to be nothing like as old as our Sergeant. Surely, they didn’t expect to make soldiers out of that lot!
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SIR ARTHUR & LADY LONGMORE WITH THEIR FAMILY AT ELSHAM HOUSE.
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[underlined] THE ‘SHORT LEE ENFIELD’ 0.303in RIFLE [/underlined]
[underlined] [which we came to know so know [sic] so very well] [/underlined]
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Following ‘Fall In’, Inspection (usual silent expression of disgust on the part of the Commanding Officer) and ‘Carry On’, our feelings of superiority were instantly deflated by the descent upon us of a new set of newly promoted NCOs. They immediately informed us that our last year’s performance was merely the kindergarten stage, and that we must now set about turning ourselves into real soldiers. Even at the age of thirteen as we now were, to us, the sixteen year old Sergeant appeared to be highly adult, especially as he now had two Annual Camps behind him, in which he had been subject to full Regular Army life and discipline.
However, before we could commence our ‘licking into shape’, we needed to be ‘kitted out’. No old soldier needed to be reminded of that peculiar (in both senses of the work) aroma of the Quartermaster’s Stores, (or in our school, ‘The Armoury’). A mixture of the smells of blanco, webbing, polish on boots, leather, gun oil and above all, uniforms. Well worn and long used heavy serge acquires a lingering scent of mud, rain and sweat, and after prolonged storage in poorly ventilated store rooms, no amount of cleaning, be it the home wash tub or the professional cleaners, can remove it completely.
In spite of the slow beginnings of rearmament, funding at No.3 Platoon level was virtually zero. Our ‘new’ uniforms conceivably many moons ago someone’s Bests, had by the time we were struggling into them, been issued, reissued, worn, patched and washed to the point where it’s khaki was more of a shade than a colour. Its serge had long ago given up the task of retaining a decent crease and defied most attempts at ironing and pressing. Most parents must have been horrified at the garments so proudly brought home later that afternoon. After all, their son, being in the OTC was costing them five whole shillings per term. (Something like £20 in 2006 money!)
For us, the new No.3 Platoon, the afternoon seemed to be spent in being issued with the various bits of uniform and getting them on properly. We were issued with a round service cap bearing the cap badge of the Lincolnshire Regiment. Then a high collared jacket whose brass buttons bore the school emblem. A pair of equally misshaped ‘plus four’ type trousers followed, which had to be held up by a pair of braces. These were fastened by a strap just under the knee. Much to our satisfaction, was the belt, [underlined] complete with Frog. [/underlined] Much less to our subsequent satisfaction was the pair of Puttees. (Magic word from India this time, from.. Hindi ‘patti’ = bandage)
As it’s derivation would indicate, the puttee was a khaki strip some 10cm wide and about two metres long, which would be wound round your carves, starting at the ankle and ending (hopefully) just under the knees on top of the lower end of your trousers, where it is tied with two laces. Sounds simple, doesn’t it? Nothing could be further from the truth. The army puttee is of a standard length intended for six foot plus beefy adults down thirteen year old mini soldiers. The winding of a puttee is both art and science. Having put on your boots, you roll up the puttee into a tight roll, it’s top end in the middle. Two turns are wrapped round the ankle and you start to wind it carefully up the leg, clockwise round the right leg and anticlockwise round the left (and heaven help you if the inspecting officer finds that you have wound both legs round the same way). Now comes the difficult bit. The aim is to end up at the top with two overlapping turns, and the art/science is how to manage the major part of the length in the middle. For a start, each wrap round the leg must advance upwards by [underlined] exactly [/underlined] the same amount. Obviously, the smaller you are, the smaller should be the distance between the lower edges of the wraps. This is a state of perfection which takes weeks to achieve, especially since the next problem is ‘How tight?’. Too tight and your feet freeze ‘cos you have stopped your blood flowing. Too loose, and horror of horrors, following a particularly enthusiastic stamping of the feet, the whole lot unwinds round your feet, bang in the middle of an important parade! It seemed to take the whole of the afternoon (and more practises at home) to get everything sorted out to an acceptable standard on subsequent parades. One final item to complete this initial kit issue – a Button Stick, a wondrous relic of those Brass Button Days. A strip of stiff brass with a slot down the middle, allowed it to be slid under the buttons and Brasso applied without fear of getting black stains on the serge beneath. After further instruction on the care of the uniform (deliberately issued a size or so bigger ‘to allow for growth’), we just about made it in time for the afternoon’s ‘Dismiss’.
As with life in the schoolrooms, the first few parades of the new year were devoted to revision. The school holidays had, as we were once again reminded, allowed us to slip back into sloppy ways. Foot Drill had to be brought back to scratch and theory re-polished, so there was a lot of square bashing and theory revision to be done before we could start on anything new.
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Came the great day when, having completed our afternoon ration of foot drill, we were marched off to the Armoury to collect a rifle apiece. The first impact was, of course it’s weight. Carrying it carefully to a nearby classroom, we began our first lesson – ‘The Naming of Parts’. New to us perhaps, [deleted] by [/deleted] [inserted] BUT [/inserted] not to Kipling and the Indian Army. Like 95% of all previous subjects, the lesson was delivered by one of the senior NCOs, with the usual admonition “Learn these names until you can recite them in your sleep, because when I’m finished, one of you is going to instruct the others and every time I see you lot, someone else is going to have to do the same”
We started at the muzzle and worked down steadily to the butt. We removed the magazine and the bolt and we peered up the bore. We discovered the little flap in the brass plate of the butt to reveal the ‘Pull Through’ with it’s bit of flannelette known as the ‘Four By Two’ and beyond that the brass oil bottle. We examined the Foresight which was fixed (It was years before I gathered that John Galsworthy’s Forsyte Saga had nothing whatsoever to so [sic] with the aiming of a rifle). Then on to the Rear Sight, which was not fixed and had a lot of fiddley bits which we would have to learn to use. The Sergeant then handed each of us five Dummy (D.P.) Rounds which we learned to load into the magazine. Making sure that the muzzles were pointing at the ceiling, we loaded the magazine into the rifle and ‘put one up the spout’. Since these were D.P. Rifles, which had no firing pins, and again making sure our spouts were pointing skywards, we ‘fired’ our first round. Ecstasy!. Loosing off the remaining with gay abandon, we put everything to rights, and with some reluctance, handed them back into the Armoury. We discovered later that these rifles had been formally issued to individuals in No.2 Platoon who were not at all happy that [underlined] their [/underlined] rifles were being used by the ‘rookies’ in No.3.
Having sorted out which end was which, we were now ready to make a start on Arms Drill. Now the Short Lee Enfield Mk.IV or whatever it was (they looked old enough to be Mk.I) was sufficiently long for it’s muzzle to be somewhere around the right ear of some of us when it was standing vertical. It was also heavy enough to seriously threaten the stability of the smaller thirteen year olds if handled too enthusiastically. So, when the day came for us to start, we were stationed sufficiently far apart to ensure mutual safety, and enough NCOs about to assist in individual safety. First, we had to learn new positions of Attention, At Ease and Easy. No great problem and no threat to safety, apart, that is, from someone who managed to drop his rifle. Short lecture on the three grades of army crime – dropping one’s rifle is rated as ‘Major’. The real trouble starts when having had a brisk demonstration of the movement instigated by the command ‘Slope Arms’, accompanied by the shouting of ‘One Stop – Two Stop – Three’ which will become bitten into the souls of all true soldiers, we attempt to do the same. Of course our sixteen year old Sergeant is almost fully grown and from long practice can whip the 8 1/2lb to the first and second movements as if it were mere balsa wood while his body remains virtually motionless. Three years younger and half grown, the 8 1/2lb suddenly becomes 8 1/2kg, requiring major bodily movement to achieve anything like the same effect. Bodies totter and NCOs leap in to restore balance. Miraculously, the rifles are now on our left shoulders but slope in all directions. In the case of an adult, the relative proportions of rifle and body will, given time and practice, achieve a 45 degree slope of the rifle with a horizontal left forearm, with the weight evenly balanced on the shoulder. Unless one is large for one’s age, by No.3 Platoon averages, something has to give if the weight is not to tip the victim backwards. Having more or less straightened us all out, we attempt the ‘Order Arms’ which we achieve without crushing our right toes. We try again with slightly more success. Eventually the lesson ends. Whether it because the Sergeant was satisfied (which perhaps was doubtful) or whether we were exhausted (which was more likely) or indeed, whether one or the other was on the point of tears, which was equally likely.
Subsequent arms drill sessions involved all the normal foot drill movements now with rifles, plus a few extras such as Present Arms, For Inspection Port Arms, Ease Springs, etc. Having more or less mastered these we progressed to Fix Bayonets (“When I says Fix, you don’t Fix, but when I says ‘Bayonets’ you whips ‘em out and you wops ‘em on and you wets a while” (phraseology faithfully passed down from NCO to NCO from pre-Napoleonic days or even earlier). It took months to get it all more or less right and all the time we were being reminded that we were supposed to be in the British Army and not Fred Kano’s (Fred Kano was supposed to be the mythical General of the army of some equally mythical South American Banana Republic state and therefore the most contemptible of military establishments.
The Armistice Day parades came and went with us in full uniform, even if we did have to let No.2 Platoon have their rifles back for the occasion. Our second year in the Corps was aimed at completing our initial training as infantrymen. Background subjects proliferated with field tactics
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playing an increasing part in our training, for this year would be the first in which we could take part in the annual Field Day. Now that we could (more or less) handle a rifle, we had to learn Fire Control and the principles of covering fire and the like. We were presented with posters showing various forms of terrain over which we needed to plan our movements to take advantage of available cover and where to expect enemy fire. The countryside surrounding our school field became suddenly hostile or potentially useful according to whether we were defending or preparing to attack. We now took part in attacks and defensives at both Platoon and Company level which duly impressed this year’s Inspecting Officer, who incidentally, did not appear to be anything like so formidable this year. Maybe it was he was not so formidable, or was it a measure of our growing confidence?
Another annual event which has not been mentioned so far was ‘Founder’s Day’. This was the day when the school opened its gates to all and sundry including fond parents who could see what their little darlings were doing in exchange for their parent’s hard earned school fees. The day would start with a service in the nearby Parish Church in which King Edward, and his merry men, back in the fourteenth century, were praised for their forethought, and other notables including such past pupils as Newton, Lord Burleigh, and Archbishop Wand, were praised for their ghostly presence. After this formality, we trooped back to the school. The OTC in all (or nearly all) their Bests, accompanied by the Band in their Very Bests (Big Drummer in his Tiger Skin etc, [sic]) gave a formidable display of Felling In, being inspected by the Mayor, Foot and Arms Drilling, marching and counter marching, Marching Past and Dismissing all to cries of command ranging from semi bass to semi falsetto.
While the civvies were being suitably diverted, the soldiers suddenly changed into school boys to man impressive displays in school rooms, art rooms, laboratories and workshops.
That out of the way, we prepared for Field Day, No.3 Platoon now qualifying for the first time. In preparation for this we were issued with more kit. This consisted of a haversack which hung from the waist, a backpack which (obviously) went on your back and ammunition pouches which hung down your front, all of which required more in the way of webbing which was fixed to the brass buckle things on the belt that we had spent the last two years assiduously polishing for no apparent reason.
The Field Day was held in the Parklands of a kindly disposed stately home from which his Lordship would observe with interest (and his gamekeepers with apprehension) while the soldiery of six or more local Grammar School OTCs, scared the living daylights out of his wildlife. The various OTCs would be divided into two Brigades, one of which would defend some appropriate strong point while the other attacked. The ground would have been carefully surveyed by the respective Commanding Officers in conjunction with sundry Regulars from Northern Command who would act as umpires for the day, and an approximate battle plan worked out in advance. On the day, the defenders would arrive from one direction and get themselves ‘dug in’ and, suitably camouflaged. Forward ‘O.Ps’ (Observation Posts) would be deployed towards the general direction of the expected attack. Meanwhile, the attackers arrived from another direction, would ‘debus’ and form themselves into something resembling an attack Brigade. Deploying on a wide front, scouting parties would be sent out to probe the enemy’s positions. Much creeping, ducking and crawling, accompanied by soot voce commands would, in due time provoke a volley of blank cartridge fire from one or other of the O.Ps.
Battle was joined. All very confusing at 3 Platoon level, especially as my section’s Corporal managed to get us separated from the main force which resulted in us being declared ‘Wiped Out’, or ‘Captured’ or something before we really got going. Appropriately labelled by an Umpire, we had to sit and listen to the battle raging around us. Those of No.1 Platoon and a few in No.2 who were the proud possessors of Service Rifles had received a ration of blank cartridges and these were being used to most audible effect against an enemy who had apparently been issued with ever more. Very exciting.
The Umpires having inflicted significant casualties on both sides, declared that it was now time for a truce to be declared and emergency rations to be consumed. This was no great help since, although our parents had filled our haversacks with enough emergency rations for several meals, the exertions and the fresh air had caused them to be dipped into long ago and little remained. After lunch, the state of battle had apparently reached the point where the defenders should stage a counter attack. To our delight, another Umpire declared that we had been uncaptured or something and that we could now rejoin the affray. Happily toting our few D.P.SLEs, even if we could not have any blanks to fire, we deployed, worked our bolts, took aim at indicated targets, worked our bolts,
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squeezed our triggers and shouted BANG at the appropriate point. Sometime later we somehow managed to locate a Section of the enemy holed up in an outhouse without them detecting us. We had learned to throw a D.P. Mills Grenade by this time, but these were far too valuable ‘stores’ for them to be carried on manoeuvres. In compensation, we had been issued with a box of matches and a number of ‘penny bangers’. Having discovered that the door to this outhouse had a convenient knot hole which he had used to spy on the occupants, the Corporal lit one and posted it through, to the consternation of those within. The Corporal claimed victory from the observing Umpire.
With some justification, the Umpire ruled that (a) if the Corporal had a Mills Bomb, he would not have been able to post it through the said knot hole, (b) had he opened the door and thrown the banger in, as he would have had to have done had he used a Mills Bomb, his slaughter might have been allowed, but (c) the door had been bolted so he couldn’t have done so anyway. The Umpire then withdrew both us and the ‘enemy’ to a safe distance apart and told us to get on with our war. (It is truly amazing how the memory of such minor incidents remains fresh after so many years when far more important things are lost forever)
However, I think it was about this time that the Head Umpire called for the cessation of hostilities. After much blowing of whistles, shouting and Rendez Vous hand signals, the troops were eventually brought altogether for the Inquest. Unit A was praised for this and Unit B censured for that, but overall the exercise was declared a success (It always was). As for us, we were far too tired and hungry to take much in, and it was a weary mob who ‘embussed’ for the journey home. As was to be expected, someone had lost something, which led to no end of enquiry and recriminations, but in compensation, we had managed to ‘acquire’ several other things of value which was cause for quiet satisfaction and a blind eye.
Field Day over, we settled down to our final term of the year. ‘Settled’ was a misnomer of course. The summer term was always the most hectic term of the year. Masters were desperately trying to complete their curriculum targets. Scholars were desperately trying to make up for lost time and standards and ‘squaddies’ were desperately revising and polishing up their instructional techniques. Behind all this there was an increasing buzz as No.2 Platoon were doing their best to hide their excitement as the time neared for them to go to their first Annual Camp. There was a similar buzz in No.1 Platoon, but this was tempered by the realisation that although it would be their second camp, it would be the last for many.
At No.3 Platoon level, the question of camp was still a matter of biding our time for another year, but that did not remove the feelings of envy. This year it was Northern Command’s turn to stage the Annual Camp, the two thousand or so Senior and Junior OTC cadets would be ‘entertained’ at the big army complex at Strensall in South Yorkshire. Even to those who were unable to go, ‘Strensall’ and 1937 were inseparable. Enviously, during the last week of term, we watched their final kitting up. For some of our NCOs, this would be their swan song. When school opened again in September, not only would we see a new NCO structure with many new stripes on display, the announcement that we had successfully passed all our tests, meant that next year we would be in No.2 Platoon.
We made our final Dismiss of the year, we handed in all our kit. We closed our desks and sang our farewell hymns. We said goodbye to those friends we would not be seeing over the holidays, and went home determined to forget all about school, but not all about the OTC.
For six or seven weeks we were gong [sic] to be civvies, and catch up with the RAF. There was a lot to catch up in 1937. Aircraft which had been mere specifications in the early Thirties, were now coming into service and their successors were well into the prototype and development stages. The biplanes were beginning to go. Sleek monoplanes were increasingly seen.
Much Lincolnshire farmland was being requisitioned for new airfields. New Squadrons were being formed. They might spend a few months ‘working up’ on Hawker Hinds but once their act was together, they converted to single and twin engine replacements. RAF Scampton, just north of Lincoln, reopened and was home briefly to Barnes Wallis’ first geodetic wonderbird, the Vickers Wellesley. It’s long range capability and load capacity was to equip the RAF’s Long Range
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[picture]
Vickers Wellesley
[picture]
Handley Page Hampden
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ST. VINCENT’S
[picture]
Vickers Wellington
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Fairey Battle
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Development Flight at Cranwell and in the following year it gained the World’s Long Distance Record for the RAF.
A new Bomber Command Group was formed and established it’s Headquarters in a large house and grounds in Grantham, just down the hill from Spittlegate. Within a few years, tis Group would become a legend and it’s Commanding Officer equally legendary. It’s staff increased and the sons joined the King’s School. ‘5 Group’ and ‘Harris’ entered our vocabularies and the plane spotters reported Handley Page Hampdens and Vickers Wellingtons in the skies to the north.
Things were also changing on the Flying Training scene. Now that the threat from the air was more likely to be from the east, Lincolnshire airfields were needed for combat squadrons.
No2. FTS left RAF Digby for safer skies in the south west and two fighter squadrons moved in. They were originally equipped with biplanes, but these were soon replaced by Hawker Hurricanes. No.3. FTS also left Spittlegate shortly afterwards. Spittlegate became a bomber station. Two bomber squadrons moved in, both working up with Hind biplanes but soon converted to Fairey Battles. More changes of personnel and new faces at school. New aircraft to land in over our hea[underlined]d[/underlined]s up Cold Harbour Lane.
We must have been getting older. The summer holidays appeared to be getting even shorter!
Only days after my fourteenth birthday, so it seemed, we were on countdown to a new school year. Destined for the Lower Fifth, we were also at an age when we were growing up the fastest, and by the time school started again, we would have grown out of last year’s clothes anyway. This was not the only criterion. As members of this year’s No.2 Platoon, we would be getting [underlined] Bests [/underlined] as well as Seconds and we must look as correspondingly smart in our Mufti.
We had no sooner got kitted up and drawn [underlined] our rifles [/underlined] (for this year each rifle was to be the personal responsibility of the person to whom it was issued), and had carried out our first parade of the year, when we learned that changes were in the air. It would seem that the Army was to be equipped at infantry level with the new Bren Gun, a highly accurate, easily manageable machine gun to replace the clumsy, heavy and temperamental Lewis Gun which had been the Army’s lot since WW1. These were to be issued at the rate of three to the platoon. Numbers and dispositions were going to be reorganised into a Platoon of three Sections, each of seven men. Of course it would be years before D.P. Bren Guns would be available at OTC level, but from now on we would ‘go through the motions’ as riflemen.
New Drill and Field Training Manuals would eventually arrive. The principal change in drilling was that the new compact three rank platoon could move off smartly in columns of threes rather than having to go through the ‘Form Fours’ procedure which now became history. (Pity in a way. A good ‘Form Fours’ executed smartly by a well trained squad could be a joy to watch). Other foot drill movements were also affected by this new platoon formation and this all took time to master, both in execution and from an instructional point of view.
Generally speaking, this 1937-38 year followed it’s usual pattern of drill and theory sessions, major ceremonials and new challenges. Increasingly, as No.2 Platoon, we were called upon to instruct even though we were still a long way off from wearing stripes. By now we had well mastered the use of the mnemonic of the day, PODEIR. Called upon to instruct, the first thing we had to do was to carry out our Preliminaries, i.e. collecting any necessary gear, getting the squad into the necessary place for the instruction to begin, and to prepare yourself for the task. Addressing the squad, you needed to clearly state the Objectives of the unit of instruction. “Today you will learn how to clean your rifle correctly’. Next, you need to give a clear Demonstration of what you are proposing to teach the squad. This is then followed by a clear Explanation, repeated often enough for the subject to be thoroughly understood.
[underlined]I[/underlined]nterrogation of the squad is carried out to find out if the subject is indeed thoroughly understood. Repetition of the movement or whatever, on the part of the squad is then carried out enough times to insure that the instruction has ‘stuck’.
The routine was interspersed by a number of small but memorable events. One significant, but not previously introduced member of the instructional team, was the local Territorial Depot Sergeant. As ex Regular, he lived in the Territorial Barracks on the far side of the town, coming down frequently to keep a fatherly eye upon all our doings. As we progressed to higher things, squads from Nos.1 & 2 Platoons, as a pleasant change from field exercises on the school playing field, would march up to
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the Barracks for sundry training activities under his instruction. One of the most popular of these was firing practice on the Territorial’s indoor range. If I remember rightly, a thing called a Morris Tube or some such name, could be inserted into the bore of the standard 0.303in rifle enabling it to fire 0.22in bullets, with quite reasonable accuracy. Thus armed, we could carry out single shot, groups and rapid fire exercises, as well as learning Range Discipline. On other occasions, we carried out Gas Drill.
This was still within living memory of the gas attack horrors of the Great War and we, as a nation were still apprehensive of another war unleashing even more horrible war gases on both the military and civilian populations. The Barracks therefore had a Gas Room, in which we were first of all introduced to synthesised odours of Mustard and Phosgene gases. We would then don and learn to adjust an army style gas mask and sit there while the room was filled with tear gas. As you begin to perspire as a result of the claustrophobic effect of sitting there in a hot stuffy room, the tear gas settling on your sweat, starts to prickle like mad.
At this point the Sergeant yells at you to pull your masks off and clear the room IN AN ORDERLY MANNER1[sic]. Half blinded and choking, we clear the room in a most disorderly manner while the Sergeant reminds us that until that moment we had been sitting in a room full of tear gas with no apparent effect and to emphasise the point, makes us redon our masks and go in for another ten minutes. Not one of our pleasantest exercises.
There was one seldom expressed advantage of marching up to and back from the Territorial Barracks. As may be gathered from the previous commentaries, the King’s School was strictly boys only. On the opposite side of the town, and directly opposite to the Territorial Barracks, was the Girls High School and it’s extensive playing fields. Now the headmistress of this school ran it with an iron hand and was constantly complaining to our headmaster that his boys were making a point of parading past her school in order to fraternise with her pupils. As a result, the road past her school was, in term time strictly out of bounds to any boys who did not have to pass that way. Somehow, to the delight of all but the headmistress and her all female staff, our marches to and from the Barracks, not only had to pass her school and playing fields, but seemed to do so when her darlings were doing their jolly hockey sticks or whatever. Discipline was difficult to maintain on both sides of the fence, and the command “Eyes Front” tended to be ignored.
On an even lighter note, we were once again in the Route Marching season. When we were marching through the town and therefore in the public eye, we would ‘March To Attention’ either to some stirring tune blared out by the buglers, or to the accompaniment of pace taps from one of the side drummers. Once clear of the town, the command would ring out “March At Ease”. After a brief period of semi relaxation, someone would start whistling. Unlike today, everyone seemed to ‘Whistle While They Worked’ or went about their daily life. Of course, from early childhood, we had learned of the sad fate of those unfortunate Green Bottles which had been overcome by the effects of gravity. Also, though we were yet to discover the location of that elusive Meadow which required so many men to mow it and why the first man always had to bring his dog along, we nevertheless sang along regardless. These we soon realised, were excellent marching tunes which could be hummed, whistled or sung aloud with appropriate gusto. We also marched to, whistled and sang about the considerable distance between the centre of London and Tipperary (wherever that was). At our age, it was perhaps debatable whether we should be so enthusiastically singing the praises of the Barley Mow, that establishment’s staff and it’s wide range of barrels containing it’s liquid refreshments. Straying a little nearer the edge, someone might start whistling the tune of Colonel Bogey or one of the more liberal minded officers, the army’s less respectable lyrics could be heard quietly sung by those in Nos.1 & 2 Platoon who had been to Annual Camp where apparently there were few inhibitions on such ribaldry. On the other hand, if the Commanding Officer was striding along at the column’s head there would be an immediate command to “March To Attention” which put a rapid end to such lack of good order and discipline.
Armistice Day, Annual Inspection, and Founder’s Day passed sufficiently routinely to leave no great mark on my memory for the autumn of 1937 to the late spring of 1938, and so did the Field Day for that year. Some of us in No.2 Platoon were able to take Service Rifles, which meant that we could fire blank cartridges. We got involved in black market transactions for ‘gash’ blanks. Apparently, at Annual Camp the Army would dish out far more blank cartridges than the troops were called upon to fire, which meant that the pouches of the said troops arrived back far from empty. It was ‘not done’ to hand these in, and the blanks were smuggled home and hidden away from nosey parents until the next Field Day. Now the usual official issue of blanks was rarely more than ten, but somehow
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enough blanks had mysteriously changed hands, (to some advantage to the vendors thereof), so that when an NCO or an officers [sic] called for say “Five Rounds Rapid Fire” , the resulting volley seemed to go on for far longer than was expected., [sic] even after “Cease Fire” was commanded.
So, inexorably, the Summer Term of 1938 heralded more terminal examinations and OTC Tests and Assessments, but this year it was different. We were fourteen years [underlined] old [/underlined], reasonably competent in Arms Drill, had fired on the indoor range, had experienced two Field Days, passed most if not all our annual tests and assessments and were therefor eligible to go to our first Annual Camp with the ‘veterans’ of No.1 Platoon.
Behind all the anticipatory excitement of going to the Annual Camp was the sobering thought that proud as we would be at also moving up into No.1 Platoon, the height of achievement, the primary objective of life in No.1 Platoon would be the one and only opportunity for most of us to pass our Certificate A. For several months we had been working through and revising all the various aspects of the ‘Cert A’ syllabus, and once we started again in September, it would be the final count down to the actual tests which would take place either just before or just after Christmas. Since a large proportion of these tests had direct reference to the experience we would gain at Camp, that week’s activity was never to be regarded as a fun holiday.
[underlined] The 1938 Tweezledown OTC Camp [/underlined]
Following the previous year’s Northern Command’s camp at Strensall, it was now Southern Command’s turn to host the OTC Annual Camp, and for the good of our souls, it was decided to give us the full Aldershot treatment.
Accordingly, The Chosen assembled in Good Order and Discipline on the southbound platform of Grantham Station on the Saturday morning following the end of school for that year. Kitbags had been issued and were now bulging with Seconds, spare clothing, towels and toilet kits, knife, fork, spoon and mug and items of ‘tuck’ and recreation. We were in our Bests, with boots and buttons gleaming in the sunshine, webbing blancoed to perfection.
Ammunition pouches were empty apart from a few surreptitious ‘extras’ left over from the last Field Day. On the other hand, we all bore full Service Rifles complete with Firing Pins and sharp bayonets (None of your ‘D.P. stuff for this week!). We awaited the arrival of the specially chartered train to take us and other OTC contingents from the north.
When it eventually arrived, somewhat late, our demeanour and composure was somewhat discomposed by the howls, jeers, cheers and catcalls from the contingents already on board. Our Commanding Officers [sic] was not amused, ordered us aboard our specified carriage, delegated the stowage of our kitbags and other spare gear and stalked forward with his other officers with appropriate dignity to the First Class carriages.
We quickly discovered that our carriage was sealed off from the others, no doubt to prevent an outbreak of civil war. We settled down to await developments. As the train gathered speed, we were somewhat surprised to observe yards and yards of paper flying past our windows. An opened window disclosed the reason thereof. In the forward carriage beyond us, two extended arms held a vertically disposed bayonet which had been threaded though [sic] a toilet roll. The slipstream was doing the rest. Any attempt to copy this in our carriage was rapidly quelled. The train approached Peterborough station. Through trains were required to pass though [sic] at ten miles per hour giving platform dwellers opportunity to gaze with some interest at a train full of what appeared to be very young soldiers. The train contents gaze back. Suddenly a volley of rifle fire erupts from one of the carriages to the rear. Amidst screams and shouts, the crowd on the platform scatters. Someone pulls the communication cord and the train screeches to a stop. Officers appear rapidly from the forward carriage, Railway Police appear rapidly from their den. Platform crowd emerges from cover. More shouting and commands. Our train is shunted onto a siding. We await further developments. Whistles, jerks and shunting noises from the rear of the train. Even more behind time now, the train moves off. NCOs work down carriage, carefully searching for and confiscating any further stocks of ‘gash’ blank cartridges. We explore the contents of our haversacks. We never did discover the identity and fate of the contents of the carriage we left behind. their unit was reported as ‘Missing Presumed Lost’ on arrival at Aldershot Station which was reached without further incident.
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We were met by army lorries, manned by Regular Army personnel who made it quite clear that henceforth, everything had to be done ‘at the double’. Our camp was to be held on the Racecourse at Twezledown (or was it ‘Twezeldown’ or even ‘Tweezledown’ or …….) Anyway, there was nothing ‘twee’ about it, as we soon discovered. It was next door to the big Aldershot Army Training Camps, whose staffs were right here to get us sorted. We were tipped out and marched off with kit and kitbags to a bell-tented city of hundreds of tents and marquees. Our homes for the week were allocated, into which our kitbags were dumped. We were told to change into Seconds at the double and fall in outside our tents. Marched off (at the double, of course) to a large marquee filled with straw, we were issued with canvas ‘Palliasse’ covers which we filled with straw. Enthusiasm led to over filling and almost cylindrical objects defied all attempts to lie comfortably for the first night or two. (God help any tent with any discarded whisps of straw decorating the hallowed grass surrounding it) Having disposed of these round the interior of the tent, feet to the middle, we doubled off to another tent to collect blankets and a pillow apiece, only to find upon our return, that a rival unit had obligingly collapsed our tents. Such, we gathered from those for whom this was their second camp, was ‘Army Life’. More confusion as we re-erected them, double secured the guy lines and made our beds up into some semblance of order.
We had of course, consumed our travelling rations within ten miles or so of leaving Grantham so that by now, we were ravenous. However, around this time a bugle sounded ‘Cookhouse’ and we all trooped off to the Mess Tents for a ‘tea’ which just about half filled our aching voids. On our return to our lines, we found our tents in the process of being once again collapsed by a raiding party, the ensuing free fight being quickly subdued by some patrolling VERY LARGE Military Policemen.
Our first day at camp was rounded off by the whole camp falling in to the Main Parade Ground, a last time, we experience the phenomenal parade ground voice of RSM Britten, the Senior Regimental Sergeant Major of the British Army of that era, the terror of all ranks below that of Colonel.
We began to appreciate the true size of the OTC movement as rank upon rank of us were inspected by the Camp Commandant. We were, after all only the top ends of our respective units. That over, we celebrated the lowering of the Union Flag to the sounds of mass buglers sounding the Last Post. A mass March Past and Dismiss gave us the false impression that things were over for the day. Back at our tents, we collapsed onto our ‘beds’ only to be hauled out again for camp experienced NCOs to demonstrate how beds should be made properly and how kit should be disposed of in an orderly manner. Having made up our own beds to their grudging satisfaction, we collapsed again. Ten minutes later, and we were up on our feet again as fatigue duties were handed out and weary bodies were despatched in all directions. After all it was high summer with British Summer Time still giving us much lovely daylight which the Army could put to good use.
Utterly exhausted (so we thought), we were delighted to hear some poor bugler still on duty,play [sic] ‘Lights Out’. Ten minutes later (so it seemed) the damned fool was sounding ‘Reveille’. NCOs were whacking the sides of our tents with swagger canes, bearing another load of Fatigue Duties. Groans of recovery were not mollified by the one P.B.I with a watch announcing that it was only 06.00.
Cookhouse wallahs disappeared in one direction while the remainder were shocked into consciousness by the impact of ice cold water in the washlines. Luckily most of us were too young to need a shave, otherwise this would have been an even greater assault upon the senses
Next came the loose scrum brought about by the next priority of the morning – preparing the tents for kit inspection. Luckily, it had been a fine night so that we were able to learn the mysteries and mayhem of blanket folding and kit layout. What it would have been like if it had been (a) raining or (b) we had been the regulation fifteen to the tent compared with our ten or so, heaven only knows.
Halfway through the morning (the boy with the watch announcing that it was now 07.30), more bugling announced ‘Cookhouse’ and hundreds of aching voids stampeded their way to the Mess Tents. We knew where they were by now. There was no need for NCOs to shout ‘Double up There’.
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Army Porridge, Army Eggs, Army Bacon, Army Bread and Army Butter topped with Army Jam were dolloped, dumped and poured into Army Plates and Mugs, and all these were hopefully washed down with Army Tea. I hoped the Tweezledown worms liked the Army Tea, it took some time to discover where the Army Drinking Water surfaced.
Having gulped that lot down, we dashed back to our tents to don Best Uniforms. In spite of much preparatory brushing and polishing, they were deemed to require further spit and polish before we ere [sic] ready for kit inspection and the morning parade. Of course in our haste, our puttees refused to wind at just the right tension and spacing. Somehow we managed to achieve some measure of perfection before our Commanding Officer made his inspection of our lines. Then out to the Main Parade Ground for the Raising Of the Flag, the Morning Prayers (we hoped He would approve of our turnout even if the General’s Inspection found us wanting)
After this, we dispersed. The events of the day and the days which followed have merged into a blur of memories. Of incessant activity of which the major component seemed to be doubling to mess, marching to parades, doubling to lectures and demonstrations, cookhouse fatigues, fetching and emptying, digging and filling latrines, picket duties, cleaning and polishing kit, guarding our rifles with our lives, foot drill and arms drill, kit inspection and foot inspection, lectures when you could hardly stay awake, day exercises, night exercises and ‘dawn patrols’. Then, when they thought that you still had a little untapped energy left, they took us for Route Marches when we found Aldershot’s Long Valley truly lived up to its name. Learning to obey instantly one minute and being prepared to take command the next. Constantly being reminded that the letters OTC stood for [underlined] Officer’s [/underlined] Training Corps, and that we were there to learn and instruct, to obey and command.
Of course there were the high moments as well as the low. The first ride on a tank and the time you were given the controls of the new Bren Carrier. The rifle ranges where we had or [sic] first experience of firing live 0.303in ammunition at ranges up to 500 yards. The day when they felt we were safe enough to fire a Lewis Machine Gun, terror or ecstasy to a fifeteen [sic] year old. Even firing the murderous Boyes Anti Tank Rifle, a right bastard of a gun which fired a half inch copper bullet with a massive brass cartridge. When fired, it would leap six inches up in the air, drove you the same distance backwards, dislocated your right shoulder if you were not holding it correctly and took two of you to carry it. The morning when we threw our first live Mills Grenade. The calmness of the instructors who hustled us out of the throwing trench when a terrified cadet dropped one at his feet. The same calmness when they went out to place a small charge against one which had failed to explode.
It was only a week, but it felt like a year. The boy with the watch was forbidden to tell us what the time really was. Then, at the final concert on the Friday night, when we were all wished the best of British Luck by the assembled Brass, we suddenly realised it was all over. It had been a week of sheer hell most of the time but we wouldn’t have missed it for a moment. We said goodbye to new friends and promised to write – which we didn’t of course. We promised to come back for next year’s Camp – but we never did.
Of one thing we were quite sure. We had arrived the previous Saturday as mere schoolboys but we would be leaving the following morning as soldiers and furthermore, however old we actually were, we were quite sure now that we were GROWN UP
I vaguely remember getting on the train at Aldershot, but knew nothing until being shaken awake as the train slowed down for Grantham Station. When I staggered in through our front door, my mother was horrified at my appearance. She reckoned that I had lost a stone in weight – maybe she was right. She said afterwards, that I drank a pint of milk without pausing for breath and immediately asked for another, after which I slept for sixteen hours without a break – I don’t remember a thing. When I finally surfaced, my father, the Old Contemptible and P.B.I. of WW1, just looked at me and grinned. [underlined] He [/underlined] knew what we had been through
Uniforms and kit cleaned, repaired and handed in. rifle bore ‘boiled’ and oiled, its bayonet emeried up to its appropriate gleam, both replaced in their place of honour amongst the other Service Rifles in the Armoury and for the remainder of the summer holidays, school and the army could be resolutely ignored in favour of things less earthbound.
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[picture]
Avro Anson
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Airspeed Oxford
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Bristol Blenheim I
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FAIREY BATTLE TRAINER
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[underlined] A [/underlined]
Form [underlined] M.T. [/underlined]
460
Officer Training Corps.
CERTIFICATE “A”
This is to Certify that
Mr. Peter Desmond Stevenson of the King’s School (Grantham) Contingent, Junior Division, Officers Training Corps, has fulfilled the necessary conditions as to efficient service, and has qualified in the Infantry syllabus of examination, as laid down in the Regulations for the Officers Training Corps. He is, therefore, eligible for consideration for a commission in the Supplementary Reserve, Territorial Army, Territorial Army Reserve of Officers or Active Militia of Canada.
On appointment to a commission he will be entitled to the privileges conferred on holders of this Certificate as set forth in the Regulations concerned, and to any further privileges that may be authorised after the date of this Certificate.
In the event of a national emergency involving the mobilization of the Regular Army and the embodiment of the Territorial Army, he is requested to notify his address immediately to the Under Secretary of State, The War Office, S.W.1, with any offer of service he may wish to make.
THE WAR OFFICE,
Date March 1939.
[signature]
Major-General,
Director of Military Training.
95360) Wt.13585/6884 12,000 5/38 A.& E.W.Ltd. Gp.698 J.4202
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As usual, there was much to catch up. Once more things had changed at Spittlegate. In the preceding twelve months, it had been decided to move No.3 FTS to safer skies elsewhere, and for a brief interval RAF Spittlegate became a bomber station. Into this had moved a succession of bomber squadrons which were in the process of converting from Hawker biplanes to Fairey Battles. Amongst these were 106 Squadron which we will meet again in Chapter Nine. Spittlegate had also become the base for the No.5 Group Communications Flight. Around this time, the airfield itself was considerably enlarged.
In spite of its close proximity to No.5 Group H.Q. down the hill, they then decided that the existing airfield, notwithstanding the extension which moved the Cold Harbour Lane over several hundred yards, would never be big enough to accommodate the heavy bombers which would soon be coming into service. So, the bomber squadrons had left, and Spittlegate once more became a training station. Coming into service in the near future would be a new generation of twin engine fighters requiring an intermediate stage of training between the Flying Training Schools (such as No.3 FTS) and the operational squadrons. These were to be called Service Flying Training Schools and Spittlegate was now home to the new No.12 SFTS. Equipped with many Ansons, Oxfords, Blenheims and Battle trainers, the volume of Grantham’s soundscape was now considerable, especially as the old WW1 training field on the adjacent hill top, once again called RAF Harlaxton, became Spittlegate’s satellite airfield. Added to this, the arrival of the new North American Harvard, smote our ears with its raucous, supersonic prop tip scream and its near fighter performance. Things really were hotting up over Grantham. Frustratingly so.
Behind all this had been the Munich Crisis, the build up of the Civil Defence organisation, the issue of gas masks to the civilian population, practices by the ARP and the first wailings of the air raid sirens. The war clouds were gathering and increasingly it was becoming ‘When’ rather than ‘If’.
The summer holidays of 1938 passed quickly and the autumn term started with a new feeling of urgency. For most of us, this would be our last year at school, with the School’s Certificate Examinations the following June our primary scholastic target. More immediately, however, were the Certificate A Tests and Examinations of the autumn term.
Our first parade was naturally, a notable occasion. As expected, we were now this year’s No.1 Platoon, and we ‘battle hardened’ survivors were now permitted a further visible sign of our maturity. When not ‘bearing arms’ and on general duties, we could now sport a ‘Swagger Cane’ whose silver cap bore the School’s emblem. This gave rise to some further drill movements which we were more than a little proud to show off to the other ranks, as well as to the general public as we strode our way to and from parades. There were sundry promotions amongst those who had stayed on from the previous year, but we had to await the outcome of our ‘Cert A’ before we knew where we stood on the promotion ladder.
Frantic swotting, sweating and general revision, endless practices and brushing up of our drill and its instruction brought us up to the fateful day when we began taking the written papers. Then followed grilling from visiting examining officers from the Regular Army on the more practical aspects. After this, there were generalised interviews, which were obviously aimed at assessing our potential as ‘officer material’. The examining officers left with their sheaves of paper and their non-committal expressions. We were left to stew.
A week or two later, the grapevine announced that the results had arrived. On tenterhooks, we paraded the following Thursday afternoon and awaited our fate. (Oh how frustrating to have a surname so far down the alphabet!) Private Stevenson P.D was at length called out to receive the coveted cloth star to be proudly sewn onto his left sleeve. At the same time he was informed that henceforth he would be Lance Corporal Stevenson in charge of one of the Sections in No3. Platoon, the which duty he commenced with alacrity – but it was not to be for long.
For it was not just the Certificate A results which had been exercising the grapevine of late. Shortly after his promotion, he, plus a number of others were called upon to appear before a Selection Board which had nothing whatsoever to do with His Majesty’s Army.
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[underlined] Chapter Three The Public School’s Air Cadet Wing (January to August 1939) [/underlined]
As can be gathered from the previous chapter, the OTC was pretty extensive in numbers and scope. I have very little idea of how the Royal Navy set about convincing the schoolboy population that a worthwhile career awaited them in that Service, apart from the known existence of certain schools to which families with a strong naval tradition usually sent their sons. There were also the Training Ships who took in boys of school age and trained them up in the manner of the Midshipmen of old. All this was of course, very much of a coastal phenomenon, until the later formation of the Sea Cadets. The Army therefore appeared to have, in the inter war period, a virtual monopoly of military involvement with the inland schools, with a declared aim of ‘creaming off’ the best ‘officer types’ according to its needs.
With the phenomenal rise in the size and effectiveness of the Luftwaffe during and after the Spanish Civil War, and its obvious close support of the Wehrmacht, even our War Department began to admit, albeit somewhat reluctantly, that the RAF should have some access to the schoolboys who would be the fighting men of a future conflict. It should be remembered that even in the late 1930s, aircrew were predominantly commissioned ranks and that therefore the RAF were also looking for potential officers.
It was finally agreed that a small proportion of OTC cadets, [underlined] provided that they had already passed their Certificate A, [/underlined] and who expressed a preference for service in the RAF, should be allowed to join a ‘Public School’s Air Cadet Wing’, for appropriate pre-entry training by the RAF. No doubt the Army, having spent some four years bringing these boys up to Cert A standard, felt that there was enough Army Esprit de Corps in their veins to render them immune to the blandishments of the Men in Blue.
Each interested OTC would be allotted a small number of places which, added to a similar quota from the Senior OTCs, not already in the University Air Squadrons (the RAF having penetrated to Universities much more successfully) would not exceed a total of two hundred and fifty nationwide. These cadets would still continue to wear their OTC uniforms and badges of rank but would also wear a brassard of RAF colours bearing an Officer’s forage cap badge of ‘Crown and Wings’.
In the case of the King’s School OTC, the initial allocation of places would be seven, which was later increased to eight. The rumours came to a head when a notice to this effect appeared on the OTC Notice Board, which produced an instant effect. Names were rapidly added, including my own, but I had doubts as to whether I would qualify. The scheme was undoubtedly aimed at aircrew potential, and I already knew that my eyesight was not up to aircrew standard. Luckily, the list was not over subscribed. The school already knew that my sights were set on the RAF, and that my service in the OTC had been aimed at improving my chances. I suppose that may have been responsible for me not being struck off the list of those due to appear before the promised Selection Board. Naturally, all the other hopefuls were sons of serving officers and were obviously aircrew material and therefore stood an excellent chance of being accepted. In spite of my keenness, I was more than a little doubtful of my own chances.
RAF Spittlegate, to which our section would be attached, had apparently received directives from on high, duly convened a Select Board and sent them down to hear our respective cases. In our very Bests, with Cert A Star prominently displayed, we were called in one by one. The others went in and after some time reappeared with non committal expressions and told to wait. I was called in last. Acknowledging my best salute, I was told to sit.
As I fully expected, the first question was, as a result of seeing my glasses, what was my eyesight standard. I explained that it had been my intention to apply for a commission in the RAF Technical Branch for several years now, and they would obviously need at least one Technical Officer to keep the other six in the air. From their reactions, I gathered that they had not quite expected this answer from a khaki clad figure. I went on to explain that my one purpose of serving in the OTC was to improve my chances of acceptance, that aeronautical matters had been my hobby for several years and showed my Membership Card of the Air League Junior Section to prove it.
After looking at each other once more, one of them started asking questions about the Theory of Flight, Aircraft Construction and general questions on current aircraft types which I managed to answer without batting the proverbial eyelid. I got the further impression that they were not expecting
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all this from a khaki clad fifteen year old. After a few more minutes of this, I was told to leave the room as the others had done.
The others were called in one by one and emerged with appropriate grins. Then I followed, wondering what my fate was to be. I was told that in view of the fact that only the requisite number had applied and that I had put forward a good case and was already well informed, they would accept me on the same grounds.
We were all ‘agog’, the following Thursday afternoon when an RAF truck arrived to whisk us up and away to the Spittlegate airfield. Feeling very superior, from now onwards we would be leaving the ‘Footsloggers’ down in the town to do their footslogging while we:
‘Slipped the surly bonds of earth, and danced the skies on laughter silvered wings, *
Dropped off at the Station H.Q., we were ushered into the Adjutant’s Office, given our appropriate passes, signed the Official Secrets Act and were presented with our PSACW Brassards., to be proudly worn below our stripes – we all had at least one. From then onwards, it became increasingly obvious that those upon high had issued orders to the effect that all concerned were to do all they could to make up for lost time.
Almost immediately, we found ourselves in the Crew Room being kitted up with flying suits and helmets, shown how to don a parachute and what to do should the need arise. Paper work included local air maps and the signing of the inevitable ‘blood chit’. Out on the tarmac, we were loaded into a couple of Ansons. The ‘Annie’ was originally a small passenger carrying civil plane which had been developed into a very useful maritime reconnaissance aircraft. It also became an ideal trainer, in which role it was equipped with dual control, had space for navigation and/or radio desks, an air gunners top turret and even a bomb aimer’s position in it’s nose. Not called upon to fly high, it had a greenhouse of a cabin with large windows on all sides and room enough to move around. It was a perfect plane in which to experience one’s first flight in a service aircraft. We trundled out to the [underlined] other [/underlined] side of that fence along Cold Harbour Lane, turned about and took off. An hour or so later, we came whistling in after a glorious run around the local area. We even thought we could see those poor footsloggers down there in the school quadrangle. The ‘Annie’ may have touched down but I doubt if our feet did for several hours.
Every Thursday afternoon from then onwards, we were shown every possible aspect of a Service Flying Training School’s activities. We were given lectures on the Theory of Flight, Airframe and Aeroengine construction, Meteorology. Air Armament, Air Force History and Law, RAF Command Structure, and the functions of Bomber, Fighter, Coastal and Transport Commands. On the Station Range, we fired Lewis and Vickers Air Guns and learned to strip and reassemble them and clear stoppages. We took over the controls of ‘Annies’ in level flight (mind you, ‘Faithful Annie’ could quite happily fly along in level flight without your help when it was ‘trimmed’ properly) and we did our best to avoid crashing the Link Blind Flying Trainer. We learned to set up the dropping sequence on bomb racks and how to use the current types of bomb sights, how to guide the pilot on a ‘bomb run’ on the AML Bombing Trainers as well as acting as plotter on the Camera Obscura Bombing Trainer.
Although each one of us had been utterly converted to the RAF as a possible career even before we had become Public School’s Air Cadet Wingers, we were determined to show our new friends in Blue that we knew our drill and we ‘Brown Jobs’ could outsmart them anytime. We were of course, something of a curiosity with our khaki and our puttees and the fact that however old and mature we might have felt, we were still outwardly and obviously schoolboys, but we were schoolboys who were being given the VIP treatment.
At the time, we were green enough to take much of this for granted. Later on, as the war escalated, it became a source of wonder how this SFTS, already flat out on desperately needed pilot training, had been able and willing to devote so much time and effort upon who must have appeared to be such mere schoolboys. Much as we would have liked to believe that it had been recognition of our obvious keenness, behind it all must have been some pretty powerful directives from someone or something high up in the Air Ministry.
*From ‘High Flight’ – One of WW2’s best known pieces of poetry, penned by a young fighter pilot learning his trade at RAF Digby.
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Meanwhile the clock had steadily ticked on. It was now early 1939 and for us in the Upper Fifth, the School’s Certificate Examinations were only a few months ahead, and for most of us the end of schooldays perhaps only a month or so after that. Swotting, cramming and mock examination papers ruled our existence. To add to our fears and apprehensions, the clouds of war were also looming ever closer, but at our age, the prospect of war was always a challenge rather than an actual fear.
By the early summer, most people realised that time was running out. In addition to the rearmament programme which now flat out with most of the local factories changing over to munitions and other war essential work, there were quiet moves to call up reservists. The Civil Defence organisation was largely in place and more and more people were to be seen with civilian duty gas masks and tin hats with ‘ARP’, ‘AFS’ and ‘W’ on them, slung over their shoulders. Suitable cellars were being taken over and converted into shelters. There were practices when we all had to don our civilian gas masks and leaflets distributed telling us whereabouts in our homes were the safest places to take cover. Other leaflets and notices in the papers and over the radio told us of the availability of the Anderson Shelters which could be half buried in our gardens, covered over with soil and the turf of the previously cherished lawn. For those without gardens, the Morrison Shelter was also available. This was like a large steel table capable of preventing the family, sheltering beneath it, from being crushed by a collapsing house.
In spite of all this, neither we nor the authorities, local or national, had any clear idea of what to expect if war was declared. Thanks to the appeasement tactics at Munich and the months which followed, Czechoslovakia and then Austria had been occupied by the Nazis, more or less peacefully, thanks to little or no local resistance. Now the Nazi Hate Machine was being directed towards Poland, but it was known that the Poles, however hopeless their resistance might be against the German Blitzkrieg, would not go down without a fight to the death. Both Britain and France finally came to realise that a stand must be made sooner rather than later.
What we could do to help Poland was unknown, but if we did go to their aid, then our fate might well be massive air raids against which we appeared to have little or no significant ability to resist, let alone retaliate.
This then, was the atmosphere in which we came to the end of our last peacetime school term.
We sat our exams and awaited results. To the dismay of the footsloggers, the Army preparations for the 1939 Annual OTC Camp first of all ground to a halt and were then cancelled ‘in the interests of safety’. Not only did the War Office feel that it was unwise to divert the resources of the Regular Army at such a critical time, perhaps the idea of hundreds of schoolboys massed together in a tented camp, might be politically explosive if they were subjected to air attack.
[underlined] The 1939 Public Schools Air Cadet Wing Camp at Selsea Bill [/underlined]
No such disappointment was to be felt by those Lucky Few in the Air Cadet Wing. The RAF, not to be outdone by the Army, had made their plans for an ‘Air Camp’ at the end of July, and much to our glee and anticipation, they had no intention of cancelling [underlined] their camp. [/underlined] Furthermore, it was going to be organised on the basis of ‘Whatever the Army can do, the Air Force can do Bigger and Better’
By now, being very seasoned personnel (or that it [sic] how we viewed ourselves) we were told to kit ourselves out and with RAF Rail Warrants, to make our own way to Portsmouth without an accompanying officer to tell what or what not to do. Compared with our previous year’s journey to Aldershot which was initially, a bit of a ‘rag’, this journey was a much more sober affair. The nearer we got to Portsmouth, the more Service uniforms there seemed to be, and the less of a curiosity we seemed to be.
Although we had been given a very sketchy idea of the week’s programme, we had no real idea of what was in store for us. On the way down we had come into contact with other small parties Portsmouth bound and the mutual sense of anticipation heightened. At Portsmouth Station, RAF transport was awaiting us and we and our kitbags were whisked away to a tented camp at Selsea Bill, a stone’s throw away from the Tangmere RAF Fighter Station.
Here we were met by RAF NCOs who took us to our ‘homes’ for the week. We were no more than four to a tent and in place of the straw filled palliasses we had at Twezledown, we had proper
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Supermarine Southampton
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Saro London
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Short Sunderland
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Gloster Gladiator
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Hawker Fury II
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Boulton Paul Defiant
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Handley Page Heyford
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Armstrong Whitworth Whitley
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Next day (Monday), began the ‘real work’. At Tangmere, our Anson fleet was awaiting us and after kitting up again we took off and in loose formation, flew up towards London to land at RAF Northolt which was the H.Q of Fighter Command at the time. We were lectured on the command structure of Fighter Command, the disposition of the Fighter Groups and their Sector control rooms. We saw the Northolt Operations Room in action against a simulated air attack on London. It was to be some time before we realised that some deliberate vagueness on their part was disguising the exact nature of certain ‘information received’ i.e. our early Radar system. We toured the hangars and examined at close quarters an impressive array of Fighter Command’s aircraft. They ranged from the last of the four gun biplanes such as the Gloster Gladiators and Hawker Furies, to the latest eight gun monoplanes, the Hurricanes and Spitfires, together with the ill fated twin seat Boulton and Paul Defiant with it’s four gun turret, upon which much hopes had been placed, only to find them sitting ducks for the Luftwaffe a year later. We swarmed all over, under and into these and had their details pointed out by enthusiastic pilots and ground crews. Taken round to the firing range we saw a Hurricane, with Merlin engine at full throttle, loose off all it’s eight guns at a target which disappeared most impressively in the blink of an eyelid. After a lunch (fully up to the standard which we now came to expect from the Junior Service) we adjourned to the tarmac. Seated en masse, we were given a thrilling display of formation flying, aerobatics and dogfighting. Being so close to London, the RAF had opened it’s doors to the media, including newsreel cameramen. In 1989, when viewing an episode in the TV series ‘Fifty Years Ago This Week’ there was a short item on this Northolt display under some caption such as ‘Future Fighter Pilots?’ unbeknown to the those [sic] in the foreground, the camera had panned over our massed ranks, and there, a few feet in front of the lens was the King’s School contingent. Frustratingly, it was off the air before I could get my video recorder in action.
It was Bomber Command’s turn the following day. Once again our fleet of ‘Faithful Annies’ were waiting at Tangmere to take us up to Upper Heyford, a bomber station on which a similar display was laid on. Again Bomber Command structure, history and traditions were explained in detail and its aircraft lined up for our inspection. There were the last of the biplanes and the new generation of monoplanes. Many of these were the ones we were beginning to see in the skies over Lincolnshire, but this was the first time we could examine them in detail on the ground. More demonstrations and displays on the ground and for a lucky few a flight in a Wellington, Whitley or a Hampden. I missed out on that one.
Impressive, if not so aerobatically [sic] spectacular was the air display which followed, and with that we ‘emplaned’ for our flight back to Tangmere. This was our last flight in our Ansons.
It was road transport the following morning, through Portsmouth to Southampton. Awaiting us there were RAF Air Sea Rescue boats which took us roaring down Southampton Water, past the Imperial Airways passenger flying boat base to Coastal Command’s seaplane and flying boat base at Calshot. Once again, we were given the full treatment on Coastal’s organisation, duties and aircraft, both land and sea based, (including it’s extensive pigeon lofts) by its air and ground crews. We saw seaplanes and flying boats launched and beached, rescues of ditched crews and plenty of opportunity to examine exteriors and interiors. Of course, since this was the main base for the Schneider Trophy seaplane races which had given Britain three successive World Air Speed Records, we had to learn all about how the Supermarine seaplanes designed by Mitchell, the ‘First of the Few’ had led the way to the design of the Spitfire.
Then, to our delight, we were ferried out in RAF launches to waiting flying boats. Some of us went out to the graceful Sunderlands and the rest to big but still graceful biplane boats, mostly Southamptons, and Londons. Once aboard, moorings were cast and we taxied out into Southampton Water. With engines roaring and impressive bow waves to port and starboard, we were ‘up on the step’and away into the Big Blue Yonder. (It was amazing how well our organisers had got the Met Office to lay on a full week of wonderful weather! – with the exception of one thunderstorm later in the week which caused a slight diversion) These stately beasts, cruising along at one hundred knots or less, enabled us to emerge into the gunners cockpits at the front and rear of their hulls, so that we could look vertically downwards a thousand feet onto the shipping coming up and down Southampton Water and the naval shipping in Portsmouth Harbour. We renewed our aerial acquaintance with the Isle of Wight and the Yachting round Cowes, had another look down to our camp at Selsea, but all too soon, we were ordered to sit ourselves amidships while the monster prepared to land.
When we had taken off, the roar of the four engines and the strangeness of the take off, had largely drowned the hiss of water against the hull. Now with engines throttled back, we were unprepared for
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sound of contact with the sea. For a second or two, we thought we had landed on a shingle beach!
The following morning, only too aware that today was Friday and therefore our last day, we piled aboard our transport again for the short hop across Portsmouth to the Fleet Air Arm base at Lee on Solent. This was at the time when the Navy had not quite completely taken over from the RAF, and the day was to be a kaleidoscope of Fleet Air Arm, RAF and Navy uniforms. One was never quite such at any one point who was exactly running our show, but it was quite obvious that although they were in last wicket, they were certainly not going to be outdone by what we had received at the hands of the RAF over the previous days. Furthermore, they proposed making quite sure that their share of we ‘likely lads’ would, in time, come their way.
Our day was spent looking at Swordfish and Walrus aircraft, together with sessions on ancillary equipment such as torpedoes and airborne mines, catapult gear and aircraft carriers. At nearby Gosport we went round the workshops where the ‘tin fish’ were being serviced and tested and saw divers being trained in the Diving Tanks. Then after a naval lunch we were taken out in navy pinnaces into the Solent to watch a demonstration at fairly close hand, of torpedo dropping. All in place, the first demonstration was to be by a Swordfish (the ‘Stringbag’ to us by now). Down it came with appropriate dignity, and its ‘fish’ was duly launched. According to the experts in charge of our boat, the drop was a perfect one, cleanly entering the water and at the end of its run, floated gently up to the surface ready to be retrieved by one of the other pinnaces.
In distinct contrast to the bumbling Swordfish with its biplane wings, rigging wires, fixed undercarriage and open cockpits, a long sleek monoplane shape came into view from the direction of Southampton Water, with its torpedo neatly slung beneath, looking far more menacing. Our commentator told us that what we were about to see was still on the experimental list. The aircraft was the Vickers Wellesley, the Barnes Wallace predecessor of the Wellington which we had met on the Bomber Command day. Obsolete as a bomber, the Fleet Air Arm has hopes that the Wellesley would be a faster, longer range, shore based torpedo bomber to replace or augment the ageing Swordfish.
It came in fast and low, and down dropped its fish. There was an immediate sharp intake of breath on the part of our matelots as it appeared to enter the water at a queer angle. A second or two later it emerged at an even stranger angle and appeared to do its best to bite the tail off the Wellesley, which departed at high speed. Striking the water tail first, clouds of spray masked what appeared to be two half torpedoes which promptly sank to groans from the navy accompanied by comments generally in the line of “What can you expect from having to use RAF pilots” and “I suppose some poor bugger is going to have to go down tomorrow to fish out the bits”
We were hurriedly returned to shore, bade farewell and transported back to camp. We were told to start packing for our journey home the following morning. We had noticed a lot activity [sic] in the direction of our Mess Tent and were told to keep well clear until called for our evening meal. During the week, the meals in the mornings were generally informal, but we had tended to be more circumspect in the evenings (as befitted our maturity!) Tonight, apparently things would be rather special and we were to appear as smartly turned out as possible. Also, we were to consult a seating plan and when called upon to do so, be prepared to move smartly and without fuss to our allotted places and stand to attention behind our seats.
When the call came, we marched to the Mess Tent by units, where were [sic] met by RAF Mess Waiters who conducted us to our seats where we stood carefully At Ease. The transformation of our mess tent was astonishing. It was now an Officer’s Mess. The tables in front of us had spotless linen tablecloths and serviettes. Precisely positioned cutlery and tableware, was even graced by flowers and in addition to tumblers and carafes of water, each place had a wine glass!
When we were all in place, all two hundred or so, we were called to Attention and the most amazing collection of ‘Top Brass’ from all three Services entered in immaculate Mess Uniforms complete with Medals, Orders and other marks of distinction. They took their places at the top table, and at a nod from the senior officer, we were instructed to take our seats. We were then [underlined] served [/underlined] by mess waiters. It began to dawn upon us that not only had our mess tent been converted into an officer’s mess, but that we were also being treated as at least potential officers, as well as being regarded as guests of the RAF despite our khaki uniforms and obvious immaturity.
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Between courses we were addressed by one or other of the senior officers of the Fighter, Bomber and Coastal Commands and the Fleet Air Arm. They hoped we had enjoyed our week and looked forward to us joining their ranks. Each was respectfully if enthusiastically applauded. We certainly had and we certainly would, if and when.
Finally, the senior officer turned to the ‘civvie’ at his side who was obviously the guest of honour, and announced that he wished to introduce ‘Viscount Norwich’. A whisper had already gone round the table as to his identity. He was better known to the general public as Mr. Duff Cooper,
At this time, perhaps the most controversial political figure apart from Winston Churchill, he hated everything that Hitler and the Nazis stood for and had been at the forefront of the rearmament lobby from the early 1930s. At daggers drawn with the pacifists and the appeasers, he had resigned as First Lord of the Admiralty at the time of the Munich Pact. Detested by Chamberlain and his government, he was sidelined with Churchill and branded by the Conservative Press as a ‘War Monger’, but that never stopped him voicing his vociferous opinions on every available occasion..
His address was brief and to the point. After giving us a brief resume of the current political situation and the apparent build up of troops on the Polish frontiers, he launched into an attack on Nazism, finishing with prophetic words on the line of “Gentlemen, within a month we will again be at war with Germany, and this time the survival of Britain will be decided in the air” (He might have been two weeks out with the beginning of the first, but he was dead right a year later about the second, by which time Churchill was back and Duff Cooper became one of Winston’s principal ministers)
Duff Cooper’s speeches were known to be great rabble rousers and he certainly got us to our feet. Whereas the Service officers had been given restrained applause, Duff Cooper sat down to crescendo of cheering and clapping. However, we were all astonished when a chorus of booing came from one quarter. Later, we were to learn that the Oxford University contingent had included a number of members of the ‘Oxford Movement’. This had emerged following a highly controversial debate in the University Debating Society at the time of Munich which passed a motion ‘That this house will not go to war for King and Country’. How and why such opinion had attended this camp would remain a mystery. Maybe they had come ‘just for the lark’, in which case it was a pretty expensive lark for the British Taxpayer.
Order restored, we returned to our tents. It had been a great evening and we were naturally elated, but at the same time we were somewhat subdued. Tomorrow, we would be returning to ‘civvie life’, but we had the feeling that we had heard the last notes of an Overture to War, and most if not all of us would be inextricably drawn into that war. The majority of those who had attended were unquestionably aircrew potential, and in the years that followed, I often wondered how many of them made the ultimate sacrifice.
The following morning, tents empty except for neatly stacked bedding, kitbags full once more, we had our final parade and dismiss, we saluted and thanked our officers. We said good bye to our new friends and wished them good luck. We threw our kitbags into the waiting transport and followed them in. at Portsmouth Station, we ‘entrained’ and all too soon it seemed, our kitbags were upon our shoulders once more as we left Grantham Station, and scattered to our various homes in which it seems, we never stopped talking.
After a week during which we had been treated as officer cadets and responsible adults, it was not easy to drop back into being a mere schoolboy once more, even if it was school holidays. However, following the usual practice of these who had attended Annual Camp, my uniforms would stay at home until the commencement of the new autumn term. These were carefully cleaned, pressed and hung away, but my Air Cadet Wing Brassard, prominently on display on my bedroom shelf, was there to remind me when: “I joined the tumbling mirth of sun split clouds, and did a hundred things you did not dream of” (another quotation from ‘High Flight’). Thinking back then and in the years to follow, I often wondered how much it has all cost and whether the RAF, felt in due time, that they received value from their investment
Incidentally, I have it on record that the camp was visited and inspected by Air Chief Marshall Sir Arthur Longmore. I cannot remember now the time and circumstances of his visit, whether perhaps he was one of the dignitaries on the top table at our farewell dinner or whether his visit was at some
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other time. In view of the significant part he took in the formation of the Grantham Squadron of the Air Defence Cadet Corps (which is recounted in the next chapter) it could well be that he was equally significant in the setting up of the Air Cadet Wing. I hope someday, that an inspection of Air Ministry Records might throw some further light on this.
I lost touch with the others who had gone to Selsea. They were all aircrew material and as the only ‘groundhog’, I could well be the only survivor. I must also go back to the school records sometime and find out who, if any, survived. As for the Public School’s Air Cadet Wing, the Selsea camp was most probably its swan song. It could well have died a natural death with the outbreak of war.
My own future was far from clear. I was still dead set on becoming an engineer and now that war seemed imminent, I would be into the RAF as soon as I was old enough and further qualified to do so. There was a 50/50 chance that I might stay on at school in the Sixth until the time came for call up, in which case I would also stay on in the OTC. In the event neither of these came to pass. Naturally I hoped that I would be able to maintain my contact with No. 12 SFTS at Spittlegate. This did happen, though not through the OTC and the PSACW. When it did, it was in very different circumstances.
As will appear in a following chapter, the declaration of war delayed the opening of school until well into the autumn. Eventually, I decided to leave school and start an engineering apprenticeship, This left my ground clear to join the Air Defence Cadet Corps, now well and thriving as its Grantham Squadron, attached to RAF Spittlegate to which I marched as a humble cadet, rather than being picked up by RAF transport and treated as a privileged guest, but that was no grounds for regret.
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[underlined] Chapter Four – The Formation of the Grantham Squadron of the Air Defence Cadet Corps [/underlined]
(and the appointment of its first Commanding Officer)
August 1939, with my feet firmly on the ground after the Public Schools Air Cadet Wing camp at Selsea Bill, this was for me, a time of indecision. For a great number of my school friends, there was no choice in the matter. They would have to leave school and find a job as did most schoolboys at that time. My closest friends were all sons of RAF officers and would all go on to the Sixth Form and on to higher thinks, but what was I to do?
By now, I was equally determined to become an engineer and if possible to combine this with a career in the RAF as an Engineering Officer. The international situation had now moved firmly from the ‘If’ and ‘When ‘state into the ‘How Soon’ and as August progressed, war seemed to be matter of sooner rather than later. There was no question of me trying to join up immediately – there were far too many records about me, civil and military to show that I was only just about to celebrate my sixteenth birthday. ‘Call Up’ would be a good two years ahead and the war, if it was declared, could well have been decided, one way or the other long before that. In the end it seemed to be the best policy to sit tight and await developments. It would undoubtedly stretch our family resource4s for my parents to grubstake for another year or so in the Sixth Form. In the meantime, until the immediate future seemed a little clearer, when at the beginning of the new school year in September, I would be staying on at school.
What eventually did happen, I will hold over to the next chapter, for what I want to do now is to turn back the clock six months or so, or for that matter even back to the first decade of the 20th century..
There can be very few people around who have not heard of the epic first flight of a powered aircraft by the Wright brothers. Of course there had been nearly a century of unsuccessful attempts before that and people like Lillienthal were becoming quite proficient at building and flying man carrying gliders and box kites as well as the well established mania for constructing and flying lighter than air craft. The man in the street was becoming well aware of the fact that the air was the next great adventure.
To encourage ‘air mindedness’ not only in the mind of the man in the street but also in the minds of influential policy makers and financiers, the year 1908 saw the formation of the Air League of the British Empire. Throughout the First World War and increasingly in the post war years, the Air League campaigned vigorously for Britain to take the lead in all aspects of aeronautics. They supported the ‘air circuses’ like Alan Cobham, the legendary Hendon Air Displays, the RAF Station Open Days, and the later Empire Air Days, all at a time when the disarmament lobby was doing its best to persuade the Government to reduce all the armed forces to a state of impotence.
As already mentioned, in the mid 1930s the Air League formed a Junior Section aimed at giving the maximum encouragement to Britain’s youth. Amongst its various publications one now learned that the Air League was proposing to form an Air Cadet Corps.
News of the setting up of an organisational structure and appointment of senior officers, the design of an appropriate uniform and training programmes, was followed by the announcement that the first Squadrons of the ‘Air Defence Cadet Corps’ had been formed in the London area, to be followed by the formation of other squadrons in the Home Counties. Was there any chance that an ADCC squadron might be formed in a little town like Grantham, and if it were, would I be able to join it?
I think I need to break off at this point and name a few names who will become significant later. Anyone who knows anything of the history of the RAF will know that Air Marshall Lord Hugh Trenchard will forever be remembered as the ‘Father of the RAF’. In the post WW1 years, he collected round him a number of young officers, some of whom had fighting experience in the latter years of the war and had served with some distinction in the course of the RAF’s involvement in the policing of the troublesome territories which had become Britain’s responsibility in the 1920s and 1930s. By the time the clouds of war were again gathering in the 1930s, many of these officers were occupying high rank in the various commands of the RAF both at home and abroad. Others, equally distinguished, had reached retirement age but had not retired from public duty.
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[underlined] AIR CHIEF MARSHALL SIR ARTHUR LONGMORE [/underlined]
Sir Arthur Longmore was arguably the most influential of the ‘Founding Fathers’ of the Grantham Squadron of the Air Defence Cadet Corps in 1939, which in 1941 became No.47(F) Squadron of the Air Training Corps, the only ‘Founder’ Squadron on Lincolnshire
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One of the latter was Marshal of the Royal Air Force Sir John Salmond who had been appointed Commandant and Chief Executive of the infant Air Defence Cadet Corps. One of the other officers still in active service was Air Chief Marshall Sir Arthur Longmore. Amongst the many ‘cornerstones’ of the early RAF attributable to Lord Trenchard was the setting up of the RAF College at Cranwell and the College’s third Commandant was Arthur Longmore, who on his appointment took up residence in Grantham where he and his wife quickly became involved in Grantham affairs. However by 1938, Sir Arthur Longmore was O.i/c RAF Middle East but that did not prevent him, when on leave, from continuing to interest himself in the wellbeing of Grantham, and when he was not at home, Lady Longmore was just as dedicated.
I now need to introduce another name who was crucial to the formation of the Grantham ADCC Squadron. Stanley Foster was a successful Grantham businessman, young and active and much involved with Grantham affairs. He was soon elected to the Grantham Town Council and in the 1938 to 1939 Mayoral Year was elected Mayor. Over the years he undoubtedly had much contact with the Longmores, and it would appear that Sir Arthur, well aware of the activities of his erstwhile service colleague who was now Commandant of the ADCC, had suggested to Stan Foster that the possible formation of a Cadet Squadron would be a desirable thing for the youth of Grantham.
Today, the Air Training Corps is very much a part of the RAF and as such it is almost completely funded from the RAF budget, but the Air Defence Cadet Corps before it became the ATC in 1941, was entirely a voluntary organisation. True, almost immediately a squadron was formed, the local RAF gave considerable material help, but a new squadron depended almost entirely upon local sponsorship, donations, subscriptions and fundraising to pay for rental and maintenance of its headquarters, administration, provision of uniforms and other running expenses. It was vital therefore that a well publicised inaugural meeting needed to be held to drum up a considerable level of local support. With this in mind, the Grantham Journal reported in its 7th January 1939 edition that such a meeting was to be held on the following Monday, and for those interested, an ADCC uniform would be on display in the Grantham Gas Company’s showroom.
And so it came to pass, as the saying goes, that on the 10th of January 1939 an inaugural meeting was held in Grantham’s Guildhall, and the Grantham Journal on the following Friday gave a lengthy report on its proceedings. Upon the stage in front of considerable audience of local celebrities, townsfolk and would be recruits, sat an impressive array of ‘top brass’. Centre stage was Stan Foster in full Mayoral Insignia and flanking him was Sir Arthur and Lady Longmore, who in their turn had brought along Sir John Salmond, Commandant and Captain Hazelwood, Area Organiser of the ADCC
In turn each spoke of the desirability of forming a Cadet Squadron and gave an outline of its likely aims and aspirations, whereupon the Chair called for a show of hands to approve the proposed formation. (Carried Unanimously). Next Stan Foster called for generous financial support and within a short time £89 was promised (quite a lot of money in those days) enough to get things moving.
The next item on the agenda was the appointment of Squadron Officers and it is at this point that i [sic] must again break off the narrative to record my own personal involvement in this meeting and that of my father. At the time of this meeting I was still in the King’s School OTC. although nominally I was still a ‘P.B. Infantryman’, I had already been seconded to the Public School’s Air Cadet Wing section. Also it was also in my penultimate term before sitting my School’s Certificate/Matriculations examinations. In spite of this I was determined to attend the meeting whether or not I would be allowed to join. However, my hands would be firmly handcuffed in a manner of speaking.
Recently, we had had a change of Headmasters, in place of the previous somewhat liberally minded head, we now had a rather straightlaced, rather narrow minded, disciplinarian who was determined to uphold the King’s Grammar School image. In spite of the fact that the majority of his pupils were sons of ordinary town and country folk, he did his best to establish a ‘Town and Gown’ separation of the activities within the school and those of the world outside. As we have seen it was usual and expected that at the age of twelve the ‘normal’ pupil would join the OTC. However, if a given pupil’s parents objected to the ‘militarisation’ of their son, he was allowed to opt out and join the ‘gardening brigade’ on Thursday afternoons, but they were nevertheless considered ‘second class citizens’. Out of school, a boy might join the Scouts but this again was somewhat discouraged.
When the idea of the formation of the Air Cadet squadron was mooted, he came down with a firm edict – no King’s School pupil was permitted to join the ADCC if he was already in the OTC. This effectively tied one of my hands!
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[photograph]
COUNCILLOR S. FOSTER
Mayor-Elect of Grantham, 1938-9
Councillor ‘Stan’ was one of the most popular and enthusiastic Mayors of Grantham in the 1930s and 1940s, and it was during his time as Mayor in 1938 that he was instrumental in the staging of the inaugural meeting in the January of that year which led to the formation of the Grantham Squadron of the Air Defence Cadet Corps. He not only chaired that meeting, became an enthusiastic member of it’s subsequently appoined [sic] steering committee but also ensured that the Squadron enjoyed the full support of the Borough Council. Accordingly he has every right to be regarded as one of our principal ‘Founding Fathers’.
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My father’s outlook was equally firm. For a number of years matters aeronautical had tended to occupy a higher priority for me than my schooling, in spite of a sudden new found determination to catch up lost ground, I still had a lot of lost ground to catch up. My father’s foot went down firmly – “Your Matric Exams are coming up in a few month’s time and you are already in the Public Schools Air Cadet Wing. No way will you be allowed to join anything else. Subject closed!”
“But I still want to go to the meeting to find out what it is all about”
“All right then, but only if I go along with you to make sure that you don’t do anything silly and get yourself signed up” – And so we both went!
In view of what was to happen next, it would be appropriate to outline my father’s previous history. Philip Stevenson was born in Grantham in 1895 and was educated at the Sedgebrook Grammar School which later merged with the King’s School. After leaving school he spent a year or so as a cub reporter with his father who was a journalist and branch manager of the Nottingham Guardian Group. Aged nineteen at the outbreak of the Great War in August 1914, following the patriotic fervour of the time, he immediately volunteered for the Army, eventually joining the Seaforth Highlanders. After infantry training in Scotland, his Battalion was sent over to France where he took part in the battles during the retreat from Mons during which he was slightly wounded and received his first ‘Mentioned in Dispatches’. Returning to the Front he survived the various skirmishes during the winter of 1914/15, but when the Spring offensives flared up, he was seriously wounded in the battle of Neuve Chappelle. Invalided home with a further ‘Mention in Despatches’, the award of the Meritorious Service Medal and the Mons Star, he spent the next eighteen months in various military and convalescent hospitals in the Harrogate area. Assigned to light duties he was seconded to the Headquarters Staff of the Ripon Reserve Training Establishment, one of the largest Army training setups in the country at the time, responsible for the infantry training of some twenty six thousand recruits per annum. There he quickly made his mark, was promoted Sergeant and became Personal Assistant to the Commanding Officer.
Demobbed, all the ‘Land Fit for Heroes’ could offer him by way of a job was clerk to the Grantham Borough Police Force which in the 1920s boasted a Chief Constable, two Sergeants and ten constables to provide a 24/365 service for the good people of Grantham! A dead end job, he stuck this for several years but by 1927, married with a young son, he decided to try for a better life in the United States. However before he could bring his family over to join him, all his available capital was lost in the Wall Street crash and it took him nearly a year to save enough money to pay for his ticket home. When he eventually arrived back in Grantham, he did have something in his favour. In the States he had become a quite proficient ‘hard sell’ car salesman and it was not long before he managed to get a job as salesman to the local Ford dealer. In spite of the deepening depression of the early 1930s, he was able to make quite a few successful ‘sells’, particularly to the local RAF personnel (who seemed to be the only sector of the community with money to spend on cars!) During the course of these negotiations he got to know quite a few of the RAF officers at RAF Spittlegate/Grantham, the new No.5 Bomber Group Headquarters and at RAF Cranwell. Significantly, these included Sir Arthur Longmore who, succumbing to Philip Stevenson’s powers of persuasion, ‘bought Ford’, and it would appear that during sundry conversations, Sir Arthur learned quite a bit about Philip Stevenson’s past military history and experience.
So, back to the inaugural meeting and the point in the agenda where officers for the new cadet unit were to be appointed. Obviously the first of these would have to be a Commanding Officer. Before anyone else could start to nominate somebody, Sir Arthur, pointing to my father said “Mr Stevenson is our obvious choice. He has all the necessary military administrative experience we need”. (Or words to that effect – this was nearly seventy years ago). Point taken. Carried unanimously. Signs of embarrassment on the part of my father but, since I had noticed that as the previous proceedings had obviously aroused in him more than a little interest, he accepted his nomination with creditable alacrity.
Further nominations and volunteering filled the remaining vacancies for Adjutant and the four flight commanders which our possible cadet roll could justify, and the final item on the agenda was the enrolment of recruits. The audience certainly contained a high proportion of hopefuls and these formed an orderly if excited queue at the desk set aside for the purpose. Prominent amongst these was the first cadet already in uniform. For the purpose of the meeting, the uniform which had been on display in the town had been adorning the body of Tony Teague, who I suppose can be considered as Grantham’s first ADCC cadet.
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As the Grantham Journal reported the following Friday, the evening’s activities resulted in the initial recruitment of 45 cadets. The new squadron’s strength might now be six officers and forty five cadets amongst whom would be found Mr. P.P.L. Stevenson – Commanding Officer, but sadly and frustratingly, not Peter D. Stevenson amongst the enlisted recruits.
My father and I had much talk about on the way home and over the next few days.
The Grantham Journal really took us to heart and practically every issue from the [sic] on contained news of the increasing tempo of the new squadron’s activities. In the January 14th edition they not only reported at length the inaugural meeting but also included a picture of Sir John Salmond, Sir Arthur and Lady Longmore, and Stan Foster. The following week they reported that the subscription list had doubled to £167. On the 28th January there was a report on a meeting at Elsham House, the Longmore’s home, during which a support committee was formed, Messrs Stevenson and Ruxton were officially appointed Commanding Officer and Adjutant respectively.
On the 4th February it was reported that ADCC Headquarters had officially confirmed the setting up of the Grantham Squadron and the official appointment of Cadet Squadron Leader P.P.L. Stevenson as Commanding Officer, Cadet Flight Lieutenants A. Chapman, F.F. Hall, I.G. Smith and G. Widdowson as Flight Commanders. It was also reported that a Headquarters building had been secured. (This was the Victorian town house building on St. Peters Hill next door to the General Post Office which was to be the home of the Grantham Squadron throughout the war years. It had been unoccupied for a number of years and had the advantage of having a useful number of large and small rooms as well as the remains of a large walled garden which, when cleared, made a useful Parade Ground)
On February 11th, the Journal reported that the Squadron had been officially affiliated to No.12 SFTS at RAF Spittlegate. The 25th February edition published a photograph of recruits being medically examined, and that 48 cadets had now been accepted and fully enrolled. The first batch of uniforms had been ordered, the first lectures had taken place, and a first party of cadets had visited No.12 STFS at Spittlegate.
I am not sure now at what point in time another very important personage joined the ranks of the new squadron. Fred Dawson was an ex-Coldstream Guards Sergeant who had a most impressive list of accomplishments of value to our Squadron. In addition to being an excellent drill instructor, he had in his time been a Physical Training Instructor, Army Boxing Champion and coach, a Black Belt Judo Instructor, a born leader with a genuine interest in bringing out the best in boys. For all that, he was not exactly the easiest person to get on with and had a short fuse when it came to suffering fools gladly. Anyway, he very soon made his presence felt, instructing cadets and officers alike in the niceties of foot drill and soon sorted out a short list of cadets who were potential N.C.O. material. Originally titled ‘Sergeant Major’ in the A.D.C.C. days, he became Cadet Warrant Officer when the A.D.C.C. became the Air Training Corps in 1941. Following the age old traditions of Sergeant Majors and Warrant Officers, he soon took upon himself the aura and responsibility of the second most important person after the Commanding Officer (with whom he reserved the right to disagree forcibly if he felt the circumstances warranted). He served with the Squadron until 1943 when he got at cross purposes with the C.O. over something or other, whereupon he thumped in his resignation. However, when the war ended and the Squadron had a new C.O., he once again became ‘S.W.O.’ for a further spell of duty.
On April 22nd 1939, the first picture of the cadets in uniform was published together with one showing the complete squadron on parade on the Grantham Cricket Ground.
By this time, the Squadron had be [sic] officially numbered No.47. At A.D.C.C. Headquarters back in 1938 had decided that all the Squadrons which had come into being in that year would be designated ‘Founder’ Squadrons. In the event, the number of squadrons which had actually been formed before the year’s end just fell short of the magic number ‘50’, so the powers that be relented and awarded coveted (F) to the first fifty, and Grantham at No.47 just scraped in and to this day proudly calls itself No.47(F) – the only (F) Squadron in Lincolnshire.
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The Squadron was now well up and running and all through that last summer before the outbreak of war, squadron progress and achievements was steady and noteworthy.
On June 3rd, the Squadron proudly presented itself in Ceremonial Order for inspection by Sir Arthur Longmore. ‘Father of the Squadron’, no doubt having been kept fully informed by Lady Longmore who had worked tirelessly in the background supporting and encouraging ‘her’ squadron!
Regrettably however I was, during these formative months a watcher from the wings. However at least I had the Commanding Officer across the dinner table who was able to give me a daily running commentary on the way things were shaping up. of course I was as jealous as hell, not being able to join in with all the ‘fun and games’, but my father, with his Commanding Officer’s hat on, was quite adamant that I would not be able to take part in any way in Squadron activities until I was entirely free to join as a normally recruited and enrolled cadet. That of course could not be until I had left school, the O.T.C. (and the Public School’s Air Cadet Wing and passed my terminal examinations – he had a point!
So far as the Squadron was concerned, perhaps the high point of that summer’s activity was when a small and favoured group of cadets went over to Great Hucklow in Derbyshire a [sic] had a week’s gliding camp. Naturally I envied them greatly but was more than compensated by the stupendous time I was having at the same time at the Selsea Bill camp.
It is all a long time ago now and any of those teenage cadets who may be still alive today, are now in their eighties! My great hope is that one day I can locate one of those first A.D.C.C. Cadets who can still remember those early days and fill in the gaps in my narrative.
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[underlined] THE HEADQUARTERS OF No.47(F) Sq. ADCC/ATC on St. Peter’s Hill, Grantham [/underlined]
[photograph]
[underlined] GRANTHAM BOROUGH COAT OF ARMS [/underlined]
[underlined] AIR LEAGUE OF THE BRITISH EMPIRE MOTIF [/underlined]
[picture]
[underlined] THE CAR STICKER I DESIGNED FOR THE 1939 ADCC FUND RAISING CAMPAIGN [/underlined]
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[underlined] Chapter Five – ARP Messenger P.D. Stevenson. ‘Goes to War’ [/underlined]
Several times in previous chapters I have referred to the ‘Phoney War’, that period from the declaration of war by the Allies on September 3rd 1939 and the Spring of 1940 when the ‘Hot War’ started with the invasion of Norway, Denmark, Holland, Belgium and France by the Nazis. How did this affect us down at ground level in Grantham?
Through the dark days of 1938 and early 1939, against a programme of appeasement on our side, Hitler had progressively occupied country after country without serious opposition by means of apparently overwhelming strength of arms. Then, in August 1939, he invaded Poland and for the first time came up against real and fanatically dedicated opposition, in spite of the relative weakness of the Polish Army and Air Force.
Propaganda films from Germany had got us used to seeing superbly equipped and disciplined German troops goosestepping into whichever country he chose. Now we saw in the newsreel and newspaper stills, these troops in action, backed up by dive bombing and ground strafing by the Luftwaffe, and began to realise what ‘Blitzkrieg’ really meant in practice. We saw what the cost was to the Poles, but what we did not know, was the price paid by the Germans.
Many, if not most people in Britain honestly believed that this ‘Blitzkrieg’ would be immediately called down upon us as soon as we declared war in honour of our recent pact with Poland. We felt we had good reason to be worried in Grantham. For a start, it was an important communications centre. The A1 passed right through the centre of the town and at one point it was so narrow that a single bomb could block it completely. At three other points it passed over or under the main east coast railway line and again at these points, a single bomb could block both lines of communication. It was also a principal junction point in the rail network with important branch lines to the east, north and west.
At that time Grantham also had a considerable military significance. Spittlegate Airfield, a mere mile or so from the centre of the town had been an important air base since WW1. It was now the hope of an important flying training school, operating round the clock to train up pilots for future combat and it has a satellite airfield a mile or so away on the opposite hilltop, also flying round the clock. In 1936, a large house and grounds in the south east of the town had become the headquarters of Bomber Command’s No.5 Group which was to become a legend in the bomber offensives later on in the war. All these facts, we felt sure, were well known to the Luftwaffe.
Grantham was still a very important heavy engineering industrial town with a considerable potential for the production of war material to which it had been rapidly changing over the past year or so. The main factories were largely concentrated in the south of the town and were surrounded by large concentrations of their workers houses.
Finally, and perhaps most importantly, a very modern highly equipped factory ‘British Manufacturing and Research Co. Ltd’ (BMARC) or ‘Marcos’ to the locals) had been built to mass produce the Hispanio Suiza 20mm aircraft cannon and it’s ammunition. At this time this was the only cannon factory in the U.K. and would be forever famous for it’s part in the forthcoming Battle of Britain and the subsequent air battles.
Therefore, we were quite sure that Grantham, as a primary strategic target, would receive early attention from the Luftwaffe, and although it did not do so the day war broke out, we did not think that we would have long to wait.
Now that the subject of air raids has been introduced, it might be well to digress a little onto the subject of air raid warnings, since these were to intrude so frequently into both our public and private lives.
In those very early and rudimentary days of Radar, then known as ‘R.D.F.’ or ‘Radio Direction Finding’, a chain of large signals stations along the east and south coasts were set up, each with four huge aerial pylons and associated buildings. One of these pylons still stands at Stenigot on the top of the Lincolnshire Wolds.
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These ‘Chain Home’ stations could relay back warnings of the approach of enemy aircraft to the Fighter Command Group Headquarters who in turn would alert the ARP organisations in the threatened areas. These radar stations could only face out to sea and could not detect aircraft which had passed behind them. The responsibility of keeping a track on them now passed on to the Royal Observers Corps who would similarly keep Fighter Command, and thus the ARP, fully informed.
From the Munich Crisis in 1938 onwards, Civil Defence had been progressively stepped up. starting with the hopefully reassuring issue of gas masks to the setting up of Wardens, Casualty and Rescue, Demolition, Gas Detection and Decontamination, Evacuation, Emergency Shelter and Feeding organisations and teams, ARP had moved on in the last months of peace to the sandbagging of key buildings and the provision of public air raid shelters. The general public were also encouraged to build their own shelters. Many thousands of kits to build the earth covered Anderson Shelters (which could be built in one’s back garden) or the steel table like Morrison Shelters which could replace the dining table indoors if one did not have a suitable garden area.
With the approach of war, the ‘soundscape’ of Grantham had also changed significantly. The starting and stopping times of the shift workers in the various factories had for more than a century, been announced by a great variety of steam or compressed air whistles, horns, hooters and even the occasional bell. (If we were temporarily transmitted back to the Nineteen Thirties, we might well be astonished at the amount of whistling and hooting which went on at certain times of the day!) It might also be remembered that the Great Depression was but a few years back and that in spite of the urgent rearmament programme, we had not yet reached full employment. The shop foreman’s authority was still absolute and he could sack you on the sport [sic] if you were a few minute’s late more than once a week. If you were a factory worker, your life was indeed ruled by the factory’s hooter. For the matter, most of the townsfolk measured the passing of the day by the hearing of the various hooters rather than looking at the Town Hall Clock or looking at your pocket watch.
As Grantham geared up for war, these were all ‘grounded for the duration’ so far as the workers were concerned. ‘Marcos’ had been the first and only factory to have installed a ‘new fangled’ American style electric siren, which is now forever remembered as the wartime ‘Wailing Willie’. Until such time as others were installed elsewhere in the town, this would be our first warning that enemy aircraft had been detected crossing the coast. This ‘General Alert’ state would exist until the Observer Corps reported that the enemy were now within twenty five miles of the town. Then one of the steam hooters in one of the factories would sound off a number of blasts. This was the signal for all and sundry to drop everything and dive for the shelters. These blasts were promptly christened ‘The Pips’ and for the next few years would rule our lives also. So much so that at the end of the war, all factory hooters and sirens were banished from our lives and only the sirens were retained as flood warnings and other civil emergencies.
All this and other ARP procedures had been exercised on quite a number of occasions before war was declared, as well as preparations for a total ‘Blackout’. On that fateful day of Saturday 3th, all street lights and other exterior lighting was extinguished until the threat of air raids ended nearly five years later. Millions of yards of black cloth blackout curtaining had been issued or purchased and blackout screens constructed, so that no chink of light could aid the marauding bomber crews. All car, lorry, bus and even cycle lights had to be fitted with hoods so that the light could not be seen above waist level. If you had a torch, then it could only be shone downwards and the Warden came down on you with a ton of bricks if you lit a cigarette or pipe without a shaded match!
A somewhat lengthy digression perhaps, but appropriate to what is to follow for now we come to that fateful day. One of the corner stones of my career as an engineer was undoubtedly Edward Elms. He had been the head of army apprentice training in WW1 and in the 1920s, during which time he had been Commissioned and had attained the rank of Captain before returning to ‘civvy street’. In the mid 1930s he had joined the teaching staff of the King’s School. Up to that time the Kings had been a typical Grammar School accepting the need to teach Physics and Chemistry and, for the less technical, Biology. Reluctant acknowledging the fact that the majority of it’s pupils would never go on to University and that most likely a goodly proportion of them would go into the town’s industries, it had been decided upon high that the school would break from tradition and build a build a craft workshop in which the (regrettably) technically minded amongst it’s boys could learn the rudiments of wood and metal working and technical drawing.
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Though he was officially referred to as ‘Captain Elms’, having a head of dead white hair, to us he was always ‘Snowy’. He was always a strict disciplinarian while on duty and could have a short fuse at times, but he soon became a hero to those who worked in well with him and measured up to his high standards of workmanship. By 1939 I was his willing slave and allowed great freedom of action in his workshop. As the most practically minded of the masters, he soon became ‘Mr. Fixit’ and we did many extra curricular jobs together. It was not surprising therefore that when Snowy stated that he had bought a set of Anderson Shelter bits and pieces, we were both to be found in his back garden creating havoc on his cherished lawn. We had reached the point where the appropriately shaped hole had been dug, the soil stacked nearby and a start made on the assembly of the corrugated iron pieces, when Mrs. Elms came out to say that Mr. Chamberlain was to [sic] about to make an important announcement on the ‘wireless’. We listened in silence as he made that now famous speech which ended with the fateful words “….and it is my duty to say to you, that a state of war now exists between Great Britain and Germany”. Snowy broke the ensuing silence with “I suppose we had better get it finished”, so back we went into the garden.
We had not been working long before Mrs. Elms came out again to say that her father was on the line and wanted him urgently. Now, it might be said that Snowy’s wife happened to be the daughter of the District Council’s Director of Education. Be that as it may, the fact was that the said Director of Education was also now something high up in the Civil Defence for the area. It would now appear that the Civil Defence people had realised that if the Luftwaffe decided to have a go at Grantham’s industries, the main telephone exchange was well in the line of fire. If it got knocked out of action, communication would be lost between the Civil Defence Headquarters and the various ARP Posts around the town.
The gist of the message was, could Snowy organise ASAP a corps of ‘likely lads’ to act as ARP Messengers who could carry essential messages through Hell and High Water if the phones went dead. He came out into the garden with an urgent expression on his face.
“Drop everything” (or words to that effect) “Get on your bike and find as many boys over sixteen as you can and tell them to report to me. While you are doing that, I will find out how many the HQ and the Posts want messengers. As the boys come in, I will allocate them and arrange for the necessary kit. Oh, and by the way, you are Number One”
There followed a hectic day. I was able to contact a number of erstwhile Fifth Formers who were either waiting for the school to reopen or, having left, had not yet started work. In addition, I was able to contact a number of ADCC Cadets who were over sixteen and would be willing to ‘work nights’ as ARP Messengers. Suffice it to say that by nightfall, we had a messenger in each of the ARP posts and several at the ARP Headquarters, and in the days which followed, we were able to recruit enough to give each Messenger ‘three nights on and one night off’. All that remained was to wait for the action to begin.
We found that a goodly proportion of the ARP Posts were situated either in the outbuildings of pubs or not far away from one (Surprise, surprise!). I was not all that pleased to find that Snowy had allocated me to the Post nearest to his home and that too was in the back building of a pub. In compensation though, Messengers were to be paid, not a great amount, but better than what I got when I started as an engineering apprentice a month or two later.
Although later we were to have armbands and tin hats with ‘M’ upon them, that first night we would have no distinguishing marks, so it was decided that where we had a uniform, we should wear it. At nightfall I made my way across town and up the hill to my allotted post wearing my OTC uniform but now equipped with a tin hat and a civilian duty gas mask, basic rations for the night and feeling very official and ready for the worst. Having reported to the Head Warden of this particular post, an outbuilding more or less unrecognisable under hundreds of sandbags, I was given a quick tour of it’s layout and equipment. Warden’s gear, gas detection and decontamination, search, rescue and demolition gear, first aid gear, stretchers, blackout and gas screens and bunks for those who were not outside on duty.
Following this was a load of information on the organisation of the ARP at Post and Sector Level and communication with the ARP Headquarters in the Guildhall.
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This had all taken some time and we, that is the Head Warden and his No.2 (who was on duty that night) and myself, had no sooner sorted out who was going to be on standby and who could kip down on the bunks for a while, when our first ‘Distant Alert’ was sounded. Marco’s ‘Wailing Willie’ sounded for real for the first time and the heartbeat of Grantham started to flutter.
There have been many stories of the air raid warnings which sounded off in the London area not long after Chamberlain had finished his announcement. In Grantham we missed these, which we blamed on jittery fingers down south, but for all that, we felt sure that Grantham would get a right pasting much sooner than later.
The phone started ringing and we all started putting our gas masks and tin hats ‘at the ready’, trying hard to disguise our own flutters. A few minutes later, breathless figures were heard pushing their was [sic] through the blackout screens. Having reported and collected their gear, they left for their dispersal and patrol areas.
After a brief pause, we were then presented with our first casualty. The curtains parted and a helmeted figure wearing a gas mask, staggered into the room, collided with an equipment stand, collapsed on the ground and passed out cold! We stretched him out, removed his sweat soaked facepiece. Gasping for air, and much to our relief, he began to revive. The face began to resume a normal colour but for all that, the Head Warden did not like the looks of him and called for an ambulance to take him off to the local hospital. It later transpired that he, a fairly corpulent man in his fifties, had immediately donned his gas mask when the siren had sounded and had started to cycle furiously up the steep hill which led up to the ARP Post. Furthermore, he had neglected to soap the inside of his gas mask visor so that within minutes his perspiration had completely fogged his vision. In the blackout, he had collided with the kerb several times and come a cropper each time. a small incident perhaps amongst the thousands of more dramatic ones which would happen in Grantham over the next year or two, but remembered long after we had become inured to shocks and surprises.
On this occasion too, this was a false alarm. The All Clear was sounded shortly afterwards, the Wardens reported back, took off their gear and departed thankfully if uneasily, and we went to our bunks for the rest of the night.
The night flying aircraft from the Flying Training School and the nearby Bomber Command bases which had been hurredly [sic] grounded, were soon aloft again which, in a way was reassuring as the silence before the All Clear had been uncanny. For months now, only very bad weather had given us a night free from aircraft noise. This silence, if only for a short while on an otherwise fine night, had brought up all ears, straining to detect a different engine note.
In the nights and weeks which followed, we had quite a number of General Alerts and a few ‘Pips’ which caused an even greater straining of ears.. [sic] With the urgency upon us to train up every available pilot, the RAF decided to fly on during General Alerts and only ground their aircraft during the most likely of the Local Alerts. With the sky full of circling Ansons, Oxfords, Battles, Harvards Trainers, and Hampden Bombers, it was next to impossible to sort out the odd Ju88, Dornier or Heinkel. Many of these alerts would be merely precautionary but there were quite a few genuine intrusions as ‘Jerry’ probed our defences in the same way as we were probing his. Although there had been by this time, quite a few daylight incidents by and on both sides, as yet the air war at night had not developed into the holocaust we had been led to believe. There had been a tacit reluctance on both sides to accept responsibility for being the first to cause civilian casualties.
As September drifted into October, the ‘Phoney War Blues” began to creep in. as false alarm followed false alarm, sheer inactivity began to erode the initial high morale and dedication of the first few days and destroy the underlying sense of purpose. Some of the Wardens on duty soon discovered that the landlord of the adjacent pub was not averse to leaving his back door open after closing time. On a number of occasions I had to do a quick cover up job when, as being apparently the only one on duty, I had to ‘go fetch from the toilet’ or whatever when some senior ARP man or the police made an unscheduled visit. There were occasions when I wondered if the Wardens were going to be capable of coordinating their own movements let alone those of the sector wardens if the sirens went.
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Sometimes we only just made up our team of Wardens as some of them had drifted off to other jobs. The Messengers too began to drift away. By the beginning of October, there was talk of the schools opening again and the sixteen year olds who had been planning either to go back to their Sixth Form or to find jobs began handing in their notices. I was beginning to feel restless too. On a number of occasions I felt sure that I had been sent off on a fool’s errand just to prove to Headquarters that someone was on duty at the Post.
In the meantime, I had being [sic] doing quite a bit of research. Part of this was into what the RAF expected of me when the time came for me to register for military service and partly into what I could do constructively with the year and a quarter which intervened. When the time came for the school to reopen, I had already decided that, since the University route to engineering qualification was now ‘closed for the duration’, another year or so in the Sixth would serve no useful purpose. It became obvious that making a good start on an engineering apprenticeship combined with the Ordinary and Higher National Certificate in Mechanical Engineering courses which would eventually lead on to Corporate Membership of the Institution of Mechanical Engineers, would be a good bargaining point when it came to my appearance before the appropriate Selection Board.
So, where to start. There was still no sign of the local Technical Institute opening. This would be the bottom rung of the National Certificate course, but at least I could do something about starting and [sic] apprenticeship with one of the local engineering firms.
At that time, Grantham had three major engineering concerns and a number of smaller ones. Of the former, Marcos were out for a start. Flat out, working three shifts, seven days per week, all they wanted were unskilled machine operators and assemblers. If you started with them, you would be put on a machine and once you had mastered it they would clap a ‘Reserved Occupation’ order on you and you would be stuck on that machine for the rest of the war. They didn’t want the bother of apprentices.
The other two big companies were of world fame as fine engineers and had very sound apprenticeship schemes, but by early October their apprentice intake was already full and as soon as they heard of my ambition to go into the RAF as soon as they would have me, they firmly showed me the door.
This left the smaller companies. One of them again had a good apprentice programme but this too was already full.. I began to despair, but at this point my father stepped in to take a hand. A friend of his was the Chief Engineer of a small American firm making coal mining machinery. Admittedly they only had an assembly shop with a few simple machines. They had no facilities for the other manufacturing processes in which practical experience was necessary for eventual qualification. Following a successful interview with him, he agreed to take me on as an apprentice draughtsman for the couple of years or so before my callup. (Of course, as in the case of the First War, there were still a large number of people who blithely believed in the old ‘Over before Christmas’ nonsense, but most people were resigned to the fact that we were most probably facing up to a long hard fight which we had only just started)
At first I was none too enthusiastic. Although by this time, having been taken round the workshops, met the Foreman and seen the product, and had got a fair idea of what the company stood for, I was still ‘Johnny, Head in Air’. Later on in the war in a dramatic semi-documentary film about the RAF and the families involved in it, there featured one of the most famous little poems of the war. It started with the two lines:-
Do not despair for Johnny Head in Air,
He sleeps as sound as Johnny Underground
Now for me, Johnny Head in Air, you could not get anything so Johnny Underground as a Coalcutter. However, it seemed as good a place to start as any, and so a starting date was agreed upon, and I went away to ‘put my affairs in order’
My first job was to hand in my notice as an ARP Messenger. I was not popular and made to work my week out. I was no longer a Messenger.
My next job was to go to my OTC Commanding Officer and tell him that I had decided to leave school and therefore would no longer be one of his NCOs and therefore may I hand over my OTC uniforms and the other equipment. Expressions of regret and offerings of good wishes.
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I then went to Snowy Elms to tell him that I was not only leaving the Messengers but I was also leaving school. Even more expressions of regret and more good wishes.
Next to the school office to say that I would not be coming back to school when they decided to open again. My departure suitably recorded. I was no longer a schoolboy. I was instructed to white to the HQ of the Public School’s Air Cadet Wing to say that, having left school, I was therefore no longer in that organisation. (I never got a reply so I assumed that it had died a natural death with the outbreak of war) I was no longer a PSACW Cadet.
Having done all that, I paused for breath and asked myself what was left? The answer was that I was now a mere sixteen year old ‘civvy’ waiting to start off as an apprentice next Monday morning at 7.30 am sharp. (What happened then is, of course, quite another story)
But, and it was a big but, [underlined] I was now free to free to join the Grantham Squadron of the Air Defence Cadet Corps! [/underlined] And that is a matter for the next chapter.
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[underlined] Chapter Six I Join No.47(F) Grantham Squadron Air Defence Cadet Corps [/underlined]
By the Autumn of 1939, the Squadron had been in existence for some eight months and had become a smart, well disciplined and well organised unit. Basic training was well advanced and the roll count had passed the hundred mark. A few of its cadets had already registered for military service and there had been a few changes in the command structure as one or two officers had been called up. In addition to the officers, the squadron had a number of civilian instructors, notable amongst whom was one of the principal civilian signals instructors from the Radio School at Cranwell. He was to serve us faithfully through all the war years, and the name ‘Betts’ was to be ever associated with the ‘beeping’ of morse buzzers which seemed to be a constant background to our evening parades.
Our association with RAF Spittlegate had, over the months, become very close and practically every parade saw at least of one of their instructors down at our Headquarters holding forth on a wide variety of subjects. Every Sunday morning too, a strong contingent of cadets would be seen marching through the town and up the hill to the airfield. Once there, the various ‘trades’ would disperse to the hangars or instruction rooms and by this time most cadets had had their first flip’, especially those who had opted for and been accepted for aircrew when the time came for their callup. These were taken off to Navigation rooms, the Meteorology section, parachute packing etc., and many of the Ansons, Oxfords and Blenheims, away on navigation exercises would have a cadet on board glued to the windows and their air maps.
At Headquarters, most rooms were now plastered with wall charts and model aircraft hung from the ceilings. Now that war had been declared, most of the windows were painted out of fitted with blackout screens or curtains. However, by the time I joined, most people had got used to gloom and groping around in the semi dark. The Orderly Room buzzed and the neighbours got used to the yells of command from the parade ground to the rear of the building. The Town also got used to seeing the blue of the ADCC uniform both as the cadets made their way to HQ for parades and also marching parties ‘showing the flag’. We were still heavily dependent upon the support of the townspeople’s subscriptions and donations for most of our running expenses. In this respect the support committee, headed tirelessly by Lady Longmore, the Mayor (Stan Foster) and the others who had formed the guiding committee when the Squadron was formed in January, worked away in the background.
It might have been noticed that the possessive ‘our’ had crept into this account. My father, who was of course, the Squadron’s Commanding Officer (and was very proud of how the Squadron had developed), talked much at home of all the doings at ‘Cadets’, Nevertheless he had been quite adamant that I should take no part in its activities until such time as I could join it officially. I suppose we had both known that in time I would join the Squadron, but although as yet I had not done so, we both felt that 47(F) was [underlined] our squadron. [/underlined]
Well, I had sat and passed my Matriculation exam in July and had left school, so there would be no more examinations to sit until the end of the Technical Institute’s terminal examinations next summer, the war permitting of course. I was no longer in the OTC or the Air Cadet Wing for that matter. I had left the Messengers and was now waiting to start my engineering apprenticeship and my night school studies. So, there was apparently no reason why I should not join the Air Defence Cadet Corps. There was, however one problem which had to be thrashed out before there was any talk of me signing up.
The problem was that I was the Commanding Officer’s son. As soon as I made it known that I was now free and keen to join, my father had made a point of discussing it with his officers.
He now made it quite plain to me that I would only be allowed to join on the strict understanding on all sides, and mine in particular, that I did so as an ordinary cadet. I would have no rank and no privileges, given or expected, until such time as I had earned commendation and recommendation for promotion. Furthermore such recommendations must come from other officers than the C.O. and only after such time as I had passed my basic training requirements and there was a vacancy for such a promotion to fill.
By the time I actually presented myself at the Squadron Orderly Room to be enrolled as Cadet No.308 Stevenson P.D., it was well known to the officers and others, what my previous experience in the OTC and the Public Schools Air Cadet Wing had been. I made a point of playing this down and stuck to plain facts on my enrolment form. I cannot remember now whether it had been discussed, but from now on, as soon as we were in uniform, our family relationship was formally and firmly
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dropped, even at home. Henceforth he became my Commanding Officer at all times, to be meticulously saluted and addressed as ‘Sir’. Furthermore, we made a point of never leaving our house, walking along to the H.Q., or leaving the building together, in order to emphasise this ‘no favours’ relationship. This policy was rigidly adhered to throughout the four years he was in command of the Squadron and, henceforth, so far as this commentary is concerned, he will always be referred to as ‘The Commanding Officer’.
Formalities over, measured for uniform, added to the list for the next visit by the Medical Officer, regarded with some curiosity by the existing cadets and sternly by Squadron Warrant Officer Dawson,
I took my place amongst the ‘sprogs’ of No.4 Flight. In the drill session which followed, I did my best to show that there was not much in the ADCC Drill Book that I had not already mastered in the OTC. At the end of the session, I was told by W.O. Dawson to report to his office at the next break. Wondering what I had done wrong on my first night, I duly stood before him, standing stiffly to attention. I can’t remember his exact words now but it was something like ”I know full well that your foot drill is probably as good as or better than most other cadets and could probably instruct the recruits in drill as well as most of my NCOs, but don’t try so damned hard to show it. They are all obviously watching you and it may be misinterpreted as trying to get promotion the moment you arrive. I’m not asking you to act stupid, just pretend to be just average for the moment. Understood?” “Yessir” say’s I somewhat surprised. He then barks “And you should know by now that you don’t address your Warrant Office as ‘Sir’, do you Cadet Stevenson?” “No, er, [underlined] Mister [/underlined] Dawson” says I. “Dismiss” says he, and I do so, just managing to avoid saluting him.
In due time I had the inevitable medical which I passed A1 except for eyesight and eventually got a uniform which more or less fitted me. Having had four years of khaki serge with high collar, apart from the colour change, it did not feel much different. Naturally, it had no stripes or other insignia to indicate that I was anything other than the lowest form of life.
The maximum strength that an ADCC Squadron could hold was two hundred cadets, divided into four flights. If its strength would be likely to exceed this in the long term, then another squadron had to be formed. In those early days of the Squadron, our numbers hovered around the hundred mark on the books, with average parade strength of seventy to eighty.
For us, this was a convenient size at around twenty in each flight. When the weather was bad or when the parade was at night after blackout, we could just about parade the whole squadron in the largest of our rooms. After that, there were enough relatively big rooms to accommodate a flight in each and the walls gave some indication of which flight was using it.
Flights One and Two were, in general, the older more experienced cadets, with No.1 Flight being mostly cadets who would be opting for Aircrew when their time came, having passed their medical examination and had the necessary educational standards. No.2 Flight was mainly Ground Trades. Numbers 3 and 4 Flights were essentially ‘feeder flights’ with reasonably experienced cadets in No.3 who had either not yet made up their minds, or had not yet attained the necessary acceptance levels. No.4 Flight naturally ended up with the ‘sprogs’ and the very youngest cadets. Right from the start, the minimum age for entry had been fourteen, since a very large proportion of the children of this typical industrial town, still left school at fourteen.
Naturally, for my sins, I was dumped in No.4 Flight, and would stay there until such time as I could justifiably deserve to be something better. So, I bided my time, held my tongue and did my best to behave as a new recruit. However, once a recruit had got a uniform and had mastered enough basic foot drill not to disgrace the Squadron, he was permitted to join the Sunday morning contingent up to Spittlegate. Consequently, when I was allowed to join the chosen, I was very ‘chuffed’.
Completely resigned now to the fact that I could never be accepted for aircrew, I joined the Trades Group on their way to the hangars, determined to learn as much as possible about engines and airframes ‘in the flesh’ in manner of speaking.. Of course, this was by no means terra incognita as I had been there quite a few times in the Air Cadet Wing days, now several months back. This time however, the emphasis was more ‘hands on’.
At this point I think there is a need to revert to the subject of my apprenticeship and its associated technical studies. I had made a start in the workshops of the coal mining machinery company and was getting used to making a cold dark start at 7.30am six days a week. (The normal working week in the factories was still a standard 48 hour week, 7.30am to 5pm Mondays to Fridays plus 7.30 to 1pm on Saturdays. These were the hours worked by the apprentices, but the men had their standard week increased ‘for the duration’ by compulsory overtime to a 54 hour week. Sometimes,
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when there was a rush job, the men were called upon to work Sunday mornings also. These working hours took a hefty slice out of one’s week for a start!
Unless one’s ambitions were to be no higher than a shop labourer, then attendance at night school was a conditional part of your apprenticeship. In my case, with my sights being set somewhat higher, this would involve, for the first year, attendance at the local Technical Institute for three nights per week during the Institute’s autumn and spring terms. It was sheer luck that these three school nights did not coincide with either of the two Cadet nights. Thus my new working week involved five and a half working days and every night Monday to Friday at night school or Cadets. Add on Sunday mornings at Cadets plus two or three hours homework and private study and my week was beginning to fill up quite nicely!
There was still another demand upon available time. The Technical Institute had, like many other similar institutions, postponed the beginning of their courses until the air raid threat had receded. Instead of their usual opening at the beginning of September, it was now late October and they had lost five or six teaching weeks. As a result, instead of an evening’s instruction being two one hour sessions, 7pm to 9pm, in order to make up for lost time, the evening would comprise three one hour sessions from 6.30 to 9.30pm.
By late 1939, my life was roughly divided into three existences, my daytime apprentice’s life, my night school life and my evening and Sunday morning’s ADCC life. Time left over (if any) could be spent on non-essentials such as eating, sleeping and the trivialities of ordinary life!
During the three months of ‘Phoney Peace’ we had quite a few intrusions by the Luftwaffe. At first these seemed to be largely exploratory, but having apparently found that the Grantham area was not one with antiaircraft or balloon defences, they must have decided that we were open for attack and we began to get our first bombs. Unlike the ground war, which was to explode into dramatic action the following spring with the invasion of the Low Countries, Grantham’s air war built up slowly.
Their principal target was the 20mm cannon factory and as soon as it was effectively located, the intruders adopted a regular nightly pattern whenever the weather was favourable. In the winter months with daylight ending in the late afternoon, as early as 6pm on some nights, the Distant Warning sirens would start their wailings (There were now several of them at various parts of the town). The Spittlegate and Harlaxton trainers and the local Bomber Command aircraft would still be aloft, but we on the ground would be held in suspense. The intruder, having passed through the radar screen would then fly around until it got amongst our own aircraft circling round our air bases. After a while, with a bit of luck on their part, our Observer Corps would lose track of them with the result that they would not be able to initiate the ‘Pips’ to send us scuttling for the shelters. We would wait for an hour, perhaps two, and nothing seemed to happen. Sometimes the intruder would switch on his own navigation lights and join in with the circling trainers, no doubt making absolutely sure of his position. Then perhaps, with fuel getting low, he might line up behind a trainer starting his landing approach and silhouetted against the airfield’s flare path, he would fire a burst with his forward guns. All too often, his aim was accurate.
Successful or not, he would then circle round to make a low, fast bombing run over the centre of the town and loose off a stick of bombs into the industrial part, hopefully hitting his primary targets but all too often, falling short and hitting the housing areas. With the ‘Pips’ sounding desperately, we would dive for shelter but the horse had flown.
Quite apart from the actual damage and casualties inflicted, the object of these attacks was obviously intended to cause as much disruption as possible to our war work and the training of our pilots, therefore, the timing of these raids would vary considerably, with several intruders keeping the sirens going off and on throughout the night at times. All this was very tiring of course, and nerves began to suffer. In the event, the cannon factory received very few direct hits and was usually back in full production the following day. Various books have been published illustrating the damage inflicted upon the mainly working class housing to the south of the town and on the bombing run in. these dramatically underline the fact that in the early 1940s, per head of population, Grantham was the most heavily blitzed town in the U.K. and suffered the highest casualties.
Even amongst all this death and destruction, these [sic] was perhaps a wee excuse for a little bit of dry humour. One night at Cadets, we were in one of the front rooms having an Aircraft Recognition session under an RAF instructor who had come down from Spittlegate. The room was blacked out as usual with shutters in place and his screen backed onto the window. The Distant Warnings
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sounded but we decided to carry on. Spittlegate’s trainers were still flying around, some of them quite low over the town. In addition to the aircraft silhouettes being projected on the screen, there was a quiet running commentary going on as the various engine notes were identified. “Oxford”, “Anson” “Blenheim” etc.
However, the sound of the engines notes of the Blenheim and the Ju88 were very similar, so that when a particularly low aircraft passed over our heads, a small voice from the audience said “Blenheim”.
A second or two later, there were five enormous explosions as a stick of bombs tore the guts out of part of the factory a quarter of a mile south along the main road (incidentally killing one of the fitters with whom I had been working earlier on in the day} [sic]. The blast, in the way bomb blast tended to go, ricocheted along the road and hit the front of our Headquarters, blasting out several windows including the one in the room where we were sitting. However, by this time we were adept at diving for cover and before the glass hit the floor, had there been light to see, I doubt that a single head would have been above desk level. In the ensuing silence which usually followed a bomb, an equally small but audible shaken voice said “It wasn’t, you know”. Another brief silence was followed by shrieks of equally shaky laughter, after which we decided that we had had enough aircraft recognition for the night. The parade was dismissed and I went along to my own factory which had also lost the majority of its windows. There was not much in the way of coal mining machinery produced during the next few days until we had cleared up the mess, replaced the glass in the windows and restored the blackout.
Running ahead a bit perhaps , but there was another incident which caused quite a bit of amusement in the Squadron and at RAF Spittlegate as well. It was in the tense months following Dunkirk with the threat of invasion hanging over us. There was even more activity at Spittlegate to put every possible pilot into the air. At that time, the RAF Regiment had not been formed and the ground staff had to man station defences in addition to their work in the hangars and elsewhere. Round the clock working, disturbed nights and picket duties were taking their toll and flight commanders were doing their best to arrange 24 and 48 hour passed wherever possible, to reduce the strain.
By this time quite a few of the more senior cadets had become proficient on the station firing range, not only with rifles but also with mounted Lewis and Vickers machine guns. Our C.O. received an urgent phone call from the officer responsible for station defence. Would it be possible for a small selected group of these senior cadets to come up to the station and take over some of the perimeter patrols and act as backup to the defence posts for half a day or so next Saturday. Agreed, rounded up and delivered.
Now there happened to be a gate in the perimeter fence on the eastern boundary of the station, conveniently accessible to the Officers Mess and Married Quarters. Crossing the green lane outside the gate gave access to a footpath leading to the little nine hole golf course which the RAF tended to use as well as the town residents. When Saturday morning’s duties had been appropriately completed, it was the Station Commander’s habit to change into civvies after lunch and partake of a round or two, which this Saturday he proceeded to do.
Some time later, our Commanding Officer was called to the telephone by a somewhat irate Group Captain. It would appear that the said Group Captain had, suitable garbed and kitted with golf gear, left the station by this gate and had been let out by one of the stations ground staff on picket duty. However, while he was enjoying his game, a tall and somewhat burly ADCC Cadet, armed with a pick axe handle, had taken over.
This cadet is approached by a civilian in golf gear who shows every intention of entering the station.
The ensuing conversation goes something as follows:
“I’m sorry sir, civilians are not permitted to pass through this gate”
“But I am the Group Captain ‘X’ in command of this station”
“Very good sir, may I see you [sic] pass?
Too late the Group Captain realises that his pass is still in his uniform pocket, back in the Mess.
Tried bluster and words of authority. Cadet unmoved, sticks to his instructions.
“May I suggest sir, that you make your way round to the Main Gate Guardroom where they will be pleased to check your identity and let you in. I am afraid I am instructed to let no one in without the appropriate pass”
Group Captain realises that he was not going to get past this large and burly figure of authority and by the time he had walked a further half mile around the station perimeter, he is in no mood to accept further frustrations. It seems that the guard on duty recognised his Commanding Officer and let him
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in with appropriate ceremony. The C.O. strode on a further few yards, stopped, turned round and stormed into the Guardroom to demand from the NCO in charge, why he, in civilian clothes, had not been requested to show his pass. Group Captain walks through the camp to the Officer’s Mess and demands a drink to cool his ire. Refreshed, he sees the funny side of it and tells the other officers present how he was denied entry to his own camp by mere [sic] boy who effectively barred his way.
Joke goes round the camp like wildfire and the Group Captain rings up the Cadet C.O. to report what happened. Cadet C.O. extremely apologetic, promises to tear off a strip when the Cadet in question next parades. No, says the G.C.. Pass on my appreciation of his devotion to duty etc., etc.
(I very much regret that the name of the cadet has not remained in my memory bank even if his actions have. He surely should appear upon the Squadron’s unofficial roll of honour!)
Having ‘slaved in the galleys’ for a respectable period, I eventually got my big break, but it came in rather a strange way. Thanks to my previous experience in the OTC, the Air Cadet Wing and my own general knowledge in matters aeronautical, there were quite a few subjects in which I was ‘ahead of the class’. There were of course quite a few new subjects which I attended assiduously, but in those subjects in which I was not exactly wasting my time, there was a tendency to use me as a ‘gopher’ (The later expression for someone who is told to “Go for this” or “Go for that”) The fact that our home was but a stone’s throw from the Cadet HQ also contributed in a way. I soon got into the habit of opening the place up on parade nights, getting the fires going and taking along parcels of uniforms etc., which had been delivered to my father’s business address nearby. This had brought me into contact with the Squadron’s Equipment Officer who was a quiet but likeable Scot and I drifted into giving him a hand from time to time. The fact that I had done a ‘fatigue’ or two in the OTC Armoury and knew my way around the issue and storage of uniforms etc., also helped.
Cadet F/Lt MacKay was also Stores Manager at one of the big engineering firms in the south of the town, now flat out on war work. he was beginning to find it difficult to get to Cadets every parade night and suggested to the other Flight Commanders that when I was not involved in my own personal training, and he was unavoidably absent, I should as his officially appointed assistant, be in charge of the squadron equipment store and be responsible for the receipt, storage and issue of uniforms and other items.
The suggestion was accepted in principle but the Adjutant pointed out that responsibility and authority must go hand in hand. He said that if I was to be in charge of the stores when the Equipment Officer was absent, then I should have at least a couple of stripes to represent the authority required. However, since at the moment the Squadron had a full complement of NCOs, the appointment should be non-substantive. In other words, I would be an Acting Corporal whose authority did not extend beyond the door of the Equipment Stores. I supposed it was a start, even if it was only half a step on the rung of promotion. The C.O. agreed, the existing NCOs were told of my exact standing and I was accepted as not representing a threat to their seniority or authority. I think that the very strict ‘no fraternisation’ policy which the C.O. and I had stuck to so carefully, had paid off in the long run.
There were no real problems at Cadet H.Q., but when we were up at Spittlegate, there were a few occasions when my declining to use my stripes was misunderstood.
Matters came to a head rather suddenly one Saturday afternoon. It would seem that there was some sort of ‘flap’ on at Spittlegate and our C.O. had received a call that morning from the Duty Officer asking if it was possible for a working party of Cadets to go up there and lend a hand. I was asked if I could drum up some volunteers plus a senior NCO to take charge.
When the time came for the main party to move off, there was no sign of the Sergeant who was supposed to march us up. Having waited for ten minutes or so, I left a message asking him to catch us up and assume command. Fully aware that I did not really have the authority to do so, I formed the group up and gave the command to march. Up at the Spittlegate Guard Room we checked in as usual and waited for the Sergeant. After a further ten minutes, I decided to exceed my brief once again and marched the group up to the Duty Officer, where I was told to take them ASAP to the hangars. I tried to explain that I was not really a full NCO, but it fell on deaf ears. In the hangars, the Flight Sergeant told me to find out where help was needed, as help was apparently needed urgently. Again I tried to explain that I was only an acting corporal but all I got was a “Stop arguing and get on with it” sort of look, so I stopped arguing and got on with it, putting the cadets where they were needed. Nobody seemed to object and we spent the rest of the afternoon helping, holding, fetching and taking and generally making ourselves useful. When eventually a halt was called, the Flight
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Sergeant came over, thanked us and said that he had arranged for transport to take us back to the town.
Back home, the C.O. asked how we had got on. Not wanting to ‘shop’ the Sergeant who had not come to take charge, I was deliberately vague as to who was actually in charge, and left it at that. Next morning at our usual Sunday morning parade, I was told to report to the Orderly Room. Rather to my surprise an RAF driver was there, with the C.O. looking hard at me. “Who was in charge of yesterday’s party at Spittlegate?” After a certain amount of havering I was forced to admit that Sergeant X had not turned up, so I had decided to take them up myself rather than wait any longer. “I tried to explain, but they were too busy to listen”. Well, says the C.O., it appears that they want the same party under the same NCO to go back again for the day and they have sent down a truck to take them up. They seem extremely pleased at the way the cadets got stuck in yesterday.
At this point either the Adjutant or one of the Flight Commanders chips in – I can’t remember which. “We will be losing Sergeant Y soon, may I suggest that Corporal Stevenson be promoted Sergeant with immediate effect so that he can take full command of the party” The C.O. looks appropriately non committal until nods from the other officers signify their approval. “Carry on, Sergeant” says he, so there was I, up another rung. “And see me in my office tomorrow night” says Dawson with a look which warns me not to get cocky about it!
Assuming command can be a very individual thing. Around this time an amusing relationship built up. Again, I have unfortunately forgotten names, but it concerns two cadets who became close ‘buddies’ as a result of their experiences on the firing range at Spittlegate. One of these was a tall well built, sixteen year old ‘townie’, the other a diminutive fourteen year old country boy. The former proved that, as soon as he got a rifle in his hands he went completely ‘gun shy’, failing to hit anything, since he firmly shut his eyes the moment he started to squeeze the trigger. We were convinced that the country boy must have been born with a shotgun in his hands. He was completely gun mad, but obviously well trained in the handling of guns by his father. He was determined to fire everything the RAF had to offer. Rifles, Lewis and Vickers air guns and even the vicious 0.5inch Boyes Anti Tank Rifle whose ‘kick’ would drive him backwards a good six inches. (As was to be expected he became an Air Gunner when he joined up) Meanwhile, the range instructors had done everything they could think of to get the big cadet to overcome his gun shyness but to no avail. Then, quietly, the country boy decided to take over.
We never knew how he did it but, taking the pair of them to the far end of the range, he spent the next half hour quietly talking to the big boy. Soon, steady cracks signalled that the big cadet was not only firing away confidently but was also doing some respectable scoring. After that, they were inseparable and were both the first to volunteer for range practice.
It was surprising how many jobs the RAF at Spittlegate could find for us to do. Volunteers were also called for helping out at the Officers Mess. Before I got my ‘Three’ up, I trod very carefully about volunteering. Too little volunteering and I could be accused of shirking, too much and I could be accused of angling for promotion. Somehow, I managed to get ‘wished’ into helping out in the Mess but it was a job I hated. Becoming a Mess Orderly was not on my list of possible careers in the RAF. Maybe it was because I had already found out that alcohol did nothing for me, and so I could be regarded as ‘safe’. Certainly, had I been that way inclined, I could have knocked back many a drop or dram as there were times when the few orderlies were busy elsewhere and I was in sole charge of the bar.
While on the subject of volunteering, this may be the point to introduce another member of our team who would feature frequently in the doings of the Squadron over the next five years. I cannot remember now whether she came to us in the ADCC days or whether we had become ATC by then. Right from our inaugural meeting in January 1939, our weekly local newspaper, the Grantham Journal, had given us excellent publicity. By now, the sub-editor had been calling in at least once a week to see if there was a story, and during these visits, she had come to the conclusion that the secretarial side of our Orderly Room was far from orderly. What was needed was a ‘woman about the place’. Her offer of assistance was enthusiastically accepted, and so we acquired the services of Miss Llwelyn-Owens who became an integral part of the Squadron’s doings over the next five years.
She was short, dumpy and very efficient. She reorganised our filing, straightened out our records, typed or [sic] letters and memos, tidied the place up and became our Squadron Mother. In her early thirties, she was of course middle aged to us, but what she lacked in height and good looks, she more than made up in personality. She broke no hearts amongst the cadets but they became her
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willing slaves. She was ‘interesting’ and naturally well informed, and once she was on the strength, she stepped up our publicity. Much more about our ‘Miss Owens’ later.
Also on the subjects of ‘Mothers’, we must pay further tribute to Lady Longmore. We were still mainly dependent upon public donations and subscriptions for our running costs and our support committee, under the leadership of Lady Longmore worked tirelessly to bring the cash in. whenever Sir Arthur (now Air Chief Marshall) was on leave, she would make sure he added glamour to the occasion. We have already called him the ‘Founding Father’ of the Squadron and by the same token Lady Longmore was surely our ‘Founding Mother’
Meanwhile, we cadets spent our daytimes at our apprenticeships or other jobs, our evenings at night school or at Cadets, and our night times wondering when the Luftwaffe would have yet another go at the cannon factory and the other factories. In spite of the fact that we frequently had to dive for the shelter (the H.Q. building had some useful cellars which had been requisitioned by the ARP) training continued apace, the recruits came in and the first of our older cadets had left for the Forces. The RAF certainly thought we were doing a good job. The Battle of Britain was over and it was London’s turn to feel the effects of their Blitz. The threat of invasion had passed and the country was girding itself for a long hard struggle. 1940 ended and a New Year of uncertainty began. The Air Defence Cadet Corps, (several hundred squadrons strong now) felt, with some justification, that it was a creditable part of the overall war effort.
Rumours had been going around for some time that the RAF was of the same opinion and that the Air Ministry was making active steps to take over the responsibility of the Air Cadet movement. As 1941 began we were told that this was to take place within the month and that the ADCC would now become the ‘Air Training Corps’ with effect from the beginning of January. Our officers would have temporary commissions in the RAF Volunteer Reserve. The Cadets would have new uniforms and retain their ranks. Everything, with the exception of purely welfare expenditure, would be paid for by direct per capita grants from the Air Ministry. From now on, we were to consider ourselves as being an integral part of the RAF.
WE HAD ARRIVED!
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[underlined] Chapter Seven – 47(F) Sq. Air Training Corps 1941 – No. 12 (P)AFU at RAF Spittlegate [/underlined]
1941 was a fairly momentous year for the Squadron. It started with us becoming No.47(F) Grantham Squadron [underlined] Air Training Corps. [/underlined] Our officers were now commissioned in the RAF Volunteer Reserve and would reappear in normal RAF officer’s uniforms. Nominally though, they dropped a rank. Commanding Officers of cadet squadrons were remustered as Flight Lieutenants, Flight Commanders as Flying Officers and so on.
Cadet ranks remained essentially the same. New uniforms would be reissued in a style more or less resembling the standard RAF ‘erks’ outfit although it would still retain the high ‘choker’ collar.
Existing ADCC uniforms would be converted to ATC by new buttons and other insignia.
A new training syllabus was introduced which was intended to match in with the training at the RAF Reception Centres and the Initial Training Wings (the ITWs’). The intention was that an ATC cadet having, passed specified training standards, would be exempted the early stages of RAF training or at least placed on a ‘fast track’ programme.
New training manuals soon arrived. These were now printed by HMSO bearing the age old Air Ministry preface ‘Promulgated by Order of the Air Council for the guidance of all concerned’. Much of it was merely a more official version of the training material which had been issued by the ADCC, which in itself had been modelled on the ‘Square Bashing’ stages of RAF recruit training at the beginning of the war. There were however, a number of new subjects which we had previously introduced on an ad hoc basis after our cadets had more or less passed their initial ADCC training requirements.
The Battle of Britain had seriously depleted the reserve of fighter pilots and Fighter Command was working flat out to build up its strength once more. The Battle of the Atlantic was calling on Coastal Command to increase its patrol and anti-submarine capabilities. Bomber Command, now the only branch of the services capable of carrying the war into the enemy’s camp, was losing many crews on ineffectual bombing and leaflet dropping missions. Soon too, they were expecting a new generation of heavy bombers to enter squadron service, aircraft with several new air crew categories to meet the increased crew sizes. The training of aircrew, especially pilots, had to be stepped up for us to survive
At Spittlegate, the emphasis had changed from general pilot training to a more specific need for night fighter pilots. Airborne radar, though still in its early stages, was beginning to improve our interception success which had not been all that successful to date. Better, heavier and more powerful night fighters were also coming into service. The station ceased to be No.12 Service Flying Training School and now became No.12 (Pilots) Advanced Training Unit. i.e. No.12(P)AFU. There were very few changes in personnel, it was just a case of taking trainee pilots, already up to general ‘Wings’ standard from other SFTSs, and converting them specifically to be night fighter pilots or ‘Intruder’ pilots. In each case there was a greater concentration on blind flying, night flying, long distance navigation and the use of aircraft more similar to the Radar equipped Blemheim, Beaufighter and Mosquito night fighters which would soon be in service
In spite of the increasing tempo at Spittlegate, we were still welcome. As far as possible we ‘earned our keep’ by making ourselves as useful as possible in the hangars and elsewhere, in exchange for opportunities to use the firing range and go for flights when there was a seat going. Since we were only on the station in daylight, much as we would have liked to have gone on night flights, we were unable to do so. Daylight flying usually involved the pilots under training at the beginning of their courses, but as they became more proficient in handling the aircraft, they not only moved over to night flying, the actual flights were of longer duration. They were also more dangerous and a number of crews were lost.
We were lucky in that throughout all the war years, when our cadets flew on countless occasions at the various stations to which we were attached, we never had a single cadet injured. This was in spite of flying with pilots who were still very much learning their trade on the one hand, and in aircraft liable to engine failure (e.g. the Blenheims at Spittlegate and later the Avro Manchesters at RAF Bottesford), The nearest we got to a casualty, was when a young cadet, off on his first flight (in a MkIV Blemheim with its underslung gun pod) had the interesting experience of a wheels up crash landing on the airfield. More or less beneath his feet, the pod was wiped off over a hundred yards of grass and the propellers took up some rather curious shapes. When everything came to a halt, the crew and the cadet lost no time in hopping out to a safe distance. The arrival of the crash and ‘blood wagons’ created more mayhem. While the first enjoyed covering the Blenheim with foam, the latter
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landing on the airfield. More or less beneath his feet, the pod was wiped off over a hundred yards of grass and the propellers took up some rather curious shapes. When everything came to a halt, the crew and the cadet lost no time in hopping out to a safe distance. The arrival of the crash and ‘blood wagons’ created more mayhem. While the first enjoyed covering the Blenheim with foam, the latter [sic] put in some useful practice treating non existent casualties. Now it has always been the RAF tradition that if a crash occurs and the pilot and/or crew are uninjured, to restore nerves and morale, they immediately go up for another flight. In spite of this being his first and somewhat eventful flight, our very young cadet immediately insisted in going up with them again! Certainly one for the Squadron’s records.
In the background to all this, Britain was now on its own. The Battle of France had been lost and the Battle of Britain won the previous year. The war in Europe was in stalemate with armies facing each other across the Channel. Britain was reeling from the Blitz, as most of its major cities received nightly attacks from the Luftwaffe, which it had to be admitted, were a lot better at finding their targets than our Bomber Command was at finding theirs. Until airborne Radar was fitted to ageing Defiant and Blenheim night fighters, there seemed little we could do to stop them. Interception did improve and by the time the first Beaufighters came into service, we were able to fight back, hence the ongoing drive to get night fighter pilots through the Spittlegate courses as quickly as possible. The end result was that although we were still welcome in the hangars and other ground facilities, there were far fewer opportunities for those of our cadets who were opting for aircrew to gain air experience.
Our cadet roll had settled down, it would seem, to around one hundred or so with again around seventy to eighty on parades. In addition to those who lived in and around the town, there had been right from the start, a significant number who were prepared to cycle in from the surrounding countryside. We even had one cadet who cycled down the Great North Road from the outskirts of Newark, some eleven miles each way! (His devotion to duty was not confined to the ATC. He served with distinction in the RAF when his time came, became a ‘Regular’ in the post war RAF and rose to wear ‘Scrambled Egg’ upon his cap). We had a very strong contingent from the large village of Colsterworth, some nine miles south of Grantham, and in time this would lead us to forming a Colsterworth Flight, but more about that later.
It would also be around this time that a new category of ‘cadet’ joined our ranks. Conscription into the service had become the norm. thanks to the excellent and well recognised pre service training contributed by the Sea Cadets, the Army Cadets and the Air Cadets, it had been decided that any young man who ‘Registered’ at seventeen and a quarter and who was not already a member of the Cadet movement, must attend the Cadet unit of the Service into which he had been accepted. Most of those who joined us, saw the advantages of becoming a regular cadet and were soon absorbed into our ranks. Others, who seemed determined to remain ‘civvies’ until the last possible moment, declined our uniforms and remained something of an ‘awkward’ sub-flight, reluctantly parading to the rear of No.4 Flight, when they bothered to attend and were correspondingly treated with some contempt by the other cadets. They were however recipients of the same training programmes.
Thankfully, an increasing flow of well prepared training material was now coming through from ATC Headquarters, together with a much more coordinated training programme. This meant that by now, after some two year’s experience, there was much less for our own officers and other instructors to improvise or ‘swop up’. Unfortunately in a way, none of our offices at this time were ‘technical’. As a result there were a few significant gaps in our coverage of the subjects needed to meet the new emphasis on aircrew on aircrew training. But, as the saying goes, “Its an ill wind that blows nobody any good”
Once I had been promoted to Flight Sergeant, I was able to fetch out those instructional skills which had been so carefully instilled in me back in the OTC days. All the usual introductory subjects for recruit training in the ‘square bashing’ phase presented no difficulty and wherever possible, I did my best to train my Sergeants and Corporals to present them themselves. This gave me time and opportunity to concentrate on subjects which I really liked and derived great satisfaction in presenting. Theory of Flight, Airframe Construction, Meteorology and, increasingly Map Reading and Navigation, all of which were ’technical’ and essential to aircrew aspirants.
It was around this time that the Flight Sergeant rank was introduced. Furthermore, quite a few of our senior NCOs had been called up and in best ‘dead man’s shoes’ tradition I was now more or less the senior Sergeant. As more Corporals were promoted and given more responsibility, so I was able to
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delegate a goodly number of my elementary subject instruction to them and concentrate on my ‘technical’ subjects and thereby became more of a squadron instructor than a mere administrative NCO, awaiting callup.
This new status was reinforced by the fact that by mid 1941, I had passed my Ordinary National Certificate in Mechanical Engineering. Having Registered the previous autumn, I had appeared before the appropriate Selection Board and had been officially accepted for entry into the RAF Technical Branch. This was dependent upon the completion of my engineering apprenticeship, and passing my Higher National Certificate in two year’s time. I was now ‘deferred’, subject to annual appearance before the Selection Board. As a result I could now look forward to at least another two year’s service in the Squadron. A coveted crown had been added to my uniform above my three stripes, and so up I had gone another rung.
My situation was somewhat helped by the various stages of my apprenticeship which involved alternation periods in the works and the drawing offices. Office hours were of course less demanding and at lunch hours, my drawing board could be used to work up diagrams, charts etc., for my ATC lectures. Even my technical studies helped in a way. Once having mastered the theory of vector forces and motions, it was easy to covert [sic] the basic principles into navigation exercises and aerodynamics. Another thing which helped was that once I had passed my second year exams at the Grantham Technical School, instead of attending three evenings per week, I now attended the Newark Technical College’s part time day release National Certificate courses. These involved a four day working week at my factory and a fifth whole day plus one evening at the Newark Technical College.
As mentioned earlier, our attachment to Spittlegate had become somewhat less satisfactory as a result of their new responsibilities and working practices. Our CO had been working away quietly for sometime [sic] getting No.5 Bomber Group H.Q. personnel (from the top downwards) interested in our activities and also in the town’s ‘Wings for Victory’ and other war savings drives. We never got Arthur Harris down before he moved on to become Commander in Chief of Bomber Command, but his successors as O. i/c 5 Group certainly added lustre to 47(F)’s prestige from time to time. While on the subject of ‘name dropping’, we not only had AVMs Bottomly and Cochraine ‘drop in’ from time to time but Sir Arthur and Lady Longmore continued to help us whenever possible. We certainly had friends in high places.
This new relationship with No.5 Group suddenly bore fruit. For the past year there had been frenzied activity on requisitioned farmland just north of the village of Bottesford on the Lincolnshire/Nottinghamshire border, and in the autumn of 1941, RAF Bottesford became operational. Into it moved No. 207 Squadron, a newly reformed 5 Group squadron which was to become famous in a number of very significant ways. Furthermore, No.47(F) was going to be attached to them for the next year.
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[underlined] Chapter Eight 47(F) Sq. Air Training Corps and RAF Bottesford 1941-42 [/underlined]
As already mentioned in earlier chapters, our Commanding Officer had built up connections with members of the staffs of many of the local RAF establishments and these included the headquarters staff of No .5 Bomber Group which was already beginning to gain its legendary reputation. As a result of some gentle arm twisting, 47(F) was now attached to RAF Bottesford, a new bomber station some twelve miles in the opposite direction from Spittlegate.
During the 1930s rearmament period, the ‘Golden Age’ of RAF architecture had given Lincolnshire a number of superbly designed airfields with classic accommodation and mess blocks, hangars and service buildings, such as those to be found at Coningsby, Digby, Scampton and elsewhere. As the war approached, many older fields were given a more hurried facelift. Then, when war was declared, a massive programme of even more temporary airfield construction threw up dozens of ‘hostilities 0nly’ airfields in our and surrounding counties.
Bottesford was typical of these. A grass airfield with only a concrete perimeter track, dispersal sites for aircraft and a minimum of corrugated iron, steel framed maintenance hangars (Most daily maintenance and minor repair work on bomber bases would be done in the open dispersal areas during the war) Dispersed accommodation sites with uninsulated Nissen huts for the ground staff and slightly less uncomfortable wooden huts for aircrew were backed up by a few more permanent brick or concrete structures such as the H.Q., Control Tower, Officer’s and men’s messes, fire and rescue buildings etc.
Into this, with it’s concrete barely dry, had come No.207 Squadron. Formed originally as a Royal Naval Air Service Squadron in WW1, it had been disbanded when that war ended. It was reformed in 1940 at RAF Waddington where it originally worked up with Handley Page Hampdens, the ageing workhorse of No.5 Group in those early WW2 years. Although at the time it was initially intensely proud of the distinction, it had the ill luck to be chosen as the first squadron to fly the ill fated Avro Manchester. Having converted, the whole squadron was moved down to Bottesford where they were now getting to grips with putting this ‘monster’ into operational service.
At this stage of the war, Bomber Command was still thinking in terms of bigger, but still two engine ‘heavies’. Of the four principal manufacturers of bombers for the RAF throughout the war, Vickers would stick to mass production of their two engined ‘Wellington’, the ‘Wimpey’ of everlasting fame. Shorts, who were flat out making Sunderland flying boats for Coastal Command, decided to save valuable time by using the Sutherland wings with their four radial engines, grafting on a new slim fuselage, tail plane and undercarriage. They called it the ‘Stirling’ and in the event, the Stirling was the first ‘heavy’ to go operational. Hurried into service, it proved to be a typical ‘camel designed by a committee’. It was slow, it lacked the ability to carry large bombs and had a low service ceiling. It proved reasonably reliable but was not popular amongst the crews called upon to fly it.
The two other manufacturers (and the Air Ministry) were pinning great hopes on a new super-engine then under development by Rolls Royce. Essentially, it was two earlier (and reliable) vee-form twelve cylinder Kestrel engines, one upright and the other inverted, driving a common crankshaft. Hopefully, this new engine, optimistically named the Vulture, would in the hands of Handley Page and Avros, power two new two engine ‘heavies’ which would be much faster and with greater bomb loads, greater range and service ceiling than the Hampdens, Whitleys and ‘Wimpeys’ of No. 5 and other Bomber Groups. Rushed into service before it was properly developed, the Vulture proved a disaster and the two engine aspirations of Handley Page and Avro were dropped in favour of four engine developments.
The 207 Sq. air crews selected to fly this first of the new generation of aircraft, upon which Bomber Command were pinning even greater hopes, had been carefully gleaned from experienced Hampden crews from other 5 Group squadrons. These included quite a few, who in turn would be poached by Guy Gibson when the time came to form 617 Squadron, the Dam Busters.
By the time 47(F) appeared on their scene, 207 was just about settled in and getting their Manchesters operational. I am not sure how welcome we were when we first arrived, but 5 Group H.Q. in Grantham appeared to have told them that we were coming and could possibly be put to good use on the ground, and please would they give the cadets as much air experience as
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possible. In the case of the ground trades, they too were to be given as much experience of a similar nature.
We were not to know this when the Sunday morning Bottesford party assembled for the first time at Cadet HQ to await the arrival of the truck to take us there. All agog in anticipation of our first visit to a fully operational bomber station, we were not surprised to see an armed guard on the gate. Having passed through the barrier we were told to enter the Guard Room where the Security Officer watched as our Identity Cards were checked and our names recorded, whereupon he gave us a short sharp talk on Station Security. Nothing, repeat nothing, which we would see, hear or learn on this or any other visit, was to be discussed outside the station perimeter, and we were left in no doubt as to the penalties we would suffer should we be found to have done so. Pointing to the ‘Careless Talk Cost Lives’ posters which after eighteen months of war were everywhere, he said “This is for real here and don’t you forget it”
Suitably subdued, we formed up outside and marched as smartly as possible, we were escorted to the Duty Officer’s office. After a similar warning, we were taken on a brief tour of the central service area facilities and then onto the tarmac in front of the hangars where we had our first face to face encounter with the Manchester. At Spittlegate, we were all used to the ‘Faithful Annies’, the ‘Oxboxes’, the Blenheims and the Harvards which were all very much of a size but in comparison, the Manchester seemed ENORMOUS. Propellers which seemed big enough for a windmill, tyres as big as the average cadet, engine nacelles as big as a Harvard’s fuselage, a cockpit canopy twenty feet up in the air and a bomb bay big enough it seemed, to carry a bus. Although, we were to gather later, they were beginning to have grave doubts about the engines, they were immensely proud of the Avro airframe. We were proudly shown around its ‘innards’ and sat for the first time in power operated gun turrets. We had occasionally glimpsed a Manchester in the distance, but since they were instructed to keep well away from Spittlegate and Harlaxton’s training air space we had not seen them close to. During the morning there had been one or two of them doing flight tests and we had stood in wonder as they taxied out and, with savage roars from their huge Vulture engines, they took off circled around, and landed.
After some grub in the airmen’s mess (a distinct improvement on Spittlegate’s NAAFI wagons!) we broke up into ‘trades’. Our aircrew cadets marched off to the navigation and crew rooms where we made sure that they appreciated that we knew all about putting on Sidcot suits and parachutes and knew our flight drill. Since there were some more flight tests scheduled for the afternoon, a lucky few were taken out, installed in upper and rear turrets or in second pilots and navigator’s seats in the ‘office’ and away they went into Bottesford’s air space. Back on terra firma, they were drooling with excitement.
Meanwhile, our ground trades had dispersed into their respective work areas. The Armourers for example, as soon as they could, demonstrated that they too knew how to strip a Vickers or Lewis Air Gun and clear the usual stoppages, but now they needed to learn the same for the Browning air guns which were used in the Manchester turrets. A new piece of gear which they would get to know very well in the ensuing months, was the machine gun belt filling machine. We had seen the long trays which lined almost the whole length of the rear fuselage of the Manchester which guided yard upon yard of rounds into the turret guns. This was no mere demonstration. These rounds if fired, would be for real. Down in the bomb dumps, we looked in awe at hundreds of real live bombs of all sizes, and air drop sea mines. They were also introduced to the chore which the RAF were only too pleased to hand over to the ATC in later visits, the loading of canisters with hundreds of the RAF’s little 4lb hexagonal magnesium incendiary bombs, which we learned to load [underlined] very carefully [/underlined]. Earlier on we were given a demonstration of what would happen if one was dropped on its live end. Very spectacular. We never dropped one! In the hangars, the fitter trades similarly indicated that hangar life was not a closed book to them.
As was to be expected, this was our introductory visit. They got to know us and we got to know them. We definitely wanted to come again and they seemed very willing to have us back. From our point of view, the change in atmosphere had been dramatic. At Spittlegate, we had been used to a more or less round the clock tempo with aircraft flying, at all hours of the day and night, weather permitting. Maintenance had also been an ongoing, more or less regular routine. The only ‘flaps’ had been the result of attempts to bring a course back on time after a spell of bad weather or to urgently complete the training of a given course.
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At Bottesford, all seemed very different. The weather was of course the all deciding factor as to whether the station was on a ‘Stand Down’ or ‘Operations On’ status. On this, our first visit, the station was on ‘Stand Down’. All hands seemed to be working hard but steadily during daylight hours to get all essential maintenance up to date, damage repaired, aircraft air tested and training exercises completed. At nightfall, we were to find that, apart from late working in the hangars, there was an air of relief as air and ground crews collapsed for well earned rest and a chance to catch up with lost sleep. It was to be very different on the day we went to Bottesford when ‘Ops’ were scheduled for the following night, but more on that subject later.
We were a much bemused party which returned to Grantham late that afternoon. There was an overwhelming urge to chatter on about all we had seen and done. However, we NCOs, remembering the admonitions of the Security Officer, jumped down hard on any talk involving ‘sensitive’ matters, and our officer in charge reiterated our security responsibilities when the time came for us to dismiss. There was one thing we could say, we quite sure we had fallen on our feet when it came to our new attachment.
It was not long before our now quite regular visits to Bottesford settled down to a regular routine. Air crew category cadets, on arrival would make their way to the Navigation Section. There, they would go over the exercises which they had done at cadet H.Q. under my supervision and would work through previous ‘plots’ which had been done in recent operational sorties over France and Germany. At this time, many of these sorties involved the dropping of sea mines in areas of the North Seas, Baltic, Channel and Biscay coasts. Such navigation and position fixing had to be very accurate and we learned a lot of how it was done ‘for real’. Once the 207 navigators felt that we could make quite a good job of working out a simple plot, they would get us to work out one for a Manchester which was due for a flight test that day. Then to our delight, they would take us up on the test and the pilot rather than just ‘stooging around’ (as the saying went in those days) would follow our courses as we sang them out. with us glued to our air maps as we map read our progress over the ground, at the end of a half hour triangular flight, if we did actually arrive more or less back over the airfield, we really thought that there was something in this air navigation business, and how we were guiding this huge powerful machine around the skies. However, it should be added that this sort of thing was more characteristic of our visits to Bottesford later in the year.
While this was going on with our air crew cadets, our ground trades were similarly busy in the hangars, armaments sections, and out on dispersals. As it had been at Spittlegate, our cadets who were also engineering fitter apprentices, were soon helping out with maintenance and repair work. Of course the training aircraft at Spittlegate had suffered occasional damage as a result of forced landings, overshoots and ground collisions etc., but now we had our first experience of battle damage. One or two Manchesters had come back from mine laying sorties with the tips of their propellers bent back. Because the mines had to be dropped from a very low level in the dark, the pilots were experiencing the same difficulties of judging their height as the Dam Busters did two years later. Often these same aircraft came back with their bomb doors ripped off and one came back with seaweed in its radiator intake. On one occasion, one came back with a long length of German balloon cable wrapped round one of its propellers. When low flying exercises were on the go, twigs and small branches on one’s wing tips were regarded as great trophies.
These were the lucky ones. Somehow, their pilots had managed to regain control and bring their damaged aircraft back home. Others didn’t and paid the ultimate price. Practically every weekend when we arrived, the ground staff were grooming up replacement aircraft for ones lost on operations or, increasingly, regrettably and disastrously, those which had crashed or failed to return due to engine failures. It was obvious to all now, that the Vulture, rushed into production before it had been properly developed, was a complete failure.
There had been crashes and fatalities at Spittlegate either through aircraft failures, pilot errors or, sadly, through intruder gunfire, but these had rarely been talked about. Whether this was to keep such matters away from our young ears or whether it had been standard practice to keep up the morale of their trainees, I have no idea. At Bottesford, discussion of by now regular losses seemed unavoidable. I do know that certain badly damaged aircraft were ‘out of bounds’ to us until such times as certain rather unpalatable evidences of the less heroic aspects of war had been cleaned away. What they also did their best to hide from us was their undoubted loss of morale and confidence in the Manchester. The general opinion amongst the aircrews was that they were far more likely to lose their lives to a Vulture than a Messerschmidt [sic]. In spite of this, there seemed to be
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no reluctance to taking us up on test flights etc. We, being young and ‘good keen types’ were only too pleased to sign the inevitable ‘blood chit’ before take off, and make sure that little or nothing of this leaked back to our parents!
The replacement Manchesters by this time were all Mk.2 versions. In spite of their loss of faith in its engines, they still considered that the aircraft (with engines running well) was a delight to fly, but then on one bright sunny early summer morning they had something new to show us. There on the tarmac was a Manchester Mk.3. Still the same fuselage and tail plane but the Vultures had gone. The wingspan had been increased by ten feet each side and two new outboard engine nacelles housed sleek ‘vee twelve’ Merlins. This was the prototype of the legend to come.
Both aircrew and ground staff were ecstatic. It was doing the rounds of the Manchester squadrons to get their opinions as to how it handled and what they thought of it. For the first time, we heard in place of the Vulture’s snarls, the gentle purrs of four Merlins ticking over, changing to a purposeful roar as the ‘Mk.3’ took off and shot us up at zero feet.. This was to be the sound of ‘Bomber County’ for the next five years.
Very shortly after we started going to Bottesford, we arrived to find that operations were ‘on’ for the following night. The whole camp was in a very different state and was now working in top gear. We were there to give4 a hand wherever it was needed, irrespective of trade or category. Final checks and adjustments, much running up of engines, bombing up, fuelling up, arming up, frenzied but purposeful activity. Later on in the war, the country would be immensely inspired by Laurence Olivier’s production of Shakespeare’s ‘Henry V’ and the lines in the Prologue to the Battle of Agincourt could never be more apt to the scene on ‘Ops’ night at Bottesford or any other Bomber Command station that night or any other night of the escalating bomber offensive:
“And in the tents, the armourers accomplishing the knights,
With busy hammers closing rivets up,
Gave dreadful note of preparation”
Everywhere was a noisy and ascending crescendo of activity.
This was to be an early evening takeoff and as the crews were called to final briefing there was a palpable increase in tension. This heightened even further as we watched the crews, loaded with parachutes, charts, code books and other gear, climbed up into the lorries which would be taking them out to dispersal. Another pregnant silence and then the noise began.
First one, two, ten, twenty, forty and often more engines coughed into life. Clouds of smoke followed by another pause, then each engine in turn would be run up. Full revs, full boost, mag drop, temperatures, pressures, fuel checks and all the other pre-flight checks were carried out and we knew what was going on now. Then, when all was satisfactory, the whole squadron, with all engines ticking over, formed a slow procession round the perimeter like a great noisy herd of elephants, to the down wind point of the airfield. A red light would appear on the south horizon. This would be the hazard light on top of Bottesford village church, a nasty reminder that the aircraft, loaded to capacity, would have gained little height by the time they passed over it.
By this time, most of the station not directly involved in the take off would have collected near the take off point to cheer and wave them off as the Green from the control trailer gave the clear to go. By this time we had our favourite aircraft or crew and would be shouting as loudly as the rest.
One by one, they would roar off and away to join the other 5 Group aircraft also clawing for height. Bottesford at that time was at the south west edge of 5 Group territory so that we did not see the bulk of their take off, but as happened on so many ‘ops’ nights the noise of hundreds of Rolls Royce engines not only filled the night sky, but nearer to the bases, even went so far as to make the ground shake. We were fighting back now and repaying with interest, and 47(F) were doing their bit. On these ops nights, when we were there, we slaved in the bomb dump loading up the incendiaries, in the ammunition huts we would help loading up the machine gun belts, and everywhere else we would be fetching, carrying, cleaning up and taking messages.
We saw the other side of the coin when we arrived on the station on the morning following a night op. All too often in those Manchester days, the station was subdued. The airmen had grim expressions and quite a few WAAFs had red rimmed eyes. This introduces another difference we had noticed between Bottesford and Spittlegate.
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At Grantham, the WAAFs seemed to us at least, to be ‘motherly’ types who, if we were not careful, would ‘fuss’ around us. However, those in the Parachute Section were somewhat different. The Packing Room was always a haven of peace, where the ‘chutes’ were quietly issued and taken back into store, regularly unpacked and hung up to air, taken down and meticulously repacked. All very calm, caring and impressive. I had noticed that there was no shortage of volunteers amongst the older cadets when a party to the Parachute Section was proposed, and I also gathered that it was not just the parachutes that they were hoping to see. The packing of a parachute is a very precise procedure and calls for the exact placing of the various panels and shroud lines and a cadet invited to ‘have a go’ would invariably have his hand gently guided to the exact spot. To a seventeen year old boy in those far off very inhibited days (compared with today of course) these particular WAAFs who seemed to be cut above the others when it came to charm and good looks, could be quite disturbing in such ‘hands on’ circumstances. The effects were not lost on the other cadets, or the WAAFs either, who seemed quite prepared to join in with the fun!
At Bottesford, the WAAFs were far more tight lipped and serious. Pleasant enough and tolerant to we cadets, but acutely conscious of living in an adult and at times brutal world where death, injuries and bereavement were just round the corner, perhaps that very night.
There would be empty spaces in the dispersals and men busy cleaning up the plane interiors as well as patching flak and bullet damage. The more senior cadets would help wherever possible whilst the more junior cadets were taken to less dramatic chores. We grew up fast, very fast at times.
On the subject of favourite crews, 207 was beginning to create its heroes and its legends. One of these was a Canadian Air Force pilot. In actual fact he was an American who, at the outbreak of war had crossed into Canada and joined the RCAF. He had come to England and was posted to 5 Group and was one of the chosen to form 207 at Waddington. A superb pilot he had built up a first class Manchester crew and was well into his second tour of operations. Around this time, the German Navy was becoming a prime target for the RAF and although daylight raids had proved suicidal, the growing threat of the German battleships such as the Tirpitz and the Bismark on our Atlantic conveys was calling for desperate action. The call was for low level daylight attacks to be practiced, and low level flying was what this American loved. His idea of a pleasant Sunday morning’s jaunt was to do just what the powers that be wanted. If they wanted low flying that would suit him down to the ground (in all senses of the word!) Several cadets had come back telling how he preferred to fly [underlined] round [/underlined] trees rather than lifting up to fly over them. Since I was usually the NCO in charge of the Bottesford parties, I nearly always allowed the other cadets to go up on any available flight tests, navigation or low flying exercises, but eventually my turn came and I was delighted when the American came out and climbed in. Of [sic] we went, hedge hopping our way down to the Fens to the consternation of man and beast. There are few things more mind blowing than having a Manchester, of worse still a Lancaster, suddenly roaring over your head, fifty feet up and doing two hundred mph. The Lanc although quitter at height, gave little or no warning of its approach when ‘down on the deck’.
I had managed to grab the mid upper turret, the best place to be when you are practising map reading but this is not easy when tree tops get in the way of your view! According to my air map there were some H.T. lines ahead. We are still at fifty feet. With some temerity, I decide to warn the pilot. Pilot grunts. Still no change of altitude. Pylons appear ahead. We stay at fifty feet. Generally speaking, breathing stops. H.T. cables pass [underlined] over [/underlined] our heads. Breathing recommences. It was therefore no surprise to me to learn a year or so later that Joe Macarthy and his crew were among the first to be poached by Guy Gibson when the time came for him to form 617 Squadron.
By late spring of 1941, we were not only welcome at Bottesford but, when there was some sort of a ‘flap’ on they actually started to ask us to lend a hand. These were usually ‘ops’ and sometimes, for security reasons, we were not allowed to leave the station until after take off. At other times, they asked us to come on the Saturday and be prepared to stay overnight, in which case we were allocated a Nissen hut in one of the dispersal areas. As senior Sergeant now, I was usually put in charge of such parties and once again my previous experience in the OTC and Air Cadet Wing camps came in useful. Having drawn mattresses, blankets etc, the cadets needed to be introduced into the niceties of blanket and sheet folding, pillow and personal gear arrangement and display. ‘Fatigues’ were allocated, the inevitable Magnet Stove coaxed into reluctant and smoky life, the fire bucket relieved of its fag ends, after which we could get on with the war!
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Once on site, we were treated just like the other airmen and joined parties marching off to the mess halls. (It is interesting to reflect on the fact that in those days one never ‘proceeded’ as an individual, one invariably marched as a group.
After nearly three quarters of a century, certain events stand out in one’s memory as clear as a bell, others are completely lost and many although well remembered, are difficult to pin down as to time and place. Not so the 29th of May that year. This was the night when the RAF made history and 47(F) did their bit to make it so. It started when we received a call for as many cadets to go to Bottesford as possible, prepared to stay overnight. When we arrived it became obvious that the ‘flap beyond all flaps’ was on. Every aircraft capable of flying had to fly. Over at the bomb dumps we loaded the inevitable incendiaries. Machine gun belts were filled in the armament section and as usual we lifted, held, took, carried and cleaned up. Engines roared and meals were snatched. Eventually the aircrews were called to briefing. On arrival were [sic] had been warned that no one must make any contact with the outside world and the reason for the flap would be explained later.
When the time came for 207 to take off, the skies were already filling. In addition to the local 5 Group aircraft, they started climbing up from the west which was Operational Training Unit’s airspace, which was strange.
Tired out, we staggered off to our Nissen hut with the promise that all would be made clear in the morning. We were not to see the headlines in the papers until later on in the day, but at a collective briefing just after breakfast, we were told that the RAF had made its first ‘Thousand Bomber Raid’ on Cologne, and 47(F) had been there to help.
Naturally our visits to Bottesford were the highlights of our ATC weeks, but back at our Grantham H.Q. many other things were going on apace. Following the introduction of the new ATC Training Programme and associated training manuals, came the Proficiency Certificate tests. Having by now become an instructor in quite a few subjects, as I was still technically a cadet, it obviously seemed right that I should pass my Part 1 as soon as possible. There was therefore a lot of swotting up on the part of the NCOs and senior cadets to get their four bladed propeller badges indicating that they were ‘Proficient’. There were a number of categories, Pilot/Observer, Wireless Operator, Flight Mechanic (Engines) etc., as well as those for ground trades.
The pilot/Observer syllabus now included a first introduction into Astronavigation, as well as the usual Dead Reckoning Air Plots, Map Reading Exercises etc.. For the Part 1 Certificate Astronavigation only involved the recognition of the principle constellations and individually important stars.
Being now very much of a ‘county boy’ (our family having moved away from the Luftwaffe’s bombing run in 1940) the night sky had become a great fascination to me. Britain was still a domestic coal burning society with central heating being almost unheard of, and we were often beset with autumnal ‘pea souper’ fogs. At many other times of the year the sky could be crystal clear. With the imposition of the total blackout, there was no [underlined] ‘light pollution’ as we know it today. Also, our night vision was far better than it is today since there were no flashing vehicle headlamps to blind us, since all road users (cyclists included) had to hood their lights so that nothing shone above the horizontal.
It was usually well on into the autumn before we could start on star identification. With the imposition of Double Summer Time in the summer months and ‘single’ Summer Time in the winter months (to help the factory workers enjoy a bit of evening after their overtime) it never became properly dark until after evening parades had dismissed. When we could go out into the parade ground for star identification, it was usually well into the winter months, and here I mean real winter. Not the snow free, late autumn, global warming, cold snaps we chose to regard as winter today. having memorised one or two of our Star Charts we would, on a fine cloud free night, go out and first identify the Plough whose ‘Pointers’ would guide us to the Pole Star. Dependant [sic] upon the month, we would go on to identify the constellation of Cygnus, the Swan whose nose, tail and wing tip stars would be so vital in the astronavigation to follow. The Square of Pegasus, Leo the Lion and when the Orion group came above the eastern horizon, to really show one’s prowess in star identification by identifying the Pleiades and see if you could count more than seven.
Of course this was most important if you were intending to be a Navigator on the first steps to mastering astronavigation. At the same time it was felt vital by the RAF that [underlined] anyone [/underlined] in the aircrew could make the difference between life and death if he could, by the briefest of glimpses through a break in the clouds, identify Month and then West, the way home for a crippled aircraft whose other navigational aids had either failed or had been destroyed by enemy fire.
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[photograph]
A.T.C. Form 3
[crest]
AIR TRAINING CORPS.
Certificate of Proficiency
Part 1
This is to Certify that
Cadet Flight Sergeant Peter Desmond Stevenson of No. 47.F. (Grantham) Squadron is granted a Certificate of Proficiency in that , during his membership of the Air Training Corps, he has fulfilled the necessary conditions as to efficient service and has qualified in the Pilot/Observer syllabus of training, as laid down in the Rules and Regulations of the Air Training Corps.
[signature]
Air Commodore
Commandant, Air Training Corps.
Date 11-2-1942
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[underlined] The 1942 Summer Camp at RAF Bottesford [/underlined]
With the threat of invasion now safely behind us, ATC HQ in conjunction with the Air Ministry decided to hold, wherever possible, summer cadet camps at local RAF stations. Numbers would be limited and there would be much competition for the places. At Bottesford there would be a one week camp for twelve cadets with an officer in charge. In the event none of our officers could get away on the week involved, but in view of our experience in running our own Nissen, they were quite prepared to accept a senior cadet NCO as camp leader.
Eventually a short list was established and the cadet’s employers were persuaded to allow the cadets concerned an extra week’s holiday. (War time holiday allocations were limited to one week ‘for the duration’). My own firm by this time, was a strong supporter of our Squadron and I had no difficulty in making sure that I was on the list, which ended up with me being in charge.
As luck would have it, my written report of the following week’s activities is still in existence and as a result I can give a blow by blow account of a most wonderful week.
On Saturday 16th May, the chosen few assembled at Cadet H.Q. complete with kitbags and gear for the week. A camp lorry took these out, while we cycled out in commendable order befitting the occasion. (We needed our bikes because everything at Bottesford was always a long way from anywhere else). ‘Arriving at the Guard Room at ’13.00 hrs’ (etc., etc.) we assembled before being marched off to our camp site. It would seem that the concept of a summer camp was taken literally. Fully expecting to reoccupy our Nissen on the far side of the ‘drome, we were slightly surprised to find ourselves in a tented camp more or less opposite to the Station Headquarters. Here had been set up a small marquee which became our ‘Orderly Room’ and store for spare kit, four bell tents for our accommodation, and another for our bikes. Bedding was delivered and an attack made on the resulting chaos, since in addition to three barrack room ‘biscuits’, two sheets, a pillow and pillow case apiece, we were issued with no less than six blankets each. They obviously didn’t intend us feeling cold.
Our party comprised three sergeants who occupied the Senior NCOs tent, a corporal and two cadets in No.1 tent, four cadets in No.2 Tent and the other three cadets in No.3 tent, so we had plenty of room. Thanks to my Twezledown and Selsea camp experience, and our overnight stays in the Nissen, we lost no time in telling the airmen who had been detailed to look after us that we were quite capable of running our own camp. Order was ultimately achieved, just in time for ‘tea’ to be declared.
After that, the rest of the day was declared ‘free’. The more energetically disposed went off to the exercise area and the assault course, while the less so, opted for the NAAFI. Sgts Kirk and Rudkin and myself had all passed the Pilot/Observer’s Proficiency Part 1 earlier on in the year and we were getting lined up for the first Proficiency Part 2 examinations. These were going to take place in July, so that any spare time for us this week would be devoted to swotting.
Reveille was ordered for 06.30, but being the first day of camp, it was no great surprise to find all ranks were already exercising themselves on the station assault course by 06.00 (somehow this enthusiasm was not repeated on subsequent mornings!). having set our camp to rights, we made our way over to No.2 Airmen’s Mess which was about half a mile away – Bottesford was well dispersed and most things seemed to be at least half a mile from anywhere else! Back at our camp, we readied ourselves for Kit Inspection, but as our Oi/c Camp was also Duty Officer for the whole station, that duty fell upon myself, so I borrowed the dignity of an inspecting officer and regarded all efforts (including my own) with appropriate severity.
We were expecting to be sent off to the hangars and elsewhere for the usual ‘Fetch and Carry’ duties which normally preceded a chance for a flight, when we were ordered to report to the Station Adjutant in the HQ. He told us to divide into two groups. One group, comprising our Wireless Operator/Air Gunners and other trades, was to report to the Station Signals Section for a morning’s instruction on aircraft wireless equipment. The other group, Pilot/Observer, was again to divide into two smaller groups, one to report to A Flight Commander, the other to B Flight. (By this time, almost all the Mancesters had been replaced by Lancasters)
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Since A Flight was not flying that morning, we were taken to the AML Bomb Trainer where we were instructed on how to use the new Automatic Bomb Sight which was just coming into service. Having dropped ‘three sticks’ apiece, we went over to the Spotlight Trainer for half an hour’s Turret gunnery practice. This was a concrete dome shaped building, in the centre of which was a mid upper turret connected to an external hydraulic power generator. Using a projector, the instructor could flash onto the interior of the dome, either a spot of light or the silhouette of a fighter aircraft. In the case of the latter one had first to decide its identity ([underlined] before it [/underlined] shot [underlined] you [/underlined] down) then follow it with a spotlight projected from the turret gun cluster and ‘fire’, having allowed the appropriate ‘deflection’.
This would all be accompanied by a lot of Merlin engine noise and gunfire as appropriate, according to whether you were shooting at it, or it was shooting at you. The only things missing was the turret being thrown all over the sky as your skipper ‘weaved’, and the smell of cordite from your guns. All very exciting. This was followed by a very interesting session when we ‘assisted’ in the compass swinging procedure for one of the newly delivered Lancs. Stationed in the centre of a circle round which were marked the various ‘True’ headings from True North clockwise round the compass, the aircraft was carefully turned to various key headings and the readings of the on board compasses compared. The errors caused by the various bits of magnetic material in the aircraft were duly noted to produce the Deviation Chart, vital for accurate courses to be calculated by the Navigator. All valuable knowledge for those of us hoping to get a question on Variation and Deviation in our Proficiency Part 2 exam and for me as part of my Navigation Instructors lecturing.
While all this was going on, the cadets attached to B Flight were having an equally exciting time. Bomber Command was hoping that the extra speed, firepower and range of the Lancaster would enable them to mount daylight attacks once more after the disasters of the early war Wellington attacks, had forced the bombing offensive into night operations. It was back to low level flying singly, and in formation. This morning it had been a one and a half hour low flying practice, ending with a low level bombing run over a bombing range.
After lunch two cadets went on a night flying test, and since 207 Sq. was on operations that night some cadets went on the Link Blind Flying Trainer for a while and the rest of us dispersed into the hangers [sic] to make ourselves useful.
All very thrilling, but not quite what we had expected. I never knew whether the week we had at Bottesford was a result of direction from ‘upon high’ or whether it was Bottesford thanking us for services previously rendered. It was probably a bit of both.
The following day there was even more flying for the cadets with formation flying, low level flying and bombing runs over the Clifton Pastures bombing range near Nottingham. Sgts Kirk, Rudkin and myself, anxious to hone up our navigation skills, opted to spend most of the day in the Navigation Section, totally absorbed in plots on air maps of the U.K and the Continent, and working out the routes recorded in the navigator’s logs of some of the old Manchester raids.
The next morning, having drawn overalls, the main party went across to No.4 hangar where a brand new Lancaster was to receive a pre-service checkover. Two cadets joined engine fitters on each of the four Merlins, two to the inside of the fuselage and two more for the exterior. In spite of the fact that the aircraft had been rigorously inspected at the factory before it was test flown and delivered, nothing was taken for granted and its acceptance check took most of the day. At lunch, several cadets remarked on how clean and ‘new’ it smelled. (Everyone who has had contact with Lancasters will agree that they had a special smell, especially when they were new. A combination of new paint, aircraft dope, hydraulic fluid, gun belt lubricant and less identifiable smells, and these will persist through out its life. To these will be added the smells associated with its service life, some of which are far less pleasant. Cordite fumes, the rear end of the fuselage just forward of the tail plain where the Elsan lost its contents during violent manoeuvres, elsewhere other traces of the effects of air sickness, fear and wounding, persist in spite of careful cleaning by ground staff. Even today, one has only to poke one’s nose through the door of ‘Just Jane’, East Kirkby’s taxiable Lanc of the BBMF’s flying Lanc and the mind flashes back)
We three Sergeants reported once more to the Navigation Section where we were to be given a navigation problem to work out. However, plans were changed and we went off on another low flying exercise in the Squadron’s last Manchester, which called for some exciting map reading, made just a little more difficult by nearby trees obscuring the more distant landmarks! The flight finished with us leaving our visiting cards at the Clifton Pastures Range.
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In the afternoon, all the others went of [sic] on yet more low flying exercises. So far as I can remember, these were all part of the Augsburg, Capital Ship Bomb, and the Tirpitz/Scharnhorst/Gneisenau urges and purges at the time. We decided to take our plotting problem back to our ‘Orderly Room’ and work away at that for the afternoon.
Thursday was one of my last ‘day release’ days at my Technical College before the end of the year examinations, and granted leave of absence, I left my two Sergeants in charge. In the morning, all went flying again. Since the Squadron was on ops that night, the afternoon was declared ‘free’ but I understood that they made themselves useful again.
Bad weather on the Friday grounded all flying, so we all adjourned to the Armaments Section for a lecture on the Browning Turret Guns followed by participation in one of the station’s periodic anti-gas exercises. The weather improved after lunch, and most of the cadets got a forty five minute flight in night flying tests after the previous night’s operations. We had hoped, as the week progressed, that we might get at least one night flight, but operations and the weather prevented this. However, in compensation for this, most of us were given the chance to take over the controls. (The Mk.1 Lancs still had dual controls). Thanks to the Link Trainers at Spittlegate and Bottesford, most of us could by now, maintain a reasonably straight course and execute some modest Rate One Turns without dropping the nose. Suddenly holding the same in a twenty ton 4000hp, 100ft wing span monster doing one hundred and fifty mile per hour was a rather different matter to being in the Link Trainer humming away in an otherwise quiet room! However, we did not disgrace ourselves and managed ‘straight and level’, some gentle turns and quite creditable figures of eights.
On the Saturday, our final day, we had a camp inspection by 207’s Commanding Officer, after which we struck camp and got our gear packed away. This was followed by a final flip in flight tests for that night’s operations. We were then told to report to Station H.Q, where the Station Commander, accompanied by the Adjutant, the Station Warrant Officer and the two Flight Commanders, gave us a farewell ‘pep talk’, after which it was back to ‘civvie street’.
What a week it had been! One little statistic from my camp report – The thirteen cadets involved, clocked up a total of one hundred and ten and a half hours flying time between us!
This was now the end of May 1942, and the next priority so far as we three Sergeants were concerned, was the count down to the Proficiency Part 2 examinations in a couple of months time. ATC H.Q. had warned us that the various papers would all be tough ones and that the pass marks would be high. Also, since we would be in the first group of cadets to enter for the examinations, our performances would be regarded as the bench mark for subsequent exams. It therefore behove us to be as prepared as we could be.
There would be papers on the Principles of Flight, Aeroengines and Airframe Construction, Aircraft Recognition, Law and Administration, Anti Gas, Hygiene and two papers on Air Navigation and Meteorology. Failure in any one of these subjects would result in a ‘Fail’ for the whole examination. The examination, lasting two full days, would be held at the RAF’s No.2 I.T.W. at Cambridge and all ATC Squadrons were warned not to submit candidates unless they stood a good chance of passing.
On August 3rd 1942, Sgts Kirk, Rudkin and myself went to Cambridge by train, and by 11.00 we were at the gates of Emmanuel College which was to be our billet for the next three nights. There we met up with eight cadets from No.1045 (Wolverhampton) Squadron, which was the only other Squadron to submit candidates. Having been allocated rooms in the University Student’s Wing, we found our way to the Dining Hall for our midday (and subsequent) meals. The rest of the day was declared free, which I put to good use visiting relatives.
The following morning, a 7am breakfast called for a 6am reveille. Hoping for the best and fearing the worst, we formed up and marched across town to the Cambridge Union Society Examination Rooms (where many a promising academic career has crashed in flames).
Our first paper started at 09.00, Principles of Flight, which went well so far as I was concerned, although I did detect signs of stress elsewhere in the room. Without a break, we went onto the second paper which was ‘Engines’. Every question seemed to be just what was wanted, but again that happened to be my opinion. After a half hour break, we had a one hour paper on Anti Gas. Having marched back to Emmanuel for lunch, and back again to the exams room, a one hour paper on Law and Administration, followed by a half hour paper on Hygiene, which also included some questions on First Aid.
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79
A.T.C. Form 3A.
657
[ATC Crest]
AIR TRAINING CORPS.
Certificate of Proficiency
PART II.
This is to Certify that
Cadet Flight Sergeant Peter Desmond Stevenson of No. 47.F. (Grantham) Squadron/[deleted] Flight [/deleted]
Is granted a Certificate of Proficiency in that during his membership of the Air Training Corps, he:-
(i) has satisfactorily completed the course of Proficiency Part II Training;
(ii) has passed the examinations in the following subjects and obtained the percentage marks as shown:-
(a) Air Navigation and Meteorology 67%
(b) Principles of Flight 85%
(c) Engines 100%
(d) Aircraft Recognition 96%
(e) Law and Administration 80%
(f) Anti-gas 86%
(g) Hygiene 84%
By Command of the Air Council
[signature]
Dated at the Air Ministry
this 4th/5th day of August 1942.
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That was more than enough for one day and amidst groans from the Wolverhampton cadets we staggered back to Emmanuel. The three of us felt that we had done reasonably well, but the main hurdle would be next morning.
True enough, the two hour paper on Air Navigation and Meteorology was a right [***censored][sic]. The questions looked innocent enough but they all seemed to have hidden traps. Faces were long at the mid morning break, and nerves were somewhat shattered for the final paper on Aircraft Recognition. However, we three did well and by that time we had little sympathy for the Wolverhampton group as it was quite obvious that they had been nothing like ready enough. When results were declared, every one of them failed and I understood later that their Squadron got a rocket from ATC H.Q. for entering cadets who, in the majority of cases, were just not up to it, and had therefore wasted a lot of RAF money and time.
Sadly, although the other two did well on all the other papers, they just missed the pass mark for Navigation, and so they too did not get their hoped for pass. My own marks in the two Navigation papers I must admit, were nothing to be proud about, but at least they were a pass. This, coupled with good marks in all my other subjects, meant that 47(F) could at least claim that one of their cadets managed to bring home the very first Air Training Corps Proficiency Part 2 to be awarded.
Although only a partial success, this represented my ‘good news’ for the summer of 1942. Now for the bad news. The Navigation paper was not the only brute of a paper I sat that summer. My engineering studies had been going on all this time, which of course represented what should have been my main priority, and by the summer of 1942 I was coming to the end of my fourth year of the five year Higher National Certificate course.
It was usual practice for the College to frame the questions for the examination at the end of the Spring Term on the basis that this would be a ‘mock’ for the end of year examinations.
I passed the spring exams with good marks in all subjects and hind sight, I suppose this should have been a warning. in the end of year exams, three out of the four papers were comparatively easy and apparently I did well in them, but the fourth was definitely a ‘so and so’, and none of us did well. In that subject, the spring paper had dealt with aspects in which I was able to perform well and I had achieved high marks, but the summer paper seemed aimed at all those aspects I [sic] which I was nothing like so confident. Net result, I missed that subject by [underlined] one [/underlined] mark!
This was unquestionably disaster. The Institute of Mechanical Engineers who were the ultimate authority in the Higher National Certificate and Diploma courses, were at that time, absolutely adamant that their Corporate Membership qualification (i.e. ‘Chartered Mechanical Engineer’) should never be lowered in quality and prestige by the ‘exigencies of war’. At each and every stage, a student [underlined] must pass each and every subject [/underlined] before he is permitted to progress to the next stage, and that [underlined] this edict must apply equally in peace or war [/underlined].
For two years now, I had been ‘Deferred’ by the Joint Selection Board in order to gain the necessary technical qualification, on the strict understanding that I should indeed pass at each stage. Now, this one mark had failed me for the whole ‘4th Year’ and if I wanted to progress to the final year and eventual Corporate Membership status, [underlined] then I must take the whole 4th Year again [/underlined].
As usual, I had to appear before the Selection Board in the early September to report my progress (or lack of it!) They were not pleased. [underlined] They were not at all pleased [/underlined]. Of course, I also had to report on all that had happened in the ATC for which I submitted written reports. They congratulated me on my attaining Proficiency Certificate Part 1 and Part 2 and my appointment as Navigation Instructor etc., but made it very clear that creditable though it all might be, that was not what I was being deferred for. I was told to wait outside while they discussed my fate. I could well imagine the words on my documents which said ‘Recommended for consideration for a Commission in the Technical Branch’ being firmly crossed out and the words ‘Immediate Call Up – A.C.2’ being substituted. They still had hard faces when I was eventually called back in, but to my immense relief they had decided to give me a last chance. My progress in general they said, was acceptable, but I would be allowed to take my fourth year course again, [underlined] provided [/underlined] my technical studies were given absolute priority – in other words [underlined] more study [/underlined] and [underlined] less cadets. [/underlined]
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Suitably chastised, I returned home to pick up the pieces. It was difficult not to feel somewhat bored when one had to go back to the starting point on those subjects in which one had done reasonably well. However, I took their admonishments to heart and on balance, when I did move forward again a year later, I am sure that the repeat of this year was a definite benefit. Trying to look on the bright side, I did console myself with the fact that right at the beginning, my exemption from the first year of the course meant that I had been a year ahead in age terms.
Following the usual August break, cadet parades resumed again in the September with new recruits to ‘break in’ and the usual revision and ‘smartening up’ of the older cadets which characterised the beginning of another year of training. My own setback had no effect upon the fortunes of the Squadron of course, but the bad news so far as the Squadron was concerned was still to come.
As soon as we resumed our visits to Bottesford, we were informed that there were plans afoot to move 207 Squadron to another airfield. Bottesford had been initially constructed around a typical grass airfield which was quite suitable for the likes of the Hampden bombers of the early war years. Following the introduction of the ‘heavies’ with their steadily increasing all up weights, even the construction of a stop gap concrete runway could not disguise the fact that the airfield was breaking up under the strain.
It was quite a body blow when we were told that Bottesford was going to be closed for a complete ‘airfield work over’ for the provision of a full set of ‘heavy duty’ concrete runways and that 207 Squadron was going to move, lock, stock and barrel, over to RAF Langar, just to the east of Nottingham. Langar was however, the ‘property’ of Nottingham’s ATC Squadrons and our attachment could not move over with 207.
They couldn’t do this to us! 207 Squadron belonged to 47(F) Squadron! But war is war and postings are postings, whether we like it or not. So the Autumn of 1942 was the end of one era but it was also the beginning of another.
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[underlined] Chapter Nine 47(F) and RAF Syerston 1942-43 [/underlined]
207 Squadron’s move from Bottesford to Langar had left us without attachment. In the meantime, the number of cadets coming into Grantham from villages to the south had steadily increased and in order to reduce the distance cadets were having to cycle in and back, we had started a Colsterworth Flight. The village of Colsterworth lies some nine miles to the south of Grantham, and the opening of a new flight there would also increase our catchment area. We could now enrol cadets from villages further to the south which were now within cycling distance of Colsterworth. I must admit that I have little or nothing to contribute to the history of the Colsterworth Flight. Its inauguration came at a time when I was up to my neck with my studies, apprenticeship commitments, and affairs at the Grantham HQ. Our CO was a great believer in the delegation of responsibility [underlined] and [/underlined] authority, and apart from the occasional supply of specialist instructors from time to time, he had every confidence in the capability of the Oi/c Colsterworth to run his Flight without unnecessary interference from Grantham HQ. As a result of this policy, I personally had very little contact with them.
RAF Spittlegate were now able to take a few cadets at weekends and they agreed to the attachment of the Colsterworth Flight to them. Even if we had wanted to do so, there was no room for the main Squadron to return to a Spittlegate attachment.
All of which left us somewhat in the air (or on the ground if you prefer) Thanks to the close relationship which our C.O. had maintained with 5 Group H.Q., we were not long before we had a new attachment. This time it was to a newly acquired 5 Group Station, RAF Syerston, between Newark and Nottingham.
At the beginning of the war, Lincolnshire and the more easterly parts of Nottinghamshire, had been the home to two Bomber Groups. In the south had been No.5 Group (Hampdens) with its H.Q in Grantham, and in the north No.1 Group (mainly Wellingtons) with its H.Q. at Bawtry. As Bomber Command expanded, more new squadrons were formed than there were new airfields to accommodate them. By 1942, 1 Group were expanding more in North Lincolnshire and 5 Group, in addition to gaining newly constructed stations (such as Bottesford), were also taking over some of the more southerly stations of 1 Group’s erstwhile territory, and RAF Syerston was one of these.
Syerston had been one of the last ‘Golden Age’ stations, with elegantly designed buildings and hangars. It had come into service in mid 1940 and had been the home of 408 Sq., a Polish squadron which had used Fairey Battles to ‘work up’ into RAF procedures before converting to Wellingtons and moving north in December 1940. (Incidentally, I never knew until years after the war had ended that the Poles had their own ATC Squadrons in which instruction was carried out in both English and Polish) For the next sixteen months Syerston had gone into ‘Care and Maintenance’ while the airfield received a full set of heavy duty runways. In the late Spring of 1942, the station came back into service with the arrival of its first 5 Group Lancaster squadron.
In early 1939, No.61 Squadron, then at RAF Hemswell, had converted from Blenheims to Hampdens. It moved down to South Lincolnshire in 1941, where it converted to Manchesters. Then having converted to Lancasters, it moved into the newly commissioned Syerston.
Three months later, they were joined by No.106 Squadron. Like No.61, they also had WW1 origins. 106 was reformed in 1938 in the south of England,. Briefly, it came back to Cottesmore for a couple of months while it converted to Hampdens. It spent 1940, at Finningley, and most of 1941 at Coningsby where it converted to Manchester, before it replaced these with Lancasters. By this time, it had begun to acquire its reputation as one of 5 Group’s most prestigious and accomplished squadrons. At Coningsby it had also acquired as Commanding Officer, a Wing Commander Guy. P. Gibson (also of later fame!) which may have had something to do with it. In September 1942, 106 Sq. Moved over to Syerston, and shortly afterwards 47(F) started lending them a hand!
The significance of events is rarely obvious at the time of their occurrence. When it was announced that we would be attached to Syerston, I suppose we took it more or less for granted. I am sure at the time we thought it would be a bit of a let down. No one, we felt could possibly match up to ‘our’ 207 Squadron. How wrong we were, and it took a remarkably short time for it to sink in. In the years to follow, I have often pondered on how we came to get this ‘plum’ posting. I know that our CO had a remarkable flair for ‘Cultivating People in High Places’ and no doubt he had a good deal to do with it.
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At the same time, the hand of Sir Arthur Longmore may well have twisted the occasional elbow. Perhaps too, reports to Group H.Q. of our doings at Bottesford had not gone unnoticed. Maybe it was a combination of all three. Certainly, there were nearer stations to which we could have been attached, and certainly there were other ATC Squadrons nearer to Syerston.
There was no question of us being able to cycle from Grantham, so on our first visit there we were waiting expectantly for the arrival of a truck to take us the twenty or so miles across country. We had a good idea of where it was but the wartime travel restrictions (“Is Your Journey Really Necessary” etc) had meant that we had no real idea of how the station had progressed since its construction had started before the war but had not been completed until relatively recently. The station still exists today, even if it is no longer an operational flying station apart from being an ATC Gliding School. From the A46 main road, the woodland which surround it, still give no indication of the station’s size. One can still see the edges of married quarters as you approach from the south, and as you pass through the camp from the north, the Officer’s Mess and married quarters are on the east side and on the west can be seen the Guard Room, a few of the admin buildings and the end of one hangar. The end of one of the runways comes up to the road but the curve of the ground obscures all other view of the airfield proper.
This was more less [sic] the same initial view we got of Syerston when we first rolled into the station back in 1942. We went through the usual formalities at the Guard Room and were guided up to the Adjutant’s Office where we were placed in the hands of the poor soul who had been given the job of looking after us for the day. As with our first visit to Bottesford, we had the feeling that they were not quite sure what to do with us, but we soon got down to business.
We explained what we had done at Bottesford and they proposed that the first step was to take us on a tour of the station. I think perhaps that I should have explain [sic] that the parties which went out to Bottesford and now to Syerston, were nearly always our older, more experienced cadets who had reached the age of Registration and therefore had more or less decided their aircrew or ground trade categories when the time came for their callup. Visits to RAF Stations were always considered as privileges to be earned. From time to time younger cadets would be included partly to make up numbers but principally to give them an idea of what they could look forward to.
We had already realised that the station itself was a much more ‘up market’ affair than Bottesford. Where Bottesford had grass, Syerston had lawns. The buildings were elegant and neatly arranged. The hangars were vast and their workshops designed into them rather than being in ‘add on’ huts. Lancasters were everywhere. Bottesford had been a one squadron station with between twenty and thirty Lancasters at any given time. Syerston, being a two squadron station, had between fifty and sixty. Not that we could see them all at the same time because, like Bottesford, there were dispersal areas all round the perimeter, many of them tucked away in the many surrounding woods. The bomb dumps we [sic] also twice the size and since the RAF were now bigger and better big bangers, their stock of ‘cookies’ were even more impressive.
What became increasingly obvious, was a difference in atmosphere. Our stay at Bottesford had been at a time when targets were varied, calling for equally varied tactics. We had passed though [sic] the leaflets dropping and mine laying eras, the low level preparations for possible daylight raids, and the early exploratory experiments in the use of electronic navigation, target finding and marking aids. Now, in late 1942, a far more single minded approach to air warfare was being entered. This, in time, would lead to the Battles of Hamburg, the Ruhr and Berlin, and Syerston’s job was to ‘take out’ the industrial potential of the Third Reich. The enemy’s potential to strike back had increased proportionately. The Luftwaffe now had radar equipped night fighters and sophisticated radar aided ground control systems and our losses were mounting. Syerston was definitely a station in which ‘kill and/or be killed’ was an every night affair, a station on which flying was no longer fun but all too often a grim reality.
By the end of our second visit, we had more or less dropped into the same routines with the ground trades going into the hangars, armaments sections and the like, while the aircrew candidates went to their equivalents. Wherever possible, we ‘got stuck in’ and made sure we had earned the chance of a back seat in a test flight. Most of these flights were generally short, relatively speaking, as both squadrons were not [underlined] practising [/underlined] for anything, apart from breaking in replacement crews. Inevitably, some of us ended up in the bomb dumps loading incendiaries and other menial chores in the hangars, but we were not there to be entertained.
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Again it was not long before we were welcomed rather than tolerated. For myself, once the routine had been established, I tended to send other Sergeants over in charge of the parties, and only once in a while went over with them to see how things were going. As a result, events at Syerston have remained less clear in my mind. My main reason for doing so was that a visit there was always a full day’s job, and I needed my Sunday afternoons for my technical studies. So, more and more, my Sunday mornings were spent in our Grantham HQ, either instructing or relieving other NCOs to go to Syerston.
[underlined] No.830 Company Girl’s Training Corps [/underlined]
By mid 1942, male conscription had settled down to a steady flow of boys into the three Services. The Sea Cadets, the Army Cadets and the ATC were all feeding their senior services with increasingly capable recruits who knew their basic drill and basic skills. Conscription had also begun for women over the age of eighteen. Most of them would be directed into war work, nursing and the Land Army etc., but a significant proportion were going into the Wrens, ATC and the WAAF. The three Services complained that there seemed to be no pre-service training organisation to give equivalent pre-entry skills to their women entrants. At the same time none seemed prepared to allow girls to enter their Cadet units. This was of course in an age when segregation of the sexes was still considered essential ‘on moral grounds’.
Without further research, I have no idea of when, where and how the idea of a Girls Training Corps came to fruition. It started, and for most of the rest of the war years, existed in a state more or less equivalent to the early days of the Air Defence Cadet Corps i.e. a largely voluntary organisation which the Services assisted, but only nominally supported financially. It depended almost totally on local financial and material fund raising. Its aims were to give girls below conscription age, basis [sic] skills in nursing and general care, first aid, cookery and ‘good citizenship’ (whatever that meant). On top of that, those girls who, upon Registration opted for one of the Services, would be taught basic foot drill and the basics of that role in which they would serve when the time came for their callup.
Once the idea was proposed, the Girls Training Corps quickly blossomed and spread. As with the early days of the ADCC, the first units (called ‘Companies’) were formed in the south. It was some time before the idea spread to Lincolnshire, but in November 1942, the Grantham Journal reported that a Girl’s Training Corps Company was to be formed in Grantham. Now at this point I need to introduce two personalities, one new and another whom we met earlier on in this narrative.
You may remember back in the early days of the Grantham Squadron, the sub-editor of the Grantham Journal had always given us valuable publicity. Not only that, she had volunteered herself into being our Squadron secretary. For the last three years she had kept us, our records and [underlined] her [/underlined] Orderly Room in good order and discipline. Small dumpy and efficient, Miss Llewellyn-Owens had charm and a definite way with things and when she was called upon to report on the proposed formation of a GTC Company in Grantham, she did a lot more than just report. The other personality was in distinct contrast. One often meets people who are large both in personality and stature. Grantham’s Mrs. Brace was both, collecting and ruling her numerous committees with much verve and vigour. Where our Miss Owens persuaded, Mrs Brace commanded. While Mrs Brace drummed up support, Miss Owens proceeded to persuade, and the first person she persuaded was our C.O. who was ‘invited’ to attend an inaugural meeting which took place a few weeks later.
Grantham had no Sea Cadets and the Army Cadets were still finding their feet, so Miss Owen was determined that if there was any serious talk of cooperation, it was going to be with the ATC. It would seem that history had again a tendency to repeat itself. The meeting was held
Mrs Brace was the obvious candidate for Commanding Officer, Miss Owens became Adjutant (and later second in command). The ATC Commanding Officer was invited to comment and he promptly offered the full cooperation of his squadron’s facilities in those fields of instruction where there would be common interest. Furthermore, until such time as the new GTC Company could find a home of their own, they could use the ATC Headquarters on those nights and other times when they were not in use by the ATC.
At this point I would like to step aside to air some recent concern within 47(F)’s command structure. As the age of conscription was raised, we had lost a number of our younger Flight Commanders but over the four years of the Squadron’s existence since its inauguration, the Commanding Officer, the Adjutant, two of the Flight Commanders and the Squadron Warrant Officer had remained the same.
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[underlined] GIRLS TRAINING CORPS COMPANY TO BE FORMED IN GRANTHAM [/underlined]
[indecipherable word]
Registered as a Newspaper 1942 FRIDAY, NOVEMBER 13[inserted]th 1942 [/inserted]
BY-PASS ROAD MYSTERY
Cause Of Soldier’s Death Unknown
BELIEVED TO HAVE “JUMPED” LORRY
The death of L/Bdr. James Edward Moseley, 24, Church-street, Smallthorne, Stoke-on-Trent, who was found lying on the Colsterworth by-pass on the night of October 16-17th, with severe injuries, which proved fatal, is still an unsolved mystery.
The deputy borough coroner, Mr. C.Y.L. Caleraft, at the resumed inquest on Friday, stated death ‘was caused by shock and toxaemia, following injuries’. He was, however, unable to bring in a verdict of how the injuries were caused, though a theory was put forward that deceased had “jumped” a lorry, stunned himself in getting off, and had been run over by another vehicle.
PC Beech said he arrived 300 yards south of the railway bridge on the by-pass at 12.50 a.m. on October 17th. He examined the deceased who had been moved by lorry drivers to the side of the road and found him suffering from extensive injuries. He was conscious and asked if he was off the road saying “Don’t let them run over me again”. In reply to witness’s questioning, Moseley said he had been to Grantham and had returned on a lorry, but did not know how he had met with an accident. His injuries, added witness, suggested that he had been run over. Soldiers were in the habit of taking lifts on passing lorries, sometimes without the drivers knowing.
POLICE EFFORTS UNAVAILING
George Edward Pallister, West Hartlepool, lorry driver, explained that late on the night of October 16th he was driving through Colsterworth and in the light of his headlamps saw an object lying on the road. He skirted it, drew up and found it was a soldier, lying with his head touching the kerb and his feet directly across the road. Two other lorries came up, and together they moved the soldier and covered him with coats, while one driver went for an ambulance and the police.
The efforts made by the police to find anyone who had any knowledge of the accident, were described by Inspector Taylor, who said he telephoned Biggleswade and asked them to stop all vehicles proceeding south, to examine them for bloodstains, etc., and interrogate the drivers. He also requested that the message should be passed further south to the Metropolitan police. Witness then spoke to intermediate stations between Grantham and Biggleswade, so that lorries in cafes could be examined. It was also arranged that the message should be circulated by police wireless and on the following Monday the B.B.C. broadcast a message. Despite this, however, no information about a vehicle or driver who might have been involved had been obtained.
Continued from next column
National Service sent her name to Mrs. Leeke, Grantham Vicarage, by Friday next, November 20th mentioned whether she would like to attend the course at Sleaford? We have been promised most valuable help by the A.T.C. and the Red Cross, and the A.T.S. and W.A.A.F. have cooperated most generously in the work already begun in the county”.
THE G.T.C.
Company To Be Formed At Grantham
At a well-attended meeting in the Guildhall, on Saturday, under the chairmanship of Mrs. G.H. Schwind (chairman of the Kesteven G.T.C. advisory council) it was unanimously decided to form a company of the G.T.C. for Grantham, and later to extend the work to include nearby villages.
Miss Janet Campbell, county commandant of the corps, gave a most inspiring account of its work, which aims at giving a sound basic training to girls up to the age of 18, with optional classes under well-qualified instructors for those who intend to become munition-workers, land girls, nurses or members of the Forces.
The great success of the boys organisation, she said, was due to their keen desire to take their share in winning the war, and in this the girls were no less anxious to do their part. Social activities were included in the programme and a camping site was already in use, thanks to the generosity of Commander J. Cracroft Amcotts. The uniform was simple and applications from would-be cadets in Grantham had already been received. Officers were needed aged 19 and over.
The following committee was appointed: Mrs. Schwind, chairman pro tem., Lady Longmore, Lady Welby, Miss Bellamy, Mrs. L. Bond, Miss Cherry, Miss Frier, Miss Gillies, Miss Hargraves, Miss Jabet, Miss R. Jackson, Miss Law, Mrs. Leeke, Miss E. M. Preston, Mrs. Robinson, Mrs. G. A. C. Shipman, Mrs. Talbot, Miss Townsend and Mrs. Walsh.
Flt.-Lieut. P. P. L. Stevenson representing the Grantham A.T.C., of which he is commanding officer, and promised the active co-operation of the corps.
It was decided to accept cadets over the age of 14 and to invite those willing to become officers to notify Mrs. Leeke.
CHANCE FOR GIRLS, 14-18
Mrs. Schwind writes:-
“the Corps, which is recognised by the board of Education as the pre-service organisation for girls gives the basic training to cadets, aged over 14 up to 18, in drill, fire-fighting, first-aid, handy-women’s jobs, hygiene and physical training, while tuition in other subjects such as aircraft recognition, field cookery, food production, home nursing, shorthand, car maintenance and workshop calculations is provided according to the careers which the girls hope to follow, whether in munitions, land work, nursing or the Forces. Before we enrol cadets (there are already nearly 40 who have expressed a wish to join) we need officers – women and girls over 19 interested in the work and able to give one or two evenings a week. (the more officers, the fewer their hours of duty need be. In addition to the commandant, vice-commandant, adjutant and quartermaster, we need one or two officers for each section of 25 cadets. A week-end course for officers will be held at Sleaford High school on Saturday and Sunday December 5th – 6th. under Miss Janet Campbell, county commandant, at which we hope to have officers from the companies formed or being formed at Sleaford, Stamford and Bourne.
“Will anyone willing to offer herself for this much needed form of
Continued in previous column
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[deleted] Red Cross [/deleted] cadets on parade
[photograph]
THIS contingent of Grantham Red Cross cadets. Led by Susan Brace, was taken outside the Guildhall towards the end of the Second World War. Taking the salute is an American general.
Third from right is town MP Denis Kendall and on top of the bomb-blast wall is Rothwell Lee. In the background is a building later demolished to make way for the JobCentre.
The picture was brought in by Joyce Szewd, of Sixth Avenue, Grantham.
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Cadets were girls of the Training Corps
[photograph]
A RECENT picture described as the Red Cross cadets towards the end of the war was in fact the Grantham 830 Girls Training Corps.
Although the Red Cross wore similar uniforms, they wore caps and aprons on parade.
During the war, all youngsters over 16 had to join a uniformed youth group, such as Red Cross, Army Cadets or ATC.
Winnie Barnes, of Ripon Close, Grantham, rang to say she is the lass on the second row, nearest the camera.
Led by Susan Brace, second in command was Miss Llewellyn-Owens, a Journal reporter who later joined the WRNS.
Beryl Neal, of Robertson Road, on the front row ahead of Miss Barnes, said they met in a room on London Road, which became the Kendall umbrella factory.
She said: “We marched around the streets. There was little traffic in those day [sic].
“We learned Morse code at ATC rooms, St Peter’s Hill, by Mr Betts.”
Margaret Burdon, of Grantham, brought in the photograph above of members of the Grantham 830 Girls Training Corps celebrating the group’s third birthday in 1945 in the grounds of Elsham House (now Grantham College), shortly before it disbanded.
Pictured are from from [sic] left – Joan Ray, Audrey Nickerson, Betty Ward, Betty Goodacre, June Bradley, Winnie Barnes, Margaret Smith, Miss Gardner, Mrs Brace, Miss Hall, Winnie Guilliat, Doris Anderson, Joan Parker, Margaret Wilson, Jean Ranby, Pauline Palmer, Doreen Sellars and Mary Shepherd.
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Now as mentioned much earlier, the difference in rank between a Warrant Officer and his Commanding Officer may be considerable, but it [sic] a matter of respective opinion as to which considers himself to be endowed with the superior responsibility, authority or whatever. Over these four years, each respected their relative rank and apparent authority, but of late there may have been some cooling of regard. I may be wrong, but I have always had the feeling that our Warrant Officer was seeking an appropriate opportunity to tell our CO what he could do with the former’s Warrant. Whether it was simply a case of him just having had enough of the job for a while or whether it was more of a case of personalities in disagreement, I never knew, but our W.O. had been increasingly on the point of handing in his resignation.
However, back to the formation of the GTC Company. As part of the package of cooperation, our CO promised to supply drill and other instructors until the GTC could stand on its own feet with an NCO structure of its own. As with the early days of the ADCC, there had been a rush of girls wanting to join. This called not only for their initial drill instruction generally, but also to train up as quickly as possible, a core structure of recruits with appropriate leadership and instructional skills.
While our CO had obtained immediate offers of help from our officers to assist in the drill and administrative instruction of the GTC Section Commanders, it was a very different matter when it came to the point of who would be in charge of other ranks instruction. Our Warrant Officer chose this point to become the ‘Immovable Object’ and refused point blank to get involved. Our CO, realising that the employment of ‘Irresistible Force’ would achieve little or nothing, turned this force elsewhere.
It will be appreciated from all that transpired in the many previous pages, that all the cadet units in which I had served to date had been ‘boys only’. The King’s School was (and still is) a boys only school. Fraternisation with the girls of the Kesteven and Grantham High School across the town had been actively discouraged and a King’s School boy had to be more than a little careful about the town’s other girls with whom he was seen to be associating. In fact, at that time, prefect power and a regime which permitted a fair measure of ‘ragging’ (not to be confused with bullying), to be openly observed with a girl friend (of the right social order of course) was regarded as being a Sixth Form privilege. To do so under the age of sixteen was to invite merciless ragging and unless one was particularly extrovert, one’s later teen age years left one with a ‘wimmin is trouble’ complex.
There were no girls in our family of my sort of age and both before and during the war our homes had been isolated in terms of neighbours. Until the later years of my apprenticeship, my contact with any girls of my own age was negligible. Both the ADCC and the ATC had (until now) been totally ‘boys only’. As for me, until adolescence, I had only thoughts for model aircraft, Meccano, and the like. After adolescence, all I was interested in was my studies, my cadets and keeping my family together in the very primitive conditions in which were [sic] had evacuated ourselves to escape the bombing in Grantham. On top of this, having by now seen too much distress and despair when loved ones ‘failed to return’ I had in effect’Signed [sic] the Pledge’. Until such time as we could get this war business over and done with, I would leave the chasing of girls to the others who had enough spare time to ‘get involved’. Besides, I had a shrewd idea that I was more of an ‘odd fish’ than I cared to acknowledge. If there was a ‘right girl’ out there somewhere she would not only take quite a lot of finding but she would probably get fed up with waiting for me to get my qualifications/commission or whatever other excuses I had for not spending enough time with her.
If the SWO was not prepared to instruct the GTC girls then, the C.O. decided, there were plenty of NCOs in his Squadron who would jump at the chance. ‘Throwing Rank’, he said (in no uncertain terms), that I would be in charge of GTC drill instruction, and in particular would be in charge of a crash course to train up their NCOs. I immediately protested that I had already got too much on my plate, but he promptly slatted me down by saying that I had said that my studies were going well and that I was delegating the majority of Syerston visit supervision to my other Sergeants. “Besides” he said, “It will do you good” (I was far from sure what he meant by that. Neither was I sure how much Miss Owens’s hand was mixed up in this)
Over the years, there had been quite a few ‘social evenings’ in our H.Q. to which the other cadets had brought their girl friends along. We also had a succession of girls helping out at our mid evening cocoa and tea breaks. In addition, beyond the blackout curtains at our front door and the end of parade, there would usually be a certain amount of whispering and giggling as girl friends awaited the emergence of their boys. The sound of female voices was not unknown in our HQ but had
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always been in the minority, but this was no preparation for the sound effects of the first night upon which No. 830 (Grantham) Company of the Girl’s Training Corps had their first parade. As fully expected, there had been no reluctance on the part of the other Sergeants to undertake drill instruction for the GTC cadets. I had made a point of arriving early so that I could hide myself away in my instructor’s office until the last possible moment. As I buried my nose in my affairs, I became increasingly aware of a crescendo of female voices filling the hallway and other rooms, together with voices of authority attempting to produce a semblance of order out of the apparent chaos.
Eventually, order was established and the next thing I knew was that on the opposite side of my desk was a uniform which was not RAF Blue, and a voice which was not one of my cadets. She informed me that the NCO squad was awaiting my instruction. The dreaded moment had arrived.
Now it has taken me sixty odd years to admit it publicly, but the real reason for my reluctance was that I was in a ‘blue funk’ as they say. Without a qualm, I could face a squad of new ATC recruits with calm and authority. I could perform for, and converse with the Topmost Brass of the RAF and other dignitaries without turning a hair. I could command a parade of several hundred strong without a tremor in my voice, but the idea of facing up to a dozen or more ‘wimmin’ was something approaching nightmare. ‘Wimmin’ were a closed book to me and I didn’t want to ‘get involved’ whichever way you like to interpret it. Section Officer Owens had assured me that they had been carefully selected and that they were ‘all nice girls’, but that was no help.
I faced the group. They appeared to size me up and I did my best to size them up. In the same way as a horse will immediately sense a nervous rider, it was obvious they sensed that in spite of my stripes and apparent age, I was more than a little nervous (Under statement)
Throat cleared, I resorted to my usual preliminary patter. I was “Flight Sergeant Stevenson and over the next few parades I would be instructing you on basic Foot Drill and furthermore instructing you on the basic principles of drill instruction etcetera, etcetara [sic]” Sundry signs of interest, what might have been encouragement, and a few more enigmatic signs which might has [sic] been amusement. I pressed on regardless and relaxed very slightly.
As usual, the first thing was the “Stand to Attention”. The usual patter starts at the feet and works upwards. In those inhibited days, ‘gentlemen’ refrained from regarding anything below the female face with anything further than the briefest of glances. Now I was called upon to considering closely the disposition of a dozen pairs of black shoes, topped with a dozen pairs of female ankles above which were a dozen pairs of female legs. Somehow, I managed to sort that lot out.
The next problem was the rest of the figures above. Although they were unquestionably ‘different’ from the dozens of squads I had previously instructed, there [sic] seemed to possess that same cross section of posture problems. Some of them naturally stood up straight and pulled their shoulders back in the approved manner, but there seemed to be a new spectrum of hunching which of course had to be corrected if smartness on parade was to be established. With boys, the usual practice was to stand behind them and, forcible employ ones thumbs and fingers to haul the back into the correct position. What on earth was I allowed to do? Summoning up courage, I picked on one of the ‘stoopers’ who didn’t look as if she would slap my face. I stood behind her and as gently as possible pulled her shoulders back. At the last moment she let out a slight gasp which the others must have heard as all shoulders visibly straightened – to my relief!
There were constant pitfalls for the unwary male. “Arms straight, fingers clenched, thumbs behind the seam of the . . . . . .” Oh, Christ, they don’t have trousers, do they? Do their skirts have a seam down the side? I flounder. One of the more capable ones who seems to be enjoying herself chirps up “Yes Sergeant, there is a seam down there”. Grins and the odd giggle. I press on. More problems when we get to ‘Right Dress’. Boys, in a manner of speaking, present less of a problem. Get their chests lined up, and the rest drops into place. No [sic] so this lot! After a bit, I give up and line their noses up!
Gaining confidence a little, I yell the usual “Come on, stand up straight, pull your shoulders back and stick your . . . .” I stop dead. I must admit that they responded admirably until the whole group collapsed into helpless laughter at my expression, and at that moment our CO and S/O Owens walked in to see how we are getting on. I get a stern look from our C.O. and what might be called an old fashioned look from S/O Owens. (I did not realise that the cadet who was beginning to wind me
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up was her niece, and that later she had thoroughly enjoyed giving a first hand account of their first drill session)
And so it went on.
Somehow I managed to survive the rest of the evening and I had to admit that they were indeed ‘nice girls’ as promised and they were all dead keen to learn. Whoever had short listed them had done a good job. Afterwards, I was amused and somewhat heartened to learn that the other ATC Sergeants had encountered similar problems but unlike me had thoroughly enjoyed themselves. At first I was a little embarrassed when the NCO group were referred to as ‘[underlined] your [/underlined] girls’, but after a while, they were doing so well, I was getting sufficiently proud of them to catch myself calling them ‘[underlined] my [/underlined] girls’. Luckily for my studies and other commitments, the ones who might be considered ‘my type’ appeared to have their own boy friends so I could retire gracefully into my bachelordom and not ‘get involved’. We all seemed to get on well with each other and that was fine. However, in retrospect, I think the C.O. was most probably right when he said it would “Do you good”
For a while, our H.Q. was busy every night with ATC and GTC on alternate nights, but it was not long before they got an H.Q. of their own. There, they could do their nursing, first aiding and caring skills and their NCOs could carry on the good work so far as drilling was concerned, but the more Service orientated cadets still came to us for things like Signals, Aircraft Recognition (They might not be so good at sorting their ‘Flaps’ from their ‘Slots’ but they were good at recognising the general shape and ‘sit’ of an aircraft)
If I remember rightly, for these subjects we began to parade on the same nights and now the barriers were down, our H.Q. became very much ‘co-ed’. I think for a time at least, the classes were kept separate, but at breaks and at the end of the evening’s activities there was a lot of ‘fraternising’ and a noticeable tendency to ‘pair up’ when the time came to shoo them all out. This then was the pattern which seemed to hold for the next couple of years. We definitely paraded as separate units on formal occasions, but so far as instructional and social activities were concerned, there was always a high degree of cooperation. It was an interesting phase of our Squadron’s history
The GTC did not survive into the post war era. When the time came, in less inhibited times, for the various Cadet units to enrol girls on the same footing as their boys, though difficulties might still arise, it would not be the first time that 47(F) had ‘wimmin’ about the place.
We had a second Annual Camp in 1943, (boys only of course) A tented camp was set up for us next door to the Parachute Section alongside the lane which leads off to Syerston village. Sadly, my camp report for that week has not survived, so I cannot give a day by day account of the doings. Although we did not receive the same V.I.P. treatment we had at Bottesford, I can still remember a lot of flying and a lot of slaving in the hangars and other sections, In retrospect, I suppose in a way, this and our attachment to Syerston could be considered the apogee of 47(F)s wartime involvement with the hot war.
As 1942 moved into 1943, I was now in a somewhat curious situation. The ATC had been created from the Air Defence Cadet Corps to meet a wartime need. I am not aware that at that time there had been any specific maximum age for an ATC cadet. No doubt with a callup age of eighteen, nearly if not all cadets would have left for the Forces by that time, and a maximum age limit was hardly necessary. We had no cadets on our strength who were not liable for military service.
Thanks to my Joint Selection Board deferment to obtain my Higher National Certificate as an entry qualification, I was now not only the Squadron’s senior NCO with all those cadets of the same age having already left for the RAF and elsewhere, within eight months, I would be aged twenty. Looking back, I suppose I was one of the few cadets who had been in the ADCC/ATC for the whole of the war period to date.
As a result, my future in No.47(F) was to say the least of it, a bit uncertain. There was the Selection Board stipulation that I must be in some form of pre-service training, so my having to leave the Squadron on age grounds might well present a problem. I suppose I was just about old enough to apply for a commission within the ATC, but we were up to strength on the unit’s officer count, and the ramifications of applying seemed somewhat complicated. The matter was solved however before
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A.T.C. Form 3
[ATC Crest]
AIR TRAINING CORPS.
Certificate of Proficiency
PART I
This is to Certify that
Cadet Flight Sergeant Peter Desmond Stevenson of No. 47.F. (Grantham) Squadron
is granted a Certificate of Proficiency in that, during his membership of the Air Training Corps, he has fulfilled the necessary conditions as to efficient service and has qualified in the Flight Mech (E) syllabus of training, as laid down in the Rules and Regulations of the Air Training Corps.
[signature]
Air Commodore
Commandant, Air Training Corps.
Date 7 – 8 – 43
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that decision was made. Our Squadron Warrant Officer suddenly decided that enough was enough, and thumped in his resignation.
The CO (naturally) decided that a suggestion replacement should be from his fellow officers. Net result, would I be prepared to resign as a cadet, and apply for consideration as the Warrant Officer. In August 1943, therefore Cadet 308 Flight Sergeant Stevenson P.D. ceased to exist. He handed in his uniform, received a W.Os clothing allowance and was next seen sporting a rather smarter uniform, service shirt and tie and the W.Os ‘Crown on his lower sleeves. As far as duties were concerned, there was not a great deal of difference, as his predecessor, over the previous months had been only too pleased to hand over his more irksome duties to his senior Flight Sergeant.
That was the good news I suppose, but life always seems to balance this with a bit of bad news. The latter affected the Squadron as a whole. Lincolnshire’s air bases were to undergo another, and even more drastic upheaval. No.5 Group was to move to occupy more of the north and east of the county and its Headquarters would also move north. Nearly all their bases to the south and west were to be handed over to the Troop Carrying Command of the U.S. 9th Army Air Force whose headquarters would now be in 5 Group’s erstwhile home in St. Vincent’s in Grantham. Syerston’s two Squadrons would separate to other bases and we could no longer be attached to them. Calamity indeed!
‘The Yanks were Coming, the Yanks were Coming’ – and we were left to make the best of it. The autumn of 1943 was, to say the least of it, the beginning of yet another phase in the 47(F) Story.
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[A.T.C. LEAVING CERTIFICATE OF SERVICE]
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[A.T.C. crest]
[photograph]
WARRANT
To P.D. Stevenson.
As Commandant of the Air Training Corps for the Midlands.
I do hereby appoint you to be a Warrant Officer of No. 47F (Grantham) Squadron, from the Twelfth day of August 1943.
[badge]
You are therefore carefully and diligently to discharge your duties as such as required by regulations and to observe and follow such orders and directions as you shall receive from a superior officer.
[signature]
G/Capt
Eighteenth day of 1943.
93
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[underlined] Chapter Ten – The Magic Air Force 1943-44 [/underlined]
Before I start on this penultimate chapter, a word about its title. Leslie Thomas, the prolific author of highly amusing accounts of WW2 service life, produced a masterpiece in his ‘Magic Army’. This started with an hilarious account of the impact of the invasion of the Dorset countryside and coast by the first elements of the United States ground forces who came ‘over here’ to finish this war of ours for us. It was centred around a small seaside community of local yokels, guarded from the enemy by a more or less forgotten detachment of British artillerymen. Its gun was of dubious reliability and had barely enough ammunition to do more than scare the pants off a ‘tip and run’ German reconnaissance plane. Into this scene had marched the first elements of what would eventually be an overwhelming army of American servicemen. They had come to prepare the ground. They had come from many parts of the United States and some of them had been recruited from the Deep South with complexions which were a distinct contrast to those of the Dorset folk. (In these days of political correctness, one has to be careful with one’s phraseology) Their military bearing and behaviour was also in distinct contrast to that of the Tommies manning their gun. The story ends in tragedy but don’t let that put you off. It will give you another facet to the eight months or so when the Grantham area was host to another American invasion.
These were not by any means the first U.S. units who had come over here to join the fray.
For the past two years, East Anglia had been the Forty Ninth State as the U.S Eighth Army Air Force battled its way with ever increasing strength (and appalling casualties) in its daylight raids over the Continent. As the planning and preparations for D Day progressed, the combined operations of the British and American Airborne Forces resulted in many of the airfields surrounding Grantham being freed from RAF activities to make room for the Troop Carrying Command of the U.S Ninth Air Force. Grantham’s St. Vincent’s, had become their Command Headquarters, and it was their staff personnel who were first seen about the town. Having more or less established themselves, the time had come to ‘call in the Cavalry’ and shortly afterwards the aircraft and their ground personnel began flying into the airfields.
The aircraft were mostly the rugged, reliable and much loved C-47, better known to us as the Douglas Dakota, and the much less reliable and largely hated C-46 Curtis Commando which had a nasty habit of bursting into flames at awkward moments (It was eventually withdrawn from service). Equipped with these, came the various Troop Carrying Groups
Now in the U.S Air Forces, what we know as a Squadron, they know as a ‘Group’ and what we know as a Group, they call a ‘Wing’. Each of their Troop Carrying Groups had about seventy aircraft which were too many to administer as a single unit, so to make it even more complicated, each was made up four sub units (roughly equivalent to what we would call a Flight) which they now called Squadrons, (TCSs) each of which has a different unit number. Get it? – well perhaps not.
O.K let’s start again with a specific example. Together, the 14th TCS, the 15th TCS, the 53rd TCS and the 59th TCS made the 61st TC [underlined] Group [/underlined] which went to RAF Barkston Heath. This TCG with others at RAF’s Folkingham and Fulbeck in Lincolnshire, Saltby (Leics), Cottesmore (Rutland) and Spanhoe (Northants) together made up the 52nd Troop Carrying [underlined] Wing [/underlined]. 52nd TCW plus two other TCWs in the south of England then made up the 9th Troop Carrying [underlined] Command [/underlined] whose H.Q was at Grantham. In each case, these Troop Carrying Wings were stationed close by the various British and American Airborne Divisions who would fly to war with them.
One other thing we need to establish in the way of definition, was the question of the terms of occupancy of the various airfields used by the Americans way back in the early Forties when our overseas investments were all used up, the Lease Lend agreement with the Roosevelt administration ended up with the British Government agreeing to lease British bases f.o.c. to American Forces in exchange for ships, aircraft and other war material. Thus, a British airfield remained the property of the RAF, who would equip and maintain its buildings, runways etc., leaving the Americans free to concentrate on their flying. Thus, even though a given airfield might be known to the Americans as ‘No.683 Base’, it was still RAF Fulbeck with an RAQF Station Commander, with its flying operations under the command of a U.S. Army Colonel.
Having allowed the staff at St. Vincent’s to settle in, our C.O. went to work. Thanks no doubt to the two years he had spent in the U.S. in the late 1920s he was soon on friendly terms with the Troop Carrying Command’s General Beresford. Invited down to our H.Q., he apparently liked what he saw and promised to attach us to Fulbeck which was going to be the 9th TCC headquarter’s airfield. This incidentally, was just down the hill from Fulbeck Hall which was to be the place in which the detailed planning of the Arnhem operation was to take place, and close to Stragglethorpe Hall which was the Headquarters of the British 1st Airborne Division.
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2 [underlined] GENERAL GILES, Commandant 9th TROOP CARRYING COMMAND USAAF INSPECTS NO.47(F) GRANTHAM SQUADRON AIR TRAINING CORPS 6th February 1944 [/underlined]
[underlined] 6th February 1944 [/underlined]: Sunday. The weather was cold and dull, which was rather unfortunate because during the morning there was an inspection of the A.T.C. by an American named General Giles. There was also present at this little function the Mayor and Mayoress and Sir Arthur Longmore. The latter appeared to have aged considerably; or perhaps it was the cold, for the wind was bitter.
[photograph]
[photograph]
GENERAL GILES INSPECTS THE A.T.C.
[photograph]
A familiar sight at North Witham, Barkston Heath, Folkingham and Fulbeck were the C47 Dakotas of the US 9th Troop Carrier Command. These particular aircraft are from the 434th Troop Carrier Group, possibly at Fulbeck.
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When the time came for our first visit to Fulbeck, we awaited the promised truck with both interest and curiosity. Well, we waiting and then waited a little longer, but eventually a large truck bearing the now familiar large white star on its bonnet (sorry ‘hood’), rolled to a halt outside our H.Q. “Sorry” said the gum chewing driver, “I got lost”. We piled in. thankful to hand over the navigation, we set off. We were offered a stick of gum. “Sorry”, we said, “We are not allowed to chew sweets when in uniform”. We get a look of surprise. We eventually arrive. Used to several years of RAF Security, we are now somewhat surprised to roll through the gate with no more than a wave from the driver to the guard who is too busy chatting up a couple of Land Army girls to do more than languidly wave back. (We gathered later that a staff car bearing a General’s flag and stars was about the only thing to warrant a guard turnout) Our driver dumps us somewhere in what appears to be the nerve centre of things and in the best of service traditions, proceeds to ‘get lost’.
Eventually, we find someone who seems to have some idea of who we are, but it becomes quite obvious that they have no idea of what to do with us. They play safe, and while they detail someone to take our cadets on a guided tour, our Flight Commander and I do our best to thrash out something constructive. It takes some time to convince them that we are anything more than a glorified Boy’s Club, there for a bit of fun. Having heard what we had done at Bottesford and Syerston, they agreed to attach our ground trades to the equivalent functions in their hangars and on dispersal, and allow the aircraft cadets access to Navigation and Signals section etc. They also promised to give all our cadets as much air experience as possible. In fact they immediately bundled all of us into a Dakota and gave us a twenty minute flip. I don’t think the flight was for any specific purpose from their point of view. They were just being friendly.
Before this happened, it had been lunch time and we were led (we soon learned that no one ever marched in this Magic Air Force) over to the ‘Enlisted Men’s Canteen’. We dutifully queued up and it was our turn to be surprised (not that we had stopped being surprised from the minute we had arrived) Huge plates were dolloped with huge quantities of food. Naturally, individual meals are long since forgotten, but the general impressions last. Apart from immediate perishables, the Americans had agreed to be responsible for the importation of all their food, and the one thing the Americans had decided upon at the outset, was that they were not going to go hungry. They were still in a state of astonishment at how well we looked on what they considered were the starvation rations we were living on. So, when meat was on the menu, we got the equivalent of a week’s ration on our plate. If it was egg[underlined]s[/underlined], then it was in the plural at a time when our week’s ration was one fresh egg, and only aircrew, who were on ops that night got a fresh egg for their breakfast. Sugar was on the tables in great bowls, and the ‘kawffee’ was real coffee and not the ‘Camp’ chicory extract we had been drinking for the last four years. At this stage of the war, though we were certainly not starving, we were hungry most of the time. This of course showed externally when we compared our bodies with our new friends. We were not exactly skinny but in comparison they did tend to bulge better.. I must admit that our meals and ‘kawffee breaks’ were a highlight of our visits to Fulbeck, but with qualifications. Certainly the quantity was there, but to the more discerning palate, the standard of cooking left much to be desired.
Later on, we discovered a further interesting example of Anglo-American cooperation. By then we had got to know the RAF ‘Care and Maintenance’ staff, and it would appear that to be posted to a USAAF base was initially considered to be the ‘reward’ for not having measured up to the requirements of a General Service Officer. Once there, the ‘perks’ more than balanced any remaining stigma. Quite apart from the generally relaxed atmosphere, with little if any of the usual RAF ‘bull’, the general standard of living was measurably higher. The small RAF team soon dropped Officer and O/R segregation and shared a small communal mess. This received the same per capita rationing level as the USAAF, but used RAF catering staff to do the cooking. As Warrant Officer, I and any other ATC Officer would be invited, indeed advised, to eat with the RAF.
It was interesting to see the considerable expansion of this RAF Mess over the months we were there. Apparently, the USAAF officers, once invited to eat with their RAF colleagues, asked for their ration allocations to be routed (sorry ‘rowted”) to the RAF Mess in order for them to enjoy much higher cuisine standards than pertained in their mess. Not all of these US based ration allowances were consumed on the premises, as can well be imagined. We understood that the Fulbeck RAF officers (and I suppose the same applies to the other 9th TCC stations) became not only very popular with their own families and friends, but also with their colleagues on adjacent RAF stations.
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[underlined] YOUTH DAY PARADE – MAY 4th 1944 [underlined]
[photograph]
[underlined] GENERAL PAUL WILLIAMS 9th TROOP CARRYING COMMAND USAAF – INSPECTING OFFICER [underlined]
[photograph]
No.47[F]GRANTHAM Sq AIR TRAINING CORPS
[photograph]
No.830 Grantham Co. GIRLS TRAINING CORPS
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[underlined] YOUTH DAY PARADE – MAY 4th 1944 [underlined]
[photograph]
KINGS SCHOOL J.T.C.
[photograph]
THE U.S.A. POLICE GAVE EVERY HELP
[photograph]
YOUTH DAY, SUNDAY, MAY 7TH. THE ASSEMBLY IN THE CAR PARK
[photograph]
AN AMERICAN PHOTOGRAPGER
[photograph]
THE ASSEMBLY IN THE CAR PARK.
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This was not the only ‘grey’ market which developed and was quietly turned a further blind eye upon. This one had interesting ramifications. During the week before one of our visits, some of our cadets would ‘accumulate’ a quantity of U.K. currency, for which they found a ready market amongst the GIs who were dating up English girls. Now in possession of dollars and cents, our cadets could look forward to the arrival of the ‘chuck wagons’ which heralded the ‘kawffee breaks’. These treated the cadets the same as the GIs. Available on these were sweets and cigarettes in quantity and, more importantly, [underlined] off ration [/underlined]. Furthermore, the cadets also discovered that, provided they had American currency, they we [sic] free to buy things in the ‘PX Store’ (more or less equivalent to one of our NAAFI Shops). These were fabulous sources of things virtually unheard of unless one was well into the British Black Market. Our next currency transaction was from dollars and cents into the new wartime wonder – Nylon Stockings. Once our poor inhibited, blushing cadets (by now unmoved by a Lancaster turret full of blood and guts) had screwed up their courage to effect the transaction, their popularity rating with the GTC went up by leaps and bounds.
This was not the only forms of negotiable currency. Thanks to the generosity of our new American friends, Grantham and the surrounding district had soon learned that ‘gum’ and the Herschey Bar (for ‘Herschey’ read ‘Cadbury’) were in plentiful supply. We were correspondingly popular on next parade night. This brings me back to the GIs Mess Halls.
When we had first collected our midday meal and taken them back to the mess tables, we were puzzled by the large earthenware jars with big wooden spoons in them. Carefully observing our nearby GIs, we gradually discovered their contents and their use. Thanks to having gone with my father up to London pre war, I had been introduced to the delights of the American Waffle. The latter seemed to be a very popular sweet course at Fulbeck, and Jar No.1 was Maple Syrup ([underlined] Real [/underlined] Maple Syrup not ‘flavoured’) By 1943 the British diet was not only frugal, it was also dull and bland. Our idea of heaven at that time was probably limited to something like a small spoonful of sweetened condensed milk. Maple Syrup was not only unobtainable in wartime Lincolnshire, it was virtually unheard of. Since we were also permitted to go back for more, we certainly went back for more, and in spite of its stickiness, some even migrated back to Grantham..
Jar No.2 was more of a mystery. We observed the thickly spreading of a light brown gooey paste onto waffles or thick slices of bread, [or even onto slices of fried bacon!]. Not to be outdone we did the same. The resulting impact on our wartime taste buds was dramatic to say the least. Some faces immediately registered disgust, while others froze in expressions of gastronomic bliss. Somehow, small quantities again drifted back to the unsuspecting Grantham public and these produced the same effect. I honestly think that at that time, nothing else so divided the British wartime public into two opposing camps. There seemed to be no half way, one either adored or loathed PEANUT BUTTER!
Please don’t get me wrong. In spite of our American friend’s efforts to augment our wartime diet, we were not there just to eat and indulge in a little grey marketing. We soon convinced them that we knew something about aircraft and the flying of them. Our ground trade cadets demonstrated that Douglas airframes and Pratt & Whitney engines held few secrets.
What did surprise the cadets was the quality and quantity of the tools which were issued to the American airframe and engine fitters. Those of our cadets who were engineering apprentices, came back drooling about the tools they had used in comparison to the ‘War Economy’ finish of the tools in our factories and what the RAF had to use. New words came into their engineering vocabulary such as ‘Stilson’ and ‘King Dick’. I don’t think our cadets got involved in another form of East/West trade but it was a little surprising how many American tools managed to drift into Grantham factories during the eight months the 9th were with us.
It was a little different when it came to our flying experience. Again at first we had to convince new USAAF aircrew after new aircrew that we [sic] not just after a joy ride. The Dakota does not have so much room ‘up in the office’ as the Lancaster but it does have a lot more windows along the fuselage. After all it was a military version of a very successful air liner. It also had a huge pair of rear doors, big enough to drive a Jeep through. Since they always seem to fly with these doors wide open, there was always a terrific view of the countryside beneath. The airliner passenger seats had gone, of course, but there were bench seats all along the side. Unless one stood up, there was not much to see out of the windows except for the sky and the wings. However, once they got the message of what we wanted to do in the way of map reading exercises, they fixed us up with boxes we could sit on round the doorway, together with a safety belt anchored back to the parachutist’s trip cables up in the roof just in case in our enthusiasm, we happened to fall out.
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Flight formalities were not minimal, they were non existant [sic]. They had never heard of ‘blood chits’ and considered them quite unnecessary (“Our C47s don’t crash, Chum, unless the pilot does something stooped”) Flying suits? (“We don’t go high enough to get cold, Chum”) Parachutes? “C47s don’t get into difficulties and you would be too low for them to open properly”. All very reassuring. We make our way over to the Dakota indicated and climb up the ladder and enter. The interior is seen to have other occupants, local yokels, Land Army girls, even Italian Prisoners of War who we had seen earlier on [sic] perched on benches outside the flight office hoping for a flip on this bright and sunny Sunday morning. Having been plied with gum and Herschey Bars, we all wait for engines to be started. From the front, one of the crew brings in a bucket which he places in the middle of the cabin. “Aim in it, not at it please” he announces and with that, off we go.
We head off into the blue and the map reading class gets going. We locate this and we identify that we mark our track on our air maps and note our changes of direction. After twenty minutes or so, one of the crew comes back and cheerfully shouts “O.K. boys, where do you reckon we are?”. We ring our present position. “Good” says he and goes back forwards. As he goes through the door, we hear him say “O.K. Skip. We’re on course”. There were apparently, the odd occasions in the early days when the ATC Cadets at the back were the only ones on the plane who were sure of their position and gave the folk up front a course for home.
It was indeed not easy to remain uncritical. There poor navigators had trained in the Mid West where the roads were dead straight and it was a case of “Follow State 66 until it crosses a river, then turn left. About ten miles on, the river will be crossed by a railroad track. Turn right and look for a small town. If you can’t find it, land near a farm and ask them to call us so that we can give you a course for home” (“Geezus, in this goddam country, before you get a chance to identify one town, you have passed over four more”).
We were only there on Sundays to see their activities on the ground. Away from Spittlegate’s airspace, the 9th were flying round the clock, desperately trying to get new crews into close formation flying, then to get squadrons to formate in Groups, and finally to get Groups to formate in Wings. Impressive enough in daylight, but when they got round to night flying, the sight of several hundred troop carriers, sometimes towing gliders, with undimmed navigation lights and master navigators and formations, was mind blowing. When all that passes over your head at six hundred to a thousand feet, the noise was terrific.
Not so impressive was the impact of the invasion on the ground. As D Day approached, the build up of the Paras in the Grantham area increased proportionately. Grantham was a focal point for both the British 1st Airborne and the American 82nd and 101st Airborne. Neither of course had been recruited on the basis of their finer feelings. The latter sadly displayed the usual ‘Over Paid, Over Sexed, and Over Here’ characteristics which led to pitched battles in Grantham’s streets, aggravated by the invasions of Nottingham’s ‘Ladies of Easy Virtue’ who arrived by the car, bus and train loads on pay nights, to be shipped back again by the Grantham and Military Police the following morning, usually the worst for wear. (I often wondered how many ATC/GTC romances started when the ATC Cadets were recruited to escort the GTC Cadets safely home through the blackout when parades ended.
On the 5th of June 1944, the 9th airfields sprang into life carrying the spearhead troops into the early airdrops of the Invasion. They suffered many casualties and returned visibly shaken. This was obviously not the war they had expected. Our honeymoon period with them evaporated. We helped but were not entertained, and as the Normandy battles developed, there were more drops and more losses. For D Day, the 9th only dropped American troops, but as the preparations for Arnhem progressed, it would be the British 1st Airborne who would be travelling with them and Fulbeck became a much greater focal point of Anglo-American cooperation.
Meanwhile, the Allied advances into France and the Low Countries had liberated German airfields closer to the front line and the first of the 9th Airforce units began preparing to move over to the Continent. This would eventually include the Command Headquarters at Grantham. They all began to make farewell noises.
By the mid summer of 1944, The Magic Air Force had flown!
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While we had been ‘enjoying’ ourselves at Fulbeck on Sundays, quite a lot had been happening back in the Squadron in Grantham. Amongst other things, we had , over the previous Syerston and Fulbeck periods, established an attachment with the RAF Regiment. In the First World War, Belton Park just outside Grantham had been the birthplace of the Machine Gun Corps. In World War Two, the same park had been chosen for the birth of the RAF Regiment. Just outside its southern boundary had been established the Regimental Headquarters, Barrack Blocks Parade Ground, and Gymnasia to train up specialist troops for the protection of RAF airfields.
Here, suitable recruits were put through their paces. The RAF had of course been teaching their airmen ditching and sea survival skills since the beginning. Now, with the increasing success of the various Resistance Movements in Occupied Europe to channel our aircrew survivors back to Britain, capture avoidance and other ‘escapology’ skills were being taught to aircrews as part of their normal training, and the RAF Regiment were just the people to teach those skills. When we were not going to Syerston of Fulbeck, we would spend a happy(?) hour of two learning the best way to use the Boche’s coal scuttle helmet to break his neck, or to use a piece of piano wire to remove his head if you think the former is too quick for your liking, as well as quite a few of the less gentle aspects of unarmed combat. Then again, how to jump out of the back of a lorry doing twenty miles per hour and use a parachute roll to prevent you breaking your own neck. Again all very exciting if not exactly pleasant
For my part, the Spring and Summer of 1944 had been the big run up to my Finals for my Higher National Certificate in Mechanical Engineering which I sat in July. The various papers were not exactly easy but I walked away feeling fairly confident. I was now waiting anxiously for the results to come out.
During the spring, ATC Headquarters had announced the staging of a three day, No.1 ATC Warrant Officers Training Course at RAF Cardington. This was to be a fairly intensive work out of RAF Rules and Regulations, Drill Instruction and the administration of big parades, and lots of other subjects which to tell the truth, seemed just a little bit irrelevant if I was leaving the ATC for a technical commission in a month or two. Much of the detail of this course is now forgotten. Perhaps., the most lasting impression I have left of Cardington was spending several hours learning all about the construction and flying of Barrage Balloons. (Balloons and Airstrips have always been a passion of mine)
All that was mostly the good to medium news. Around mid summer, our C.O. had been showing signs of overwork. Right through the previous five years, he had been tireless in running the Squadron, liaising with Spittlegate, 5 Group and the USSAF, taking a major part in the organisation of the various ‘Wings for Victory’, ‘War Weapons Week’ and similar events as well as holding down a rather difficult civilian job. Regrettably too, like so many of his generation, he was a fairly heavy smoker and lately had been putting on too much weight. His doctor read the Riot Act.
Luckily, there had been moves in the higher administration of the ATC, the result of which was the creation of a Lincolnshire Wing to coordinate the activities of the now quite considerable number of ATC Squadrons in the County. This would be a desk job, and as the senior Squadron Commander, he was promoted to Squadron Leader.
Effectively, 47(F) lost its C.O. and the senior Flight Commander was promoted to replace him. Sadly, after a month or two in his new appointment, Squadron Leader P.P.L. Stevenson suffered a massive heart attack and went into intensive care for several weeks. He survived, just, but his ATC days were over.
By the late autumn of 1944, both the Allies and the Russians were hammering at the gates of Germany. The end seemed to be in sight, even though there was still to be much bitter fighting both on the ground and in the air. The bomber offensive was at its peak, but apart from Spittlegate, Cranwell and Digby, the other airfields round Grantham were most quiet, and somehow, apart from the nightly roar of Bomber Command in the skies to the north and the very occasional air raid warning that a suicidal Luftwaffe intruder was about, the war had passed our part of Lincolnshire by.
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[signature] [missing letter] Burges [indecipherable word] (Best Regards)
[symbol] [underlined] No. 1. A.T.C. W.O.’s. Course. [symbol] [/underlined]
[underlined] Cardington. 1944. [/underlined]
[Back Row, left to right]
[underlined] Munass [/underlined] 392
[underlined] Masterson [/underlined] 4071
[underlined] Cook [/underlined] 996
[underlined] Wright [/underlined] 391
[underlined] Gabrad [/underlined] 231
[underlined] Cabboll [/underlined] 220
[underlined] Hirst [/underlined] 1053
[underlined] Andrew [/underlined] 387
[underlined] Harvey [/underlined] 877
[underlined] Bruce [/underlined] 1383
[underlined] Stevenson [/underlined] 478
[underlined] Hodgkinson [/underlined] 124
[Middle Row, left to right]
[underlined] Bishop [/underlined] 1303
[underlined] Guest [/underlined] 1990
[underlined] Lister [/underlined] 1341
[underlined] Dorricott [/underlined] 57
[underlined] Wood [/underlined] 481
[underlined] Jackson [/underlined] 2133
[underlined] Parmenter [/underlined] 1116
[underlined] Austin [/underlined] 1861
[underlined] Major [/underlined] 1456
[underlined] Watts [/underlined] 1904
[underlined] Russell [/underlined] 398
[Front Row, left to right]
[underlined] Munn [/underlined] [indecipherable number]
[underlined] Edwards [/underlined] 1476
[underlined] Powell [/underlined] 1148
[underlined] Butler [/underlined] Wolverhampton Wing.
[underlined] Hearn [/underlined] 79
[underlined] Sgt Pearson [/underlined]
[underlined] Sgt Bridges [/underlined]
[underlined] Dawson [/underlined] 1968
[underlined] Harby [/underlined] 1942
[underlined] Malier [/underlined] 1547
[underlined] Brown [/underlined] Colchester Wing.
[underlined] Bourdoe [/underlined] 38
[photograph]
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10
[photograph]
Barrage balloons being towed by their winch lorries
They can be rapidly deflated, transported to another site, and re-inflated
[photograph]
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[underlined] Chapter Eleven Anticlimax and Finale [/underlined]
August 26th 1944. It should have been a day of celebrations, but in the event, it was a bit of a damp squib.
It was my 21st Birthday and it therefore marked the end of my engineering apprenticeship. I was now a Junior Draughtsman in the Design Office of an internationally renowned company producing construction equipment. I was also the acolyte of its revered Chief Designer and we were engaged in some important and interesting design and development.
I went down to our village Post Office to collect our mail (Our isolated farmhouse home was way off the village postman’s beat). On this very day, in addition to greeting cards from our scattered family, there was one letter for which I had been waiting anxiously for a week or two. Yes, it was my exam results. With bated breath I tore it open. I HAD PASSED!
I shot off home and dashed off a letter to the Joint Selection Board to say that I now had the necessary Higher National Certificate and now awaited their instructions. This posted, I returned to an empty house. My father was now just out of intensive care in one hospital in Nottingham, after his heart attack.. My mother was in another Nottingham hospital awaiting surgery and my brother was in yet another recovering from another operation. I was dreading to think how they are going to manage when the time came for me to go. At present, not one of them was capable of looking after themselves, let alone the others.
Thank goodness it was a sunny day. For the first time in years, I went for a day’s walk in order to have a good think.
Throughout my life September, rather than January, has always been the beginning of my year. The new school year, the new OTC year, the new Air Cadet year and later on in life, the beginning of various forms of technical training programmes. This year, hopefully, it would be the beginning of a completely new life.
For 47(F) it would also be a new year. It had a new Commanding Officer who would undoubtedly want to make some changes in order to ‘make his mark’. One of his first jobs would be to establish a new ‘attachment’, now that the USAAF had gone. Recently promoted Flight Lieutenant, Albert Chapman had been one of the first officers to be appointed at the inaugural meeting of the Grantham Squadron back in January 1939. At that time, he had been a civilian driver in Spittlegate’s Transport Section, and had remained in the Section throughout the intervening years, this being unquestionably a Reserved Occupation. He therefore had a fairly firm ‘foot in the door’ at Spittlegate which he now used to re-establish 47(F)’s attachment to its original parent airfield.
Spittlegate was still a very active training station. No. 12(P)AFU was still churning out night fighter and intruder pilots, but the pressure upon them to do so was beginning to ease slightly and they seemed more than willing to welcome us back.
The overwhelming Allied air supremacy, coupled with the Luftwaffe’s increasing shortages of experienced pilots and aviation fuel, meant that our losses were beginning to fall. In fact, unbeknown to us, the Air Ministry were already beginning to question whether they now had more than enough aircrew trainees to finish the war, now that Allied forces were well established on the Continent once more.
With our usual August break over, Cadet H.Q. opened its doors to a new if uncertain future, welcoming back its old cadets and signing on the usual intake of new recruits
The Joint Selection Board had merely acknowledged my letter informing them of my H.N.C. pass and said that instructions would follow. In the daytime, I continued my Design Office work. In the evenings, on parade nights, I continued to function as S.W.O. and started lecturing again, feeling more than a little restless. On other nights, I rediscovered the delights of doing nothing that didn’t need doing, apart that is, from looking after the family. My father had returned home almost completely disabled and anxious to learn what his Squadron was doing under the new C.O. The rest of my family came home also, but they were far from fit to resume their previous lives (my brother was only twelve and still ‘poorly’). Much as I looked forward to the arrival of my papers, we could only bless the days when they never arrived.
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Eventually, towards the end of September they did arrive with a Rail Warrant to the RAF Reception Centre at Cosford, but also with instructions to stay put until further orders. Thankfully, in a way, the further orders seemed to go into ‘hold’ for most of October.
Then, I was asked once again to go before the Selection Board. There, somewhat apologetically, they informed me that recruitment for commissions in the RAFTechnical [sic] Branch had closed! They had already got enough Engineering Officers to finish the war without my help in effect. Before I had a chance to express my disgust, they started questioning me closely about the work I was doing at Aveling Barford, the construction machinery manufacturers with whom I had just completed my apprenticeship, and some general questioning about what I knew about airfield construction equipment.
Without explaining why, I was told to go back and again wait for further instructions. For another two or three weeks nothing happened, then a letter arrived offering me a commission in the RAF Airfield Construction Service. After due deliberation, I come to the conclusion that this might be useful practical experience towards my eventual membership of the Institution of Mechanical Engineers. I wrote back, accepting. Again nothing happened. Again I am called back to the Board who then questioned me about Aveling Barford’s post war ambitions (as if I would know as a 21 year old junior draughtsman!) Throats were cleared and the Chairman said that even though the war was still unfinished, the Government was giving urgent thought to the question of Britain’s part in the reconstruction of Europe and the revival of the British economy. We will need to ‘Export or Starve’ blah, blah, blah, and in this respect it was obvious to them that my future should lie in the engineering industry. Ye Gods, after nearly ten years of doing my best to get into the RAF, was this the best they could offer!
I went back home and told my parents that they still had a son, to their obvious relief. I went back to my works and told them they still had a Junior Draughtsman, and they welcomed me back. I went back to 47(F) and told them they still had a Warrant Officer and they also welcomed me back.
However the bad news was not yet over. ATC Headquarters then delivered a bombshell. Although in the event, the war in Europe still had another six months to run, the Air Ministry had decided to cut drastically, the funding of the ATC. Future recruitment into the RAF was also to be reduced and acceptance standards drastically raised. In future, Squadrons must be self supporting for all activities except those specifically details for the training of cadets of the required acceptance standards. There was a lot more to it which said in as many words that the future of the ATC was more in the shape of boy’s clubs in which ‘good citizenship’ was to be encouraged and more blah, blah, blah. Out of this, a few selected entrants will be recruited to replace servicemen due to be demobilised.
This called for a lot of hard thinking regarding the future of the Squadron. Although I for one, was far from happy about a new ‘boy’s club’ image for the Squadron, our new CO seemed quite willing to take up this new change of image. In a way, this was not surprising. Right from the start, mas Flight Commander, he had always been a great supporter of any sports and social activities, and having a teenage daughter, was very supportive of our cooperation with the GTC Company. Since their inception, there had been quite a few social events, quite apart from sharing training facilities. Although each unit had its own headquarters and to the outside observer, functioned as two separate units, parades over, apart from uniform differences, that outside observer could hardly be blamed for thinking that they were a single unit.
In view of what is to follow, I think I need to admit that I have always been (and still am) a pretty unsociable cuss. I don’t like loose crowds and I loathe ‘parties’ and I did my best to avoid getting involved in these ‘socials’.
Inevitably, a ‘Funding’ meeting had to be held. This not only included both our officers and cadets, but al [sic] a similar contingent had been invited from the GTC. They of course, having had much less financial help from official sources, had always needed to rely heavily on fund raising. We, on the other hand, had received reasonably generous grants from the Air Ministry. Now that we needed to raise funds, the GTC might give us a few tips.
Ideas were called for. The GTC officers told us that the general public, after five years of whist drives, jumble sales, ‘coffee’ mornings, summer fetes, Warship Weeks, Wings for Victory, comforts for the troops and so on, a further round of such activities was not likely to raise a significant amount of the needful, especially as the general public still believed that the ATC was fully supported financially by the RAF. Silence prevailed.
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During the previous year or so, our Headquarters had acquired a most useful addition. The RAF had offered us a redundant 60ft x 20ft wooden accommodation hut and this had been duly erected to one side of our parade ground. This had proved invaluable since it was large enough to parade the whole Squadron indoors on dark or wet evenings and enabled a certain amount of drill on the march to be carried out. It was in this hut that this combined meeting was being held, in which I was taking a determinedly back seat. Raising money for social and sporting events was definitely not my reasons for joining the ATC.
Fortunately or unfortunately (depends upon the circumstances) I have a habit of observing the existence of a number of ‘twos’ which, by what was later called ‘lateral thinking’, I would then put these together to make a dozen or so. During the foregoing discussion, I observed at the far end of the hut, the various officers sitting behind a large table, doing their best to look helpful or intelligent. To their side is the upright piano of doubtful tonal value which we have recently acquired from somewhere or other. After parades, this frequently formed the focus of a mixed group of cadets, Although never standing a chance at the International Eisteddfod, they frequently sang their intentions to ‘Roll Out the Barrel’ and ‘Hang out the washing on the Siegfried Line’ etc. accompanied by one of our cadets who could thrash out at [sic] tune on this long suffering instrument.
I also recollected that another popular ATC cadet was a great comic, and that one or two of the GTC girls had quite reasonable singing voices. Somehow at this point, William S managed to assure me that ‘All the world’s a stage, etc Much to my later embarrassment, I heard myself saying “If we could make a stage at this end of the hut, do you think we have enough talent in the two units to make up an ATC/GTC Concert Party?” Too late, I realise that I am now the centre of attention. Expressions of interest and approval from the table, hubbubs of interest from the cadets. The redoubtable Miss Owens assumes command, “What an excellent idea”, and within minutes the inevitable committee is formed and before I can protest further, I am press ganged into service. “Good” says I to myself, “If I can supervise the erection of the stage and any props they might need, I can stay well in the background and leave any ‘acts’ to the others”. – so I thought.
The committee, chaired of course by Miss Owens, agreed that the whole programme should be designed to put as many cadets onto the stage as possible from both units. Miss Owens agreed to find and stage manage, a multi character one act play. Audition as many cadets with instrumental skills. Can we think of any songs with multi part singers. Muggins suggests Pedro the Fisherman which is the rage at the moment. Accepted, and ‘on the night’ Muggins has been ‘volunteered’ into the part of Nina’s father – “One day her father said to her etc”. (How old do they think I am?)
Can you think of a finale that brings everyone back onto the stage? You are good at writing, Can you work up a sketch on these lines? I suppose I could. So it went on, but after a bit, I had to admit that I began to enjoy being something other than a technical student or a technocrat cadet. Maybe I’m not so old after all.
There was no doubt that during the two months or so that that it took to work up this Concert Party, training suffered a bit, but now that the pressure was off, no one seemed to mind. It was a long story and if anyone was a success. It brought in several hundred pounds for the two units (which was a lot of money in those days. Afterwards, it was inevitably a bit of an anti-climax. Hopes were expressed that we might stage another one next year, but in the event this proved to be a ‘one off’.
Quite suddenly, I decided that I had had enough. This was no way to finish one’s war. What can one say when your children ask “What did [underlined] you [/underlined] do in the war, Daddy?”
There is little comfort from the saying “They also serve who only stand and wait” I could say “Well, while I was waiting, I probably knocked several hundred hours off the training time of several hundred Cadets and Registered Men before they were called up. I also loaded up several hundred incendiaries, helped service a few Lancasters and swept out a hangar or two. Oh, and I nearly forgot, I probably saved the life of an injured airman”.
It had happened like this. In early January 1945, I was cycling home around midnight after one of the last rehearsals before the concert party was staged. These were the days when we had [underlined] real [/underlined] winters and for more than a week it had been freezing hard. There had been reports that skating was possible on the Grantham Canal. It was a bitterly cold, and no one was about by that time of night.
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[photograph]
[photograph]
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JOURNAL, FRIDAY, FEBRUARY 16th, 1945.
YOUNG PEOPLE’S REVUE
A.T.C. and G.T.C. Show at Grantham
No 47F (Grantham) Squadron A.T.C. and No 830 Coy. G.T.C. made their debut on the stage on Friday and Saturday, when they presented their revue, “Blue, White and R.A.F. Blue.” in the A.T.C. hut and played to packed houses.
A critic who has had nothing to do with the organisation of the show says that there were three features about the revue which placed the entertainment much ahead of the usual run of amateur shows – first the number of original items put over, second the complete absence of prompting, and third, the even run of the production and the lack of irritating delays.
Considering this is the first show staged by the organisers – the producer and arranger was W/O. P.D. Stevenson, and the dramatic section was under the direction of Jun. Commandant J. Llewelyn-Owens – they are to be congratulated on overcoming three most important factors which so often mar amateur efforts.
LOVE BUG v AIR BUG
The chorus opened the programme with their signature tune, “Blue, White and R.A.F. Blue.” which was followed by “Pedro the Fisherman.”
The next item was a sketch, “Love Bug versus Air Bug,” the G.T.C. cadet being taken by C.S.L. M. Shepherd and the A.T.C. cadet by W.O. Stevenson. Then came the theme from “The Warsaw Concerto,” played on the piano by Cpl. Turner, and the chorus returned to sing, “Long ago and Far Away.” “I had a Dream” (first public presentation) and “Swinging on a Star.”
Cdt. Tuckwood, A.T.C., gave a clever dialect rendering of “Albert and the Lion.” and a humorous “Advertisement Drama” was enacted by Cdt. 1st Cl. J. Hook as Rupert Chislethorpe, S/L. Sellors as Mrs. Westerby, Cdt. W. Guilliatt as the maid, Cpl. Bramley as the narrator, and F. Sgt. V. Hutchison as Mr. Westerby.
[deleted] They were followed by Cpl. Bennett and Cdt. Sharp on their harmonicas, aided by Cpl. Howlett on the spoons and then the chorus wound up the first half of the programme with their marches past – “Forty-Seventh Squadron A.T.C..” and “Girls of the G.T.C.” [/deleted]
After the interval came a one act play. “The Batercom Door,” with the following cast: Prima donna, A/S/L. J. Bradley; young man, Cpl. F. Bramley; old gentleman, Cdt. 1st Cl. J. Hook; young lady, S/L. D. Sellors; old lady, A/S/L. P. Palmer; Boots, Cdt. Feneley.
VERY GOOD ACTING
The standard of acting was on the whole quite high. The principles had been chosen with care, and they showed an ease which was really refreshing.
Though all did well, Cdt. Hook deserves special mention. He was undoubtedly the star actor, and with more experience, this young man could create a reputation. Praise must also be given to June Bradley for her changing moods as the prima donna.
It was unusual to find so many original items in an amateur show – songs, a sketch and dramatic poem. These were the work of W/O. Stevenson, and their enthusiastic reception should encourage him to produce more.
The final tableau was a fitting end to a most successful show. While a poem describing the work done by ex-cadets of both A.T.C. and G.T.C. was declaimed, representatives of the different services into which they eventually go (not forgetting the miner !) marched on to the stage, and ended by singing, “There’ll Always Be an England.”
A TRIFLE STIFF
A little criticism may be levelled at the combined chorus of A.T.C. and G.T.C.; they were just a trifle stiff and were far too serious. The voices were well blended, but they need more practice to bring out the volume.
Make-up was by Junior Commandants Mrs. Worth, J. Llewelyn-Owens and M. Gardner.
An appeal was made on the opening night for the two corps’ welfare funds by Mr. W.J. Marshall, chairman of the welfare committee, who said that A.T.C. plus G.T.C. equally X.T.C.
The chorus consisted of: A.T.C. – F./Sgt. V. Hutchison, Cpls. F. Bramley, F. Howlett and Beecham, Cdts. 1st. Cl. J. Hook and Ebb. Cdt. 2nd. Cl. Charity: G.T.C. – Co. C/S/L M. Shepherd, S/L D. Sellors, A/S/L/s J. Bradley and P. Palmer, Cdts. P. Aspland, B. Ward, A. Nickerson, J. Parker, V. Edgley, B. Goodacre, W. Guilliatt, J. Marchall and C. Robinson. The accompanist was Miss R. Chapman.
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[embossed crest]
Royal Air Force Station,
Spitalgate,
GRANTHAM,
Lincs.
Ref: C/49/76/P1 15th January, 1945.
Dear Mr. Stevenson,
re Accident to Blenheim V Aircraft No. AZ.993 near Harlaxton on 5th January, 1945.
I have learned of the invaluable and extremely kind assistance that you rendered to Warrant Officer R.C. Ford, who was one of the two pilots in the above aircraft when it crashed at 23.23 hours on the date stated and I am writing to ask you to accept my most sincere and grateful thanks for all that you did.
I am unable to commend you toohighly [sic] for the initiative you displayed immediately you heard the call for “help” and after you had located Warrant Officer Ford. Your action in covering Warrant Officer Ford with your own greatcoat, having regard to the bitterly cold night, was most thoughtful and kindly.
As you already know the other pilot in the aircraft (Flying Officer G.G. McGolrick) was killed instantly. Warrant Officer Ford was, miraculously, only slightly injured but he had been “wandering about” for one hour when you found him and had you not acted as you did it is most probable that he would have suffered seriously from exposure after the crash. He did develop pneumonia but as far as can be seen at present he is recovering satisfactorily.
Your action in this instance was in keeping with the fundamental principles of the Air Training Corps and, naturally, it is with personal pride that I write this letter to you as you are a member of the Squadron affiliated to this Station. Acts such as yours strengthen the bonds of mutual friendship and understanding between the Royal Air Force and the Air Training Corps.
Yours Sincerely
[signature] (J. COX)
Group Captain, Commanding,
[underlined] R.A.F. Station, SPITALGATE [/underlined]
Warrant Officer P.D.Stevenson,
No. 47 (F) Squadron,
Air Training Corps,
[underlined] High Street, GRANTHAM [/underlined]
[NOTE THAT EVEN THE GROUP CAPTAIN Oi/c RAF SPITALGATE HAD, BY 1945 TO USE [indecipherable words] NOTE PAPER]
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In those days, everybody seemed to whistle the catchy tunes of the day and I was most probably giving ‘Pedro the Fisherman’s’ tune a further airing. As I reached a point where the main road ran parallel to and close to the Grantham to Nottingham canal, I was surprised to hear a faint voice calling “Help, Help”. I naturally assumed that it was some late night skater who had got into difficulties. Dumping my bike, I clambered over the far side. Not risking the ice, I ran back to one of the bridges, crossed over and eventually found him stretched out near the edge and obviously injured. He was in flying gear and he told me that he and his instructor had taken off in a Blenheim trainer from the nearby Harlaxton airfield, when both engines failed and they had crashed some distance away. In spite of damage to his back and one leg, he had tried to find his instructor, but was unable to do so. He had crawled around about for an hour or so, finally crawled along the canal bank until he could go no further, calling for help but no one had heard him until he had heard me whistling.
He was obviously badly shocked and deathly cold, so I made him as comfortable as possible it was obvious that he was in no condition to walk back to the road, so I covered him up with my coat and told him not to move until I could summon help. Luckily there was a nearby house who let me ring Spittlegate sick quarters who sent out an ambulance and a search party. The former got him stretchered up and taken away. The search party admitted that they had no knowledge of the area, so back we went and spent another hour looking for the crash. Eventually, we found enough dead mutton to feed a hundred, (they had apparently crashed into a flock of sheep) Following the blood and gore, we found the remains of the Blenheim but the cockpit area was completely missing. Forty yards or so further on, we found the instructor, still strapped into his seat and who had obviously died on impact. There was nothing else I could do so, frozen to the core, I made my way home in the very small hours.
A few days later, I received a latter [sic] from Spittlegate’s CO thanking me for my “extremely kind assistance blah, blah, blah” and assuring me that my action “was in keeping with the fundamental principles of the Air Training Corps blah, blah, blah”. (As you may have guessed by now, I was getting a bit bitter at the way things had gone). What made it worse, somehow or other the Grantham Journal got hold of the story and the next thing I knew was it being splashed centre front page.
By the end of January, my mind was made up. Removing one of my Warrant Oficer’s [sic] ‘Crowns’ (for old time’s sake) I sent my uniform to the cleaners. Shortly afterwards, when Headquarters were deserted, I hung my uniform behind my office door, put my paperwork, files and training manuals in order. Closing my office door for the last time, I went downstairs, placed a letter of resignation on the Adjutant’s desk. Checking that the place was secure, I dropped the latch on the front door and closed it quietly behind me. I posted my keys through the letterbox. The sound they made as they hit the doormat signified the end of my war. After ten years of being a Cadet, I was now just a plain ‘civvie’.
I supposed it was now my job to do something about ‘winning the peace’.
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The big moment comes when the instructor, waving his bats, signals you to release the tow line and you make a steady, if hardly dignified descent to earth. (The Primary looks pretty fundamental as a flying machine, and its glide angle ensures that there is no risk of you landing in another nearby field). Progressively, you are pulled higher and released later, until the day comes when your log book proudly records that you have stayed up a full minute!
Having done so, you now have to pay more. Your previous flights cost you two shillings and sixpence each. A rough calculation tells us that this was about one fiftieth of a skilled man’s wages in those days,. From now on the price is doubled. By the time you are able to stay up a bit longer, you are introduced to the Club’s next acquisition, a Grunau Baby intermediate glider. This was more or less equivalent to the Slingsby Cadet which the ATC cadets were then using. However, Cadets were taught from scratch in dual control gliders, and never went though [sic] the slide/ low hop/ high hop routine we had to follow on the Primary.
I had reached the point, having stayed aloft for five minutes in the Grunau, and had thereby gained my Second Class Gliding Certificate, when I had to leave the Club. This was a great disappointment as the Club was not only hoping to invest in a high performance sailplane but was also planning to have a week’s camp at the Long Mynd, the Mecca in those days for glider pilots in Central England.
It came about like this. In 1945, I had a week’s cycling holiday in the south of England, my first ‘civvie’ holiday since before the war. In the June of 1946, I decided to do the same, this time exploring the South Wales area a bit. On the way back, I met up with two Lincolnshire lassies who had been doing the same. How one of these became that ‘girl somewhere out there’ who was prepared to put up with this ‘odd fish’ and was prepared to wait until he passed all his technical examinations, is too long a story to be included here. However, within three months we had decided that this was ‘it’, and as soon as my swotting days were over, we would get married. The first priority in the meantime, was to save up enough to do so.
In those days, personal finances were on a very different basis from today. Hire purchase agreements, apart from a mortgage on a house, were only for the impecunious who had not the ‘moral fibre’ to wait until one saved enough to buy something which you needed to pay ‘cash on the nail’. As for daring to go to the Bank Manager (who in those days, you actually knew by sight!), and having grovelled in front of his desk and asked him for a loan, you were definitely ‘guilty until proved innocent’. Something had to go, and amongst our many drastic economies, gliding (which was now getting quite expensive), was one of the first, and to all intents and purposes, that was the last contact I had with aeronautics for the next twenty years or so apart from flights in commercial aircraft.
We got married in 1948. In the next two decades raised two delightful daughters and saw them through school and University, enjoying vicariously their university days denied to us through the intervention of the war years. Our respective DIY skills were used to restore two houses. I had become a Senior Designer with several successful construction equipment designs to my credit. I had left design and put my former instructional skills to good use by becoming Sales and Service Training Manager in another construction, quarrying and mining machinery manufacturer. In the process I had gained the necessary practical experience to be elected a full Member of the Institution of Mechanical Engineers.
I had left Grantham about the time when flying ceased at Spittlegate. Over the years I would see it become a Territorial Army Transport Depot, the former hangars and tarmac, home to hundreds of trucks. RAF Digby too, after a brief period as a satellite training outstation for Cranwell, had also ceased flying and had become a hush hush signals establishment. Waddington and Scampton had become V Bomber bases. Cranwell, still flying, was also into the jet age for their traine4rs, but I was not inspired by jets. Like diesel locomotives, they lacked ‘soul’ I felt.
My work over the years had involved a far [sic] amount of air travel. I had crossed the Atlantic at a time when BOAC commemorated the earliest commercial flights by presenting you with an impressive certificate commemorating the fact that you had successfully and safely crossed the ‘Herring Pond’ and ditto when you crossed the Equator. I had flown in an early flight of the DeHavilland Comet, the world’s first successful jet airliner, together with several other ‘firsts’. However, the higher you flew, the less it appeared to be real flying.
At one period, I had, as one of my departmental instructors, a man who was the chief Instructor of the Trent Valley Gliding Club who did his best to persuade me to join. At the time I had neither the time nor the available funds to finance such indulgence, so I resolutely resisted such temptation.
[page break]
Page 112
I was now fifty, and that is an age when one takes stock, looking forwards to unattained ambitions and thinking back to past achievements and experiences. By now the wounds and the resentments of never getting into the RAF, had, to all intents and purposes, healed over. I got to thinking of the summer days before the war, when we lay in the grass along Cold Harbour Lane and watched the biplanes side slipping their way over our heads to land at Spittlegate. Of ‘Faithful Annies’ taking us over the Solent and circling over Grantham. Of Lancasters over Bottesford and Syerston, Dakotas over Fulbeck.
Deep down, some small ember which had been dormant for thirty years or so, started to glow faintly.
I crept into the local model shop. Yes, Airfix do an Anson kit. I buy it, a tube of styrene cement and some tins of Humbrol enamel, and spend a happy week or two building the Coastal Command version which was placed on a shelf in the spare bedroom. It was surprising how often I needed to go in there for a peep at the finished product. (There’s no fool like an old fool, is there?) Having relived my Public School’s Air Cadet Wing Days with its help, I think it would be nice to convert it to an Anson Trainer, so off comes the turret and pot of Training Yellow is bought. Shortly after that, the Annie is joined by an ‘Oxbox’, and then a Blenheim. Why not a Hawker Hind trainer? Easy enough, they were all Airfix, but when it came to the Avro Tutor and the Armstrong Whitworth Atlas which had been used in the 3FTS days, it was back to ‘build from scratch’.
Now well into my ‘Second Cadetship’, two years later, I had seven cases containing the forty two aircraft which had flown from Spittlegate from its opening in 1917 to when it ceased as an operational airfield in 1948. What now? Between times, I had of course built a Lancaster and a Dakota to bring back old times, but it had been nice to work to a theme.
One day, when listening to Radio Lincolnshire, I heard that the farmer who owned a goodly part of the old RAF Metheringham airfield, together with a group of local enthusiasts, had restored some of the buildings at the former bomber base, to form the basis of a small museum and heritage centre to the memory of the three hundred or so aircrew who had lost their lives on operations from there. When the number of the squadron was mentioned, I sat up sharpish, as they say. It was 106 Squadron. The 106 who had been briefly at Spittlegate in the late Thirties. The 106 which had been ‘our’ Squadron, when 47(F) had been attached to Syerston.
Equally sharpish, I joined the ‘Friends of Metheringham Airfield’. I took over the maintenance and repair of the many aircraft models which they acquired. The next job was to make them some cases with models and captions, covering the aircraft history of 106 from its WW1 formation, its reforming in 1938, though [sic] its days of Hawker Hinds, Fairey Battles, Handley Page Hampdens, a nice job of converting a Lancaster kit into a Manchester, and their last days with the Lancaster itself.
There was no doubt that ‘The Bug’ had bitten once more, and after I had completed a few more displays for Metheringham, the next project materialised. I knew that the owners of Fulbeck Hall had set up, within the actual rooms, a small museum covering the planning and execution of the Market Garden operation, the airdrop at Arnham, which had been carried by the Dakotas of the 9th Troop Carrying Command flying from the airfields at RAF Fulbeck and elsewhere. Attention on this museum was focussed in the early 1980s when our house provided accommodation for the Veterans of No.250 Coy RASC of the 1st Airborne Division who went into Arnham in Horsa Gliders towed by Halifax tugs. Having been stationed in our village during the run up to the drop, for most of the 1980s they had a reunion here which naturally included a visit to Fulbeck Hall. I got involved and made up several cases of models showing the British Halifax/Horsa and U.S. C-47(Dakota)/Waco glider combinations, and other aircraft related incidents. Later, Fulbeck Hall changed hands and sadly the new owners closed the museum. Most of the memorabilia went over to Holland to the Airborne Museum in Arnham, but the models now are on permanent display in the Thorpe Camp museum in East Lincolnshire.
Another announcement on Radio Lincolnshire presented the next challenge. The most active local authority on Lincolnshire has always been the North Kesteven District Council who are also extremely active in supporting and initiating aviation heritage in this, the ‘Home of the RAF’ and an integral part of ‘Bomber County’. In combination with the staff at RAF Digby, the wartime Operations Room was restored and another museum created. Although Lincolnshire has always been referred to as ‘Bomber County’, Fighter Command was by no means absent. Before the war, Digby had changed from being a Flying Training School to a Fighter Station, a Sector Station of No. 12 Fighter Command. Again, between times I had ‘adopted’ RAF Coleby Grange as one of those largely forgotten satellite stations whose night fighters and intruders seemed to lack the aura of the Glamour Boys who were flying the Spitfires at the base station at Digby. Again working to a theme, initially for my own amusement, I had developed a display of
[page break]
[missing letters]NGSBY Type 5 GRUNAU BABY 2
[technical drawing]
A single-seat intermediate sailplane built by Slingsby under licence from Germany. Of conventional wooden construction, the Grunau was built by many people from plans sold by the B.G.A. It was also built post war by [missing letters]iotts of Newbury as the Eon Baby. q.v.
Wing span: 13.57m., 44’ 6’’. Length: 6.10m., 19’ 8’’.
Wing area: 14.21 sq.m., 153 sq.ft. Aspect ratio: 13.
Wing sections: Gottingen 535 at root, symmetrical tip. Braced wing, with no airbrakes or flaps.
Weights: Tare 157 kg., 346 lbs. A.U.W. 250 kg., 550 lbs.
Wing loading: 17.68 kg./sq.m., 3.62 lbs./sq.ft. Max L/D: 17.
Placed into production at Kirkbymoorside in 1935. The price was £137.10.0 in 1939.
CLOUDCRAFT DICKSON PRIMARY
[technical drawing]
A single-seat primary glider of wooden construction, designed by Mr. Roger S. Dickson, and built by the Cloudcraft Glider Co., Southampton, in 1930. Many built by gliding club members.
Wing span: 10.45 m., 34’ 3 1/2’’. Length: 5.28 m., 17’ 4’’.
Wing area: 15.79 sq.m., 170 sq.ft. Aspect ratio: 7.
Wing section: Clark Y-H. Wire braced wings, no airbrakes or flaps.
Undercarriage type: Main skid only.
Weights: Tare 81.65 kg., 180 lbs.
114
[page break]
Page 115
all the aircraft and their Squadrons who had served at Coleby Grange during its brief history. These were offered to the new Digby Operations Room Museum and were quickly accepted. Under the leadership of the then F/Sgt Curry, the museum had both grown and prospered. However, when I became a ‘Friend’, the concentration seemed to be entirely on the memorabilia of the many Squadrons (mostly RCAF) who had served in or passed through the Digby airfield. Little credit seemed to be given to its satellite airfields of RAF Coleby Grange and RAF Wellingore, and almost nothing of Digby’s long history as a Flying Training School in the 1920s and 1930s. I decided to fill in the gaps, and after five years or so, there were models displaying the insignia of every Squadron which served, however shortly, in all three stations, something which apparently delights every visiting veteran who, of course is principally interested in [underlined] his [/underlined] Squadron. The Flying Training School history is similarly represented by models of all the aircraft used, together with a model of the Belfast Hangar, that icon of 1920s airfield architecture.
Until I came to live here in Lincoln, I had always been in the popular misconception that Lincoln’s part in the First World War was principally the Tank Story, plus a load of other munitions. It had been a bit of an eye opener to discover that far more important was its role as the country’s largest manufacturing centre for aircraft production. That too, is a long and interesting story.
For some time I had considered the possibility of modelling a complete set of the twelve aircraft made by the three principal engineering firms in Lincoln at that time. Only two of those were available as kits at 1/72nd scale and only one at 1/48th scales. With the intention of these eventually being on permanent display in one of the museum/heritage centres, and also being used for lecturing purposes. I decided to model these at 1/48th scale, since ‘build from scratch’ is much easier at that scale. I had made the first few of these when a ‘Made in Lincoln’ theme was declared as the city’s Millennium project which naturally gave an impetus. Two year’s work and a display of these went the rounds in a series of exhibitions and lectures. Having served that task, they too are now on permanent display at the Digby Ops Room Museum.
Much contact with North Kesteven District Council’s tourist and heritage unit in the meantime, led to an invitation to display my ‘build from scratch’ techniques at their annual ‘Craft and Modelling Day’ at the Cranwell Aviation Heritage Centre, another joint NKDC/RAF museum project. For quite a few years, this was an enjoyable chance to meet up with other aeromodellers. However, it was noticeable that the museum, though graced with a case full of beautifully crafted models of a general interest, the museum as a whole had few models specifically relating to Cranwell’s long aviation history. The various individual aspects of that history are excellently illustrated by extensive wall displays of photographs and text, but lacked what might be described as ‘three dimensional’ impact. Becoming yet another ‘Friend’, I made a start. Further research saw me beavering away in the College Library. This in turn led on to me making contact with the present day Headquarters of the Air Training Corps which is now based at Cranwell.
Here, I was welcomed back into the fold as a ‘Veteran’. I had previously made contact again with today’s 47(F) and gave talks about the Squadron’s early days. Contact too has been made with the King’s School Combined Cadet Corps unit, today’s descendent of its OTC. This now has two uniforms, Khaki/Camouflage and RAF Blue, in more or less equal numbers, though I doubt today that RAF parentage is represented in the same proportion.
My circle was complete. My back may not be so straight, my knees no longer march, I no longer parade in uniform, but whether I am in one or other of the museums surrounded by the memories invoked or surrounded by cadets (both boys and girls now) my heart is still young and on parade with them. Once a Cadet, always a Cadet? Or is it just Delayed Adolescence?
---O---
In my introduction, I made some acknowledgements and words of thanks, but I think it right that this narrative should end more specifically.
I remember, and ask you to remember, those hundreds of aircrew in 207 and 106 Squadrons RAF and those of the 9th TCC to which we were attached, who unhesitating went out to ‘Give Their Yesterdays’ and in particular, Ken Masters who went with me to the Air Cadet Wing Camp at Selsea. He was just one of the fifty King’s School boys who were killed in the Services in WW2 but he was my best school chum.
Also to all those who served in the various cadet units who, whether or not they joined up or like me, ‘also served’ but nevertheless contributed much to this story, [sic]
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
Cadet 1935-1945 Peter D Stevenson
Identifier
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BStevensonPDStevensonPDv1
Description
An account of the resource
Peter Stevenson's account of his service in the Officer Training Corps at Grantham and later in the Air Training Corps. Tells of his life in Grantham and the effect of the war on the town. Also his involvement post war in museums and projects to record the wartime activities that took place locally.
Creator
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Peter Stevenson
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
2006
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
115 typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Nottinghamshire
England--Grantham
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941
1942
1943
1944
1945
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
106 Squadron
207 Squadron
5 Group
air sea rescue
animal
Blenheim
bombing
Churchill, Winston (1874-1965)
civil defence
crash
entertainment
ground personnel
home front
Lancaster
Manchester
military service conditions
RAF Barkstone Heath
RAF Bottesford
RAF Cranwell
RAF Grantham
RAF Harlaxton
RAF Northolt
RAF Syerston
sanitation
station headquarters
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/778/15054/LGoffCC746538v1.1.pdf
3236de6a86a90aa2e5a6fd9be3b30ec5
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
Goff, Cyril
Cyril C Goff
C C Goff
Description
An account of the resource
Three items. The collection concerns Pilot Officer Cyril Goff (746538, Royal Air Force) and contains two log books and a handwritten note naming his crew. He was a pilot and flew 13 operations with 100 Squadron from RAF Grimsby.
The collection has been loaned to the IBCC Digital Archive for digitisation by N Bussey and catalogued by David Leitch.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Goff, CC
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
Cyril Charles Goff's pilot’s flying log book. One
Description
An account of the resource
Pilot’s flying log book for Pilot Officer Cyril Charles Goff from 24 February 1942 to 18 October 1943, detailing training schedule and operations flown. Served at RAF Sleap, RAF Tilstock (Whitchurch Heath), RAF Newton, RAF Shawbury and RAF Grimsby (Waltham). Aircraft flown were Lancaster and Whitley. He carried out a total of 13 operations with 100 Squadron as a pilot on the following targets in Germany: Berlin, Hagen, Hanover, Ludwigshaven, Mannheim, Munich, Nürnburg, Peenemude, Rheydt and Stuttgart. His pilot on operations was<span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> Wing Commander McIntyre. </span>Includes notes on a leaflet dropping operation over France whilst with 81 Operational Training Unit, and an air-sea rescue operation with 1667 Heavy Conversion Unit searching for a dinghy in the North Sea.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
Callum Davies
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LGoffCC746538v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Lincolnshire
Germany--Berlin
Germany--Hagen (Arnsberg)
Germany--Ludwigshafen am Rhein
Germany--Mannheim
Germany--Munich
Germany--Nuremberg
Germany--Peenemünde
Germany--Rheydt
Germany--Stuttgart
Germany--Hannover
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-06-22
1943-06-23
1943-07-28
1943-08-10
1943-08-11
1943-08-17
1943-08-18
1943-08-23
1943-08-24
1943-08-27
1943-08-28
1943-08-31
1943-09-01
1943-09-22
1943-09-23
1943-09-24
1943-10-01
1943-10-02
1943-10-03
1943-10-04
1943-10-05
1943-10-07
1943-10-08
1943-10-09
1943-10-18
100 Squadron
1667 HCU
81 OTU
Advanced Flying Unit
air sea rescue
aircrew
bombing
Bombing of Peenemünde (17/18 August 1943)
Flying Training School
Halifax
Halifax Mk 5
Heavy Conversion Unit
killed in action
Lancaster
Lancaster Mk 1
Lancaster Mk 3
missing in action
Operational Training Unit
Oxford
pilot
propaganda
RAF Grimsby
RAF Lindholme
RAF Newton
RAF Shawbury
RAF Sleap
RAF Tilstock
Stearman
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1277/19137/LOwenDE1153507v2.1.pdf
4e8224b0d4e784e17c8ec259cc504ae5
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
Owen, David Eric
D E Owen
Description
An account of the resource
Two Log books belonging to D E Owen (153507 Royal Air Force). He flew operations as a flight engineer with 149, 617 and 9 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Marian Owen and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Owen, DE
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
D E Owen’s flying log book for navigators, air bombers, air gunners, flight engineers. Two
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for D E Owen, flight engineer, covering the period from 29 August 1942 to 9 May 1946. Detailing his flying training operations flown and instructor duties. He was stationed at RAF Stradishall, RAF Mildenhall, RAF Lakenheath and RAF Scampton, RAF Balderton, RAF Syerston, RAF East Kirkby, RAF Bardney, RAF Waddington, RAF Salbania and RAF Binbrook. Aircraft flown in were, Stirling, Lancaster and Oxford. He flew 24 night operation with 149 squadron and one operation with 617 squadron until crashing on Salisbury plain during low level exercise and being admitted to hospital During his time with 617 Sqn he had one flight piloted by Guy Gibson (27.7.43 low level cross-country). He returned to flying on 2 February 1944 and then completed 3 daylight and 3 night operations with 9 squadron. Targets were, St Jean de Luz, Stuttgart, Turin, Bordeaux, Duisburg, Lorient, Hamburg, Cologne, Nurenburg, Munich, Mannheim, Rostock, Dortmund, Dusseldorf, Le Creusot, Milan, Merseburg, Bremen, Farge, Molbis, Lutzkendorf and Prince Eugen. He had one Cook's tour flight and participated in Operation Exodus and Operation Dodge. His pilots on operations were Flight Lieutenant Kellaway and Wing Commander Harrison.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LOwenDE1153507v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
England--Lincolnshire
England--Suffolk
France--Le Creusot
France--Lorient
Germany--Bremen
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Hamburg
Germany--Mannheim
Germany--Merseburg
Germany--Munich
Germany--Nuremberg
Germany--Rostock
Germany--Saxony
Germany--Stuttgart
Italy--Milan
Italy--Turin
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
France--Saint-Jean-de-Luz
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1942-11-16
1942-11-17
1942-11-22
1942-11-23
1942-11-28
1942-11-29
1942-11-30
1942-12-16
1942-12-17
1942-12-20
1943-01-15
1943-01-23
1943-02-03
1943-02-04
1943-02-05
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-17
1943-03-03
1943-03-04
1943-03-08
1943-03-09
1943-03-10
1943-03-11
1943-03-12
1943-04-15
1943-04-16
1943-04-17
1943-04-18
1943-04-20
1943-04-21
1943-05-22
1943-05-23
1943-05-24
1943-05-25
1943-05-26
1943-05-27
1943-06-11
1943-06-12
1943-06-19
1943-06-20
1943-07-29
1943-07-30
1944-01-14
1944-01-15
1945-03-22
1945-03-27
1945-04-07
1945-04-08
1945-04-09
1945-04-13
1945-05-04
1945-05-12
1945-06-13
149 Squadron
1657 HCU
1668 HCU
617 Squadron
9 Squadron
air sea rescue
aircrew
anti-aircraft fire
bombing
Cook’s tour
crash
Distinguished Service Order
flight engineer
Gibson, Guy Penrose (1918-1944)
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
mine laying
Operation Dodge (1945)
Operation Exodus (1945)
Oxford
RAF Balderton
RAF Bardney
RAF Binbrook
RAF East Kirkby
RAF Lakenheath
RAF Mildenhall
RAF Scampton
RAF Stradishall
RAF Syerston
RAF Waddington
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1277/19136/LOwenDE1153507v1.1.pdf
e67228198b3c638de83aac067278732b
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
Owen, David Eric
D E Owen
Description
An account of the resource
Two Log books belonging to D E Owen (153507 Royal Air Force). He flew operations as a flight engineer with 149, 617 and 9 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Marian Owen and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Owen, DE
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
D E Owen’s pilots flying log book. One
Description
An account of the resource
Pilots flying log book for D E Owen, flight engineer, covering the period from 15 October 1942 to 5 August 1943. Detailing his flying training and operations flown. He was stationed at RAF Stradishall, RAF Mildenhall, RAF Lakenheath and RAF Scampton. Aircraft flown in were, Stirling and Lancaster. He flew 24 night operation with 149 squadron and one operation with 617 squadron until crashing on Salisbury plain during low level excercise and being admitted to hospital. During his time with 617 Sqn he had one flight piloted by Guy Gibson (27.7.43, low level cross-country). Targets were, St Jean de Luz, Stuttgart, Turin, Bordeaux, Duisburg, Lorient, Hamburg, Cologne, Nurenburg, Munich, Mannheim, Rostock, Dortmund, Dusseldorf, Le Creusot and Milan. Also include with the log book is his form 1250 identity card. <span>His pilots on operations were</span><span> </span>Flight Lieutenant Kellaway DSO and Wing Commander Harrison.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LOwenDE1153507v1
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
England--Lincolnshire
England--Suffolk
France--Le Creusot
France--Lorient
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Hamburg
Germany--Mannheim
Germany--Munich
Germany--Nuremberg
Germany--Rostock
Germany--Stuttgart
Italy--Milan
Italy--Turin
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
France--Saint-Jean-de-Luz
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1942-11-16
1942-11-17
1942-11-22
1942-11-23
1942-11-28
1942-11-29
1942-11-30
1942-12-16
1942-12-17
1942-12-20
1943-01-15
1943-01-23
1943-02-03
1943-02-04
1943-02-05
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-17
1943-03-03
1943-03-04
1943-03-08
1943-03-09
1943-03-10
1943-03-11
1943-03-12
1943-04-15
1943-04-16
1943-04-17
1943-04-18
1943-04-20
1943-04-21
1943-05-22
1943-05-23
1943-05-24
1943-05-25
1943-05-26
1943-05-27
1943-06-11
1943-06-12
1943-06-19
1943-06-20
1943-07-29
1943-07-30
149 Squadron
1657 HCU
617 Squadron
air sea rescue
aircrew
anti-aircraft fire
bombing
crash
Distinguished Service Order
flight engineer
Gibson, Guy Penrose (1918-1944)
Heavy Conversion Unit
Lancaster
mine laying
RAF Lakenheath
RAF Mildenhall
RAF Scampton
RAF Stradishall
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44647/LDaviesDC1304355v2.1.pdf
e7444f6cd871fcca68f00c50e4ff7814
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Davies, DC
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
David Charles Davies' observer's and air gunner's flying log book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--Lincolnshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Cornwall (County)
France
France--Paris
France--Lorient
France--Toulouse
France--Tours
France--Bordeaux (Nouvelle-Aquitaine)
France--Saumur
France--Caen
Germany
Germany--Ruhr (Region)
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Atlantic Ocean--North Sea
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Essen
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Atlantic Ocean--Baltic Sea
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
Germany--Braunschweig
France--Saint-Médard-en-Jalles
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Donges
France--Creil
Ireland
Ireland--Waterford
Scotland--Drem
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Cambridgeshire
England--Bedfordshire
Germany--Saarbrücken
Germany--Saarbrücken
Germany--Düsseldorf
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Description
An account of the resource
<span>Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.</span>
Format
The file format, physical medium, or dimensions of the resource
One log book
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v2
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-04-28
1942-04-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-03
1942-09-04
1942-09-05
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1942-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
1943-12-23
1943-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-05-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Manchester
mine laying
navigator
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2512/44447/LDaviesDC1304355v1.2.pdf
1a0b6ce8cb68e5e20d65bf6a9eb6d616
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Davies, David Charles
Davies, D C
Description
An account of the resource
36 items. The collection concerns David Charles Davies DFC (b. 1920, 1304355 Royal Air Force) and contains documents, photographs and two log books, one being the copy of the other. The collection also includes <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2584">one album with photos of personnel and aircraft</a>. <br /><br />He flew operations as a gunner, wireless operator and bomb aimer with 61 Squadron. David was awarded the Distinguished Flying Medal on 12 March 1943 after completing 33 operations. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by David Michael Davies and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-10-01
2020-02-26
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Davies, DC
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
David Charles Davies' observer's and air gunner's flying log book
Description
An account of the resource
Observer's and air gunner's flying log book for David Charles Davies from November 1940 to 24 March 1948 detailing his training, operational and post conflict duties. Training was with No.5 Air Observer's School at RAF Jurby and Operational Training Units at RAF Finningley and RAF Bircotes. Aircraft flown in were, Dominie, Proctor, Blenhiem, Anson, Wellington, Manchester, Oxford, Lancaster, Halifax and Stirling, He flew a total of 59 operations all with 61 Squadron, 11 daylight and 48 night operations. Pilots flown with were Pilot Officer Clarke, Flight Sergeant Turner, Squadron Leader Deas, Flight Officer Foster and Squadron Leader Beard. David flew as bomb aimer in 52 operations, wireless operator/gunner in five and air gunner in two. The operations were to Paris, Lorient, Essen, Cologne, Lübeck, Hamburg, Saarbrücken, Düsseldorf, Frankfurt am Main, Kassel, Nuremberg, Saarlouis, Karlsruhe, Bremen, Duisburg, Wismar, Aachen, Genoa, Milan, Berlin, Leipzig, Schweinfurt, Stuttgart, Châteauroux, Toulouse, Tours, Brunswick, Saint-Médard-en-Jalles, Saumur, Cherbourg, St. Pierre du Mont (Landes), Argentan, Saint-Omer (Pas-de-Calais), Caen, Donges, Creil, in the Baltic Sea, Atlantic Ocean and North Sea including anti sub patrols, convoy escort and dinghy search.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942-02-24
1942-02-25
1942-03-09
1942-03-10
1942-03-11
1942-03-13
1942-03-14
1942-03-28
1942-03-29
1942-04-08
1942-04-09
1942-07-23
1942-07-26
1942-07-29
1942-07-30
1942-07-31
1942-08-01
1942-08-13
1942-08-15
1942-08-18
1942-08-19
1942-08-21
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-02
1942-09-03
1942-09-04
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-16
1942-09-17
1942-10-01
1943-10-02
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-22
1942-10-23
1942-10-24
1942-11-07
1942-11-08
1942-11-17
1942-11-18
1942-11-20
1942-11-21
1943-05-22
1943-12-20
1943-12-21
1943-12-23
1942-12-24
1944-01-02
1944-01-03
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-24
1944-03-25
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-19
1944-06-20
1944-07-18
1944-07-24
1944-07-25
1944-08-03
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lancashire
England--Wiltshire
England--Norfolk
England--Yorkshire
England--Nottinghamshire
England--Lincolnshire
England--Hampshire
Great Britain Miscellaneous Island Dependencies--Isle of Man
France
France--Paris
France--Lorient
Germany
Germany--Ruhr (Region)
Germany--Essen
Germany--Cologne
Germany--Lübeck
Germany--Hamburg
Germany--Frankfurt am Main
Germany--Kassel
Germany--Nuremberg
Germany--Munich
Germany--Saarlouis
Germany--Karlsruhe
Germany--Bremen
Germany--Duisburg
Germany--Wismar
Germany--Aachen
Italy
Italy--Genoa
Italy--Milan
Germany--Berlin
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
France--Châteauroux
France--Toulouse
France--Tours
France--Saint-Médard-en-Jalles
France--Saumur
France--Cherbourg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Saint-Omer (Pas-de-Calais)
France--Caen
France--Donges
France--Creil
Atlantic Ocean--North Sea
Atlantic Ocean--Baltic Sea
France--Châteauroux
Germany--Braunschweig
Germany--Saarbrücken
Germany--Düsseldorf
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LDaviesDC1304355v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
105 Squadron
1660 HCU
25 OTU
57 Squadron
61 Squadron
air gunner
Air Observers School
air sea rescue
aircrew
Anson
Blenheim
bomb aimer
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Distinguished Flying Medal
Dominie
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Lincoln
Manchester
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Proctor
RAF Bishops Court
RAF Burn
RAF Compton Bassett
RAF Coningsby
RAF Feltwell
RAF Finningley
RAF Fulbeck
RAF Jurby
RAF Manby
RAF Skellingthorpe
RAF St Eval
RAF Swanton Morley
RAF Swinderby
RAF Syerston
RAF Woolfox Lodge
RAF Yatesbury
Stirling
submarine
tactical support for Normandy troops
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2655/46565/SKeelingRV82689v10049.1.jpg
9e2d10e3d142cd5f0ed4b0c5231375c6
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
Keeling, Robert Victor. Scrapbook
Description
An account of the resource
41 items. A scrapbook of photographs and clippings concerning Robert Keeling's service, as a pilot for aerial photographs, and royal visits.
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-06-01
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
Keeling, RV
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
Dropping a lifeboat
Description
An account of the resource
Left page: top, left and centre views of a lifeboat being dropped from a Warwick with parachutes attached.
Bottom, a lifeboat, with sails erected on the sea.
Right page; views of a lifeboat falling towards the sea with parachutes attached.
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
Format
The file format, physical medium, or dimensions of the resource
Seven b/w photographs on two album pages
Identifier
An unambiguous reference to the resource within a given context
SKeelingRV82689v10049
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.
air sea rescue
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1212/11984/LSmithEW174520v2.1.pdf
753df23946c636e608bc0fe1f6566f5d
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Smith, Ernest William
Smith, E W
John Albert Smith
Description
An account of the resource
12 items. The collection concerns Flying Officer Ernest William Smith DFC (174520, Royal Air Force). It contains three log books and service materials, photographs of aircrew, a letter of appreciation regarding the return to England of a battle damaged aircraft and material associated with the award of the Distinguished Flying Cross. He completed a tour of operations as a pilot with 12 Squadron from RAF Wickenby and also served with 144 Squadron, 16 Operational Training Unit, and Flying Training School.
The collection has been loaned to the IBCC Digital Archive for digitisation by Lorraine Smith and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Smith, JA
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-13
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
Ernest Smith's pilot's flying log book. Two
Description
An account of the resource
Pilot’s flying log book for Warrant Officer Ernest Smith, from 3 April 1943 to 29 June 1944, recording operations and instructional duties. He served at RAF Hixon, RAF Blyton, RAF Grimsby (Waltham), RAF Binbrook, RAF Wickenby, RAF Bircotes, RAF Church Broughton, RAF Finningley and RAF Lulsgate Bottom. Aircraft flown were Wellington, Lancaster Mk 1 and Lancaster Mk 3. Records a total of 23 operations (3 cut short) as a pilot with 100 Squadron, 460 Squadron, 12 Squadron and 626 Squadron, on the following targets in France, Germany and Italy: Berlin, Cologne, Dusseldorf, Essen, Frankfurt, Gelsenkirchen, Hamburg, Hanover, Kassel, La Rochelle (gardening), Mannheim, Milan, Nuremburg, Remscheid and Rheydt. Also details duties as a qualified flying instructor in various training units, and includes several pilot and instructor assessments as being 'above the average'. Other notes include: 'SEPT 8TH 1943 ITALY SIGNS ARMISTICE', 'C FLT 12 SQD FORMED 626 SQD WICKENBY' and 'AWARDED THE DFC'. Also contains memorabilia including telegrams from July 1941 about serious injuries received in an air accident and a letter from 1950 confirming the award of the Air Efficiency Award.
Format
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One booklet
Language
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eng
Type
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Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSmithEW174520v2
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
France
Germany
Italy
Atlantic Ocean--Bay of Biscay
England--Derbyshire
England--Lincolnshire
England--Staffordshire
England--Somerset
England--Yorkshire
Italy--Po River Valley
France--La Rochelle
Germany--Berlin
Germany--Cologne
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kassel
Germany--Mannheim
Germany--Nuremberg
Germany--Remscheid
Germany--Rheydt
Italy--Milan
Germany--Hannover
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1943-07-06
1943-07-07
1943-07-08
1943-07-09
1943-07-10
1943-07-24
1943-07-25
1943-07-26
1943-07-29
1943-07-30
1943-07-31
1943-08-09
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-05
1943-09-06
1943-09-23
1943-09-24
1943-09-25
1943-10-03
1943-10-04
1943-10-05
1943-10-08
1943-10-09
1943-10-18
1943-10-19
1943-11-03
1943-11-04
1943-11-18
1943-11-19
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
100 Squadron
12 Squadron
144 Squadron
16 OTU
1662 HCU
18 OTU
30 OTU
460 Squadron
626 Squadron
air sea rescue
aircrew
Anson
bombing
bombing of Hamburg (24-31 July 1943)
Distinguished Flying Cross
Hampden
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Magister
mine laying
Operational Training Unit
Oxford
pilot
RAF Binbrook
RAF Blyton
RAF Church Broughton
RAF Finningley
RAF Grimsby
RAF Hemswell
RAF Hixon
RAF Upper Heyford
RAF Wickenby
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1612/24511/MCothliffKB[Ser -DoB]-151020-120001.pdf
302e36edb251ce2a6686924c2c34e678
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
Cothliff, Ken. Tholthorpe Logs
Description
An account of the resource
10 items. The collection contains flying control log books from RAF Tholthorpe.
The collection has been donated to the IBCC Digital Archive by Ken Cothliff and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Cothliff, K
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Underlined] S.O. Book 129. [/underlined]
Code 28-69-0.
FLYING CONTROL
LOG BOOK
[Government Logo]
From August 29th to October 6th
43 43
[Page break]
[Blank page]
[Page break]
[Underlined] Sunday – August 29/43 (cont’d) [/underlined]
0900 On Duty [Underlined] SR Wyman F/L. [/underlined]
0915 a/c at Ford and Tangmere Checked with stations re. aircraft at m/n stations and Met. who say things seem O.K. for a morning take-off.
1030 a/c at Ford and Tangmere 6 Gp Met. say weather deteriorating, if off by 11.00 O.K. Otherwise hold them. Advised Stns & 11 Gp F/C. Rushing them up for an early take-off.
1118 Provisional Diversion To C.F.C. requested Pershore as emergency diversion base for 6 Gardening Wellingtons. They will confirm. O.K.’d
[Underlined] Pundit - Diffords QDM-011° dis.-5 1/2 mis. [/underlined]
1135 434/L. Now at Silverstone (92 Gp.) with a cut tire. Told E.O. Linton who will contact Silverstone.
1213 419, 427 428 a/c Checking with 11 F.C. & 6 Met. – final decision send them home. 428/D landed back. Why aren’t we told these things? Told Ford to send back both 427 crews. K/434 at Base. Not advised.
1230 Balloons Yeovil & Plymouth Balloons at 1500’ and 6500’ – Dusk to Dawn. On B’ham
1340 Landfall Beacon Y.3284 This landfall beacon will be exposed on 045° from 2345-0045hrs.
1830 Off duty S.R. Wyman F/Lt. On duty D.H. Miller F/Lt.
1840 Cancelled Pershore, L F Beacon, and balloons.
1820 Oxford K/DF471 Took off from Leeming at 13.21 for Ford but has not been heard from since. 12 Gp. FCLO and 11 Gp FCLO informed. Overdue action taken by Ford. ROC 9 are trying to trace his plots.
[Page break]
2030 Overdue Oxford ROC do not keep records of Oxfords in some groups so find it impossible to trace Oxford on way to Ford. They report an unconfirmed crash in QZ.20 and RAF 9 Gp. Are going to report any facts they can get re this crash.
[Underlined] Monday August 30. 1943 [/underlined]
0100 Ident. Bd. changed
0900 Off duty D.H. Miller F/Lt. on duty P. [indecipherable] F/O.
0930 Overdue Oxford 9 Fighter Gp. are trying to get information for us on reported crash in Q.Z. 20.
1005 Overdue Oxford. Leeming advise route of Oxford. K. Base – York – Bedford – Reading – Ford. Sgt. Henry (Pilot) & three maintenance men. Advised R.O.C. 9.
1215. Permission granted by Air I. for 408 Sq. to send Lanc. to East Wreatham with crew to pick-up Halifax.
1220 Passed route to Linton for Oxford going to Banff. Linton – Stirling – Montrose – Banff.
1245 Balloons. Arranged with B.L.O. 12 Gp. To have balloons at following heights & towns.
Billingham. Close hauled 23.30 – 0100 0330 – 0600
Norwich } 1500’ 23.59 - 0430
Gt. Yarmouth }
Lowestoft }
[Page break]
1440. Oxford DF 471 Fighter Command. 9 Gp. report Oxford DF 471 crashed at Three Counties Stone, Dent, Yorks. a/c burnt – 4 killed. Time of crash 1500 on Aug. 29th.
1415 New route passed to Linton for Oxford going to Banff as follows.
Linton – Selkirk – N. Berwick – Earls Ferry – Montrose – Banff.
Advised MLS 12.
1500 Permission granted by Air I. to take Halifax of 434 Sqd. To Middle Wallop with spare parts & crew to pick up Hal. E of 434 Sqd.
1530 Flight of Hal. T of 434 Sqd. to Middle Wallop – cancelled.
1600. Passed following trip to Topcliffe. JS7 - L 5220N – 0505W 1st class at 1540 acknowledged from Hull.
1830 Advised F.C.L.O. 13 Gp. Anson 9753 F/Lt. Harding en route from Wyton to Montrose landed at Linton with engine trouble. Please advise F.C.L.O. if a/c wishes to take off.
Off duty [indecipherable] F/O.
1830 on duty [underlined] SR Wyman F/L. [/underlined]
[Page break]
S.F.C.O. if sufficiently [underlined] important [/underlined] X-C’s Due to unserviceability of a/c and a lag in the passing of x-c routes from Station Navigation Officers to Station F|/C’s, aircraft are taking off on training flights without proper clearance for flights being obtained.
2354. Army Manoeuvres From R.O.C. 9 – Army manoeuvres in our area – Red – Yellow and Green Vereys. Told the inquisitive stations – all those in Group.
2355 Taxying accident [underlined] 434 [/underlined] Squadron a/c marshalled 4 on one side – 5 on other. In the former row 4 ran up on the back of 3. Reason (Pilot) – “The brakes didn’t hold when I revved up.”
[Underlined] 31st August 1943 – Tuesday. [/underlined]
0025 Crashes in York R.O.C. area From R.O.C. (9) – 2 aircraft crashed (collided) in A24 nr Goole. Leaconfields’
- 1 aircraft exploded in mid-air A55 (myth)
- 1 aircraft exploded in mid-air Holme. Holmes’ crew okay
0130 Possible Diversion From C.F.C. – “Have you 2 aerodromes for 5 Group in case of an emergency. Yes! met picture cast iron. Offered 1 station in Topcliffe; one in Linton. Consulted D.F.C.O’s & Controller who said O.K.
0445 432/Z Landed Hardiwick – short of Petrol. Returning as soon as refuelled.
0400/0430 U/428 → This a/c “stooged” between Leeming, Middleton and Croft. Finally landed Scorton.
0510 Possible Diversion F/C 5Gp – we do not require your bases now. Told C.F.C.
0500 Group Diversion 432/L crashed on landing. Diverted a/c to Topcliffe
0640 434/O A/c u/s today shot up with “flak”. Flt Eng lightly wounded. Told W/C Harris via F/C Tholthorpe
[Page break]
0900 off duty SR Wyman F/L. On duty D.H. Miller F/Lt.
0949 Lockheed V.I.P. Took off from Topcliffe at 0946 for Hendon ETA 11.46. Passed to 12G Topcliffe phoning him out.
1010 Movements 12 Gp. E212 Air-firing Robin Hd. Bay 10.30-18.00 Hal. Lancs. & Well. Bombing Strensall 11.00-17.30
1030 Permission granted by Air I for Oxford to take skeleton crew down to East Writham to pick up one of 408’s a/c
1110 Permission granted by Air I for a/c of 431 to take crew for 434 a/c now serviceable at Middle Wallop and one at Coltishall.
1200 QDM 211° passed to a/c XQ9/T at 11.42 by Topcliffe H/F D/F Callsign belongs to Elsham; passed to 1 Gp F/C. It is the operational callsign for today of 103 sqdn – but 1 Gp, say Elsham has nothing flying today.
1220 Diversions Requested diversion bases for 45 Hal. & 10 Lancs. (provisional petrol) [deleted] see [/deleted] around Harwell area. Our met. say this will be okay for return tonight.
13.55 Special L/F Beacon will be exposed from 02.15-03.15 true bearing 310°
1345 Com. Flight Oxford requisitioned for S/L Harris to go down to East Wretham (see 10.30 above)
1400 Balloons Requested Newhaven [inserted] Shoreham, [/inserted] Sheffield, Langley & Weybridge at reduced heights from 02.15-04.15
1430 Balloons Newhaven, Weybridge, Shoreham, Langley and London will be at 1500 ft 0215-0415 Sheffield will be at 500ft. from 0215-dawn.
[Page break]
1500 Diversions (Note SFCO) CFC now inform us that 4 Gp. went through direct to 91 Group and got all the best stations for diversion bases without going through CFC. As a result only mediocre stations were available to us. CFC apologised profusely. After much discussion the diversions were allotted as follows:
419/16 Upper Heyford
428/14 Hartford Bridge
427/12 Dunsfold
434/8 Westcott
426/12 Silverstone
Stations informed. Met. are quite happy about these diversion bases.
1600 Diversions (Note SFCO) Phoned 92 Gp. re diversions & find that 4 Gp. have already booked Upper Heyford for 22 of their a/c unknown to CFC. At this late time we now have to find another aerodrome.
1615 Diversions Informed SASO of above entries and he tore a strip off CFC.
1620 Diversion Arranged with CFC for Finmere (92 Gp.) to replace Upper Heyford. Okay with Met. Station informed.
1700 Balloons Billingham will be grounded from 19.30-2100 and from 0315-0515.
1800/1830 New Diversion Bases Met unhappy of probable conditions on ETA at allocated Diversion Bases.
C.F.C. advised – who allot following as available Bury St. Edmunds, Bradwell Bay, West Malling, Hunsden, Hardwick.
[Page break]
Diversion Bases Allocation of Sqdns to new Dvn Bases as follows –
419 Sqn – Bury St. Edmund. 128° 5 1/4 mi
428 Sqn – Bradwell Bay. 005° 5 mi
427 Sqn – West Malling. 028° 2 1/2 mi
428 Sqn – Hardwick. 137° 4 1/2 mi
434 Sqn – Hunsden 168° 5 1/2 mi
Stations advised of rearrangement in Provisional Diversion
1830 On Duty – [signature] F/L.
1915 C.F.C. advised by F/L Miller of Squadron allotment with Nos to the new Prov’n’l Petrol Bases.
1925 F/L Miller off duty –
1935 2000 and 2015 } Particulars covering Provisional Petrol Diversions passed to F.C. 2nd and 4th U.S.A.W. and to F.C.L.O. 11 Group.
2025 M.L.S. 11 Gp. advised that because of reallocation of Provisional Diversion Bases some of the aircraft according to J Forms, after landfall Beachy Hd – may proceed up coast East instead of West (Track) of London in order to take advantage of shortest route to Diversion Bases. – Names of these Diversion Bases Passed.
2030. F.C. 92. Advised that their bases would not be required because of adverse weather expected there on ETA. Stood Down with thanks.
[Page break]
2205 X-Raids airraid message Purple. Stations advised.
Early Returns Numbers of aircraft of 6, 4 and 5 Groups returning – M.L.O. concerned. Uncertain as to X-Raids.
2218 X Raids Now all friendly a/c. Stations advised.
2225 Scorton C.F.C. Acting on advice from SASO and Controller 6. – arranged with C.F.C. and F.C.L.O. 12 for provisional use of Scorton to relieve landing congestion on E.T.A. because of anticipated adverse weather conditions, and shortage of petrol.
2330 4 Group Early Returns S/L Bateson phoned – greatly disturbed with 22 early returns and more expected!
No of Early returns high from 5 and 6 Groups as well.
Further queries on early returns from M.L.O. 12. & C.F.C.
2359 No 2 USAW. Put F.C. No 2 USA Wing into picture ref. 426 early returns F.C.L.O. 11 informed of early returns from squadrons detailed to use provisional Bases in 11 Group.
[Page break]
Wednesday, Sept 1st 1943.
0100 Ident Bd Corrected.
0145/0155 1664 A/C Overdue by an hour.
Weather. 10/10 – 2000-3000’. Slight rain. R.O.C. plots on Halifaxes near Whitby and one near Middleton. Sandra lights requested from Middleton.
0215 Diversion 427 Sqn Decision by Air I in consultation with met.. Leeming and 427 Sqdn cmdr, to divert 427 sqdn definitely to West Malling. Diversion signals sent out [inserted] on group [indecipherable] B’cast [/inserted] at 02.20-02.30.
0220 Ref Def Dvn. F.C.L.O. 11. Advised Diversion to West Malling Definite. Remainder still Provisional.
0245 Ref Dvns C.F.C., No 2 and No 4 US Wings informed on Diversions.
0400 G/419 Stbd Eng u/s. Passed to F.C. Middleton. R.O.C. informed.
0420 419?/Hal. ROC plot Halifax at 4000’ ft in Z85 flying NW into Durham area. Cloud base 3000;.
Middleton F.C. and FCLO 12 advised. Latter requested to render any necessary aid.
0435 419?/Hal see 0400 entry – ROC. plot a/c flying south at 3000 - circling in Z81
[Page break]
Halifax Plot Z.81 passed to F.C.L.O. 12 and F.C. Leeming (nearest which it is)
0448 B/419 Group Freqy – “Petrol Low – Engine Trouble – Proceeding to Middleton” T.O.O. 0434 – F.C. Middleton advised.
0448 G/419 Overhead MSG – 3 Engines.
0510 No 2 USAW. One a/c landed Hardwick.
Hardwick stood down with Thanks.
0515 No 4 USAW. One a/c landed Bury St Edmund. Bury stood down with Thanks.
0520 MAYDAY. F.C.L.O. reported a/c calling “Mayday” near Middleton and asking for Sandra. – Middleton F.C. informed at once.
0525 MAYDAY. MSG. F/C report crew of Mayday a/c Intercom on transmit. Heard them say [deleted] say [/deleted] they saw the Sandras
0532 B/419 Mayday landed Middleton
0600 Diversion Other 10 a/c of 427 sqn diverted definitely to West Malling & landed there safely – one missing.
0600 – see 6 Gp a/c away from base instructed to await instruction to take off on return - based on weather conditions.
0900 Off Duty [signature] F/L
[Page break]
0900 on duty SR Wyman F/L.
0920 a/c at West Malling 419 and 427 a/c at m/n a/d told to take off at about 1000 hrs. Consulted [deleted] stations [/deleted] & met. re. this matter and told Leeming ops that done.
0940 Bombing & Air Firing To MLS. 12 – {Strensall} Bombing (Robin Hood Bay) Air firing. Hals, Lancs. Wells. 1000-1800 hrs.
1040 ↘ Liberator 12 Gp. Lib in 4 and 6 Gp area. Get him down if possible all Bases warned. Contact with R.O.C, 4 Gp & stations could give no helpful “gen”. Not landed in 6 Gp.
1112 ↘ X-C Croft Checked with F/C at m/n station. Told them to see Sqdn. Commander re. weather before sending a/c on X/C. He had taken off and then they checked. Told them to query and call back. How do they get along with Met anyhow?
1125 Group Diversion S/L Kyles Linton – Any place for 2 a/c – Met. say Linton – a/c finally landed O.K at Base. Held R/426 at Hartford Bridge. 4 Gp. ready to help out.
1210 X-C-Croft Sqdn Comm bore out Group contention and recalled a/c on W/T. Making plans for Middleton to take him, otherwise will go to Leeming.
1228 405/ a/c Landed Linton.
1235 [Underlined] Liberator [/underlined] Landed Mildenhall.
1305 [underlined] Diversions [/underlined] Group “bad”, consulted met, who say 3 Gp. only cast iron stations in British Isles. But may get a/c down at 1 and 5 Gp stations. Told S/L Swann Topcliffe & F/C Croft that Feltwell was the best station according to Met. Checking with 3 Gp F/C to confirm.
[Underlined] 3 Gp. [/underlined] OK by them.
[Page break]
1340 1659 a/c [Deleted] A [/deleted] C diverted to Feltwell. Passed “gen” to 3 Gp & C.F.C. A landed at Base.
1664/ a/c landed at Croft.
1630 1659/C landed Feltwell 1449. Told Base Topcliffe.
18.30 off duty SR Wyman F/L. On duty D.H. Miller F/Lt.
Thursday September 2, 1943
0100 Ident. Bd. changed.
0900 Off duty D.H. Miller F/Lt.
On duty [signature] F/O
0950 427 a/c Arranged to have 427 a/c return from W. Malling.
1000 MLS 12. Passed to MLS 12. Bombing. – Air Firing – Local Ht. Test. by Hal. Lancs. Well. between 0930-2000
1035 Bulls Eye. Topcliffe Base advise. 1659 have 8 a/c for Command Bulls Eye.
1050 Bulls Eye. Ex. Linton – Eastman have no a/c for Bulls Eye.
1051. 1659/C. Ex. Topcliffe. 1659/C landed from Feltwell at 1045.
1105 Bulls. Eye. Ex. Linton – 431 Sqd. have no a/c for Bulls. Eye.
1115. Passed route to Linton for Oxford going to Coltishall. Linton – Spalding – Coltishall.
[Page break]
1135. Diversions Central 2/C. advise Pershore O.K. for provisional petrol diversions base for 12 Wellingtons.
1136. 426/S. Linton advise 426/S landed back from Bury St. Edmunds at 1116.
1200 426/R. Linton advise 426/R landed back from Hartford Bridge at 1159.
1210 Leeming S.B.A. Leeming report S.B.A. Serviceable.
1240. 427/S 427/N Leeming advise 427/S landed from W. Malling at 1230. 427/N landed from W. Malling at 1232.
1300. Balloons and Landfall Beacon. Balloons at Manchester – Crew and Bristol Channel area will be at 500 ft except in the case of hostiles, between the hrs. of 1900-2100 and 2330-0200. Plymouth will be at 6500 ft. and Yeovil at 1500 ft. at the same times, except in case of hostiles.
Landfall beacon No. 2 will be on from 23.00-2359 on bearing of 280°T.
1535. S/L Harris of 408 Sqd. requested permission for F/O Scheafer (R.C.A.F. Historical Soc.) to participate in training flights. Permission granted by A.O.C.
[Page break]
1550 Passed to Skipton information re Pershore – Pundit Q.D.M. 011° 5 1/2 miles Runways & Sandra lights.
1650 Billingham, Hull & Humber balloons at 1500 ft. except between 23.45-0045 when Billingham will be close hauled. Passed to Middleton.
1715 Arranged with F.C.L.O. 12 Gp. to have landfall beacon no. 2 on from 22.30-2359. Passed to stations.
1750 Priority call from F.C.L.O. 9 Gp. re Lancaster. Crossed coast at Rhyl flying at 3000’ on three engines showing broad I.F.F. Last position 8 miles S.E. of Preston flying N.E. over Pennines. Apparently not 6 Gp. a/c.
1830 Off duty – [Signature] F/O.
1830 on duty SR Wyman F/L.
1830/1840 1679/V Lanc “stooging” around Linton. Eastmoor. An object dropped from the a/c according to 12 Gp. Contacted Linton & Eastmoor F/C, was m/n a/c now on R/T. Bomb doors opened
1915 Pundits AS4 requests for Pundits 1, 91, 115 and 140 passed to stations. Time – Dusk to Dawn.
1931 Balloons Billingham close-hauled 2000-2100 hrs. Told Balloon Officer 12 Gp. O.K. by him. In meantime M StG, contacted site.
[Page break]
1950 Diversion Passed “gen” to 91 Gp F/C re. 432 Sqdn.
2118 Lanc/1679 [underlined] DS635 [/underlined] Crashed on aerodrome – flames – Crew believed to be O.K. Told S.A.S.O. & Controller [inserted] GT12 [/inserted]. This a/c was under the captaincy of F/L McNeil was doing visual [inserted] spelled wrong [/inserted] landings. One motor cut & a/c could not get off again. One engine u/s, came in to land, overshot, and landed in field. a/c burnt out.
[Underlined] Friday – 3 September 1943 [/underlined]
0100 Ident Board Checked.
0130 Pershore Stood down with thanks via 91 Gp.
Ops all a/c returned.
0250 Pundits Cancelled by A.S.4 told stations.
0254 C/1659 [underlined] W1240 [/underlined] Last Bull’s eye a/c at Group – u/c collapsed. Crew O.K
0332 19 O.T.U./ a/c Landed at Leeming after circling Topcliffe and Skipton. Lossiemouth F/C was advised.
432/ Y&B Landed at Moreton-in-Marsh and Predannack respectively.
0900 off duty SR Wyman F/L. On duty D.H. Miller F/Lt.
1000 Movements to MLS Airfiring Robin Hd. Hal, Lancs, & Well. 1000-18.30
Bombing Strensall Hal, Lancs, & Well. 1000-18.00
1000/1030 Crashes 1679 & 1659 crashes reported to Air 1, G.T.I, Eng. and Equip. Officers.
1100 Lossiemouth Wellington Took off from Leeming without being routed by Group. 12 & 13 Gp enquired why we had not notified them of the movement. Leeming say they though [sic] a/c did not need routing.
[Page break]
11.30 Com. Flight Permission given by Air I for 434 to use Oxford to take down 2 ground crew & equip. for 434 a/c at Coltishall.
1300 Topcliffe [underlined] VIP [/underlined] Lockheed Hudson LA628 will be taking off from Topcliffe for Hendon at 13.15. Route: Lindholme Syerston, Hendon. ETA. 14.30. MLS informed.
1340 Topcliffe [underlined] VIP [/underlined] took off at 13.30. MLS informed.
Bullseye Command C48 (stage 3)
Route: Base, Spalding, Douglas, Alscott, Porthcawl, Newark, base.
IR targets will be at Douglas, Alscott, & Newark. Spalding, (starting point) will be marked by 3 searchlights intersecting at 18000 ft.
Time at Spalding 21.15
Height 16000 feet.
Some night fighters mostly around Alscott and South Wales. Also a few searchlights mostly at beginning of route and in South Wales.
There will be about 70 a/c from all groups.
Above gen. passed to 1664, 408 and 429 Sqdns.
1500 LFB #2 at 265° True from 0400-0500
1430 Diversions (weather) Met, say weather in Group will be good enough till dawn – no diversion bases required.
1530 Balloons Sheffield at 500 ft all night.
Shoreham & Newhaven at 1500 ft 2100-21.45 & 22.30-2359
Langley & Weybridge at 1500 ft 2045-21.30 & 22.30-0030
Stations informed.
1545 Diversion Provisional petrol diversion laid on for 426 sqdn.
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will be Lissett. Pundit: QDM 110° 3 miles (Sheffield’s pundit)
1645 Anson from West Freugh landed at Leeming – couldn’t contact his base by W/T. Will be taking off for West Freugh about 1700 hrs. West Freugh informed by phone.
1800 432/B will be returning tomorrow first thing from Predannack. Told them to check weather first.
1800 Diversions From CFC: how many a/c can we take tonight in our Group? After consulting Controller we gave them following: Middleton
Croft
Leeming
Skipton
Dalton
Linton
Eastmoor
Tholthorpe
1830 On Duty – [Signature] F/L
1900 Ref Dvns Following offer passed to and approved by C.F.C.
Middleton, 20. a/c.
Croft. 20. a/c.
Leeming. 20. a/c.
Topcliffe 20. a/c.
Linton 15. a/c 20 Emgy only
Eastmoor 15. a/c 20 Emgy only,
Total [underlined] 110 [/underlined] a/c 120 Emgy only
1905 Pundits AS4’s request for 115, 1, 140, and 91 passed to Stations. – added 155 at 1955 hrs.
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21.15 Prov’nl Diversions Ex. C.F.C. – following 6 Group Stns allocated to 5 Group.
Middleton – 20 a/c
Croft – 20 a/c
Leeming – 20 a/c
Topcliffe – 20 a/c.
22:00 Ref Prov’nl Dv’ns Ex. 5 Group. F.C. Nothing definite as yet – still studying weather problem not worried over petrol.
22:15 6 GP Met. Northern bases expected to be ok up to 0600 hrs when at least 50% of all 6 Gp bases will likely to have mist.
Met happy over reception of provisional Allocation – Controllers advised.
0001 Saturday Sept 4th ‘43
[Underlined] 0120 [/underlined] Ref Prov’nl Dvns Ex. F.C. 1 Gp. – C.F.C. advised them they might use Linton and Eastmoor as provisional bases for 20 a/c each!
6 Group met happy over Eastmoor but unable to guarantee Linton beyond 0500 hrs. – F.C. I advised.
0245 Diversion Definite Ex F.C.5. Definite Diversion
49 Sqn, 12 Lancs to Middleton
9 Sqn, 13 Lancs to Leeming.
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0300/0330 Ref Def. Dvn. -Ex F.C. 1 Gp. [Deleted] 12 [/deleted] Diversion semi definite for 19 Lancs of 12 Sqn. to Linton and Eastmoor.
-Ex F.C. 5 additional definite
Diversions from
57 Sqdn. 13 Lancs to Topcliffe
619 Sqdn. Lancs to Croft.
-Ok by 6 Gp met providing arrival in this area is before 0445-0500., as no particular base remains guaranteed free from mist after 0500 hrs.
- Ok by 5 & 6 Gp Controllers.
0400 – 5 Group Lancs already in 6 Group area.
1 Group Lancs to be taken to their Base (Wickenby)
0530 38 Lancs 5 Gp landed at Stns in 6 Gp. – Expn of 5 Gp thanks expressed to all concerned.
0630 [Underlined] ROC [/underlined] Lanc ROC plot Lanc flying in wide circle Linton area. Linton advised.
0635 Lancs now near Topcliffe – F.C. Topcliffe & Leeming advised – Middleton informed.
0640 Lanc passed over Leeming at 3000 ft flying North.
0645/0650 Lanc North of Croft at 4000’ – Passed to F.C.L.O. 12.
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0830 Rep S/49 Ex M.L.O. 12. This a/c ditched last night off Tynemouth. All [deleted] at [/deleted] crew were rescued (alive) Later three of the crew died.
- MLO 12 advising 5 Group.
0835 Return of 5 Gp a/c. Ex 5 Gp. “O.K. for anyone to return by 0900 hours”. F,C, Stations advised.
0855 9 Sqn 8 a/c a/b for base. – passed to F.C. 5.
0900 Off Duty [Signature] F/L
0900 on duty SR Wyman F/L.
0935 Bombing Air Firing Halifax, Lancaster and Wellington a/c will be Bombing Strensall and Air Firing Robin Hood Bay 1000 to 2000 hrs. Normal Height.
1150 E/434 Air I refuses permission to 434/E to go to Pocklington to pick up radiator after an A/F detail. Told Linton.
1350 LFB #2 on a bearing of 280° from 2345 to 0045 hours. Confirmed with Ops. 12 Gp.
1521 [Underlined] NOTE [/underlined] On MONDAY A/M. HAVE S.D. 300 changed. New one in Ops Room safe.
1539 T. Moth Air I refuses permission for a Sergeant Palmer at 1664 C.U. to take the m/n a/c to Wellesbourne – Mountford to collect personal equipment.
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1600 Prov. Weather Diversion Base From C.F.C. OK for Swanton Morley. 9 Wels. 0015-0045.
1615 Swanton Morley I Drem – Contact – S.B.A. – H.F. D/F.
Pundit QDM. 305 dis 3. F/C 2 to be advised.
Passed to Skipton F/C.
1720 Diversion Int Group 3 U.S. Bomber Wing want to send 4 Marauders to M. St. G. between 1900 and 2000 hrs. Story is – these a/c have been on an A.S.R. “do” and not being used to night landings want to get down somewhere. O.K. by Middleton & Controller + Air I
1740 Re above a/c did not take off; because A.S.R. search not required. Told Middleton and Controller + Air I
1808 Pundits A.S.4’s requests for Pundits 1, 91, 115 and 140 passed to stations concerned.
1830 off duty SR Wyman F/L. D.H. Miller F/Lt. on duty.
20.55 QDM 7LR/N on a/c from Finningley given but a/c could not answer challenge, saying he had wrong card. Passed to 93 Gp. who say they have N/7LR flying.
21.45 Diversions Met. say base will have good weather on return with good vis. and wind gusty at 15-20 mph. On controller’s instructions from Swanton Morley stood down with thanks.
Sunday September 5, 1943
0030 Lights on sea U/432 = 5414N 0234E 2044 hrs. 2500 ft. white lights believed from sea level flashing dots
0100 Ident. Bd. changed.
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0050 Lights on sea W/432 – 5408N 0050E 19.46 2000 ft. flashing reddish lights on sea level about 5 miles off starboard beam. Also 5419N 0319E 20.22 2000 ft. White light flashing irregularly on sea level about 8 miles off port bow. K/432 – 5416N 0255E 2019 hrs. 2500 ft, Appeared to be a flame float about 1 mile off starboard beam.
0100 Lights on sea passed to F.C. 12 Gp.
0105 Lights on sea V/432 – [deleted] 5253 [/deleted] 5352N 0030E – 2325 hrs 2000’. Seen on starboard beam, white light flashing irregularly and up to eleven white lights surrounding it. Passed to 12 Gp.
0900 Off duty D.H. Miller F/Lt.
0900 On duty [Signature] F/O.
0930 MILS 12. Passed to M.L.S. 12 Air Sea Firing (Whitby) Bombing (Strensall) and local ht, tests. Hals. Wells. And Lancs.
1045. Diversion Bases. Requested diversion bases from Central Flying Control.
1230 Diversion Bases. Received diversion bases from Central Flying Control. Harwell – Middle Wallop – Boscombe Down – Colerne.
1435 Diversion Bases. Passed information re diversion bases to stations.
1440 Diversion Bases. Confirmed diversion bases with Central Flying Control as follows.
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[Underlined] Definite [/underlined]
Harwell – 16 a/c of 428 Sqd
M. Wallop – 14 a/c of 419 Sqd
Boscombe D. – 12/ a/c of 427 Sqd.
Colerne – 10 a/c of 434 5 a/c of 426.
[Underlined] Provisional [/underlined] [Deleted] 9 a/c [/deleted]
Colerne – 9 a/c of 432 Sqd.
1455 Diversion Bases On advice of Air I. diversion bases now become provisional instead of definite. Advised – Central Flying Control.
1600 Balloons Arranged to have balloons flying at following hts. and times
Billingham at 500 ft. 1830-1930
0200-0400 [deleted] 0310-0510 [/deleted]
Langley & } at 1500 ft. 1930-0500
Weybridge }
Yeovil at 1500 ft 22.40-0040
Bristol Channel } at 500 ft. 2015-2215
Area }
Except in the case of enemy activity.
Landmark Beacon no. 18 on from 2330-0030 on bearing 045° T.
1800. Amended note re balloons.
Bristol, Whitechurch & Weston will be controlled & fly at 500 ft. between 2359 + 0100 and between 0200 + 0300
Special landfall beacon at Beachy Hd. will be vertical at 10000 ft between 2100-2200 and on a bearing 350° T between 0100-0200. Passed to stations.
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1830 Flying Control 4 Gp. advise report reached them from Rufforth via Helmsby Police that a Lancaster crashed at Rudland Moor at 1500 hrs. Position is 1 1/2 miles west of Low Mill Tarndale. Sheet 22 135150. 8 crew all killed.
Linton have one Lanc outstanding which took off at 1457 for Cambridge. This movement was not passed to Group although a route (Base – Peterboro – Cambridge – Peterboro – Base) was authorised. Helmsby Police cannot give us a/c number but will let us know further particulars. [Inserted] This a/c now one from Rufforth our Lanc is O.K. [/inserted]
1830 off duty [Signature] F/O on duty SR Wyman F/L
1950 [Underlined] Re Crash [/underlined] Topcliffe told to take action re crash entry 1830 hrs.
2025 [Underlined] Re Crash [/underlined] S/L Swann called to say he had sent all fire-tenders out to crash. Had previously told watch-keeper to collect bodies. entry 1950. Army on Guard.
2000 N/F passed MLS 12, ROC & C/S to Stns.
2010/15 Diversions Passed “Gen” to [deleted] stations [/deleted] Groups concerned.
2155 Pundits Statins notified Pundits required by AS4. Dusk to Dawn.
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2325 FOR G.F.C.O. Taxi Accident 419/A 428/U Due to extensive work on perimeter track, the a/c at M. St. G. have been forced to marshal on one of the runways which cuts the long one. This necessitates the a/c being marshalled in 2 lines. In this incident to night the a/c 428/U scraped the wing tip of 419/A when the 428 line was moving up for take-off. Says F/L Tame “Finger trouble.”
[Underlined] MONDAY – 6 SEPT. 1943. [/underlined]
0225 427/X 5HT [underlined] 467 [/underlined] On H/F D/F Abingdon - ”Petrol low.” Being homed and will land. Told station.
0215 Re crash S/L Swann says – All bodies collected. Due to road conditions unable to bring them in. 2 men & ambulance waiting until first light when “bods” will be brought to Topcliffe.
0230 Re 0225 A/c of 467 Sqdn. not 427. Told Leeming
0445 Anson S1 m/n a/c landed Leeming. W/T U/S. Petrol low. Told 9 Group F/C who will advise Jurby. The a/c’s base.
0500 Aircraft on Ops. 3 a/c missing from Operations.
0900 off duty SR Wyman F/L. On duty D.H. Miller F/Lt.
0905 Movements MLS – E207 Hal. Well. & Lancs. airfiring Robin Hd. 0930-18.30
Hal. Well. & Lancs. bombing Strensall 1000-1800
1035 434/W Market HRB. (92 Gp PCO) Crew want to know if they can return to base – a/c has coolant leak. Asked base Linton to refer to sqdn. who say okay but crew must watch temp of eng. & come back on 3 engines if necessary.
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1055 Diversions CFC On instructions from Air I, requested the following airfields as definite diversion bases for 48 Hal and 5 Lancs: Dunsfold, Tangmere, Ford & Hartford Bridge. They will phone back later. Met. say okay.
1145 Diversions From CFC: the following diversion A/D’s allotted to us:
Tangmere 16/419
Dunsfold 14/428
West Malling 10/427
Ford 8/434 & 5/426.
All okay by Met.
1250 Air to Air firing 12 Gp. Controller refused permission for 431 a/c to do air to air firing over base. Told base Linton.
1515 Balloons & L F Beacon All 11 Gp. balloons will fly at 1500 ft. from 19.30-05.30 S.O.R. except Dover which will be at 2500 ft. Special land fall beacon will be exposed from Selsey Bill from 0250-035 nearing of true north.
1500 434/W Permission given by SASO for 434/V to go down to Market Harborough with spare parts & ground crew to repair coolant leak.
1650 Billingham balloons will be grounded from 18.40 till 2000.
1830 Off duty D.H. Miller F/Lt.
1830 On Duty [Signature] F/L
2015 FCLO Informed F.L.C.O.M. that 48 Hal and 5 Lancs airborne [deleted] on [/deleted] Confirmed with F.C.L.O. 11 that Diversion of these
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aircraft to Tangmere, Ford, Dunsfold and West Malling is Definite. F.C.L.O. 11 already happily in the picture
2145 Enemy Intruder Warning Ex. Southdown – German Intruder activity expected on large scale over this country tonight particularly at time of return of our Bomber aircraft. It was suggested by S’one that a Broadcast be sent to operational aircraft in flight, approx. one hour before E.T.A., warning them of Intruders and advising Nav Lights be doused.
2150 Stations and all concerned advised of Intruder [deleted] s [/deleted] message.
2215 Aid to others S.A.S.O. advised that flying Control – Stations, be [deleted] advised [/deleted] warned to be prepared to render immediate aid to any a/c sent this way to avoid Enemy action.
2225 G/434 M.L.S. 12 advised that G/434 was sent to Jettison. Should be x-ing coast at Flamborough
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23:45 Ref – Recall X-Country Base Linton and Croft advised by AIR One to recall their Cross Countries in order to avoid any Intruders on E.T.A.
2330/2345 Dvn Bases Ex C.F.C. – A feeler – desirous of substituting Diversion Bases farther inland – S.A.S.O. discussed case with C.F.C. warning that if change were necessary we were to have sound bases possibly in Southern area 91 Gp – and that [inserted] names of [/inserted] such bases must be carried on our flimsies.
0001 Tuesday. Sept 7th 1943.
0025 Prov’n’l Substitute Bases (in event of Heavy E.A. on South Coast) Ex C.F.C. Provisional Substitution offer as follows
Harwell,
Stanton Harcourt
Westcott, Tring –
Boscombe Down and Hurn.
- SASO and Air I consider that should C.F.C. and No 11 Group in their discretion consider rediversion necessary they may do so as follows:
419 Sqn to Harwell.
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428 Sqn Boscombe Down
427 Sqn Westcott.
426 and 434 Sqn- Wing.
* 0040/0050 Substn Dvn. Provisional particulars passed to F.C. 91, 92 & FCL 10
* 0035 E/427. Emergency fix and message (stating port Engine u/s and landing at West Malling) passed to F.C.L.O. 11.
0100 E/427 Ex F.C.L.O. 11. E/427 landed safely at West Malling. – Leeming advised.
0115 Enemy Activity Ex S’Dn Int → 6 Gp sent – Intruders already over Kent and East Anglia area.
0137 FCLO 11 Advised of early returns
0200 R/427 Early returns – 1st Class fix position passed to F.C.L.O. 11 (a/c may land W. Malling) – Leeming informed.
0235 Ref W Malling Ex. F.C.L.O. 11. Weather at West Malling fogging up - Bomber Stream crossing French coast and making land fall Eng. Coast farther East than laid on because of heavier West winds. – [Inserted] F C L O 11 [/inserted] Suggests remaining 6/427
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be diverted to Manston whose weather is o.k. (11 & 6 Gp met). Discussion with Controller 6. F.C.L.O. 11 and C.F.C. Manston decided upon.
0250 Leeming advised.
0320 Enemy Activity First Host 6 plot on Boards. – N.B. Jerry “petered out” in this area.
0429 R/428 Emergency Bearing of 148° Southampton passed to F.C.L.O. 11. Assistance requested
0430/0503 R/428 The emergency bearing of 148° passed to F.C.L.O. 11. Tied up with plot on aircraft wandering uncertainly just off the French Coast Since the aircraft was apparently lost, it was suggested a fighter be sent to lead him in. At 04:33 R/428 obtained an acknowledged 1st class fix on Southampton which was passed at once to F.C.L.O. 11, and was found to tie up with the slot of the wandering aircraft and identify him as S.O.S. R/428.
A fighter was dispatched at once to lead him in
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R/428. The aircraft continued to obtain a number of 1st Class fixes all of which were acknowledged by the a/c and passed at once to the F.C.L.O. 11, who was making every effort to direct the aircraft to FORD. At 04:41 R/428 sent Ditching Signal from 7000 ft. – but due to the prompt aid rendered by the F.C.L.O. the aircraft was able to maintain a direct track to the Eng. Coast and landed safely at FORD. – 0456.
- All concerned were kept informed.
- Appreciation expressed to F.C.L.O. 11.
0600 Return of a/c away. Ex Duty forecaster 6 – o.k. for any 6 Gp a/c away to return directly. F.C.L.O. informed. (427 about to take off from Manston)
0700 Ex. Manston. 427/A. Airborne for Leeming at 0656. Leeming advised.
0730 Ex. Manston – 427/D airborne for Leeming at 0733. Leeming advised.
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0840 41 a/c landed away Advised Control 2.C. Following diversion ‘dromes were used last night. Tangmere 15 a/c. Ford 8 a/c. Manston 5 a/c. West Malling 3 a/c. Dunsfold 10 a/c.
0900 off duty L.A. JUSTASON F/L: on duty SR Wyman F/L
[Underlined] N.B. DFCO’s [/underlined] – Because Liaison officers of Nos 9, 10, 11 and 12 Groups have confirmed by phone S.A.S.O. 6’s request that [deleted] it [/deleted] Balloon Information in answer to required heights and times reach this HQ by 1600 hours: thus ensuring this information be on hand in time for Briefings.
Air Firing Hals. Lancs. Bomb. Strenall. AIF Whitby. 0930-1900
Bombing Normal Ht. Ref: E233. – MLS 12 Gp.
1115 Oxford to Gransden S.A.S.O. (W.C. Weir) gives permission for F/L Cook in an Oxford to Gransden Lodge.
1135 Reservation of Oxford Permission to use Oxford for a pilot to be chosen by Base Commander Linton to-morrow. Linton – to someplace. Told Linton Base (DWK)
1325 408/F DS.732 Crashed at 1300 hrs. Crash action taken by Linton. Told Controller; 4 Gp. F/C; Posn VE9980 – S/E| of aerodrome. Also Air I - GTI.1 – Equip Officer. P4 – Eng Off. Air I to tell S.A.S.O.
a/c caught fire – R/G – Sgt. Ogsdon killed – remainder O.K.
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[Underlined] N.B. D.F.C.O’s [/underlined] Note and fill in form in back of this log book at the end of the NIGHT WATCH. Not clear but you know what I mean.
1540 TRANSMITTER on R/T. a/c heard on Tholthorpe R/T – Pancaked at 1528? R/T on transmit – Discussion included W/T frequencies new R/T set; bomb sight and weather.
Contacted stations re. above & notified Sig Security Officer. Also 4 Group F/C.
1610. Bomb on Leeming Q Ops. Leeming report an a/c will drop a bomb on their Q site (Sheet #21 Ref.803060) from Ht of 500’ at 1645 hrs this p.m. Told R.O.C. York.
Re entry 1540 M. St. G. & Leeming says “Our a/c not guilty.”
1830 Of
1830 Off duty S.R. Wyman [deleted] D.H. Miller [/deleted] F/Lt. On duty D.H. Miller F/Lt
[Underlined] Wednesday Sept. 8, 1943 [/underlined]
0100 Ident Bd. changed
0410 X-countries all back to Croft.
0340 93 Group enquired about a missing a/c – have either Middleton or Topcliffe heard anything on their D/F. Middleton reported that they had a 7LQ/N [deleted] w [/deleted] up on D/F after midnight but this was not 93 Gps. a/c: Topcliffe report nothing.
0900 Off duty D.H. Miller F/Lt.
0900 On duty [Signature] F/O.
0930 Permissions granted by S.A.S.O. for W/C Swetman to go to Prestwick in Lanc, and for W/C Clayton to
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take Air/M. Edwards to Hendon. F.C.L.O. 11 Advised re Hendon.
1130 Requested 4 prov. weather diversion bases in N part of East Anglia.
1230 Central Flying Control have allotted as prov. diversion bases Coltishall – Dorking – Swanton Morley [deleted] Hardwick [/deleted] – Shipdam.
1240 427/R landed from W. Malling at 1148.
1300 Langley & Weybridge Balloons Arranged with 11 Gp Langley & Weybridge balloons will fly at 1500 ft. from 1930-2359
Beachy Hd, L.F.B. Landfall Beacon at Beachy Hd – will be on a bearing of 310° T. from 2230-2330. Passed to Skipton.
On duty P/O Spence.
1435 Flamborough L.F.B. #2 Requested of F.C.L.O. 12 - LFB. 2 at 280°T from 0345-0445 hrs.
1430 Billingham Balloons Billingham Balloons – B.L.O. 12 advise will be close hauled 2100-2215 hrs + 0400-0600 hrs.
1500 Harwich Balloons Overriding Control 2230 to 0100 hrs requested & confirmed by B.L.O. #11.
1500 LFB. Clacton on Sea. Special Beacon on 328°T from 2300-2359. Requested of & confirmed by FCLO. #11.
1500 L.FB #2 F.C.L.O. 12 – confirmed entry 1435 hrs.
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1500 Beachy Hd. L.F.B. Cancelled request for Beacon at Beachy Head as per entry 1300. – balloons retained.
1615 Weather Div. Bases. Stations advised of provisional diversion bases in case of poor weather as follows
419 } Swanton Morley
428 } Middleton – Shipham
427 Leeming – Docking
426 Linton – Coltishall
434 Tholthorpe – Coltishall
1730. Div. for Other Grs. Offered C.F.C. to take care of Lancs. from No 5 Gr. up to 20 a/c per station at Middleton, Leeming & Topcliffe in case diversion was necessary, because of our own main operations.
1745 Div. for Other Grs. C.F.C. advise diversion bases not required.
1750 AC/M [Deleted] EDWARDS W/C CLAYTON. [/deleted] Joubert Oxford. Advised R.O.C. & F.C.L.O. 12 Gr of departure from Topcliffe at 1726 hrs for Heston via Doncaster + Oakham; to arrive at 1900 hrs. On duty Wyman F/L
1925/1940 Passing N/F. Gen passed to MLS 12 Gp. R.O.C. York 9 and 10., 4 main stns in Group.
1900. Pundits A.S.4. requested Pundits 155, 115, 1, 140, 91 Dusk to dawn. Stations informed.
1915 AC/M Joubert Landed Heston 1912. Told R.O.C. & P/O Spence.
2015 LFB #2 Cancelled with 12 Gp.
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2240 434/A. Returning from X-C landed overshot u/c collapsed.
2245 Bombing Strensall Much ground mist Strensall Bombing Range 428/U and 1664 a/c are not to try & Bomb if target is obscured.
Advised by M. StG. To tell them BAR when they called for Bombing permission. Done.
9th September 1943. THURSDAY
0112 Ops All a/c returned.
0200 Checked Ident Board.
0230 1 Gp & 4 Gp Diversions m/n groups put out feelers for small arrangements but after 1 1/2 hrs. managed to put their x-c aircraft down om their own groups.
0900 off duty SR Wyman F/L On duty D.H. Miller F/Lt.
1025 – 1040 Halifax ROC report Hal. Plotted between Croft & Middleton (sound plots) All stations “red”. Contacted Middleton who say they had “Esell B” on R/T. They were expecting Hal. from Gravely. Told Middleton to send him to Ouston or Acklington if they can’t land him (weather at Middleton 500 yds. vis,) 8 Gp. F/C say it is Graveley’s a/c and it took off from Dumfries. Crew did not contact Middleton or us before taking off.
1100 Diversions (Provisional) Arranged with CFC for following diversion bases for 52 of our a/c after consultation with met: Manston – 428/15
West Malling – 419/15
Bradwell – 427/10
Tangmere – 434/7 & 426/5
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1110 Halifax (see 10.25 above) landed at Middleton in 500 yds. vis. after circling for about half an hour. Has now taken off again for Gravely.
1115 Movements E65 Air firing Robin Hd. Bay & 5 miles off Scarboro 11.45-18.30 Bombing Strensall 12.30-18.00.
1215 408 a/c to Baginton Permission given to this a/c to land at Baginton by SASO. Taking test pilot down and doing check on way down. Test pilot knows aerodrome. Contacted Baginton who say okay – 1 runway 1 1/4 miles long, Lancasters use a/d all the time. Movement passed to 12 Gp.
1445 Balloons Yarmouth & Lowestoft and all 11 Gp. barrages will be controlled at 1500ft from 2300 hrs till 0630 hrs. except [inserted] Dover [/inserted] which will be at 2500 ft. All SOR.
LFB #2 will be at 280° True 0440-0540.
LFB Beachy will be at 025° True 0350-0450
Passed to stations.
1640 Diversion Met now say Tangmere are expecting rain tonight. Controller instructs that another a/d should be obtained to replace it. CFC give us [deleted] Hardwick [/deleted] Lakenheath Met , agree. Gen. passed to Linton.
1700 Route changed. Cancelled L F Beacon #2 & LF Beacon at Beachy
L F Beacon Special LFB at [deleted] Bea [/deleted] Orfordness will be at bearing of 305°T from 04.30-05.30.
1730 Diversions (definite) Weather at bases will not be good so stations have been instructed that a/c will definitely go to diversion aerodromes unless they receive a signal to return to base. Diversion Groups informed.
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1830 On duty P/O Spence – off. F/L Miller.
1845 Pundits #1, 91, 115, & 140 – Dusk to dawn – A.S.H.
Stations advised.
1900. American Fortresses M.S.G. C.F.C. advised several Fortresses would be in the vicinity of our Group between 1600 & 1800 hrs on 10-9-43. and request was made that M.S.G. be on the watch for them to render assistance if required. Passed to M.S.G.
1935 408 a/c from Baginton 12 Gp passed from 9Gr. – 408/S left Baginton 1900 hrs. to return to base. (Arrived at B. 1305hrs) Landed at 1940
2115 Div. Bases. Balloons L.F.B. Advised all concerned not required.
2200 3 Gp a/c. Message M.S.G. F.C.O. requested message – [deleted] “OTR [/deleted] “99RN (return to base“ be passed to their a/c – 07R (L) on M.S.G. frequency. Advised M.S.G.
2207 do. 3 Gp advise message passed on their own frequency. Informed M.S.G.
2255. Croft Prang. 1664/B. pranged on aerodrome 30 yds from S.E. N.W. R/W clear of flare path. Crew OK. Engine cut out on take-off; a/c made low circuit but could not get back in position to land on R/W.
[Underlined] 10TH SEPTEMBER, 1943 [/underlined]
0020 Pundits A.S.4 request cancelled.
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0100 Ident Board changed.
0805 Movement Arranged with M.L.S. 12 for Bombing at Strensall & Air-Sea Firing at R.H.B. & Whitby for Hals. Wells + Lancs. from 0900 to 1800 hrs. Reference E-8.
0900 off duty L.A. Justanson F/Lt on duty SR Wyman F/L
[Boxed] NB D.F.C.O’s [/boxed] In future Convoy Signals will be passed to N.C.O i/c Intruder Board, who will pass to the Stations.
1018 12 Gp M.L.O. – Approves Special Route for Linton a/c Told Base Linton.
1230 FAIRY FULMAR THORNABY – YORK – LANDED LINTON – TOLD 12 F.C. also YORK.
1830 Off Duty S.R. Wyman F/Lt On duty D.H. Miller F/Lt.
[Underlined] Saturday Sept 11. 1943 [/underlined]
0100 Ident. Bd changed.
0900 Off duty D.H. Miller F/Lt.
On Duty H.L. Spence P/O.
1830 off duty H.L Spence P/O. on duty SR Wyman F/L
1923 Pundits AS4 request for Pundit 1, 91, 115, 140 Dusk – Dawn. Passed to Stations.
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1910 427/W Cypher message received by Ops. Room. M/n a/c leaving Gibraltar 2130. E.T.A. Leeming 0630 hrs 12/9/43. Contacted 6 Gp Met, Leeming F/C and 44 Gp. No guaranteed bases in British Isles. Advised that he stay. 44 Gp F/C he will without doubt.
[Underlined] - SUNDAY – 12 SEPT. 1943 - [/underlined]
0100 Ident Board Corrected.
0900 Off duty [Deleted] D.H. M [/deleted] S.R. Wyman F/Lt. On duty D.H. Miller F/Lt.
DFCO’s Note New 12 Gp. Boundaries: coast south of Southwold, to Buckingham, to Derby, to QZ45, to QT55, to QU57. The northern part of the old 13 Gp. is now part of 14 Gp.
1100 Convoys 10 hr. positions passed to stations by Tables.
1330 Movements E208 Hal. Lancs. & Well. air firing Robin Hd, 1400-1800 Hal, Lancs. & Well. bombing Strensall 1400-1800
1600-1620 Weather Met. are not happy about x-countries of 1659, and 1664 over west coast and up overland from Strumble. Weather between here & Strumble is cloud at 500 ft. and thunder showers. Base conditions will be cloud base 1000-1500 ft. vis. 2000-3000 yds. at worst. No point in recalling 1659 as they are nearly to Strumble. Croft expecting 2 a/c back within half an hour.
[Deleted] 162 [/deleted] Middleton has now gone “red” & Croft may deteriorate so advised them to send a/c to Topcliffe on advice by Met.
1630 Weather Met. now say none of our bases will be very good on ETA of 1659 x-countries at 18.15 due to unexpected deterioration in weather.
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However there should be two or three stations that can land them. Silloth will have good weather conditions at that time in case of possible diversions. Advised Base Control, Topcliffe of above. They say flight commanders seem quite happy about it.
1640 Croft a/c have all been sent messages to return and land at Topcliffe. Topcliffe given particulars. Topcliffe have sent messages to their a/c to return to base without bombing at Strensall.
1630 405/R landed Croft 16.07. Was heading for Middleton but couldn’t land due to weather. One engine fell out at position 5518N 0139W (accurate within a mile) 8 Gp informed.
1730 X-Countries Topcliffe weather still workable and have some a/c on R/T. They now tell us they have 4 a/c out on local
1745 X-Countries Linton standing by to receive any overflow from Topcliffe – weather not as good but workable. Topcliffe sending up mortars & rockets. Pilots of a/c on board show them to be finding it very difficult to determine their positions. Topcliffe’s D/F giving dozens of QDMs and could not send out [deleted] diversions [/deleted] recall messages due to congestion at first. Leeming gave QGH’s to two a/c. One [inserted] (E/1659) a/c couldn’t hear Leeming’s beam & was given directions by TR9. A/c could not receive on W/T. A/c landed eventually at Leeming. C/1659 broke cloud on Leeming’s beam and was sent to Topcliffe where it landed. E/1664 was given QGH at Leeming, broke cloud
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was sent down to Topcliffe where it eventually landed. One a/c of 1659 was sent to Linton to break cloud but landed direct at Linton. 9 & 12 FCLO both were requested to watch for [inserted] [deleted] 5 a/c of [/deleted] [/inserted] 1664’s 5 x-countries coming in over west coast. Another a/c stooged up towards Middlesborough. 12 Gp [inserted] were [/inserted] contacted who said balloons were on ground. A/c then went out [underlined] to see [/underlined] ? about 40 miles. 12 Gp said they could not send a fighter out as all their bases were down to 500 ft cloud base. This a/c finally turned towards coast, headed for Topcliffe & eventually landed there at 1900 G/1659 came up on Topcliffe’s W/|T “45 min. petrol left.” Bearing 165°. 5 min. later a/c came up on Leeming’s W/T “Petrol low” It eventually landed Leeming [deleted] at [/deleted] after having been given a QGH. The last a/c up, H/1664 came up on Middleton’s D/F, and given QDM of 091° and told to go to Topcliffe. A/c went to Croft and finally made a very poor landing in bad conditions. Croft could not contact him on R/T.
All a/c finally down at 19.30. In all there were 21 a/c of our Group a/b when the weather suddenly closed in. Topcliffe & Leeming both put up a good show.
1820. P.F.F. #405 Sqn. R- Passed following message to P.F.F. Flying Control for transmission to Engr. 405 Sqn; from Croft Engr. Officer:- “Stbd. Inner Engine of 405/R dropped out in flight over Newcastle. We are trying to locate the Engine. Suggest that if possible 405 Sqn Engr
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come up to see the a/c. Repair will be new power plant required. Plus certain accessories. We have requested A.I.B’s and are making further examinations of the power plant to determine whether or not additional spares will be required. Will you let us know when men, etc., will be available?
1830 Off duty F/L D.H. Miller
On duty P/O H.L. Spence.
[Underlined] MONDAY – 13th SEPTEMBER 1943 [/underlined]
0200 Ident. Bd. CHECKED.
0900 OFF DUTY [P/O Spence] ON DUTY S R Wyman F/L.
1045 [Underlined] BARRAGE BALLOON [/underlined] FROM BASE TOPCLIFFE – BARRAGE BALLOON AT THIRLBY (SHEET 22-975045) N/W THIRSK – THIRSK POLICE WILL CONDUCT A PARTY THERE. TOLD B.L.O. 12 Gp. THIRSK 2222
1309 [Underlined] OXFORD [/underlined] Left Middleton 1309 for Little Rissington. G/C Kelly. Duration of flight – 1 3/4 hrs. F.C.L.O. 12 say he will be plotted all the way down. [Underlined] Returned 1346. [/underlined] Told Little Rissington F/C. & 12 Gp. F/C.
1400 A/R SIREN [Underlined] TESTED. [/underlined]
1830 Off duty SR Wyman F/L. On duty D,H. Miller F/Lt.
1930 Oxford V3530 Landed at Eastmoor from Welbourne with 3 air ministry officials aboard. Came up from Hendon intending to go to Elvington. Will take off for Elvington in morning. Elvington informed.
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[Underlined] Tuesday Sept 13. 1943 [/underlined]
0100 Ident Bd. changed.
0900 Off duty D.H. Miller F/Lt.
On duty HR Spence P/O.
0950 Air-Sea & Bombing Arranged with M.L.S. 12 for Air to Sea Firing at R.H.B. & Whitby, & Bombing at Strensall, for Wells, Hals & Lancs. 1000 hrs. to 1800 hrs. Ref. E230.
0930 427/W. [Deleted] West Malling [/deleted] Boscombe Down On advice from Leeming instructed F/C at [deleted] West Malling [/deleted] Boscombe Down that crew of 427/W were to return to Leeming - before 1200 hrs.
427/E West Malling West Malling advise a/c cannot return this a.m. – conditions unfavourable for take-off. Will contact Leeming later.
1100 Oxford V3530. A/c with 3 Air Ministry officials left Eastmoor 1053 for Elvington. Advised M.L.S. 12.
1105. A.V.M. Phoenix-Linton – M.S.G. Advised M.S.G. /C took off 1105. Should arrive there 1200 hrs.
M.S.G. a/c at Topcliffe Topcliffe advise these a/c have all taken off. (1004-1020 hrs) for return to M.S.G. Latter informed by Topcliffe.
1145. 427/W. F/C at Boscombe Down advises 427/W left at 1125. Leeming informed 1150 hrs.
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1145 A.V.M. Movement. Arrived M.S.G. at 1130 hrs.
1210 427/E Advised West Malling not to permit a/c to take off until instructed by Leeming.
1215 A.V.M. & C in C. Informed Linton A.V.M. would arrive form M.S.G. to meet the C in C there at 1530.
1450 do. Linton advise A.V.M. arrived from M.S.G.
1500 428/B. Returned from Dunsfold to M.S.G.
EB-207 Cont. Equip. & Engr. Officers informed.
427/W. Returned from Boscombe Down to Leeming
L.K. 637
434/W DK. 250 Returned form Market Harborough. All concerned advised.
1800. Hal, from Ringway. Informed Linton new a/c for Tholthorpe, which previously landed at Marston Moor had now landed at Topcliffe & due to weather would stay there overnight.
On duty SR Wyman F/L
2000 Pundits AS4 request for Pundits 1, 91, 115 and 140 to the stations
2005 Night Flying Passed to Bases & Controlling stations – MLS 12 Gp & ROC.
2145 Night Flying Everything scrubbed – above advised.
[Underlined] – 15th SEPT. – WED. 1943 – [/underlined]
Checked Ident. Board
[Underlined] P.T.O. [/underlined]
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0548 427/W Fix - 49° 44’N – 0705W – [indecipherable] at 0445 hrs. Passed by OAC F/C who “is very busy.” Forwarded to Leeming & warned their D/F. Plotted on wall map. This fix was acknowledged 1st there.
0900 Off duty S.R. Wyman F/Lt. On duty D.H. Miller F/Lt.
0900 427/W 12 Gp. & 10 Gp. FCLO advised re this a/c and fix, also OAC. 10 Gp. say they had several RDF slots at the time of fix in same area and all came inland. A/c was routed to cross coast at Hartland Pt. Leeming informed.
1010 427/W landed at Downham Market 0807. Downham informed Leeming F/C direct who neglected to inform us. SASO, Air I, 10 & 12 Gps. & OAC [inserted] informed [/inserted]. 12 Gp. have begun to organise deep-sea search.
1012 Movements E71 MLS Air Firing Robin Hd. 1030-1800 Hal & Lancs. Bombing Strensall 1030-1700
0945 Weather Met. say weather good for x-countries over west coast till at least 1600 hrs. and down south okay all day.
Gale Warning in Northern Ireland & west Scotland
1115 427/W 12 Gp. 12 Gp. controller says that a great deal of trouble had been caused to organise a deep sea search for this a/c and is wondering why they had not been notified. 10 Gp are complaining that they weren’t notified.
1130 Diversions Met. think we should have provisional weather diversions for all our a/c tonight. Contacted CFC who say it is too early to allot weather diversion stations. They will probably not be able to give us anything till about 1600 hrs.
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1125 427/W landed at Leeming 11.10. Eng. & Equip. Officers informed. Also Air I.
1225 Crash Skellington 1664/D (#EB198) ROC report Halifax crashed in A0385 1/2 miles from Skellington (NE of Eastmoor) 2 crew believed to have baled out at A1379 and 4 crew baled out at A1581. Linton & Eastmoor have both sent out crash tenders. (This [inserted] a/c [/inserted] now proves to be 1664/D) a/c burnt Pilot did not bale out & is believed to have been killed.
1230 Crash Rufforth 1659/Q 1659/Q crashed near Rufforth. 2 believed to have baled out and [deleted] p [/deleted] one [deleted] taken [/deleted] of these thought to have been killed, remainder okay. Rufforth taking crash action. This gen from ROC. Plot of crash: A002682
SASO, Air I, GTI, Controller, Eng. & Equip. officers informed.
1335 L.F.B. at Selsey Bill will be exposed bearing of true north 0130-0230 hrs.
1430 Diversions CFC can give 5 a/d’s for provisional weather diversions, [deleted word] which were allotted as follows:
419/14 – Dunsfold
428/16 – West Malling
429/8 – Hartford
427/13 – Bradwell
434/12 – Manston.
Met. say okay.
1500 Balloons Southampton & Portsmouth, Langley & Weybridge, Shoreham & Newhaven, Thames Estuary and Canterbury controlled at 1500 ft 0130-0300 hrs. SOR. [Deleted] Shep [/deleted] Harwich & Dover will probably be at 4500 ft. from dusk till dawn.
Diversions Besides the provisional weather diversions, 1 Group have laid on the following aerodromes or aircraft in distress: Tangmere, Ford, Beaulieu, Homesley South. Stations informed.
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1700 Billingham Balloons will be grounded from 2030-2200 and from 0230-0430.
1730 Oxford Permission given by SASO for W/C Clayton to take Communications flight to Hendon to get a medical inspection. Told Linton okay but they must get permission from Hendon to land first.
1805 Explosions Deep explosions reported by Topcliffe & Linton in SW direction. ROC and FLCO 12 Gp. have no information as to what they are. ROC making further enquiries.
1830 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
2100 Darky Topcliffe R/T C.S. Portglass “C” Topcliffe spotted Darky call. A/c asked whereabouts & queried re balloons. Checked with *11 OTU Westcott (92 Gp.) who stated none of their a/c should be using this callsign [inserted] tonight [/inserted] and they did not believe it was theirs, as none should be north of Goole, and our offer to send a/c balloon information en route to Westcott not acted upon by them. Heading of a/c from Topcliffe at 2102 was 330°. Westcott have no a/c “C” flying.
2215 427/W. Leeming a/c instructed by Leeming [inserted] R/T [/inserted] to jettison at sea crossing coast at Filey Bay approx. 2230 hrs. Advised M.L.S. 12.
2253 427/L Message from a/c to Leeming: Returning to base. Jettisoned Bombs Engine u/s awaiting instructions T.O.O. 2250. Leeming instructed a/c to return to base.
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[Underlined] THURSDAY – SEPT 16, 1932. [sic] [/deleted]
0125 L/427 Latest QDM 312° Leeming passed to R.O.C. 9. a/c on 3 engines – request for plots. – none.
0225 M.S.G. Divers. Topcliffe Requested Topcliffe to stand-by in case M.S.G. require some assistance for overflow.
0300 434/W. On request of W/C Harris instructed Pilot to return to base at dawn. (Through FCLO 11 Gr.) Group Met, feel conditions should be O.K.
0450 Div. to Topcliffe. Advised Topcliffe to close down as assistance not required.
- Thursday Sept 16th –
0100 Ident. Board changed.
0550 427/M. Ex 12 Group. a/c with marking ZL-M crashed near Market Drayton. Confirmed with Leeming it belonged to 427 Sqn.
0600 427/M Contacted Market Drayton & was advised that all the crew were killed. Guard placed on aircraft. Leeming informed.
0610 427/M. M.L.O. 12 Group confirmed all crew killed + Northolt were taking all necessary action. Leeming instructed to Contact Northolt for further information. Advised Southdown of the situation.
0745 427/M. F.C.L.O. 11 advise this crash was at West Drayton, not Market Drayton. Crashed actually at Harmondsworth.
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THURSDAY SEPT 16
0900 On watch E.F. Dutton F/Lt
1100 Diversions Will be advised by met after 1600 hr conference, Prov. Petrol bases needed as follows (3 Bases).
419 – 11 a/c
428 – 12 a/c
429, 427, 434 – 22 a/c/c.
1400 Balloons Arranged for Sheffield at 500’ dusk to dawn and for Billingham 1915- [deleted] 0500 2000 and [/deleted] 2000 and 0330-0500. BLO at 12 Gr unable to grant balloons close hauled for whole period 1915-0500 and they will be at 1500 except for periods specified regardless of danger of early returns perhaps with W/T u/s.
1415 LFB #16 Granted by 11 Gr 0230-0330 (ETA coast) 0250
1430 Balloons S’Hampton, P’smouth, Shoreham, Newhaven, [deleted word], Langley, Weybridge at 500’ dusk to dawn.
1615 Diversion CFC unable yet to give us answer on request for ay 8 Gr airfields. We have Polebrook, Molesworth & Chilverton buttoned up.
1640 Div. CFC allot Polebrook (419) Bassingbourne (427 & 434) Thurleigh (429) Molesworth (428) Stations informed of runways and Pundits – Polebrook 093 – R/T Quillpen
Molesworth 256 R/T Earthquake
Thurleigh 316 R/T Bramble
Bassingbourne 102. R/T Monkey.
1830 Force Landing Dalton’s Magister (Polish pilot) force landed at – at 1630, broke undercart. Dalton has control.
1830 Off duty E.F. Dutton F/Lt.
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Thursday Sept 16
1830 On duty D.H. Miller F/Lt.
1900 Diversion for early returns. Weather all over Group for take-off is very poor – cloud base under 1000 ft generally with vis. at best 2 miles, rain at most stations all yellow or red. [Deleted] Alt [/deleted] Met. gave us Syerston as closest cast-iron diversion for early returns. Croft best in Group with 2000 ft cloud base and 2200 yds. vis. Told all stations concerned but not to divert without referring to Group except in emergency.
2000 Fulmar signalled in to Linton [inserted] on way to Drem, [/inserted] having taken off from Christchurch at 1820 due at Linton now. Weather at Linton “red”. On advice from Met. told them to send him to Acklington which will be okay or to Croft if okay when a/c comes up on R/T. Linton are phoning to Christchurch for information re R/T & D/F.
2100 Fulmar has landed at Breighton who are signalling Drem.
2125 Darky Middleton have heard Darky call from a “Pilchard Q” saying he was on 3 eng. & short of petrol. Middleton’s weather “red”. They have lost contact with him at present but will land him if possible. Several plots on board so cannot determine which is a/c in distress.
2128 Darky Topcliffe heard same Darky as above but quite faint. They are standing by to land him – or will send him to Leeming (better weather)
2130 Diversions Controller instructs that all early returns whether on R/T or W/T are to be sent to laid on diversions
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aerodromes. Stations concerned informed.
2145 Darky 12 Gp. say Scorton has heard above Darky a short while ago and have all lights on & are shooting rockets up. Leeming are doing the same. FCLO 12 Gp. is trying to plot this a/c.
2135 Billingham Balloons. Requested 12 Gp. to keep Billingham [deleted] alone [/deleted] grounded till midnight due to early returns & low cloud base.
2150 429/B Sent message “Gee U/S”. Instructed Leeming to send him to Thurleigh. A/c acknowledged this at about 2200 hrs.
2200 Diversions Informed 1st US Wing 429/B was diverted to them and rest of our a/c would definitely be diverted to them.
22.25 427/P Southampton got a bearing on this a/c. Air I instructs that we send message “Land at Bassingbourne” on GOF and Leeming H/F, not to ack. on GOF.
23.56 427//P has landed at Bassingbourne 23.22
[Underlined] Friday Sept. 17, 1943 [/underlined]
0130 Diversion Controller has decided to divert all a/c to prearranged diversion bases after consulting Met. Stations informed. Message to be sent on GOF and stations’ H/F D/F’s.
0145 419/F Sent priority message “Returning to base, bad weather” Ident. fix right on track. 11 Gp. asked to watch him.
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0245 Thurleigh’s pundit Pilots of 429 who have landed at Thurleigh say they were given wrong characteristics of Thurleigh’s pundit at briefing (were given [deleted] VJ TR [/deleted] TL instead of [deleted] TL [/deleted] VJ). Controller says no action should be taken. (Pilots were using R/T c.s. “Greenage” instead of “Monkey”)
0310 419/K Message received by Southampton “Landing Tangmere, petrol low”, Informed 11 Gp. FCLO.
0450 419/F landed Polebrook 0259
419/K landed Tangmere 0336.
0530 a/c Returning to base 1st Wing [inserted] 11 Gp, [/inserted] 12 Gp. & 5 Gp. informed that none of our a/c are to return till we give permission. Met. say a/c will definitely not be able to come back before noon and told them we would phone them at about 1200 hrs. & give them the picture of the weather. [Inserted] Our [/inserted] Stations informed of these instructions.
0540 Call Signs & pundit 1st Wing say crews [inserted] of 427 Sqdn [/inserted] who landed at Bassingbourne were given wrong R/T call signs for Bassingbourne and wrong so-ordinates & characteristics of pundit (Pilots of 427 were using “Greenage” instead of “Monkey”)
0900 Off duty F/L Miller D.H.
On duty P/O Spence H.L.
0940 Movements Arranged with M.L.S. 12 for Bombing at Strensall and Air-Sea & Air-Air Firing at R.H.B. & Whitby for Lancs, Wells & Hals. from 1000 to 1800 hrs.
1150 [Deleted] Weather [/deleted] Petrol Diversion Provisional C.F.C. have laid on Harwell as Provisional [deleted] Weather [/deleted] Petrol Diversion Base for 432 Sqn’s Wellingtons.
1200. 429 a/c Leeming checked re. met. Group Met feel conditions should be fairly favourable later in afternoon. Leeming to contact Thurleigh to have a/c ready to take off around 1500
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1205 L.FB #18 Arranged with F.C.L.O. 10 Group for L.F.B. #18 on 045°T from 2345-0045 hrs. [Underlined] OTE [/underlined] This Beacon now located at Torquay
1200 Balloons Balloons this evening will be as follows, under Operational Control
Crew [sic] } Not above 500 ft.
Manchester } Dusk to Dawn
Cardiff }
Yeovil – Not above 1500ft. 0001-0130.
1450 429 a/c. Thurleigh Leeming requested their a/c be held till further notice but on contacting Thurleigh 5 of 7 had already taken off and another in motion. Group Met advised weather would improve and in conference with Controller it was decided to permit them to continue.
1500 Diversion 429 a/c diverted to Linton in view of conditions closing in at [deleted] Linton [/deleted] Leeming.
429/O. Pranged at Linton – Cat B. – Crew OK.
429/E & K Landed at Eastmoor
429/B,C,N. Landed at Leeming.
1630. 1659 a/c X-C. (6) In conference with Met, C.F.C. & Controller arranged for possible diversion to Syerston of Topcliffe’s 6 a/c if weather not good. Met now feel weather should be fairly good at their home base.
[Underlined] NOTE [/underlined]
0950 429/N W/C Patterson took off from Thurleigh for Leeming. Due to weather he returned to Thurleigh. (Leeming advised by Thurleigh at 1120 of his return)
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1700 1659 a/c X-C. Ref. item 1630 – in conference with Met & Controller Topcliffe decided to use Silloth rather than Syerston.
1710 R/T message “216 to 557” Eastmoor intercepted R/T message from “216 calling 557” as follows: [inserted] “Leaving formation [/inserted] Proceeding to bale out”. Other stations in 6 Group did not receive this. Passed it to Ops [indecipherable word] as a matter of information.
1755. 429 A/C. THURLEIGH. In checking with Leeming it is revealed that at noon it was arranged with Thurleigh that 429/N (W.C. Patterson) would take off at approx.. 1300 hrs., the remainder to hold themselves ready to take off at 1500 hrs if the weather was fit. The following a/c took off prior to 1500 hrs – hence without instructions. “N.K.O.B.E.C”.
1805 1659 A/C X-C Advised C.F.C. that Syerston would not be required by 1659 Sqn aircraft.
1835 Com. Oxford Linton advised that W/C. Clayton landed at Sandtoft due to weather & will stay there overnight.
Off duty P/O H.L. Spence.
On Duty EF Dutton F/Lt
1905 Pundits Passed AS4 request for 115, 1, 140, 91, dusk-dawn.
1915 Diversion. Passed 432 Sq details to 91 Gr to forward to Harwell.
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FRIDAY SEPT 17th
1930 Perc. Q6 4 Gr want to know if this a/c has landed with us. Took off from York 1815. Called Linton who says a/c landed 1900. Told 4 Gr and 12 Gr.
2115 SASO authorizes W/C Harris to fly Linton – Bassingbourne in Halifax tomorrow. [Underlined] Saturday Sept. 18th [/underlined]
0900 Off duty E.F. Dutton F/Lt. On duty D.H. Miller F/Lt.
0910 a/c away from base Checked with Met. re route and our bases. They say a/c will have to fly over 2000 ft. as there will be very low cloud en route. Middleton may encounter smoke troubles after 1300 hrs but rest of stations will be okay with a few showers. Told 1st Wing (who enquired from us) after consulting stations [deleted] for [/deleted] to send all a/c back but if any going to Middleton cannot get there by 1300 hrs. to get fresh permission from us before allowing them to return. Gave the above gen. to 11 Gp. & 12 Gp.
1030 419/E at Polebrook has coolant leak. Pilot wants further instructions. Middleton say Crew is to remain with a/c unless it cannot be repaired by tomorrow.
0930 Movements MLS Hal. & Lancs. air firing Robin Hd. 1030-1730 Hal. & Lancs. bombing Strensall 1000-1730
1100 Diversion Arranged with CFC for Harwell as a provisional petrol diversion for 8 Well id 432 Sqd.
1200 LFB #18 will be exposed on bearing of 045° T from 2330-0030 hrs.
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1230 432 Sqdn all now at Eastmoor except W which is u/s.
1315 Balloons From 9 Gp: Manchester 500 ft dusk to dawn Crewe 500 ft dusk to dawn
(will let us know if balloons go up) |
From 10 Gp: Yeovil – controlled at 1500 ft 2330-0030
Cardiff – 500 ft dusk till 0200
From 12 Gp: Sheffield – 500 ft dusk till 0200
1330 Reports on F/C procedure Middleton F/C, Leeming F/C and Linton base requested to send in detailed report on the flying control procedure at Thurleigh, Bassingbourne, Polebrook & Molesworth under the following headings:
(a) R/T procedure
(b) Marshalling & landing procedure
(c) Dispersal procedure
(d) General [indecipherable word].
F/C 1st U.S. Wing and CFC have requested this information.
1400 Oxford SASO gave permission for W/C Fleming to go down to Polebrook in Oxford to see about 419/E.
1955 419/E Polebrook advised a/c left for M.S.G. at 1845 hrs. Advised Station. Landed 1948.
2010 Tiger Moth from Redhill. Landed at Topcliffe from Redhill. Was proceeding to Castletown, but is now staging overnight at Topcliffe. Topcliffe has signalled him in to Redhill & Castletown.
2030 Pundits AS4 requested Pundits 1, 91, 115 & 140 Dusk to dawn Stations informed.
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2220 S.O.S Ascertained from Plotting Table S.O.S. of a Bomber a/c over the sea. Contacted 12 Group & received positions showing a track towards Eastmoor. Confirmed this through R.O.C. and passed information to Linton [inserted] Base [/inserted] for action. Also arranged that Topcliffe be ready to lend assistance. Landed at Eastmoor 2234 hrs.
2230 Darky Linton advised receiving call from a/c with letter B (R/T cs unintelligible). Landing facilities made available but no further contact was possible; and aircraft disappeared out of their range.
[Underlined] SUNDAY – SEPT. 19, 1943 [/underlined]
0100 Ident Board changed.
0125 92 O.T.U. V. & S. Linton advise V. landed at Eastmoor. 0125 “S” has been in R/T contact and was given permission to land but has not done so. 4 Group advised of [inserted] “V’s” [/inserted] landing.
0155 92 O.T.U. V. & S. Instructed Linton to QDM Pincock “S” to Leeming. Latter requested to light up. R.O.C. informed.
0200 92 O.T.U. V. & S. 4 Gr. advise Pincock “S” landed at Pocklington at 0152. Linton & Leeming informed.
S.O.S. a/c. 432/L. Linton [inserted[ Base [/inserted] I.F.F. of this a/c appears O.K. but further check to be made for short circuit Did not intentionally show broad I.F.F.
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[Underlined] Sunday Sept 19. 1943 [/underlined]
0900 Off duty H L Spence P/O.
0900 On duty E F Dutton
0930 429/O Accident 17/9 passed to Eng. NCO. And Equip offr.
1105 V/92 OUT 92 Gr say release this a/c if weather okay. Told Eastmoor who say a/c taking off at 1300 hrs. Told 92 Group this.
1413 no MO at Skipton. Skipton called to ask what they should do about landing a/c as they have no M/O. SFCO says apply to Leeming. Called Skip who say Leemings [sic] MO off the station but they will ask Topcliffe to stand by for call. Told SFCO this and got okay for a Linton a/c to land at Skipton.
1430 W/C Patterson Air I gives permission for W/C Patterson (429) to take Hal to Thurleigh. Told W/C Patterson who now wants to know max. number of extra people he can take. Trip postponed until tomorrow. Unable to locate Air I immediately
1500 O, E /428 Gave permission for these a/c to leave Molesworth for MSG. after consulting Met.
W/C Patterson Air I says max of 14 in a Hal. Told W/C Patterson.
1605 B1D-H W/T room receives message form B1D-H “have you any message for me”. Phoned MSG whose call sign it is and they say they have nothing in air. Checked whole group & finally located a/c from Croft, who have nothing for him
1630 V1D-X Q R/T c/s PINCOT Assigned MSG to 92 Gr as diversion base for two Wells on x-country after consulting Met & station. This is a definite diversion. Traded gen between MSG & 92 Gr. ETA 0130
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1730 Pundits. Passed AS4 request for Pundits 115, 155, 140, 91, 1, to stations concerned.
1740 V1D-X 92 Gr say only this a/c now detailed (see item 1630) MSG told
1745 KL (?) 4 Gr ask if any of our Lancs carry m/n sqdn letters. [Underlined] NO [/underlined]
NOTE [Underlined] DFCO [/underlined] W/Cdr Clayton want [sic] permission from SASO first thing in morning to take Oxford to Hendon to pick up A/Cdr. McEwan. He has already reserved a/c with Comm flight.
1830 Off duty E.F. Dutton F/Lt. On duty D.H. Miller F/Lt.
1930 X-Countries and night flying passed to ROC & all Group stations
2015 Diversions 92 Gp. “Hightime B” from Bruntingthorpe will be definitely diverted to Middleton, ETA 0100. 92 Gp is expecting a very thick ground fog. Middleton informed. R/T all sign TK9.
2040 Balloons On Middleton’s request, 12 Gp. gave control on Billingham balloons 2200-0200 hrs. Balloons will be close-hauled during that time.
[Deleted] 09 [/deleted] 2115 Diversion CFC CFC say they may have to divert up to 14 a/c, operational & OTU a/c to us [deleted] tonight [/deleted] tomorrow morning in the early hours. Met. say there is not much to choose between the stations as far as the weather is concerned. CFC asked for Middleton & Croft – said okay. Warned both stations.
2310 X-countries Both Linton & Tholthorpe claim their x-countries are having difficulty in landing due to vis. closing in. Met. obs. Given 5 minutes ago say
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vis. at both places over 4 miles. Gave them Topcliffe as a diversion station after consulting them.
2325 Diversion 4 Gp. Marston Moor have sent Hal. “Porkpie V” up to Leeming without consulting us. Their vis. has closed in. Informed Leeming.
2339 X-countries Linton & Tholthorpe have landed all their a/c. Topcliffe stood down.
2350 Diversion 4 Gp. “Porkpie V” landed at Leeming 23.47. 4 Gp. Informed.
2355 Diversion CFC say [deleted] tho [/deleted] as regards diversion to Middleton & Croft there may be 14 special a/c from Tempsford, and will arrive anywhere from midnight till dawn. They say Middleton could handle them all and Croft can stand down. Both stations informed.
[Underlined] Monday Sept. 20, 1943 [/underlined]
0055 92 Group “Hightime B” landed Croft 00.45. 92 Gp. informed.
0130 92 Group “Hightime X” from Bruntingthorpe landed at Middleton 01.33. 92 Gp. informed/
0145 Diversion Met. say southern stations are beginning to get smoky; Middleton & Croft will not definitely hold out after 0400 hrs. as they may get cloud & rain after that. Informed CFC who say they think they can get a/c down at Tempsford or Tangmere but would like us to stand by in case of emergency. Informed Middleton of above.
0800 Nothing has been heard of above diversion of the 14 a/c.
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0900 Off duty D.H. Miller F/Lt.
On duty HF Spence P/O.
0845 Movements. Arranged with MLS 12 for Air Sea v Air-Air Firing at RHB & Whitby and Bombing at Strensall for Hals. Lancs & Wells. From 1000-1800 hrs. – Ref. E-11.
0910 Comm. Oxford Air I authorized flight of W/C Clayton in Oxford to Hendon to pick up a/c McEwan. Linton informed.
1030. W/C Patterson Air I authorised crew of 4 per a/c would be in order to fly Hal. back from Thurleigh. Leeming informed.
1045 92 Gr. Bruntingthorpe a/c. Advised Croft not to permit Hightime B to take off until further advise. 92 Gr and Met to inform us when O.K.
1055 Met. Met state fairly strong winds 30-35 mph which may cross some runways in Group e.g. Skipton now shown yellow as a result. For information.
Petrol Diversion (Provisional) In conference with Met & Controller arranged with C.F.C. for Provisional Petrol Diversion Base at Harwell.
1030 LFB #18 Arranged with #10 Gr. For LFB #18 at Torquay on 045T from 2215-2315 hrs.
Balloons. Arranged for over-riding control of 10 Gr. Balloons, which will be at:-
Yeovil – 1500 ft. }
Bristol – 500 ft. } 1900-0100 hrs.
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1125. 427/S. 1st U.S. Wing advise a/c took off for base 1115 hrs. Leeming informed.
1145 92 Gr a/c at M.S.G. & Croft. On Instructions from 92 Gr. Bruntingthorpe a/c are to return at once. Croft & M.S.G. informed.
1155. 92 Gr. a/c Hightime “X” T.O. 1150 – 92 Gr. Informed.
1215 92 Gr. a/c. Hightime “B” T.O. [deleted] 1112 [/deleted] 1325 – 92 Gr. Informed.
1215 Croft Crash Tender Spare tender u/s. Hope to secure one from M.S.G. if required.
1220. 408/ to Feltwell. Air I confirmed authorization of flight by F/O Russell & S/L. Coule from Linton to Feltwell in 408/a/c.
1245 P-Oxford. M.S.G. Air I authorized flight on S/L. Suggett & crew to Molesworth to pick up one of M.S.G. a/c.
1410 P-Oxford S.A.S.O. O.K’d substitution of Halifax in place of Oxford in connection with entry 1245. M.S.G. informed.
1430 Comm. Oxford. W/C Clayton flight to Hendon cancelled. A/c going to [deleted] Feltwell [/deleted] Filton.
1430 408/a/c to Feltwell Reference entry 1220. Flight cancelled for today.
1500 429/P. flight to Thurleigh. Flight cancelled for today due to winds Refers to entry 1030
1655 428/E & K 1st U.S. Wing advise 428/E left Molesworth 1631 & K at 1624 for base. M.S.G. informed.
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1612 Low Flying Lanc. Flying Control Middleton report low flying Lancaster and request identification of the aircraft.
R.O.C. York 9 & 10 report first plot on low flying Lancaster picked up at 1615. They report that the aircraft came in off the sea then proceeded to fly at approx. 100’ in following area Z-8931 – Z 9531 – The aircraft then climbed to 11000 feet – and followed a direct course to Elsham Wolds where it landed at 1705 hours.
1750. Spitfire M. – Walton – (P7912) Croft advise that the m/n aircraft, on Fighter Affil. Exercise, swerved on take-off and broke a prop. Duty Controller advised – S.A.S.O., Air I, Engr. & Equip. Officers not able to be contacted.
Provisional Petrol Diversion 92 Gr. F.C.O. asked if we desired, in case of a/c did land at Harwell, that they be refuelled and sent to their home base at once; interrogation to be effected at home base.
Advised 92 Gr., after consulting Controller (Air I), that a/c should be re-fuelled promptly on landing and crews to stand by for return to base, authorization for return to be secured from this Group before
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any a/c take off. Interrogation to be made in regular manner.
1830 Off watch HF Spence, P/O.
On watch EF Dutton F/Lt.
1845 Night flying Passed to York 9 & 10 and all parent stations
1955 Pundits 155, 115, 140, 91, 1, AS4 – Passed to stations
2330 Amended ident Board
2400 V/432 Told 91 Gr m/n a/c may refuel and come home if practical as weather here is no cloud, vis unlimited.
2445 Asked ROC York to ask post near Thol if anything unusual on ACP’s report of a “white flash”. They say nothing unusual
[Underlined] TUESDAY – SEPT. 21, 1943 [/underlined]
0130 All X countries and ops a/c down. V/432 is refueling [sic] and returning to [deleted] Linton [/deleted] Eastmoor
0900 Off watch EF Dutton On duty D.H. Miller F/Lt
0915 Movements E230 Hal. & [deleted] Well [/deleted] Lancs. airfiring Whitby 1000-1800
Hal & Lancs. bombing Strensall 1000-1730
1020 Tiger Moth arranged for Tiger Moth with Comm Flight for W/C Hodgson. Also asked Res. Engineer to have runway at Wombleton cleared for him to land about 11.30 hrs.
1030 Spitfire Prang (see 1750 above) Informed Eng. & Equip. officers & Air I. Nobody seems very interested.
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1040 Diversion Harwell laid on as provisional petrol diversion for 12 a/c of 432 tonight. Okay by Met.
1150 Crash 408 a/c (DS719) S/L Palmer received signal that 408 a/c hit overhead wires just north of Wittering 3 miles east of Stamford Neither F/C Group nor F/C Linton have anything about this crash. Ascertained from [inserted] GTI & [/inserted] eng. officer that this a/c has been [deleted] a/c at [/deleted] attached to Wittering for the last 4 or 5 weeks on special training. All crew okay. Controller, Air I, SASO, Eng, [inserted] & Equip. [/inserted] officers informed. Also Linton. A/c is Cat. AC. Wittering apologised for not having let us know immediately by phone.
1215 Balloons- Yeovil will be at 1500 ft from 1945-2030 & 2300-0030.
LFB #18 – at Leeming 045°T 22.30-23.30
DFCO’s Note Newhaven & Shoreham [deleted] S [/deleted] crettal balloons ceased to be operating from Sept, 16, 1943
DFCO’s Note All of 429 & 427 are now at Skipton and Leeming is officially U/S for the next few weeks. CFC informed by phone.
1745 Operations cancelled. Balloons & LFB #18 cancelled. 91 Gp. informed
1830 Off duty D.H. Miller F/Lt.
On duty HL Spence, P/O.
2000 434/A, Comm Oxford. S.A.S.O. authorized taking crew in the Oxford to pick up 434/A a/c at Bassingborne 22-9-43. Linton informed.
Pundits AS-4 requested 1, 115, 91, 140, 155 dusk to dawn. Stations informed.
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2020 1679/W. Eastmoor. DS648 0946 Linton report m/n. a/c at Eastmoor blew a tire on take off, its undercarriage gave way and it ground looped. Crew are O.K. Runways u/s for several hours – now serviceable. a/c # DS-648 – Lancaster.
432/D Eastmoor HF 456 1410 Linton report m/n a/c at Eastmoor overshot on landing and crashed into hedge at end of runway. Crew are O.K. a/c #HF456 – Wellington. S.A.S.O. informed.
NOTE D.F.C.O. Reference entry 2020. Advice of these crashes not received in time to inform all those concerned. Please do the necessary S.A.S.O. [inserted] & controller [/inserted] informed but not Air I, G.L.O., Equip & Engr. Officers.
2110 Bulls-Eye 1664/E & L. M/n a/c took off approx. 50 mins late. Crews instructed [deleted] to [/deleted] by Croft to follow course laid on to Newbury, then to cut across to Redhill and join the flight when it is due there. Informed M.L.O. 12 Group who approved.
2210 Bulls Eye. F.C.L.O. 11 Group requested recall of 6 Gr. a/c from Bulls Eye exercise. Duty Signals Officer arranging. Croft advised.
2215 ditto Linton & Topcliffe informed.
2220. F.C.L.O. 11. Advised delay of 5 mins. in getting through to us on original priority call and 12 mins on this one. Requested we check reason with 12 Group who stated the G.P.O. were working on their lines
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and the switchboard went dead. Could get no further details of the cause. Advised F.C.L.O. 11.
[Underlined] WEDNESDAY – SEPT. 22ND. 1923 [sic] [/underlined]
0100 Ident Board changed.
0230 Dumfries a/c M.P.N.Q & S (S.I.C.) Linton Advised M.L.S. 12 Group that Linton had given the following to m/n. aircraft:-
M. QDM 156 – 0046 hrs.
P. QDM 138 – 0129 hrs.
N QDM 146 – 0138 hrs.
Q QDY 317 – 0218 hrs.
Note:- No contact with “S”.
0240 ditto a/c A ditto
A QDM 165 – 0237 hrs.
0900 Off duty H L Spence P/O. On watch E.F. Dutton
0940 P/429 Taking off from Leeming for Thurleigh at 1000.
0945 P/429. Per 0940 entry, Air I says take Oxford. Told Leeming
0955 Accident 1679/W and 432/D Per 2200 hrs yesterday. Notified GTI, Saso, and Equip offr, Eng offr, not available. Linton Base says these accidents both were reported to [underlined] someone [/underlined] at Group by 1400 hrs. but have no entry in their log to signify it.
1020 P/429 Airborne for Thurleigh after getting SASO permission
1050 Tiger Moth York 9 asked about this a/c from Drem, bound Catterick. Inquired Linton and found it landed there 1040, was refuelling and going on to Catterick. Told York
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0930 [Underlined] WEDNESDAY SEPT 22 [/underlined]
1130 Diversion CFC grant Swanton Morley as prov. Petrol div. for 16 Wellingtons \432 after conferring with Met.
1135 Tiger Moth Left Linton for Catterick 1115
1215 Comm Flight Reserved Tiger Moth for W/C Hodson, 1415 for trip to Leeming & Skipton.
1410 Diversion Air I says no petrol div. necessary. Cancelled request for Swanton Morley.
1415 Balloons. Asked BLO for Hull & Humber Balloons 1800 to 0100 hrs. Billingham 1800 to 0100 hrs close hauled
LFB LFB [underlined] not [/underlined] laid on yet until target decided on. ETAs at coast are No1. 0019 No2. 0030
1430 LFB Air I says [underlined] no [/underlined] LFB needed.
1445 Balloons Hull & Humber 1900 to 0230 1500’
Billingham 1800 to 0200 [underlined] close hauled [/underlined]
Above granted by BLO 12 Group.
1700 Balloons Double checked Billingham with BLO 12, 1800-0200.
1810 Pundits AS4 want 115, 1, 140, 91 – Passed to stations
1830 Off duty E.H. Dutton F/Lt. On duty D.H. Miller F/Lt.
1915 432/S prang. Engines cut on take off and a/c could not pull up in time, went through hedge & into field. Crew okay. Tail sticking up so night flying cancelled but G/C says it will be safe to land ops. on return. U/C of this aircraft collapsed.
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2210 Inter station diversion Skipton’s mains have gone U/S & consequently the drem has packed up. They may possibly get it working by the time ops. a/c return. Controllers said to have Topcliffe stand by to receive all the a/c of 427 & 429. All information passed to Topcliffe.
2230 Hostile Balloons reported off Hull. Hull & Humber balloons going up to 6500 ft. All stations informed.
2235 Skipton drem temporarily okay. Topcliffe told to stand by in case it goes U/S again.
2335 Hostiles have all gone home & Hull & Humber balloons are at 1500 ft. except one which is stuck at 6500 ft. All stations informed.
[Underlined] Thursday Sept. 23, 1943 [/underlined]
0002 432/F Group M/F watch heard this a/c send SOS but Hull was working another a/c at the time & did not hear him. Asked Hull to call him.
0012 432/B Sent message “CHIP 291M 9000 199 5355N 0130E Priority “O” Ident fix 5410N 0053E 3rd 0007. Passed to 12 Gp FCLO & 4 Gp. to have Lissett Catfoss [inserted] etc [/inserted] lit up.
0033 432/F landed Lissett 00.27
0035 432/P Sent following message “Course 282 Height 12000 knts (airspeed) 140 position 5400N 0242E” (TOO 0022) Fix obtained on a/c by Hull 5355N 0310E 3rd Acknowledged, Priority “O”. TOD. 0033. 12 & 4 Gps. F/C informed & standing by.
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0040 Hostiles plotted near Hull off coast. Hull & Humber now at 1500 ft. Passed to stations.
0051 432/P SOS SOS fix passed at 0047 – 5405N 0015E 1st [Underlined] Not [/underlined] acknowledged – 12 Gp. informed.
0052 432/P SOS Another SOS fix passed at 0049 – 54.07N 0015E 1st [/underlined] Not [/underlined] acknowledged. 12 Gp FCLO informed.
0110 432/P From FCLO 12 Gp: this a/c’s plots have faded almost completely. A/c has screwed down on Hull and believed to be about to ditch. Are trying to get more accurate plots and will get some launches [deleted] out [/deleted] & night fighters out immediately.
0132 51/C Suarth. From Suarth landed Middleton 0130. 4 Gp. informed.
0200 Hostiles all gone. Hull & Humber at 1500 ft. Stations informed.
0215 432/P A/S Rescue From FCLO 12 Gp: 3 fighters now out, one of which is circling flashing lights. Two boats on way out & will arrive about 0600 hrs.
0220 432/P Last position obtained by 12 Gp: 5406N 0052E at 0053 hrs. Can we send out some a/c for Air Sea Search? Controller said we could send out 4 Wellingtons.
0240 Wellington U/6 O.T.U. Silloth Landed at Skipton while on x-country due to W/T failure & low cloud base over Pennines. Staying over night. Silloth informed.
(HZ-251)
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0240 Wellington LB152 from Silloth landed Middleton at 0152 Couldn’t contact base by W/T. Silloth informed
0200-0300 Wellington 11 Gp. say they picked up a friendly plot 20 miles NW of le Havre which went west never making a landfall over England. They sent a fighter up to lead him in. Fighter apparently got fairly close & said it looked like a Wellington, tried to lead it in, but it wouldn’t follow, continuing west instead. 10 Gp. say plot faded near Septiles, northern France. Hull & Plympton were both calling him (using 432’s call sign) continuously but no joy,
0300 Results All a/c back except 428/H & K, 434/G and 426/P & G.
0410 A/S Rescue From 16 Group: [deleted] Area [/deleted]
[Underlined] Area: [/underlined]: 5357N 0010E 5357N 0100E
5420N 0010E 5420N 0100E
[Underlined] Call Sign [/underlined] 8RP – 57, 58, 59, 60
[Underlined] A/S Rescue W/T [/underlined]
Our a/c are to be on Sect J, Pulham 385 kc. from 5 min & 35 min past the hour for 5 min. Rest of time on 500 kc.
[Underlined] Search [/underlined]
They are to carry out a parallel track search east to west working south to north 1/2 mile apart. Area to be split in half, two flying abreast in each half.
[Underlined] When dinghy is sighted [/underlined] – a/c to climb to 2-3000 ft, get a good fix on Sect. J, 385 kc. then to go onto 500 kc. and try to contact launches (also on 500 kcs.) One a/c is to circle
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dinghy at all times, others to search for launches. W/T call sign for launches is MHB11, MHB14, MHB 32.
All this passed to Linton. Met say the sooner a/c can take off the better. Weather will definitely be god till 1000 hrs. but possibly not after. Bases good all morning.
0900 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
A/S Rescue 4 a/c of 432 Sqn airborne. FLCO 16 Gr. Informed
0940 Movements Arranged with MLS12 – Air Firing at RHB & Whitby, Bombing at Strensall for Hals, Lancs & Wells. 1000-1800 hrs. (Ref E-40)
0950 A/S Rescue informed FCLO 16 Gr. that 432/C returned from search [inserted] (0858) [/inserted] as dinghy blew off shortly after take off. He advised that 432/L had sighted dinghy at pos. 5410 N 0102E.
1010 ditto A.M.L.O. informed at S/D. Also Controller & Linton.
1050 ditto. 16 Gr. advise no further contact with 432/L nor was their message to continue to circle acknowledged. Requested Linton endeavour to contact him.
1110 Wellington U/6 OTU FCLO 9 Group OK’d [inserted] immediate [/inserted] return of m/n aircraft to Siloth [sic] – low cloud between Squiresgate & Silloth but should be O.K. Requested Leeming to pass to Skipton. A/c should be at home before mid-afternoon.
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1115 AS Search M.L.O. 12 Gr. states launches on the way out. Crew of 5 seen in dinghy – about 30 miles east of Flamborough. Advised AMLO S/D. & Controller, S.A.S.O., Air I.
1135 ditto 16 Group advise no further word received from 432/L, nor launch which was in the vicinity of dinghy at 0920 pos. 5410N 0102E.
1140. 432/ac at Catfoss Lissett Linton (Eastmoor) requested instructions be passed to m/n stations that these a/c return to base is serviceable, at once
1155 432/F Lissett advise a/c took off 1150 1210
432/B Catfoss advise a/c will take off in 30 mins.
Linton informed.
1200 A/S Search 16 Gr. advised having a fix on 432/L at pos. 5425N 0045E at 1150. Navy believe he has been homing launches.
1220. A/S Search 16 Gr state crew of 3 picked up & boat on its way in to Humber 432/L returning to base. Linton, Controller & AMLO S/D informed.
1235 A/S Search 16 Gr advise definitely the crew of 3 picked up are from 432/P. Search discontinued as balance of crew understood to have gone down with aircraft. Linton, AMLO S/D & controller informed.
1330 Emerg. Div. Bases. In consultation with Met. Controller & C.F.C. following Emergency Diversion Bases were allotted:
434 Sqn. Hertford Bridge – 427 Sqn. Dunsfold
419 Sqn. Tangmere – 428 Sqn. Ford
429 } Sqn. Hrwell.
426 } Sqn.
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1445 LFB #16. Selsey Bill beacon on 010° from 0001-0130 hrs. Confirmed by F.C.L.O. 11 Gr.
Balloons B.L.O. 11 Gr. advises Balloons as follows:-
Langley }
Weybridge } 0001- [deleted] 00 [/deleted] 0130 hrs.
Portsmouth } at 1500 ft.
Southampton }
(all 11 Gr. Balloons at 1500’ 1900-0300 hrs.)
Balloons Billingham will be close-hauled 1850-2000 & 0130-0300 hrs. Arranged with B.L.O. 12 Gr.
1530 Balloons. & L.F.B. Information passed to Stations.
1700 A/S Search 432/P. Crew. 12 Gr. advise boat just entering mouth of Humber and will dock at Immingham. Crew appear OK but will likely be confined to Sick Quarters for 24 hrs. Linton & Controller informed.
1720 Billingham Balloons. Arranged with B.L.O. 12 to close haul 1830-2000 & 0130-0330 hrs. instead as originally arranged. Middleton informed.
1740 Wellington U/6 O.T.U. Linton advised m/n aircraft en route to home base at Silloth from Skipton-on-Swale crashed & burned near Skipton at 1310 hrs. Skipton N.F.S. attended crash & police informed. Bodies are at Skipton mortuary, Marston Moor
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is handling; No 4 Group having taken all necessary action. This confirmed by F.C.O. 4 Group. Air I and controller informed.
1830 Off duty H.B. Spence P/O. On watch EFD.
1850 [Deleted] 1840 [/deleted] AVM Emory. Topcliffe says Mosquito landed from Swanton Morley at 1830 with AVM Emory a passenger. Left for Leeming in car immediately. Leeming Ops told
1900 Pundits Passed A M request for Pundits 155, 115, 1, 91, 140 to sta.
1930 Night Flying Group & York Brost on night flying.
2030/50 Diversion Passed appropriate info to 11 and 91 Gr.
0910 [sic] Hostiles Some plotted inland from Hull. Informed MSG, Topcliff [sic] Linton Leeming to pass to FC and W/T that Hull, Middlsboro and Sheffield balloons now shining.
2100 Diversion 4 Group worried about smoke, want emergency facilities in our Group. After calling MSG, Croft & Topcliffe base, evolved following plan: Dalton to stand by for Linton and Tholthorpe; Croft to stand by for 10 a/c of 4 Group. Dalton also to stand by for 4 group if Linton able to cope themselves. Everybody informed and 4 group will keep us advised.
[Underlined] FRIDAY SEPT 24 [/underlined]
0100 Ident Board changed
0350 Missing A/C 12 Group report crash at A5500 north of Hull
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FRIDAY SEPT 24
but no Hal plots on table. Group short of 4 a/c from MSG
0900 Off Watch EFD
0915 E38 Movements MLS-E38 Hal. & Lancs. & Well bombing Strensall 1000-1700
Hal. & Lancs. & Well airfiring Robin Hd 1000-1800
0940 Permission given by SASO for 426 a/c to go down to Thorney Island to pick up crew of 426/L that crashed there this morning.
09.45 a/c away Middleton, Leeming & Tholthorpe say it is okay for their a/c that landed away from base to return immediately. Are [sic] Met. say okay. 11 Gp. & 9 Gp. were then asked to send our a/c back as soon as possible.
1030 426/L (crash) DS714 Informed equip. & eng. officer this a/c crashed on landing at Thorney Island at 0130. Believed to be a write off.
1030 Crash north of Hull (see 0350 above) Contacted FCLO 12 Gp. who say this was a Halifax from Lissett (plot A5599)
1125 Silloth Wellington This a/c will be taking off from Middleton shortly for Silloth. Our met & Silloth say okay. Cloud will be down over Pennines so a/c will fly 4-5000 ft & break cloud near Silloth. Cloud base at Silloth is about 2000 ft. Pilot is experienced.
1200 Diversion 4 Gp. having trouble with weather & request us to take some of their a/c if they can’t get them down at their own base. After consulting
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met, we gave them Linton, Eastmoor and Topcliffe
1210 Diversion 4 Gp. may be sending 3 Hal. From Pocklington to Linton. Linton given call sequs.
1227 Diversion From 4 Gp: “Porkpie B” has been sent to Linton from Manston. Linton informed.
1315 Diversion “Porkpie B” landed at Linton 1305. 4 Gp. informed.
1345 Bombing a/c at Middleton is testing some height apparatus, and will be going to a height of 2000 ft. with full load of bombs. They want permission for him to jettison out to sea. Referred to Controller who said they must go 40 miles out to sea. 12 Gp. informed.
1400 4 Gp. would like to use one of our aerodromes for 3 a/c of Marston Moor’s to do C & L’s on. Controller said okay and Middleton agreed. Gen. passed to Middleton.
1510 4 Gp. Can they use another of our A/D’ for 3 Hal. From Marston to do c & l’s? Okay by Controller and Linton but not till 1600 hrs. Informed 4 Gp and passed gen. to Linton.
[Underlined] D.F.C.O’s. [/underlined] When notifying crashes to AIR STAFF PERSONNEL G.T.I and Engineer Officer should be included. [Signature] S/Ldr.
1830 Off duty D.H. Miller F/Lt.
On duty H.B Spence P/O.
2015 Pundits AS4 requests Pundits 91, 140, 115 & 155 Dusk-Dawn Stations informed.
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2015 Night Flying Passed to Stations + R.O.C.
2200 Balloons 12 Group state one balloon broke loose in Sheffield area at 2145. Travelling east-south east. No height or other details available.
[Underlined] SATURDAY – SEPT. 25, 1943. [/underlined]
0100 Ident Board changed.
0900 Off duty H L Spence, P/O.
On Watch EFD
0955 to 1010 Comm Ox. Air one phones reserving Oxford for AOC and self at 1100 hrs. At same time operations officer on other phone giving permission for S/L Hughes & W/Cdr Smith of Linton to use it at 1000 hrs. Phoned Comm flt and had S/L Hughes stopped just as he was about to get into kite. He very annoyed as he had to go to Thorney Island to pick up parts. Phoned Air I and he suggested S/L Hughes take Lanc on a training flight to Thorney I. Told S/L Hughes. [Underlined] Suggestion [/underlined] – many senior officers seem to make a practice of reserving Comm flight a/c first, then phoning Group just before they are ready to take off and demanding permission immediately. Suggest [underlined] all [/underlined] reservations of Comm flight a/c should be made by Group [underlined] alone [/underlined], as group alone has whole picture of who wants what and when.
1230 LFB 2. Balloons LFB from 2320/2420.
Hull & Humber, [deleted] Middlesbrough 1830 [/deleted] 1840-0230.
Billingham Balloons. 1740-0100
Arranged with MLO and BLO.
1240 Comm Oxford AOC landed at Linton on Ouse.
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[Underlined] SATURDAY 25/9/43 [/underlined]
1245 Comm Ox W/Cdr Weir & A/Cdr Slessor have Oxford reserved for 1200 hrs 26/9/43.
1404 Comm Ox Left MSG for Eastmoor with AOC and AIR I. Told Eastmoor.
1500 Comm Ox Left EM for Linton. Unable Tell Linton as line engaged (Landed Linton 15.15)
1505 426/R. 12 Group say Lanc ETC 1100 Linton has not arrived Thorney Island. (Landed Thorney Island 1723)
1600 Comm Proctor Reserved for W/Cdr Ferris & F/Lt Thompson to go to Bristol, 0830 on 26/9/43.
1710 Ops LFB & Balloons. TOT changed from 2125 to 0230. Therefore changed LFB no. 2 to 0440/0540
Hull & Humber Balloons 2200 to dawn (0630)
Billingham Balloons 2200 to dawn (in two shifts 2200-0100 and 0430-0730), close hauled.
1830 Off duty EF Dutton F/Lt. On duty D.H. Miller F/Lt.
1900 Tholthorpe 6 Bullseye a/c have taken off but seventh, 431/E has bogged, preventing the other 3 taking off. No damage done to 431/E.
2030 Operations cancelled. Request for Hull & Humber & Billingham balloons & LFB #2 cancelled.
2100 Tholthorpe 431 Sqdn a/c on Bullseye were told to fly to Whitby and return to base at 0114 to save interfering with operation of take off from Tholthorpe. Linton intends to send a message to them to land at base on original ETA on H/F D/F.
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2135 Topcliffe H/F D/F received following message: To 6RUR from R8R/Q – Our position is 5351N 0109W T.O.O. 2055. Received 2125. Passed to 92 Gp.
[Underlined] Sunday September 26, 1943 [/underlined]
0200 Ident Bd changed
0900 Off duty D.H. Miller F/Lt.
On duty H.L. Spence, P/O.
Movement Arranged with M.L.S. 12 Group – Air Firing at R.H B. & Whitby; Bombing at Strensall; from 1000-1800 hrs, for Wells, Hals. & Lancs.
1245. Movement A/C Slessor Took off from Linton in Oxford for Gransden Lodge. F.C.L.O. 12 Gp. informed. Also F.C.O. 8 Group.
L.F.B. #2 Arranged with Ops. 12 Gr for L.F.B. #2, on 280° from 0200-0330 hrs.
1500 Balloons Billingham Arranged with B.L.O. 12 Gr. for close hauling of Billingham balloons,
2100-2230 hrs.
0200-0400 hrs.
M.S.G. informed.
1525 Transport. Hendon to RCAFs/SH.Q. Arranged with Hendon Transport Section: car for G.C’s. Campbell & Planto [deleted] at [/deleted] for 1630 hrs.; also permission to land from Flying Control.
1700 Operations Cancelled request for LFB #2, Balloons & Emerg Pet. Div. Base.
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1810 Comm, Tiger Moth Reserved with Linton for W/C Hodgson 1000 hrs. 27-9-43. Required all day. Flying to M.S.G.
1830 Off duty H.L. Spence, P/O. On Watch EF Dutton.
1850 Pundits 155, 115, 91, 1, 140 passed to stations.
2100 Corks F/Lt Stacey requests corks be passed at 0830 hereafter to enable pilots on early movements to be briefed. (SOC informed)
0015 Ident Bd changed.
0310 Crash York 9 report crashed nr. Borobridge giving reference E8789. Phoned Topcliffe to organise crash tender & ambulance from Dishforth or Dalton – Phoned Boroughbridge police who say crash is near Dishforth airfield. Phoned Boroughbridge NFS who pinpoint crash somewhere just east of Dishforth. They have Thirsk NFS on way. Phoned Topcliffe new position. They will send ambulance from Dishforth and Dalton and firetender from [deleted] D [/deleted] Topcliffe as Dishforth is u/s. Topcliffe say Dishforth can see fire so Topcliffe base will despatch equipment from Topcliffe or Dalton whichever is quickest regarding roads and will arrange guard. 12 Group say a/c is a Wellington.
0330 Crash Phoned Borobridge NFS who say Thirsk fire dept was contacted a minute after crash by one of Boroughbridge firemen who heard crash.
0400 Crash Phoned Thirsk F.D. who say two engines left for crash at 0325. They will call us if they get any report.
0405 Crash 12 Group still trying to find identity of a/c
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[Underlined] MONDAY SEPT 27 [/underlined]
0430 Crash 12 Gr say a/c believed to be XLW of Lossie, which is overdue on a trip to Goole.
0500 Crash Topcliffe reports they have received information that a/c is in reference Sheet 26, 871901, and conflicting evidence that a/c caught fire before crashing and at time of impact. It is a total wreck and searches unable to identify anything
0700 Crash 13 Gr say Lossie’s Wellingtons have returned but Kinloss is minus a Whitley.
0740 Crash Report from Topcliffe. Identity disk found, Sgt Fowler, 1893913; Receiver type 10D/5 Serial 18450. 2 steel airscrews.
0745 Crash 853/D. Phoned Kinloss. They report a/c overdue with Sgt Fowler in crew. Others are P/O Wallace, Sgt Cammies, Sgt Rogers, Sgt Robinson, Sgt Dickson. Told Topcliffe. Also Sgt. Hughes.
0900 Off Watch EF Dutton On duty D.H. Miller F/Lt.
0914 Movements [underlined] E28 [/underlined] Hal. Well & Lancs. air firing Whitby 1000-1800
Hal. Well. & Lancs. bombing Strensall 1030-1700
1100 Crash LA853/D Details of crew passed to Topcliffe for casualty signal to be sent by Topcliffe:
Pilot: Sgt. T.W. Cammies 1339016
Nav: Sgt. E.R. Rogers 1338400
B.A. P/O J [circled] A [/circled]. W. Wallace Can J24145
W.O.P. Sgt. W.F. Robinson 1577597
AG Sgt. R.C. Fowler 1893913
AG Sgt. H. Dickson 1824449
Sgt. C.A. Hughes 1382175
A/c is a mk. V Whitley #LA835/D – Kinloss
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1330 Diversions Due to sudden change in weather forecast for tonight. Met. say we may have 1500 ft or lower cloud base, slight rain & vis. 1-3 miles & suggest we lay on diversions in East Anglia. Requested prov. [deleted] petrol [/deleted] weather diversion bases for 74 Hal. & Lancs. & 9 Wells., Suggesting East Anglia. They say they will come back later.
1340 Authorization Air I authorized w/c Sweetman to fly down to Manby in 426 a/c to get gen. on [deleted] co-or [/deleted] bombing co-ordinates for GH exercises. (Runways at Manby 1400 & 1250 – told Linton)
1415 SASO airborne for Linton from Gransden Lodge at 1417. Linton informed.
1430 LFB #2 will be on from 00.20 till 0120 bearing of 280°
1535 SASO landed from Gransden at Linton 15.32.
1540 Billingham balloons will be grounded from 18.45-2100 and 23.59-02.30.
1600 6 Ansons Lossiemouth wants permission for 6 Ansons on way from Lossie to Llandwrod to land at Middleton en route due to weather. ETD Lossie 1600, ETA Middleton 18.30.aid no, send them to Croft (Middleton’s ops. a/c due to take off at 18.55)
1605 6 Ansons Lossie has informed the Ansons to land at Croft instead. Croft informed & gen. passed to them.
1620 6 Ansons Lossie now say all but one Anson got off
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without being told to go to Croft instead of Middleton. Told 13 Gp. FCLO to send message by W/T and he said he would try. Middleton will divert them by R/T if necessary.
1710 6 Ansons 13 Gp. has not be [sic] able to contact them so Middleton will have to divert them by R/T
1630 Diversions CFC allot the following prov. Weather diversions.
Bassingbourne – 16/419 Pundits 102° 4 1/2
Molesworth – 15/428 256° 4
Polebrook – 14/427 093°4 3/4
Thurleigh = 15/429 316° 4 1/2
Ridgewell – 14/434 (Stradishall’s 192° 12
Chelveston – 9/432 140° 4 1/2
Polebrook have no taxi lighting but say they can cope okay by leading a/c with jeeps or something.
Met. say above stations will be okay.
1730 4 Group Can we let Marston Moor use one of our A/D’s for c & l’s tonight. Air I said okay on a non-operational A/D.
1810 6 Ansons From 13 Gp: 3 of these a/c have landed at Montrose. Croft informed.
1735 Permission given by Air I for 426 a/c to land at Newmarket while on G run to Barkway to drop off 3 Bomber Command GH experts. ETD from Linton 0900 28/9/43
1830 Off Duty (D.H. MILLER F/L)
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1830 On Duty [Signature] F/L and P/O Spence. Controller: S/Ldr Napier.
1845 C & L 4 Group In answer to 4 Group query advised F.C. 4. that Linton are agreeable to receiving 2 Halifaxes from Marston Moor until 2300 hours when weather conditions are expected to deteriorate.
1850 Weather query with Croft Ref. x-countries Discussed deteriorating weather picture with F/C Croft – strongly suggesting that assurance be made that Sqn Cmdr be thoroughly in the picture, because due to expected conditions a/c should be back at base by 2230 hours. – Croft quite happy. –
1855 C & L 4 Group. Ex. F.C.4. – Linton not required for C & Ls. Base Linton informed.
1900 6 Ansons – Lossiemouth – Llandwrog. Picture to F.C.L.O. 13 and F.C. 91. – Of these Ansons which were to land at Middleton – (but unable to do so because of conflict on E.T.A. with Operational ETD)
3 Landed Montrose
2 Landed Croft
1 Landed Leuchars.
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[Underlined] Sept. 27th 1943. [/underlined]
1915 Pundits. AS4’s request for Pundits No 1, 115, 140, and 91 passed to resp. Stn Ops & F.C.
1950 N/428 To MLO 12 – N/428 No I.F.F.
1959. Halifax in Sea. Ex. R.O.C. 10 and FCLO 12 Halifax plunged into the Sea between Flamborough and Hornsea. – Life boats already searching the area. The aircraft was not identified. – Controller informed.
2000/2100 Idents & Early Retns. - Fix Positions – Idents and messages passed to Stations.
2120 Diversion Provisional Diversion now definite because of weather deterioration –
Stations – C.F.C (W/C Warner) and 1st USA. Wing informed.
2130 Early Returns. Weather dropping. Discussed probable diversion of Early Return a/c with LINTON = Skipton = MIDDLETON – Each O/C N.F. quite happy!
2150 Early Returns Stations flapping for fix base to which to divert Early Returns.
2200 CFC C.F.C. suggest Elsham Wolds
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[Underlined] Sept 27th Contd. [/underlined]
2205 Elsham Wolds. F.C. 1. Gp. willing to cope for an hour only. Stations informed.
2210 [Underlined] Earlies. [/underlined] Because Fix Positions on Early Returns show them to be near the coast and possibly in 6 Group area before able to be reached on Group Broadcast the Sqn Cmdrs decided to bring the a/c home and redivert on R/T if necessary.
2220 Recall 1664. Croft sent out Recall Signal to 1664 a/c.
2240 N/428 Returning Early.
To M.L.O. 12 Reminder that this a/c has no IFF (Landed Middleton 2307)
2250 Diversion To FCLO’s 11 and 12 – Diversion Definite – A/c should be making Landfall near Lowestoft – proceeding direct to Allocated Stns in 1st USA Wing.
2300 Pundits Leeming Pundit U/S. Checked that Topcliffe was flashing OK.
2323 Pundits Leeming Pundit now flashing OK.
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[Underlined] Tuesday Sept. 28th. [/underlined]
0005 ASR Request for 10-12 a/c in morning. – unable to cope because full complement away from base
009 CRASH. R.O.C. Plot Halifax crashed in flames near Linton
FINAL position details. –
RED HOUSE SCHOOL
Cockhill – Map Ref: 990754
- Crash tenders from Marston – Rufforth and Linton.
Final gen on this crash reported by Linton at [deleted] 2300 [/deleted] 0230 hours. – as follows. Aircraft thought to be an Halifax in bits and pieces – widely scattered.
- Few serial Nos as follow
DSB/VA 12219. (Bomb Release)
DMB/VA/17.
DWG/F/4688/11.
DMB/VA/PI683.
Carburetor – Type 754/99.
Practice Bombs on Board.
- All this gen was passed to F.C. Croft,. Who were unable to identify their long overdue S/1664 from these meagre facts. NO bodies were evident at the crash. It was thought crew might have bailed out.
Hessay Police searching
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[Underlined] Tuesday Sept 28th [/underlined]
0010 Pundits Leeming [deleted] Sen [/deleted] unserviceable AS4 were not informed because the pundit was made temporarily serviceable before the call could be put through
0030 L/419 QDY. M.S.G. 202!
Cl. Base MSG. – 1000 ft – patches at 500’ vis 2-4 mi – Rain. Request Diversion base because 30 mi/hr x-wind prevented use of Contact Strip. – Advised Linton a bit better. – able to use Contact Strip.
Linton standing by
0053 L/419 L/419 landed Thornaby
0100 Y/419 Diverted on R/T from M.S.G. to Linton. – O.K. by all concerned. a/c – 1 hour endurance.
0105 J/429 On R/T Skipton. Weather bad. – Attempting Landing.
0110 F/434 Learned for the first that Sealand (who were listening in on M/F Sn.K.) heard F/434 send S.O.S. on Bearing 082° at 0014 hours
- Hull [deleted] disputed [/deleted] doubted Sealand because none others of M/F K heard the transmission
- Information passed FCLO 12
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[Underlined] Sept 28th ’43 [/underlined]
0116 J/429 Landed Skipton under very duff weather conditions
0135 Y/419 Landed Linton. Poor vis.
0230 O/428 Crashed at Ludford Magna in 1 Group. Crew who bailed out are reported to be O.K. The Pilot who belly-landed the a/c because of undercart failure – also O.K.
All concerned informed
0340 U/428 Crashed at Framlingham. in 3rd USA. Dvn.
[Underlined] FACTS: [/underlined]
1 Appeared to do Normal Approach.
2 Attempted to do Overshoot
3 Crashed.
4 3 of CREW Killed.
3 of CREW injured.
1 of CREW ok.
5 The Killed are:
Sgt Lucas 1388785
Sgt Murcer R181017
Sgt Whitely 1547703
The injured are:
Sgt Smith – 1586966 badly injured
Sgt Wilson – 1389464 broken leg.
P/O Roughton – 151333 broken arm.
The uninjured is –
Sgt Wainwright 943031
0400 – See concerned informed
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[Underlined] Sept 28th 1943. [/underlined]
0430 S/1664 Still outstanding from x-country. Croft still unable to identify crashed a/c near Marston as S/1664.
-Overdue signal sent by Croft to A.M.
0500 Ref Return of a/c away. -To Stations (6 Group) and to F.C. at All Groups concerned
-MET. REPORT.
“Improvement at Bases expected at 0500 hours with passage of cold front when conditions will become 8/10 ths Sc 2000 ft – occasional rain vis. 6-12 mi. Main cold front will NOT have cleared the Diversion Bases until after 0800 hours. Therefore a rain belt with 10/10 cloud 1000 feet vis 1-2 mi with squally veering winds would have to be crossed if a/c took off before 0800 hrs.”
Aircraft are therefore NOT to take off before 0800 hours – and after 0800 hours NOT without permission from the respective Station and Sqn Cmdrs throughout the Groups concerned.
0500 – See Groups thanked for
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[Underlined] Sept 28th ’43. [/underlined]
their assistance tonight.
0530 A/C away Summary to C.F.C.
0900 Off Duty – [Signature] F/L
1115 Crash 0009 Entry 4 Group say this a/c is a Lanc “F” Sq letters IR or LR. A kit bag found near crash contained a battle dress with 1250 made out to Sgt AW Miller R154030. 4 Group say letters indicate it is a/c from 1669 Con. Unit, one Group. Croft say no Sgt, Miller in a/c. 4 Group will contact I, and let us know. S
1145 Diversion Up to now no station has told Group what orders have been issued to their away a/c though some have been issued their away a/c though some have contacted the diversion stations direct. Phoned all bases and parent stations to please put us in the picture. They all say they will call back.
1148 Diversion Middleton reports their a/c have been told to stand by for further orders.
1205 Diversion W/Cdr Turnbull has ordered 427 to come home form Polebrook
1210 Diversion S/Ldr Shann (MSG) doesn’t think weather warrants their a/c coming up today at all,
1211 A-M. Edwards. Linton calls that A/Cdr McEwan has informed Base ops that A.M. Edwards left Hendon , stopping “somewhere” en route and coming on to Linton. Don’t know when he is arriving. Tried to phone AOC but he left by car at 10.30 dont [sic] know where. Told Controller and Air I who doesnt [sic] know either.
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[Underlined] SEPT. 28, 1943 [/underlined]
NOTE: At 1045 1st U.S wing F.C. phoned to say that their stations were calling in and saying that the various pilots had been receiving instructions to return – also that these instructors had been passed to some station FC. They complained that they had no information from us in this regard. In consultation with Met, the controller decided to tell 1 Wing to hold a/c until after midday. At 1120 W/Cdr Turnbull of 427 called, telling us we had no authority to countermand his orders. Up to that time Group here had no knowledge of what orders had been passed to any a/c. We then phoned each Base & parent station for this information and told each one the Group [underlined] must [/underlined] be put in the picture. At 1130 on receiving this information from MSG we called 1 Wing and told them to send up A/C of 427 and 429 at Polebrook and Thurleigh and to tell Bassingbourne, Molesworth, Ridgewell and Chelveston to await orders [underlined] from their stations [/underlined] and to act accordingly [underlined] without referring the orders to 6 Group. [/underlined] By 1200 hrs we had learned that MSG a/c at Bassingbourne and Molesworth, and [deleted] 434 [/deleted] 432 a/c of Eastmoor had been told to stand by. No report from Thorlthorpe’s 434.
1240 G/429 Crashed at Thurleigh This a/c has one (port) wing smashed, both port engines crippled. Crash occurred when u/c gave way on port side & kite ground looped, putting r/w out of service until this morning. Told Leeming.
1245 J/427 left Polebrook for Skipton. Leeming told.
1250 Diversion Base Linton says E.M. has told a/c at Chelveston to stand by awaiting release from [underlined] Group [/underlined]. Reminded E.M. that executive control passed [underlined] to them [/underlined] after 0800 hrs, and to let us know what instructions are passed later.
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1255 O/428 Crashed Ludford Magna. Phoned 1 Group re condition & whereabouts of bailed out crew. They will call us back.
1257 A/M Edwards. 11 Group say A-M. Edwards left Headcorn (nr W. Malling) at 1250 in Wellington. Told Linton Base to tell everybody concerned.
1310 Diversion All Eastmoor a/c at Chelveston told by EM to come up about 1400 hrs.
1325 On request Topcliffe, asked York 9 if Whitley which crashed near Dishforth as 0310 Sept 27 seemed to catch fire in mid air or before it hit ground. Also were there any plots of Beaufighters at the time or any sound of firing.
1327 Diversion 1 Gr pass airborne times of 427/E, J, Y, P, V, W, Z, C. O has engine shot up & burst tire. S is taxying out. Told Leeming.
1335 Diversion 1 Gr say 428 Sq have been wanting to get home. Called MSG who say tell them to wait. Told First Wing.
1340 434 Sqdn want their a/c to come home. Told 1 Group to tell Ridgewell.
1345 Crash York 9 will send report on Whitley Sunday night crash to Base Ops Topcliffe. They say their observer did NOT see a/c on fire before it hit ground, and [underlined] no [/underlined] reports of Beaus or firing.
1400 Diversion MSG have instructed their a/c to come home
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1417 Crash II Topcliffe gets report from Thirsk police of a/c crashed at Kepwick in a disused quarry Ref. Sheet 22 968/117. Lanc. 6 dead. Obtained guard from North Allerton subdivision (Air Formation Signals, Thirsk 2261). Topcliffe have sent ambulance & C.T. and Thirsk NFS are attending. Told Linton who say no Lancs should be in that area.
151 [missing digit] AM Edwards 16 Gr say Wellington going to Eastmoor. Told Linton to get EM on toes.
1520 Checked back to 16 Group & discovered a/c mentioned is not A-M. Edwards.
1655 Crash II Topcliffe now say a/c in 1417 Entry has been identified as missing S/1664. Explanation seems to be that a/c crashed last night without anyone seeing it. Thirsk police got report at 1417 today and phoned information in to Topcliffe in such a way that Topcliffe understood it just happened. Notified Croft (who already knew) Linton and 12 Group. Told Controller, [deleted] GTI [/deleted] SASO, Equip officer. Unable to find GTI. Eng, officer.
On order SASO phoned Thirsk police to find out full details of finding of a/c etc. They say lieut of RE, out on manoeuvres, found a/c 1/4 mile E of Limekiln House, near Kepwick. Two of crew were conscious & one said crash occurred at midnight 27/9/43. Topcliffe ambulance picked up injured crew. Police say five dead and a/c a total wreck spread over 1/2 mile.
2100 Crash II Address of lieut. who first discovered crash: 2nd Lieut. Ewens, 556 Field Cpy., R.E. Luchan House, Ripon.
Thirsk police gave position of crash as sheet 22/975118.
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2140 Bullseye 1659 Sqdn are not happy about the weather and are going to recall their Bullseye a/c from London at 23.15.
2220 428/O Ref. entry 12.55 1 Gp. say all crew okay with only minor injuries and are scattered around countryside – will endeavour to find out where they are. (Passed this gen. [inserted] to Middleton [/inserted] at 2300 hrs.)
2245 Recall Met. advise weather prospects are going to be worse than previously expected. Controller decided to recall all Bullseye a/c after conferring with stations. Message to be sent on M/F at 2300 [deleted] & [/deleted] 23.30, 2359 and 0030; on H/F D/F’s at 23.15, 23.45, & 00.15. FCLO 12 Gp & Ops. Stanmore informed
2340 A/1664 asked for fix at 23.35 and Hull was working another a/c and told A/1664 to stand by. When Hull called again they got no reply.
[Underlined] Wednesday Sept. 29/43 [/underlined]
0015 431/E From 1 Gp: Binbrook picked up the following message from 431/E addressed to Linton H/F D/F: “Returning to base, eng. u/s, position 5205N 0055W T.O.O. 23.55.” Passed to Linton.
0025 1659/F ground looped on landing, u/c written off, crew okay.
0050 A/1664 landed at Croft 0047
0055 431/N Returning from Bullseye, got turn 4 to land, fly at 1500 ft. A/c then went over to Linton, called Linton on R/T & requested to land. Linton landed him. Using wrong R/T Call sign. Taxied through red light and bogged on perimeter track. No apparent damage.
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0245 1659/D got a QDM on Topcliffe of 357°at 0203. After wandering all over 4 Gp., finally landed at Holme on Spalding, saying he was short of petrol. Topcliffe informed.
0900 Off duty DH Miller F/L.
On duty HL Spence P/O.
0920 Leeming Oxford S.A.S.O authorised trip to Thurleigh & Polebrook. Station informed.
0935 Air Firing & Bombing Arranged with M.L.S. 12 for Air Firing at R.H.B. & Whitby and Bombing at Strensall from 1000-1800 hrs. – Ref. – E-25
0940 1659/F Informed G.T.I., Equip & Engr Officers & S.A.S.O. informed. Air I away.
1035 A-M, Edwards Linton Hendon. [Underlined] V.I.P. [/underlined] Advised M.L.O. 12 Group. Wellington L4340 left at 1035 for Hendon with A.M. Edwards & 5 passengers. Hendon informed by Linton. Pilot F/O Altman. FCLO. 12 advised also
1000 1100 Comm. Oxford Linton Linton stated F/L Neal (O.C 426/A Flt.) & F/L. McMillan (Bomb. Leader) desired to go to [deleted] (Granstown Moor) [/deleted] Gransden Lodge to secure “gen” on electrical modifications & that we were aware of the proposed trip. Desired to take off in 10-15 mins. S.A.S.O. know nothing of trip nor did S/L. Fernside. A/c had already taken off before further information could be secured. W/C Smith, Linton Base Engrg. Officer authorized flight & passed to Comm, Flight. Advised S.A.S.O. 1130hrs.
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1200 426/L. (DS-714) F.C.L.O. 11 Gr. advises this a/c appears to be waiting to be broken up for repairs. One wheel collapsed, tail unit broken off and port wing collapsed (Cat. AC.) Advised Linton Ops. & Group Equip. Officer.
1230. 1659/F Topcliffe state this a/c Cat. A.C.
1300. 4 Gr. a/c. Ex 4 – May require to land 3 Hal. Linton standing by.
1320. ditto Ex. 4 – a/c concerned landed OK in own Group Linton informed.
1345 M.S.G. Oxford M.S.G. advised OK for Oxford to return from Molesworth. Group Met. say cloud 2,000 ft at worst with moderate viz. Advised Molesworth who say a/c also going to Mildenhall before returning to M.S.G. informed M.S.G.
1430 LFB #2. Arranged with F.C.L.O. 12 Group for LFB #2 on 280°T from 2230-2330 & 0030-0130.
Balloons Billingham Arranged with B.L.O. 12 Group for close haul of Billingham’s Balloons from 1730-1830 & 2300-0200.
Met. Cold front to come down from north but should not affect 6 Gr. until 0200-0400 hrs, cloud base 2,000 ft, possibility of some rain about 0300 hrs.
1525 Balloons Times revised as follows:=
1730-1900 hrs. and 2300-0230 hrs.
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1710. 5 Group Diversion to Croft. In consultation with Controller & Met & Croft agreed to handle possible diversion of 5 Group [deleted] Diversion of their [/deleted] Gardeners (16). Advised C.F.C. & M.S.G.
1730 ditto Following stations feel they may be able to cope with emergency diversion of 5 Group a/c as indicated:-
Croft. – 20.
M.S.G. – 15
Linton – 15.
Eastmoor – 15
Also possibility of 10 at Topcliffe if sufficient notice given to enable our own a/c from Skipton to divert to Topcliffe thus eliminating possibility of confusion because of the 2 adjacent circuits being used at the same time. This information passed to C.F.C.
C.F.C. advised that a/c mentioned in entry 1710 could be returning t around 0400 hrs. We gave C.F.C. following Met picture:-
0300-0500 – cold front moving south, cloud below 1500 ft., rain, & poor viz due to smoke, making southern stations poor; at 0500 in northern parts of group cloud will likely be 1000-1500 ft. 8-10/10ths with chance of rain.
C.F.C. felt that a/c mentioned in entry 1710 could be re-diverted by signal later if necessary. Croft advised of Met picture & requested to watch weather
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situation. C.F.C. requested to advise us particulars of Squadrons if, as, and when diversion becomes necessary.
1750 Leeming Oxford Leeming state this a/c is staging overnight at Thurleigh and will return tomorrow.
1830 Pundits AS4 request 1, 91, 115, 140 & 155 Pundits dusk to dawn.
1845 Darkey I Four Group say Lissett received Darkey from “Granite Y” asking priority landing
1846 Explosion ROC say an explosion NE of Flam. Head.
1847 Phoned Lissett & they have landed 10\Y. Asked them to find out immediately if he jettisoned. They will do so and let us know.
1850 Explosion Called 12 Gr re explosion. They are unable to give any additional information as too many a/c on board to reorganize possible fading plots.
1855 Diversion Controller in conference with Met requires that CFC be asked to provide another diversion base for gardeners of 5 Gr, due Croft at 0300-0445 as weather likely to be difficult at that time. Told C.F.C. who said they would get on to 5 Gr.
1905 Explosion Jacked up 4 and 12 Gr re: did 10\Y jettison. They haven’t heard yet.
1915 Explosion Called 4 Gr again and got rough about above question. They haven’t heard yet
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Sept 29, 1943
1920 Diversion 5 Group called with more information about their Gardeners diverted to Croft. CFC haven’t called them yet. They say provisional diversion is “likely”.
1922 Diversion Croft called re diversion. How do we expect the, to take 36 a/c if all come?
1932 Explosion 4 Group say Y/10 jettisoned 12 miles E of Bridlington & bombs did not explode. Called 12 Gr. who say there are a great many a/c over this area. Controller suggests we wait for a possible sighting report from one of these in case explosion [underlined] was [/underlined] a crashed a/c
1940 Explosion Asked 4 gr to find out if crew of 10/Y saw anything unusual at 1845, as explosions was reported at about same time as he was in that area. They will report to us.
1945 [Deleted] Diversion [/deleted] Explosion Called Lissett intell. Who say crew have been interrogated & they say they saw nothing & bombs did not explode & they saw nothing out of the way. Told 12 Gr.
1955 Explosion Call ROC for further details. It was about 3 miles E. of Flamborough hd. A78-79 to A88-89. ROC think it was 10/Y as they were keeping a plot on him and his position and explosion coincided. Controller derides our information does not warrant an immediate search.
2025 Diversion CFC again. They say they are unable at present to find any plane better suited for the 0330 a/c than Croft. They ask us to wait until midnite when we will have a clearer weather picture. Told all stations the position.
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Sept 29, 1943.
2120 U, B /57 These a/c now over Scampton may have to be diverted to Eastmoor. 5 Gr will let us know if they are. Told Eastmoor. C/S So Tight.
2215 Diversion 57 Sqdn diverted to Croft. So Tight A C D F H L Q ō O T Z Y – 27 officers & 62 NCO’s. Told Croft. Called MSG after 5 Gr. tell us a/c have been told go to MSG first. Sq/Ldr Shore given details & believes that MSG & Croft can handle these 12 a/c between them & also take the 14 a/c coming later.
2240 Linton reports white flash to SE. Called ROC who say Verey lights have been reported but no plots near there.
NOTE Croft was laid on for 14 a/c of 5 gr. definite diversion for 0300-0400. Together with other airfields in Group it also was laid on for 20 a/c for emergency diversion as per entry 1730. We called 5 Group and asked them if they had any emergencies, to leave Croft until last. In spite of this request, the first sq, diverted was sent to Croft. Controller called 5 Group F.C. and protested, but was told BFX had already been sent before we were consulted. Suggest some protest might be made to CFC.
[Underlined] Thursday Sept, 30. 1943 [/underlined]
0100 Ident Bd changed.
0105 Ops. Op a/c down – 3 missing from Group and one of 57 Sq diverted to MSG.
0215 Diversion First a/c of 5 Gr gardeners on plotting table.
Diversion 13 of 5 Gr a/c landed Croft. One sent message “ditching” to 5 Group blower.
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Sept [deleted] 29 [/deleted] 30, 1943.
0900 Off Watch EFD On duty D.H, Miller F/Lt.
0910 5 Gp. a/c Asked 5 Gp if we could send their a/c back to them yet. They said no, their weather was not suitable and to wait for further instructions from them. Informed Middleton and Croft.
1010 5 Gp. a/c 5 Gp say it is okay for V/49 Sqdn. to return although Fiskerton is now yellow. They said they were quite happy about it. Informed Croft.
1030 Permission granted by SASO for 434 Sqdn, to take Comm. Oxford down to Ridgewell with crew to pick up 434/V.
1030-11.15 5 Gp. [deleted] a/c [/deleted] have given permission for following a/c to return to base: 57/A, F, Q, ō, T; 49/V; and 9/Z and H. Croft & Middleton informed.
1205 5 Gp. want us to stop all of 57 Sqdn a/c and to send 207/P & O. Croft & Middleton informed. The only 57 Sqdn. a/c that took off was 57/A which took off at 11.18. 5 Group informed.
1220 E57 Movements MLS-E57 Hal. Well & Lancs. bombing Strensall 1300-1830
Hal. Well & Lancs. airfiring Whitby 1300-1830
1225 X-Country 431/9 a/c Linton passed x-country going up to Mull of Galloway & Mull of Kintyre, then to Inverness. Met. say weather in that area is: cloud below 1000 ft. extending up to 8000 ft. Suggested to Tholthorpe they fly about 8000 ft. They said
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they would fly at 10000 ft. MLS informed. Informed Met. who say this is too high.
1250 LFB #2 will be exposed from 0140-0240 hrs bearing 280°T
1230 Diversion Met. say at present they do not think we will need diversion bases tonight but will let us know for sure later.
1300 Operations cancelled – LFB #2 cancelled
1230-1300 X-Country 431 a/c Told F/C Tholthorpe to tell a/c which had not taken off to fly between 5000 & 9000 ft as freezing level is around 8 or 9000 ft. Met. say they will be okay at that height.
1430 X-Countries Croft When ETA of these x-countries was passed to us, we warned them of the weather at base on return (cloud over the Hambleton hills, - almost dark at that time) Croft had been warned earlier on of the weather. Told them a/c should be back by 19.30 as per Met. 6 Gp. but flight commander said he wanted one due back at 20.30 to go anyway.
1435 91 Gp. enquired if Topcliffe had landed one of their Wellingtons from Wellesbourne returning from a sea-search and if so had they anything to report. Topcliffe said they had landed Wellington HS640 from Wellesbourne at 13.55 and it had nothing to report as far as they knew. Permission obtained from 91 Gp. for it to take off immediately.
1503 X-Countries Linton Linton are recalling 408/O,E,G and 426/F & E from detail at Stoney Down due to weather.
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1500 4 Group Night Flying Can they use one of our A/D’s for c & l’s for 2 of Ricall’s a/c and also to land one of their x-countries from Ricall. Controller said okay.
1510 Occult 29 The selected site for this occult was not in Sig. A4547 July 17/43. Enquired from AS4 by phone who say it is on Site A and that this should have been in the signal. Stations informed.
1630 4 Group night flying Middleton say they can take 2 a/c from Ricall to do c & l’s and Met. give following conditions: cloud base 1500 ft. patches at 1000 ft. vis. 4 miles. 4 Gp. informed.
1700 5 Gp. a/c During the day permission was received for 57 Sqdn, 207 Sqdn, 44 Sqdn, 49 Sqdn., 9 Sqdn and 50 Sqdn. to return to their bases from Croft & Middleton. All got back except the following who are as far as is known serviceable.
[Deleted] 467 Sqdn for [/deleted] Bottesford – 467/X, R }
[Deleted] Fiskerton 49/V [/deleted] } Croft.
Syerston – 61/H, Z }
106/Y, H }
East Kirkby – 57/L at Middleton 2 engines U/S
1700 4 Group night flying Ricall say they have no serviceable a/c and are scrubbing this night flying at Middleton. Middleton informed.
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Note DFCO’s The following call signs will be used w.e.t. 0100 hrs. Oct. 1st.
[Underlined] 1659 [/underlined] – Barred a/c – W/T – NGQ
R/T – “Gimcrack” (away) “Pitchdark”
Plain a/c – W/T – UNG
R/T “Fighead” (away) “Ratcliffe”
[Underlined] 1666 [/underlined] W/T – TLO
R/T “Popsy”
[Underlined] 1691 [/underlined] R/T “Bowlan”
[Underlined] ASDU [/underlined] (Fighter Affil. Unit) – R/T “Hexad” [Hexad}
[Underlined] Topcliffe F/C [/underlined] – “Good friend”
Topcliffe H/F D/F – BX3
1120 Crash Base Linton report having heard of a crash 5-6 miles [deleted] SW [/deleted] W by S of Linton. Asked ROC about it who have heard nothing but are making enquiries. Linton flying control say they saw an a/c in flames go into the deck.
1730 Crash Linton FCO says he & two others saw an object with smoke coming out of it go towards the ground and disappear behind the trees. ROC, after enquiring from all the posts, have seen nothing. They say that the only a/c in that area landed safely. Neither Dishforth flying control, Boroughbridge police nor Melmesby police have seen anything of this “crash” so in view of lack of information no action could be taken.
1820 X-countries All of Tholthorpe’s x-countries back okay.
1830 Off duty D.H. Miller F/Lt.
On duty H.L. Spence. P/O.
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1930 Movements All 6 Gr aircraft accounted for.
Crash. No further information received of entries 1720 & 1730. All 4 Group a/c accounted for.
S.P. 02274(16) (Nav. Int. Div.) Copy No. 4941 received from Signals. Table of Lettered Co-Ordinates – (16th Edition)
Pundits AS.4 request #1, 91, 140 & 115 Dusk to dawn. Stations informed 1740 hrs.
2335 Pundits #1, 91, 115 & 140 cancelled by A.S.4. Stations informed.
[Underlined] FRIDAY – OCT. 1, 1943. [/underlined]
0100 Ident Board changed.
0810 Movement Arranged with M.L.S. 12. – Air firing at R.H.B. & Whitby, & Bombing at Strensall for Hals. Lancs. & Wells, 1000hrs – 1800 hrs. – Ref. E10.
0900 Off watch HL Spence P/O.
0900 on watch SR Wyman F/Lt.
0905 CROFT 5 Gp a/c Called 5 Group, re. Bottesford and Syerston a/c at Croft. O.K. for them to return. Told Croft F/C.
0920 1832 B.A.T. / OXFORD Landed Leeming 0832 hrs. from Ricall.
0925 A/F Bombing see [underlined] note: 0810 hrs. [/underlined]
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Y/106 – 1057
X/467 – 1043
1011 H/106 left Croft 1009.
H/61 1015
R/467 1029 [Underlined] Told 5 Gp F/C. [/underlined]
Z/61 1031
1050 Prov. Pet Diversions 4 Stations required in S or S.E. England for Prov. Pat. Diversions. Told C.F.C. also consulted 6 Gp. met. who say wait for midday conference.
1113 Landfall Beacon Dungeness on a brg of 345° from hrs to hrs.
1155 The above beacon not required due to change in Route. Cancelled with 11 Gp F/C.
1225 Landfall Beacon at Beachy Head on a bearing of 030° from 0020 to 0120 hours.
1300 Balloons Dover 2500’, Chelmsford 1500’, Canterbury 1500; and Thames Estuary 1500’. Overriding Control.
[Underlined] Times [/underlined] 1915-2145 – 0015-0130
1315 Landfall Beacon #2 Flamboro Head 280° - 2300 to 2359 hrs. Elevation 070°.
1335 Operations Cancelled for 6 Gp except Gardening.
1400 Cancellation Entries 1225 and 1300 hours cancelled.
1445 Cancellation entry 1400 cancelled & 1225 & 1300 back in force.
1515 Balloons. BEACONS. PASSED to Leeming & Middleton & Linton
1615 BALOONS Beacons Cancelled with 11 and 12 Gps. All six Group operations cancelled.
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1637 PARA TROOPERS On the morning of October 24, 1943 – 12 Whitleys of 38 Wing will land at M St George and take on 120 para troopers & then take off again. Air I, Controller, G/C Ross have details. Passed to Group by S/L Shand.
1719 G/C McNAB. Hurricane 658 with m/n pilot landed Eastmoor. Told Digby F/C.
1831 G/C McNab Took off from Eastmoor for Digby at 18.21 I Hurricane KZ658. Informed Digby by phone.
1830 Off duty S.R. Wyman F/Lt.
1830 On duty D.H. Miller F/Lt.
[Underlined] Saturday Oct. 2nd 1943 [/underlined]
0100 Ident Bd. changed.
0900 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
Movement arranged with M.L.S. 12 doe Air Firing at R.H.B. & Whitby & Bombing at Strensall for Lancs. Hals. & Wells from 1000 hrs-1800 hrs. (E-208)
[Deleted] 1500 [/deleted] 1215 L.F.B. #2 Laid on at 280° (70° elevation) from 2245-2345 hrs & 0045-0145 hrs. through 12 Gr. Ops.
1445 L.F.B. #2 Times now revised to 2245-2345 & 0130-0230 hrs.
1445 Training Exercise “Density” Laid on Density Exercise for 7 Halfaxes from 1659/[deleted] Croft [/deleted] Topcliffe. Details submitted
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to 12 Gr, Ops. + AA + SL. Liaison Officer Kenton (Newcastle) Sector.
Base 0001 – Whitby (out) 0009 – Saltburn (in) 0017 – T.O.T. 0020-0025 and 0035-0045 – Base 0053 – Target No. 1.
1540 Density Exercise Reference entry 1445 – One aircraft from 1664/Croft also taking part. Details of T.O.T. etc given to Stations. 12 Gr. Ops & AA & SL. Liaison Officer informed.
1515 1545 Crash at Westgate. M.S.G. reported crash S.E. of Westgate. Military authorities guarding a/c All crew of Wellington killed. Position – 1 Sheet 10 – 4157. Report originated from Militia – Mr. Wood, tel. Stanhope 287. F.C.L.O. 12 Gr. stated that Duston were taking all the necessary action. M.S.G. informed.
1545 Pundits A.S.4. requests Pundits 1, 115, 91, & 140 dusk to dawn. Stations informed. 1655 hrs.
1720 L.F.B. #2 Revised times – 2245 to 2345 & 0230 to 0330 arranged thru Ops. 12 Group.
1810. Night Flying Passed to R,O,C, & Stations.
1830 Off duty H.L. Spence, P/O.
2127 York 10 Mann Plotter Lines – Advised Controller. Some hostiles in York 10 – Stations told Plot. Investigate system.
[Underlined] Sunday – 3 October 1943. [/underlined]
0105 Checked Ident Board.
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0133 434/K This a/c idented on Section K at 0133; obtained a fix (5433N-0315E-①) at 0136 and in the same transmission sent following information Course 253T; Height 4500; Speed 170. At 0200, instituted Emergency procedure. The aircraft was later identified as a plot on our intruder board and Searchlight & Aerodrome lighting action was taken with 4 Group. [Inserted] [Underlined] 0245 [/underlined] cancelled Emergency [/inserted] Aircraft later crossed the coast at Bridlington and landed at Base. 0305.
0210 434/U This a/c obtained a brg. Of 024 and not until 0237 was a fix (3rd class) 5754N-0145E obtained. [Deleted] Previous to this [/deleted] an attempt was made to get the aircraft on [inserted] M/F [/inserted] Section A without results. At 0238 hrs. a/c instituted emergency procedure. At 0300, a/c sent following message a posn. & course, T.A.S. Petrol. Previous to this it was decided to divert the a/c to Peterhead, [inserted] message sent out on M/F in P/L [/inserted] (even though not on diversion schedule). Contacted 13 Gp and advised them of our intentions, which was a good thing because a Beaufighter had been sent out to shot [sic] down “the hostile”. All good things come to an end and the a/c landed at 0333 Peterhead.
Ops. All aircraft returned (early or otherwise) from Ops.
0900 off duty SR Wyman F/O.
On duty H.F. Spence P/O.
0910 Movement Arranged with MLS 12 Gr. for Air Firing at RHB & Whitby and Bombing at Strensall for Lancs. Hals. & Wells. from 1000 to 1800 hrs. Ref. E210
1100 Emerg. Diversion In consultation with Met. & Controller
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requested emergency patrol and weather diversion bases. Suggested Dunsfold, Hartford Bridge, Harwell and north, six in all. Met believe conditions on return should be better than originally thought. Some rain expected in East Anglia area on return. C.F.C. to advise.
1220 L.F.B. Beachy Head. Special Beacon at Beachy Head requested of F.C.L.O. 11 Group on 310° from [deleted] 0030 [/deleted] 2330-0030 hrs. (O.K.)
Balloons Arranged with B.L.O’s 11 & 12 Groups for over-riding control of balloons, which will be at following heights, for times noted:-
Langley }
Weybridge } 1500 ft. 2345-0100 hrs.
Derby }
Sheffield } 500 ft. 001-0200 hrs.
Billingham – Close hauled 1745-1900 hrs and 0030-0300 hrs.
1300. Mosquito DD607 Dyce. Linton state Mosquito DD/607 from Dyce (F/O Duke) c/s “Slumber 104” landed Tholthorpe 1200 hrs, via Drem (1330 hrs) & Dyce (1350 hrs.) Has requested that Drem home him on Channel “D”. Passed request to F.C.R.O 12 Group & movement to M.R.O. 12 Gr.
1425 4/32/U. Chelveston Air I authorized flight to transport extra crew to Chelveston in order to bring back 432/V.
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1600 Emerg. Petrol & Weather Diversion Bases. In consultation with Met the following bases have been laid on as provisional diversion bases:-
Tangmere – 419
Ford – 428
Middle Wallop – 427
Boscombe Down – 429
Dunsfold – 431 & 434
Passed to stations 1630 hrs.
Billingham Balloons. Revised times:- [underlined] 1815-1945 [/underlined] and 0030 to 0300 hrs. – arranged with B.L.O. 12 M.S.G. informed.
1550 Density Exercise night 23/10/43. A.A. & S.L. Liaison Officer explained that they were ready by that for some reason (as yet not determined) the R.O.C. from whom they had arranged co-operation in plotting failed to function. A further & more detailed explanation is to be forthcoming for our information. (Kenton Sector telephoned Newcastle 26111 Army “B” Board or Ext, 15)
1735. L.F.B. at Beachy Head. F.C.L.O. 11 Group has just advised that this Beacon will be on 360°T instead of 310T. – Stations informed.
1830 Off duty HL Spence P/O.
18.30 On duty F.D. Cleland F/L
18.45 AS4 request Pundits #115, 1, 140, 91 from Dusk to Dawn
22.15 W/427 overhead at Skipton – reports 2 dead and one injured on board. Undercarriage shot up, also tail assembly damaged.
Ex. Skipton: Can we arrange diversion to Dalton as
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he may possibly prang on landing.
We suggested Topcliffe instead & arranged same through Base there.
22.25 Informed by Skipton they intend to land him there instead as his U/C is down & locked.
22.40 W/427 landed OK at Skipton.
Dead: P/O Rogerson G.T. (WopAG)
P/O Findlay J.G. (Rear Gunner)
Injured: Sgt. Cardy W.H. (Flight Engineer.)
X/429 Bearing 070° (Bircham Newton) II class at 00.08
Fix 54.48N, 0815E (Bircham Newton) II class at 00.26
Position passed to FCLO at 12 Group.
[Deleted] Bearing [/deleted] Fix 54°54’N, 07°53’E (Bircham Newton) II Class at 00.38 acknowledged.
FCLO at 12 Group informed of position and aid requested.
Sheffield Balloons. Balloon Officer at 12 Gp. inform us it is necessary to raise Sheffield balloons to 6500 ft.
This information passed to FCLO 12 and also asked if any of our aircraft go near balloons to either close haul them or illuminate them.
0100 X/429. Priority Fix position 54°27’N 06°38’E 3rd Ack plus Bearing 078°T. – passed to F.C.L.O. 12 who suggested that the Whitby light be put in operation at full power. -
Controller informed agreed – when a/c’s position shown to be within visual range
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Oct 4th 43 Cont’d
0105 X/428 Ex. M.L.S. 12. Message from X/429. “S/C 260° - A.Speed 170 mph Height 7400’”.
Controller 6. FCLO 12 and Leeming informed of all foregoing particulars
0110 A/C flashing lights Ex FCLO 12: Aircraft near Croft flashing lights. – Passed at once to F.C. Middleton.
0120 X/429 Fix: 54°14’N 05°48’E 3rd 0106 Ack. Passed to F.C.L.O. 12.
Station and Controller informed.
*
0135 X/429 Ex the aircraft on Hull Ht 5600’, S/C 238° AS 170 mp
01*22 Crash. Crash at Middleton Airfield not obstructed – Particulars later
Controller advised
0140 F.C.L.O. 10. Apologies to FCLO 10 for failure to stand down Boscombe and M. Wallop graciously received. No inconvenience as plots showed a/c to pass through ok.
D.O. F.C.L.O. 11.
01.55 Sheffield Balloons Now flown at 500 ft.
Oct. 4th/ 43 Contd.
02.00 Unknown Middleton aircraft. R.O.C. report one Middleton aircraft left circuit and now circling Skipton.
02.10 Skipton say it is not Middleton’s.
Z419 2 injured. Attacked by intruder near Lincoln. Crashed – aircraft complete write-off.
02.07 X 429 Fix Hull I class 52.58N 01.54E Ident. Message: Negative emergency – OK – Heading for base.
02.26 X 429 Landed at Coltishall. Slight flak damage. Crew O.K.
0900 Off duty F.D. Cleland F/L.
On duty H.L. Spence. P/O.
429/Y Leeming request this a/c return from Tholthorpe to-day, weather permitting. Linton informed for transmission to Tholthorpe.
0940. 429/X Leeming state Pilot of this a/c which landed at Coltishall is injured & request permission to fly a Halifax to Coltishall for purpose of transporting another Pilot to fly 429/X back to base. – this providing there is a “standown” today + weather permits. Air I authorized taking pilot in the Oxford – not in Halifax.
0945 1000 Met. Weather in Group up to 1400 hrs. – 10/10’ths cloud base 1,000 (patches below) continuous slight rain or drizzle. Recommend best time for return of a/c away around 1800-2000 hrs. Informed Leeming and Tholthorpe (via Linton). Also to Leeming
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following met re WaterBeach, Coltishall & West Malling: Present Cloudy 8-10/10’s, base 1500-2000 ft. good viz 6-10 miles. Around 1800-2000 hrs weather at these places will be similar to present weather in 6 Group.
1025 429/Y W/C Pattison requested m/n aircraft be returned to base immediately. Instruction passed to Linton for transmission to Tholthorpe.
1040 427/P 427/L On instructions from Leeming requested of F.C.L.O’s 11 Gr. & 12 Gr. That a/c at West Malling & Waterbeach (respectively) return to their base at once – E.T.A. to be before 1200 hrs. If a/c unserviceable we are to be informed.
1150. 427/L. Leeming advise this a/c temporarily U/S & that Waterbeach will advise this Group when “S”, at which time we’re to check. Met for return conditions same information received from FCL.O. 12 Group at 1108 hrs. Also from F.C.O. 3 Group at 1115 hrs. C.S.U. U/S. OIL PRES. GA. U/S. S/F U/S.
1120 427/P F.C.L.O. 11 Gr. Advises Pilot of this a/c requires a Navigator for its return. (regular Navigator wounded and in hospital), also that one engine of a/c is “ropey” and is being worked on. Hope to have it ready by noon or early afternoon.
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1120 429/Y Linton advise m/n a/c took off from Tholthorpe 1115 hrs. for Skipton. Leeming informed. – Landed Skipton 1127 hrs.
1145 L.F.B. #2. Arranged through 12 Group Ops. to be laid on at 280° from 0420-0520 hrs.
1215 [Underlined] NOTE D.F.C.O. G.C. Taite C/O Wellesbourne. [/underlined] M/n Officer expected to land at Linton at 1000 hrs. 5-10-43. [Underlined] W/C. Bradshaw is to be informed immediately he lands at Linton. [/underlined] Transportation to H.Q. here has been arranged. Linton Base F.C. have been asked to advise us immediately G.C. Taite arrives.
1315 427/P. Leeming state latest information from West Malling is that crew are returning by train, although no instructions were issued by the station to do so. Latter unable to contact the Captain, but believe there is some electrical trouble with the engine.
1330. Leeming Oxford 1822 429/X Air I authorized S/L. Chipling to fly F.O. Barker & [inserted] (P & N.) F.O. Bowden to Coltishall to bring back 429/X. Leeming informed.
[Underlined] 1320. [/underlined] [Deleted] Emerg [/deleted] Provisional Petrol Diversion In consultation with Controller & Met have requested from C.F.C. five emergency Petrol Diversion bases – suggesting Upper Heyford, Abingdon, Wellesbourne, Honeybourne, Moreton-in-Marsh, Westcott, Wing.
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1325 L.F.B. Beachy Hd. Requested F.C.L.O. 11 Group to lay on Special Beacon at Beachy Head on bearing 310°T from 2315 to 0015 0050 hrs.
1400 Balloons Confirmed with B.L.O’s 11 & 12 Groups that balloons would be as follows, with control thereon:-
Langley }
Weybridge } 1500 ft. – 1845-2030 hrs. 2200-0030 hrs.
Derby }
Sheffield } 500 ft. – Dusk – 0300 hrs.
1400 Movement Arranged with M.L.S. 12 for Air Firing at Whitby & R.H.B. and Bombing at Strensall for Lancs. Hals. & Wells. from 1400-1800 hrs. (Ref. E-75.)
1445L.F.B. Beachy Hd. Bearing of this Special L.F.B. will now be 360T instead of 310°T.
1520 LFB & Balloons. Information passed to Stations.
1430 Prov. Petrol Diversions C.F.C. have allotted us following:- Wing, Westcott Harwell, Chipping Warden, Pershore.
1530 ditto In view of provisional aspect, Controller has decided only 3 bases are required. Selection and allotment is as indicated below
419 & 428 – Wing
427 & 429 – Westcott
431 & 434 – Harwell.
“Gen” passed to Stations.
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1640 Billingham Balloons. Arranged for close Hauling from 1700-1830 hrs. & 00.30- [deleted] 0200 [/deleted] 0230 hrs. – through B.L.O. 12 Group.
Prov. Petrol Diversion Harwell. Group Met. are not happy regarding conditions on Harwell on return – 10/10 ths cloud, base 1,000 ft., with continuous slight rain. They feel a base farther north would be better. In view of petrol shortage, & provisional nature of diversion, Controller considers to let Harwell stand.
1745. V.I.P. AVM. Johnson from Sherburn Landed at Topcliffe. 1729 hrs.
1820 L.F.B. 2. Cancelled with 12 Gr. Ops.
1830 Off duty HL Spence P/O. On duty D.H. Miller F/Lt.
1930 Diversion 91 Gp. say that if weather at Harwell is not very good on return of our a/c (see note above) they will redirect theirs to Pershore, Gaydon or [deleted] Chipp [/deleted] Moreton-in-Marsh where the weather is expected to be better.
2050 Crash E/1679 (Taxying accident) E/1679 crashed while on circuits & landings at Eastmoor just off the aerodrome. Apparently aircraft while taxying along perimeter went through the hedge & into ditch. Two props. broken, other damage as yet unknown. Will give us rest of details in the morning. Controller & Air I informed.
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2055 Weather From Met: the cold front that has just passed through 6 Gp. is now stationary and may back up causing poor conditions at bases – [inserted] (possibly [/inserted] 1000 ft cloud base, with some rain, 1 miles vis.) Requested them to advise us of a better area for our diversions.
2140 Bullseye cancelled an account of weather at bases on return.
2141 Diversion On instructions from Controller, advised 91 Gp. to have Harwell divert any of our emergency aircraft to Pershore (weather there: cloud base 1500 ft, slight rain) Told them of possibility of using Pershore for a definite diversion base for some of our aircraft.
2150 X-countries On Air I’s instructions 1679’s two x-countries ETD 2300 ETA 03.45 were cancelled due to weather at base on return.
2150 Diversion Told 92 Gp. that we may require them for a definite diversion due to weather at our bases. Asked them if they could find us two other A/D’s in addition to Wing and Westcott for our 46 aircraft originally laid on to these two stations as a petrol diversion. 92 Gp. pointed out that their weather is pretty duff also, [deleted] with [/deleted] Wing with only a 1000 ft. cloud base.
2210 Weather diversion On Controller’s instructions, the following arrangements were made to cope with our a/c if weather conditions to permit them to return to bases:
Croft & Scorton to aid Middleton
Dalton to aid Skipton
Linton to aid Tholthorpe
Eastmoor to stand by for emergencies
[Page break]
2210 92 Group Re weather they say they can offer us no additional aerodromes as they are expecting a low cloud base. Wing at present has a cloud base of 800-1000 but they say of any of our a/c come up at Wing [inserted] in emergency [/inserted] they can handle them somewhere in their group.
2300 Weather From Met: latest forecast shows bases will not be as bad as expected and a/c should be able to get back without any difficulty. Conditions expected are: cloud base 1500-2000 ft. good vis., very slight rain possible. Controller instructs no new diversion bases be laid on.
[Underlined] Monday October 5, 1943 [/underlined]
0020 92 Gp. 428/J & 429/S Their weather is very bad ad they are working 428/J and 429/S on Westcott’s [deleted] etc [/deleted] & Wing’s D/F. 429/S says on Westcott’s R/T that he only has 15 min petrol left. Bruntingthorpe, the nearest fit station is 20 min. flying time away. They are lighting all aerodromes in vicinity. (429/S landed at Silverstone at 0030)
428/J sent message on Wing’s D/F – “short of petrol, where can I land?” a/c was sent to Bruntingthorpe at 00.25 (ack. Diversion)
(428/J landed at Little Straughton at 00.40)
0027 429/F From 12 Gp: this a/c sent following message[inserted] on South [/inserted] “I require flarepath, petrol low, eng. u/s, will call again”. No fix on this a/c was obtained. Told 11 & 10 Gp FCLO and requested he have all A/D’s on coast ready to receive this a/c. Told South to hold him & contact us when he calls again.
0035 434/W Received fix from Pulham at 0019 “4930N 0028W 3rd Ack.” Putting him west of le Havre off
[Page break]
French coast. Informed 11 & 10 Gp. FCLO’s. 11 Gp. FCLO says he has plot of a/c near Cherbourg going north believed to be hostile, but possibly friendly.
0040 Diversion to all 6 Gp. a/c Controller instructed following message to be sent on GOF “Negative Wing Westcott, you may land at Tangmere Ford” (This to be sent out at 0050, 0120, 0150 & 0220)
0052 429/F Acknowledged fix [inserted] – passed to 11 F.C.L.O. [/inserted] from Southampton at 0052 “5112N 0025E 2nd putting him over Kent. 11 Gp. informed, and Controller instructed that the following message be sent out immediately “Land at Tangmere” which was ack. By a/c at 0100)
0048 434/W From 12 Gp. – a/c sending message & SOS – too weak to fix.
0049 434/W Pulham told this a/c to send call signs. a/c was weak & bearings were:
Pulham 210 3rd
Tangmere 205 3rd
0054 434/W A/c still unreadable, too weak [deleted] Bearin [/deleted] for a fix but bearing on Pulham 206° 3rd.
0058-0200 434/W a/c bearing 211° from Pulham & 207° 3rd from Tangmere. [Deleted] E [/deleted] This latter bearing was passed to the a/c but it did not ack. & nothing further was heard of him despite repeated calls. 11 Gp. informed who say this ties up with a plot which faded in Z5404 1 mile off French coast. Not possible for Air Sea Rescue but they may send out international broadcast in the morning. They will let us know of action taken.
0055 Tholthorpe lights U/S and will land a/c at Linton.
[Page break]
0150 Tholthorpe lights now okay – will land remainder of their a/c.
0202-0300 Crash 429/F at 0117 From Leeming: this a/c crashed at Heathfield, Sussex (north of Friston A/D) Mid-gunner phoned Leeming.
From 11 Gp: F/Lt. Pentony }
F/O Messenger } All okay and on way to West Malling.
Sgt. Byers }
P/O Craig }
F/Sgt. Patton }
P/O Fitzgerald } 1 dead in a/c (not identified, 2 still missing
Sgt. Holdsworth }
F/Lt. Thompson }
0330 429/F 11 Gp FCLO, after making enquiries found out the following: An a/c “F” (no callsign) called Friston at 00.20 & said he must land. Friston put on all lights (glim flarepath & flood light, no drem) The [sic] got a visual on a/c & said it was definitely a Halifax. At 0032 a/c said something about “going away” and 11 Gp. searchlighted it to West Malling who stood by with lights on. 429/F crashed at 01.17, according to ROC just north of Friston.
0400-0430 a/c away Met. say our weather will not be suitable to bring a/c away back to base till 11 o’clock. Instructed 10, 11 91, 92, 5, 3 Gps. & 1st US div. to have our a/c stand by for take off about 1000 hrs. but not to take off till checking weather with us. All our stations informed of these instructions.
Results 5 missing, one (434/W) of which was heard from.
[Page break]
[Underlined] Oct 5th 1943. [/underlined]
0800 434/W International broadcast was sent by 10 Gp. for this a/c at 05.30
0900 Off duty D.H. Miller F/Lt.
0900 On duty F.D. Cleland F/LT.
10.45 Smoke S. of Topcliffe { 9 Group report heavy black smoke south of Topcliffe. Passed to Topcliffe. Bonfire on Dishforth Aerodrome.
10.45 434/W International Broadcast was acknowledged by Germans at 05.30 hrs.
11.15 431/D Permission from F/C. Linton Base [inserted] (F/O Young) [/inserted] for this a/c to return to base from Middle Wallop. Passed to 10 Gp.
12.00 429/K Port outer engine U/S. New engine needed. Crew told to return by rail –
12.15 Aircraft Serviceability – Linton Base informed of serviceability of their aircraft [deleted] air [/deleted] which have landed away from base.
Diversions tonight
12.45 427 Aircraft W/C Turnbull orders all 427 a/c [deleted] back by 15.00 hrs.[/deleted] Airborne from other aerodromes by 14.30 hrs. otherwise to stay where they are.
13.00 427 Aircraft This information passed to 92 Group.
14.10 429 Aircraft. 428/N All serviceable told to return. P/429 told to return base as soon as possible.
14.58 Landfall Beacon Beachy Head. (EL 070°) Bearing 360°T from 22.15-22.35.
15.05 Langley Weybridge Balloons. 1500 ft from 20.00-01.00
15.06 Billingham Closehauled 17.30-19.30 hrs & 23.30-01.30 hrs.
[Page break]
15.15. Diversion Base. Petrol diversion base for Wellingtons 432 is Ford. Arranged with Central F/C.
15.00 Comm. Flight. Ordered either Oxford or Proctor for S/L Jacobs Thursday.
15.35 K/427. At Bruntingthorpe – Mag. drop in one engine. May be ready at 17.00 hrs. Contacted W/C Turnbull who sets deadline for ETA base 18.30. 92 Group informed.
16.10 Diversion Base. Air I cancels Ford as diversion base for 432.
CFC suggest Wyton for 432 – finally conceded & Wellingtons 432 to Oakington and 7 Wellies 432 to Wyton.
1615 Diversion Base. See necessary gen on provisional Dvn Bases passed to Middleton – Leeming and Linton.
1640 – All ops in Command Cancelled because of weather at Bases on return.
Balloons – Cancelled with respective BL.O.’s.
L.F.B. – Landfall Beacon Beachy Head cancelled with FCLO 11
Dvn Bases. – Cancelled with Thanks to C.F.C.
17.45 { J 429 At Mkt. Harborough (92). Ready to leave 07.30 hrs.
{ P 429 At Downham Mkt (3) Ready to leave 07.30 hrs.
{ Q 427 At Westcott (92) Ready to leave 08.30 hrs.
* ( W/C Pattison will call at 07.30 hrs. tomorrow morning. Will Duty FCO have a weather report ready?
17.34 K/4278 Left Bruntingthorpe for Base.
[Page break]
[Underlined] Oct 5th 1943 [/underlined]
18.30 Off duty F.D. Cleland F/L
On duty HL Spence, P/O.
1840 Night Flying – Passed to Stations & R.O.C.
1845 Pundits A.S. 4 requests #1, 91, 115, 140, & 155 from dusk to dawn. Passed to Stations.
427/K Landed at base.
2055 1100 429/F Reference entry 0202-0300 – Intelligence West Malling state all 8 of crew accounted for. Summary:- 3 on way back, 3 in hospital and 2 killed.
[Underlined] F/L. Pentony [/underlined] in hospital, suspected fracture of ankle turned out to be small bone in foot.
[Deleted] P/O Craig [/deleted] P/O Fitzgerald in hospital, under observation for kidney trouble.
[Deleted] P/O Fitzgerald, in [/deleted]
P/O Craig in hospital with bruises to head and knees.
All 3 resting well & easy.
Ops. 3 Southdown & Leeming Ops. informed.
22.35 Movement Air I authorized Tholthorpe’s Halifax on planned x country to land at Harwell to drop off some parts for 434/M. Tholthorpe informed.
[Underlined] Tuesday, Oct. 6, 1943 [/underlined]
0045 Pundits A.S. 4 request cancelled. Stations informed.
[Page break]
0100 Ident Board changed.
0715 429/J + P 427/Q Reference Entry 1745 hrs. Group Met states cold front coming in from west bringing rain with it. Gale blowing at present time This is general throughout England En route and at take off points low cloud, about 1,000 ft. and small drizzle. Recommends waiting until middle or late afternoon when cold front should be through. Suggests checking Met again early afternoon.
0815 ditto Passed entry 0715 to W/C Pattison who requested 429 a/c not to take off until further advice is received from him. Advised F.C.O. of Groups 3 & 92 for transmission of instructions to Market Harborough & Downham Market. Also passed Met information to F.C. Leeming for W/C Turnbull.
0820 ditto W/C Pattison countermanded previous instructions. Now wishes a/c to take off immediately & to get back to base by 1000 hrs, to route up Vale of York. Similar instructions received from W/C Turnbull for Q/427. This passed to F.C.O’s 92 & 3 Groups for transmission to Stations.
0900 Off watch H.L. Spence P/O. On duty D.H. Miller F/Lt.
[Page break]
0930 427/Q Westcott 92 Gp. advise that this a/c has P.E trouble and will not be ready till at least 1000 hrs. The front is due at Leeming about noon. 427 Sqdn. Comm. says he’s to return by 1000 hrs. but not after [deleted] wh [/deleted] without further instructions. Same applies to 429/J. Passed to 92 Gp.
0950 }
1000 } 429/J & P On instructions from W/C Pattison, informed 92 Gp that 429/J who had not yet taken off from Market Harborough that he is to await further instructions. 3 Gp FCO given same instructions at 1000 hrs. and they managed to stop him taking off.
1015 AVM Johnson Permission given by Air I for AVM Johnson to go down to Northolt in 1659 Halifax. Met. say Okay. Informed Northolt.
10.40 429/J & P W/C Pattison says he will leave getting these two a/c back to base to us. He wants them back as soon as possible and says that a 1000 ft cloud base and 2 mile vis. is okay for weather at base to bring them back to.
1045 AVM Johnson Met now say they do not like conditions at Northolt (1000 ft cloud base, vis 4000 yds and slight rain) they don’t think it will improve very quickly and suggest trip be scrubbed. Topcliffe informed.
11.10 a/c away [Deleted] W/C [/deleted] Met. Say front is now past us and conditions are reasonably certain for return of these a/c although they will have to fly through the front. Told 92 & 3 Gp.
[Page break]
to send them back immediately after getting permission from W/C Turnbull and gave them the following routes:
427/Q – Westcott – Peterborough – Base
429/P – Downham – Lincoln – Base
429/J – Market Harborough – Newark – Base
Warned them of low cloud & to avoid high ground.
1120 [Deleted] H20 [/deleted] AVM Johnson has decided to go down to Northolt despite weather. Warned Northolt to watch for him.
1125 427/Q Still u/s; they will let us know when it’s okay.
1135 AVM Johnson took off for Northolt at 11.32; passed to HLS
1200 429/P Pilot cannot be located. W/C Patterson informed
1350 LFB Beach Hd Special LFB at Beachy Head will be exposed at a bearing of 360° True from 2320-0130 hrs.
Balloons Sheffield Balloons – at 500 ft 00.30-0400
Langley & Weybridge at 1500 ft 2330-0200
Harwich at 1500 ft. 1930-2045
We have over-riding control on these.
1400 429/J landed at Finningley. W/C Patterson is going to instruct him to come back immediately.
1435 427/Q is now serviceable. Referred to Leeming for instructions. W/C Turnbull says he is to come back immediately. Warned him weather was not good en route but he said it was good enough. Passed W/C Turnbull’s instruction to 92 Gp.
1530 427/Q Airborne from Westcott at 15.25
[Page break]
1545 [Deleted] Balle [/deleted] Communications Flight Arranged for Proctor for S/L Jacobs tomorrow at 0900 hrs. Form sent to Comm Flight.
1650 427/Q and 429/J have both landed back at Skipton.
1700 429/P W/C Patterson want this a/c to take off immediately despite the fact he will have to fly through front with cloud 1000 ft & below and rain. Base conditions good vis. with cloud base 1200-1800 ft. Informed 3 Gp. of above.
1640 Operations cancelled. LF Beacon at Beachy Hd. & request for close hauling of balloons cancelled.
1745 S/L Jacobs will be going down to Eastchurch at 0900 hrs. in the Proctor, route: Linton, Spalding, Cambridge, West Malling, Eastchurch ETA 1030. Permission obtained from Eastchurch.
1800 Bullseye scrubbed on account of weather.
1825 427/L at Waterbeach is ready & will be coming back first thing in the morning. Leeming informed.
1830 Off duty D.H. Miller F/Lt.
18.30 On duty F.D. Cleland F/L.
P/429. Weather at Downham Market [deleted] 8 [/deleted] 10/10 – 800’ – rain – viz moderate – Permission granted by W/C Pattison for a/c to wait a couple of hours for clearing conditions – but definitely to return tonight – by hours of darkness – ok. – 3 Group F/C advised.
[Page break]
[Underlined] Oct. 6th 1943 [/underlined]
19.00 Restricted Areas. MLO 12 – W.E.F. Oct 7th TFN clearance will be withheld for non-operational flying [underlined] by night [/underlined] in the Sea Areas formed by the coast at following points
[Underlined] Area I [/underlined] Brancaster Bay.
WB7500
WB4290
Flamborough Head
[Underlined] Area II [/underlined] Scarborough
RW2009
RQ4020
Acklington
19.15 Passed to all stations
18.56 Aircraft Showing Broad I.F.F. D/1659 MLO 9 reports aircraft showing intermittent Broad IFF approximately over Gt. Ormes Head – going east towards Ryll hugging coastline. Believed to be D/1659 – QDM 088 at 20.25 QDM 110 – 20.26 hrs.
20.30 Pundits AS4 request #1, 91, 115. 140 dusk to dawn.
Passed to Tiopcliffe, Linton, Leeming.
21.15 D1659. Overhead Topcliffe Landed 21.15
21.56 P/429 W/C Pattison wants this a/c to return from Downham Market immediately – To fly at 4000 ft – not to fly below until position ascertained in Vale of York, Can home on Leeming’s beam – Passed to 3 Gp – F/C
2245 P/429 Ex F.C. 3 Group. P/429 to be a/b in approx. 5 minutes – Passed to Ops Leeming for W/C Pattison.
2307 P/429 Ex F.C. 3. P/429 a/b from Downham Market at 2303. Passed to [deleted] F.C. [/deleted] Ops Leeming.
[Page break]
[Underlined] October 6th 1943 [/underlined]
23.25 Pundits AS4 cancel #1, 115, 91, & 140.
0001 Thursday Oct 7th ‘43
- Remainder of night quiet.
0800 MAP and Sdn. F.C. – advise for S/L Jacobs that Program at Eastchurch will be carried out as detailed
0800 S/L Jacobs informed
0805 Base Linton informed who advise that Proctor will be ready.
0900 Off Duty [Signature] FL
On duty H.L. Spence. P/O.
0920 Arranged with M.L.S. 12 Gr. For air firing at RHB & Whitby and bombing at Strensall for Hals. Wells & Lancs. from 1000 hrs-1800 hrs – Ref. [underlined] E-45. [/underlined]
1005 428/O 428/C 428/I M.S.G. advise instructions have been issued for m/n aircraft to return from [deleted] base [/deleted] Little Soring, Tangmere & Mildenhall.
1020 BullsEye. Night Ops (12) Maj. Eaton-Smith – [indecipherable] 39 Admin. promoting Bulls Eye for this evening. Route planned St. Neots – Newcastle – Middlesboro – Goole – Cambridge – Norwich – Sheffield – Bases. Groups 1, 4, & 5 may also participate. Requested offers form Con Units.
1120 434/M Informed Harwell Tholthorpe sending
[Page break]
parts & mechs. to repair this a/c. T.O. 1130 ETA 1245 hrs.
1115 428/I M.S.G. report this a/c returned to base.
1155 427/L Waterbeach On instructions of Leeming F/C. requested 3 Gr F/C to have this a/c return to base at once.
1155 [deleted] 1220 [/deleted] 1300 Bulls Eye 12 Gr Night Ops. report change in route as follows:-
St. Neots – Goole (IR) – Middlesboro – Newcastle – Liverpool – Manchester Peterboro (IR) – Norwich – Sheffield – Bases. Starting Beacon St. Neots. Turning Beacon at Norwich (3 at 18,000’)
Offers 1 Hal. 1664 Croft.
1 Lanc 1679 Eastmoor.
No P.F.F. – (Mos. & Beaus) Fighter interception all the way. Search lighting except in areas North Yorkshire to Middlesboro, and Newcastle Liverpool & Manchester until about 10 miles east of Nottingham. – Provisional starting time St. Neots [deleted] 730-745 [/deleted] 1930-1945 hrs at 15,000 ft.
Groups 1, 3, 4, 6, 92 & 93 participating.
Passed above details to M.S.G. & 62 base ops.
1300 L.F.B. #2 Beachy Head Arranged with 12 Gr. Ops. for LFB #2 on 280° from 2345 to 0045 hrs; also through F.C.L.O. 11 Group for Special Beacon at
[Page break]
Beachy Head on 360° from 0200-0300 hrs.
1300 Balloons Arranged for control of balloons, as noted below, with Balloon Liaison Officers of 11 & 12 Groups respectively:-
Langley }
Weybridge } 1500 ft. 0200-0330 hrs.
Sheffield }
Derby } 500 ft. 0230-0400 hrs.
1530 Bulls Eye. Eastmoor have cancelled their offer of 1 a/c. – Night Ops 12 informed.
1730 Comm a/c Proctor S/L Jacobs should arrive at Linton at 1900 hrs. (T.O. at 1700 from Gransden Lodge or Eastchurch) F/L WYNAS
Linton informed.
1800 Firing Exercise Beachy Head M.L.O. 12 state exercise of firing scheduled near Beachy Head from 0300 to 0500 – 8th/14th Oct. In view of time of return of our operational a/c they have requested it be discontinued on the 8th.
1810 Pundits AS 4 request 1, 91, 115, 140 Dusk to dawn – passed to Stations.
1810 L.F.B. #2 Time changed to 0230-0330 hrs. Linton (62 Base) informed.
1835 Pundit 155 requested by A.S. 4 dusk to dawn. M.S.G. informed.
1945 Night Flying Passed to R.O.C. & Stations.
1830. Off watch H.L. Spence/ P/O.
[Page break]
[Blank Page]
[Page break]
[Table of Diversions]
[Page break]
[Underlined] Con. Units. [/underlined]
1659 Topcliffe Hal.
1664 Croft. Hal.
1679 Eastmoor Lancs.
408 Linton Lancs.
431 Tholthorpe Hal.
429 Leeming Hal.
[Underlined] Gp. Sqd. [/underlined]
419 } Middleton Hal.
428 }
427 Leeming Hal.
432 Skipton Well.
426 Linton Lancs.
434 Tholthorpe Hal.
Dublin Core
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Title
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Flying Control Log Book
Description
An account of the resource
Log covering the following periods -
29th August to 6th October 1943 (71 pages)
Movements of aircraft at Tholthorpe.
Format
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One handwritten book
Language
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eng
Type
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Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MCothliffKB[Ser#-DoB]-151020-120001
Coverage
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Royal Air Force
Publisher
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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.
Contributor
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Anne-Marie Watson
Date
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1943
Temporal Coverage
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1943-08
1943-09
1943-10
Spatial Coverage
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Great Britain
England--Yorkshire
air sea rescue
RAF Tholthorpe
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1612/24526/MCothliffKB[Ser -DoB]-151020-120002.pdf
5214645160d527c9a5ec952a1035df39
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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Cothliff, Ken. Tholthorpe Logs
Description
An account of the resource
10 items. The collection contains flying control log books from RAF Tholthorpe.
The collection has been donated to the IBCC Digital Archive by Ken Cothliff and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Cothliff, K
Transcribed document
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Transcription
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FLYING CONTROL
LOG
[Government Crest]
FROM OCTOBER 7th 1943.
TO = NOVEMBER 26th 1943.
[Page break]
[Blank page]
[Underlined] October 7, 1943, Thursday. [/underlined]
1830 On duty D.H. Miller F/Lt.
2030 Pundit Leeming’s pundits temporarily u/s. They think they can repair it within an hour so AS4 not informed.
2040 Hostiles From 12 Gp. MLO. – 60+ x-raids plotted off coast of East Anglia, believed to be hostiles. Our 1664 Bullseye a/c is due at Norwich at 21.58. Croft informed. Controller informed.
2054 Balloons Canterbury & Thames balloons at 6500 ft. All stations informed re this & intruders. Controller instructs no action to be taken with ops. a/c.
2057 Pundit Leeming’s pundits now okay.
2057 Hostiles 12 Gp. Controller orders recall of our Bullseye a/c due to hostile activity. DSO will handle the signals and Croft informed. All groups are recalling.
21.12-21.30 Crash Eastmoor report crash NE of them: ROC informed and give final plot of V2105 (a few miles east of Wombleton in Eastmoor crash area) Contacted Base 62 & Base 61. Eastmoor have operational take off at 21.55 so Topcliffe instructed to send out crash tender, ambulance & M.O. Helmsley and possibly two other village fire brigades were sent out (we requested Helmsley to go out) Controller & AOC informed.
[Page break]
2120 Hostiles – Signal Controller instructed DSO to send out following message on GOF at 21.50 & 22.20: “Enemy a/c on your course between 21.30 & 22.30 hrs.” T.O.O. 21.30
2122 Hostiles – Signal Linton have sent to their ops. a/c on H/F D/F “Switch off Nav. lights” after getting permission of their Air Commodore.
2140 Crash C1408 The a/c [inserted] that [/inserted] crashed (see 21.12 above) was 408/C. All crew baled out, according to Linton who were speaking to one of the crew.
2145 Bullseye a/c acknowledged recall signal.
2150 Crash 408/C From Topcliffe: Helmsley police have informed Topcliffe base that the a/c crashed to Spaunton village (22/203097) and bomb exploded setting some houses on fire, causing [deleted] a few [/deleted] one casualty. All crew baled out but 2 not yet located.
2205 Crash Tried to get through to Spaunton by phone but apparently there is no phone there. Spoke to pilot at Huttonly Hall, nr. Spaunton, who said he was the last to bale out. Reason for baling out: controls locked on take-off.
2232 Weather Met. say they are not too happy about weather at base on return but will let us know by 0100 hrs. Controller says no action till after Met. conference.
2240 426/V Sent message: “Pilot hit, going to jettison in sea” sent in plain language. Position obtained by South. is 5044N 0017W 2nd. not passed to a/c as it was too approximate. 11 Gp. FCLO informed who says he has aerodromes in that area lit up. R/T call signs passed.
[Page break]
2255 Crash 12 Gp. informed of crash of 408/C
2310 Weather Controller instructs that diversion bases be laid on with CFC in view of bad weather expected at our bases. Referred to our Met.
2315-0030 Diversion requested from CFC. They have practically [deleted word] no fit aerodromes they can offer us that are any good. Suggested Silloth for 432 a/c which we accepted after consulting met. They finally decided we would have to wait until after 0100 hrs. met. broadcast. Controller said okay.
2350 426/V landed Tangmere at 2305. Pilot in SSQ and says “a message he had sent he wants cancelled” Informed Linton.
[Underlined] Friday Oct. 8, 1943 [/underlined]
0047 Diversion Gave Silloth all gen. re diversion.
0110 Hostiles all gone and 11 Gp. balloons down to 1500 ft except Dover which is 2500 ft. Stations informed.
0130-0230 Weather From Met: Middleton, Acklington, Croft &Thornaby will be good enough to land 408 & 426 between them. In view of this Controller decided not to send out diversion message but to bring them back to base and divert them as follows by R/T:
408 & 426 – to Middleton & Croft (one each alternatively)
432 to Silloth
Stations are only to divert if their own weather bad. Scorton & Thornaby standing by in case Middleton & Croft go unfit. The latter two stations are not
[Page break]
to re-divert without notifying Group. Informed CFC and Middleton, Croft, Scorton & Thornaby, 12 Gp. and 62 Base HQ. Thornaby say squeakers do not interfere unduly with Bomber R/T and they will attend to grounding of nearby balloons.
0230 10/K from Welbourne landed Linton at 0222 after giving darky call. Will be staying over night. 4 Gp. informed.
0247 432/B landed at Docking at 02.30. Reason: WOP thought he received a diversion message but could not understand it. Controller instructs that he stay over night & return first thing in the morning after checking weather. Linton informed.
0240 Billingham balloons will be grounded from 0330-0500 hrs.
0300 432 a/c all accounted for. Silloth stood down with thanks. CFC informed.
0315 432/B From 16 Gp: the reason mentioned in 0247 note is apparently wrong; 16 Gp. do not know where it came from. The reason now given for landing at Docking is “engine trouble” Linton informed.
0320 Crew that baled out – all now located and okay.
0430 Diversion bases, Thornaby & Scorton stood down as Middleton and Croft are holding out okay – Controller’s instructions.
0450 Darky Croft heard darky call by a “Handkerchief F” at 0449. There vis. was poor at that time so we instructed them to send him to Middleton if they can contact him again. They think it is an Anson; ROC has 3 or 4 Ansons on the board. Croft got no results by shooting
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Friday Oct 8/1943
mortars off. 12 Gp. informed.
0500 Results of ops. S/426 still outstanding. Middleton landed 4 of Linton’s a/c. Middleton & Croft stood down as far as Linton a/c are concerned. Nothing heard of 426/S.
0515-0525 Darky Croft have had another darky from an Anson and Middleton have been instructed to send up rockets & put their lights on. Croft have sent a “G” over to Middleton, & Scorton who have had a darky are going to send him to Middleton if they can contact him.
0530 Darky ROC have only 1 a/c, an Anson in our Group. They say he is circling Croft. Middleton shooting off rockets etc. & have contact lights on but a/c continues to call Croft asking them to put their lights on – Croft have lights on and are trying to contact him on R/T but without success. Scorton are pointing their Sandra light towards Middleton. 12 Gp. FCLO at a loss as to what to do.
0600 Darky has now left Croft and gone SW to Z40 into 9 Group who are now handling him. Middleton’s weather has now gone “out” but Thornaby still okay. Middleton & Croft informed.
0710 Anson landed at Cork at 0625.
0900 Off duty D.H. Miller F/Lt.
09.00 On duty FD Clelland F/LT.
10.20 Diversion Bases. CFC asked for Provisional diversion bases for 67 Hals, 17 Lancs & 13 Wells. Will give answer to us after Met. Conference at 12.00 hrs.
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[Underlined] Friday Oct. 8 1943. [/underlined]
10.10 V/426 F/O Buchanan called re instructions about returning. Linton will arrange this.
10.45 C/408 Wombleton are guarding the aircraft. Only one casualty caused by bomb exploding.
10.30 Linton Aircraft lands away from base. Linton will arrange for their return.
14.45 1659 on Bullseye - Cancelled due to inexperienced crews.
1679.- Still on. (1 Lanc.)
16.30 Diversion Bases * C.F.C. contacted & we requested provisional bases in eastern coast of Norfolk if possible. They will call –
16.52 Hurricanes landed Skipton. 2 a/c of 174 & 2 a/c of 175 Sq. en route Drem to Northolt landed Skipton. FCLO 12 & 11 informed. Will probably stay night –
17.45 Billingham Balloons. Will be down until 05.30 hrs instead of 04.30.
17.50 Diversion Bases. CFC offer Swanton Morley definitely for Wellingtons 432
18.05 Bullseye Controller has scrubbed 1679 aircraft on bullseye due to weather at base for ETR.
18.20 X-Country. 1679 wanted to know if they could arrange a X-Country with ETA approx. 11.00 hrs. After consulting Mr Lumm here it was decided that weather would be too uncertain possibly 1000 to 1500 yds vis.
18.30 Off duty FD Cleland F/L
On duty H.L. Spence P/O.
1925 Pundits A.S.4 request, #1, 91, 115 & 140 dusk-dawn. Stations informed.
2015. Div. Base. Advised Linton that Swanton Marley had been laid on for 432 Sqn.
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2130. Anson M.G. 516. Leeming state message received this a/c landed at Fraserburgh & would stay overnight. FCLO 12 informed.
2145 Emerg. Div. Bases. In collaboration with Met, Controller & C.F.C. following emergency weather bases have been laid on & allocated as noted:
Horham – 419 Sq..
Manston – 428 Sqn.
Snetterton Heath – 427 Sqn.
Hethel – 429 Sqn.
Shipdham – 431 & 434
Bury St. Edmunds – 408 & 426.
Bradwell Bay – 432. – all stations informed.
2150. ditto. Air I instructed that a substitute diversion base be laid on in place of Snetterton Heath.
2245 ditto. C.F.C. have cancelled Bradwell Bay as diversion base.
2325 427/Diversion F/L Durham F/C Leeming advises this Squadron received all information re. Snetterton Heath. He also advised that W/C Pattison stated “Air I said he had permission to return to Leeming and do a Beam Landing if diverted.” Advised Controller who could not confirm.
[Underlined] SATURDAY – OCT. 9.
[Deleted] 1200 [/deleted] 0001 Diversion C.F.C. offer West Malling in place of Bradwell Bay. After consulting Met & Controller accepted. C.F.C. now state Horham not available. (Fortress difficulty) and offer Great Ashfield or Thorpe Abbotts. neither
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of which are on our Diversion Schedule.
[Deleted] 1205 [/deleted] 0005 419/T. 12 Gr. advise Hal. returning, making landfall at Whitby. They are search-lighting him & Thornaby is lighting up. Also request M.S.G. to be ready. Have instructed M.S.G. – Landed M.S.G. 0023. 12 Gr. Informed.
[Deleted] 1220 [/deleted] 0020 Diversion After consulting Controller accepted Great [deleted] Abbotts [/deleted] Ashfield & Thorpe Abbotts in place of Horham. Aircraft will be re-diverted by Horham to the other 2 stations.
0110/0120 Diversion Gen Passed to 11 Gp, 2 and 4 U.S. Wings. Re: [underlined] 427 [/underlined] Squadron – this squadron is to be sent to Horham and then re-diverted to Great Ashfield.
[Underlined] 429 [/underlined] - Hethel
[Underlined] 431-434 [/underlined] - Shipdham
[Underlined] 408-426 [/underlined] – Bury St. Edmund’s – the former will be diverted to Snetterton Heath if things are so at St. Edmunds.
[Underlined] 419 [/underlined] Horham – thence to Thorpe Abbots.
[Underlined] 428 [/underlined] – Manston
[Underlined] 432 [/underlined] West Malling
Advised all stations of the above.
Have made arrangements with 4 Gp. to take our early returns in case all of our bases out. Told stations & said advise this group before doing so in order that we could authorize the best aerodrome with regard to weather & also prevent overcrowding in that Gp.
0150 408/H This a/c idented at 0142. Permission granted by GDSO
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and Controller for the station to divert him to Lisset on their H/F D/F. once he crossed the Coast.
0200 Diversions Controller decides to make Diversions DEFINITE after hearing Met. story. Told stations; C.F.C. and 11 Gp F.C.L.O. 4 and 2 U.S. Wings D.F.C.O. At this [deleted] this [/deleted] time C.F.C. said, “I forgot to tell you, but 1 Group could take about 50 a/c and Docking is O.K. [Underlined] Only a phone call was needed and told him so. [/underlined]
0215 408/H DIVERTED TO LISSETT. Landed Leconfield 0255
0255 427 & 429 Sqns. a/c away F.C.O. Leeming (F/L. Durham) advised that their a/c should stay “put” until instructions for return are received from their base after 0800 hrs.
Ident Board changed.
0030 419/M. From Hull – Message “GCST VX (Rear Turret U/S.” TOO-0015 T.O.R.-0024 – Fix 5404N 0049E, 2nd class, Ident 0024 hrs. Passed to M.S.G.
0600 427 & 429 Sqn a/c away Passed Lemming’s instructions to F.C.O. of 2 & 3rd U/S Bomb Division for transmission to concerned stations.
426 sqn a/c away Linton requested this Sqn’s a/c to be ready to return between 0800 & 0900 but to await definite instructions. Passed to 2nd U/S Bomb Wing & 3 Gr.
[Deleted] 0900 Off duty H.L. Spence P/O. [/deleted]
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0820 0840. 419 & 428 a/c away. M.S.G. request a/c be ready to return to base by 1100 hrs. but must get OK from station before taking off. These instructions passed to F.C.L.O. of 11 & 12 Groups, and F.C.O. 3 Gr. & 3rd U.S. Bomb Div. for transmission to stations concerned.
0900 Off duty H.L. Spence P/O. D.H. Miller F/Lt.
1040-1050 Crash Leeming F/C say a civilian phoning from Kirby Hall (North of Leeming) reports a crash of an a/c near Kirby Fleetham. A/c is in flames. Catterick think it is a bomber. Leeming and Catterick both taking action. ROC give plot as Z7913 which is not near position given by Leeming. Asked them to check again. Passed to Leeming.
1056 Crash R.O.C. give us another plot Z7715 which still does not coincide with Leeming’s plot. They are checking further.
1100-1115 Crash Put through “a/c priority” call to Kirby Fleetham Hall and learned that a/c was a Wellington and crashed 3/4 mile east of Kirby Fleetham Hall. Fire is now under control. 3 RAF crash tenders and 2 NFS fire engines are at scene of crash. A/c not yet identified and only one member of crew located (dead) Passed this to Leeming & Catterick. 432 Sqdn have nothing flying from base.
1200 a/c away On instructions from Middleton F/C instructed all 419 a/c at Thorpe Abbott to return immediately Met. say okay.
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11.25-11.45 a/c away Leeming give us the following instructions to pass to their a/c away: 427 & 429 to stand by at 12.30 for permission from Leeming to take off. Passed this to stations concerned.
From Middleton: are happy about weather at base and want all of 419 & 428 to return immediately.
From Linton base: 432 a/c to return immediately 431, 434, 408 & 426 to be ready by 1300 for permission to take off.
All diversion A/D’s advised.
Met. say Middleton should be okay but are not happy about the other stations.
[Deleted] 1230 [/deleted]
1230 Weather by 1300 hrs. general weather in Group should be: 1500-2200 yds. vis. 4-8/10th at 2000. Vis. should pick up to 3000-5000 yds. later on Warned 62 Base & Middleton
1255 a/c away 3rd U.S. Bombing Div. want to know if 419 & 428 a/c can take off. Said yes, we had given them permission an hour ago.
1310 a/c away Asked Middleton about this weather and they are not happy about it. They want all their a/c that have not taken off to stand by. Informed appropriate Group HQ’s. 11 Gp. say 11 [inserted] a/c [/inserted]/428 have already taken off. Informed Middleton
1305 a/c away 426 & 408 are to return immediately and land at other 6 Gp. or 4 Gp. stations if necessary. Checked with 4 Gp. who say Holme should be fit for an hour or two at least. Passed instructions to Group HQ’s.
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1315 a/c away Tholthorpe want 434 & 431 to return immediately Warned them of weather. Passed instructions to Group HQ’s.
1440 a/c away G/C Ross wants us to either send the 11 a/c of 428 back to Manston or divert them en route as he is not happy about Middleton’s weather. Referred to Met. who say Bottesford okay. 5 Gp. informed and will take them. D.S.O. instructed to pass gen. to Middleton to send [inserted] message [/inserted] out at [deleted] 141 [/deleted] 15.15. Middleton informed.
1455 419 & 428 a/c Arranged for Holme to stand by for any of these a/c that are returning to Middleton. Holmes’ weather is quite reasonable.
1525 427 & 429 W/C Turnbull & acting sqdn. commander of 429 want al crews of these two squadrons stood down in view of weather, & to be ready to return in the morning. Passed this to all Group HQ’s concerned.
1530 Crash From Catterick: the a/c that crashed this morning was a Wellington from Lossiemouth. 4 crew killed and pilot injured (now in Catterick Military Hosp.) Catterick taking all casualty action. Controller informed.
1800 a/c away 35 a/c still away from base (46 a/c returned)
1830 Off duty D.H. Miller F/Lt.
18.30 On duty F.D. Cleland F/L. [Signature]
0001 Sunday Oct 10th 1943.
0100 – Ident Bd Corrected
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Oct 10th 1943.
0147 Sycamore L. London W/T JyP Ex F.C.L.O 12 – Help requested for Wellington from 93 Group. reported short of petrol in Z-43. – Due west of Middleton.
0148 – Duty Met 6 Gp advised that Middleton would be best having 4000 yds vis, 4700’ ft cloud 8/10.
- CROFT = vis. 2200 yds, cloud 9/10 at 5700’.
- Skipton = vis 4000 yds, Cloud 3/10 at 6000’
(No duty flying control watch at Skipton because of Stand Down.)
0149. – Ex FCLO 12: Sycamore/L told to [deleted] ste [/deleted] fly EAST. (Acknowledged)
0150 – Broadcast to F.C. Middleton – Leeming – Topcliffe and Linton – Passed gen on, Sycamore L – asked all stations to light up (including Pundits) and to give all help they could
0153. – Ex FCLO 12 – Position = Z-30 N.W.
- F.C. 93 reported a/c working Lindholm W/T – QDM 150°.
A/C flying reciprocal course.
0214 Ex: F.C. Linton = Sycamore/L on R/T .
- F.C.L.O. 12 and 93 Gp (Tied on line 19) unable to understand R/T contact with Linton – because position of a/c given as proceeding NW over Pennines towards Carlisle!
P.T.O.
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Oct 10th 1943.
Sycamore “L” Brief of R/T dialogue with Linton F.C.
0214 Darky call from Sycamore “L” – answered by Linton told a/c Linton-on-Ouse standing by.
0214 1/2 Sycamore “L” asked Linton to “Say again”
- Linton F.C. repeated.
0216 – F.C. Linton to Sycamore “L” message that see lights ON
- No reply.
0217 – F.C. Linton to Sycamore “L” message that all lights and Contact Strip on – advised against landing.
- No reply.
0218 – F.C. Linton to Sycamore “L” “Watch for Rockets” –
- Sycamore “L” acknowledged.
0220 F.C. Linton to Sycamore “L” Query – Can you see Rockets and Sandra?
- No Reply.
0221 Same message [inserted] as 0220 entry [/inserted] to a/c –
- No Reply.
0221 1/2 Hears Darky call from Sycamore L {heard and answered by Linton, who
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Told the aircraft has strength was growing weaker.
- No reply.
0222-0226 – Repeated calls to Sycamore L from F.C. Linton
- No Joy.
[Underlined] N.B. [/underlined] AT NO TIME DURING ALL THE FOREGONE DID LINTON SEE THE AIRCRAFT OR HEAR HIS MOTORS.
The F.C.L.O. 12, F.C. 93 and all 6 Group Stations (Lighted) were kept in the picture on Lintons R/T with the aircraft.
The F.C.L.O. 12 and R.O.C. continued to plot Wellington flying N.W. to Carlisle. The ROC maintained there was no other a/c flying in the area. The F.C.L.O. 12 maintained this to be the only a/c flying in all England!
Plots showed a/c to fly NM to Carlisle – thence NE to
0245 … Drem – and out to sea NE towards East coast of Scotland.
0247 (?) approx. – Ex F.C.L.O. – 6 Group Stns may dowse lights. Stations advised of whole picture.
0315-0330 To F.C. 93: Linton R/T Dialogue with Sycamore L. –
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Oct 10th 1943.
0335 Sycamore L. Ex. F.C. 93 – Crew of this aircraft bailed out over Doncaster!!! Contact made with one of the members of the crew at Doncaster Police Station.
R.O.C. No plots of any crash.
The other Wellington which was plotted out over Drem – now considered by F.C.L.O. to be one from Lossiemouth!
- Stations advised and stood down completely.
0900 – Off duty [Signature] F/L
On duty HL Spence P/O Cleland F/L.
0950 1000 a/c away 427/429 Leeming request all a/c away to stand by between 1230 & 1300 hrs. for return to base. Final authority to take off will come through them.
Passed to F.C.O. 2nd & 3rd U/S Bomb wings for transmission to Hethel 9 (429) – Great Ashfield 5 (427), Horham 2 (427), & Snetterton Heath 1 (429) also Flying Control 12 Group for Coltishall (1 ea)
1055 1110 ditto S/L Pattison explained his intention to get his a/c (429) as far north in 4 Group as possible today, arranging to have the more experienced Pilots land on the beam at Leeming if weather is fairly satisfactory and cannot
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get down at Skipton. He states W/C Turnbull (427) wishes to have better weather [inserted] for base [/inserted] but also desires to get his a/c as far north as possible.
Met state fog more widespread than yesterday and with the lower temperature to-day any lifting of the fog would take longer. There is less smoke today. The most optimistic forecast is 1500 to 2000 yds viz in our group by 1700 hrs. with somewhat similar conditions in 4 Group. Controller states the plan of 429 sounds reasonable provided the Met is watched. 4 Gr. F.C. (Elvidge) will be glad to co-operate, if their a/c’s are fit and ours not, in getting them further north. Leeming informed.
[Deleted] 115 [/deleted]
1125 1140 a/c away 427/429 F.C.O. 2nd & 3rd U/S Bomb Wings advised of the plans of Leeming (to be transmitted to S/L French at Hethel) F.C.L.O. 12 also informed a/c at Coltishall may not return direct to base but be diverted to 4 Group.
1205 1230 ditto F.C.O. 4 Group states there has been very little improvement of Met in their Group since 0900 hrs. All stations are red. Similar condition at Coltishall reported by FCLO 12 Gr. Some improvement in visibility in 6 Group (Leeming 1000 & M.S.G. 1600). Informed Leeming above Met picture indicating that while there was a possibility of there being [inserted] fairly [/inserted] good viz around 1600 hrs., the situation did not look favourable for a/c to return.
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Air I and Controller think it would be wiser if a/c away did not attempt to return to-day, as conditions appear at present, but no instructions were given as this is a Station responsibility.
1405 Defiant a/c. 12 Gr. Requested we offer every assistance to above a/c to land. Plotted over Linton, Topcliffe, Skipton area. Arranged for Linton, Topcliffe, Skipton to be on look-out.
1410 ditto 12 Gr. Reported a/c now over M.S.G. & requested to be landed & held for better weather. A/c has no R.T. Pilot F/O Treen en route to Sherburn. M.S.G. state a/c just landed.
1450. Hurricane [deleted] DDR15 [/deleted] DD715 Landed from Fairlop (en route to Church Fenton) at Tholthorpe. Will stay overnight. Informed FCLO 12.
1525 Defiant [deleted] DD715 [/deleted] a/c Entry 1405 & 1410. A/c took off 1521, to continue to Sherburn. 12 Gr. FCLO informed.
1530. Defiant #587. a/c. Landed at M.S.G. 1522 F/S Swan. En route to Sherburn. Waiting better weather.
1530-1545 Fortress F.C.L.O 12 Group advised that Newcastle Sector had given a Fortress QDM to M.S.G. Latter have not heard from this a/c although Croft had previously heard a darky call.
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1600 427/ac away W.C. Turnbull states crews at diversion bases may knock off for today but to stand by at 0930 hrs tomorrow. Advised FCO. 3rd U.S. Bomb Div. & 12 Gr. F.C.L.O.
Darky Call. Linton advise call from Banco “S” calling “Impact”. Transmission loud but a/c did not reply to them when they answered.
1630 429/ac away. W/C Pattison instructs his crews away to stand by 1000 hrs tomorrow. Informed 2nd & 3rd U.S. Bomb Divs & 12 Gr. F.C.L.O.
Fortress Landed at Osford (?) (field practically). Several Spits sent up to bring him in to MSG without success. M.S.G. state the a/c apparently went right over them (report from Gun ops.) but they didn’t see or hear him. He then turned back into Tyne area. M.S.G. do not know whether landing was good or not.
1830 Off duty H.L. Spence. P/O. On duty F/Lt Miller F/Lt.
2050 93 Gp. Wellington (see morning of Oct. 10) The [inserted five [/inserted] crew, who baled out over Doncaster are all okay. 93 Gp. have not spoken to any of them and do not know any further particulars as yet.
[Underlined] Monday Oct. 11, 1943 [/underlined]
0100 Ident. Bd changed.
0900 Off duty D.H. Miller F/Lt.
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[Underlined] October 11th 1943 [/underlined]
09.00 On duty. F.D. Cleland F/LT.
09.45 Aircraft [underlined] 429 [/underlined] away from base. W/C Pattinson asked that all his aircraft be standing by to take-off at 13.00 hrs for Leeming.
Groups concerned advised.
10.00 427 a/c W/C Turnbull wants crews standing by at 12.30 hrs.
431 a/c Arranging direct from F/C Tholthorpe
434 a/c Arranging direct but is U/S. (S/434 at Shipdham)
408/T Captain to leave after lunch. Met. report first.
432/Y U/S.
429 a/c Arranged direct from station.
428 a/c To leave between 12-13.00 hrs.
10.30 Use of Oxford for attending Court Martial W/C Ferris called to see if S/L Main could use the Oxford to attend a Court Martial in I. O. Man Oct 14-16th. Air I’s reply was no.
11.25 Topcliffe Inner Marker Inner Marker U/S T.F.N.
11.45 Blanket Coverage Non-op movements 12 Gp. have given blanket coverage for Air to Air, Air to Sea Firing, Fighter Affil & Height tests. *Bombing under serial number E19 (hours of daylight)
12.22 429 a/c Message from W/C Pattison. To take off fly at 5000’ on return until in clear over Lincolnshire, route Spalding to base. If S/L French considers any crew unfit then he can make decisions.
429 a/c. This message passed to S/L French by #2 Div. USAAF.
429 A. To leave when vis. 1500 yds.
429 V. To leave when vis. 1500 yds
427 a/c All to leave when vis. is 2000 yds.
13.00 Air I gives permission to W/C Sweatman to fly Lanc. to Tangmere to pick up Flight Commander (11.00 hrs)
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13.00 Permission given to Tholthorpe to fly Halifax to Harwell to pick up Hal M/434, subject to met. considerations.
12.45 429 a/c at Hethal Ex W/C Pattison – message for S/L French “Weather here is fine. You are at liberty to take off when weather is fit at Hethal. All to come back together. Climb to 5000’ and return via Spalding.”
15.45 Linton a/c away from base. Acting on Air I’s suggestion, Linton say 431 aircraft may return after dark up until 22.00 hrs. depending upon met. conditions.
431 a/c Shipdham say all 431 & 434 are U/S. Will not return tonight.
16.40 429 A. W/C Pattinson says for this ac to take off if vis. improves to 1000 yds – Passed to 3 Bomber Div.
16.50 429 A W/C Pattinson says for a/c to take off as soon as pilot thinks vis. is good enough. The 1000 yd. limit has been rescinded.
Note: Evidently [deleted] wea [/deleted] vis. at Snetterton Heath has not been good all day. [deleted] and [/deleted] Until W/C Pattinson decided to lower the limit from 1500 to 1000 and then finally leave it to pilot’s discretion this a/c has been unable to leave.
17.30 Snetterton Heath. Vis. 130 yds. Control there will not let him [inserted] (A/429) [/inserted] take off.
17.45 429 A. Ex W/C Pattinson. If A/429 does not take off before 18.30 they are to stay the night. Passed to 3 Bomber Div.
18.00 Ref: Movement W5. Linton have sent message to these a/c to be back at base by 22.00 hrs – (Weather reasons)
Ref. W8. Linton have sent message to these a/c to return to base by 21.30 hrs. (Weather reasons)
18.00 428/D 428/P These aircraft serviceable but weather bad. Wing Commander does not want them to return after dark.
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18.15 [Deleted] Sp [/deleted] Hurricane from Skipton. E26. Took off 15.46. Have not arrived Northolt. Controller 12 enquiring. They already had warned Skipton that they might not reach Northolt tonight, but would drop down en route if weather bad.
18.30 Off duty F.D. Cleland F/L.
On duty H.L. Spence. P/O.
1845 Pundits A.S.4 request 1, 91, 115, & 140 Dusk to dawn. Stations informed.
1900 Group Night Flying passed to Stations & R.O.C.
2230/2245 1659/B. Topcliffe advise this a/c more than 1 hr overdue from cross country. Course from Fishguard – Market Drayton – Water Beach – Goole – Base. Checked R.O.C. 9 & 11 for plots but none showing. [Deleted] M.L.S. [/deleted] F.C.L.O. 12 stated he had heard of a crash in 9 Gr area, vicinity of Edgehill – Moreton-in- [deleted] Moor [/deleted] Marsh & crew of 2 at least had baled out. F.C.L.O. 9 Group had no further details of crash as yet but would advise us later. He believes one of the crew was named Hainefyse.
2320 1659/B. F.C.L.O. 9 stated this appeared to be [deleted] Crofts [/deleted] Topcliffes aircraft and that all the crew had baled put but only 2 had been heard from.
2330. 1659/B. F.C. 92 Group contacted Topcliffe advising that this a/c appeared to have been having engine trouble; first one motor had gone U/S and he appeared
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to lose height. Then 2 more motors went U/S and it lost further height & crashed. On instructions of the Pilot all the crew baled out, 5 were accounted for out of the 7 as follows:-
Sgt. Mauher – Sick Quarters, Edgehill – OK.
P/O Denver. Ditto OK
Sgt. Boyd. Ditto. OK
Sgt Couron – Shipston hospital – Broken collar bone.
and one on his way to Edgehill by transport, apparently OK.
Position of crash. Lower Braills, about 6 miles west of Banbury. Time 2115 hrs.
2340. 1659/B. F.C.L.O. 9 Gr. Stated all the crew but one, the Bomb Aimer, had been accounted for and his name was not known to the others.
2345 1659/B. F.C. 92 Group again contacted. [Underlined] All [/underlined] crew accounted for. Sgt Lockyer now in Sick Quarters, Edgehill and OK. The two others Sgts Rowe & Harrison were OK., and transportation had been sent to bring them to Edgehill, a satellite of Chipping Norden. The latter were handling the crash and providing a guard. The a/c burned [inserted] completely. Crew staying where they are tonight. [/inserted] Thanked 92 Gr. For co-operation.
2350. 1659/B. (JB-893.) Advised F.C.L.O. [inserted] 92 Gr. [/inserted] of above. He stated Moreton-in-the-Marsh had answered a Mayday call intending to send it to Honeybourne but the aircraft apparently
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did not hear them. Except for this Mayday call no request for them to light up or give assistance had been received. This may have been 1659/B.
[Underlined] TUESDAY – OCT 12/43 [/underlined]
0100 Ident Board changed.
0900 Off duty HL Spence P/O. D.H. Miller F/Lt on duty
1055 Darky Croft have ju8st heard a Darky call from an “Ardmore W” whom they believe to be an American. They answered once but no joy and now think another station is working it
1056 Darky Linton have heard a darky from an “Oldwell” (no letter picked up) They overheard something about the a/c being at 7000 ft. and say another station is working it.
1100 Darky Informed 12 Gp FCLO. ROC have no plots on our board at present but had 3 Ansons during the last 1/2 hour flying at a “fair heights”. They have now gone into Durham area.
1120 Darky 12 Gp FCLO after speaking to 9 Gp. say there are three Dakotas which have just arrived from America and are apparently lost. Call sign is “Addwolf” one of which is “W”. They have no plots on them but many stations have been getting these Darky calls all over the country. Informed all stations and asked them to report anything heard from this a/c.
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1128 Darky Linton base say Tholthorpe have heard Benson working the Darky a/c, giving “course to steer 90°, fly 3 min. and circle.” 12 Gp informed.
1144 Darky Tholthorpe have heard Benson working [deleted] a/c [/deleted] Addwolf/N again, giving him “pancake”. 12 Gp. say Benson know nothing about it so Linton are checking up.
1152 Darky Tholthorpe have checked call signs and now find out it was not Benson but St. Davids. Informed 12 Gp. FCLO who says he has just learned that all the Dakotas are now down okay, the last two having landed at St. David’s. All stations informed.
1310 Weather Warned Tholthorpe (via base 62) that on their x-country (434 Sqdn) they will not be able to see much of ground, and the bases on return (2000 hrs) will be generally 1-2000 yds. mostly yellow. Met. will not guarantee them past 18.30 Topcliffe also given above gen. for their x-countries
1315 Movements To MLS: Hal. & Lancs. bombing at Strensall & airfiring Robin Hd. Bay from 1330-1800 and fighter affiliation from 1300-17.30 locally 5-8000 ft. – blanket movement.
1410 a/c away F/Lt. Durham says 429/A at [deleted] Sh [/deleted] Snetterton and 429/K at Castle Camps are to return immediately but not to take off after 15.30 due to expected deterioration at bases. Informed 11 Gp. & 3rd US Div.
W/C Turnbull says the same applies to 427/L & V at Great Ashfield. Warned them of weather.
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1435 4 Hurricanes (see 18.15 Oct. 11) landed at Cambridge at 17.25 Oct 11th, according to Skipton F/C. Informed Station Z AS4 by phone who will inform Northolt.
1520 Wellington Litchfield of 27 OTU requested permission to land at Linton but due to their poor vis. they sent him to Pocklington which is “green”. Warned 4 Gp.
1620 a/c away 429/A at Snetterton did not have enough fuel on board when he got permission to take off, (required more fuel due to duff weather) and was not able to get refueled [deleted] by [/deleted] in time to arrive back at Leeming by 1700 hrs.
427/L – did not have enough brake pressure.
427/V – took off at 16.10 after having received instructions that he was not to take off unless he could make Leeming by 17.00.
429/K – (Castle Camps) had something wrong with his a/c (They think it was his wireless)
Informed Leeming of the above.
1830 Off duty D.H. Miller F/Lt.
1830 On duty SR Wyman F/Lt. & H.L. Spence P/O.
1900 Wellington Litchfield F.C. 27 O.T.U. state all their a/c accounted for & that one landed at Goxhill at 1710 hrs. This would appear to be the one referred to in entry 1520 which was given a QDM by Linton for Pocklington. Goxhill is on the same QDM & a/c did not land at Poklington. Informed 4 Gr F.C.
Pundits AS4 requested 1, 115, 91, 140 & 155 dusk to dawn. Stations informed.
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2230. Provisional American Diversion C.F.C. intimated possibility of the necessity for diversion bases for American Squadrons a/c if they took off on ops. tomorrow. Our co-operation was requested. After consultation with the Controller following stations in 6 Group were selected to be used:- Middleton, Croft, Topcliffe, Linton & Eastmoor, - providing weather conditions were O.K.
2235 ditto Informed C.F.C. of above, and inasmuch as the probability of being able to take off was remote, it was not considered necessary to inform our stations.
[Underlined] WEDNESDAY – OCT 13- 1942 [/underlined]
0100 Ident Board changed.
0200 Pundits 1, 91, & 140 cancelled by A.S.4.
0330 Pundits 115 & 155 ditto.
0900 Off duty H.L. Spence P/O.
0900 On duty F.D. Cleland F/L.
09.15 428/I. At Bottesford. 5 Gp. enquire if he can return. Consulted Met. here & also Middleton. Decided weather unfit & he will probably have to remain until morning.
09.45 429 a/c Instructions passed to all 429 a/c away from base to stand by their aircraft ready to take off (W/C Pattison’s instructions) Doubtful if they can return due to weather conditions –
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[Underlined] Wednesday, Oct 13th 1943 [/underlined]
10.00 427/L Told to stand by aircraft at Gt. Ashfield for instructions to return later in day. (W/C Turnbull.)
11.20 Ẋ/76 from Top., This a/c took off from Top. at 11.15 for Holme. Informed MLS 12 Gp.
1500 427 429 a/c All crews away from base to stand-down. Warned to be ready early tomorrow morning.
15.00 X-Countries 1659 C. U. Scrubbed.
16.45 Oxford P822 overdue. Leeming F.C. called stating that they had received signal from Gt. Ashfield that their Oxford was returning at 14.16. This put him one hour overdue. Checked with F/C Gt. Ashfield & they said he had called on RT to say he was going to Hethal. Called Hethal who say he is still there. Flap over -
18.40 Met. for tonight. Warning that despite temporary improvement met. feel very strongly that weather may clamp down at any moment. All contemplated X-C’s should be scrubbed.
1830 Off duty F/Lt. Cleland, on duty D.H. Miller F/Lt.
[Underlined] Thursday October 14, 1943 [/underlined]
0100 Ident. Board changed.
0830 a/c away Air I instructed that stations & our met. be consulted as to getting our a/c back as soon as possible. Met. Say our weather is okay but some of the southern stations still have fog (all our stations want them back immediately.) Instructed by 11 Gp. 3rd & 2nd U.S. Div. to have
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our a/c return as soon as the weather was fit down there. Stations informed.
0900 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
0910. 428/P. M.S.G. instruct the 2 members of this crew who were to have come back from Manston with F/L McLeish are to stay there until F/S. Armour arrives. Passed to F.C.L.O. 11 Group for transmission to Manston.
0915 Movement. Arranged with M.L.S. 12 for air firing at R.H.B. & Whitby & bombing at Strensall for Hals. Wells. & Lancs from 1000-1800 hrs. Ref. E-15.
1005 426/V Air I authorized W/C Sweatman to fly Lancaster to Tangmere for purpose of taking down crew to bring back 426/V. S/L Hughes (Pilot of 426/V) who is in hospital is to be ready to return at 1400 hrs. Passed to F.C.L.O. 11 Group for transmission to Tangmere.
1015 American Early Returns C.F.C. advise allotment of Croft, M.S.G. & Topcliffe for any American early returns this morning. Stations concerned, & Controller informed.
1125 ditto. 509/R Polebrook 1st U.S. Wing state this early return has been diverted to Topcliffe. R/T cs. Seagreen. W/T LG.K. Topcliffe informed.
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1128 Crash Nr Thirsk R.O.C. report [deleted] crash [/deleted] smoke [inserted] 1/4 mile [/inserted] north of Thirsk near Stockston Rd. in Z9103.
1130 ditto Topcliffe sate crash occurred 1/4 mile north of Thirsk on the Kelvington Rd. No identification has been made yet. The N.F.S. are on the scene and our Fire Tender & Ambulance are on the way. The aircraft is burning and it is understood four bodies have been removed.
1200 1659/T. Crash (JD419) Reference entries 1128 & 1130 hrs. Topcliffe state this is their own a/c which was on a & l practice. 2 Port Engines cut and attempt was made to force land. Crew consisted of only 4 personnel – 2 of which are O.K. and 2 badly injured.
1230 ditto Topcliffe now state original report of only 2 being injured was optimistic. Crew of 3 are at North Allerton Hospital & the 4th is being taken by Skipton ambulance
Crew were:-
F/O Dickson – Pilot
F/L. Cook – Gun Ldr.
P/O. Shaw.
Sgt. Omar. All concerned informed
1238 525/E From Kimbolton (1 U/S Wing) landed at Croft 1238 hrs. F.C.O. 1st U.S. Wing informed.
1345 25756/J R Polebrook Landed at Leeming 1310 hrs. Informed 1st. U.S. Wing. Used R/T CS Daisychain & is the one diverted to Topcliffe originally.
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1400 E/431 Air I authorized 431 Sqn to send crew in Halifax to Shipdham to bring this a/c back. 62 Base informed.
1600 Prov. Diversion Americans Central Flying Control warn of possibility of diverting American a/c at dusk & later. Following consultation with Met., Controller, Stations, the following were offered:-
M.S.G.
Croft.
Leeming
Topcliffe
Linton
Tholthorpe
Eastmoor
Each station to be prepared to take care of 20 a/c. Stations & Air I informed.
1700 1659/C Fix from Hull. 5329N 0442W 1st class 1647 hrs. Acknowledged. Topcliffe informed.
1659/S Fix Fix from Hull 5419N 0446W 2nd class, 1653 hrs. acknowledged. Topcliffe informed.
1755 Prov. Diversion Americans. Central Flying Control advise American home bases were coping satisfactorily and there appeared little likelihood of our assistance. 6 Group stations informed of the situation. They are to stand down but be prepared to take care of any stragglers if necessary.
1805. 431/B. 431/P Fix Fix from Hull. 5539N 0051E, 1st Class 1742 hrs Ack.
Fix from Hull 5522N 0108E, 1st Class, 1746 hrs. ack.
62 Base informed.
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[Underlined] Oct 14th 1943 [/underlined]
1805 Pundits 1, 91, 115, 140 & 155 requested by A.S 4 from dusk to dawn. Stations informed.
1830 Off duty H.L. Spence P/O.
1830 On duty F.D. Cleland F/L.
18.50 Anson Crashed. ROC 9. state that Anson (Millom) crashed near Whiteavon. Had originally believed it to be Oxford from Linton. All under control now.
19.30 Diversion to Leeming. 5 Gp. wish us to take 6 Lancs. After consulting met, decided Leeming was best. Leeming warned – 207 Squadron from Spilsby.
[Underlined] WT Call Sign A/C RT. Call Sign [/underlined]
KCQ DBK. 4 Officers 38 NCO’s. “October”.
WUY ZSP.
Purely weather diversion – no petrol shortage.
20.00 Night Flying. Night flying details passed to stations, 12 Gp & R.O.C.
21.00 Leeming’s weather. Leeming not to satisfied about weather. Checked with met. re diversions from Spilsby – If they arrive soon then Leeming OK – if not, Middleton is expected to be OK. Middleton warned –
Tholthorpe’s Aircraft. 62 Base request provisional diversion base – Told Middleton is OK.
Lancs. from 5 Gp. All landed safely at Spilsby. Middleton & Leeming informed.
22.50 Tholthorpe a/c. All down but C/431.
22.55 431/C. Told by W/C Newsome to break cloud on Leeming beam. Checked with met who say QBB Tholthorpe is only 7-800 ft. Advised Linton Base to send him to either Topcliffe or [deleted] Linton [/deleted] Leeming if unable to land Tholthorpe.
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[Underlined] Oct. 14th 1943. [/underlined]
23.25 431/C Did not break cloud on Leeming beam. Was diverted by RT. from Tholthorpe to Leeming. This was done by W/C Newsome [inserted] (ic night flying). [/inserted] When I checked [deleted] abo [/deleted] upon Leeming this info. from 62 Base and called Leeming; they did not have lights on and had not been warned by Tholthorpe previously. This matter was reported to F/C Linton Base who will take it up tomorrow.
23.35 431/C Landed at Tholthorpe OK after breaking cloud. Topcliffe & Leeming stood down.
[Underlined] Friday. Oct. 15th 1943 [/underlined]
00.01 All quiet.
07.00 Anson from Leeming. Leaving for Mildenhall at 07.30 via Spalding. Pilot is S/L of BAT Flight Leuchars who will use beam en route & for landing. Checked met who say conditions for take-off & landing – OK, but fog & low cloud en route.
07.30 Gladiator from Docking. Met. reconnaissance aircraft. C.F.C. enquire if we can land him in this group. Yes. 16 Group enquired direct and were told that we have fit stations. Will call us later if we are needed.
0750 Gladiator from Docking. Landed at Base OK.
09.00 Off duty F.W. Cleland F/L. On duty D.H. Miller F/Lt.
1015 Croft a/c. Hal. took off to have a look at the weather and is having trouble getting down. Where can they land him as there weather has closed in? After consulting Met., gave them Acklington. Croft could not contact him again by R/T and plots showed him stooging all over Group. Informed all station in Group to try and contact him by R/T or W/T and give him a course to steer to Acklington & fly at 4000 ft.
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[Underlined] Friday Oct 15th 1943 [/underlined]
Croft a/c (cont) 12 Gp. say Newcastle balloons at 1500 ft. and defences have been warned.
Leeming eventually picked him up on W/T and he asked for the QFE. Leeming told him to fly at 4000 ft. gave him the QFE but when they sent out the diversion he did not acknowledge. He flew up and down Leeming’s beam, apparently working it. No further contact by R/T or W/T was effected. Leeming have their contact on & money flares out.
At 11.30 Acklington’s weather went unfit and 12 Gp. & Met. say Drem is very fit. All stations informed that they are to send him to Drem at 4000 ft.
Pilot is P/O Barker, has a full crew and 6 hours petrol. P/O Barker is an instructor at Croft.
The a/c finally landed at Leeming at 11.35 in vis. of 150 yds (!)
[Underlined] Report from Pilot: [/underlined] his R/T was u/s and as he intended to land on the beam [inserted] at Leeming [/inserted] he sent his WOP back to the rest position so had no W/T contact. He found the money flares at Leeming very helpful.
All stations informed & stood down. Also 12 Gp.
1215 Topcliffe have heard an R/T transmission: “Return to base, weather u/s, steer 045°” Call sign “Pegan L” ROC have 3 Lancs which they say are from Bourn
1220 Skipton – Darky Have heard a darky call but cannot contact him. ROC now have what they think is a Halifax at 6000 ft west of Skipton going west, and also 2 Lancs. 12 Gp. informed.
1310 Wyton a/c Middleton H/F D/F had TCU-E (Wyton a/c) on to them asking if they had any message – said he would
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[Underlined] Friday Oct 15th 1943. [/underlined]
call back at 13.20. Wyton have no message and say their weather is good. Passed “no message” to aircraft.
1830 Off duty D.H. Miller F/Lt.
On duty HL Spence. P/O.
2359 All quiet.
[Underlined] SATURDAY – OCT 16/43. [/underlined]
0100 Ident Board changed.
09.00 Off duty [deleted] FD [/deleted] HL Spence P/O
On duty F.D. Cleland F/L.
09.30 a/c away from Bases. 428/P at Manston & 428/Z at Bottesford both S. Told to return by Middleton.
11.30 Radar Routes. List of Special training X-Countries on Movements file.
12.15 Ex Topcliffe. Signals Officer at Topcliffe has told F.C. to discontinue giving QFE’s in clear, but in terms of a + or – from the basic QFE. Topcliffe will continue in clear in cases of emergency.
15.48 Well. NZ415 This a/c left Leeming at 13.40 hrs to go direct to Silloth. Pilot got met. report & said he would fly at 4000’ direct. Reported overdue by 9 Group via 4 Group. Pilot S/L Matthewman.
16.07 Well. NZ415 OK. Circling Silloth now.
16.20 Oxford R6160 Left Tholthorpe this morning 10.52 hrs. Route via West of Newcastle, Dyce & Peterhead. Had not landed Peterhead at 16.20. Query from 12 Gp.
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Saturday. Oct 16/43
17.00 Exercise “Rose” MLO 12 called re Middlesborough [sic] balloons on day of exercise. If enemy approaches then balloons must go up. Suggested a warning or recall signal to be devised by Middleton in this event. Also requested early information if exercise to be carried out or not on Oct 24th
Passed to F/C Middleton-
18.25 Crash at Z6155 12 Group report crash. Middleton asked to send out Fire tender & Ambulance. Fir Tree 4 mi W of Bishop Aukland [sic]. Crash occurred at 17.45, say ROC.
1830 Off duty F.D Cleland On duty D.H Miller F/Lt.
1850 Crash Phoned Tow Law police station to get some information on the crash at Fir Tree (aircraft priority call) One of the men on ROC post J1 (Durham area) was at the police station and says up till ten minutes ago he had seen no crash. He did see, however, an a/c over his post at 17.45; it turned west flying very low but did not appear to be in any trouble. Informed 12 Gp. of this. He says he got his information from the police in the area and will check back right away. Middleton’s crash tender & ambulance have both gone. All Group aircraft are down.
[Underlined] DFCO Note [/underlined] Dishforth’s pundit has moved to Riccall.
20.10 Crash ROC Durham report via ROC that the police have been searching the area of the reported crash and can find no trace of it. 12 Gp. FCLO informed but is inclined to have our crash tender out there till it is definitely confirmed there is no crash.
2020 Martinet on way from Yeovilton to Ouston, landed Middleton 1840 due to weather. All informed.
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2055-21.15 Crash After several calls to 12 FCLO nothing definite re crash could be obtained so contacted Newcastle controller and put a strong complaint to him. He gives the following story: ROC asked the police to search for an aircraft they thought may have crashed in Z6155 at 19.45 hrs. Durham & Stanhope police made a search & reported they could find nothing. The ROC post misinterpreted the report, taking it there had been a crash & so passed it to Newcastle, then to 12 Gp who passed it to us as a definite crash at 18.25 and requested us to send out our crash tender from Middleton.
21.15 Crash S/L Harris, who went out with crash tender phoned from Fir Tree, saying they could find [deleted] noet [/deleted] nothing of the crash and was told to return immediately by the Controller.
[Underlined] Sunday October 17/43 [/underlined]
0100 Ident Bd. changed.
0900 Off duty D.H. Miller F/Lt.
On duty HL. Spence P/O.
0915 R.A.F. Sta. Heston Visiting a/c prohibited from remaining overnight except on account of unserviceability or bad weather.
D.F.C.O’s [underlined] to note [/underlined] No re-fuelling facilities afforded to visiting a/c except in emergency; pilots must make arrangements to refuel at other airfields when visiting Hendon.
1030. Petrol Weather Provis. Diversion Requested Harwell for 6 Wells.
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11.30. Prov. Diversion Base. Cancelled request for Harwell & asked for Pershore – weather should be better:- on advice of Met. & Controller
1115 LFB #24 (Torquay) 10 Group F.C.L.O. requested to lay on from 2130-2230 on 360°T.
62 Base informed.
1115 to 1200 Balloons B.L.O’s 9, 10 & 12 Groups confirmed flying of balloons as follows:-
Manchester & Crew. [sic]
Cardiff, Bristol } all at 500 ft.
Newport Weston } from 1800-0001 hrs.
Derby & Sheffield
We will be informed if need arises to change the height – 62 Base informed.
1135. Lanc from Lossiemouth 4 Gr. F.C. has stated an a/c of 3 Group en route from Lossiemouth might require diversion landing. Checked with Met and as MSG was only Green airfield in 6 Group offered it. MSG standing by.
1215 ditto. 3 Gr. F.C. advise they have diverted the concerned a/c to Tangmere and M.S.G. not required to stand by. Informed M.S.G.
1440 Balloons Yeovil B.LO. 10 Gr. confirmed these balloons will be at 1500 ft, this Group to be informed of any change. [inserted] 2145-2245. [/inserted] 62 [deleted] Group [/deleted] Base informed.
1505 Prov Diversion C.F.C. confirmed Pershore as provisional diversion base.
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1630 Pundits A.S. 4. Request 91, 115 & 140 dusk to dawn. Stations informed.
18.30 Off Duty H.L. Spence P/O
On duty. F.D. Cleland F/L
20.00 Met. Met. say weather should be fair to midnight. Clear skies & moderate visibility.
21.00 A/c Landed Away from bases last 7 op. flights Air I asked for total numbers of aircraft landed away and also number landing at American bases.
* Attention DFCO There is a list of aircraft and bases they landed at in back of log if required for fuller details.
22.30 Leeming for 432 a/c Warned Leeming that diversion of 432 a/c to them is probable due to weather. All details passed.
23.30 Leeming. Stood down.
[Underlined] Oct 18th 1943 [/underlined]
00.01 Pershore Called 91 Gp & stood Pershore down.
01.00 Ident. Board changed
09.00 Off duty FD Cleland F/L On duty D.H. Miller F/Lt.
1025 Permission given by Air I to send ground crew down by air to Shipdham to repair 431/E which has a coolant leak & mag. drop.
1045 Weather Met. say no diversion bases required tonight.
Bullseye 12 Gp. Night Ops. (12 Gp PBX 128) requested our participation in a Bullseye tonight: Route:- Base – St. Neots – Goole(IR) Newcastle, Glasgow,
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Edinburgh, Middlesborough, [sic] Goole (IR) Lincoln, Base.
Bombing runs will be made at Newcastle, Glasgow, & Middlesborough.
Starting beacon at St. Neots
Starting time 19.30 at St. Neots.
Aircraft will fly at 14000-15000 ft and will be spaced at 2 minute intervals. There will be searchlights and beams and Mosquitoes all along the route.
All information passed to stations concerned.
1350 Movements [underlined] E 296 [/underlined] Hal. & Lancs. bombing at Strensall and air firing at Strensall from 14.15 till 1800.
1430 Weather 431/E on practice flight over east coast to 5500N 0200E is going to send an [deleted] practice [/deleted] training bomber code between 1600 & 16.30 hrs. the tops of the clouds in that area. Tholthorpe want message to be sent to them undecoded.
1530 LFB #2 Arranged with Controller 12 Gp. for LFB #2 to be exposed at bearing of 265°T. Times to be notified later when target is decided.
1600 LFB #2 will be exposed as above from 21.45-23.00 hrs.
1745 Night Flying passed to ROC & stations
1750 Weather 431/E (see 1430 above) sent message to 62 Base that tops of clouds over North Sea were at 18000 ft. Controller informed.
1755 AC Marshal Ludlow Hewitt. landed at Dalton 17.53 in an Oxford from Church Fenton. AOC, & Controller & Air I
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informed. AOC knew nothing of this visit and would like to know more about it. On enquiry from Topcliffe it was found that the visit is thought to be unofficial so Topcliffe although expecting him did not notify Group. ACM L/H will be staying overnight in Ripon and landed at Dalton as it was the nearest aerodrome. W/C Holmes, C.O. of Dalton met him. He will be going to Scotland tomorrow.
1830. Off duty F/L. Miller
On duty H.L. Spence P/O.
1840. Darky. F.C.L.O. 12 Group. A/c (Hal) circling in. Z64 asking for course to steer, appeared lost. After consultation offered Croft & M.S.G. Believe it is 1664/O. a/c as they heard from him on R/T but he did not appear to get them on either R/T or W/T.
1850 1920 do. 12 Group advise a/c now in Newcastle area (Ouston & Woolington). Beaufighters sent to lead him in. He appears to start to follow the Beau. but veers off. Viz about 1 mile at Ouston. Last heard of about 10 miles SE of Ouston. Newcastle instructed to have Beau. lead him to Croft.
1935 1945 1664/O. Landed at Ouston, roughly due to bent starboard Oleo leg. Crew OK and staying overnight. Croft state Sgt. Smilie has no experience on night landing in Halifax. Requested Croft to advise us,
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DFCO [underlined] NOTE for information of 12 Group F.C.L.O. of the assistance received by this a/c from the R.O.C. and reason for not following Beaufighter, etc. [/underlined] Croft suggest latest information on method used by fighters to lead in last aircraft be circulated to all stations.
[Deleted] 09 [/deleted] 2100 408/H 426/K. [underlined] SOS ↓[/underlined] 62 Base advise these 2 E.R’s have been instructed to jettison 30 miles out from Flamborough Head. M.L.O 12 request they go 50 miles out if possible. Informed 62 Base who believe a/c are out of range but would try to contact them again.
2145 426/T S.O.S. At 2133 a/c gave position [deleted] 043 [/deleted] 5232N 0433E and requested fix in S.O.S. message. Hull replied with 1st class fix viz, 5210N 0343E at 2134. A/c acknowledged. At 2138 Hull gave 2nd class fix of 5155N 0355E, also acknowledged by a/c.
F.C.L.O. 11 Group advised of above and asked to render all possible assistance.
2148 426/T FIX IN “G” CO-ORDINATES Hull reported message from a/c “B672 C3840” at 2140 hrs – interpreted as “G” position [deleted] 02 [/deleted] 5212N 0352E
2150 426/T Fix from Hull 5158N 0300E 3rd class at 2143, acknowledged.
62 Base informed of above status of aircraft.
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2158 426/T S.O.S. message from Hull: “Force landing 5207N 0220E – 2152 hrs.” 62 Base informed.
Proposal of 11 Group to send out a fighter was cancelled due to enemy activity.
0145 19/10/43 429/T 11 Gp F/C say entire crew of a/c picked up by a “flack” ship off Southwold and at present in the Aldeburgh Police Station. Linton told.
2200. 426/F Ident & message from Hull: 5303N 0225E. 2nd class. Sighted crew baled out 1824 at 5324N 0047E. Passed to 62 Base & 12 Group F.C.L.O.
[Underlined] TUES. – OCT. 19/43 [/underlined]
0041 426/F Received amplification of entry 2200 hrs from Captain viz. that a/c was at 18000 ft on a course of [deleted] 182° [/deleted] 128°M and saw an eruption of water indicating jettisoning, and a parachute. Two parachutes seen close together later.
Passed above to 12 Group.
0100 Ident Board changed.
0140. Pundits A.S.4 request cancelled.
0900 Off duty H.L. Spence. P/O.
09.00 On duty. F.D. Cleland F/L
10.45 Prov. Petrol Diversion Bases. Asked C.F.C. for bases for approx. 77 Halis. & 28 Lancs between S. coast & the Wash. Approx. time midnight. They will call after Met. conference.
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[Underlined] Tuesday. Oct 19th 1943. [/underlined]
11.00 Air Chief Marshall Ludlow Hewitt. Oxford DF 336. Leaving Dalton at 11.00 hrs. W/Op. requests we ask E. Fortune to pass their call sign on DF at intervals and listen to their call sign RBV as they may be very weak – also Darky set up. Route. Base – Middleton – Tesham Harbour – East Fortune.
Passed to 17 Group. ROC, 12 Group & E. Fortune. 13 Gp.
11.40 MLS 12 Gp. Blanket coverage [underlined] E229 [/underlined] given for Air to Air, Air to Sea, Fighter Affil. Bombing at Strensall – Ht. Tests up to 18000’ during 11.30 hrs to 18.00 hrs.
12.45 Thames Est Balloons & Canterbury Balloons. At 1500’ [deleted] dusk to dawn [/deleted] 00.01-02.00 hrs.
Billingham. Close hauled 16.30-1800 and 01.30-03.00 hrs.
Dungeness – Landfall beacon 360° 00.15-01.15 hrs.
Bradwell Bay – Landfall beacon 320° 00.30-01.30 hrs.
13.00 ASR of 426/T. No further information. Evidently landed close to a Flak ship and were sighted very quickly.
15.30 Ops Cancelled. Cancelled LF Beacons & Balloon arrangements
1600. HQ. 62 Base. Permission given to 408 Sqdn to fly Lancaster to Martlesham Heath to pick up crew who ditched last night. Taking off at 16:30.
1630 HQ Base 62 Checked with S/L Lyles that the weather picture for a/c going to Martlesham is fully appreciated since conditions for return are expected to be very serious.
S/L Lyles advised that weather picture is appreciated. That the a/c has taken off. That pilot will recheck
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conditions at Base prior to take off for return.
1650 Advised F/C. Martlesham of all foregoing entry.
1820 V/408 Ex. Base 62. Aircraft which went to Martlesham Heath is remaining there the night. Pilot S/L Miles.
1830 – Off duty [Signature]
On duty F/Lt. Miller
1845 V/408 3 Gp. phoned asking if we had diverted V/408 to Stradishall. Told them it was news to us but checked with 62 Base who said all they knew was that it had been okayed by W/C Ferris. Apparently Martlesham F/C had told Stradishall direct that he was just taking off for Strad. and 3 Gp. are very put out about the whole thing. The Station Commander at Stradishall is also displeased & wants to know why this a/c is coming when they haven’t been properly notified. CFC are taking a dim view of the whole business.
1900 V/408 62 Base have now learned from W/C Ferris that the pilot V/408 phoned W/C Ferris from Martlesham saying the weather was okay to return to Linton. W/C Ferris said to come back but if he met with adverse weather he was to land at an intermediate A/D. Explained the situation to 3 Gp. and apologised for the trouble they were caused. V/408 landed at Stradishall at 18.48 and will be staying the night. 62 Base informed.
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1930 1664/O Darky (see 18.40 Oct. 18 log) Croft explain that the reason this a/c did not follow the Beaufighter was as follows: Pilot (F/S Smillie) was uncertain of his position at dusk, his W/T was U/S and he had no Gee. He asked for QDM to base after calling darky, thought he heard “185° 17 miles Newcastle”; he circled but had no further contact with ground. Later he saw a pundit which he circled, flashing his lights. He got no reply however but saw some rockets and lights and prepared to land. It was then he saw the Beaufighter for the first time but his petrol was low and he landed. The aerodrome was Ouston but he had no R/T contact with it as they were on a different frequency.
2130 A/S Rescue Can we send 8 a/c on air sea search tomorrow morning? Air I says 8 a/c of 432 to be detailed for it.
Area: 5452N 0330E 5510N 0450E
5510N 0330E 5452N 0450E
Callsign: WCF 65-72 inclusive
Parallel track search from west to east with 1/4 mile visibility. A/c will be on 500 kc. except at the hour & 1/2 hour when for a period of 5 min they will be on sect J (385 kcs.)
When they see a dinghy, a/c are to climb & get a fix over the dinghy on 385 kc. & send a report in Operational Bombing code on this freq. giving number of occupants, and remain circling dinghy to total of their endurance. Instructions will be given to a/c by W/T. Not likely there will be any boats out as far as that and as airborne life boat may have to be sent out. A dinghy is believed to be in that area.
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Air I’s instructions: aircraft are not to fly above 2000 ft. on the way out and back and are to be careful of being blown too far east by strong SW’ly winds. They are not to be airborne more than 5 hours – ETZ to ETD.
Met: Front will be past 0500°E by 0900 hrs. but there will be showers with 2-3000 ft/ cloud base. Wind at 2000 ft 220° 40-50 mph. Bases will be okay from 0800-1300 hrs.
All information passed to 62 Base.
1030 A/S Rescue From Chatham: a/c [deleted] circling [/deleted] sighting a dinghy, after sending message in code, is to circle dinghy and listen out on 385 kc. continuously for relieving a/c and home it when it comes up.
2330 Pundits AS4 request Pundit 115 from now till dawn.
2345 A/S Rescue Linton DSO enquired what code the a/c were to use. He was instructed to use Operational Bomber Code which 16 Gp. agreed with.
[Underlined] Wednesday October 20th 1943 [/underlined]
0100 Ident Bd. changed.
0817 V/408 instructed him to return to base from Stradishall immediately. Informed 62 Base
0900 Off duty D.H. Miller F/Lt.
On duty HL Spence P/O.
Blanket Movement Air firing at R.H.B. & Whitby and bombing at Strensall for Hals. Wells & Lancs from 1000-1800 hrs – arranged with M.L.S. 12 – Ref. E15
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0915 426/T 11 Group reported wreckage of a Lancaster washed up on beach near Cost Guard Station at Aldeburgh. Framlingham (U.S. Station) is arranging to pull it further up the beach to prevent it being washed away with the tide which goes out at 1600 hrs. It is thought likely to be the 426 Sqn a/c which was abandoned night of 18/19. Group Engr. Officer informed & Air I.
0945 Air-Sea Rescue 16 Group F.C.L.O. informed 432 Sqn a/c airborne 0921 hrs.
1220 LFB #2 Will be laid on 270°T from 2330 to 0030 hrs. Arranged thru Ops 12 Gr. 62 Base informed.
1200 1355. 1664/W. Darky. This a/c on C & L and local flying appeared to become lost. Croft heard Darky calls at various times from it but could not make contact. Checked with R.O.C., 12 Gr., Thornaby, Scorton, etc. who had no information of any a/c in distress. Finally 12 Group informed us it had landed at Morpeth. Latter stated a/c had a glycol leak in S.I. Motor. Landed 1330 hrs.
1050. 431/E Air I authorized 431/N to land at Shipdham on x-country to deliver spare parts for this a/c. 62 Base informed.
1458 Crash. Advice from 12 Group of a Halifax having crashed in Z8139. R.O.C.
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state position as Grid Z8139 on the Darlington Sedgefield Rd., near Sudburgh. [inserted] Sedburgh [/inserted] M.S.G. informed. Darlington Police are believed to have arranged for ambulance & fire tender to go to the scene.
1510 1520. Crash M.S.G. reported the crash occurred near Army Searchlight Battery 343 and Army ambulance & guard was on hand. Army map ref. 849433. Latest information is that all crew were killed and aircraft is a total loss. Our crash tender, Engr. Officer & M.O. proceeding to scene of crash.
1530 [Underlined] A.S.R. Search 432/Q [/underlined] reported seeing a red bottom dinghy from height of 25-30 ft. at position 5508N 0348E at 1108 hrs.
[Underlined] 432/H [/underlined] reported a balloon (barrage) at pos. 5444N 0247E, at 1245 hrs. from a height of 600 ft. A Mitchell aircraft was circling it.
F.C.L.O. 16 Group informed of these reports & that last a/c of 432 Sqn on the search returned at 1446 hrs.
12 Group informed any showing of a broad I.F.F. from an aircraft of 432 Sqn on this search could only have been through faulty mechanism and a check of the sets is being made.
1600 408/V Landed back at base from Stradishall at 1000 hrs. (Not informed until checked-up.)
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1740 Crash 1664/L. DG343. Controller received advice that crash referred to in previous entries was 1664/L from Croft. A/c had just finished Fighter Affiliation exercise. R.O.C. had it plotted at 4000 ft – it appeared to make 2 rolls and then dropped at a 45° angle to crash. The a/c burned, and 6 bodies recovered were scattered over an area of 2 to 3 hundred yards. (All parties informed)
1830. Night Flying passed to R.O.C. & Stations
Off duty HL Spence. P/O.
On duty FD Cleland F/L.
23.04 Florid “N” This aircraft circling MSG & calling “Middleton St. George this is “Florid” N-Nan.” Checked on call sign for MSG. A/c belongs to Wymeswold 93 Gp O.T.U.
23.25 Florid “N” Landed.
23.25 408/H Sent message HF/DF Linton 23.15. “53°10’N 0450E Heading 250° 165 mph 18000’. Running short of petrol.”
408 H Upon inst. from Air I this a/c was told to land at Coltishall. Acknowledged by a/c. Also told to go over to MF.
23.32 408 H. MF Hull told if H called to confirm diversion
[Underlined] Thursday Oct 21st 1943 [/underlined]
00.10 408 J Fix “5308N 0220E II” puts him off E. Anglia. Passed C’signs to FCLO in case he makes for Nkf or Suffolk.
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[Underlined] Thursday Oct 21st 1943 [/underlined]
00.35 Well. O/82 OUT Gamston. Landed 00.15. Croft. Told 93 Gp.
00.45 Hal. D/1664 Croft now claim this a/c overdue
00.48 Hal. D/1664 Croft now say he landed at 23.30. We were not told, and also times for X-C route were not correctly passed earlier.
(Explanation later from Croft – New clerk put X-C times on their board wrongly – those given to us were correct. Also clerk forgot to write up landing time, so this was not passed to us.)
07.47 Whitley 81 OTU. – 403N. Landed at Skipton after calling “Darky”. Belongs to Tilstock 81 OTU. Pilot Sgt. Ross. Short of petrol. Had been on unsuccessful gardening mission.
09.00 Off duty. F.D. Cleland F/L On duty D.H. Miller F/Lt.
0945 Movement E 216 Hal. & Lancs. bombing at Strensall & air firing at Whitby from 1100 to 1800 hrs. Also height tests locally from 1030-1700 hrs. to height of 16000 ft.
1100 Tilstock a/c at Skipton ready to take off. Checked weather at Tilstock with 93 Gp. who say they are having an occasional shower there and want the a/c to remain until they advise us weather is okay. Informed Linton. 93 Gp. say weather at Gamston is okay & advised them their Well. O/82 OTU would be taking off in about 10 mins.
1045 Wombleton 1666 a/c are now moving to Wombleton; 2 or 3 a/c have already taken off without flying control either at base, Dalton or Wombleton having been notified. The wind at Wombleton is 15+ mph. 60° off the runway giving a strong starboard drift. Flying control is not very happy about
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the situation but the flight commander, F/Lt. Reed thinks the a/c can cope. Controller suggests F/Lt Reed fly over & if he thinks it is all right then, the a/c are not to be stopped.
1130 AOC to Wombleton From 61 Base: The AOC intends to fly to Wombleton today but the conditions (see above) are not very good. Controller informed.
1310 F & W of 1659 H.C.U. – w. crossing coast at Scarborough 1420 hrs for Air Firing practice and recrossing coast at 1520 hrs.
“F.” practicing 3 engine flying locally between 1600 hrs and 1800 hrs.
Z & J Air to Air – Crossing cost at 1535 hrs – recrossing coast at 1636 hrs.
1315 “E” of 419 Sqdn crossing coast at 1410 for Air to Air – recrossing coast at 1510.
1430 AOC to Wombleton From 62 Base: AOC took off from Linton at 14.25 for Wombleton in the Phoenix. 61 Base informed. There is a strong cross wind at Wombleton but AOC has been warned.
1440 AOC landed at Wombleton at 14.35.
1400-1545 408/H at Bungay – pilot phoned through to say his CSU or SOE is U/S and wants to know what to do. Referred to 408 W/C who says pilot is to try and contact eng. officer at Little Snoring (115 Sqdn) and have him repair the a/c if possible. Could not contact the pilot again as the lines are U/S for the present (!) Finally got through at 1550 and passed message to the pilot direct.
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1630 1666 HCU 9 a/c are now at Wombleton [deleted] Cro [/deleted] S/D informed. 5 left at Dalton, 1 at Croft, 1 at Topcliffe.
1702 AOC left Wombleton at 1700 hrs. 62 Base informed.
Ditching of 426/T (see 21.45 entry Oct 18) On enquiry into this matter the following was found:
From the duty Staff Officer at Harwich: the ditching of the a/c was heard and reported by a soldier to the [deleted] Naval [/deleted] Duty Staff Officer at Harwich via the Naval Coast Guard. The Duty Staff Officer immediately had the Royal National Lifeboat Institute send out a lifeboat to the position and also arranged for the army to sweep the sea with searchlights. The crew however had reached shore via dinghy when the life boat arrived and they were taken to the Aldeburgh police station.
From the crew of 426/T:
Returning from operations, they crossed the coast at 800 ft. and two engines cut. Pilot immediately turned out to sea to ditch and effected a successful ditching a mile or so off shore. Ten feet from the water the remaining two engines cut. After boarding the dinghy the crew were carried to shore by the wind and tide. The a/c is believed to have been washed ashore.
The crew are now back at Linton.
1730 AOC landed back at Linton 17.23. 61 Base informed.
1830 Pundits #91, #115 & #140 requested by A.S.4 from dusk to dawn. Stations informed.
Off duty F/L Miller. – On duty HL Spence. P/O.
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1915 Night Flying Passed to R.O.C. & Stations.
2100 1664/K. (EB-136) [underlined] Crash [/underlined] (Squadron Letters DH) This a/c on C & L details ground looped on take off at 2040 hrs. Crew are O.K. but proceeded to sick quarters. A/c thought to be cat ac. or [underlined] Cat. “E” [/underlined] Pilot slightly injured in the face.
2105 Pundits Request by A.S.4 cancelled. Stations informed.
2130 1664/K. (Squadron Letters ZU) This x-country a/c has made 2 Darky calls – one answered by Chipping Norden at 2109 hrs & the other by Barford St John at 2115 hrs. appears to be OK and merely verifying his position. Above passed by 92 Group to Croft direct.
2315 Redfinch “X” Darky 62 Base reported giving m/n aircraft a QDM of 157/30 miles to Goole. Advised 92 Gr. for information of Market Harborough
[Underlined] FRIDAY – OCT 22ND – 1943 [/underlined]
0030. Elflake “L” Darky. Croft report a/c calling darky Trying to contact it. Middleton advised
0008 Maple “P” (Whitby) 12 Group request Linton light up for this a/c which is being searchlighted there. 62 Base informed.
0015 Maple “P” 12 Group request cancelled as a/c has secured a fix and is returning to base.
0044 No 30 O.T.U. a/c “L” Wellington Landed at Leeming – Port Engine U/S.
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Staying overnight. 93 Gr F.C. informed for transmission to Seighford.
0100 Ident Board changed.
0120 Crash Croft reported aircraft which had entered their circuit had disappeared and shortly thereafter a flash of flame had been seen to the south east. R.O.C. York 9 confirmed this and thought the crash had occurred at Croft.
0130. Crash Definite location of crash not yet determined. Scorton had no knowledge of it. Police in that vicinity being questioned.
0145 Crash Scorton advise they have a general idea of location & were taking action.
0200 1664/H. M.S.G. state they are endeavouring to contact 1664/H, which is considerably overdue from x-country, by W/T.
0205 Crash. Croft state latest information from A.R.P. is that crash occurred at Church House Farm near North Cowton & local fire-tender & ambulance are on the scene.
0210 Crash Scorton have informed Croft that crash occurred west of South Cowton at an intersection of 3 roads called Atley Hill. Crash tender, ambulance and M.O. from both Scorton & Croft en route as location appears to be midway between Stations, approx. 4 miles from each.
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0240. 1664/H No W/T contact has been made with this a/c which is now more than 1 hr overdue.
0310 [Underlined] Crash 1664/H. [/underlined] EB 199 Sgt. Simmons (Capt.) Croft have confirmed that this is their aircraft. No explanation of the cause is possible. [Underlined] Six [/underlined] of the crew were [underlined] killed outright [/underlined] and the [underlined] 7th, [/underlined] the Observer, while still alive is very [underlined] badly injured, [/underlined] and was taken to Scorton Sick Quarters. [Underlined] The aircraft is a complete write-off [/underlined] R.A.F. Regiment from Croft is furnishing a guard. Croft is also taking all necessary signal action etc.
0900 Off duty HL Spence P/O.
0900 On duty F.D. Cleland F/L.
11.00 Blanket Coverage for Movements. E266 covers Ht. Tests. Air to Air. Air to Sea, Local Flying & Bombing. Lancs. Halis & Wells during daylight.
10.00 Crashes of 1664 C.U. All concerned at Group informed.
13.00 Landfall Beacons #2 & #10 arranged.
14.00 Landfall Beacons #10 cancelled and #2 ordered from 23.00-00.01 bearing of 270°T.
14.55 Bullseye Offered 3 Lancs 432 Sq., 3 Hals. 1664, 7 Hals. 1659.
17.00 Bullseye scrubbed. Passed to 62 Base, 1664 Croft and FCLO 11 Gp. & Fighter Command.
17.00 Diversion Bases. Allotments as follows:
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[Underlined] Oct 22/1943 [/underlined]
17.00 Diversion Bases 431 – Acklington 12 Gp.
432 – Acklington 12 Gp.
434 – Croft
426 – Scorton 12 Gp.
408 – Silloth – Controlled Oper. By 15 Gp.
All above stations have been warned of number of aircraft to be diverted and are willing to accept them. No particulars have been passed yet.
17.00 Billingham Balloons. Arranged at 15.00 hrs – Close-hauled 16.30-18.00 hrs. And from 23.30-01.30 hrs.
18.00 Y/1664. Claims to have been shot at by coastal battery at 16.50 hrs. Was flying on Air to Sea firing detail at 1500 ft about 1 – 1 1/2 miles from shore opposite Whitby.
When reported to MLO 12 Gp the following answer was received. That a light AA battery had been practicing all day. It is likely they were firing at the time, but as visibility was good they could see him at that distance. So Y/1664 may have seen a flash and assumed that he was the target.
18.45 Y/427 Going to jettison. M.L.S. advised. Also ROC.
18.30 Off duty F.H. Cleland F/Lt. On duty D.H. Miller F/Lt.
1905 Night Flying passed to stations & ROC.
1940 Y/427 ROC have no plots of this a/c. Asked FCLO if he could trace it. Says he has been trying to plot it but ROC cannot find any plots and have had none since the a/c left Leeming
20.30 431/S up on R/T P.E. U/S – going to Jett. At Whitby
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ROC & FCLO 12 Gp. informed
2033 427/Y (see above) Ident. At 20.27 position 5210N 0243E 1st class Ident. (!)
2035 426/B came up on R/T and was sent out to jett. At Flamborough, 40 miles out. ROC & FCLO 12 Gp. informed.
2057 434/B landed base, and asked for ambulance on R/T. (Mid-upper gunner sick)
2100 4 Gp. Diversion Can we take any of their a/c in our Group. Controller said that in view of weather forecast it wasn’t very likely but if it turns out better we will try and help them.
2230 Tholthorpe – a/c bogged on runway – A/D temp. U/S. They think they can get it off very shortly. Eastmoor teed up to take a/c if necessary.
2235 Weather Met. re 2200 Met. conference: general weather in group will be 1500-2000 ft cloud base, vis [deleted] at worst [/deleted] generally 3000 yds. some stations better. There will be some general rain, mainly slight. Acklington much the same, & Silloth good. Controller gave CFC Scorton for other groups’ use. Linton informed.
2245 428/I sent the following message on Hull at 22.43: “Emergency 5327N 0414E”. Message was weak and Hull passed him a 2nd class fix of 5258N 0300E which 12 Gp. say was ack. but which our W/T say wasn’t ack., and our W/T says the a/c requested a repeat. Checking up with Hull. FCLO informed.
2259 428/I Ident. On Hull at 2254 – 5247N 0225E 3rd showing him as heading towards East Anglia. Also sent “Receiver U/S” 12 Gp FCLO informed and has all
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Available A/D’s on East Anglia coast it up. Weather at Coltishall not very good but Docking and Hardwick areas fairly good.
2330 Diversion Controller decided we won’t need Acklington now as other other groups especially 5 Gp. are having trouble with their weather. Informed CFC.
2340 Diversion CFC say 5 Gp. don’t want Acklington but would like Silloth. Controller [deleted] infor [/deleted] said okay & 62 Base instructed not to divert anywhere without consulting Group. Weather appears as if it is going to hold fairly well all over group.
2350 Diversion CFC say 5 Gp in great distress so Controller decided to give them Acklington and said we can take 15 a/c at Skipton & 15 at Dalton. Informed 61 Base [inserted] & Leeming [/inserted] Met. still optimistic about weather.
[Underlined] Saturday Oct 23/43 [/underlined]
0010 428/I crash landed at Snetterton Heath [inserted] at 2335. [/inserted] Badly shot up, rear gunner killed, flight engineer and mid upper gunner wounded, navigator suffering from shock. Rest okay. A/c was shot up by a fighter. Pilot made “damn good landing under circumstances” says 3rd US Wing F/C but a/c is a write off. 12 FCLO informed
0040 a/c to Middleton 12 Gp FCLO say there is an a/c apparently in distress off Whitby and they are going to S/L him to Middleton. Weather there is good. Warned Middleton.
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0055 H/619 from Woodhall landed Leeming 0038
S/[deleted] 84 OTU [/deleted] 625 from Kelstern (1 Gp) landed Leeming 0050
CFC informed.
0100 427/E Informed FCLO that this a/c idented on Rulham at 19.34 position 5222N 0315E 2nd. Nothing heard from him since. They can’t give us much help.
0110 a/c to Middleton (see 0040) landed at Pocklington. Middleton informed.
0115 427/E Crash Four Group say a Mk. V Halifax crashed near Newton Kyme Railway Station on the Boston Spa – Tadcaster Road. No. of a/c is DK182. Church Fenton took all crash action. 7 bodies have been removed to Marston Moor.
This is 427/E (see 0100 above) Marston say crew appeared to have been in crash position preparing for a crash landing. Observers of crash say engines appeared duff before the crash.
Time of crash was about 20.37.
0200 Results 12 a/c still outstanding & considered missing.
Landed away: 1 at Snetterton Heath (3rd Div.)
3 at Rufforth.
None were diverted.
0820 H/619 5 Gp. says H/619 is to take off as soon as possible for base. Informed Leeming (“red” at present.)
0830 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
1100 H/619 Returning to Woodhall Spa 1100 hrs. via Gainsborough. 5 Group F.C. informed & ok’d.
S/625 Returning to Kelstern 1130 hrs via Gainsborough. 1 Group F.C. informed & ok’d.
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1110 W/C Sugget Oxford Snetterton Heath Air I authorized W/C Sugget to take Oxford to Snetterton Heath. M.S.G. informed.
[Deleted] 1200 [/deleted] 1140 Com. a/c Proctor Reserved for W/C Fleming for 1215 hrs. Required all afternoon. Going to M.S.G. 62 Base informed.
1200 Identification of body at Thorney Island. Thorney Island have requested through Air Ministry for someone to go to Thorney Island to identify a body washed ashore, believed to be Sgt. Hayward. Air I had ruled:
1. Journey not to be made in Halifax.
2. Any a/c of Com. Flight may be used.
3. Any Oxford available from another Station
4. If one of above not possible journey to be made by rail.
62 Base informed.
1201 Movement Arranged for Air Firing at R.H.B. and Whitby for Lancs. Wells. & Hals. – also Bombing at Strensall from 1200-1800 hrs. Ref. – E-227.
1300 Diversion In to 6 Gp. From 1 Gp. 3 Jaywalk a/c being sent to 6 Gp for weather reasons. O.K. send to Linton. Told 62 Base & 6 Gp. Met. OK.
1310 Diversion Cancelled by 1 Gp & 62 Base notified.
1420 Middleton crew at Snetterton Heath “We sho would like to fly your boys up to save a long train trip, O.K? Contacted M. StG. Who said, Yes.
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1430 Pundits 19, 91, 115 & 145 requested by A.S.4 Dusk to Dawn.
1453 Jaywalk /X Diverted from Blyton (1 Group) E.T.A. 1550 Diverted from Blyton (1 Group) E.T.A. 1550 Told 6 Base.
1510 619/H [indecipherable] 5 Gp say hold m/n a/c until further notice.
1555 Jaywalk X landed Linton Told 1 Gp F/C.
1540 [indecipherable Left Catterick 1550 E.T.A. Topcliffe 1645 Told Base 61.
1600 619/H 5 Gp say O K for their a/c to return to Base. Told Leeming a/b 1625
1710 A.C.M. Ludlow Hewitt landed Topcliffe 1714.
1810 1 Gp diversion [indecipherable] Given O.K. to send 1 Wellington to Linton will advise later if it matures
1830 Off duty SR Wyman F/L
1830 On duty F.D. Cleland F/L.
19.00 1 Gp Diversion [indecipherable] This a/c landed at Riccall. Linton stood down.
19.00 Night Flying Passed to 12 Gp. ROC.
19.35 Exercise “Rose” 10 Whitleys landed at Middleton
1 Whitley landed at Croft
3 others landed elsewhere and will try to get up tomorrow – A.M.
[Underlined] Sunday, Oct. 24/43. [/underlined]
0900 Off duty F/L Cleland. On duty H.L. Spence P/O.
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0910 Ex. ROSE Take off postponed due to weather. A/c intend returning to M.S.G. for paratroops.
0930 Ex. ROSE New take off time 1100 hrs. M.L.O. informed of new arrangement.
Close handling of Billingham balloons from 0900-1200 hrs arranged for.
0945 Ex. ROSE B.L.O. requested to extend time of close hauling Middlesboro balloons to 1400. They will be kept so after 1315 hrs. until we inform him the a/c concerned have all taken off.
1050 Ex. ROSE O/C of this exercise at M.S.G. has cancelled it. Ops at 38 Wing & M.L.O. & B.L.O. 12 Gr. informed. Also R.O.C.
1130. L.F.B. #2 Will be flashing from 2145-2245 on 265°T. Arranged through Ops. 12 Group.
1140 16 Gr. Enquired re use of M.S.G. to land 3 a/c (Warwick, Proctor & 1 other) en route to Thornaby. Met & M.S.G. not happy and 16 Group informed.
1220 419/J & X Diverted to Silloth Fitness of M.S.G. & rest of group necessitates diverting these a/c on return from x countries. Silloth contacted and agreed to take them. C.F.C., 9 Gr. & all concerned informed.
1230 Pundits 115, 91, 150 requested by AS4 dusk to dawn.
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1255 V.I.P. A/C/M. Ludlow Hewitt. Left Topcliffe for Elvington F.C.L.O. 12 Group advised. 1330
1300. 4 Hals. For M.S.G. M.S.G. has just received word that 4 new Halifaxes are en route to them (from Southampton [inserted] 1215 hrs. [/inserted]). R.O.C. telling a/c, to us approaching from south.
1330 419/J & X Ref. entry 1220 hrs. “J” landed Silloth at 1300 hrs & “X” at 1322 hrs. M.S.G. informed.
1447 4 Hals for M.S.G. These a/c from East Leigh landed as follows:-
2- at Riccal
1 at Leconfield.
1 at Melbourne
Anson at Snaith.
1500. Ex Rose Whitleys 38 Wing say OK for these a/c to return to base (Stoney Cross). M.S.G. & Croft informed and a/c are taking off immediately. All concerned informed.
1200. Diversion Base. C.F.C. have allotted us Bottesford as provisional weather diversion base. – 61 Base informed.
1615 L.F.B. #2. Request cancelled.
1618 Diversion Base. C.F.C. informed Diversion Base not required.
1650. Albion “J” This a/c overhead at Linton, who do
1700 (or Albain)
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not feel happy about landing him. Checked Met. and on their recommendation Conningsby [sic] was selected for diverting him. [Deleted] Aircraft given a QDM to [/deleted] Aircraft was told to stand by for a course to steer for Conningsby [sic] but Linton unable to contact him again. 5 Group F.C. informed. 1715 A/c requested Driffield but 4 Group say no, they are themselves considering diversions to 5 Group.
1720-1740. Scampton & Waddington both U/S. Dunholme and Skellingthorpe possible but in view of the good conditions at Conningsby [sic] it was considered the little distance farther north of these 2 stations did not warrant changes of station. R.O.C. telling him and plots show up from Linton to Middleton. The latter and Leeming put on their contact lights, etc. No further contact was possible by the 3 stations with the aircraft.
1805 Albani “J” R.O.C. state this a/c followed through to Lincoln & was lost around Faldingworth or Wickenby & suggest checking there. F.C.O. 1 Group stated on being checked that Air Commodore Slessor landed at Lindholme at 1724 hrs., and that he understood H.Q. 6 Group had been contacted and informed he was proceeding to York by road. F.C.O. 5 Group informed & Conningsby [sic] stood down.
18.40 Pundits cancelled. Stations informed.
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1930. Off duty HL Spence P/O.
1930 On duty SR Wyman F/L.
2300 Prov. Diversion. Told 5 Gp. – Bottesford not req’d
[Underlined] 25 OCTOBER 1943 [/underlined]
Ident. Sigs. Board changed.
0035 FOR [underlined S.F.C.O. [/underlined] Test RIT R.O.C. 0/4 There is a letter which is against this. But under circumstances seems advisable. Controller & R.O.C., suggests or requests a test to be made of R.O.C. post 0.4 (Castleton) on first suitable day. This station has been called upon to make 7 calls to a/c and has not yet received any answer. Referred matter to Base #61 who will arrange test & notify us of time. D.F.C.O. to notify controller IX.
0900 off duty SR Wyman F/L.
0900 On duty F.D. Cleland F/L.
10.30 Hal. to Shipdham. Permission given by Air I for Halifax of 4311 Sq. to go to Shipdham to pick up bomb carrier & SBC’s.
12.00 Oxford to Hawarden Permission for Linton Oxford to go to Hawarden to pick up Air Comm. Blackthorn(RAAF). Routed Base - East Retford – Hawarden.
12.00 Proctor of Middleton VB 6303. En route Melton Mowbray from Crosby. S/L Harrison was listed as overdue from Pt Allen to M. Mowbray om “HW451”. Trying to check with Station Z to reassure them.
16.50 Diversion from 5 Gp. 11 a/c need to be diverted. Weather reasons. Offered Linton & Eastmoor to them. Particulars later.
17.05 Diversion from 5 Gp. 6 Lancs of 57 Squadon – Base: East Kirkby. RJ. Call Signs { Senate Aggie. Letters of a/c: K, J, S. F, Q, U.
17.30 Em. 4 Gp. K/57 landed Rufforth. F.C. 5 Gp. informed.
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[Underlined] Oct 25th 1943 [/underlined]
18.00 Diversion from 5 Gp. All diverted a/c landed OK Linton & Eastmoor. 5 Gp Inf.
18.20 Div. from Linton 343/A & 434/R diverted to Topcliffe. Topcliffe warned.
431/C & 431/R diverted to Topcliffe. Priority asked for R/431 who may be short of petrol.
1830 Off duty F/L Cleland, on duty D.H. Miller F/Lt.
19.15 Diversion Tholthorpe vis. improving slightly and they think their a/c can land there alright for the time being.
1945 431 & 434 a/c have all landed at Tholthorpe except two, which landed at Topcliffe. Crews staying over night at Topcliffe.
[Underlined] DFCO’s Note [/underlined] See revised Granite Scheme on map board (extended north to Paitley Bridge)
[Underlined] Tuesday October 26, 1943 [/underlined]
0100 Ident Bd. changed.
0900 Off duty D.H. Miller F/Lt.
On duty H.L. Spence P/O.
1005 419/J to Boscombe Down (F/L Hewitt) Air I authorized flight to Boscombe Down to have a/c weighted. M.S.G. informed. Weather to be checked as our Met say conditions unfavourable, with little likelihood of clearance until this afternoon.
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1245 Liberator 9 R.O.C. reported a Lib [inserted] “stooging” [/inserted] in & around Middleton and Croft. Contacted those stations and advised mortor & money flares if no reply to Darkies on both frequencies received. All action taken but it appears a/c did not wish to land. 12 F.C.L.O. had no “gen” re this a/c which appeared O.K.
1334 1350 Right Close “V” Hethel 2nd U.S. Wing F.C.L.O. 12 Group requested R/T message be passed to m/n aircraft “to return to base” which is Hethel. Leeming Topcliffe & Linton unsuccessful in attempting to contact him. This Liberator now in A.04 near Burn & appears to be heading for his base F.C.L.O. 12 Group informed.
1345 431/Q 62 Base state arrangements have been made for this a/c to take off from Shipdham for return to Tholthorpe by 1500-1600 hrs. Met say this is best time but if Tholthorpe is not fit M.S.G. should be able to land him. 62 Base know this
1425 A.T.A. Hals. At Leeming Leeming report 2 Hals. circling but unable to land. F.C.L.O. 12 Group contacted for fighter to lead them to Ouston.
1440. ditto 12 Group state fighter not available but an Oxford from Ouston is on the way down to lead them to Ouston.
1510. ditto Leeming advise one a/c landed there & one at M.S.G. F.C.L.O. 12 Group informed.
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1515 431/Q This a/c not yet airborne. Met state weather deteriorating at M.S.G. and will become worse particularly after 1630 to 1700 hrs. Recommend a/c not to take off from Shipdham if it has not already done so. Informed 62 Base who requested we have Shipdham hold the a/c there overnight. 2nd U.S Div. informed for transmission to Shipdham. (Notes - Improvement in weather at Tholthorpe only temporary say Met.)
[Underlined] Note: [/underlined] F/L Durham suggests that A.T.A. pilots be instructed to check the Met picture before taking off. On Sunday, Oct. 24th, 4 more of these a/c were unable to land at M.S.G. due to weather.
Bomb Demolition Topcliffe advise demolition of unserviceable bombs would be effected north of their Bomb Store Areas during hours 0930 & 1630 on Oct 26th & 27th.
1800 Night Flying Stations & R.O.C. informed there is no night flying in the Group.
1830 Off duty HL Spence P/O.
1830 On duty [Signature]
0001 [underlined] October 27th 1943. [/underlined]
0900 Off duty [Signature]
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Oct 27th, 1943.
0900 On Duty [Signature]
1115 L.F.B. No 10. Arranged to be operating on a bearing of 270° T from 21:00 hours to 21:45
1120 WINDOW AT FINNINGLEY. Permission granted by AIR I for X-country a/c from Eastmoor to land at Finningley to pick up ”window” erroneously left on board Wellington of 432 delivered to 93 Gp.
1130 Balloons Arranged through [deleted] Op [/deleted] B.L.O. 12 Gp for Balloons at Great Yarmouth, Lowestoft and Norwich to be at no greater height than 1500 ft from 2030 hrs to 2300 hrs – and for Billingham Balloons to be close hauled from 1600-1800 hrs and again from 2130 to 2359 hours.
11:40 OTU Well’n’s AT M.S.G. Ex. F.C. M.S.G. – News that two Wellington a/c Nos = HF637 and HF681 which landed there yesterday (No knowledge here) because of adverse weather took off 1135 for Wellesbourne Mountford. Everything about the movement was most unsatisfactory – F.C MSG. finally conceded that the
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following route was given: viz M.S.G. – Lincoln – Northampton Wellesbourne. This route would take the a/c bang over Grantham Defences! Since a/c had already taken off, could only warn MLS 12 and hope for the best.
1215 Jettisoning Dud 1000 lb. bombs. Permission granted by MLO 12 for 8 Lancaster a/c to jettison 47 Dud 1000 lb bombs at Posn 54.40N 0120E. – fused to explode at 25 ft below surface.
1330 Diversions Requested C.F.C. to provide Diversion Bases in 13 Group for 80 Halifaxes.
1400 Diversions Ex. C.F.C. Following bases allocated: Drem – Charter Hall – Kinloss – Lossiemouth.
1415 Diversions Sqn Allocation and Diversion Gen. passed to stations.
1417 Diversions Ex. F.C. 13. Drem can cope with only 12 aircraft and Charter Hall with only 6.
- much quibbling followed
1420 5 Gp a/c Here. Ex. F.C. 5. All Lancs of 57 Sqn in 6 Gp to return to base.
1421 5 Gp a/c Here. Pass to S/L Kyles. Base 62
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1430 5 Gp a/c To F.C. 5. All Lancs 57 Sqn a/bn
[Deleted] 1432 [/deleted] 1507 D’v’n Gen. Final Sqn allocation ref. Diversions (see Form B256) passed to Base 62.
1508 A.T.A. Hal. Ex. F.C. MSG. A.T.A. Hal took off for Long – Latter informed.
1510 JTM/B [Deleted] This [/deleted] Ex: F.C. Base 61. –
AIRCRAFT B1 16 OTU. CS. [underlined] JTM [/underlined] of Up. Heyford passed following message on Topcliffe H/F D/F “Position Y at 1438” – at 1615 finally got through to F.C. 92 with above message.
1600. S/JA130 This Wellington landed at Topcliffe from Binbrook. Later at 1600 took off for Leconfield – Pilot F/O Osborne.
F.C. 4 advised.
1600 [Underlined] OPS [/underlined] Ex SDn Ops Cancelled –
1601 L.F.S.
1602 Balloons.
1603. Diversion Bases } Cancelled with Thanks.
1605 6 Gp a/c All 6 Gp a/c now back at Bases.
1810 Defiant Ferry Command} At Croft from Lossiemouth En route to Desford.
1830 – Off Duty [Signature]
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1830. On duty HL Spence P/O.
[Underlined] 28 OCTOBER 1943 – THURSDAY [/underlined]
2359 Ident Board O.K.
0900 off duty S R Wyman F/L. On duty D.H. Miller F/Lt
1200 Movement E 20 Bombing at Strensall & Airfiring at Whitby from 1430-1800 by Lancs. & Hal.
1230 Weather Re Eastmoor’s proposed x-countries this afternoon Met. say if vis. at take-off is below 2000 yds. the vis. on return at 1700 hrs. will not be very good. Warned 62 Base.
1530 Spitfire from Dyce landed at Middleton and is proceeding immediately to Benson. He has checked route & weather at Benson & is happy.
1650 Walrus W2704 landed at Eastmoor from Eastly at about 16.30, heading for Sherburn. Pilot is 1st Officer Hayman and is staying over night on account of weather. Informed 41 Gp.
1830 off duty D.H. Miller F/Lt.
On duty F.D. Cleland F/L.
[Underlined] Oct 29/43 [/underlined]
01.00 Ident Board changed
09.00 Off duty F.D. Cleland F/L
On duty HL Spence P/O.
1830 [Deleted] Off On [deleted] duty H.L. Spence P/O.
Off duty HL
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1830 On duty D.H. Miller F/Lt.
Comm, Flight: Proctor reserved for S/L Jacobs for 0900 hrs. Nov. 1st all day. Comm. Flight informed 13.40 Oct. 28th.
[Underlined] Saturday October 30, 1943 [/underlined]
0100 Ident Bd changed.
0900 Off duty D.H. Miller F/Lt.
09.00 On duty F.D. Cleland F/L.
0850 Darky Middleton have heard an a/c around them and have had a darky call by a “Recorder 5” a/c now north of Middleton & wants to know a course to steer to Middleton who are in R/T contact with him. They gave him course & he finally landed at Middleton in vis. of 1500 yds.
09.04 Darky Halifax BB 431 – Landed Middleton. 148 Squadron – Pilot: Sgt. Bruce. 1 crews, 8 passengers. From Breda, Algiers en route to R.A.F. [deleted word] Clifton.
R.A.F. Clifton (York 2064) & 44 Group informed.
10.15 Movement Serial # E44 Covers Air to Air, Air to Sea Firing, Bombing at Strensall, Fighter Affil. & Height Tests up to 20000’ from 1030-17.30 hrs for Halis, Lancs & Wells.
12.05 Flight Plan Conference Scheduled for 13.00 hrs. Midd. Leeming 62 Base & Air I informed.
12.30 Fortresses 12 Gp F.C. say there was a large abortive Fortress raid. These a/c have been recalled. If any are flying in our area we are to land them.
62 Base, 61 Base, Middleton, Leeming informed.
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12.55 CFC re Prov. Petrol Bases Will let us know in 2 hours time. Needed in S of England (not East Anglia)
12.30 Billingham – Close-hauled 16.30-17.30, 23.00-2300 hrs.
Gt Yarmouth } Close-hauled 21.00-22.00 hrs.
Lowestoft }
Norwich}
Balloons
Southwold L.F.B. from 21.00-22.00 hrs }
Dungeness LFB from 21.30-22.30 hrs }
Southend LFB from 21.45-22.45 hrs }
16.30 Cancelled Above arrangements
14.25 Hal. BB431 Left Middleton for RAF Clifton. Landed there 15.55 hrs.
16.30 Liberator I/67 Squadron. From Shipdham (2nd Bomber Div) Pilot Lt. O’Neill. Landed at Wombleton 14.55 hrs. Weather reasons – also see entry of 12.30 hrs.
All afternoon our stations had been hearing “Darky” calls from Americans but were unable to contact them. Cloud base was the main difficulty as none managed to break cloud. Fighter Group 12 were finally persuaded to send two fighters to help land another Liberator near Pocklington. We offered Topcliffe & Leeming if needed. This Lib. landed at Hutton Cranswick O.K.
1830. Off duty F/L. Cleland.
On duty H.L. Spence P/O.
SUNDAY – OCT. 31 – 1943.
0100 Ident Board changed.
0900 Off duty H.L. Spence P/O.
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Oct 31st 1943.
0900 – On duty [Signature]
1000 Liberator at Wombleton – Weather adverse for safe return to Shipdham Hambleton F/C informed through Base 61. F.C.
1530 Pundits. AS4’s request for pundits No 91 115 140 passed to St’n’s.
16.30 On duty FD Cleland F/L.
17.30 Pundits cancelled.
09.00 Off duty FW Cleland F/L.
On duty H.L. Spence P/O.
1200 Lib. at Wombleton 2nd U.S. Div. F. Control have instructed that 67/I is not to take off for return to Shipdham until they advise us. Topcliffe informed.
1250 WELLINGTON NUTT’S CORNER 12 F.C.L.O. Wellington a/c (SGG-A; R/T Yardhouse A) on a Nav. Exercise from Nutt’s corner. Should be near Linton. Tell him to go to Valley – 4/10 2000 viz 3000x Llandedr 5/10 viz 6 MLS not to go to Nutt’s Corner.
Contacted Flying Control Linton & gave above information.
1252 WELLINGTON NUTT’S CORNER Told Tholthorpe to look after same a/c
1255 WELLINGTON NUTT’S CORNER Linton heard this a/c on R/T.
1257 Landed Linton. Told 12 Gp who passed Nutt’s Corner instruction namely that a/c to stay where he was until he heard from Nutt’s Corner.
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1330. 67/I – Liberator to Shipdham 2nd. Div. U/S Flying Control instructed this a/c could take off provided his E.T.A. at Shipdham would be 1400 hrs. 61 Base was so informed and a/c took off at 1333 hrs before we were able to get thru to 2nd. US. Wing for O.K. inasmuch as his E.T.A would be 20 minutes after deadline set. 2nd. U.S. Wing advised.
1830 Off duty HL Spence P/O.
1830 – On Duty [Signature]
0001 Nov 2nd. 1943.
0830 – [Deleted] On [/deleted] Off Duty [Signature]
09.10 Tholthorpe Crash Tender The first line crash tender at Tholthorpe will be U/S for two days and they will be unable to take outside crash action 62 Base will co-ordinate.
09.20 On duty FW Cleland F/L
15.40 Diversion from 4 Gp. 3 Halis. from Marston Moor to land at Topcliffe (Weather reasons.)
15.50 Diversion from 4 Gp. Now only 1 left to come. Others landed at Marston. “J” – RT. “Nightjar” or “Shipwake”.
15.55 Diversion from 4 Gp. Cancelled. All landed at base.
18.30 Off duty Cleland & Justason
On duty HL Spence P/O.
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1940 Pundits No. 140 Flashing
[Underlined] NOV. 3RD – 1943. [/underlined]
0100 Ident Board changed.
0135 Aircraft – L or R 62 Base called to say an aircraft using a/c L or R was calling a ground station, whose C/S was Expert, which is the c/s at Gibraltar. Contacted R.O.C. 9 and 10 who said only aircraft [inserted] in this area [/inserted] was a friendly bomber in A82. Spoke to 12 F.C.L.O. who said the only a/c was the one noted above. This a/c L or R was heard making Darky call by R/T stations in all the Bomber Group. The a/c, which was in A82 passed from the 12 Group area over to 9 Gp.
0345 ditto. Linton called to say they thought the aircraft landed. Information gleaned from a garbled message overheard by Eastmoor Darky.
0900 Off duty H.L. Spence. P/O.
0900 – On Duty [Signature]
1000 WELLINGTON Z-1395 A/SGG. Ex. F.C. Linton. Wellington from Nutt’s Corner returning to Base as of 10:15 hours. Linton: RED. Weather at Nutts Corner o.k.
Route etc passed to both MLS 12 and F.C.L.O 9 – and advised the latter that the a/c was a/b at 10.16
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1215. L.F.B. #10 On bearing of 270°T from 2030 hours to 21:30 hours.
1215 Balloons. Norwich, Great Yarmouth and Lowestoft – 1500 feet all night, {S.O.R. except during E.A.
1520 Diversion Bases. Request made to C.F.C. for suitable Provisional Weather Diversion Bases to accommodate 117 Hals and Lancs of 8 squadrons
1430 Diversion Bases. Ex. C.F.C. Following Stations Allocated as Provisional Weather Diversion Bases:
Mildenhall – Lakenheath – Downham Market – Waterbeach – Newmarket – Witchford – Mepal – Docking. –
These were accepted by the Controller who allocated Squadrons and advised stations [inserted] of some together [/inserted] with ‘gen on our Bases.
Pundits. – see the above stns were covered by a QDM and Dist from a Pundit except Downham Market F.C.3 gave Lat & Long pos’n of Mildenhall and said to set course from there.
1500. Station advised (Lat & Long Mildenhall pundit given by F.C. 3 as: 52° 15’ 31” N 00° 29’ 53” E
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1445 P.F.F. Lanc 7 Sqn. Query Ex. F.C./P.F.F. = ref weather and serviceability of Topcliffe. – advised o.k. Lanc from P.F.F. landed Topcliffe 1554. – Took off again for base 1610. –
Passed to F.C/P.F.F.
1448 E. 314 Blanket coverage with MLS.
1740 G/1659 Ex. F.C. BASE 61. After advising that all their Non-op day flying were finished – found G/1659 still a/bn. Queried for Provisional diversion base.
6 Gp Met advise Eastmoor OK.
1750 – Informed FC Base 62 to stand by at Eastmoor.
1800 G/1659 Landed Topcliffe. Eastmoor stood down.
1830 Off duty [Signature]
18.30 On duty FD Cleland F/L
18.55 Balloons Yarmouth Norwich & Lowestoft } Due to hostile action must be raised to 6500’.
19.00 Y/429 Received II class fix (Ident.) which puts him in East Anglia. Told 12 Group about balloons & asked them to look out for him.
20.15 Balloons Yarmouth, Norwich, Lowestoft now at 1500 ft.
20.30 Diversions CFC say lights are out on Lakenheath, Mildenhall, and Newmarket.
New Diversion bases: Shipdham, Hethel & Hardwick.
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21.10 Diversion Bases Hethel & Hardwick now u/s – Hunsden – Horsham now are offered.
21.26 Balloons. BLO 12 called to ask about Billingham Balloons. I asked for them close-hauled immediately until 23.00 hrs. He had not received any requests for them today.
22.05 Searchlight. Searchlight waving at west end of Tholthorpe interfering with landings. FCLO 12 told. 3 mi. SW. Rathokell Station.
01.15 Crash near Coningsby. An aircraft – four-engined bomber crashed and burned out completely at 21.33 hrs. Maps partially burnt show track to Middleton and name “Witham” was written on it. All crew killed. E/428 Crash position: OSC55 – 651701. EW Maplethorpe’s field, Low ground, South Kyme – 5 mi. S.W. of Coningsby. Middleton informed. Southdown informed.
09.00 Off duty F.D. Cleland F/L.
On duty H.L. Spence P/O.
1045 E/428 Crash near Coningsby definitely identified as E/428. Advice received by M.S.G. direct from Coningsby.
1100 a/c away 427/Q Both Church Fenton + Leeming Unfit – check later.
1500 ditto Group Met state Church Fenton still red but may progress to yellow later. Leeming 10/10’s cloud, base 600, viz 2200 with chance of a break in cloud & base. F.C. at Church Fenton do not anticipate
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improvement in weather. Also, the a/c is still being worked on S.B.A. still u/s. Other aids packed up when a/c landed last night. Leeming informed a/c would not return today.
1615 419/K M.S.G. instruct m/n aircraft which landed at Leeming yesterday is to stay overnight. Leeming informed.
1652 Anson 501 Marston Moor 62 Base state m/n aircraft took off at 1604 for return to base. 4 Group informed.
1830 Off duty H.L. Spence P/O.
1830 On Duty [Signature]
2000 Dinghy CR.248 Ex. F.C.L.O. 12. Query whether Dinghy, bearing No. C.R. 248 and again U111/330 washed up at Bridlington might belong to an aircraft from 6 Group – last on operation.
- Checked with Stations who are to advise.
0001 – Friday Nov 5th ’43.
0900 – Off duty [Signature]
09.30 On duty F.D. Cleland F/L
10.00 Darky Calls. Croft, Leeming & Skipton report Darky Calls from American aircraft “Rifle” R.V.C.N.M. Reported to 12 Gp who say it has also been heard in Cheshire & North Scotland.
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11.00 R/427 At Church Fenton. Weather there not good enough yet to return to Leeming. Pilot will call here when conditions are good enough. Leeming informed.
12.30 Beaufighter JL876 Landed Eastmoor from Catfoss.
13.15 Magister at Linton Requires route to Errol near Perth. ETD 14.00. Told Linton to route via Falkirk but pointed out that weather was not good.
14.00 Proctor from Middleton G/C Swain Going to Lossiemouth. Warned him that QBB is very low en route – 700 ft average. His route, however, hakes him clear of high ground and he will cut out over coast if in difficulty. He is C/O of Lossiemouth and knows the country and he has been warned by met. at Middleton.
16.00 Magister to Errol Took off from Linton. Landed Middleton to check weather. Rerouted from Middleton at 16.09 hrs.
17.30 Dinghy CR248. This was checked with stations and we had no information for 12 Gp. to help them. Suggested the “CR” might be squadron letters.
1830 Off duty F/L Cleland.
On duty H.L. Spence. P/O.
1945 Bomber H6-K 4 Group state this Wellington in V3305 appears to be lost, flying at 3,000 ft.
1950 ditto On enquiry R.O.C. 9 stated the a/c appeared to have straightened himself out & was in V-50 heading out to sea.
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2050 F.379 12 Group advise S.O.S. aircraft heading for Wombleton, now in V-40. Had previously warned 61 Base, now advised 62 Base to have Eastmoor on the lookout.
2055 ditto 62 Base have warned Linton – Eastmoor lighting up.
2058 do. R.O.C. state a/c now in A-2963 at 6000 ft. proceeding south. Later plots indicate continuance south & into Leeds area.
2110 do. Informed 61 & 62 Bases to stand down.
Saturday – Nov 6/43
0100 Ident Board changed.
0900 Off duty H.L. Spence P/O.
0900 – On Duty [Signature]
0915 E-7 Blanket coverage on the M.L.S. for Air/Sea = Air/Air = Bombing Strensall – Height Tests - Fighter Affiliation during hours [deleted] darkness [/deleted] daylight today.
1720 [Deleted] Q [/deleted] Z/1659 FD/I. Ex. F.C. Base 61 – I Q/1659 overdue said to have crashed on the Isle of Mann. Knowledge gained by F.C. Topcliffe by phone
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call from Jurby. (R.A.F.)
1721 Contact F.C.L.O. 9 Group from whom the following information was learned “Halifax W-1251 passed over Radio Station at Scarlet Point – with one engine on fire. At 14.20 it crashed at Fisher’s Hill – approximately 3 miles NW of Scarlet Point. 7 of crew killed. Of bodies discerned one was identified as KROTZ, P.E. – Flight Engineer of [deleted] Q [/deleted] I/1659.
- Controller informed – (R.A.F. Jurby taking necessary crash actions)
1725 Crash Ex. R.O.C. Crash NE Eastmoor.
1727 Crash Ex. F.C.L.O. 12 Crash 4 Engine a/c in A. 1694. –
Identified as Lanc. DS649. 1679/E. Eastmoor instructed through Base 62 to take all necessary Crash action and to deal with the provision of guard etc.
No information available
1730/1800 Martinet and Hurricane } Ex. F.C. Base 61. These 2 a/c not accounted for from the days AIR to AIR firing exercise. After much futile search
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both a/c were discovered to be on their own dispersals!
1830 Off Duty [Signature]
18.30 On duty FD Cleland F/L.
20.30 Crash 1679/E. This aircraft was doing Circuits & Landings at Eastmoor & crashed. See entry 17.25 hrs. Pilot was P/O Davis, R.A. J17508. 6 crew killed including the pilot. Grid Ref. #22-144918.
19.30 I/1659 See entry 17.20 hrs. Crew list passed to 9 Group.
21.20 Well Q Pershore 23 OTU. Landed Croft. Oil trouble. Will return as soon as serviceable. 91 Gp informed.
22.07 Hal Q/428 Reports brake pressure trouble. Requests long runway at Middleton. F/O Walmsley says their long runway is out of wind. Trying to contact Dalton as their runway should be into wind.
22.20 Hal Q/428 Arranged with Leeming for this instead of Dalton.
23.18 Hal Q/428 Landed Topcliffe.
22.20 Well Q Pershore 23 OTU Left for Pershore at 22.20. 91 Gp & MLS informed.
23.00 I/1659 Further details on crash – At 14.20 entered cloud with Port outer on fire. Crashed at VC 7281. An explosion was heard and part of tail unit fell off the aircraft before hitting the ground. Ex F/C Topcliffe.
[Underlined] Sunday. Nov. 7th 1943 [/underlined]
08.45 Off duty F.D. Cleland F/L
On duty H.L. Spence. P/O.
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0920 E 300 Blanket coverage for Air-Air Air-Sea Firing at R.H.B. & Whitby, Bombing at Strensall, Ht. Tests & Fighter Aff. Locally for Hals & Lancs. from 1000-1800 hrs.
0930 Crashes. 1679/E 1659/I All concerned at Group informed regarding these 2 accidents.
1040. Command Bulls Eye. Col. Wood. F.C. requested offers for Bulls-Eye for this evening, similar to yesterdays but without P.F.F. demonstration. Stations informed. – 4 Lancs. 1679.
1105. Prov. Petrol Diversion Bases. Following consultation with Controller & Met. requested 2 provisional petrol diversion bases, suggesting Bradwell Bay and Stradishall.
1150. ditto Requested additional provisional petrol bases for Hals. – [deleted] 4 or 5 [/deleted] 6 more. C.F.C. confirmed Bradwell Bay and Stradishall OK.
1230 Bulls Eye Called - C-63.
[Underlined] Route: [/underlined] Crewe – Okehampton (Devonshire) Exeter – Bristol – Cambridge – York.
[Underlined] I.R. [/underlined] Bristol & Goole
Times – 1830 hrs at Crewe
Ht. – 13000 ft.
Mixing friendlies & hostiles – a/c to burn downward recognition lights between Exeter & Bridgewater [underlined] over [/underlined]
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I.F.F. switched off between Exeter and a point 10 miles beyond Bristol – 62 Base informed. 1410 hrs.
1310 LFB #14 Will be on 350° from 0540-0640 hrs. 0515 0615
Balloons arranged through 11 Gr B.L.O. at the following hts:-
Chelmsford } 0515 0530 hrs to 0645 0630 hrs.
Canterbury } 1500 ft.
Dover }
Thames Est. 2000 ft.
(We will be informed if there is any change.)
Billingham – close-hauled
2200-2330 2130 2300 and 0700-0800 0630 0730 hrs.
1400 L.F.B. 14 Revised time 0515-0615 hrs.
Balloons Revised time 0515-0630 hrs.
Billingham now 2130-2300 & 0630-0730
Prov. Petrol Div. Bases Received bases from C.F.C and allocation made by Controller as follows:-
408 Linton – Feltwell 15
426 Linton - Waterbeach 14
419 M.S.G. – Docking 16
428 M.S.G. Tuddenham 16
427 Leeming – Stradishall 14
429 Leeming – Coltishall 12
431 Tholthorpe – Chedburgh 12
434 Tholthorpe – Bradwell Bay 12
1450 ditto Information on bases passed to Stations.
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1700 Div. Bases. Only 2 bases now required. At recommendation of Controller retained Waterbeach & Stradishall, latter allotted to 408 Sqn.
62 Base informed & “gen” passed them. C.F.C. informed.
Pundits Provisional Petrol Diversion Base Pundits requested of 3 Group to be on from 0300 hrs to dawn.
Explosion nr. Tholthorpe 62 Base state Tholthorpe will be exploding a 1,000 lb bomb between 1800 & 2000 hrs. R.O.C. informed.
1730. 1664/K. Croft state this a/c overdue. Checked R.O.C, 12 Gr. & 11 Gr unsuccessfully for word of it.
1820 1664/K Croft advise m/n aircraft landed at Fulbeck, short of petrol. Intends returning at 1930 hrs.
1830 Off duty HL Spence P/O.
1830 – On Duty [Signature]
1930 Balloons Ex. B.L.O. 11. Chelmsford, Canterbury and Thames Estuary Balloons will be at 500 feet from 2230 50 0800 hours Dover Waterborne = 2000’. 22:30 to 08:30 hrs
-Information passed to S/L Kyles.
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Nov 7th Cont’d.
2115 Operational Command ops Cancelled.
2120 LFB. Balloons } Cancelled with 11 Group.
2125 Diversion Bases } Cancelled with F.C. 3.
2130 K/1664 Ex. F.C. Croft = K/1664 crashed on take off at Fulbeck. –
Cause: Port Engine cut.
Crew: o.k.
Controller and AIR I informed.
0001 [Underlined] Monday NOV 8 ’43 [/underlined]
0010 FLUCO “U” Reported engine trouble over Eastmoor. Given permission to land – stooged away southward.
0015 FLUCO “U” – Reported to F.C. 4.
0023 FLUCO “U” Landed Marston Moor – Eastmoor stood down F.C.L.O. 12 informed.
Off Duty [Signature]
09.00 On duty FD Cleland F/L.
10.40 Permission granted by Air I for W/C Clark to fly from Croft to Fulbeck to examine K/1664 which crashed there on take-off last night. (Subject to weather conditions)
11.45 Diversion Bases Waterbeach & Stradishall arranged for 408 & 426 Squadron.
Waterbeach – 426 Sqdn. – 13 aircraft.
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[Underlined] Monday Nov. 8th 1943 [/underlined]
11.45 Ballooons. Chelmsford. }
Canterbury } 1500 ft from 05.45 -06.45
Thames Estuary }
Dover (Waterborne) – 2000ft from 05.45-06.45.
L.F.B. 12 Dungeness 360°T – 05.45-06.45 hrs.
14 Shoeburyness 350°T 05.45-06.45 hrs.
13.00 MF Sections. Tonight out – N, alternative E or Q
Tonight in – N, alternative H.
16.00 Waterbeach Pundits U/S tonight – Oakington subbing. 62 Base informed.
17.05 Rapide X7338 Landed Topcliffe at 13.26 hrs. 1st Officer Forbes from Feltwell en route Thornaby. Weather reasons. Thornaby informed.
17.20 Rascal Squadrons Crews of 420 Sqdn at Dalton – W/C McIntosh.
Crews of 425 Sqdn at Dishforth – W/C Richer.
Crews of 424 Sqdn at Skipton – W/C McCarthy.
1830 Off duty [deleted] HL Spence [/deleted] F/L Cleland.
On duty HL Spence P/O.
1900 Magister T9888 Lieut. Smith en route from Drem to West Malling, via Acklington, Church Fenton & Wittering landed at Ottertown Hall, near North Allerton. Leeming Station arranged to refuel the a/c & gave him a weather report recommending he stay put or land at Leeming. He took off at 1420 hrs but no further word has been received from him. Drem, West Malling & 12 Gr FCLO contacted. West Malling taking overdue action.
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1905 Group Night Flying passed to R.O.C. and Stations.
2210 L.F.B’s & Balloons Requests for Landfall Beacons & control of Balloons with 11 Group cancelled.
[Underlined] TUESDAY – NOV. 9/43. [/underlined]
0020 431 & 434 a/c 62 Base report ground haze at Tholthorpe and may require diversion base for x-countries. Checked with met & Topcliffe. Requested M.S.G. to stand by.
0040 ditto Leeming Cross Countries practically all down & on instructions of Controller arranged for them to stand by for possible diversion from Tholthorpe. M.S.G. stood down.
0100 Ident Board changed.
0900 off duty HL Spence P/O.
0900 – On Duty [Signature]
1000 E-209 Blanket Cover with MLS for AIR/AIR = AIR/SEA Firing and Strensall Bombing Practice.
1025 – Permission refused by AIR I to 429 Sqn request to land at Thurleigh for purpose
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of picking up a camera there.
- Passed to F.C. Long.
1525 O/419 A/b at 1505 for Berwick – there to test R.O.C. post NI. (failed to inform F.C.L.O. 12 until 1600 hrs. – when learned that post was not manned i.e. did not keep continuous Darky watch.)
1700 O/419 Ex F.C. M.S.G. O/419 test with ROC NI. Unsuccessful.
[Underlined] DFCO’s N.B. [/underlined] Weather Permitting this test will be carried out tomorrow with one hour’s notice in order to enable all necessary arrangements to be made through F.C.L.O. 12.
1830 – Off Duty [Signature]
18.30 On duty F.D. Cleland F/L
[Underlined] Wednesday Nov 10th 1943 [/underlined]
01.00 Ident Board Changed.
09.00 Off duty F.D. Cleland F/L.
On duty H.L. Spence P/O.
0905 E-15 Blanket cover with M.L.S. for Air-Air Air-Sea Firing at R.H.B. & Whitby. Bombing at Strensal; [sic] and Ht. Tests and Fighter Affil. Exercises locally.
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1035 C & L Rufforth a/c. F.C.O. 4 Gr. request permission to do c & l by 2 a/c from Rufforth at M.S.G. Latter say OK. 4 Group informed.
1105 do. R/T c/s of aircraft in entry 1035 “Humphrey” a/c letter B & C. M.S.G. informed.
1110 426/2 a/c Jett. Bombs. M.L.O. 12 Group suggests dropping of 6 (1000 lb.) bombs each by 2 a/c of 426 Sqn. be done off Flamboro at around position 0030E 55N rather than 095° - 85 miles from Flamboro as latter is in the middle of an area in which a search is being made. Passed to 62 Base.
1130. 62 Base. 426 a/c Foulsham Re: a/c delivered by A.T.A. at Foulsham in error. Air I ruled that W/C Sweetman should send a skeleton crew by train this pm, instead of flying crew down, to being a/c to Linton. 62 Base informed.
[Deleted] 1335 [/deleted] 1135 Testing of ROC/N-I. Post. M.S.G. a/c planning test of R/T with m/n Post. ETD 1330. F.C.L.O. & M.L.O. 12 Group informed so that the post will be manned for Pr Darky.
1120 1230. A/c Broadcast of Intercom Talk. Tholthorpe Leeming & MSG. report R/T reception of crew patter from a/c with Intercom. on. Mention made of being over coast, heading for Thirsk, 345° at 1133 hrs.
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question of being at Northallerton instead of Thirsk. Rear Gunner taking over controls & instructions given how to fly. Over York. Position 5410N 0130W, steering course 337 for Hexham mentioned at 1226 and that “we may” have to cross over a convoy.”
1330. 1664/B (EB-157) F.C.L.O. 9 Group advised m/n a/c landed at Llandwrog, undercarriage & tail damaged but crew O.K. The a/c broke through cloud and in levelling out hit the water. Pilot, F/S. Thompson, was able to retain control and get down OK. Croft informed.
Testing of ROC/post. MSG. state this test for to-day is cancelled. F.C.L.O. 12 informed.
1530 Met. Cold front is rapidly approaching from West bringing low cloud & rain. Recommend cross-country aircraft to return to bases by 1900 hrs. Informed 62 Base whose a/c are not routed to return before this time.
1620 1664/B Re entry 1330. Further advice received by Croft from Llandwrog. A/c is Cat “B”, crew returning by rail. Belly damaged & tail twisted. Air I, Controller, Engr., Equip., G.I.I. (2), informed.
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1625 Test of R/O/C – NI. Post. F.C.L.O. 12 Group suggests this test could be done at night as the post is manned only from dusk to dawn for “darky”. M.S.G. informed.
62 Base 426 a/c Foulsham. Re entry 1130. Now learn authorization given by A.O.C. for flight to Foulsham taking crew to bring back the new a/c left there in error. Flying Control at the Base & Linton were not informed before the a/c took off
1845 [Underlined] SFCO [/underlined] Some confusion resulted from 2 a/c of 426 Sqn. taking off without the movement being passed properly. Reasons – Route was not standard; points & times of crossing the Coast were not given Station Flying Control; Isle of Man was given as a turning point twice with no specific point mentioned. As delay was experienced in getting full information and a/c had taken off, the movement was passed to 12 Group “as was” and corrected later. No harm was experienced but the incident indicated lack of co-operation by the Squadron with Flying Control. S/L Kyles indicated he was checking on the circumstances.
1830 Off duty HL Spence P/O.
On duty D.H. Miller F/Lt.
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1840 Permission requested by W/C Clark of 1664 to go to Llandwrog in Middleton’s Oxford to see about their a/c 1664/B that was damaged there this afternoon. Said we’d phone back in the morning. ETD 1000 hrs. Route to be passed later.
1900 Night Flying passed to stations and ROC.
[Underlined] Thursday November 11, 1943 [/underlined]
0101 Ident. Bd. changed.
0900 Off duty D.H. Miller F/Lt.
09.00 On duty F.D. Cleland F/L.
10.00 Permission given by Air I for W/C Clark to go to Llandwrog to see 1664/B.
10.15 Test of ROC. N.I. (Berwick) This test may be arranged in daytime by giving FCLO 12 half an hour’s notice. M.S.G. informed.
10.30 Blanket Coverage E 52. For Lancs & Halis. doing Fighter Affil. Air Firing & Height Tests from 10.00 hrs. to 18.00 today.
11.00 Diversion Bases. Asked for 2 bases on South Coast. Named Ford Tangmere, Beaulieu, Thorney Island, etc. C.F.C will not promise two but will give us at least one after midday met. conference.
12.15 Landfall Beacon. Selsey Bill 360°T from 01.15-02.15 hrs.
Billingham Balloons. Close hauled 17.30-18.30 hrs. & 02.30 hrs to 03.30 hrs.
Diversion Base. Tangmere arranged as emergency petrol div. base. Leeming & Middleton informed.
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13.50 Oxford Comm. Flight. For W/C Weir. Arranged for Oxford to be DI’d for him. He will give it Air Test. Told them he was on his way over now.
14.00 Billingham Balloons. Now close-hauled from 17.45-18.45 & 02.45-03.45 hrs.
14.00 Selsey L.F.B. Now operating from 01.30-02.30 hrs.
14.00 Tangmere Pundit. QDM to aerodrome is 255°M 1 3/4 miles. Passed to Leeming & Middleton.
17.50 Night Flying. Passed to MLS 12, Stations
18.00 Off duty FD Cleland F/L
On duty HL Spence P/O.
19.00 Darky Lugger “B” 22 OUT Wellesbourne Skipton report darky call but was unable to contact the a/c. Neither Topcliffe or Leeming heard it. F.C.L.O. 12 also had similar report from Lindholme.
Met. 61 & 62 Bases, Leeming & Croft informed of Group Met’s forecast of low cloud base, rain & possibility of poor viz around 2300 to 2330 hrs. On instructions of Controller recommended all cross countries be on the deck by 2300 hrs.
[Underlined] FRIDAY – NOV 12/43. [/underlined]
0100 Ident Board changed.
0500 c/s L.F.W. “X” M.L.S. 12 Group reported position (from Hull)
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of 5159N 0350W – 3rd class – 2113 hrs. – acknowledged from a/c using callsign L.F.W. “X”. This c/s was used by M.S.G. last month. 6 Group had no “X” aircraft out tonight. The position given was not near the track of any M.S.G. aircraft on tonight’s operations. M.L.O. 12 informed
0900 Off duty P/O Spence. On duty D.H. Miller F/Lt.
0935 Movement E18 Blanket coverage for bombing at Strensall, air firing at Whitby, local height tests,
1100 Permission given by SASO for 419/X to go down to Boscombe Down to get weighed.
1340 1659/C crash (BB326) From Topcliffe: This a/c which landed at Halfpenny Green (Bobbington) last night took off for base at 13.12 and crashed at 13.17. a/c now in flames and no other facts as yet known.
1500 1659/C From Topcliffe: Bobbington have informed them that all crew believed killed except possibly the Rear Gunner (P/O Murdock) Crash occurred 1 mile due east of Bobbington. Controller, Eng. & Equip. Officers, G.T.I 2 informed. SASO & Air I not available and P4 not informed till casualties definite. There were eight in the crew.
1630 Oxford T LX675 landed at Topcliffe from Hullavington. Staying overnight & returning in morning.
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1720 1659/C From Bobbington: Possibility that a starboard engine cut out after take-off; pilot apparently tried to land again but a/c stalled and went into a small wood, bursting into flames. 6 bodies have been found, one not located and one is okay with [deleted] slight [/deleted] body injuries. Passed to Topcliffe.
1800 IFF 62 Base inform us that F.O.R of 431 Sqdn which took off on an x-country over the west coast at 16.30 hrs. have no IFF. a/c crossed west coast about 17.35. MLS informed.
1815 Bullseye 1 a/c from 1659, Ā is half and [sic] hour late on take off on Bullseye, and 1659/M was about one hour late. Informed MLS and said the latter a/c probably would go straight to Bristol
1830 Off duty D.H. Miller F/Lt.
18.30 On duty F.D. Cleland F/L.
20.20 Fix J/1664. From Hull 5344N 0034E I ack. at 20.02. Passed to Croft.
21.10 Fix J/1664 From Hull. 52.29N 01.51W ② ack. 21.05 Passed Croft.
22.10 Whitley LA 934 From Ashbourne. Landed at Tholthorpe 20.24 P.Engine U/S.
22.45 Proctor at [deleted] Leeming [/deleted] Linton. Reserved for W/C Saunders at 09.15 hrs tomorrow.
[Underlined] Saturday Nov 13th 1943 [/underlined]
01.00 Ident Board changed.
08.30 Off duty F.D. Cleland F/L. On duty H.L. Spence P/O.
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0905 Blanket Movement E-2. Arranged for Air-Air & Air-Sea Firing at R.H.B. & Whitby; Bombing at Strensall; local F.A. & Ht. Tests from 0930-1730 hrs for Lancs. & Hals.
0910 Possible American Diversion In consultation with Controller offered Middleton, Croft, Leeming, Topcliffe, Linton, Tholthorpe, & Eastmoor, as diversion bases in case Americans are recalled.
1659/C Crash. Topcliffe state 7th body located P/O Murdock the only survivor is in hospital. Has 2 broken ribs & smashed arm. P.4 informed.
1040 Comm. Flt. Proctor. Reserved for S/L Jacobs 1200 hrs.
1105 American Diversion Re entry 0910. C.F.C. advise Americans appear to be able to cope at own stations
1200 Oxford T from Hullavington. 61 Base state this a/c took off for Hullavington. Did not ask for route. (W/C. Pilot)
1430 351/H 231066 100TH GROUP. M/n Fortress from Thorpe Abbott, 3rd U.S. Wing (1st Lt. Love, Capt.) landed at Wombleton 1418 hrs., short of petrol with R/T & W/T u/s. 3rd wing informed.
1605 FORTRESS [deleted] 160 [/deleted] 231153 M St. G reports m/n a/c very dangerously shot up a/d (not the usual); also a school in such a way as to endanger 50-75 schoolchildren. F/C Middleton has full details. Advised S.O.C. Pinetree.
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1615 351/H. Wombleton advise the Oil Cooler on S.O.E. (No4) is U/S and a/c not airworthy. Replacement is required. Informed F.C.O. 3rd US. For transmission to Thorpe Abbots. Crew staying overnight.
1645 Met. Group Met. advise against any night x countries in view of N.E Wind & likelihood of rain or sleet & hail. 62 Base warned in view of 3 a/c projected cross country up north & to coast/coast Freezing level 1500 to 15000 ft and a/c would have to fly above 20,000 ft. Met state icing conditions would be particularly severe both ascending and descending.
Original routeing of flight was at normal ht. and in view of our earlier warning re above it was changed to 20,000.
62 Base Met & Flying Control aware of weather picture and despite their cautions to Tholthorpe the 431 Sqn a/c took off on their detail.
1830 Off duty P/O Spence: On duty D.H. Miller F//Lt.
1845 Night Flying All proposed x-countries cancelled due to weather Passed remaining night flying to stations.
1940 Eastmoor’s outer circuit u/s – they will continue their c & l’s nevertheless.
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2005 Crash Warwick From 12 Gp: what is believed to have been a Warwick crashed in V32 just off main road between Whitby & Pickering near the village of Sleight. FCLO 12 Gp says Wombleton should take action rather than Thornaby as it is closer (doesn’t know anything about our crash areas) No officer on duty at 61 Base so contacted Wombleton direct and they will send out crash tender (their only one) and an ambulance immediately.
0120 Crash Phone call from F/Lt. Adams at Sleight: crash tender & ambulance arrived at scene of crash at 21:30 (left about 20:30) and found the a/c had burnt out & was scattered over 200 yds. One body identified as S/L Goode has been found and a search party is being organized by F/O McCallun (R.D.F. officer 60 Gp. Danby Beacon) to search for remaining crew. The aircraft is believed to have taken off from Thornaby and the crew is as follows: S/L E.A. Goode, Sgt. Richardson #1377980, and P/O Cooms, W.W. J17250. Wombleton’s M.O. who was at scene of crash says it happened about 18.30 hrs. Crash is being guarded by 52 A.A. Signal Training Unit (Phone no. Whitby 490)
Grid ref. of crash: V335243.
Above gen. passed to FCLO 12 Gp.
[Underlined] Sunday Nov. 14, 1943 [/underlined]
02.50 Crash Wombleton says Thornaby probably taking casualty action. Recovered body now turns out to be Sgt. Richardson, not S/L Goode. Wombleton’s
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ambulance broke down and is now at Whitby.
0900 Off duty D.H. Miller F/Lt.
09.00 On duty. F.D. Cleland F/L.
09.40 Re Crashed Warwick Near Wombleton. Informed SASO & Air I. Thornaby taking casualty action. GTI. Informed.
09.30 Barrage Balloon. Which broke loose & grounded itself at Col. Green’s house, Manor House, Castleton, Husthwaite. BLO at 12 says nearest RAF Station to take action as laid down in AP1975. Passed this information to 61 Base, as Topcliffe if nearest aerodrome.
11.10 A/C calling Topcliffe. 61 Base report and aircraft calling “Goodfriend” and requesting permission to land. They cannot see him. Checking with 12 Gp and getting plots from ROC.
11.25 Anson EG652 Landed Middleton at 11.25. F/L McDonald (pilot) en route Turnhouse to Watchfield. Experiencing icing troubles. Information passed to 50 Gp.
11.30 Oxford at Leeming MP414 When calling Leeming re entry 11.10 and new plots from West, F/L Durham stated that an Oxford landed there at 11.07 hrs. We were not told because it did not concern us – according to him. (From Prestwick to Eastmoor.)
1300 Middleton. U/S. Emergency landings only.
1830 Off duty. FD Cleland F/L On duty HL Spence P/O.
Controller S/L Malkin.
[Underlined] MONDAY – NOV. 15 – 1943 [/underlined]
0100 Ident Board changed.
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0100 Off duty H.L. Spence P/O. On duty D.H. Miller F/Lt.
0940 Comm Flight Proctor reserved for S/L Jacobs for 10.30 for all day.
0945 Movement E26 Hal. & Lancs. air firing at Whitby and bombing at Strensall 10.30-1800 hrs.
1000 Comm. Flight Oxford reserved for S/L Gordon & W/C Ferris to go to Coningsby (via Digby) at 1430 today to attend a courts martial.
11.15 429/F S/L Rawson took off from Leeming about 5 minutes ago for Pershore Leeming F/C knew nothing about it and on enquiring were told that Group knew all about it. SASO and G.T.I. 1 & 2 know nothing about it. Referred to 429 Sqdn. adj. who is going to try and find out purpose of flight
1155 Comm Flight (see 10.00 hr. entry) Trip now cancelled. Comm. Flight informed.
1228 Tiger Moth DE663 from Scorton landed at Dalton to refuel on way to Doncaster.
Dominie X7454 landed at Topcliffe at 11.58 on way from Sherburn to Dumfries, on account of weather. Will proceed after lunch, weather permitting.
1230 Middleton is now serviceable.
1235 Baracudas 11 of these a/c landed at Croft on way from Lee-on-Solent to Tain, on account of weather. Will continue on after lunch weather permitting. Tain & Lee-on-Solent informed.
1300 Oxford T1070 landed at Topcliffe from Scorton. Pilot is W/C Warner.
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1435 Baracudas at Croft will be staying over night on account of the weather. Tain & Lee-on-Solent informed.
1530 Oxford DE144 landed Topcliffe at 15.35 from Marham. Pilot is F/Lt. Burley.
1555 Middleton now u/s due to strong wind 50° off closest available runway.
1650 Fortress 231062 from Port Abbott landed at Wombleton bringing spares for Fortress that landed there a few days ago.
1830 Off duty D.H. Miller F/Lt.
On duty F.D. Cleland F/LT.
2000 Night Flying No night flying in the Group.
[Underlined] Tuesday. Nov 16 1943. [/underlined]
01.00 Ident Board changed.
09.00 Off duty F.D. Cleland F/L. On duty H.L. Spence P/O.
0915 Possible U.S. Div. C.F.C. advise of possibility of Americans requiring diversion bases. Offered Eastmoor, Tholthorpe, Linton, Topcliffe Leeming Croft & M.S.G.
0916 Air-Sea Search 16 Gr. F.C. request we have some a/c standing by in case required for air-sea search at around 1300 hrs. We to advise after day’s commitment known.
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1000 Air-Sea Search Unable to contact Air-Sea Rescue Officer. Stations asked for offers. (M.S.G. 6. Leeming 6. Tholthorpe 6.)
1010 Blanket Cover [underlined] E-59 [/underlined] Arranged for Air Firing at R.H.B. and Whitby. Bombing at Strensall, F.A. locally & local ht. tests from 1000 hrs to 1730 hrs for Hals & Lancs. Ref:- E59
1050 U.S. Div. C.F.C. have allotted stations mentioned in entry 0915 to 3rd U.S. Div. for possible diversion. Stations concerned informed. 1115 hrs.
1050 Emerg. Weather Diversion On instructions of Controller requested 2 Diversion Bases from C.F.C. for Lancs.
1145 U.S. Divers. 3rd U.S. Div. passed information on Sqn. R/T & W/T call signs. They hope to get their a/c back to own bases. Gen passed to stations by 1240 hrs.
1230 L.F.B. Special Beacon at Beachy Head on 310° from 2145-2245 or 2215-2315 hrs.
Balloons Langley & Weybridge Balloons will be at 1500 ft from 2145-2315 hrs.
1255 Diversion Bases. C.F.C. have reserved Ford & Thorney Island for Provisional Weather Diversion Bases. Met say OK. and Controller has allotted Ford to 408 Sqn & Thorney Island to 426 Sqn.
1300 L.F.B. Balloons Div. Bases. Ops cancelled. 11 Gr. informed L.F.B., Balloons, & Diversion Bases not required.
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1400 Comm. Flight Proctor Reserved by S/L Jacobs for 1430 hrs.
1350 M.S.G. A/d. Service Station state a/d u/s because of wind.
1320-1400 S.O.S. Aircraft. S.O.S. from KCH “D” on Docking HF D/F intercepted by Leeming – QDM 240. Transmitted to 16 Group and 12 Group.
Message from Leeming from KCH “D” – (QDM 250) “Aircraft left formation, maybe in distress – 57 00N 04 00E – Magnetic 252 T.O.O. 1505A” (Perhaps should be 1305A) Passed to 12 Group.
M.S.G. reported giving QDY to KCH “D” of 261° at 1325 hrs. Passed to 12 Group.
1400 Beaufort LZ 450 [deleted] JM550 [/deleted] M/n aircraft left Leeming for Northolt. Capt. Simons, at 1006. Had not arrived 1400 hrs.
1500 Darky Leeming heard call, could not make out C/S, from “F” requesting permission to land. M.S.G. also reported
1515 “Badfall F” (23249) Fortress 413 Sqn. (2nd Lt. Deccard) Landed at Skipton. Home Station Snetterton Heath. #3 Engine U/S. Manifold head or pressure trouble. Unable to return to base, staying overnight. 3rd. U.S. Div. informed.
1520 Air Sea Search Tholthorpe Squadrons stood down. Leeming & M.S.G. detailed.
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1625 Air Sea Rescue 3 a/c of 419 & 3 a/c of 428; 3 a/c of 427 & 3 a/c of 429 all airborne in air-sea rescue.
2000 A/S Rescue All Group a/c on A/S Rescue now back.
1830 Off duty [Deleted] D [/deleted] H.L. Spence, P/O On duty D.H. Miller F/Lt
20.55 Crash 432/B Lanc II. From 1 Gp: this a/c crashed 1 mile west of Ingham near Ingham village. A/c is still buring. Crash was reported to Ingham at 19.45 who immediately took crash action. 2 crew, Sgt. Calderwood (Wop.) & Sgt. Huggins (MUG) baled out & are at Hemswell sick quarters – both okay. Two bodies unidentified have been found in crash by Ingham MO.
Above passed to 62 Base.
2105 Crash From 1 Group: the two crew that baled out report that SIE caught fire, and following this SOE cut. Soon [deleted] the [/deleted] one port engine packed up and a/c crashed.
21.15 Crash From 1 Group: F/S Bell (nav.) & F/S Powers (RG) both baled out and are apparently okay. Hemswell picking them up. These two report that Sgt. Simmons, the engineer, baled out before they did. This would account for the seven crew of a/c. Dead members of crew are F/S Burgess (pilot) & F/S Mayo (BA)
21.45 Crash From 62 Base: 4 crew at Hemswell are to remain there till the morning when Eastmoor will send down transport to pick them up. Hemswell may organise search for Sgt. Simmons – they will let us know.
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2155 Middleton completely u/s due to ice on runways. However they think they can get their A/S Rescue a/c away in the morning if necessary.
Air Sea Rescue From 16 Gp: Can we put up 15 a/c to continue search tomorrow morning? Controller said okay after consulting squadron. Allocation as follows: 1659 – 4 a/c (possibly not till 11 o’clock)
1664 – 4 a/c
419 – 2 a/c
428 – 2 a/c
431 & 434 – 3 a/c between them.
2345 Crash From 1 Gp: search parties for Sgt. Simmons have been instituted by Hemswell & Ingham and police are also searching. 62 Base informed.
[Underlined] Wednesday, Nov. 17. 1943 [/underlined]
0105 Diversion From 5 Gp: possibility they may have to send 2 or 3 of their a/c up to us; what can we offer? Gave them Eastmoor after checking with Met. & 62 Base.
0315 Diversion 5 Gp. now quite happy, no diversion. Informed 62 Base
0615 A/S Rescue From 16 Gp: Areas are as follows:
3 a/c of 43 – Call signs – WCF 50, 51, 52
5440N 0040E 5450N 0040E
5450N 0140E 5440N 0140E
3 a/c of 4 – Call signs WCF 53, 54, 55
5450N 0040E 5500N 0040E
5450N 0140E 5500N 0140E
[Underlined] 3 a/c of 1664 [/underlined] – Call sign WCF 56, 57, 58
5500N 0040E 5510N 0140E
5510N 0040E 5500N 0140E
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a/c are to carry out a parallel track search from West to East with 1/4 mile visibility a/c to fly at 300 ft. If an a/c makes a sighting it is to signal other two a/c, one of which is to climb to 1500 ft & get 1st class fix on Sect. J. Sighting a/c is to continue circling dinghy while other two a/c search for HSL’s and lead them to dinghy. There will be two HSL’s at a position 5427N 0113E about 1100 hrs. onwards Call sign of HSL’s: MHB 62 & MHB 64.
The a/c getting the first class fix will sent the message re dinghy to be either in Bomber Code or AP1927, taking care to specify number of crew in dinghy.
There will be 4 Warwicks searching in same longitude south of us.
All a/c are searching for only one dinghy, the one we sighted yesterday. There are no other dinghies out there.
A/c are to be on 500 kcs at all times except for 5 min. at the hour & half past when they will be on Sect. J 385 kc. HSL’s will be on 500 kcs. All the time except the hour & half hour when they will be on their port wave for 5 minutes.
0800 Sgt. Simmons – lost member of 432/B’s crew has not yet been located but search being continued today.
0900 Off duty D.H. Miller F/Lt.
09.00 On duty F.D. Cleland F/L
09.55 Sgt. Simmons. Dead. Body found 1/2 mile north of Fillingham. 1 Group will phone more particulars later.
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10.05 Crash 432B. Lanc II D.S. 847. Informed SASO, Controller, GTI (1), W/C Saunders, W/C Guest and Group Engineer.
12.05 Bullseye. (Command) Asked Conversion Units for offers tonight:-
1679 – nil
432 – 4 Lancs
[Deleted] 1664 – 3 Halis [/deleted] (Scrubbed at 14.30 hrs)
1659 – 6 Hals.
13.55 Sighting Report. 429 R, while on Air to Sea firing, sighted what was believed to be 3 mines at pos’n. 5437N-0061/2 W at 12.10 hrs. Passed to Controller & N.S.O. Southdown.
14.40 432 B. 4 Survivors are returning by road today – all okay. Crash signal has been originated by RAF Hemswell.
14.50 Proctor Comm. Flight. Permission given by Air I for Linton to use Proctor tomorrow at 11.00 hrs to take pilot to Luton to bring back the Tiger Moth.
16.45 Oxford Comm. Flight. Oxford for W/C Weir at 08.00 hrs tomorrow.
16.45 Lancaster Q/Blyton. This a/c now over Isle of Man. Pilot not used to night-flying so it may be necessary to land him at Topcliffe or Leeming. Ex. F/C. 1 Gp.
17.00 Lancaster Q/Blyton Now diverted to Leeming. W/T call sign: SOH
RT call sign: Jaywalk or Immune.
17.30 Lancaster Q/Blyton No diversion. Heading toward base O.K.
17.50 Y/434 Landed Riccal due to weather
18.00 Y/434 Told to return to base when weather OK.
1830 Off duty F.L. Cleland. On duty H.L. Spence.
1906 Y/434 Returned to base.
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2130. Air-Sea Rescue Search 16 Group state the search is to continue tomorrow. We are asked to provide 4 aircraft for take off at 0815 hrs.
Details:-
[Underlined] C/S [/underlined] “W.C.F.” [underlined] Nos. [/underlined] 55 to 58 (incl.)
[Underlined] Type of Search: [/underlined] Parallel track search 1/4 mile viz. (1/2 mile between a/c) West to East, creeping south to north.
[Underlined] W/T: [/underlined] Usual (385 & 500 kcs.)
[Underlined] Area [/underlined]
5410N 0015W
5420N 0015W
5410N 0050E
5420N 0050E
[Underlined] No. of A/C [/underlined] 4
[Underlined] T.O. [/underlined] – 1815 hrs.
2200 ASR.S Offers accepted by Controller:-
1659 – Topcliffe – 2 a/c
1664 – Croft – 2 a/c.
2330. A.SR.S. From 16 Group
Details of Surface craft.
R.M.L. 550 C/S MHB-13
R.M.L. 520 C/S MHB-11
In position 5355N 0020E at 0830 hrs.
H.S.L. 2574 c/s MHB. 66
H.S.L. 2572 c/s MHB. 67
In position 5430N 0000E at 0930 hrs.
There will be a south bound and possibly a north bound convoy in the area. Navy are advising the convoys and their balloons will be close hauled between 5340N & 5440N.
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[Underlined] THURSDAY – NOV. 18/43 [/underlined]
0100 Ident Board changed.
0900 Off duty H.L. Spence P/O. On duty D.H. Miller F/Lt.
0945 Movement E226-32 Hal. & Lancs. air firing at Whitby and bombing at Strensall 0930-1730; local height tests to 16000 ft.
1045 Weather From Met: bases will be fit tonight - no diversions required due to weather.
1110 Petrol Diversion On Controller’s instruction requested 3 emergency diversion bases on south coast area of England. Will phone us back.
1130 A/S Rescue. From 16 Gp: can we put up 8 a/c as stand by for possible A/S Rescue operations around 1400 hrs. today. This is not for the dinghy that we have previously been searching for (looks like another American operation) SASO said to ask 432 & Con. Units: final offers were as follows:
1679 – 4 a/c
1659 – 1 a/c (cancelled)
1664 – 1 a/c (cancelled)
432 – 4 a/c
16 Gp say they would like the whole 10 a/c to stand by and will let us know as soon as possible if they require us or not.
1215 Landfall Beacon at Beachy Head will be on bearing of 360°T from 22.15-2300 and from 23.45-0045
12.20 Balloons Langley & Weybridge at 1500’ 17.45-18.45 & 2200-0200
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1225 A/S Rescue Neither of 1659 a/c on search sights of anything Passed to 16 Gp.
1330 Diversions Prov. Petrol Diversions laid on as follows:
419, 428, & 408 to Tangmere
429, 427, & 426 to Thorney Island
431 & 434 to Stanton Harcourt.
Passed to stations. Okayed by Met.
1500 Billingham Balloons will be close hauled from 16.15-1800 and from 23.00 to 01.30. Stations informed.
1505 A/S Rescue 1664 a/c on sea search this morning have nothing to report.
1515 A/S Rescue Reference entry of 11.30:- from 16 Gp:-
[Underlined] Area I [/underlined] 4 a/c Call signs: WCF 85, 86, 87, 88
5455N 0313E 5455N 0400E
5506N 0313E 5506N 0400E
Report of dinghy in pos’n 5500N 0340E
[Underlined] Area II [/underlined] [deleted] 4/ [/deleted] 4 a/c Call sign: WCF 89, 90, 91, 92
5415N 0235E 5427N 0235E
5427N 0322E 5415N 0322E
Report of dinghy in pos’n 5422N 0305E
Aircraft are to carry out a parallel track search with 1/4 mile vis. from west to east. There will be no surface craft but an airborn lifeboat will be sent out to any sighting a/c when it gets a fix.
1725 431/Q took off at 17.22 before Control could stop him. (Controller had instructed them not to let him go as he was too late)
1830 Off duty D.H. Miller F/Lt.
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Thursday, November 18th 1943
18.30 On duty F.D. Cleland F/L.
[deleted] 21.2 [/deleted] 18.12 H/419 Gaining height over aerodrome while Control calling H/428 (non-ops.). Told [inserted] H/428 [/inserted] to stand by for oper. takeoff. H/419 thought message to stand by was for him. Upon hearing H/428 told to land, H/419 answered saying he would jettison first. Control there were also mixed up and thought H/419 was an early return. Result was that H/419 thought he had been recalled, jettisoned his bombs & came back & landed at 18.12 hrs.
21.22 K/426 Receiving SOS fixes from Hull and gives height as 19800’, speed 200, heading 310° Posn 5300N 0400E.
21.38 K/426 Appears to be heading toward E. Anglia. Asked 11 Gp to look out for him and light up coastal aerodromes, including Woodbridge. Hardwick is lit up waiting for him.
22.12 K/426 Cancels SOS.
22.15 K/426 Lands at Hardwick. Badly shot up. Two engines U/S. All crew OK.
22.30 Q/431 Calling Southampton. Too weak for bearing.
22.59 Q/431 SOS. Posn 5006N – 01.04E II Pulham.
23.28 Q/431 164° from Ringway.
23.35 Q/431 Ex. 11 Gp – Aircraft believed to be Q/431 ditched at posn. WV2444. Fighter patrolling reported posn. (RD7 plot). At first light ASR boats will be sent out. 11 Gp. handling the rescue work.
[Underlined] Friday. Nov 19th 1943 [/underlined]
01.30 Air Sea Rescue. 16 Gp request 3 aircraft for ASR in morning.
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[Underlined] Friday. Nov 19th 1943 [/underlined]
01.30 Air Sea Rescue Topcliffe 1659 C.U. providing 3 aircraft for search for American dinghies
Area 5345N 0050E
5345N 0300E
5350N 0050E
5350N 0300E
Time: Weather permitting – 1st light of day.
Method: Parallel tracks west to east, creeping North at 1/4 mile visibility.
Call Signs: WCF 133, 134 & 135.
Listen on Sect. J at hour & half hour
All other times to 500 KC’s.
Note: 2 HSL’s, call-sign “MHB” 35 & 44 will be south of the area. Also 2 HSL’s 20 mi N of Spurn Head “MHB” 16 & 18.
Wellingtons will be searching south of area
Marauders will be searching north of area.
02.30 Crew of K/426 This aircraft landed at Hardwick badly shot up. Crew are OK. W/C Sweatman suggested that they fly back with another aircraft. Arranged that V/426 at Shipdham bring them back when they return in the morning.
08.00 V/426 At Shipdham. Has been given instructions to pick up crew of K/426 at Hardwick. Passed through USAAF Shipdham.
08.50 F/431 At Woodbridge, believed serviceable. Trying to arrange for F/431 to fly crew of 428/O back from Woodbridge.
*1330 Diversion Gen. Information re. Dunsfold and Tangmere passed to Leem. M. St. G & 62 Base.
[Line through remainder of page]
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0900. – On Duty. [Signature]
1000/1100 Aircraft away. F/C at respective Group HQ’s having 6 Group a/c from last nights ops were contact [sic] and instructed that all serviceable 6 Group aircraft were to return to base as soon as possible.
1115 F/431 O/428. Crew of O/428 to return with F/431 to Linton-on-Ouse. Transport to be arranged from Middleton to take crew O/428 back to base.
1150 S/426 U/426 Ex. AIR I. S/426 to land at Waterbeach and bring back crew of C/426.
G/426 to land at Hardwick and pick up crew of K/426. – F.C. Tangmere advised.
1220 427 a/c W/C Turnbull happily ‘[indecipherable]’ into the picture ref his a/c away.
Crew H/427 Snaith returning by train.
1230. 429 a/c Instructions Ex W/C Pattison
Crew V/429 – return by train
Crews X/429 } remain with their
I/429 } aircraft.
Instructions passed.
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1240 Bullseye. Ex Col Wood. – to Bases 61, 62 RCAF Croft.
Route: BASE – ANDOVER – FISHGUARD – START POINT – SPALDING – YORK – BASE.
Starting Point = ANDOVER
TOT = 18:50
Infra Reds: Fishguard – Bideford Northampton – Goole.
Heights – Hal – 15000’
Lanc. 18000’
1300 C.F.C. Following two Bases allotted by C.F.C. to be used tonight in a strictly emergency capacity only by a/c of this Gp – Tangmere – Dunsfold.
1310 L.F.B. Beachy Hd. Bearing 310°T
Time – 20:45-21 45
1315 Balloons. Warwick }
Gt Yarmouth }
Lowestoft } 1500 ft.
Langley } Dusk-Dawn
Weybridge } snp En. Act’y
14.30 CFC 6 Gp met unhappy over Dunsfold.
W/C Monk C.F.C. suggests Tangmere should be sufficient to cope with all emergencies – Stations advised
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1500 Sea Search Result. 1300- all aircraft 1659 landed – Search carried out from height of 450 ft 1/4 mile visibility between 0947 hours and 1206 hours nothing seen.
Passed to F.C. 16
Participating a/c.
T – 134; W – 135; P – 133
1730 Beaufighter V-8876. F/O Brown.
At Middleton. Ex W Malling. Enroute – Drem.
Staying Night
1810 Diversion into Gp. Ex F.C. 1 Gp. Request Diversion (provisional) Base as of 2000 hrs for 4 Wellingtons
Discussed with Controller and Duty Met – Advised LINTON could cope.
1830 AIR MARSHALL BARRETT. Ex Squires Gate AT Linton (Destination) A/C Dominie.
1830 – Off Duty [Signature]
On duty D.H. Miller F/Lt.
1910 Diversion from 1 Gp. 1 Gp. say they will definitely divert their 4 Well. to Linton if they cannot get them in at Ingham. They will phone us first. ETA at Linton is 20.30. A/c letters: S, C, B, O
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W/T callsign: WNB, R/T Callsign: “Perhaps”.
Crews: 6 Officers & 14 other ranks.
2020 Diversion from 1 Gp: their 4 Well. landed at their own base – informed 62 Base.
2030 Weather From Met: till midnight our weather will be as follows – deterioration of vis. generally to 2-3000 yds. cloud base 2000 ft 8/10’s, with general slight precipitation. Tangmere will be okay. Only other parts of England that are as good as we are, - Docking & Cornwall.
2045 Topcliffe Night flying a/c bogged on main runway intersection. They will be using one of the shorter runways for emergency. Asked them to tee up Dalton in case of diversion from other groups.
2220 4 Gp. From CFC: can we help 4 Gp. Controller said okay – gave them the following A/D’s in degree of priority: Croft, Skipton, Dalton and Linton. All stations warned.
2215 Topcliffe 61 Base say a/c circling Topcliffe, - their D/F say an a/c asked for an immediate QDM; QDM was 012° but not passed as a/c did not give call sign. When asked for call sign no more was heard from him.
2240 SOS-429/G On Leeming’s H/F D/F giving SOS – given QDM of 358°. Informed 12 Gp FCLO.
2254 4 Group Say a/c is circling Marston flashing lights. Marson is U/S and they cannot contact a/c so are going to send him to Linton by red tee
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at their beacon. Warned 61 Base & asked them to put all Linton’s lights on. FCLO is warning ROC.
2300 429/G (SOS a/c) landed Lindholme at 22.50. Has given darky call over Bircotes who could not land him & sent him to Lindholm where he landed in 400 yds. vis. His SOE was U/S and he couldn’t maintain height.
2325 4 Gp. Div. They have landed most of their a/c so will only require one of our A/D’s to stand by – said Croft. Stood Dalton, Linton & Skipton down.
23.50 4 Gp. Div. Croft stood down by 4 Gp.
0005 Tangmere Contacted Tangmere who said they have an a/c there that crashed into a hangar and went into flames. Fire not yet under control and a/c cannot be identified. All crew believed killed. (This later [deleted] to be [/deleted] was proven not ours)
[Underlined] Saturday November 20, 1943 [/underlined]
0100 434/Y This a/c which is missing was heard from at 20.43 at which time he asked for an ordinary fix. He was told to send call sign which he did. Hull then sent in x signal “Unable to determine your pos’n. You are in line with the D/F stations base line (20.46) They started to give him a bearing but another a/c interfered whom Hull told to wait. Hull then sent the bearing of 178° 1st class again which a/c ack. at 20.46. Hull then told a/c to change freq. to South. which a/c ack. but nothing was heard from him after
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South did not hear him at all. Stanmore filter room say the only broad IFF’s received eventually landed.
A very poor fix obtained from the three bearings of Hull 178° (1st) Heston 170° (2nd) & Newcastle 172° (3rd) put the a/c near Brighton.
0110 428/T crash From 11 Gp: this a/c crashed near Canterbury. [Deleted] Three cr [/deleted] Crew baled out, three of which have been found: Sgt Oshaway, F/O Storan, and Sgt. Kirkland. A/c is burnt out and these three are at Canterbury police station. Sgt. Oshaway says he was the 6th to bale out and baled out at 3000 ft. – thinks the pilot F/Sgt. Hawthorne may not have got out. F/O Storan, 2nd to bale out, baled out at 17000 ft. and just made the coast.
0130 431/Q (see entry 22.30 Nov. 18th) 11 Gp. say a mosq was sent out at dawn to search for this a/c and 4 Spitfires were sent out subsequently but nothing was seen and as the position was so close to enemy coast no surface craft were sent out. Passed this to W/C Newsome.
11 Gp. continuing with “ribbon” search all day today
0700 434/Y From Intelligence: they have received a raid report from this a/c [inserted] at Thorney [/inserted]. Checked with Thorney Island who say yes it landed there, and are sorry we weren’t informed.
0800 428/T (the crew that baled out) F/S Hawthorne (pilot) and F/S Smith have been found. All are now at Manston.
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0800 A/c away Weather in Group is duff: met. do not think they can take off before noon.
[Underlined] Saturday Nov. 20th 1943 [/underlined]
0900 Off duty D.H. Miller F/Lt.
09.00 On duty. F.D. Cleland F/L.
10.00 431/Q Walrus now out looking for dinghy or crew. Passed to W/C Newsome.
10.25 Density Exercise. All conversion units & 432 Squadron asked to take part in this exercise tonight.
11.15 Crew of H/408 At Waddington. P. Inner mag. trouble. Crew have been told to return by rail today. Instructions passed to F/C 5 Gp.
12.18 Offers for Density. [Deleted] 1664 C.U – 4 Hals. [/deleted] Cancelled at 14.50 hrs.
432 Sqdn – 4 Lancs.
12.00 Crew of 429/D At Tangmere. To go to Ford and return with X/429 as 429/D is not serviceable.
14.50 Density Route A. Information passed to 62 Base.
Route #(a). On target 21.05-21.15 hrs.
On target 21.30-31.40 hrs.
15.30 Density Route A. Density exercise cancelled due to 12 Group not approving the route.
16.30 429 X At Ford, now u/s with P.O.E trouble. Staying overnight.
19.00 X-Countries. From Middleton tonight. Middleton have been warned that landing conditions in area they will be flying over are impossible. However, M.S.G. seem quite happy about it.
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18.00 Ex. M.S.G. 428/T Manston say one more crew member has been found – W/O Fournier. This leaves one missing still.
18.30 Off duty. F.D. Cleland F/L.
1830 on duty [Signature]
1833 X-Countries Middleton have now cancelled their x-countries.
SUNDAY – 21 NOVEMBER 1943.
0900 off duty L.A. Justason On duty D.H. Miller F/Lt.
0940 Testing of ROC N.I Post at Berwick Middleton are going to send an a/c up to test this post approx. between 11.00 & 11.30. FCLO 12 informed.
1020 a/c away From 62 Base: all 434 a/c to return if serviceable between [deleted] 2 oc [/deleted] 1400 & 1700 this afternoon. Contacted the appropriate Group HQ & found that 424/M was still u/s and 434/J was Cat. AC & would not be ready for 2 weeks. Informed 62 Base
1040 a/c away From Leeming: 429/D crew to come back by train; 429/X – crew to stand by and come back when a/c serviceable.
1045-11.10 Diversion Hudson From 16 Gp: can we land one of their Hudsons from Docking which is at present out to sea. Met give following conditions at Middleton: 2-4000 yds vis. 2-3000 ft. cloud base till at least 1400 hrs. ETA of Hudson at Middleton is 1200 hrs. Call sign NYR/K “ICEPACK”, will be on [deleted] 3380 [/deleted] 3200 kcs. Want Middleton to listen in on [deleted] 3380 [/deleted] 3200 & pass message to them who will answer a/c on [deleted] 3380 [/deleted] 3200. Controller & DSO said okay as it would only be for a short while
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Requested 12 Gp. to close-haul Newcastle and Billingham balloons immediately.
11.30 Hudson On advice from DSO, contacted 16 Gp. and asked them to tell Hudson to swing onto Middleton’s freq. 3455 kc. We are listening out on both Middleton’s freq. & on 3200 kcs.
11.50 Testing ROC. Berwick the test has now been cancelled FCLO 12 informed.
1230 Hudson landed Middleton at 12.29, Released balloons with 12 Gp. Informed 16 Gp.
1325 434/Y W/C Harris instructs that this a/c return to base from Thorney Island immediately. Met. say okay. Informed 16 Gp. (Landed Tholthorpe 16.10)
1400 Testing ROC-Berwick 428/U has now decided he will test this post and will take off at 1430. Informed FCLO 12 Gp.
1515 428/T crew The crew that baled out on Friday night are all found but one and Manston want to know if they can discontinue the search being carried out by the Canterbury police for the one missing crew member. Air I says to continue till tomorrow noon and then refer matter to Bomber Command Intelligence.
1630 Testing ROC-Berwick From 12 Gp FCLO – 428/U circled the post for 15 min. but nothing heard by post. Will we check a/c’s R/T. This was done & found to be strength 3. Middleton will check to see whether a/c used 6440 or their LAC. (Later, pilot said he called on both freq. & heard once [inserted] very faintly, [/inserted] “ROC are you receiving me?” Passed to FCLO.
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[Underlined] Nov 21st 1943 [/underlined]
17.40 Albermarle From CFC: this a/c now circling Ashbourne (93 Gp) cannot get down – can we take it? After consulting Met. gave them Middleton who will have 2000 yds vis. & 2000 ft. cloud base for the next hour & a half. Middleton all teed up. ac/ has plenty of petrol (5 hours)
1800 Albemarle From 93 Gp: W/T – RVD/S, R/T – Judgement & Allad a/c has now acknowledged diversion & has Middleton’s W/T freq. [deleted letters] 12 Gp. want Middleton to call a/c and tell him in clear that Sheffield balloons are close-hauled. A/c has no code. From Met: if Middleton cannot land a/c they can send him to Acklington which is quite good.
Passed all the above to Middleton.
DSO & Controller approved sending this message in clear.
12 Gp. are having Billingham balloons close hauled.
1830 Signals Leeming F/C says someone whom they thought was Ashbourne signals officer, phoned and wanted them to change their D/F freq. to that of Middleton’s to help the above Albemarle.
1847 Albemarle landed at Middleton at 18.46. 93, 12 & CFC informed.
1850 Off duty D.H. Miller F/Lt. On duty F.D. Cleland F/L.
19.30 No Night Flying in Group.
[Underlined] Nov 22nd 1943 [/underlined]
09.00 Off duty F.D. Cleland F/L
0900 On Duty [Signature] F/L
0930 A.M. BARRETT. – By Train from York – yesterday to London – His Domini to follow this morning –
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0935 Domini Permission refused to this a/c to fly to White Waltham because of very poor vis there.
1010 Domini Permission granted that this a/c can land at Cranwell where vis is 2000 yds. 9/10 1000’ improving.
1025 Domini airborne – passed to Controller 12 Gp.
1040 S/L Carr-Harris Permission granted by Air I that S/L Carr Harris be flown in Middleton’s Tiger Moth (with responsible pilot, G/C’s discretion) to Dunsfold – for aircraft inspection there.
1130 L.F.B. #2 Bearing 270° - 23.15-0015
Balloons Billingham – close hauled 1600- [deleted] 1730 [/deleted] 1800 and 2300-0100.
1300 C.F.C. Allocation of two Emergency Petrol Bases as follows: Swanton Morley and Docking.
Emergency a/c from 419, 428, 427, 429 to go to Swanton Morley. Remaining Emergencies - Docking
- Stations advised.
1420 Ex C.F.C. Feeler on behalf of 3 Group
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C.F.C./3 Gp who request provisional bases for 48 Stirlings. – Air I suggested Eastmoor – Wombleton, Dalton, Skipton and Croft with the proviso that not more than three such should be used – so as to ensure to us an emergency base if reqd.
1800 Met Docking Swanton Morley. Six Group met happy ref both Docking and Swanton Morley giving 5/10 – 3000’ – 3000 yds vis beyond midnight.
1825 Leeming (Duty) Pundit U/S Told Linton to stand-by as a duty Beacon for Leeming.
1830 Off duty L.A. Justason, F/Lt. On duty D.H. Miller F/Lt.
1940 Weather From Met: our emergency diversion bases and all A/D’s in East Anglia are getting smoke and fog trouble – present vis. about 1700 yds NLC, likely to deteriorate. In view of fact there are no better bases in that area, Controller decided no action could be taken as yet, unless these diversion bases get unusable.
1950 Crash From Croft: an a/c has crashed 3 miles west of Croft & 2-3 miles NE of Scorton. Both these stations have sent out crash tenders etc. A/c is believed to be 1664/U, one of their night flying a/c which they have not heard from for some time. ROC say crash occurred at 19.25; they reported it to FCLO who did not tell us ROC said it occurred on Croft aerodrome.
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1955 Upper Heyford a/c – Linton D/F Received by Linton D/F: from LGX/I to Z6V: 9921 BVJE GCAG AJ – 1858 (decode – 5343N 0102W) Linton gave a/c QDM of 261° at 19.39. Passed to 92 Gp [deleted] RO [/deleted]
2030 Crash 1664/U From Croft: this crash was definitely 1664/U. It occurred at Scotch Corner near Gt. North Road, on Blue Anchor Farm. A/c burnt. 2 crew dead, 2 alive (1 at Scorton & 1 with the Army) 3 not yet accounted for.
2200 A/S Rescue From 16 Gp: can we offer 8-10 a/c to stand by for A/S Rescue first thing in the morning. SASO says ask Con. Units & 432 Sqdn. Offers are as follows: 1659 – 2 a/c
1664 – 1 a/c (cancelled)
1679 – 1 a/c before 11.00, 4 a/c after 1100 hrs.
432 – 4 a/c minimum
2305 Ashbourne a/c Linton D/F From Linton D/D: Message received from RVD/A to 3MY (Ashbourne) 99AC SQWN EKKX – 22.16
2355 Tholthorpe A/c bogged on edge of runway – Eastmoor will be taking their a/c until runway clear.
[Underlined] Tuesday November 23, 1943 [/underlined]
0020 [Deleted] Upper Heyford [/deleted] Ashbourne a/c – Linton D/F From Linton D/F: Message received from RVD/G to 3MY: 9959 FXHM PPKX DGPF AC 22/2330 Passed to [deleted] 92 Gp [/deleted] Ashbourne.
0130 Results 434/C & E, 419/F and 428/D considered lost. Nothing heard from any of these a/c. All stations except Croft stood down. Croft have one x-country still out.
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0900 Off duty D.H. Miller F/Lt.
09.00 On duty F.D. Cleland F/L.
10.00 431/X W/C Newsome requested permission to send a/c to collect crew from Woodbridge. Refused by Air I. Message passed to 62 Base.
11.05 1664 U 6 crew dead, one still alive at Northallerton Hospital.
11.10 434 P 434 Z At Docking. One of these aircraft is U/S. Crew wish to return with other aircraft. Passed to 62 Base.
W/C Harris does not feel weather is good enough and also wants full engineer’s report before crew leave aircraft there. Passed to 16 Group.
11.30 Fix on 1659/S 5434N 0157E I at 10.59 ack. from Hull.
11.30 L.F.B. #2 at Flamborough on bearing 270°T from 23.15 hrs – 00.15 hrs.
12.10 Swordfish Fleet Air Arm. Reported crashed near Otley in posn 668662 or E 6565. Reported by Army.
12.30 Swordfish Fleet Air Arm Pilot, Sub-Lt. Ward telephoned Linton & gave this information. Was en route from Inchkip to Sherburne-in-Elmet. Crash landed at 10.30 at Ashfield Farm 1/2 mi NW Otley. Is now at Ashfield House, Otley 481. Aircraft being guarded by army. This information passed to 12 Gp & 4 Gp.
14.10 Prov. Emerg. Diversion Base:- Docking (16 Gp.) Passed to 62 Base.
16.15 Diversions All stations in Group warned that 6 Gp. weather conditions will be best in Command and therefore it is possible we will have large diversions tonight.
[Page break]
[Underlined] Tuesday. Nov. 23rd 1943 [/underlined]
16.45 Seafires from Lee-on Solent 2 Seafires signalled to Leeming at 14.20 hrs have both landed at aerodromes en route due to weather and will be staying overnight. One at Lissett, one at Brough.
17.55 Croft Aerodrome lighting U/S tonight. Electricians are working on it.
18.30 Off duty F.D. Cleland F/L
1830 – On Duty. [Signature]
“HUDSON 9912 Goosestream 9912” American Fortress left Prestwick 1541 Enroute to Horton (near Blackpool). This a/c was plotted for 3 hours in the area between Wombleton and Eastmoor. Both airfields were lighted and had R/T contact with the aircraft which could not see the searchlights homing him to Eastmoor. FCLO12 [indecipherable word] to searchlight to Snaith – advised better to use Middleton O.K.’d by F.C.L.O.
Aircraft contact on R/T Wombleton told to fly 328° 27 mi and use Darky – Did so. Landed THORNABY at 20:32
[Page break]
2130 Ex C.F.C.. Query on behalf of 5 Group ref Diversion Bases in 6 Gp.
- 6 Gp met gave O.K. on all our bases as of 2300 hrs.
-Gave the following to C.F.C. MIDDLETON – CROFT – TOPCLIFFE LEEMING – EASTMOOR – THOLTHORPE.
- Later cancelled CROFT due to failure in night lighting. ADDED LINTON as last resort substitute
2200 P/408 – Reported to Linton that on R/T over Docking he was refused permission to land because he was told that Docking was unfit for night landings.
- Checked this with C.F.C. who confirm it to be total error.
2350 Dvn Diversion from 5 Group off
2355 Stations stood down.
0001 Nov 24th WEDNESDAY
0030 Ex 4 Gp – Query ref possible crash near Rufforth – No Gen.
0035 G/426 Ex Base 62 – no news of G/426 since last QDM of 282° at 0024 hrs.
- Fear that the crash might be G/426.
[Page break]
[Underlined] Wednesday Nov 24th [/underlined]
0100 U/408 On interrogation the crew of D/408 reported having heard U/408 calling “DARKY” at position 53° 50’N 00° 32’W at 1733 hours.
0120 Crash (Masham) 1658/A Leeming F/C advised by Masham Police crash near that town. Local fire brigade and Leeming ambulance & tender assisting. Told F.C.L.O. 12 Gp.
0200 426/G Crashed near Duggle[deleted] s [/deleted]by. wop/ag O.K. – 3 of crew O.K. – 1 may be killed. His information confirmed very inadequate knowledge rec’d from F.C.L.O. 12 Gp.
0230 426/G Requested 4 Gp. to send Driffield ambulance to the scene of the crash to look after the crew members and prepared to receive them at the S.S.Q there. #62 informed.
0630 426/G DS770 4 Gp F/C report that Driffield have arranged for guard on this a/c.
The condition of the crew is as follows.
Pilot P/O De Bloeme laceration of face & schock. [sic]
B.A. [deleted] F/L Cleveland [/deleted] F/S Huffman dead
Nav. F/L Cleveland Seriously ill. Fractured skull – lacerations concussion
wop/ag Sgt. McGarrighan O.K.
Mu/ag F/S Martin Seriously ill lacerated face, concussion
R/G F/S Manders. Dead.
thru Church Fenton These aircrew were first taken to a searchlight site O2. Which rendered valuable assistance. Then to a farm house (phone Dugglesby #23)
[Page break]
0508 1658 C.U. Aircraft [deleted] A [/deleted] 1658/Z 4 Group F/C – Ricall reports a Halifax a/c from there crashed in VE48 – Langcliffe Hedge Whernside 2 1/2 miles North east of Kettlewell. Aircraft is burnt out. 3 bodies have so far been recovered (7 in crew) Told Topcliffe and the Sergeant watch-keeper to get Dishforth cracking with ambulance and guard. At 0523, she reported ambulance R/b (road borne) and guard arranged. Good show.
0540 Crash (Masham) JB926 1658/A Leeming F/C reports that aircraft was on a very high hill six miles north of Masham The a/c number was JB 926. Found Pay Book 1570461 Alexander John Winton. Pioneer Corp doing guard duty.
Due to hilly nature of the country ambulance could not proceed to crash – bodies will be collected in the morning. There were 8 in crew. Quite accidentally discovered it was another a/c of 1658 C.U. and four Group now account for all their a/c.
0900 off duty – SR Wyman F/L. On duty D.H. Miller
0930 429/X Leeming would like this a/c to stand by to take off around 11.00 hrs. on instruction from us. However 11 Gp. say the a/c will not be serviceable today as the working party has just arrived. Informed Leeming.
0940 Crash (Masham) JB926 From Leeming: Transport has been sent out this morning to pick up the bodies. No further information has been received re crash.
1045 1658 C.U. Aircraft Z As Dishforth has no M.O. one was not sent out with ambulance. 61 Base are sending one out immediately. No further gen. on this crash yet. From Skipton-in-Craven police – crash occurred at 23.55
[Page break]
09.45 U/408 Re entry 0100 concerning Darky call reported by D/408, a further check reveals that thus was heard by Lissett who called but did not contact aircraft. In an effort to tie up this incident with plots of an aircraft which wandered up and down the coast from Filey to Spurn Head, 12 Gp F.C.L.O. was contacted. 12 Gp had the plots of an a/c which started near Lissett and it would appear that this would be U/408. 12 Gp laid on searchlights but no contact was made with this aircraft and [underlined] plots (RD/F) faded in WB0565. [/underlined] [inserted] approx. 21.30 hrs. [/inserted] 12 Gp sent out Anson. 16 Group advised and had no knowledge of the incident. They will organize search.
1050 419/M Middleton have a strong wind at present and want us to stop this a/c returning from Catfoss. Passed to Catfoss who have now stopped him.
1055 A/S Rescue From 16 Gp: can we supply some a/c to stand by for A/S Rescue? Controller said to ask Con. Units & 432 Sqdn. This search is for 408/U
1130 434/Z & P to return immediately from Docking. Informed 16 Gp.
1145 A/S Rescue 432 Sqdn. have offered 4 a/c for search. Other unites stood down. The following information received from 16 Gp. & 6 Gp ASR Officer passed to 62 Base
[Underlined] Area I [/underlined] 5353N 0010E 5353N 0050E
5405N 0010E 5405N 0050E
[Page break]
[Underlined] Area II [/underlined] 5345N 0010E 5345N 0050E
5357N 0010E 5357N 0050E
Aircraft to search at 1/4 mile vis. (1/2 a mile apart) flying a parallel track W-E creeping N to S.
Call Signs: WCF 54-57, using Sect. J (385 kc) for 5 min. at the hour & half hours. There will be no surface craft in the area due to rough seas. A/c are to work in pairs, one a/c to be responsible for the navigation. Heights of a/c to be 500 ft approx. Smoke floats to be carried & should be dropped at end of each run to assist a good start on next run.
[Underlined] From Met: [/underlined] Weather in area will be squally amounting to nearly gale proportions with high seas. Also there will be some rain.
[Underlined] From 16 Gp. [/underlined] There is a convoy in the above area, which has been warned of our aircraft This convoy sighted the wreckage of a 4 engined bomber at position 5358N 0015E but no dinghy was sighted.
1210 408/P to return to base from Sculthorpe immediately.
1200 434/P at Docking is U/S so crew is returning with 434/Z as per squadron commander’s instructions.
1330 Permission given by SASO for R/408 to take crew down to Waddington to pick up 408/H.
1425 429/V From 93 Gp: this a/c took off from Assington for Leeming at 14.21 without any permission from 6 Gp. or apparently Leeming F/C or Ops. Leeming now enquiring into it (apparently pilot took off without notifying anybody. Told Leeming to tear wide strip off the pilot.)
[Page break]
1450 Permission given by SASO for 434/F to take crew & spare parts down to Shipdham for 434/J. (cancelled)
1535 1659/[deleted] D [/deleted] M From 15 Gp: this a/c (while on x-country) landed at Aldergrove about 14.00 hrs. – Gyro U/S. due to strong winds pilot intends to remain over night.
1540 434/P & Z Re these two a/c at Dorking, W/C Patterson wants both crews to return in either a/c tomorrow if one is serviceable. If neither will be serviceable tomorrow both crews to return by train tonight.
1640 408/U 408/P which landed at Sculthorpe last night is now back at base and says that he heard 408/U calling Darky last night at 17.56 when he (408/P) was 2 min out from the coast and right on track. Pilot sounded in distress.
1700 A/S Search All a/c back from search – no results. Passed to 16 Gp. F/C.
1830 Off duty D.H. Miller F/Lt.
18.30 On duty FD Cleland F/L.
20.21 1658/Z See entry 05.08 hrs. From Topcliffe we now have pinpoint of the crash – Sheet 21 – 474938. Evidently an M.O. had not been sent out to the crash, nor an engineering officer. Engineer Officer will go out tomorrow morning.
Bodies found: Sgt. Aitken 1322354 B/A
? Martin ? A/G
Sgt. Robinson 538137 F/E
Sgt Robson 1451671 Nav.
Sgt. Chadwick 1453551 Pilot
Sgt. Stabler 1784108 A/G
Aircraft number DT 578.
[Page break]
21.00 Bullseye. Route now changed due to weather. Base to Cambridge direct then to London. Rest of route unchanged. Passed to Croft.
23.00 408/U. S/L Stanley & S/L Seabourne are going to investigate the reason why 16 Group were not informed by 12 Gp when plots faded at 21.30 hrs last night. No action taken tonight
[Underlined] Thursday. Oct [sic] 25th 1943 [/underlined]
01.00 Intruder Lines. Twice last night we had trouble getting through to York 9 & 10. Long delay caused by having to go through GPO first to make connections.
* Attention:- S/L Stanley & FCO’s.
(Later found out that it was a fault on each line – We couldn’t flash York 9 and York 10 could not flash us and we couldn’t flash them. Reported this to Supervisor at York who is working on the trouble).
* However, the point of this long entry here, is, that in case the girls report trouble to us, we can get good service from the ROC Liason Officer at 12 Gp. He can get us connected at once and also is very willing to test any lines for us if we feel there is a fault anywhere.
17.00 Night Flying finished in Group.
09.00 Off duty F.D. Cleland F/L.
0900 On Duty [Signature]
1030. Diversions Request to C.F.C. for three good bases for 3 Lanc sqns: very likely to be short of petrol on return – and for Provisional
[Page break]
Nov 25th 1943
Petrol Bases for Halifaxes.
1100 U/434 Permission granted by Air I for this a/c to land at Shipdham with crew and repairs for a/c there
1100/1200 A.S.R.S. – assisted in getting call signs and Search Gen to sqns.
0100 S.O.S. Wellington plotted in over Flamborough at 1000ft – flew to Wombleton, gaining height to 6000 ft – proceeded to visit nearly all stations in Group but answered none of the R/T calls made from Stns flew out of Group to South still showing S.O.S.
0130 C.F.C. Provisional Bases as follows:
419-428 to Dunsfold.
427 - Wing. 429 Westcott.
431 – Tangmere
434 – Stanton Harcourt.
432 – Marham.
428 – Swanton Morley
408 – Docking.
- Gen – with exception of Pundits – passed to stations.
[Page break]
Nov 25th ‘43
L.F.B. #2 - 270°T – 0700-Dawn.
LFB. Beachy Hd. 310°T 0500-0600
Balloons – Billingham – Closehauled 2245-0100 0600-0900
Balloons Langley & Weybridge. 1500 ft Dusk-Dawn
1456 ASR. Eight [deleted] Hal [/deleted] aircraft a/b’n on Sea Search
1500 SOS second SOS a/c – a Boston made landfall at Flamborough – Its Bomb Doors were open and showed a torpedo on board – This aircraft turned south and proceeded into one Group.
1600 Marham. Ex. F.C. P.F.F. aircraft landing tonight at Marham are to be briefed to turn right at finish of run – taxi along blue lane to taxi post.
Passes to S/L Kyles.
1640 J/428 At Tangmere. To land at Topcliffe on return for special modification (Ex W/C Miller) – Passed to F.C. Tangmere, who report a/c u/s.
1745 SOS. 3 SOS Lancs. plotted in over Flamborough proceeded west to Leeming – finally landed at Eastmoor. Were 1679 Lancs returning from Sea Search
[Page break]
Nov 25/26 ‘43
1830 ASR Reports = NIL
1830 – Off Duty [Signature]
On duty D.H. Miller F/Lt.
2230 Cancellation of Lancaster – Whitebait scrubbed.
2345 1658/2 From Topcliffe: the 7th body has been located and will be brought to Topcliffe tomorrow morning. Has not yet been officially identified. 4 Gp. informed.
[Underlined] Friday November 26, 1943 [/underlined]
0015 Leeming taxi accident 427/G & 429/G had taxi accident just before take-off, one of the a/c coming out of dispersal at the wrong time & taxying into the other one taxying along the perimeter track.
0230 419/B At 01.47 MLS passed us the following fix ack. by this a/c from Hull: 5420N 0110W 2nd 0139. This a/c has not yet arrived at base, and upon checking his fix with MLS they tell us Hull does not think this was our a/c but was one of Wymeswold OTU a/c using our call sign by mistake, and which is now using its correct call sign. Matter being looked into by DSO.
0300 419/B Hull say that the message they received from this a/c (see above) was distorted and they were not sure of his call sign. Another fix was requested from Hull by this same a/c using its correct call sign RUW/B and the MLO is satisfied it was not our a/c calling.
0302 429/V had damaged tail wheel on return was sent to Skipton where it landed at 03.14.
[Page break]
0315 Stanton Harcourt 91 Gp. advise us that this station may experience some mist after 0400. Harwell or Enstone will be okay & they say they can divert any of our a/c to one of these stations if they come up at Stanton. Controller says this is the best arrangement and does not think it necessary to send message to 434 [deleted] not [/deleted] giving them another emergency diversion base.
0512 Darky Skipton heard “Edwin E” calling Darky very faintly but could not contact him. No such call sign as “Edwin”. Informed FCLO 12 Gp.
0610 Darky Skipton & Topcliffe still hearing & answering above darky. It is still very faint.
0708 419/O From Finningley Signal officer: 419/O sent message on Finningley’s H/F D/F – “Request landing – petrol low” TOO. 0646, TOR. Finningley 0648. TOR. 6 Gp. 07.10. Told them to send reply: “Land first A/D possible” as no bearing received and it is now getting light. Message was priority “Important”. Finningley, after receiving message sent “Wait 3 min.” but apparently a/c did not come up again. FCLO 12 & 93 Gp FCO informed.
0745 419/O (see above) landed at Wymeswold about 0730
0830 434/L & 431/K & Y at Tangmere are to return as soon as possible on instructions from squadrons. Also 434/G instructed to return. 429/Q will be returning from Westcott as soon as they refuel.
0900 Off duty D.H. Miller F/Lt.
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
Flying Control Logbook
Description
An account of the resource
A logbook covering the period 7th October to 26th November 1943 (73 pages)
Date
A point or period of time associated with an event in the lifecycle of the resource
1943
Format
The file format, physical medium, or dimensions of the resource
One handwritten book
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MCothliffKB[Ser#-DoB]-151020-120002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1943-10
1943-11
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
air sea rescue
RAF Tholthorpe
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1337/20759/PLambAM17010024.2.jpg
78d08b32cb23057cec02153c1ef15cfe
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
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Four airmen and a Lancaster
Description
An account of the resource
Four airmen standing in snow at the nose of a Lancaster, captioned '44 Sqdn KM-H Snow science 46/47 Wyton 15 Sqdn Gunners Stand by Air Sea Rescue'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph from an album
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PLambAM17010024
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
15 Squadron
44 Squadron
air gunner
air sea rescue
aircrew
Lancaster
RAF Wyton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1774/46772/BGriffithsGGriffithsGv1.2.pdf
b70a96504857804d7fb31d9b6a0198b4
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
Air Sea Rescue Collection
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
2017-01-10
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
ASR-MCS
Description
An account of the resource
15 items. The collection concerns RAF Air Sea Rescue and contains 14 oral history interviews and a memoir. <br />Interview with Henry Morris <br />Interview with Kenneth Stoker <br />Interview with Frank Standen <br />Interview with Peter Olney <br />Interview with Alec Moore <br />Interview with Charles Meacock <br />Interview with Terry Lloyd <br />Interview with Cyril Jones <br />Interview with Ronald Huntley <br />Interview with Eric Haynes <br />Interview with George Griffiths <br />Interview with Frank Boutcher <br />Interview with Bill Bilton <br />The interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46766">Ken Done</a> has been moved to the relevant collection.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Markham Jones and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Griffiths memoir
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Format
The file format, physical medium, or dimensions of the resource
Six page document
Conforms To
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Pending text-based transcription
Identifier
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BGriffithsGGriffithsGv1
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Discusses his training and service with Air Sea Rescue in Great Britain and Malta
Creator
An entity primarily responsible for making the resource
George Griffiths
Temporal Coverage
Temporal characteristics of the resource.
1944
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Malta
Atlantic Ocean--North Sea
Mediterranean Sea
England--Norfolk
England--Suffolk
England--Sussex
England--Newhaven
air sea rescue
animal
demobilisation
Normandy campaign (6 June – 21 August 1944)
RAF Cranwell
RAF Madley
RAF Padgate
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2243/40790/BGardnerM-ManuelRWickhamHWv1.1.pdf
a8d29d7ecebbfcb5b1213488b502426a
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
Wickham, Harry William
Wickham, HW
Description
An account of the resource
23 items. The collection concerns Flight Lieutenant Harry William Wickham (b. 1919, 124631 Royal Air Force) and contains his log books, a biography, service records and photographs. He flew operations as a pilot with 102 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Lynne Parry and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-06-29
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wickham, HW
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
Harry William Wickham
Description
An account of the resource
Recalls Harry's joining the RAF and describes his initial, then basic and advanced aircrew training. Follows move to operational training unit, and joining 102 Squadron flying Whitley. Mentions operations to Berlin, Stettin and Duisburg. Converted to Halifax in 1942. Continues with a list of some flights up to completing 44 operations on 25 June 1942. Includes operations to Ostend and Cologne and final sortie to Essen. Mentions some of his crew. Continues with history of 102 Squadron during world war one. Continues history for the war starting in 1941. Harry was then assigned to the middle east (462 Squadron). Mentions operation to Tobruk 31 July 1942. Provides short account of desert operations and award of Distinguished Flying Cross (includes citation) including forced landing in the desert. Continues with history of 102 Squadron with mention of losses. Harry returned to UK in 1943 and account mention his marriage. Story continues with mention of Harry's flying and losses on 102 Squadron though 1943 and 1944. Harry during this period was test flying Halifax. Account of 102 Squadron losses continues until last operation on 18 March 1945. Concludes with some post war 102 Squadron history and overall statistics for the war.
Creator
An entity primarily responsible for making the resource
Mary Gardner
Roger Manuel
Temporal Coverage
Temporal characteristics of the resource.
1940-10-17
1940-09-20
1940-11-05
1940-10-28
1941-04-27
1942-04-22
1943-05-15
1943-06
1943-08
1943-09
1943-10
1943-12
1944
1944-02
1944-04
1944-06-10
1944-09
1945-03-18
1945-04-25
1945-10
1954-10
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
England--Torquay
Wales--Aberystwyth
England--Cambridgeshire
England--Cambridge
England--Gloucestershire
England--Cirencester
Germany
Germany--Berlin
Poland
Poland--Szczecin
Germany--Cologne
Belgium
Belgium--Ostend
England--Yorkshire
England--Worcestershire
France
France--Calais
Atlantic Ocean--English Channel
England--Yorkshire
Germany--Essen
Libya
Libya--Tobruk
Germany--Wangerooge Island
Wales--Treforest
Germany--Magdeburg
Czech Republic
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
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Twelve page printed document
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BGardnerM-ManuelRWickhamHWv1
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Pending text-based transcription
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102 Squadron
462 Squadron
Advanced Flying Unit
air sea rescue
aircrew
B-17
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
Flying Training School
forced landing
Halifax
Halifax Mk 1
Halifax Mk 2
Initial Training Wing
killed in action
mine laying
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
prisoner of war
RAF Bassingbourn
RAF Finningley
RAF Topcliffe
RAF Torquay
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/891/17974/PHuntleyR17010001.2.jpg
7f334ead63e0da7d87b85ae53f5ebc5e
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Title
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Huntley, Ronald
R Huntley
Description
An account of the resource
Six items. An oral history interview with Ronald Huntley (b. 1922, 1436327 Royal Air Force), an account of the shooting down and rescue by one of the Liberator crew, and photographs of RAF high speed launches and personnel. After service as a flight mechanic on fighter aircraft, he applied to join the Air Sea Rescue service as a engine engineer on high speed launches. He was involved in the rescue of the crew of a United States Navy PB4Y-1 Liberator shot down in the Bay of Biscay in February 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ronald Huntley and catalogued by Nigel Huckins.
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IBCC Digital Archive
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2017-10-05
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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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Huntley, R
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High speed launch 2641
Description
An account of the resource
Side view of an RAF high speed launch number 2641.
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One b/w photograph
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Photograph
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PHuntleyR17010001
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Royal Air Force
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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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air sea rescue
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/891/17975/PHuntleyR17010002.1.jpg
4e07023963a53cdfb265f2a79e22791f
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Title
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Huntley, Ronald
R Huntley
Description
An account of the resource
Six items. An oral history interview with Ronald Huntley (b. 1922, 1436327 Royal Air Force), an account of the shooting down and rescue by one of the Liberator crew, and photographs of RAF high speed launches and personnel. After service as a flight mechanic on fighter aircraft, he applied to join the Air Sea Rescue service as a engine engineer on high speed launches. He was involved in the rescue of the crew of a United States Navy PB4Y-1 Liberator shot down in the Bay of Biscay in February 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ronald Huntley and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2017-10-05
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Huntley, 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
High speed launch 2641
Description
An account of the resource
Side view of an RAF high speed launch number 2641.
This item was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
Format
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One b/w photograph
Type
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Photograph
Identifier
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PHuntleyR17010002
Coverage
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Royal Air Force
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
air sea rescue
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1163/11722/ATompsonA160125.2.mp3
3d7af9f302b744370c9112ad7ec336f6
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Title
A name given to the resource
Tompson, Anthony
A Tompson
Description
An account of the resource
An oral history interview with Anthony Tompson DFC ( - 2019, 1382325, 138477 Royal Air Force).
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2016-01-25
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.
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Tompson, A
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NM: So, it’s, it’s Monday the 25th of January. My name is Nigel Moore. I’m with Flight Lieutenant Anthony Thompson DFC in his house in [deleted] in Hertfordshire and it’s 11 o’clock. So, would you like to start by telling us a little bit about your background, your childhood, your growing up before you joined the RAF?
AT: Well, I went to a secondary school and county school and took matric. And because I was more practical then theory and academic, I intended to look for an apprenticeship. And because I’d been interested in things electrical I joined the Post Office, Engineering Department. Sorry about my voice. I’m recovering from a bit of sickness. And I joined the Post Office and was with them for three or four years as an apprentice and I learned quite a lot. I learned about life for one thing and quite a lot about electricity. I went to in night school and day time study. And this was all immediately pre-war. Pre-war. And when war broke out or just before, the RAF were appealing for young men to come forward and volunteer for flight training. The idea appealed to me so with a bit of bending of the truth I managed to get in and was accepted for flight training. After the usual ground courses, I got sent over to Canada to learn to fly on a Tiger Moth. That went alright and I was eventually posted. Passed out and posted to another unit at Calgary in Alberta, where we were flying Airspeed Oxfords. And this was a much more sophisticated aeroplane and it was a bit beyond my abilities and I had trouble landing it. I was unable to judge height and I either landed six feet above the ground, so to speak, or six feet under it. Seldom on it. And I then, after a week or two of this the chief flying instructor took me on one side and kindly suggested perhaps this wasn’t the best profession for me, the best occupation for me and I’d like to think about something else. I could either drop the idea of aircrew altogether and look around for a ground job or I could carry on in a different aircraft, a different aircrew — I’m sorry. A different aircrew capacity. And after looking at the pros and cons we decided that navigation was something I could do quite well. So I was transferred to the Central Navigation School in Manitoba and did the course there which was run, just six months long. And I passed out fifth of about thirty students. I did quite well there and I loved it. And so I became what in those days was just called, sorry about my voice, in those days it was just called a navigator. These days I think it would have been [unclear] navigator or some other such thing. Anyway, from Canada I came back to the UK and did a few refresher courses. Mainly to relate what I’d learned at the environment of Canada to the rather different environment in Britain and went through to an OTU or Operational Training Unit where I joined a pilot and a gunner to form the nucleus of an aircrew. And we went on from there as a trio. Did quite well and went to a Conversion Unit where we picked up another four crew members. There we were, seven strong. A seven strong crew waiting for a posting which was eventually to a squadron in Suffolk at a place called Tuddenham. Which before the war had been a little village. A rural village. Mainly agricultural land. Grain growing country. And we joined this unit flying Stirling aircraft. The Stirling is one of the world’s forgotten aeroplanes. Designed immediately pre-war by Short’s. Short Armament of Belfast and, as I say drawing on their experience of designing the Empire Flying Boats, Catfoss and so on. The Stirling was built to the same standards of a flying boat and the characteristics of a flying duck. Had lots of room. Bitterly cold in the air. But there were some better low level performance than at height. They never really took off as one of the mass bombers that it was hoped but it was ideal for intruder work. And having formed this crew we went through one of the courses together and eventually passed out as an operational crew and were posted to 90 Squadron at, as I said, Tuddenham in Suffolk. And there we took part in various operations bombing strategic targets like railway junctions and things like marshalling yards and specific buildings. And later we got involved with the French underground, the Maquis and we were involved in supplying them. Dropping arms and ammunition to them in various locations. In view of the Stirling’s range and ability, in our case it was the foothills of the Alps and down near Lyon. We’d fly down there at low level to avoid detection as much as possible and to make air attack difficult and somewhere about a thousand feet or less. It was a strain on the two pilots and fairly, fairly easy for me because there were lots of opportunities for map reading. And we’d go down to the location which could be a clearing in a forest or a particular farm yard. Something of that kind. And we exchanged light signals with the people on the ground and having established identities we’d do a bombing. A bombing run and drop cylindrical containers of the required arms down by parachute. And there’s some lovely photographs of these things drifting down in the back of the, in the wake of the aircraft. Catching in the slipstream. Canopies opening. And down below they had the reception committee waiting and they were usually led by a British army officer. And these would be, these containers were would be collected and hidden and the parachute silk disposed of through domestic channels. And then we’d go back and wait for the next one. These were flights of about seven or eight hours. Rather tiring. We had two nights off afterwards. Two days and nights during which we could rest and recover and recreate as they say. So, we’d have a few beers in the mess and generally get ready for next time. That went on until just at the end of the war. But before then I’d finished my tour. A tour was thirty trips. I did those and then at the end of that time I went on to pass on what I’d gained in the way of knowledge and experience to people coming behind and became an instructor. That lasted for about six months. It was utterly boring. And I volunteered and was eventually managed to get out. Was posted to a Mosquito, to a Mosquito squadron of 8 Group. The Pathfinder group. And I was based at Wyton. Excuse me. In Huntingdonshire. And there we took part in [pause] nurse [pause] Sorry there was a pause for a slurp of water. On the squadron at Wyton I was part of what was known as the Light Night Striking Force. Light being reference to the weight of bombs you could carry. And I remember our first trip. We went to, had a crew of two, pilot and navigator and we went into briefing and expecting to be given an easy trip for the first, first time. Point of fact the target was Berlin which was rather, rather a shock. And that went off quite well. We found the abilities, the flying abilities of the Mosquito were more than a match for the enemy defences. And the worst thing you really could get was being latched on to by radar and tracked by night fighters. But we had enough speed to outfly them. A wonderful aeroplane. They were held together by glue. The wooden wonder. The wooden wonder it was called. And I finished the war on, did a second tour, thus completed a second tour on Mosquitoes and that was the end of our career really. I wasn’t sure if I wanted to stay in. The peacetime RAF were going to be, was going to be very different from the carefree, happy family environment of Bomber Command. And, excuse me, I decided to take my demob and to come out which I did. And then it was a question of making a living. And I got accepted for a job with British European Airways as it was then. And they had a contract with the Post Office, the British Post Office, to deliver mail to the remote locations in the Hebrides and the Scottish islands. And this involved a certain amount of navigation and I was accepted as the unit’s navigator. Navigator. I did a number of flights in helicopters delivering mail. Firstly, in East Anglia to practice and work out techniques. Then up in Scotland, around the islands. It was great fun. And there would be a reception committee. A postal van and a dour Scot in a Post Office uniform waiting to exchange mail. And this went on until, this went on for some months till suddenly the contract ended and it was not renewed. So after that I was again out of work and I joined, I saw an advertisement for somebody with roughly the qualifications I had to join de Havilland’s. Which I did. I applied and got the job. And this was in their guided weapons division. And I got into the world of rockets and things like that. Alright. Do you want to go on?
NM: Keep going. Yeah.
AT: And this was largely working with the Ministry of Supply to develop things like the Firestreak. The air to air missile. Finished up with Blue Streak which was Britain’s intercontinental, sorry about my voice, intercontinental ballistic missile. That involved a number, a number of trips to Australia. To Woomera. And I suppose that lasted for a year one way or the other. Eventually, eventually the time for retirement. Not something that really seemed to occur in RAF life but in civilian life it did. And after a period in London behind a desk, which I did not enjoy, I took retirement. And here I am. Reminiscing. Rambling on in a failing voice. I’m sorry about that. But over to you.
NM: Can I take you back to your time in 90 Squadron and Stirlings?
AT: Stirlings. Yes.
NM: You were doing mine laying, bombing, you were supplying the Resistance?
AT: Yes.
NM: Tell us about the, some mine laying trips and also the time that you were sort of ambushed with your Resistance supply dropping.
AT: Well yes. We, the mine laying trips were individual efforts. You went out as a single aircraft with an area to be mined. And because the Stirling had a considerable capacity, endurance, we really got the long trips. So, one of our favourite areas was the Eastern Mediterranean and across the Bay of Biscay to the estuary of the Garonne River which leads down to Bordeaux. The enemy was getting in supplies by sea via these routes and the British War Cabinet wanted it stopped. So we went around laying mines across the area and the enemy spent time trying to get rid of them. And there was a sort of a battle that went on. We laid more mines. They’d get rid of those. It occupied their, their forces and their strength and probably formed a useful diversion which was exploited by our side. Anyway, they were long trips and for a lot of the way, navigationally speaking they were boring trips. We set out with a forty five minute crossing. Crossing of the sea with nothing to see except stars and astro navigation. You felt sometimes you’d made the wrong choice. You’d like something more exciting. But we worked quite successfully at this and in due course became one of the senior crews on the squadron and carried on with this sort of work. You had a general scope of mine laying and Maquis supplying. Supplying the French and attacking a few strategic targets in between. And that’s how life went. The days were quite pleasant down in the agricultural area of Suffolk. If you weren’t flying you’d go down to the village for the evening. Drop into the local. And they were always very generous and looked after the Air Force and we’d have a few beers and a singsong with them. In the morning was a 9 o’clock briefing and then you walked up to your aeroplane. To your individual Stirling. Like luxury, 3 Group was. You had your own aircraft. You didn’t take one from the pool. And you’d fly your Stirling for an hour testing all the equipment. An air test it was called. You would fire the guns. Drop practice bombs on a range. Check all the radio equipment and make sure it was in first class order when you got back or reported defects to be put right during the afternoon. And then at about 5 o’clock you’d have an aircrew meal of something sustaining and then go off to the briefing. Had the final operational briefing and then straight out to the aeroplane and off. Come back, hopefully, some hours later. And there was always a member, it was rather like a family on the squadron and you sort of took interest in each other. And one of the questions they always got was, ‘Who’s not made it yet?’ ‘Who’s not made it back yet?’ Not so much what we have experienced and managed to overcome but how were other people getting on. And you could sometimes find an aircraft was lost and our last, last thoughts were people, you were friends. People you’d had a few drinks with a night or two before. Where were they? What were they doing? And life on the squadron was very much like that. And occasionally we had a virtual stand-down where you had a week’s notice that there would be no operations on a particular night and you planned for a party. You could invite the local big wigs in with their wives and have a formal dinner dance or you could forget about that and just let events take their course when things got a bit riotous. And that’s roughly what life was like. There were the afternoons. And when we had the morning air test and then lunch the afternoon was free until proper briefing time. We got on our bicycles, the rear gunner and I. He was much older than any of us. He was a country man. He was born in the, in Surrey and raised on a farm and joined the Brigade of Guards as a job. In the Blues and Royals. And he had a self-discipline, a self-discipline engendered by his experience in the army which more or less rubbed off on the rest of us and I’m sure improved our efficiency. Anyway, we’d go out in the country on our bicycles and sit down at the edge of a cornfield and just listen to the sounds of what was going on and just reminisce and chat and relax. That’s a great, a great foil for the activities that may be on the coming night. Anyway, I ramble on. Is there anything more I can tell you?
NM: Tell me about the operation with the Resistance supply that seemed to go wrong.
AT: Oh, the Resistance supply was planned that you would go to this point that was [pause] I’ll start again. The Resistance group was liaised, possibly, possibly led by a British Army officer who was seconded to them. Usually from the Royal Artillery. And they would, he would mastermind the operation and give information back to Britain by radio. Giving us information about what we, what we needed to know regarding dropping in a certain dropping area. The times, recognition signals and anything else of that nature. And on the basis of that information we planned the operation and organized the times, organized the aeroplane and fly off on the schedule we’d worked out. And fly, for security we’d fly at low level. Usually below a thousand feet. Map reading our way across Europe. And the crew we got to, with practice we got the crew very good at reporting what they could see. And I sat back with large scale maps of the area trying to correlate the information they were giving with the details on the map and that way we worked a good system. We could find our way around Europe pretty well. And having got down to the rough area we’d do a wide circuit flashing the recognised, the agreed recognition signal. And from the ground we’d get the matching signal back. The counterpart. When we were happy with each other’s identity they’d light a flare path. A long line of flares with a cross piece and this would give us a wind direction and the line they wished us to drop on. Then we’d do a straightforward bombing run on that. At the appropriate moment release the containers. The rear gunner would report they’d gone, He’d count the parachutes and say that eight containers had gone. We knew how many we were carrying so we knew there were no hang-ups. And that was it pretty well. When they’d all gone we could do another circuit and they would flash back a thanks signal and we’d wish them luck and fly back home. Long trips. Boring in some parts. But always susceptible. By this time the enemy knew we were, what we were doing. They knew roughly, they knew roughly where we were and they’d have night fighters up. Night fighters up on our route back. So there was a certain amount of activity on the aircraft keeping an eye open for them. So we got back to Britain, we’d flash again the recognition signal as you approached the British coast and the British defences would pass you on. Acknowledge your signal. Then you’d get in touch with base. And after that it was just a question of flying back to base and landing. Then it was debriefing. We had a truck waiting for the crew. For us. Hand the aircraft over to the ground, to the flight sergeant in charge of the ground crew. Any defect, any problem, any damage report to him. He’d get it sorted out. We’d get on board the truck, go down to intelligence and answer their questions. Tell them what we’d discovered. What we saw. This would go into a pool of information coming back from various aircraft in various bases that night and generally build up a picture of what was going on, on the other side for the operation, the operational command. Then off for an aircrew meal and to bed.
[recording paused]
AT: Eventually she got disenchanted with this and went in for nursing instead and was on the theatre team of the hospital. The Dunstable Hospital. So she’s kept an interest in us, Francis and me ever since this trouble started and we helped her. So that’s why she’s around.
NM: Ok. Can I take you back to the, there was one incident in the, when you were dropping supplies to the Resistance that seemed to go wrong?
AT: Occasionally units of the French units, the Resistance units were infiltrated by traitors and could be, could be taken over and used by Germans. By the enemy. And it happened to us once. We carried on with our normal routine and the answers came back very, very swiftly and pat. And we began to feel, to get that feeling that something wasn’t quite right. And you couldn’t do anything about it except be doubly alert and sure enough when we were doing our bombing, our run to drop the containers with the aircraft flaps out we were going along, barely airborne, as low as we could we had a great attack from the ground. As I say the height we flew precluded air attack or fighter attack but left us vulnerable to the ground and they had, they attacked with all sorts of gunfire. And we were, there were a few minor injuries. Bits of shrapnel flying around. The aircraft had some damage. And we got out as soon as we could and got home and lucky to get there I suppose. But that was the sort of excitement that one had on those in those days. You just used your training and your initiative to pick up on those things and cope with the situation. Over to you.
NM: There was another occasion when you were attacked and lost part of your wing and had to resort to astro navigation to get back was it? Can you tell us about that trip?
AT: Navigation. What was the navigation?
NM: You were, you were attacked and lost part of a wing and you carried on with the operation and had to get back using astro navigation.
AT: That’s right.
NM: Tell us. Tell us a bit about that trip.
AT: Well the aircraft was controllable. The performance was debased but we managed to get, to keep it airborne. We, the pilot and the co-pilot. And the flight engineer was happy with the situation. And we had to rely always on an alternative. We couldn’t quite follow the route home that we’d planned from landmark to landmark. So we had to use astro navigation which meant flying steadily for two minutes I think it was. The sextant taking our star shots with us, or a number of star shots with the sextant. Now, the sextant worked with a chamber inside it which contained a liquid which under pressure with a capsule was pressurised, could be pressurized by taking a screw out a screw and this caused a bubble to form. And the idea was it had bubbles like a spirit level. Had to be kept in by moving a sextant and it kept in the middle of this chamber. And this was illuminated dimly as a light coloured ring. And your, the image of the star you were using appeared in the, within that frame according to the way you were holding the sextant and directing it. And you worked the, altered the positions, the latitude of the aircraft until the image appeared in the centre of the bubble. Then you carried on gradually coming back. Anyway, it was a tedious business and it went on for two minutes and that’s a very long time when you’re holding a sextant. Trying to balance. And at the end you had a set of readings which, with which you went in the air almanac which was really a list of readings that should be obtained if you are where you hope to be. Various places along, along the route. And you plotted. Your reading could be converted into what was called a position line. A bearing along, somewhere along which you were at the time and you’d reduce it to that. Plot that on the chart and then try and find another. Another position line. Either from a different star or from ground observation which would intersect the first as closely as possible to a right angle. You get a sharp cross. And that was your position at that time. Astro navigation was a tedious business and not popular but it was there and it couldn’t be interfered with so something you fell back on. And on this occasion we managed to fall back on it. And I can’t remember the details now but no doubt we got information which was sufficient. Sufficient for the purpose because here I am.
NM: So how was the aircraft damaged on that occasion? Was it ground fire? Flak? Or was it a night fighter?
AT: I think it was ground fire. I don’t recall it very clearly. I think it was ground fire. Flying at low level it wasn’t, it wasn’t difficult for the enemy to work out the direction you were, in which you were flying and to alert gun positions further along that route. And with four radial engines, seven hundred and fifty horsepower each blasting out the exhaust they could very quickly latch on to hearing you and plot you and pick you up. And at low level they’d got a chance of hitting you.
NM: There was another occasion you had a double engine failure on take-off with a crash landing.
AT: That’s right. That was on a Stirling. That was something that could happen and [pause] I think Colin was the pilot. Sergeant pilot. He was very quick. He and the flight engineer recognised this and alerted everybody to the situation. We all got in the crash positions where if the aircraft crumbled around us we’d all stand a chance of surviving. I know mine was back in, in between the spars. The Stirling wing was a massive girder which passed from one wing tip through the fuselage to the other wing tip and there were two four and a half girders with about four or five feet between them and my crash position was in between the two. I remember scrambling down there, lodging myself in firmly. And as for the Stirling’s nose the bomb aiming panel was cut out from the other side of the nose which left it like a scoop. And as the aircraft hit the ground this scoop was bringing up stones and soil and so on. Piling back into the fuselage. I looked at this and wondered if it was going to, whether it would stop before I had to get out or whether I’d have to cope with that as well. Fortunately it stopped but that was another interesting thing. They found afterwards there was a design fault somewhere in the system which caused the engine failure. I’m casting my eye around. Somewhere around this room maybe, or this [unclear] is my logbook.
NM: We can, we can look at that after.
AT: I’m sorry?
NM: We can look at that afterwards.
AT: Yes. I was wondering if it contained any details. Never mind.
NM: We can pick that up. Yeah. Now, you, you took part in an operation on, on D-Day.
AT: Sorry?
NM: You took part in an operation on D-Day itself, didn’t you?
AT: Yes. It was obvious from general events that D-Day was coming and we had one or two practices. And then the whole environment on the squadron changed. Everybody was kept on camp. Nobody could go off into the local town and nobody went off on leave. We were kept. Locked down as it were. And you had an aircrew meal which usually contained an egg in some form. This took place early in the afternoon I remember. At the usual time. And it was obvious to us what was going to happen. Anybody with any intelligence knew we’d been waiting for this and this was it. And we were told to report to the briefing room ready to go. Complete in flying clothing. All equipment. Which was unusual. Usual that we changed clothing after briefing but not on this occasion which added to our certainty that this was it. And from briefing we got on to enter the crew bus. Straight out to the aircraft. No stopping. No diversions. No possibility of informational leaks from one place to another. Service police were around and watching. And straight into the aircraft. And then it was normal procedure. And we flew, according to instructions, at low level. Down across the UK. I think we got to [pause] I’m not sure if it was Beachy Head. Somewhere on the, some location on the south coast. And they took off across, took off from the aircraft. Set course across the channel and there was quite a battle. I remember I saw quite a lot of activity down below and we were dropping supplies to the army. We got to the dropping zone. Went through, went through the motions. Dropped the containers and got out again as fast as we could. We got back to the UK, landed at base. Again, heavy security and a very truncated debriefing. Normally that went on for some time to get as much information as possible about enemy dispositions and movements on the other side. On this occasion there was none of that. A question of — you’re back, anything vital to report? Ok. Back to bed. You may be wanted. Straight to bed. And ready to be called out maybe an hour later depending on how things went. Fortunately we weren’t called and in the morning of course on the news was all of the invasion. The invasion is on. And the, the [public knew?] about as much as we did. What you do, the policy of the security is what you don’t know you can’t reveal. So we weren’t told anymore officially than we had to know. Yeah. There afterwards a question of operational requirements. Dropping further supplies if necessary. A bit of strategic bombing if it was needed. Knock out that rail junction or a road junction in advance of the army.
NM: And part of your drops on D-Day.
AT: Sorry?
NM: Part of the drops you did on D-Day itself were a lot of Window and also the Rupert dummies.
AT: That’s right. Thank you for reminding me now. Yes. Ruperts were fun. They were about five feet high I suppose. Cut out of a figure with a parachute and fireworks were verey cartridges that went off on landing. Pressure switch. And simulated the sort of signal that you would expect from an assembly rallying point. And the dummies going down, they attracted enemy fire. I can’t remember much else about them. I know we had one in the briefing room and it was used as a demonstration model of what was going to happen. Yes. Ruperts. I don’t know why they were called Rupert. Presumably it’s the designer or somebody high up had that name. And D-Day was quite striking. You could see the landing craft making their way across The Channel and it wasn’t, wasn’t terribly smooth. We thought of all those seasick soldiers who would have to carry on. And we were at low level. I can’t, I don’t remember now about the ground operations on the beaches. I think we were in advance of that. I think we were preparing for it but didn’t actually see it. But the, the sight of those landing craft was quite something. We’d seem them before on practice runs. Usually off the, somewhere off Weymouth. That area. I recognised the vessel but they were having a very rough time. I gather there was a chance the whole operation would be postponed because of bad weather but that would have been an enormous thing. An enormous task to undertake. I think they decided to, obviously they decided to go. Anyway, we felt we were safe and snug in our aircraft and thankful we weren’t down below. And straight back to base afterwards after having done what we had to do. Straight back to base by the shortest route. Refuel. Reload. And get to my debriefing. Get to bed in case you were wanted again. In case things on the ground over there took a turn for the worse and we were needed to urgently resupply. So, get what rest you can. Which we did. But we were not called. Things went as required, I think.
[pause]
NM: So that was the end of your first tour.
AT: Well yes.
NM: How did you adapt to becoming an instructor after the operational side of life?
AT: To begin with you were hesitant. As I am now. Which wasn’t very impressive. But eventually you got used to it. You got the patter. You knew the syllabus you were trying to follow. You knew how to liaise with people. You went through each student you were allocated. Three or four students to look after. And you went through their practice flights in fine detail. See where they had made a mistake or a wrong decision and you go through with them after like a tutor. You were a tutor. And we’d get used to that after a few episodes and I didn’t enjoy it very much. It was nice I suppose knowing that you would go back to a comfortable bed. Wouldn’t be roused in the middle of the night to go and do an air sea rescue. That was another feature. If somebody ditched, went down in The Channel, efforts were made to get them back. Firstly, I think it sounds a bit callous but I think firstly to prevent them falling into enemy hands and being interrogated by all the devious means the enemy was using. Drugs mainly. And [pause] what led me into this? Yeah. So this was one of the features of going to bed and getting as much rest as you could because it was one of the things you could get called out for. We were one night, somewhere up on the North Sea and we never found anything. We were given a box, an area to cover. When you covered it you’d have a brief look again and then come back. It appears to me as something I get right.
[recording paused]
NM: So, after six months instructing you joined Mosquito 162 [sic] Squadron.
AT: That’s right.
NM: Led by Ivor Broom.
AT: That’s right.
NM: Tell me about life on that squadron.
AT: Well, that was quite a different environment. First of all, on a Stirling squadron if you were lucky you had to wait for an, wait for an aircraft. You weren’t allocated your own aircraft until one became available. And this might be several, several weeks away. But I turned up at 163 and they said, ‘Right. Your aircraft is R for Roger. Go and have a look at it and meet the ground staff,’ which was rather a shock. I didn’t expect anything as fast as that but in 8 Group things moved quickly. Partly because it was led by a dynamic New Zealander and this group philosophy sort of filtered down to the squadrons. And yeah, we took our first flight in the aircraft and I remember, I remember that they too, the navigator was the bomb aimer as well in the Mosquito. You had to leave your seat and go and lie down prone beside the pilot. This meant that the oxygen pipe had to be long enough to put out a supply in the new position. It had to be fairly long. And I remember that during the practice, during the operation, the first operation it wasn’t long enough. There was no way it could get down there. It was one thing we failed to check during the air test. It was a warning — never assume anything. Check. Always check everything for yourself. And, yeah I remember the thrill of that first Berlin. That was always the big one. The Mosquito wasn’t so big. It could go high up. Beyond, beyond a lot of the ground defences. Most of them. And the horror of going down to the nose, finding the oxygen pipe wasn’t long enough at twenty five thousand feet. So I took two or three deep breaths, I remember. Filled my lungs with oxygen as far as I could and went down and did the bombing run. That was a salutary lesson. Never assume that things will be what you expect them to be. And [pause] I was trying to think if there was anything else. Anything else notable on that trip. I haven’t read my notes. Was there anything you want to mention?
NM: There was another one of these trips you were attacked by a night fighter.
AT: Oh yes. This happened suddenly. Without warning obviously and I was sitting around. The pilot was very, very good. Very skilled. And he took evasive action and I had to tell him which way to turn and what action to take. I was sitting in my usual position with my head screwed around so I could see backwards. You could see lines of tracer bullets from an enemy passing by. Get an idea where he was and transferred this information into suggestions to the pilot that he might fly at this location or dive or climb or take some manoeuvre to throw the enemy off. And this seemed to work. All of these ideas you practised during the daily air test. Every day do an air test during the morning with the Mosquitoes up in The Wash. Over the sea. This voice is ridiculous.
[pause]
[recording paused]
AT: Ok. Over to you again.
NM: So, in total you went to Berlin twelve times.
AT: Twelve times, that’s right.
NM: What about other targets?
AT: Well yes, usually of tactical importance. Railway crossings, railway junctions, road junctions. I think we went to one or two docks. Ports. Oh, by this time the invasion was on. There was a question of disrupting enemy communications and their ability to move materials and men in numbers around north west, North Western Europe.
NM: Were there any particular operations that stand out in your second tour?
[pause]
AT: This distance in time it’s hard to remember.
NM: So, in 1945 you were awarded the DFC.
AT: Yes.
NM: How did you feel about that?
AT: I was chuffed of course. Very pleased. Not sure I really deserved it but the CO seemed to think so. Of course it cost me a lot of money in beer. In beer in the mess that night. And a trip to the Palace to receive it. It would have been the king but the king was ill with lung cancer and it was [unclear]and the thing about it that sticks in my mind is quite stupid. He was wearing white knitted gloves. Machine knitted. He shook hands with everybody but he was wearing white gloves. And we of course had none. And I thought, why? I recognise the importance but why does he have to wear gloves at all? It can’t be that we would contaminate him in some way. Anyway, perhaps its protocol. And it was stolen later. It was silver. Made of silver of course and at this time there was an interest in silver as an important resource for the country. And people were trotting off to the jewellers with the silver cutlery or silver tankards and things. And about this time the house that we owned in Harpenden was intruded, burgled. And my logbook went. And the DFC, and a few other bits and pieces. The logbook turned up later on a bookstall. I remember Toc H, the charity. They ran a Saturday morning bookstall in Harpenden outside the George Hotel. And one of our friends was passing by one day and he had a habit of stopping to see what there was there and he saw this unusual book. Had a look. Saw whose it was. Recognised it as mine and he bought it. That’s how I got it back. But I never saw, never saw the DFC again. For ceremonial purposes I got a replica which I still have and when it was necessary to wear the full medal I wore the replica [pause] and nobody knew.
[Telephone ringing. Recording paused]
NM: So, did you stay in touch with the RAF after the war in terms of squadron reunions or Associations?
AT: I have been, yes. I joined the local branch of the Royal Air Force Association. I joined the Royal Air Force, I joined the Association as a life member. Attached to the local branch I obviously knew that it had disbanded some years later. Well I’m now attached to a head office role and I get the magazine. “Air Mail” they call it. And notices of events. Some of which I go to. But I think one or two old colleagues are still around. We’re of an age now when we’re dropping off one by one. Falling off the perch as we used to say. And I don’t know of any of my crew that are left. Mosquito pilot’s gone. I know all of the Stirling crew are gone. Canadians are gone. The rear gunner’s gone. I don’t know how I’m carrying on really. I don’t know how. I’ve been well looked after I guess. Anyway, the Royal Air Force Association was open to all ranks and the local branch was a bit of a, a bit of a disappointment. They held its meetings in the function room of the local pub and that was a recipe for disaster. It became a, really what they used to call a boozy evening. Didn’t achieve very much. The Association as such. It still organises a number of interesting events. Some of which include Runnymede where there’s a memorial. But gradually memories are going. Individuals are going. Individually, I see it as an organisation which will eventually join forces with the British Legion and any celebrations will be in November. And I think it is going to come. At the moment we stagger on from event to event. A new Bomber Command Memorial. The Spire. A new enthusiasm. I’ve not been to see it. I probably won’t go now. I found it sensible to give up motoring when I had my little troubles. I realised that in any accident I was involved in which would include the police they’d look at my medical records and say, ‘Oh yes sir, I see sir. Yes sir. Quite so’ And I’d get the blame whether I was guilty as it were or not. So rather than go through that and the tedium of insurance compensation which costs a lot I decided to give up. And what I saved in tax, fuel and so on pays for taxis as we need them. And my family are very good. They’re all motorists so I’ve only to say I want to go to so and so and I have two or three offers. So we manage quite well without. But what led into that?
NM: When you look back on your time in Bomber Command.
AT: Yeah.
NM: What are your main reflections?
AT: In wartime of course it was one big happy family really. Matter of fact it’s comradeship. Interest and concern really for other people. Joe Bloggs. Did Joe Bloggs get back? And the sadness if the answer was no and you would sit back and get a bit reflective. What happened to them all? It was like there was sort of a cosy feeling when you went in the mess. Everybody was like a brother. On the operational side everything that was, could be done to safeguard the crews was done. It was rather, there was no great glaring gap. No great, sort of, why didn’t they do this or do that? And I think Bomber Command was good one to be in. It didn’t have the charisma of Fighter Command or the sheer boredom of Coastal Command.
NM: And how do you think Bomber Command has been recognised since the war?
AT: Well we’ve now got the Spire. And Runnymede. But it wasn’t very much after the war. We had the odd reunion. Gradually in time, you get individuals went and [unclear] the impetus was lost. It wasn’t till this last few years we got the Memorial at Runnymede that people have taken a new interest. It became a way of life really. In Fighter Command you were available and could be called on at very short notice. At Bomber Command it was more quietly planning. You had a routine.
[recording paused]
AT: There were times when you’ve been on leave. Maybe had ten days leave and days eight, nine and ten you wondered what to do with yourself. People, chaps you knew in civilian life were away in the forces somewhere. It got very boring. Relatives loved having you around. You had to consider that. But generally speaking you felt more at home in the Air Force than you did at home. [unclear] but it’s all different now I guess.
[recording paused]
AT: Various jobs after the war. I think the pilot, Colin, went back to, I think he was a marine draughtsman. He went back to that. Ronald, Ron the rear gunner, the ex-guardsman, went back to training police horses. The bomb aimer, a Canadian, went back home. Took a degree at the University at Guelph in Ontario and became a, he started breeding horses, [unclear] horses. Sadly he died. I went to stay with him once at a rackety farm. Farm life. And we had a wild week in Ontario. People are not so confined to activities over there or in Australia with the use of a gun. Over here it’s something that immediately attracts attention. The police want to know if you’ve got one but out there nobody seemed to bother.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Anthony Tompson
Creator
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Nigel Moore
Publisher
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IBCC Digital Archive
Date
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2016-01-25
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ATompsonA160125
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Pending review
Pending revision of OH transcription
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01:16:04 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Anthony Tompson worked as an engineer for the Post Office before he volunteered for the Air Force. While training as a pilot in Canada it was discovered he had a difficulty with perception and he trained instead as a navigator. On return to the Great Britain he was posted to 90 Squadron at RAF Tuddenham. Here the crew undertook a number of operations including several drops to Resistance groups in France. He describes one occasion when the Resistance group had been infiltrated and they came under attack from ground fire. After his tour he became an instructor but wanted to return to the excitement of operational flying. He was posted to 163 Squadron at RAF Wyton flying Mosquitos. Expecting that their first operation with the new squadron might be a gentle one he was rather surprised to find his first operation with the new squadron was to Berlin. He took part in the last Bomber Command operation of WW2 on 2nd May 1945.
Contributor
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Julie Williams
Spatial Coverage
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Canada
France
Germany
Great Britain
England--Cambridgeshire
England--Suffolk
Germany--Berlin
Temporal Coverage
Temporal characteristics of the resource.
1944-06-05
1944-06-06
1945
163 Squadron
8 Group
90 Squadron
air sea rescue
aircrew
bombing
crash
Distinguished Flying Cross
military ethos
mine laying
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Pathfinders
RAF Tuddenham
RAF Wyton
Resistance
Stirling
take-off crash
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/176/2339/Frost, Bob.2.jpg
4a22fb6eb58e5c781be4f1ae44654285
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/176/2339/AFrostB150707.2.mp3
84e7a270c883b3ce4d4e13c188971538
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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Frost, Bob
R Frost
Identifier
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Frost, B
Publisher
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IBCC Digital Archive
Date
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2015-07-07
Description
An account of the resource
Four items. Two oral history interviews with Robert Frost (1383682 Royal Air Force), and two photographs. Sergeant Bob frost flew as a rear gunner with 150 Squadron from RAF Snaith. Shot down on an operation to Essen, he was helped by the Resistance and evaded through the Netherlands and France to Spain. The story of his evasion is available in video form.
The collection has been donated to the IBCC Digital Archive by Bob Frost and catalogued by Barry Hunter.
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Transcribed audio recording
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Transcription
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GC: Right here we go. My name’s Gemma Clapton. I’m the interviewer. I’m here with Sergeant Bob Frost. We’re doing an interview for the International Bomber Command in Lincoln. How about we start with how you joined the RAF and why? Your reasoning.
BF: Well to begin the story. I am Bob Frost. I was born in Camden Town, London, 1st January 1923. I grew up there. Went to the [Lyal Stanley?] Technical School. Took German. Went to Germany before the war and saw Hermann Goering arriving at Cologne Railway Station and scuffles in the streets between Germans for the Nazi party and the few who were opposed. When I got home I told my parents that I thought there would be trouble ahead and there was. The Second World War.
At that time, around about 1937 there was recruiting going on for the air raid precautions and the Auxiliary Fire Service. I joined the Auxiliary Fire Service as a messenger boy and went through the London Blitz operating from Camden town and across Holborn and that part of London. Coming home off watch one morning around about 5 o’clock I saw a man at Mornington Crescent digging at what had been his house, his mother was buried inside. He only had his bare hands, and I thought to myself helping to put fires out is one thing but it’s not stopping them and so I went and joined the Royal Air Force. My father had been in the Royal Flying Corps in the First World War and was back in the RAF in the Second World War.
I passed for all grades of air crew but was told that pilot training I’d have to wait at least eighteen months before starting on pilot training. I thought the war would be well and truly over by then and so I took the offer of becoming an air gunner and went into the air force just immediately after my eighteenth birthday.
It took a year before I went on my gunnery course but I learned a great deal about what really happens to keep an aeroplane flying in the air force. It was a jolly good lesson. I went to Chipping Warden Operational Training Unit and was crewed up there with Bill Randle, the pilot, Scotty Brazill the navigator, Walter Dreschler, bomb aimer — Canadian, and Norman Graham — Canadian, the wireless operator. Whilst on that course we crashed an aircraft, destroyed a barn and knew from the way the crew reacted that we could instantly rely upon each other as a complete unit. It really welded us together.
We were posted to 150 Squadron, Bomber Command at a place – Snaith, near Doncaster in Yorkshire and there on our twenty second trip over Germany when we were carrying one passenger, the second pilot – Del Mounts a United States citizen who’d joined the Canadian Air Force before the United States came in to the shooting war and he was flying with us on his first op to gain experience before taking his own crew.
Going in to the target which was Essen we were hit by heavy anti-aircraft fire that put the port engine out of action. The aircraft relied on that port engine for all the hydraulics and this meant that the turrets no longer worked or anything at all but we pressed on and dropped our bomb, we only had one, a four thousand pounder cookie, on the target area and then headed straight for home. But over Belgium the starboard engine packed up at about thirteen thousand feet and we had to jump out, bail out, and came down by parachute.
I landed in a field which seemed to come up and hit me. When I’d collected myself and my parachute I hid the parachute as best I could and set off in a south-westerly direction using the Pole Star as a guide hoping to head for Gibraltar. We had worked out what you did when you were shot down, not if you were shot down but when and heading for Gibraltar seemed to be the best option available.
In the early light of the morning I came to the outskirts of a small village Kapellen by Glabbeek in the Flemish speaking part of Belgium, and I crept around the outside of the village, didn’t dare enter into the centre of it and I noticed a small farmhouse and for some reason that was the place for me. I went, knocked on the door hoping that an elderly lady would answer and I would be able to run away faster than she should she not prove friendly. But the door was opened by a burly young man. He spoke Flemish. It sounded to me something like the German I had learnt at school so I answered in my schoolboy German and the door was slammed in my face. I regarded that as a good sign, knocked again and eventually I’m in the kitchen of the house and there’s grandfather, grandmother, their daughter carrying a baby in her arms and this burly young man – her husband. They took me in and looked after me.
Whilst we were having a bit of a pantomime in their kitchen that morning a woman came along knocking at the door. This was round about 6 o’clock in the morning, to buy meat because the family were also the village butchers and she had seen me skulking around and made pretence of coming to buy meat at 6 o’clock in the morning. I discovered later that she was visited by the local resistance and told if she breathed any word of what had happened she would not breathe many more breaths. She kept quiet.
I stayed with that family for about a week and I was asked if I could ride a bicycle. Yes. And then I followed somebody on a bicycle to a small town Tienen or in French Tirlemont and was taken to the house of Manny and Marcel Renards [?]. Marcel was a stockbroker in Belgium and he gave me a suit. Now he was a big fellow and I was just a young lad of nineteen and the trousers came up under my armpits and I could easily look down and see [laughs] that the suit was really meant for a larger man but it served me well did that suit and I stayed with them for a while before being taken by train to, no it wasn’t a train it was tram to Brussels and lodged at a house of [Ashil Alieu] who lived on the outskirts of Brussels near to Laeken, near the royal palace there.
And whilst there I was taken into the centre of Brussels to the flat of two ladies, both Elisabeth and one of them came back from a shopping expedition and let her shopping bag fall across the table and out of that came a passport sized photograph and lo and behold it was Del Mounts - our passenger on that last trip. I recognised the photo and said ‘yes I know that fellow’, and the look of relief on the faces of those two girls was really good to see. They had queried Del’s story, they had queried my story. I was talking German. Del pretending, they thought, to be an American. The Germans knew that aircraft were coming down and crews were making escapes and so whenever an aircraft crashed they put in dummies on the ground pretending to be out of that aircraft. They would then enter into the underground network and when they got a list of names they would give them to the Germans and the whole line would be wiped out. That happened twice to the line I came through – the Comet Line, which succeeded in helping escape eight hundred and twenty allied air crew during the course of the war but at tremendous cost in lives to themselves.
From my [pause] safe house in Brussels I was taken to another place and there we met Bill Randle, our pilot who had succeeded also in finding his way in to the Comet Line and Del Mounts came along as well and we three were then taken from Paris to St Jean de Luz down in the south west corner of France by train in the company with three other escaping airmen by a young girl, Janine de Greef who was seventeen years of age. She made that journey from Paris to the south west corner of France twenty odd times during the war. So that meant forty trips in all. A real heroine that girl.
At St Jean de Luz I was taken with the other five members to a farmhouse on the outside of St Jean and there I met again Dedee de Jongh, the Belgian girl who had started the Comet Line going. She had been training as a nurse before the war. The war came she was doing her bit looking after the men who had not been able to escape at the time of Dunkirk. And they found that the cost of maintaining these men, because they had to buy all their rations and things on the black market, was prohibitive and they really needed to clear these men back to the United Kingdom and so they took a three Scottish highlanders down to the south west corner, got them over the Pyrenees through Spain, Gibraltar and back to England and that began the opening of the line to bring men back to this country.
From my position in Paris when Janine took us down to the southwest corner we travelled by train and the train was stopped at a frontier and we were taken into a hall, had to produce our identity papers which I had been provided with. I was now a Belgian seaman who had been stationed at Bordeaux and had travelled up to Brussels to his mother who lived there was elderly and not very well. Now I was now going back to re-join my ship down at Bordeaux so I had a reason for travelling. Had anybody examined the address on my papers the street existed but the number did not, so nobody would have had an unwelcome knock on their door from the German authorities seeking to know where this seaman Robert Seamoness [?] as I was known, had gone. They protected people from unnecessary adventure without any harm to anybody. They were a very thoughtful and well-arranged lot.
When I got to the Pyrenees I was taken with the six of us who had travelled from Paris over the Pyrenees by Florentino Goicoechea[?], a Spanish Basque smuggler. He was a professional smuggler and he guided men over the mountains to safe haven as we would thought in Spain. Whilst going over he led the group, Dedee de Jongh brought up the rear, I was the last of the six men and during the crossing I fell into a great pit, knocked all the wind out of me. Dedee saw what had happened and called Florentino back and he lifted me out of that pit like a drowned rat and dumped me on the ground at the side and all was well.
From time to time he would stop by a bush and bring out a bottle of Cognac which was passed around and how he knew one bush in all those hundreds I don’t know but he always found the right one. When we got to the other side of the frontier to cross the river Bidasoa we found that the river was in flood and we had to walk for another five hours to a bridge crossing in order to get on to the Spanish side. Climbing up towards the steep slopes on either side of that bridge there I was stopped looking at a little hut which had the Spanish Guard Seville members inside and one was outside smoking a cigarette. And I lay against the ground looking up at him in the darkness below thinking, ‘For goodness sake hurry up and finish your cigarette. I want to get to the other side.’ Well, eventually he moved off and I moved over and then we were greeted by a car with CD plates on the back and taken to St Sebastian and at that point Dedee left us and returned back to carry on her dangerous work through Belgium, France and up to the frontier. Florentino, he’d gone off and was then ready to bring the next group of airmen across.
In Spain we were taken to the British embassy in Madrid. It was the old Victorian building and the stables had been used there in the days of horse drawn traffic and that became the dormitory for we, the escapers, and there were quite a number of Poles there including the one who was in our group Teddy Frankowski. He wanted to get back to England and we thought he wanted to resume the fight against the enemy. It wasn’t really that. Back on station he had a motorbike and he didn’t want them to sell it before he returned. He thought a lot of that motorbike.
At Gibraltar we were housed quite comfortably but water was the great shortage. The lack of pure water was the great thing there and we were issued with soap. It would float in seawater and when you tried to wash with it was like using a piece of pumice stone. It scraped you clean.
But we were debriefed at Gib and then after almost a week there told to be ready to take off in an American Dakota of the United States 8th Army Air Corps and we were flown back to the United Kingdom. We flew right out over the Bay of Biscay to avoid the land and any fighter aircraft and landed at Portreath in Cornwall exactly five weeks and four days after taking off from Snaith in Yorkshire.
Nobody knew anything about us at all. We asked could we please have an overcoat because by now it was approaching Christmas time and it was jolly cold and we were provided with the proper air force winter uniform, given £5 which was a huge sum of money and a railway warrant up to London.
Bill went to his family. I went to see my mother who was working for the London Fire Brigade at that time at Shaftsbury Avenue and I walked into the place where she worked, she was a cook and said, ‘Hello mum,’ and we both stood and hugged each other. She hadn’t received anything other than the telegram saying that I was missing. She had called my father who was stationed at Chivenor in North Devon and they had both gone up to visit my brother David who was evacuated not far from Doncaster and then they went across to the squadron to see if there was any news of what had happened to me but there wasn’t any because I hadn’t been picked up by the Red Cross or anybody else. The shock of that telegram caused my father to become ill and he was admitted to Sheffield Military Hospital suffering phlebitis in his legs and unfortunately was not passed as medically fit for service anymore and was discharged from the air force. I’ve always regarded my father as one of the casualties of war.
I went back to where the squadron had, was or so I thought but when I got there I found it was no longer in this country. It was at [?] in North Africa. No, I didn’t want to go to North Africa thank you very much and so I was sent back to London and sent to RAF.
[pause]
And I was sent to RAF Uxbridge as a holding unit, I was put into a barrack room with a number of other aircrew NCOs of all aircrew trades and in the morning ordered on parade on the barrack square and was being marched up and down with these lads who I discovered had been sent to Uxbridge for court martial as lacking in moral fibre. They thought because I was wearing an air gunner’s brevet that I was one sent there for court martial. So I left the parade ground. A warrant officer standing on the side bellowed at me to get back on parade and I told him in two words what to do.
And then went to see the adjutant and explained to him that I had not returned back to this country in order to be marched about on his parade ground. He was most surprised and that evening I went home with an open leave pass in my pocket whilst they decided what on earth they were going to do with me. And the upshot of all that I was posted to the RAF Marine School at Coswall [?] in Scotland teaching the marine side of the air force what to do with such weaponry as they carried and tactics against enemy aircraft attacking them because a lot of them were engaged on air sea rescue in the North Sea and the best advice that could be given and the skippers of those north sea ASR boats agreed, was to leave the 303 machine guns wrapped up in oiled casings and not try firing them off against a Junkers 88 equipped with twenty millimetre canon. The best thing they could do was to shut down the engine, leave no wake and hope that the aircraft would start running out of fuel and leave them alone.
They did a jolly good job those chaps but I wanted to go back into the air force but not bombing this time but to go back supplying munitions to the underground movement and I succeeded in being posted to an operational training unit which would have led me on to 644 squadron flying Halifaxes, dropping supplies and also glider towing troops across the channel. But the air force stepped in and said no you’re not allowed back on ops anymore and none of our crew ever went back on operations again because if, we assumed we should come down again and were caught questions might be asked of us as to what had happened the first time around. Whether that be the case or not I’m not too sure but I finished my time in RAF Bridgnorth in Shropshire and there in the sergeant’s mess I met a young WAAF, a hospital steward, we were married two years later and we had fifty years and six months of happiness before eventually she succumbed to motor neurone disease.
Now I live in Sandwich. A daughter looks after me. She lives nearby and the friends I made during the war we’re on to the great-grandchildren. They have become our family. And to those people working in the resistance I really do accept them as the real heroes. If we were caught it was POW. If they were caught the whole family was caught and what happened to them I hate to think, in the concentration camps.
The stories I’ve heard from their relatives and the fact that when I went back to Paris to see Robert and Germaine who’d looked after me in ’42, Robert was no longer there. He’d been arrested in ’43 – executed in ’44. Germaine, they were going to send to forced labour for them. She refused to work for them and so was put in to Ravensbruck concentration camp. She survived, became aunt to my children and lived to be ninety years of age. Then she gave her body to the local hospital. I was given her two bibles. The old and new testaments in French and those bibles are now lodged in Canterbury Cathedral where they have a French chapel and a service in French every Sunday afternoon to the memory of a very brave person. That’s my story.
This is the Observer and Air Gunners Flying Log Book. And you had to get it signed every month as being accurate. This is to certify 1383682 LAC Frost R qualified as an air gunner with effect from the 23rd of January 1942. So I became an air gunner sergeant on the 23rd of January 1942. And that was Number 8 Air Gunnery School Evanton, Scotland, north of Inverness. Results of air gunnery course - exam mark ninety percent. Remarks – well above the average and then they made a ricket of the stamping here, well above the average. Should make an excellent air gunner. J Compton, Squadron Leader. I came top of the course.
That was why when I went eventually to the Operational Training Unit at Chipping Warden they put so many pilots, so many navigators, so many wireless operators and you were all in to a big hangar - sort yourselves out into crews. There were ten pilots, ten navigators and so on you see and that is what happened. This is my 12 OTU Operational Training Unit, the different flights, circuits and landings, circuits and landings, instrument flying, circuits and landings, cross country’s and all that kind of thing. That was the gunnery school and I came down from there as I say and they asked did I want to accept a commission or apply for a commission ‘cause I came top of the course and I said no thank you. I just want to be an air gunner. That’s all I’ve joined for.
And then we go to number, that was 12 OTU. That was in Oxfordshire and I’m crewed initially there. Let’s see if I can give you this. Evanton that’s there. Now here’s 12 OTU. Now look, date, hour, aircraft type, pilot and my first pilot and we’d sorted ourselves out in this big hangar – Sergeant Lock L O C K. I look down the list and his name never comes up again. What happened?
I’m near to Oxford at this Operational Training Unit. There’s a heavy air raid on London. I asked for a twenty four hour pass to go and see if my home was still ok. Remember I’d been through the London Blitz and knew what could happen. So they said yes you’ve got twenty four hours out and back so I took off, went home, everything was alright. I came back and one of the pilots there Sergeant Randle said to me, ‘Bob would you like to fly with me?’
I said, ‘No thank you I’m flying with Ginger. Ginger Lock.’ He said, ‘Ginger Lock’s not flying with anybody anymore.’ He had taken up a Wellington aircraft and sat in the back where I should have been sat was a chappy who was going to become a wireless operator air gunner. He’d done his wireless course and he was waiting for his gunnery course and the opportunity to fly in an aeroplane was too good to be missed. Ginger flew that aeroplane and the whole crew with him, a scratch crew, down to Henley on Thames where Ginger lived and they flew down over the River Thames up the hill on the other side straight into the trees at the top and he wrote the lot off. Had I not had that twenty four hour pass? And that was my introduction to what flying was all about? You see?
So I’m now flying with Sergeant Randle. And the first trip that we did together, you can’t imagine it, detail not carried out. Landed at Llanbedr. It was a cross country exercise. Navigation for the navigator. Remember we were an Operational Training Unit and the aircraft that were flying at these Operational Training Units, these OTUs, were all aircraft that were no longer fit for operational flying. They were clapped out. And so you got more crashes from these places than anywhere else because the aircraft as I say were clapped out. And the first trip that I did with Bill we landed because the aircraft was clapped out. That meant that it wasn’t working. Come home again.
That went on there and now I’ve got Randle, Randle, Randle, Randle, Randle all the way through until we come to the 21st of June 1942. We took off at 9:30 in the evening and we were going on a cross country navigational exercise. Crashed near Whitton, Whitton is in Lincolnshire, at 1:52 in the morning. We’re bowling along, I say bowling along in the air and the engines start playing up and Bill says get ready to bail out. Walter, our front gunner, bomb aimer said he didn’t think that was a good idea. We were too near the ground. So Bill said right take up crash positions and we crashed near Whitton. We hit a barn. I’ve got a picture of it somewhere.
[pause]
And when Bomber Command Museum was opened and we met together forty odd years after the war, the day after that we went to where we had crashed to see what it looked like and that was taken there and that’s was the farmer’s son who’s now grown and has replaced his father as farmer. They weren’t owner farmers they were tenant farmers and they’d had a new barn built – a brick one. The one we crashed into was a wooden one with a thatched roof and when Norman our wireless op, I’ll show you Norman [pause]. This one here, the Canadian wireless op. Now he would be sat about the middle of the aircraft and he came out through the thatched roof swearing what do the so and so British put on their houses ‘cause we didn’t know it was a barn at the time but he found Bill Randle the pilot unconscious in the crash so he dragged Bill out. I was in the rear turret and the gun sight that was right up in front of me came back, hit me on the head, I’ve still got the scar up there somewhere and it knocked me unconscious. Only for a little while, not for hours but just for a few seconds and I’ve got my turret turned sideways so that you could open the doors and drop out the back. That was how you got out of that particular one at that time and I opened the doors and there running alongside the aeroplane is this lad. Can you see the one right at the end, at this end, that’s it you’ve got this hand on it. That fella Scotty, the navigator. He was running down the side of the burning aircraft to get me out of the turret. When I say it was that crash that brought us together we realised that we would look after each other whatever happened and that really welded us together as a crew. If anybody in the crew said turn right we all turned right. You didn’t argue. The pilot was the one in charge but if anybody in the crew saw something that needed instant action and they said stand up, sit down, jump about, do anything, you did it. You didn’t say why, you just did it because you trusted each other. Now I’m the last one alive.
GC: Well we’ve got your voice on tape now.
BF: So -
GC: It won’t ever be lost again.
BF: You see, that’s these things. Now you’ve seen Daphne.
GC: Yes we have Daphne.
BF: As a young - when a fellow had seen her with her three stripes on -
GC: Ahum.
BF: Tell me when you’re ready. I met Daphne at RAF Bridgnorth in Shropshire in the sergeant’s mess. She had just been made a sergeant. She had a boyfriend before then who was an airman and she had been a corporal but when he saw Daphne with her three stripes on he turned tail and ran. But Daphne came into the mess and two years later we got married. Best thing I ever did.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bob Frost. One
Description
An account of the resource
Bob Frost recounts experiencing the London Blitz as a member of the Auxiliary Fire Service. He volunteered for the Royal Air Force and trained at the Air Gunnery School at Evanton, Scotland. He was then posted to the Operational Training Unit at RAF Chipping Warden. He describes an aircraft crash in Lincolnshire while at Chipping Warden. His operational posting was to 150 Squadron at RAF Snaith. On an operation to Essen, two of the Lancaster’s engines were damaged and the crew bailed out over Belgium. Frost describes being taken in by a farming family and sheltered by the resistance. Reunited with his crew, they were passed along the Comet Line through Belgium and France, being accompanied from Paris to St Jean de Luz by Janine de Greef. They met Dedee de Jongh who, together with a Basque smuggler, accompanied them across the Pyrenees into Spain. From Madrid they were driven to Gibraltar and flown to the United Kingdom. Bob Frost did not undertake any further operational flying. He was eventually posted to RAF Bridgnorth, where he met his wife Daphne, who was in the Women’s Auxiliary Air Force.
Creator
An entity primarily responsible for making the resource
Gemma Clapton
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-16
Contributor
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Julie Williams
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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00:43:03 audio recording
Language
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eng
Type
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Sound
Identifier
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AFrostB150707
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England
France
Spain
England--Northamptonshire
England--Yorkshire
Germany--Essen
Pyrenees
Netherlands
Germany
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
12 OTU
150 Squadron
air gunner
Air Gunnery School
air sea rescue
aircrew
bale out
bombing
civil defence
crash
crewing up
de Jongh, Andree (1916 - 2007)
evading
faith
ground personnel
heirloom
Lancaster
military ethos
Operational Training Unit
RAF Bridgnorth
RAF Chipping Warden
RAF Evanton
RAF Snaith
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/700/10101/PBeasleyDG1727.1.jpg
3e6476a4caca883b605d7c511cc297fb
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/700/10101/ABeasleyDG180326.2.mp3
d30a8491f63c56f32a83d26c6d06fe2d
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
Beasley, Doug
Douglas George Beasley
D G Beasley
Description
An account of the resource
14 items. An oral history interview with Doug Beasley (b.1925, 1876732 Royal Ar Force) and photographs of aircrew. He flew operations with 76 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Doug Beasley and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Beasley, DG
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DK: So, I’ll just introduce myself. So, it’s David Kavanagh for the International Bomber Command Centre interviewing Doug Beasley at his home on the 26th of, where are we? March 2018. So if I just put that there.
DB: Yeah.
DK: If I keep looking over I’m just making sure it’s working.
DB: It’s working.
DK: Yeah.
DB: Right. Yeah.
DK: It is. Sometimes get caught out with the batteries going or something.
DB: They’re quite good those aren’t they?
DK: They are nice. A very handy little —
DB: Yeah. Yeah.
DK: Little bit of kit that. Right. So, if I can just ask you —
DB: Yeah.
DK: What were you doing immediately before the war?
DB: Well, I, I was still at school when war was declared but in, when I was [pause] yeah I left school and when I was sixteen I started work in, in a company called British Glues and Chemicals Limited.
DK: Oh right.
DB: And I was studying really accountancy. I also was in the Air Training Corps immediately I was sixteen. And that meant that as soon as I was eighteen I went to, to the Aircrew Reception.
DK: Right.
DB: Selection.
DK: Yeah.
DB: People.
DK: Was the Air Force your first choice then?
DB: Oh yes. Yeah. Well, I was in the Air Training Corps.
DK: Yeah. Yeah.
DB: And the, three months later I was in the RAF. And the reason was, I was accepted as pilot, navigator, bomb aimer which everybody wanted to be and they said, ‘But it will be at least a year before you join up.’ And I said, ‘Well, all my friends have gone into the RAF as well.’ And the new position of flight engineer was just coming in.
DK: Right.
DB: And they talked, well I don’t say they talked me into it but you acted as second pilot anyway.
DK: Yeah.
DB: So, so —
DK: If I could just take you back a bit.
DB: Yeah.
DK: What was the first things you had to do when you joined the Air Force? Because presumably there was a bit of square bashing going on or something. Or —
DB: Well, yeah, the first thing was I joined up at of all places Lord’s Cricket Ground.
DK: Right.
DB: And thirty thousand of us turned up there. And as I’m a cricket fan I’m part of the history of Lord’s, you see.
DK: Oh excellent.
DB: So, and we —
DK: You, have you ever been out to bat there, Doug?
DB: Hmmn?
DK: You’ve not been up to bat. No. No.
DB: No. No. No. Nothing like that but —
DK: That’s what I always wanted to do.
DB: There’s a special plaque up in Lord’s Cricket Ground.
DK: Yes. I’ve seen that. Yeah.
DB: So we were there for three weeks and then funnily enough I was, I then went to the Initial Training Wing which was [pause] I found all these things.
DK: Ok.
DB: Which was at Torquay.
DK: So if just say this for the recording then.
DB: Yeah.
DK: So you were at Number 3 Initial Training Wing.
DB: Yeah.
DK: C Flight of number 2 Squadron. And that was in October 1943.
DB: That’s right. Yeah.
DK: So whereabouts are you then? Are you —
[pause]
DK: Ah.
DB: The names there as well.
DK: You haven’t changed much.
OJ: I couldn’t find him earlier [laughs]
DK: So they were all sort of the same age as you then were they?
DB: Well, no they weren’t.
DK: Oh right.
DB: I was explaining to my grand-daughter a lot of them were policemen.
DK: Oh.
DB: And they were not allowed to join until they were thirty years old.
DK: Right.
DB: So I found myself, all that back row were policemen basically.
DK: They do, and now you’ve said they do look a lot older don’t they?
DB: Yeah.
DK: Yeah.
DB: And —
DK: So how old would you have been in October ’43?
DB: I was just, I was just eighteen then.
DK: Eighteen.
DB: Yeah. Eighteen and a quarter. Yeah.
DK: So presumably they couldn’t join earlier because they were in a Reserved Occupation.
DB: Yeah. They couldn’t join earlier.
DK: Yeah.
DB: No. I mean we were you know the younger ones. I don’t know how many were in the same category as me but I always seemed to be about the youngest at the moment, you know.
DK: Right.
DB: But I think it was because of this Air Training Corps I was in. As soon as I was eighteen I was interviewed and then three months later I was in the RAF. And that was when I joined up to Lord’s Cricket Ground you see.
DK: Yeah.
DB: Yeah. Yeah.
DK: So 3 ITW was based where?
DB: Torquay.
DK: Torquay. Right.
DB: Yeah. Yeah. And we were there for about six weeks I think. Yeah.
DK: And what used to happen at Torquay then?
DB: Well, that was, that was when they really [laughs] they really, you got, you got a pretty awkward flight sergeant looking after you and they were basically getting us absolutely fit. There was a lot of running going on etcetera. But it was your initial training for the RAF.
DK: Right.
DB: Yeah. On that.
DK: Was it something you took to well at the time?
DB: Well, yes. Well, there’s a lot worse places than, to be than Torquay. So that was quite interesting. Yeah. And then after that I started my basic training which was at St Athans.
DK: Yeah.
DB: Which was one of the largest, well I think it was the largest place in the, outside Singapore. Something like that anyway. And I was there then for, oh that was quite intensive training. Yeah.
DK: And was that training to be a flight engineer?
DB: Oh yeah. Very definitely.
DK: So you didn’t, you said you tried to join as a pilot.
DB: Yeah.
DK: Bomb aimer. Navigator.
DB: Yeah.
DK: But was turned down for that then presumably.
DB: Well, I wasn’t, I wasn’t really turned down. I could have taken it if I was prepared to wait twelve months.
DK: Right.
DB: But as I mentioned most of my friends had joined the RAF.
DK: Right.
DB: And, well I didn’t want to miss it.
DK: Yeah.
DB: I know that sounds a bit foolish but —
DK: So, what was the training like then at St Athans? What did you have to do?
DB: Well, it was, it was very comprehensive really because I wasn’t ever trained as an engineer. But of course the most important subject you had to be good at was mathematics because in the air you did everything.
DK: Yeah.
DB: And so there was a lot of basic training on engines and stuff like that but what, what was really always mentioned was it’s what we had to do in the air.
DK: Right.
DB: If things went wrong. And of course there was a lot of basic training because the pilot and myself were the liaison group with the engineers. Ground engineers. So it was pretty intensive. The training.
DK: So, at St Athan did they actually have aircraft that you worked on or was it all parts?
DB: Yeah. Well, there were aircraft there but part of the training was we went to Speke Airport.
DK: Right.
DB: Where at that time they were producing Halifax aircraft which I was on, and so we saw, saw them in production then and I think we spent about three or four days there.
DK: Right.
DB: Really learning all about the thing. And, and that was the first time I saw a lady pilot, you know taking off.
DK: Yeah.
DB: Because it was an airport.
DK: Yeah.
DB: Well, it still is. Liverpool Airport now. So that was quite an interesting background. And then after that I went straight to the Heavy Conversion Unit. I mean, and that’s, that was immediately on to four engine aircraft.
DK: Yeah.
DB: And the flight engineer, we were all flight engineers there in the Heavy Conversion Unit and I think I was there a good two or three months ahead of the crew.
DK: Right.
DB: Because the ordinary crew went to Operational Training Units, and what happened was then they came to the Heavy Conversion Unit and we flight engineers all lined up and, and the respective pilots came along and —
DK: Picked one of you.
DB: Picked. Well, it was quite interesting with mine because he was a Canadian and he was thirty one years old. And he just said, ‘What’s your name?’ So, I said, ‘Beasley.’ He said, ‘No. Christian name,’ you see.
DK: Right.
DB: So I said, ‘Doug.’ He said, ‘My name’s Doug.’
DK: Yeah.
DB: So we had something in common straight away. And so it was a funny form of selection.
DK: Yeah.
DB: What crew you were in.
DK: Do you think that, do you think that worked well then with the pilot just coming up and choosing his flight engineer?
DB: Well, it did as far as we were concerned. Yes. I know of no complaints at all. We all, we all got on very well. The two gunners were British. One was Welsh.
DK: Yeah.
DB: And one was English.
DK: Can you remember your pilot’s name? Doug?
DB: Yeah. Kerr. K E R R.
DK: Kerr.
DB: I’ve actually as a matter of interest I only found this the other day myself but it’s, I’ve got somewhere here photographs of them all. All —
OJ: I thought I’d be nosey.
[pause]
DK: Oh wow.
DB: That’s, that’s the same as that one.
DK: Yeah. Yeah.
DB: That was one of my pals. That was when I first joined up.
DK: Yeah.
DB: But that was the, that was the pilot. Kerr. Pilot Doug Kerr. This was July 1944.
DK: Just, just for the recording.
DB: Yeah.
DK: That’s Kerr. K E R R.
DB: K E R R. Yes.
DK: Dg Kerr.
DB: The navigator was Alec Marshall.
DK: Yeah.
DB: And then that was the bomb aimer. Jerry Lowe.
DK: Jerry Lowe. Yeah.
DB: The wireless operator was Mel Magee. And these, these were the two gunners.
DK: So the two gunners.
DB: Yeah.
DK: The mid-upper gunner was?
DB: Vic Hewitt.
DK: Vic Hewitt.
DB: Yeah. And Wally Hearn.
DK: Wally Hearn.
DB: Yeah.
DK: That was the rear gunner.
DB: Yeah.
DK: Yeah.
DB: Yeah. Yeah. So I only found this the other day.
DK: Wow.
DB: So that was quite interesting.
DK: That’s superb that.
DB: I think, I think it just goes on to all sorts. Well, I think there’s another one here. This is with the crew.
DK: Right.
DB: That’s me there. And this was another part there. This is the —
DK: That’s the Halifax in the background there, isn’t it?
DB: That’s right.
DK: This was the Heavy Conversion Unit at Marston Moor.
DB: Yeah. That’s right.
DK: The Heavy Conversion Unit at Marston Moor.
DB: That’s right. Yeah.
DK: I’m just saying this loudly for the recording.
DB: Yeah. Yeah.
DK: Oh wow.
DB: So, and then the, you were at Heavy Conversion Unit for, well I was the lucky one. I had already had experience of the Halifax and they hadn’t you see.
DK: No. So what had they trained on then before?
DB: Well, they were, on Operational Training Unit was on Wellington aircraft.
DK: Right.
DB: And so there was six of them in the Wellington. Training. And I just didn’t go into Wellingtons at all. I went straight on to the, where the flight engineer had to be you see. Yeah.
DK: So was it the Heavy Conversion unit then the first time you actually flew?
DB: Yeah. Yes. And I was flying with, with well the trainee flight engineer people.
DK: Right.
DB: Yeah. And it was quite a hectic course you know because you were then taught how you had to handle the four-engine aircraft. Eight petrol tanks and all the, everything the flight engineer should know basically. So it was, it was quite a course. And then I, the rest had done ordinary flying but they hadn’t flown in a Halifax before.
DK: Yeah.
DB: So we had a trainee. An instructor for the pilot.
DK: Yeah.
DB: But nobody was with me. I was, I was on my own.
DK: You were on your own.
DB: Right from the word go.
DK: So how did you feel then when you had your first take off in a Halifax?
DB: Well, I had done.
DK: Yeah. Done it before. Yeah.
DB: I’d done plenty of flying before.
DK: Yeah.
DB: With, with the instructors.
DK: Yeah.
DB: So, so I did, you know but that time well I was I had to know it all, you know. And, and then the first time I flew with the crew I mean the, the rest of them they didn’t know what the flight engineer was for or anything particularly.
DK: Yeah.
DB: So that was when we started to form as a complete crew.
DK: Right.
OJ: And was that still when you were eighteen?
DB: Yes. I was. No. I was nineteen.
OJ: So you were nineteen then.
DK: Nineteen now.
DB: Nineteen.
OJ: Flying a plane at nineteen.
DB: No. I was nineteen by then. Yeah. Yeah.
OJ: Gosh.
DK: So your pilot then was quite, for most of the pilots quite a bit older then if he was in his thirties.
DB: Yeah. They called him pop.
DK: Yeah.
DB: He was naturally —
DK: The old man of thirty.
DB: Naturally grey haired.
DK: Yeah.
DB: But he was, he was a wonderful character. Extremely good and we, you know while we were at Heavy Conversion Unit we learned our business really. What it all meant.
DK: So at Heavy Conversion Unit what were you doing? Were you going on cross country flights?
DB: Oh yes. We were doing day flights. Night flights.
DK: Yeah.
DB: The lot. And even one, one was dropping leaflets over enemy territory. Not, not anything too serious but in the end it counted as our first op.
DK: Right. Right. So your first operation was from the Heavy Conversion Unit.
DB: Yeah. Yeah. And then of course what happened after we finished at Heavy Conversion Unit which I think it was August ’44 we then went to [pause] well, Holme on Spalding Moor.
DK: Right.
DB: Which was the 76 Squadron base. Previously 76 Squadron were in [pause] I said the name of the [pause] but it’s a famous —
DK: Linton on Ouse.
DB: Linton on Ouse.
DK: Yeah.
DB: And the famous one there was Leonard Cheshire you see.
DK: Yeah.
DB: So we were we were quite a famous Squadron because of him.
DK: You didn’t meet Cheshire there then?
DB: No. But at Holme on Spalding Moor, in the Memorial Gardens there is a special thing for him.
DK: Yeah.
DB: Yeah. That’s at Holme on Spalding Moor.
DK: Right.
DB: No. We never met him because by that time when I was flying he was, he was in the Pathfinder.
DK: Yeah.
DB: Pathfinder Force. And, and of course as you know he was in the crew that dropped the atom bomb.
DK: Yeah. Yeah.
DB: And I think that was what made him do the work he did afterwards. So we then went to the Squadron and in pretty rapid time we, we did our first operation.
DK: Right.
DB: Which I think I —
OJ: One of these.
DK: The logbook.
DB: The logbook.
OJ: That.
DB: That’s the one. I think it was [pause] it was August I think if my memory is right.
[pause]
DB: 17th of August.
DK: Yeah.
DB: And these, these were the sort of —
DK: Right.
DB: Before. And that was our first operation on the 27th —
DK: So is that first op?
DB: So we were there say from the 7th, after about a week.
DK: Is this a week?
DB: No. I’ve, this is when I was just flying as the engineer.
DK: Right.
DB: No crew.
DK: So just for the recording then —
DB: Yeah.
DK: When you were at the Heavy Conversion Unit you were flying Halifax 2s and 5s.
DB: That’s right. Yeah.
DK: And they were with the Merlin engines.
DB: Yeah. They were.
DK: Right.
DB: Yeah. Yeah. And then we went to the radial engines. So this is when I, my own crew, there’s the Marston Moor.
DK: So just for the recording again.
DB: Yeah. Yeah.
DK: It’s 1652 Heavy Conversion Unit at Marston Moor.
DB: Yeah. That’s right. Yeah.
DK: Yeah.
DB: And, you know this is where I was learning my stuff. Second engineer.
DK: Yeah.
DB: Every time. And I flew with those people there. And then this was when I started doing the real, real —
DK: With your crew.
DB: Real. Yeah.
DK: So that’s between the 4th of July ’44.
DB: Yeah.
DK: And the 7th of August ’44.
DB: Yeah.
DK: Oh, no. Carry on. It’s the 12th. It’s the 12th, the 12th of August.
DB: Right through to that, yeah. We did about sixty one hours one way and another.
DK: Yeah. Yeah.
DB: In the Heavy Conversion Unit and they counted that one as an op you see.
DK: So your first operation then was the French coast.
DB: Yeah. 12th of August. Yeah.
DK: A bullseye.
DB: We were dropping leaflets and stuff like that.
DK: So that’s referred to as a bullseye.
DB: Yes. Yeah.
DK: This one.
DB: Yeah. It —
DK: Ok.
DB: And then this is when the real —
DK: Right.
DB: This is when we converted to the Halifax 3 so we had —
DK: With the radial engines.
DB: Yeah. You know, those first parts were basically learning.
DK: Yeah.
DB: With the radial engines.
DK: Did you find much of a difference between the Merlin-engined Halifax and the Bristol Hercules?
DB: No. Not really. The basics were the same as far as the flight engineer was concerned. I mean our main responsibility was looking after the fuel and keeping the balance of the aircraft right. So we were, we were, well I was always pleased. There was always plenty to do. You know.
DK: So that —
DB: Yeah.
DK: So the fuel systems were similar.
DB: In both.
DK: In both aircraft.
DB: Yes. Yeah. It was just the engines that were different.
DK: Yeah.
DB: There has always been an argument that the best aircraft of all was the Lancaster with radial engines. The Lancaster 2.
DK: 2, yeah.
DB: But well I noticed even last night they kept mentioning the Lancaster all the time and, but it’s the, it’s one of those funny things. It was the Spitfire all last night. No mention of the Hurricane, you know.
DK: The Hurricane. Yeah. Yeah.
DB: This always upsets us a little bit.
DK: Yeah. I’m not surprised.
DB: But that’s the way it goes and then —
DK: So you joined 76 Squadron on the 17th of August ’44.
DB: Yeah. Yeah.
DK: And you’re flying your first operation on 25th of August ’44.
DB: Yeah. And that was —
DK: So that was an operation to Watten.
DB: Yeah. That was the, this was the V-1. The V-1 unit.
DK: I’ll spell that for the recording.
DB: That’s in Calais.
DK: That’s W A T T E N.
DB: Yeah. Watten. And, and that was, in fact you’ll notice it was in daylight, which was most unusual and they always say the first one is, is can be fatal. A lot of people went on their first op and this was quite hairy. We, in my diary we saw three aircraft shot down and we were hit by anti-aircraft fire and we lost an engine. So that was a good start, you know. And anyway we survived it and —
DK: So you came back on just three engines.
DB: Three engines. Yeah. And of course when we got back, when you land damaged it’s the pilot and myself with the ground crew and it was quite frightening, you know. What we saw there. But I’ve never forgotten what my pilot said. He said, ‘Well, one thing I’m pleased about is, we all did what we had to do.’ And I’ve never forgotten that.
DK: Yeah.
DB: But that was really what crews were all about.
DK: Yeah.
DB: So, so it was a good baptism in a way.
DK: Did you find that because of that danger you kind of bonded then as a crew? If you’re doing your, your part.
DB: Well, it did, it did a lot of good. Yes. I mean we all got to know each other reasonably well but not, not in, not in actual duties like that.
DK: Yeah.
DB: So, yes it did do a lot of good because it paid off, you know.
DK: Yeah.
DB: Yeah.
OJ: And you were saying three planes got shot down. Were you the only ones that came back? Or how many others? How many others went out on that?
DB: Well, we didn’t lose any in our Squadron but there were three we saw shot down.
DK: From other Squadrons.
DB: We had to take evasive action when we lost an engine. Well, I mean it momentrally things aren’t right. You know.
DK: Yeah.
DB: And you know I’m, I’m saying to the pilot, ‘Feather the engine,’ and he does what he has to do but of course we’re taking evasive action as well and we found ourselves going over Dunkirk and I think I’ve mentioned that in the diary and we saw another one shot down there and so we were lucky.
DK: Yeah.
DB: We survived it. The first one.
DK: And that was flak that damaged the engine.
DB: Oh yeah.
DK: Yeah.
DB: Yeah. I mean it was very, I mean they were heavily defended those V-1 sites and this was when it was really at its peak. The V-1s. And we did a lot of, a lot of French flying in those early stages. Yeah.
DK: So, obviously it’s just after D-Day, isn’t it, so?
DB: That’s right. Yeah.
DK: So your, so your next operation then was two days later. The 27th of August.
DB: Yeah.
DK: And that was to —
DB: And that was a place called Homburg. Yeah.
DK: Homburg. Homburg.
DB: And again that was a daylight one as well. And then you’re, there are all sorts of things here. There was Le Havre, look. We went there.
DK: So, Le Havre on the 10th of September.
DB: Yeah.
DK: Yeah. I’ll just read these out for the recording.
DB: Yeah. Yeah.
DK: So the 10th September Le Havre. 15th of September Kiel.
DB: Yeah. That was the first German one. Yeah.
DK: 20th of September Calais.
DB: Yeah.
DK: 23rd of September Neuss. Near Dusseldorf.
DB: Yeah. Near Dusseldorf. Yeah.
DK: Near Dusseldorf. That’s N E U S S.
DB: Yeah. Yeah.
DK: Then where are we? 25th of September.
DB: Yeah.
DK: Calais.
DB: Yeah.
DK: And then 26th of September Calais again.
DB: Yeah. So it was quite, quite a busy month one way and another. Yeah.
OJ: Can I just take a look at [unclear]
DB: Yeah. And then we go in to sort of October.
DK: Ok.
DB: Yeah.
DK: Can I read those out for the recording?
DB: Yeah. Yeah.
DK: So 7th of October was Kleve. 9th of October — Bochum. 14th of October — Duisburg. 15th October — Wilhelmshaven. 25th of October — Essen. 28th of October — Westkapelle.
DB: Yeah. Its Walcheren Island.
DK: Walcheren Island. Yeah.
DB: Yeah. Yeah.
DK: And then 30th of October — Cologne.
DB: Yeah.
DK: And then the 31st of October — Cologne again.
DB: Yeah.
DK: And those, those were all at night then were they?
DB: No. Where it’s in red they were at night.
DK: Oh right. Sorry. Yeah.
DB: Yeah. Yeah. So it was pretty hectic going. And then November.
DK: So, November then.
DB: Yeah.
DK: 2nd of November — Dusseldorf.
DB: Yeah.
DK: Another back there. 6th of November — Gelsenkirchen. 16th of November — Munster.
DB: Yeah.
DK: 21st of November Sterkrade. S T.
DB: Sterkrade.
DK: Sterkrade.
DB: Yeah.
DK: S T E R K A E E and then 29th of November — Essen.
DB: Yeah.
DK: I’ll get back to those in a moment.
DB: Yeah.
DK: So what was, what was it like then? Operations actually over Germany?
DB: Well, all, they were always heavy flak. You were lucky if you didn’t get anti-aircraft fire and, of course it always looks a lot worse at night. Although having said that that first operation we did where we lost an engine it wasn’t much fun in daylight when when, when you’re under a lot of pressure. The main problem at night was, I mean I think there was one of those, I think it was one of the Cologne ones where we were the thousand aircraft and the mind boggles. A thousand aircraft over the target in twenty minutes.
DK: Yeah.
DB: You know, its —
DK: Could you, could you actually see much at night though from your aircraft?
DB: Well, at night time there were no lights on or anything like that. In daylight sometimes you were supposed to be flying at say twenty thousand feet and sometimes the aircraft couldn’t get up to that. Not necessarily your own. So you could have some below that if the aircraft wasn’t as good as, we were lucky. We had fairly new aircraft. These Halifax 3s. So sometimes we seemed to be above but it was not much fun if they opened the bomb doors.
DK: Yeah.
DB: And a lot of that happened of course and hit aircraft below them. So none of the German targets were, were easy, you, you, because the fighter force was pretty engaged at that stage, you know. So there was very seldom. It was either heavy anti-aircraft fire and of course where the fighters were concerned they tend to come up underneath you.
DK: Right.
DB: Yeah. They were, they were quite good.
DK: Can you recall actually seeing any German fighters?
DB: Oh yeah. We were hit by one. I’d have to look in my diary —
DK: Yeah.
DB: To see which one it was but we, we were attacked by a night, a Junkers 88. In fact, if you go in there.
OJ: Do you want me to have a look with me?
DB: What are we up to?
DK: Up to 29th of November.
DB: Yeah. Yeah. If you —
OJ: That’s December.
DB: Yeah. Yeah. I can’t remember. It’s in the diary.
OJ: November the 18th or was it November the —
DB: Well —
DK: Would it be in the logbook somewhere?
DB: Yeah. It’s in the, no it wouldn’t be in the logbook I don’t think.
DK: [unclear] ok.
OJ: That’s in to November.
DB: If you can —
DB: That’s November 6th
DK: Oh, here we go. It is in the logbook actually. 12th of January 1945. Attacked by Junkers 88.
DB: Oh, yeah. Yeah. That’s right. That’s when it gets [laughs] Yeah. Well, that’s good I put it in there. Hanover. Yeah. I thought. I said Cologne didn’t I? So that was pretty, pretty you know it was mainly German targets and it was about that time when we, you know a tour of operations was thirty.
DK: Right.
DB: But the weather was so bad and I really genuinely mean that. Terrible the weather was. And we took off sometimes when, when we shouldn’t have done one way and another. And, and we the weather, the weather was so, so bad that what they did instead of doing thirty they brought in a points system. So you had three points for French targets, four points for German targets and because of that instead of doing thirty we ended up doing thirty eight, you see. And this was all because of the bad weather. The replacement crews couldn’t come in. And if you look at the last eight that we did and you’ve got to remember psychologically we’d got away with it —
DK: Yeah.
DB: For the thirty. And this coincided with the Ardennes Offensive and we, that was, you know that was before we’d done thirty. When the Ardennes Offensive was on. We went to a place called St Vith, and it was, we were going to take off on the Christmas Eve, Christmas Day and finally took off on Boxing Day because of thick fog. And we took off in thick fog because we had to go to St Vith. It was so critical. This was when the Germans were —
DK: Yeah. Yeah.
DB: Getting the upper hand. And it was, it was very heavily defended but it was a daylight as well and we, I think well we saved the day for them.
DK: Yeah.
DB: Because it was the railway station we took and they were reinforcing.
DK: Right.
DB: Reinforcing the troops.
DK: And that was to support the American troops on the ground was it?
DB: Well, yes.
DK: Yeah. Yeah.
DB: And it was very difficult. And when we got, when we were going back we still couldn’t land at Holme on Spalding Moor because the fog was still thick, and so we got diverted to East Fortune and I always remember it. We’d never been to East Fortune. This is in, in Scotland and I, I remember saying to the pilot, ‘There’s no going around again,’ because it was pretty hairy. We were on, we were, you’re not ever quite empty but it was quite serious. Anyway, he was a good pilot and we landed.
DK: So you were down to your last drop of petrol.
DB: Yeah. And in fact we had thirty gallons left. Which is nothing in a four engine aircraft.
DK: No.
DB: And then we went back and the weather was, was, that would be around Christmas time when we did the St Vith one.
DK: Yeah.
DB: When we had to go. Then we got onto the last date and again it was, it was, the weather was unbelievably bad. And this was when the Russians were asking Bomber Command to help them out and because, you know they were winning but they didn’t have the heavy bomber force and we were, we were attacking troop concentrations and everything else. And the trip we did was a place called [pause – pages turning] Let me just get the page. These were the last eight there.
DK: Yeah.
DB: We, we went to, to Böhlen which, we were the diversionary flight for Dresden.
DK: Right. Yes. Yeah.
DB: And it’s only recently I realised that. So look at that flying time. Eight hours twenty minutes you see.
DK: Eight hours twenty minutes in the air.
DB: Yeah. And so sometimes when you’re the diversionary raid that is to draw the fighters away. But it, I don’t think they were expecting it. The Germans. So in a funny sort of way we, we got away with it. Then if you notice the next night, again to help the Russians, eight hours.
DK: To Chemnitz.
DB: Eight hours five minutes again.
DK: Yeah.
DB: So those last ones, this is, I mean we were on borrowed time in my book. But you know you notice there that there’s the thirty eighth one. So the last two were daylight ones.
DK: Right.
DB: So it’s —
DK: So then just go through them. Böhlen was on the, where are we? That was on the 13th of February.
DB: Yeah.
DK: And then Chemnitz on the 14th of February.
DB: Yeah.
DK: And then the last two. 23rd of February — Essen.
DB: Yeah.
DK: 24th February.
DB: Yeah.
DK: Near Dortmund. Kamen.
DB: Yeah. Yeah. That was our last one.
DK: Both daylight.
DB: Then. Yeah.
DK: So what was it like flying daylight at that stage?
DB: Well, the last two were daylight. I mean Essen is always a worry because it was very heavily defended etcetera and they weren’t, I mean the Germans were suffering a bit then with, there wasn’t much fighter opposition towards the end. But funnily enough saying that after I finished flying, I don’t know whether this has been mentioned before but I think it was in April our, our Squadron were badly affected. The Luftwaffe made their last, and they followed the bombing, bombing fleet back to bases and quite a few of my friends they were shot down over, over our own ‘drome. And I think in total we lost about twenty aircraft that night but that was the last fling of the Luftwaffe.
DK: Yeah.
DB: They never gave up.
DK: No. No.
DB: Unbelievable really. So that virtually covers the flying part. But the other thing which is relevant is after I finished flying I became an instructor at Operational Training Units.
DK: Yeah.
DB: And this is where it was Wellington aircraft and it was where my crew trained. All of them. And that, that was interesting. And I think it was in 1946 it was my first time I’d ever been to Southampton and I was nominated to be the air sea rescue officer.
DK: Right.
DB: And the course was at Calshot, near here. And it’s something I’ll never forget because it was about a month’s course and of course you realise what you didn’t know when you were flying. But on the, towards the end of the course we were all told we were going to have some very important visitors, and it was McIndoe’s.
DK: Right.
DB: The famous surgeon.
DK: Yeah. Yeah.
DB: And what he’d arranged is we were all aircrew on this course, and this was part of his mental treatment and we were told, each one had a gorgeous nurse with him, and I think it was a coachload that came. And I’ll never forget it as long as I live. It’s very difficult talking to people who haven’t got a face basically. But they were talking as, as if they because that was his secret. He said, ‘You’re no different now than you were before.’
DK: Yeah.
DB: And mentally he’d got them and they were conversing and of course it was very clever, with other aircrew. You know. And it was very upsetting for all of us.
DK: Yeah.
DB: As you can imagine. But that was something which is very relevant to the flying.
DK: Did he —
DB: To experience that.
DK: Until that time then it hadn’t really crossed your mind about what could happen then and the dangers and the fires and whatever.
DB: Well —
OJ: Did you kind of not think about it?
DB: I think it’s it —
OJ: Yeah.
DB: I think its [pause] yeah.
DK: [unclear]
DB: Of course we’d lost, we’d lost crews.
DK: Yeah.
DB: And funnily enough it was only just recently — three aircraft were lost and in three cases they were sharing our billet. The crew.
DK: Right.
DB: And that’s pretty awful you know but you’ve got to remember they weren’t dead. They were missing.
DK: Right.
DB: I know now what’s happened to them but you didn’t know. So it is very difficult to [pause] I think it’s because you think it’s never going to happen to me, but it comes pretty near to it when you’re asked to leave the billet and then they collect all their belongings.
DK: Yeah.
DB: And the same night there’s a new crew in.
DK: Yeah.
DB: Yeah. It’s very very difficult to comprehend that sort of thing.
DK: How did you get on with the new crew when they came in? Did you, was it more difficult to make friends with them then?
DB: Well, no. No. Well, you were just aircrew.
DK: Yeah. Yeah.
DB: And, and I mean they were always in awe of us if, particularly when we’d done about twenty five. They always reckoned if you could get to twenty you stood a chance.
DK: Yeah.
DB: Yeah. Yeah.
DK: Did you find then, did you feel you were more confident then, the more operations you did?
DB: Well, now it’s very, yes you’re more confident as a crew. Yeah. Because you knew each other inside out.
DK: Yeah.
DB: Sort of thing. But I wouldn’t say you were any more confident because it might be your turn.
DK: Yeah.
DB: You know. And I always felt sorry for the ones who had done twenty plus and then went missing.
DK: Yeah.
DB: That sort of thing. And the worst ones for us were that last eight. And look, look where they were. You know. So that made it worse.
DK: Can I just take you back to, as I say this is the 5th of January 1945.
DB: Yeah.
DK: And this is Hanover and you’re attacked by a Junkers 88.
OJ: That’s Jan 14th.
DB: Yeah.
DK: So you’re in Halifax 3 NA218.
DB: Yeah. What date was that?
DK: It was the 5th of January. January 1945.
DB: 5th of January.
OJ: That’s Jan 14 —
DB: Yeah. Here we are. Yeah. Hanover. Yeah.
DK: Do you do you want to read it out?
DB: Yeah.
DK: Yeah.
DB: Yes, I will do.
DK: Yeah.
DB: “Tonight our target was Hanover. This was a trip on which we were over enemy territory for quite a long while. Everything was ok until we started our run up.” That’s to the target. “A Junkers 88 attacked us from a head on position and slightly below and raked us with machine gun and cannon fire. It was shaky for a minute or so and we were hit but nothing vital had been put out of action. On return we found damage to the wings, fuselage and starboard rudder. In places it was just like a pepper pot. When one shell went right through the starboard inner air intake but by some chance it never hit the propeller. We considered ourselves very lucky as nobody was hurt. The flak was moderate at the target and we dropped our eight and a half thousand pounds of bombs through cloud.” So it, but one remarkable thing was I sat behind the pilot and, and the bullets, we heard them, you know. They were that close. And the pilot was just a slight bullet —
DK: Grazed.
DB: Grazed.
DK: Grazed. Yeah.
DB: So that was how close it was.
DK: Yeah. And that was in his neck.
DB: Yeah.
DK: Yeah.
DB: That was how close it was. But of course we didn’t know that ‘til, in fact he didn’t really know it until we got back that he was bleeding a bit, you know. But that was a bit shaky because again you had to take evasive action and if my memory is right we went down from about twenty something thousand feet to about ten thousand feet taking evasive action. And of course at the end of that you don’t know quite where, where you are and the navigator eventually gave a course and it, it turned out to be a reciprocal course which is easily, easy to do. But fortunately one of the gunners said, ‘I think we’re going the wrong way,’ [laughs] and [pause] it wasn’t a joke at the time.
DK: Yeah.
DB: But we, we successfully, that’s why you know, you rely a hundred percent on your crew and it was all put to right in no time at all. Yeah.
DK: Yeah.
DB: And of course I come into my own when, something like, because sometimes what I think it was on that particular one we couldn’t make contact with the rear gunner and that was my job. I was the roaming one, you know.
DK: Right. Yeah.
DB: And had to go. But everything was alright you know. But so it was tricky. Yeah.
DK: So when you can’t hear anything from the rear gunner what do you have to do?
DB: Well, I just go down and I’ve still got, you know I’ve got all my equipment including the intercom and all that and when I, when I got down there I think in in the excitement he’d obviously taken evasive action and his thing had just come out.
DK: Right.
DB: Yeah. So it was nothing to worry about.
DK: Right.
DB: But it wasn’t easy. I had to go up and down the plane a few times because once we had [pause] well, it could have been quite serious. We, we, you know when the bombs have gone and on this particular one there was one sticking. And that’s again, I have to be the one who goes down to the bomb bays and in this case it wasn’t noticeable at all. And then, also to make certain that all the bombs have gone when you get over the Channel on the way back you open the bomb doors again and, everything all right. The next morning, ‘Will Flying Officer Kerr and Flight Sergeant Beasley report to the commanding officer’s, immediately.’ And we didn’t know what it was for. And this this was when this thousand pound bomb had, was somehow icebound or, or I don’t know what it was. And of course after we’d you know opened the bomb doors and everything else and of course what happens is when you landed at night they don’t open the bomb doors ‘til the morning.
DK: Right.
DB: And the ground crew immediately spotted this.
DK: So the thousand pound bomb was still in the bomb bay the next morning.
DB: Yeah. It was hanging loose.
DK: Loose.
DB: And of course, I mean we, you know you’re not quite on Christian name terms with the commanding officer but he’s a pilot like.
DK: Yeah.
DB: Like an aircrew like yourself and he said, ‘Well, I can’t say you’re inefficient,’ he said, ‘Because you’ve done —’ I think it was about twenty odd ops we’d done. And he said, ‘These things happen.’ But it was a bit disconcerting you know.
DK: So you wouldn’t have known. Well, you didn’t know you were landing with a bomb on board.
DB: Yeah. Well, we landed with a loose con. Yeah. Yeah. Or probably that loosened it but it certainly wasn’t visual to spot it.
DK: Yeah. Yeah. So how did you visually see the bombs? Was there something you looked down.
DB: Well first of all the bomb bay was open and then you get a pretty good view. You knew where the bombs were.
DK: Right.
DB: Supposed to be. It wasn’t easy. It was quite easy to make a mistake and the saving grace was always opening your bomb doors over the ocean.
DK: So if there were any hung up they’d drop.
DB: Yeah.
DK: Yeah.
DB: They, and we never, we’ll never know to this day what the real story was but we ended up with one loose one in the bomb bay.
DK: I bet that gave the ground crew a bit of a shock the next morning.
DB: Well, they were very nice about it because [laughs] because you know what anybody says the ground crews were unbelievable.
OJ: Did you have —
DB: There’s no other word for it.
OJ: Different ground crew or was it the same one each time?
DB: Oh, it was the same one all the time.
OJ: So you had a really good relationship with them.
DB: Yeah. Yeah. And of course when you finished your tour of operations it’s a real, real good booze up. All. Everybody. Yeah.
DK: As, as the flight engineer then did you have to, did you want to know all about the mechanics of the aircraft? So did you talk closely —
DB: Oh yeah.
DK: To the ground crew about what they were doing?
DB: Oh yeah. I had a working knowledge of everything.
DK: Yeah. Yeah. So as they were working on something you would know about it.
DB: Yeah. What happened was if there was something wrong with the aircraft it was the pilot, myself and one of the ground crew who, who went up. You know. You’d see in my logbook it’s quite often that we, when we were having the aircraft tested.
DK: Right.
DB: And no, they, I, I always felt well one of my friends from the Squadron now he was ground crew and they had one night when the, when their, when the plane didn’t come back and he was, he was making the comment, he said ‘We always wonder where it was something we hadn’t done,’ you know. That was the relationship between them.
DK: Yeah.
DB: And it must be very upsetting.
DK: That must be difficult for him. That —
DB: Yeah. Yeah.
DK: He was thinking had you done something wrong.
DB: Yeah. Yeah. Yeah.
DK: So your, the crew itself did you used to socialise with them at all? Did you?
DB: Oh yes. We went everywhere.
DK: What did you used to do off duty?
DB: There are photographs.
DK: Yeah.
DB: I think in there somewhere where, where we’re all out, I don’t know I think it’s in this one but —
OJ: On the razzle [laughs]
DK: On the razzle [laughs] in pubs and things.
DB: No. But we were, we were socially I don’t think it’s in yeah there’s, there’s where we were fumigating the billet at seventy —
DK: Right.
DB: So, that’s when we first arrived there. And they were nissen huts. I never lived in anything other than nissen huts.
DK: So, what, what were you actually fumigating for then? Because there would be —
DB: Well, because it was a nissen hut which, which was awful.
DK: Right. Yeah.
DB: Yeah. It looked awful. Yeah.
DK: Nasty bugs in there.
DB: And they were very cold.
DK: Right.
DB: Yeah. Yeah, and so, you know all the crew were —
DK: So there was nasty bugs in there was there?
DB: That’s right. Yeah. You know. There’s where we were out on the river.
DK: Oh wow.
DB: Having a —
DK: So just for the recording its —
DB: Yeah. We all, we all —
DK: You’re off duty at Knaresborough.
DB: That’s right. Yeah.
DK: And that’s July 1944. So you’re in a boat there are you? A rowing boat.
DB: That’s right. Yeah.
DK: Are you there?
DB: I’d be there somewhere. Unless it was me took the photograph.
DK: The photo.
DB: Oh. There’s me there.
DK: Oh, right. Ok.
DB: Yeah. Yeah. But so we we were always together and —
DK: Can I?
DB: The other remarkable thing about it was we, we and you will probably find this goes on we had six, seven days leave every six weeks.
DK: Right.
DB: When we were flying. And the bomb aimer and the wireless operator they always came to our house. We lived in Welwyn Garden City then, and they always came to our house and my sister was only talking about it the other day. She was fourteen at the time I think, and she said the wireless operator as soon as he came in he’d put his photographs up on the mantlepiece. He said, ‘I’m in a home now,’ you know. And she remembered this, these things very vividly.
DK: Yeah.
DB: Yeah. And my father always enjoyed them turning up because with them being Canadians they had all sorts of goodies. And it was funny. Our crew. It’s most remarkable. Three, three didn’t drink, and four didn’t smoke. Including myself. That was most unusual then, you know.
DK: Yeah. Yeah.
DB: Most unusual. So my father did very well with cigarettes. Yeah.
DK: So where would you go on your off duty times then? Where did you used to go on your off duty times then?
DB: Well, mainly York.
DK: Right.
DB: Yeah. Because York, when we had a stand down it was York where we mainly went to. Sometimes we went to Goole. And Market Weighton was another place near. And the village. The village was quite good at Holme on Spalding Moor. There was a very good pub there. In fact, when we have our reunions we still go there.
DK: You go there. To the same pub.
DB: Yeah. Yeah. And, and it’s still a good pub.
DK: Yeah.
DB: Yeah.
DK: Oh right.
DB: Yeah.
DK: If I could just go through the log book again.
DB: Yeah, by all means.
DK: Just to say. I think we got up to the 31st of October didn’t we?
DB: Yeah.
DK: Oh no we didn’t we got to November here. So just for the recording again then so just carrying on the 17th of December ’44, Duisburg. 26th of December it’s —
DB: That was, yeah that was the Ardennes Offensive one.
DK: The Ardennes Offensive.
DB: Yeah.
DK: So, the 29th of December — Koblenz. 30th of December — Cologne. 1st of January 1945 — Dortmund. 5th of January — Hanover where we know you were attacked.
DB: Yeah. Yeah.
DK: By the Junkers 88. So the 14th of January Saarbrucken. I’ll just whizz through these if you don’t mind. 1st of Feb Mainz, 2nd of Feb Wanne-Eickle.
DB: Wanne-Eickle. Yeah.
DK: Yeah. Yeah.
DB: Yeah. Bonn. That’s a well-known one.
DK: Yeah. 4th of Feb — Bonn. 7th of Feb — Goch. 13th of Feb —
DB: That’s a long one.
DK: Böhlen.
DB: Yeah.
DB: Böhlen near Leipzig.
DB: Yeah.
DK: In support of the Dresden raid.
DB: Yeah.
DK: 14th of Feb Chemnitz. 20th of Feb near Dusseldorf. 23rd Of Feb — Essen. 24th Of Feb Kamen, and that was the last.
DB: Yeah.
DK: The thirty eighth.
DB: Yeah.
DK: And so, and that’s total flying here. Total. So operational flying hours. That’s your total flying.
DB: Yeah.
DK: So, well that’s seventy nine hours five minutes daylight, and a hundred and twenty two forty night time. That’s a total two hundred and one hours forty five minutes.
DB: That’s pretty, pretty good.
DK: In thirty eight operations.
DB: Yeah. It was quite funny.
DK: Just put that down for the recording.
DB: I’ve never looked at the [pause ] my wife and myself we, we had, in the rubber business we were, and we were going of all place to a rubber conference in Essen.
DK: Right.
DB: And on the way there we, we stopped at a place called Munster. And I [pause] and the cathedral there was badly damaged and they had an arrangement with the Coventry one.
DK: Yes. Yeah.
DB: And I said to my wife that I was flying at that time, and do you know that was the first time I’d looked in my logbook. I fact, I had job to find it. Yeah. And I was on it.
DK: Yeah.
DB: The Munster raid there and it, it was, that was I had been to Germany on business but I’d not been to where I’d been.
DK: On [unclear] yeah. Yeah.
DB: Well, I went to Cologne.
DK: Yeah.
DB: Because they were the main. They were the difficult ones.
DK: Yeah.
DB: Cologne. Essen. Well, they were all difficult but you remembered that you, if Essen came up on the board you weren’t very happy to go there because it was heavily defended you know.
DK: Yeah.
DB: Yeah. Yeah.
DK: So how did that make you feel then? You were going to Germany on business.
DB: Well, I —
DK: Is it something that was in the back of your mind at the time when you were there?
DB: No. I think the worst was over. You know. When I went, it could have been almost twelve months after the war ended when I I’m talking about.
DK: Yeah.
DB: In fact it could have been longer than that, and things were almost normal back in Germany by then. It was, it was probably later than what —
DK: Yeah.
DB: Yeah. It would have been. It would be in the 1980s. Well, that’s a long time.
DK: A long time afterwards. Yeah.
DB: After the war you see. So things were getting back to normal. But I, I was, you do get brainwashed you know. You hated the Germans and I very much disliked the Japanese because one of the neighbours where we lived in Welwyn Garden City he came back and well just looking at him was enough. Terrible. And but they were brainwashed as well, weren’t they?
DK: Yeah.
DB: So were the Nazis, so, and you can still see it really.
DB2: If I can just intervene a minute.
DB: Yeah.
DB2: We went to the church in in Munster. Or part of the Cathedral. And part of it had been bombed. Was it the entrance? Entrance lobby that had been bombed?
DB: Yeah. Yeah.
DB2: And [pause]
DB: Yeah. That was Munster was it? Yeah. I’ve mentioned that.
DB2: Yes. Well, it’s on my mind. Munster.
DB: Yeah. That’s right. Yeah.
DB2: A university town.
DK: Yes. Yeah.
DB2: For two reasons. But it’s a university town and the Cathedral had been bombed.
DK: Yeah.
DB2: Part of it.
DK: Yeah.
DB2: And over the, you know a sign had been put up, “May we forgive each other as He forgives us all.” He.
DK: Yeah.
DB2: The capital H.
DB: Yeah.
DB2: Forgives us all.
DK: Yeah.
DB2: Which I thought was rather beautiful.
DB: Yeah.
DK: Yes.
DB2: And the, the students, the university students were some of the most beautiful people I’ve ever seen. Men and women. They were supreme examples of the human race.
DB: Hitler Youth.
DB2: And yes.
DB: Yeah.
DB2: They were obviously the start.
DB: That’s right. I’d forgotten that. Yeah.
DB2: The start. The start of another of Hitler’s dreams you know.
DK: Yeah.
DB2: Yes.
DB: Well, at the end of the war when the war was ending we were warned that the, the main if if you crashed or whatever happened you, if you were picked up by the Luftwaffe you were alright. If you were picked up by the Gestapo you weren’t.
DK: Yeah.
DB: And if you were picked up by the Hitler Youth you weren’t.
DK: Yeah.
DB: They were absolutely brain washed, you know.
DK: Yeah.
DB: And they were fighting right to the end. Yeah. Yeah.
DK: Yeah.
DB: Yeah.
DK: If I could just ask just very briefly what would a raid actually involve? When you got up in the morning what sort of procedures did you go through?
DB: Well, first of all you were warned that we were flying.
DK: Operations were on.
DB: That operation was on. And you didn’t know where you were going of course. And then you, in other words you had you had to be aware that that evening or whatever daylight whatever it was you were flying so you took the suitable precautions and then you were called for briefing.
DK: Yeah.
DB: And we had separate briefings. All, we went to the engineer’s department. The navigation department. We never knew where we were going but we all, and the gunners we were told what the bomb load was and everything else, but we never knew the target until we actually went into the actual briefing. And then sometimes it was, and none of them were good news but some were better than others [laughs] you know.
DK: Yeah. Yeah.
DB: Yeah. Yeah. So that was basically the procedure.
DK: Yeah. And then you went out to your aircraft at that point.
DB: Oh yes. You went out to your aircraft and of course it [pause] there was a very good article. A book just written. Been written for the, you know with this anniversary.
DK: Yeah.
DB: And he, in the book it says that in the aircraft the main people who were working all the time were the pilot, the flight engineer and the navigator.
DK: Is that the Patrick Bishop book?
DB: Yeah.
DK: Yeah.
DB: Yeah. And I’d never looked at it that way but I was glad because I thought well I was occupied most of the time.
DK: Yeah. Yeah.
DB: And I was. The only time I wasn’t occupied was when we were over the target and I was up in the astrodome. But you know all the petrol was right.
DK: Yeah.
DB: Alright, when we lost an engine that gets a bit difficult. But —
DK: Yeah. Was that, on the Halifax I’m not too sure. Whereabouts are you in relation to the pilot?
DB: Yeah. I’m sitting right behind him.
DK: Right behind him. Right.
DB: And the idea behind that and this was the, normally if I’d have been in a Lancaster all the time I’d be sitting next to the pilot you see. But it was very clever in the Lanc, in the Halifax. I was sitting immediately behind him. And the bomb aimer assisted him on take-off, you know. And then there was a clear entrance all the way down the aircraft so that if anything went wrong the crews could get out much easier than they could in the Lancaster, you see.
DK: Yeah. Yeah.
DB: It annoyed me a bit last night. I don’t whether you watched.
DK: I did. Yes.
DB: The programme.
DK: Yes.
DB: It annoys me every time. It was Lancaster.
DK: Yeah.
DB: No mention of the Halifax.
DK: Yeah.
DB: And then it went on to Spitfire. No nothing on the Hurricane. And then it went on to, no mention of a Wellington aircraft.
DK: No. No.
DB: Which was a very critical one.
DK: And then when you looking on later our next door neighbour here he flew —
DK: Do you want to just —
DB: And he flew, he flew Victors. Next door. No mention of the Victor. The Vulcan bomber.
DK: Really?
DB: Yeah.
DK: Is that a neighbour who flew Victors then?
DB: One of my neighbours. Yeah.
DK: Oh right. Ok.
DB: Yeah. Yeah. My next door neighbour here.
DK: Oh right.
DB: This is, you know after.
DK: Yeah.
DB: But he flew in just as awkward circumstances and it’s always the same. I mean, I’ve nothing against the Lancaster but funny enough it’s been proven that the Halifax was a much more versatile aircraft.
DK: Yeah.
DB: I mean it served on Coastal Command. It took paratroopers.
DK: Pulled gliders.
DB: Yeah. Yeah.
DK: Yeah.
DB: And it even dropped off spies in various places.
DK: Yeah.
DB: And, and, there was in fact there was an article the other day about the Halifax where one crew they, they were right out in the middle of the Atlantic somewhere and they attacked this U-boat and sunk it, but the U-boat also put the Halifax down and they were, six of them got out and it was somebody local here as it turned out.
DK: Oh right.
DB: They, six of them were in the dinghy for eight days and survived. And how they [pause] they were trying to get, get fish. And when I did this course you know on this air sea rescue the thing, the last, well one of the last days we were there we were in the Solent and they put us in a dinghy at 8 o’clock in the morning. This was in March. And left us. And we were there ‘til it went dark. So that was one day, and then the air sea rescue boat came out and picked us up. And that was enough for me.
DK: Yeah. Yeah.
DB: It was enough. I thought to myself how can, but of course you’ve no choice have you if your shot down. Yeah.
DK: I noticed that the TV programme last night didn’t even mention Coastal Command, did it?
DB: No. It didn’t.
DK: And the U-boats that were attacked and all the rest of it.
DB: That’s right. No. It was, it was a good programme but not —
DK: Yeah. The usual suspects.
DB: Yeah.
DK: The Spitfire, the Lancaster and the Vulcan.
DB: And of course the, the thing that annoys us most of all was, was, they had to mention Dresden. You know. That’s automatic. Particularly with the BBC, you know. And that’s unfair as well. And in fact one of the things I did for a friend of mine he, he, he was talking about Dresden and etcetera and the last magazine that came out from Bomber Command was the truth about Dresden. I don’t know whether you’ve read —
DK: Yeah.
DB: The last Bomber Command. And I’d written about the last eight for this friend of mine. And of course we were on that. On the raid indirectly. On the thing.
DK: Yeah. On a diversionary.
DB: And I think this article said they first of all claimed it was three hundred and fifty thousand were killed and in the end, I mean it’s it was a terrible number but it was twenty five thousand, you know.
DK: Yeah.
DB: Yeah. But all these do-gooders they don’t understand do they?
DK: No.
DB: But what I like was the Dambusters pilot, err bomb aimer who’s the only one left now.
DK: Yeah.
DB: What’s his name?
DK: Johnny Johnson.
DB: Johnny Johnson. Yeah. His article. He was, he’s fed up with it. I don’t know whether he was on the raid.
DK: Yes. I’ve met him a few times.
DB: Yeah. Well, he always says, ‘Were you there?’
DK: Yeah.
DB: And of course they never were. ‘Did you know the circumstances at the time?’ ‘No.’ ‘Well, keep your bloody mouth shut.’ You know. And, and I thought well I couldn’t put it better myself.
DK: Sums it up doesn’t it?
DB: Yeah. It does. Yeah. Yeah.
DK: Ok. Well that’s great. Just one final question. I think you’ve really answered it there but all these years later how do you look back on your time in Bomber Command?
DB: Well, I’m glad I did what I did. You know. I don’t think I’d want to do anything else.
DK: No.
DB: At all. And I did what I wanted to do which was to serve in Bomber Command.
DK: Yeah.
DB: Yeah.
DK: Yeah.
DB: Yeah. So I’ve no regrets at all about it.
DK: Did you stay in touch with your crew after the war?
DB: Well, we did up to a point. In fact, I found, found a letter from the navigator and the wireless operator but with I think the answer is that you want to forget the war when it ends. And the first time I ever thought about it was, it was in the 1980s I think it was, and we’d, we had a place in Spain. In fact, we’ve still got it but we, we were on our way back and we stopped at a hotel. We came in at Plymouth and we stopped in this hotel and there was a fella there who, he had the aircrew [pause] what did they call, they called it the Aircrew Association you see. And I said ‘What’s all that?’ And he, he said, ‘Well, the Aircrew Association’s just been formed.’ And this was in the 1980s you see.
DK: Right. Yeah.
DB: And that was the first time it had ever registered. And I said, ‘Well. I was in the aircrews,’ and I said, ‘How do I apply to get in to the Aircrew Association?’ You see. So he told me how to do it. And they kept saying he was too young that fella [laughs] A nice compliment. So, but anyway I wrote and thanked him so he knew it was genuine, you know.
DK: Yeah.
DB: Because they check you out at the Air Ministry. So and, and so I joined the Aircrew Association and then not long afterwards I got a phone call again saying, ‘We’re now forming the Squadron Association.’
DK: Right.
DB: And that was how the 76 Squadron Association, and this was in the 1980s. So it’s only resurfaced since that.
DK: After then.
DB: Yeah.
DK: Did you leave the RAF soon after the war then?
DB: Yeah. I left in 1947.
DK: Right.
DB: Yeah. And funnily enough I think I said in what we talked I ended up in Swinderby. That was the last station I was on. And in the Operational Training Unit there.
DK: Right.
DB: So can’t be much nearer to Lincoln can it?
DK: No.
DB: Than that. Yeah. So I know I know Lincoln quite quite well. So I I was thinking of staying in the RAF because I was invited, invited to because anyway the remarkable thing was I’d also heard that the Halifax had been converted. I forget what they called it. The Hastings or something like this, and it, it was commercial flying. And all they needed was a pilot and, and navigator and, and first engineer.
DK: Right. Yeah. Yeah.
DB: Like a second pilot I would have been. So I applied for this job and he said, ‘You’ve got all the qualifications,’ he said, ‘But we can’t appoint you.’ So I said, ‘Why is that?’ He said, ‘You’re not old enough.’ And you had, you had to be twenty four then.
DK: So how old were you at the time?
DB: Twenty two.
DK: So you were twenty two. You’d flown thirty eight operations.
DB: Yeah.
DK: In Halifaxes.
DB: Yeah.
OJ: And how many hours?
DK: Yeah. Well just operational over two hundred and one hours.
DB: Yeah.
DK: And they wouldn’t let you fly the civilian version.
DB: Yeah. They were most embarrassed.
DK: Right.
DB: But that was the rule. The ruling at the time. And funny enough, well I ended up alright anyway but if if I’d have flown with them I’d have eventually ended up with BOAC.
DK: So you could have carried on.
DB: Yeah. Yeah.
DK: Flying with the airlines.
DB: Funnily enough you know when the Squadron Associations were formed one of my best friends who was in the same flight as I was he knew my pilot extremely well and he went on that, and I told him. And he said, he said, ‘I only just made it, Doug,’ as well. You had to be twenty four. Yeah. Unbelievable.
DK: Absolutely.
DB: Yeah. And I’ve never forgotten that. So I could have carried on flying but I went to the accountancy work.
DK: I think it was the Halton. The civilian version.
DB: Yeah. That’s right. Yeah. Yeah.
DK: The civilian version of the Halifax.
DB: Yeah. Yeah.
DK: Yeah.
DB: Yeah. So it was quite interesting to be. So —
DK: Bonkers isn’t it?
DB: You talk more about it now than, I mean from 1940, well when I came out let’s say 1950 to 1980 you never really really talked about it. I was in the RAF Association but the only thing I remember there was they did the Dambuster film. 1953. And that was a story in itself really. One of my friends there, all you had to be was in 617 Squadron you see and he didn’t serve on the Dambusters raid but he was in 617 Squadron, and we had another fella who was a member and he said he was on 617 Squadron, you see. So again you had to do it through the Air Ministry and all this.
DK: Yeah. Yeah.
DB: And this fella who was the chairman at the time he said, ‘We’ve got a problem, Doug,’ he said, ‘This other fella. He’s never even been in the RAF.
DK: Oh.
DB: So,’ he said, ‘You’ll have to help me out when he comes in.’ So he duly turned up, and this Harry, Harry Nutall his name was, he said, ‘Have you had your invitation yet to the premier of the Dambusters film?’ ‘No. No,’ he said, ‘I can’t understand it.’ So he said, ‘Well, let me tell you something,’ he said, ‘You’re not going to get an invitation. You’ve never been in the RAF.’ And we never saw him again. And it just shows that some —
DK: Yes.
DB: I think they kid themselves to believe it.
DK: Yeah. Walter Mitties. Walter Mitties they’re called.
DB: Yeah.
DK: Yeah.
DB: And I’ve never forgotten that.
DK: Yeah.
DB: And that was the only time really it came to life. Because after that again it all went back.
DK: Yeah.
DB: But now it’s, I mean you know the Bomber Command Memorial in London.
DK: Yeah.
DB: Is quite something isn’t it?
DK: Have you, did you get to the unveiling of that?
DB: Oh yeah.
DK: Yeah.
DB: Yeah. Well, all the family came to that.
DK: Yeah. I was at that.
DB: That was a memorable moment that. Yeah.
DB2: You couldn’t get him away.
DB: That was quite something wasn’t it?
DB2: Yes.
DB: Yes.
DK: So what are your feelings on the new Memorial then?
DB: Well, I think it’s going to be good. I’m looking forward to seeing it but I’ve made up my mind as well that, you know at one time we, we weren’t going to go to the official one and now I’ve got the feeling well I should go you know.
DK: Yeah. Yeah. Right.
DB: Sort of thing. But I want to go again because this time it’s more important because that Memorial must, must be quite something. To see all those names on.
DK: It is. Yeah.
DB: Yeah. It’s very emotional I should think. Yeah. And funnily enough one of my, one of my, well best pal, in fact I’ve got his, you know looking through this stuff. He flew when it was much more dangerous than I was. He was on the Nuremburg raid.
DK: Right.
DB: And he survived. He survived that and he went to Ceylon afterwards. It just says, “Ceylon Air Force,” and I’ve just found a letter from him where it was dated September the something 1945, and then there’s a note on there. Went missing in October that year. And I am concerned that his name goes on this board.
DK: Right.
DB: Yeah. Because I’ve got his name, rank and number. He was a warrant officer like I was you know.
DK: So that was, what year was that then?
DB: ’45 when he went missing.
DK: Right.
DB: Yeah. But he’d served a full tour. Yeah.
DK: But the war had ended though presumably.
DB: Well, yes it had because he was obviously sent to the Far East.
DK: Yeah.
DB: Yeah.
DK: Yeah.
DB: To carry on there. So he’d started there but he just went I don’t know where.
DK: Yeah.
DB: I never got the detail.
DK: I know this is a bit of an issue at the moment.
DB: Yeah.
DK: Because those on the Memorial are those that served with Bomber Command within the UK.
DB: Yeah.
DK: Those that went to the Far East.
DB: Yeah.
DK: And even the Middle East.
DB: Yeah.
DK: Aren’t included. If that’s where they were.
DB: Yeah. I read that article about that.
DK: Even though they might have served in the UK. I know we’re trying to get around that.
DB: Yeah.
DK: Not get around it. That’s the wrong phrase. But to include them.
DB: Yeah.
DK: Yeah. They want to include those that were in both the Middle East flying bombers. And Italy. And then the Far East.
DB: Yeah. Yeah.
DK: So at some point, all being well he should appear on there.
DB: Yeah.
DK: But not, unfortunately not at the moment.
DB: No.
DK: Yeah.
DB: Yeah. because he was serving in the Far East you see.
DK: Can you —
DB: Because we were, we were —
DK: Can you remember his name?
DB: Yeah. I’ve got his, I’ve got his —
OJ: Is it in the office?
DB: Can you just.
DK: Yeah.
DB: Look on the desk in there Tavie. You’ll see a letter in there from him.
DK: Cool.
DB: And his name rank and number is all on there.
DK: Yeah.
DB: He was a warrant officer like I was. He finished his tour of operations. He did the Nuremberg raid so he, he was always about six months to a year ahead of me.
DK: Yeah.
DB: Yeah. And he —
DK: They went —
DB: There’s a letter from him which is dated September ’45 and then I heard in October.
DK: Right.
DB: He went.
OJ: He knows exactly what he’s talking about.
DB: His number is on, on here. Everything. Yeah. That’s, I think that’s my, that’s his writing.
DK: Right.
DB: And I think that’s my sister’s writing, but I’ll have to find out. But I think here is his, yeah his full rank and number are on there you see.
DK: Oh right. So —
DB: Yeah.
DK: That’s warrant officer JE Topple.
DB: Topple yeah. Yeah. Yeah.
DK: Can you remember what JE stood for?
DB: John. John Topple.
DK: So, he’s, for the recorder he is Warrant Officer John E Topple.
DB: Yeah.
DK: T O P P L E.
DB: Yeah.
DK: Service number 1874884. And he was with 99 Squadron in Ceylon.
DB: Yeah.
DK: Yeah.
DB: But he’d done a full tour of operations before.
DK: Right.
DB: Yeah. In the UK.
DK: He went missing out there.
DB: Yeah. But you know he was on when it was at its worst.
DK: Yeah. Yeah.
DB: So I feel I his mother and my sister were only talking about it the other day. She always thought he’d knock on the door some time, you know. Yeah. But so I don’t know the circumstances but —
DK: No. But he went missing in September 45. Or October.
DB: Yeah. Went missing October the 7th 1945. So —
DK: Right.
DB: I don’t know what he was doing out there particularly.
DK: 99 Squadron then were flying the Liberators out there.
DB: Oh, were they?
DK: So he was on the four engine bombers.
DB: Yeah. Yeah.
DK: So they stayed in the Far East for quite some time after the war.
DB: Did they? Yeah. Yeah. He was still active service. Well, I was still really until 1947 really. Yeah. Yeah.
DK: That’s even more of an issue actually because it’s actually someone on bombers in the Far East.
DB: Yeah.
DK: After the war has ended.
DB: Yeah. But —
DK: Officially. Though still on active service. Yeah.
DB: Yeah, but he served in. I forget what squadron he was on in the UK.
DK: Right.
DB: But he did a full tour. He did his thirty ops anyway. Yeah.
DK: Well, it’s something, certainly something we need to look into.
DB: Yeah. Yeah. But I feel it’s my duty to, you know. You know.
DK: I know this is you know the Memorial round there and the names on there it is expanding.
DB: Yeah.
DK: Because a lot of the records only showed those who died on operations.
DB: Yeah.
DK: While the aircraft was in flight.
DB: Yeah.
DK: Some of those who died when came back.
DB: Yeah.
DK: Aren’t included.
DB: No. I know that.
DK: So, that’s why some records say fifty five thousand.
DB: Yeah. Yeah.
DK: But our records are showing fifty six thousand.
DB: Yeah.
DK: It’s increasing.
DB: Yeah. I think in our book which is, you know there’s a 76 Squadron book. We’ve got, we’ve got everything in there.
DK: Yeah.
DB: And I know we were about seven hundred. Over seven hundred casualties.
DK: And that’s one Squadron.
DB: One Squadron.
OJ: That’s scary.
DB: Yeah. Yeah. Yeah.
DK: Ok. We’ll press on.
DB: Quite a lot of detail as well.
DK: Yeah.
DB: Yeah. Yeah. Anyway, it’s been good for me to go through everything.
DK: Excellent. It’s been great for me. I’m rather conscious of how long we’ve been but thanks very much for that.
DB: Yeah.
DK: Just for the recording can I just have your name.
OJ: Yeah. I’m Octavia Jackman.
DK: And your grandmother’s name?
OJ: Doreen Beasley.
DK: That’s excellent.
DB: Oh you’re still there.
OJ: I’m still there.
DK: Ok. Well, thanks very much for that. I’ll switch the recording off now.
DB: Yeah.
[recording paused]
DK: So that’s completion of a tour of 76 Squadron. February 1945.
DB: Yeah. Well, that [pause]
DK: So who’s, do you remember who that is there?
DB: Yeah. That’s the, that’s the navigator.
DK: Yeah.
DB: That’s the wireless operator. Pilot. Rear gunner and myself. I don’t know where the other two are on it.
DK: Yeah.
DB: Yeah. But I don’t know where that photograph is now.
DK: Right.
DM: With the —
DK: With the ground crew.
DB: Wait a minute.
OJ: Which one?
DB: I had it’s it’s I did I did find it. Is this some old photographs?
OJ: That’s your whole envelope of photographs. And you’ve got —
DB: Yeah. I think. I think [pause] No. That, that’s 76 Squadron, you know dinners, and all that sort of thing. But there is one somewhere of, of all the ground crew as well.
DK: Yes. It’s unfortunate it’s not in the album isn’t it?
DB: Oh, wait a minute. I’ll tell you where it is. It’s in my other room.
OJ: Do you want me to go up?
DB: It’s in there isn’t it.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Doug Beasley
Creator
An entity primarily responsible for making the resource
David Kavanagh
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
2018-03-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ABeasleyDG180326
Format
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01:21:34 audio recording
Language
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eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
At the start of the war, Doug Beasley left school at 16 to start work. Initially a member of the Air Training Corps, he was sent for aircrew selection when he became 18. There was a 12-month wait to enlist as a pilot, so he opted to become a flight engineer. He joined Number 3 Initial Training Wing in Torquay, after spending three weeks at Lord’s Cricket Ground, in October 1943. Many of his fellow intake were ex-police officers, older as they were not released from the police until they were 30 years old. After six weeks he was posted to RAF St Athan for basic training as a flight engineer on Halifaxes, then to 1652 Heavy Conversion Unit at RAF Marston Moor. It was here that he was formed in to a flight crew when they transferred from their Operational Training Unit. At this stage they were flying the Halifax II and V. It was with this unit that he flew his first operation, a leaflet dropping operation over France on 12th August 1944. He joined 76 Squadron at RAF Holme-on-Spalding Moor flying the Halifax III. He describes in detail many of his operations, mainly over Germany. One in particular occurred in January 1945 when his aircraft was attacked by a Ju 88 night fighter. Though struck by many bullets and cannon shells nothing vital was damaged though the pilot’s neck was grazed by a bullet. After completing his tour of operations, 38 rather than the normal 30, he became an instructor with an operational flying unit flying Wellingtons. In 1946 he became the Air Sea Rescue officer attending a course at RAF Calshot. He left the RAF in 1947 to return to civilian life.
Contributor
An entity responsible for making contributions to the resource
Nick Cornwell-Smith
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
England--Torquay
England--Devon
England--London
Wales--Vale of Glamorgan
England--Yorkshire
France
Germany
Great Britain
Germany--Essen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-10
1944-08-12
1945-01
1946
1947
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
1652 HCU
76 Squadron
air sea rescue
aircrew
bombing
crewing up
flight engineer
ground crew
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
Ju 88
Lancaster
McIndoe, Archibald (1900-1960)
Operational Training Unit
perception of bombing war
propaganda
RAF Holme-on-Spalding Moor
RAF Marston Moor
RAF St Athan
RAF Torquay
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1139/11695/AStandenFC170218.2.mp3
cb4a9f8a80a91dc4b365b98667a94217
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
Standen, Frank Charles
F C Standen
Description
An account of the resource
An oral history interview with Frank Standen (1334809 Royal Air Force). He served on Air Sea Rescue launches.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Standen, FC
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DB: This is an interview with Mr Frank Standen at his home in Tring on the 18th of February 2017 at 3pm. Frank, tell me a little bit about why you joined the Air Force.
FS: Well, like many youngsters of my day I didn’t want to be an engine driver. I just wanted to fly. And my whole interest was flying. In fact, I wished to join the RAF for a short term commission in 1916 I beg your pardon [pause] In 1936 I hoped to get a short term commission in the RAF but my parents because I was only sixteen were against it. But of course early in 1941, once the war was on I decided I’d volunteer at the Grey Mare in Eltham. But that, followed by on the 3rd, 30th — I beg your pardon on the 3rd of March 1941 I reported to the RAF at Uxbridge as requested and after medical tests and interviews was accepted for aircrew training, in brackets, pilot. And I was sworn in the 6th of March and given my number on the Reserve. On the 5th of July I received my call up to repeat, report at ACRC Baggeholme err Babbacombe and the Hotel Trecarn. I was kitted up, inoculated, gas drill and so forth. And by the time July was, middle of it spent I was transformed. Transferred to the newly formed Number 1 ACRC located in Richmond’s Park. Lord. Lord’s Cricket Ground and Abbey Lodge in North West London. This was followed by drills, square bashing etcetera. Sadly, I was informed that I was in a I flight as I had, so I was told, a lazy eye muscle but could be cured by exercises. A small care. So, I beg your pardon a small card putting a goldfish in a bowl. I was informed later that there was a delay in training aircrew and I was, as I was a volunteer I could leave the RAF or if I liked it I could re-muster to another trade. As a six week old employee of the RAF I requested to see the CO. This was granted and I had a very fair interview in which the CO said he sympathised with me but it was a medical decision which despite his rank he could not over rule. I was very sad as I was always wishing to fly. But after consideration I decided to volunteer for motorboat crew. I was now based at Ilfracombe towards the end of October 1941 as a UTMBC in a civilian household with three other UTMBCs which, are a small unit with a pinnace, a seaplane tender and motor boat and several dinghies. The base was at the end of what was previously the pier end of the harbour and it had a hill upon which was a chapel that had a small steeple which contained a light to indicate the harbour entrance. This was used as a classroom where we were instructed in the Morse code, signalling, knots, splicing and the rules of sea before we were posted to Calshot Motorboat Crew Training School. 31st of January 1942 I was posted to the Motorboat Crew Training School which took us through the subjects that we were introduced to at Ilfracombe. Plus more boat handling including rowing a cutter. At the end of the course, if you did well you were promoted to AC1 and could, if possible you could choose to be posted to an area of your choice. I was promoted and requested to be posted to Dover and was lucky to get my choice. In March 1942 along with several other MBCs we arrived at Dover and some of us were allocated to Dover and some, including myself were passed on to Ramsgate which was also part of 27 ASR, with the base being a recon, being a public house. The Royal Oak. After a spell on the dumbarge with a tank of three thousand gallons of seventy three octane the previous airmen had not kept the bilges clear. Thus when he was transferring fuel to the mobile bowser he started the pump and the bilges burst into flame. Fortunately, a naval fire party were on duty and they managed to put the fire out. I had proved myself so I was made one of HSL 127’s crew. At that stage the skipper was pilot officer L P Flowers who whilst a corporal coxswain in charge of a seaplane tender during the evacuation of Dunkirk when he took part in rescuing troops later to become head of the RAF marine section. Group Captain L P Flowers MBE MM. We’re now in May and I, along with MBC Trivet would temporarily detach from our launches to assist in ferrying an RAF pinnace from the manufacturers on the Isle of Wight to Tiree in the Hebrides. We collected the pinnace and joined the Naval convoy to commence our journey which was an experience in itself. At Padstow in Cornwall myself and the other MBC were recalled to Dover to our own units. In August 1942 I attended the gunnery course at the school on the Isle of Man. And on the 1st of September 1942 I was made up to LAC. 7th of April until 17th of June 1943 I was on a coxswain’s course. A second coxswain at Corsewall Training School. On my return after my second course I was saddened to hear all of my crewmates and the crew of 127 had been posted overseas and a fresh crew had taken over 127. Later Flight Lieutenant D A Jones who took over HSL 127 after Pilot Officer Flowers had transferred to Dover on HSL 186 whose skipper had gone overseas with the former crew of 127. And 127 had an entirely new crew. It so happened that a Dover based launch HSL 178 arrived at Ramsgate whose second coxswain, a married man with a family was anxious to go on leave. I, big heartedly said I would take over his post before his leave was up. Unfortunately, 179, I beg your pardon 178 returned to Dover with me on board. Dover and Ramsgate were both part of 27 HSL unit. Was a little put out as Ramsgate was a smaller and more friendly town than Dover was. However, it was a blessing in disguise as in September I met and became friendly with a Wren who later became my wife. Once at Ramsgate I was allocated to the position of second coxswain on HSL 2549. Again, a happy ship. The skipper was a young and recently appointed skipper but the first coxswain was an educated and mature gentleman. On the 26th of September 1943 it was a hectic and busy day. The first coxswain was on leave and I was acting and first coxswain. There was a lot going on. As far as the invasion was concerned prior to that we had been very busy with a fair number of pickups. Including one on the 6th of June 1949 when five aircrew of a Stirling ditched off of Flushing and were “rescued” after a hazardous trip through minefields and a long proximity to the enemy coast for a long period. As described in the submission of the result in the awarding of the DSO on the 24th of February 1944 to Flight Lieutenant D A Jones, known as Jonah. Including, there was also a Halifax of 78 Squadron twelve miles off of Calais. And the search which carried the launch to within 2.5 miles off Calais as described in the submission of that which resulted in Jonah’s DSO. There was also, on the 20th of September two survivors of a Stirling of 149 Squadron, Sergeant Davies and Sergeant Fossleitner, three miles off of north west of Margate. Two other members of the crew were picked up by fishermen and three were lost. There was several other pickups in December ’42, January ’43. In fact, we were quite a busy and successful crew. Finally, we picked up Lieutenant Watner of the RNAF who we thought was dead but artificial respiration was applied and after a while there appeared to be a slight sign of life. On arrival at Ramsgate he was handed over to the Naval medical officer who continued respiration and gave an injection but sadly there was no hope. Just jumping forward several years. On the 3rd of March in 2016 I was honoured to be [pause] yes, invited to the unveiling of the Search and Rescue Triptych by the HRH, the Duke of York, KG on the 3rd of March at the Royal Air Force Club. An amazing instance has then dawned upon me that whilst talking to the Duke of York I mentioned about the pickup of the Stirling of 149 Squadron way back in June 1942. Little did I know but there was a person who was representing his RAF helicopter who happened to be representing his squadron. And whilst we were having lunch he came up to me and said, ‘I couldn’t but hear, overheard that when you were speaking to the Duke of York you mentioned about a Stirling. Was it by any chance off of Flushing?’ A gentleman came up. A gentleman called Paul Martin introduced himself and said, ‘I overheard you speaking to the Duke of York and you mentioned about a Stirling aircraft that ditched off of Jutland.’ I said, ‘Yes.’ He said, ‘Well, one of those crew was my father.’ Now, this gentleman who was born in 1949 I realised suddenly that he wouldn’t have been here had we not picked up and his father lasted to the end of the war. And Martin wouldn’t have been there. So, I must admit I since, since that day I was amazed to hear from Paul that he was not born until 1949. With the final of the [pause] with the war over in Europe we were then operating out of Ostend but we were recalled to the UK for redistribution. And it so happened that I got transferred to a Hants and Dorset. That’s known as a double decker launch that was on its way to Norway. We travelled up to Aberdeen and then across to Norway finishing up at a little fishing village outside, outside Stavanger called Tananger. It was a very quiet little place and our skipper obviously realised that there wasn’t a lot of air sea rescue business going on and he volunteered to take over a German boat, and also a flight lieutenant who was the expert in radar. And he was interested in visiting all of the German bases where they had radar equipment. Which, if it was of interest to him would be unbolted and transferred with the help of the Germans plus the two SOS SAS army gentlemen who loaned us their jeep to transfer these bits of radar that he thought would be of interest. Plus the ammunition which we later dropped overboard in the deep fjords. But it was quite interesting visiting these places. And also the German ninety metre launch which was entirely different from our fast nippy HSLs but a good sturdy boat to take a jeep on its foredeck. A load of unexpired ammunition including packets and cartons full of explosives which we also dumped in the fjords. On one of these trips we had a radio message come over and the radio operations — I think I’ve got — the radio operator passed a note to the skipper who promptly takes his, my hat off, sticks his hat and says, ‘Well, congratulations we’re splicing the main brakes as you are, you have just become a father,’ and my son. Back in Hemel Hempstead and then to Tring had just produced my first child. The years rolled by. I was demobbed way back in 1946 and I then took up civilian work back at Bishopsgate Goods Station in 1946. However, in reaching the time old age of ninety four I was put forward September 19 — I beg your pardon the 1st of September 2016 I have, I received a letter from the French Embassy in London informing me that I had been appointed to the rank of chevalier in the Order National de la Legion d’honneur. I was a bit amazed at this because the ceremony to be held on the 11th of November 2016 at the French Residence. I feel that I must say at this level that I’m most honoured to have been appointed to the rank of chevalier in the Order National de la Legion d’honneur and feel that the award is for the many of my colleagues in the Marine Craft Section of the Royal Air Force who are no longer with us. Some of whom have a greater reason than I for being selected for such honour.
[recording paused]
FS: In particular flying officer P C Clapham. My mate Phil, who unfortunately never came back and lost his life on the 11th of November 1944 whilst on a raid that nobody knew why their aircraft never survived. But I certainly am one of the lucky ones. And as I have said there’s far more people who are no longer with us who have a such honour. Everything isn’t it?
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Frank Charles Standen
Creator
An entity primarily responsible for making the resource
Denise Boneham
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
2017-02-18
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AStandenFC170218
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
00:28:56 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Description
An account of the resource
Frank Standen always wanted to fly. He volunteered for the RAF hoping to become a pilot. Sadly, an eye defect was detected. He volunteered for motorboat crew and took part in air sea rescues. On one occasion he was involved in rescuing the crew of a Stirling that had crashed. Recently he met the son of one of those crew members rescued from that aircraft.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
Netherlands
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Yorkshire
Netherlands--Vlissingen
England--Devon
England--Ilfracombe
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
air sea rescue
crash
ground personnel
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/720/10115/ABoutcherFL180318.1.mp3
9866a8ad413bd001e48cd883e9995050
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
Boutcher, Frank Lawrence
F L Boutcher
Description
An account of the resource
An oral history interview with Frank Boutcher (b. 1921, 1438838 Royal Air Force). He served as a member of Air Sea Rescue.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Boutcher, FL
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DB: My name is Denise Boneham and I’m talking to Frank Lawrence Boutcher. The date is the 18th of the 3rd ’18. 16.15 hours. In Hadley. Frank, would you like to tell me a little about your life with the RAF in World War Two?
FB: Did you want me to start before the war and go on from there? Yes. Well, when I left school I got work at the Southend Borough Council as a clerk, a very junior clerk and I worked there until the war.
[pause]
I decided I would like to join the Navy and I went along to the Labour Exchange to sign up and they told me where I would have to go and that just at that stage they would wait until I was a little bit older. So, I went back to work and it wasn’t until I was nineteen that I actually joined up and the circumstances were that I decided to go for what was called a Government Training Course where they would train me to be a fitter. And I went to Watford on this Government Training Course and I spent about six months there training to be a fitter. And together with some of the other lads who were in the same place as me we all decided to go, where was it we went to, Pam? In London? Where was it we went to, Pam? To sign up.
PB: Oh, how far have you got?
FB: So, we went to Mill Hill and there was the Naval [cough] Excuse me. Naval recruiting place was upstairs and RAF downstairs so we all trooped up the stairs and we were told by the Navy that basically all they wanted was able seamen for twenty five years which surprised us because there was a war on. So we decided we didn’t want that. We came downstairs and there was an RAF sergeant waiting for us who knew exactly why we were coming down and he signed us up for the RAF. After a short while we received our orders where to go and I went to Cardington and I was there for one day [pause] and went from there to Blackpool. And at Blackpool they signed me up properly together with a lot of others and I think we went to the Winter Gardens and we had an inspection from a female doctor. There were just thousands of us in the Winter Gardens there all lined up and she was going along with this stick and just going like that. And of course, we all passed [laughs] and very shortly afterwards I was transferred to Morecambe. And at Morecambe I went through a five week training course on the sea front marching backwards and forwards, backwards and forwards and doing all those other things that you do on that sort of course. When we finished that we then went around to five different garages in Morecambe in each of which was a different engine, a different type of RAF engine and we were instructed on these engines and what to do to do the fitting of them and so on. And at the end of that five week [pause] I’m sorry, the five week course was the marching and fitness course. I can’t remember how long this particular course was but [coughs] excuse me, but at the end of it we had to, you know, pass a test and that was the end of my time at Morecambe. And when we passed out I was transferred to a training squadron at Gretna Green or just, just close to Gretna Green. Longtown. Just over the border into Scotland and I was there for a short while, not more than a week or two when I was transferred again to the far north of Scotland to Castletown, overlooking Castletown Bay and the water between there and the Orkneys. And this was a fighter squadron with Spitfires and one or two Hurricanes as well. The pilots were nearly all Dutch. There was one black man and as far as I can remember all the rest were Dutch. And I was given a particular Spitfire to service. Obviously, at first there under the instructions of a more senior flight mechanic. Unfortunately, the plane that I serviced went out over Scapa Flow and was lost to enemy action. We never really knew quite how that happened but we were just told that it had gone down and the Dutch pilot was lost. After a period of time there, up there in Castletown the whole squadron was transferred down to Norfolk and we were at an aerodrome called Ludham near Norwich. This was one of the wartime airfields and we spent some time there. I think mainly the, the Dutch pilots were training mostly because I don’t think they saw very much action there. Subsequently, we were transferred. The whole squadron was transferred to Hornchurch and we came down to Hornchurch which was in a terrible mess. It had been bombed so many times by the Germans that it was really almost unusable and we spent most of our time filling bomb craters on the runways there. But we were only there for a week or two and we were then transferred. I can’t remember the name of the satellite but it was a satellite aerodrome on the Sussex coast and our sort of mother aerodrome was Tangmere. I think we were there for some months and I remember them coming along one day and taking out all the machine guns from the wings of the Spitfires and putting in guns and the subsequent job for our squadron was to go over and shoot up enemy convoys in Northern France. And this is what they did. But unfortunately, on this particular occasion on their way back from France over the Channel they were attacked by Messerschmitts and very few of them returned because with these particular guns they were no match for the Germans. So it was decided by the powers that be that the whole squadron would be taken out of the action and we were transferred to just north of Liverpool. And it was there that we were paraded in front of the then royalty of Holland. What his name, Pam?
PB: Prince Bernhard.
FB: Prince Bernhard, who was Queen Wilhelmina’s husband and I well remember him coming round up and down the rows of airmen and, and you know the pilots obviously as well. And that was the end of my time with the Dutch squadron so, I was transferred from there [pause] to Blackpool and I was put on a fitter 2Es course. Fitter 2E which was, if I passed out would be a step up from being a flight mechanic to a fitter. I don’t know if this still occurs. Anyway, I spent some months there being transferred from Blackpool where our lodgings were to, and I can’t remember the name of the aerodrome close by where we got all our instructions and so on. And following that I was transferred to Bomber Command. This took me to Chedburgh in Suffolk which was an aerodrome I think about eight to ten miles west of Bury St Edmunds and I believe it is still there actually, and the planes that I was working on were Short Stirlings. Four-engined great big beasts. Very slow and really not terribly effective in the war but very useful there for training pilots who would go round every night doing circuits and bumps under the lights. So, although everywhere else was blacked out when they were coming around the lights would be put on and they would land on the runways or where ever [laughs] And we would then service them and they would go off up again and do a further number of these circuits and bumps. And so I was there [pause] I think we’re now talking about 1944. June 1944. And whilst I was there I saw an advertisement I suppose you would call it up on the notice board in the NAAFI saying that they required fitters to work on air sea rescue boats. And so I applied for that because I was rather fed up with being mostly in the hangars on the top of a Stirling working on them. And I went, I can’t remember the name of the place but it was on the west coast of Scotland and I do remember that, oh no I’m sorry. Forgive me. Just before this came to fruition I was transferred to a bomber airfield on [pause] what’s the name of that Moor, Pam?
PB: No. No. Sorry, you’ve lost me.
FB: One near York. It’s the name of quite a famous Middle Ages war between, I don’t know, the north and the south or the Protestants and the Catholics or something. But anyway, I was transferred to this aerodrome and I was there working on something I’d never worked on before and I had very little knowledge of and that was Halifaxes. And whereas in, in the past I’d worked exclusively on Rolls Royce inline engines I was now on Halifaxes which were radial engines so I didn’t really know too much about them. But I wasn’t there all that long because after I’d been there a short while one of my jobs was to go up, climb up the inside of the Halifax and push the nozzle for the petrol to go in to start the engines while the pilot and the crew up above were pressing all their different buttons for that. So, we were under their instructions. They would say, you had to press and they would try and turn the engines and [pause] and the whole lot caught fire. So I was stuck up there and I remembered what we’d been told in the very early days of being in the RAF that the quickest way to put out a fire if it wasn’t too bad was to hit it with your hat. So I took off my forage cap and beat at the flames until such time as they were able to get the extinguisher and put the fire out. In the meantime, all the crew had got out and the flight sergeant came up as I came down out of the thing and said, ‘Good lad. You’ve done a good job. I shall be writing to the Air Ministry—’ whoever, and he said, ‘You should be mentioned in dispatches.’ I didn’t really know what that meant [laughs] but it sounded alright. But within a couple of days I was transferred again to the west coast of Scotland on to the Air Sea Rescue Training Centre. It’s quite close to Stranraer. And so we were instructed there on what to do and and how to look after these engines and amongst other things we would go out and run courses around outside in the Irish Sea off the west coast off Ayr. And after a period of time, when we passed all our tests we were transferred to an operational station and the one that I was posted to was Gorleston in Norfolk. And so I took a long train journey all along the North Norfolk coast and arrived finally in Yarmouth where amongst others I was met and taken to a, a lodgings. And almost immediately before we had time to get rid of our clothes and sort ourselves out, they said, ‘Oh, there’s, we think there’s Germans landing on the Norfolk coast.’ And so they whipped us downstairs and on to a truck and they took us up the North Norfolk coast and we, I can’t remember the name of the place but it’s somewhere near where the sea is taking all the houses away off the cliffs at the moment. It’s in that area and we were there most of the night. Eventually the sergeant came back and said, well, ‘It turned out that they were Norwegians and they were escaping from Norway [laughs] So you can all go home.’ And they took us back and we had a sleep and then we prepared for our work in Gorleston. And as we spent a little time in Yarmouth but I can’t remember what for. And then we went to Gorleston which is just down the road from Yarmouth and went on to the boats. And the first boat that I went on I met somebody who we called Knocker. He was the sort of senior fitter and we got on very well. We were very friendly. I say this in view of what’s going to come up a little later on. Anyway, by this time, oh yeah, we [pause] yeah. No. So we, so we went out from Gorleston on what was called a square search. In other words we would go to a place just off the Dutch coast together with a lot of other boats and we would then take our place and wait for the bombers to come back. And if of course one of them came down because an awful lot of them were badly damaged we would be close at hand to be able to pick them up hopefully. We didn’t stay in that position. We used to go from one position to another on a square and take up a position at each. And so for some while this is what we did. The war was coming to an end and eventually I was transferred from, from that boat to Calshot in the Southampton Sound and there I was put on a boat for the Far East because they had a number of these what they called long range MTBs. Motor torpedo boats from the Navy which they’d altered somewhat in order to accommodate us and what we needed to do. Anyway, I was put in the second squadron and the first squadron took off from Calshot to go to the Far East and they got as far as the Eastern Mediterranean, but before we went the war ended. The Japanese, I’m talking about the Japanese war now. That ended and so they decided instead that we could do something else which was to cover the American Air Forces efforts to get their wounded back to the States. And so to do that we took off from Calshot along the Channel and up the North Sea until we got to Aberdeen. And when we got to Aberdeen unfortunately one of the engines went and we spent about three weeks there fitting an old engine out and waiting for another one to come. Putting that in. There were two of us boats and the other one went on from Aberdeen. We followed it a week or so later and up to the Caledonian Canal at Inverness and down through from there from the east side of Scotland to the west side of Scotland all the way down through the Caledonian Canal until we reached Oban. We spent a day there and then we went out through the islands to the Isle of Islay and this became our station. And our job basically was to cover the Eastern Atlantic so that if one of these American aircraft, which were mostly Liberators and very dependable actually but if they did come down we would be there or somewhere near to pick them up. But on, but fortunately we never had to do that and finally, six months after the war ended they decided we could go back to base. And so we went down from the Western Isles of Scotland, down through Londonderry and we came out and round to Larne near Belfast. Then across to Douglas, Isle of Man. Then North Wales. Then South Wales. And then around Land’s End to Torquay. No. To Newlyn. Newlyn to Torquay. Torquay, finally back to Calshot and Calshot is where I ended my days. Not very well [laughs] because they really didn’t have anything for us to do and I remember the sergeant said to me, among others, ‘Get on that boat.’ And we, we were shunted along the line of various odd boats that for some reason the RAF had got and I was dumped on one of these. And I remember in the middle of the, my time there during that day looking up and seeing the Queen Mary coming back up the Calshot water, absolutely enormous against this little, little boat that I was in. And that’s about it really. I was, I was finished at Calshot and came back home and I went back to my more prosaic life at the council at Southend. Well, now the council had said that anybody employed there who had gone off to the war could come back and they would find them a job of some means. And so I was transferred almost immediately to the Building Inspector’s Office of the Borough Engineers Department and there I trained to become and did become a building inspector at the time that Southend was being built up very rapidly. Now, why did I say that? Not rapidly. Housing was on licence and I think we were licensed by the government to build twenty five houses in the area which for towns that size was nothing. But there was a lot of work and this was really all building repairs of bomb damaged houses so we were pretty busy and I learned quite a lot there. And eventually, and finally after a lot of training I went and [pause] to the Institution of Municipal Engineers and passed their exams and I became a licensed building inspector. And I was then given an area of Southend on which to check all building work that went on. And this was alright for quite some while but finally I decided that I’d rather do the building myself and so I became, I decided to become a builder. During my time at the Building Inspector’s Office I met Pam. I think she was, yes she was already working there. She had come back from the Wrens and she’d got back there just before me and we met and married. And that was our life after that wasn’t it?
PB: Tea?
FB: Tea. Well, I must say that I was fairly bored when I was on the bombers. I was really mostly in the hangars at Chedburgh repairing or doing servicing on engines which meant you were way up in the air because they were massive things. So you’d climb up there and work on them. On the Spitfires it was much more exciting of course because firstly they were easier to work on. Most, most of our servicing of the, they were Rolls Royce Merlin engines. They were really good engines and I really enjoyed working on them and of course you did it mostly standing up on the ground really because it was just about the right, about the right height. I did like it on the boats. I enjoyed that. I think after the first time of being seasick I enjoyed it after that but of course they were fast and light boats and they used to zip along and go up over a wave and then crash down and so you know it was quite a, quite a quite a lot of movement really. And we were back down in the engine room at the back so, I should say stern really. By coincidence the chap who I worked with down there, his name was Nock. I didn’t know his first name. We all called him Knocker. I lost touch with him after I’d left and so I decided that I’d like to find him and try and get in touch with him again and I did try but he said that he didn’t really want to be associated again. He, he would rather forget about the war and everything that it meant and so I lost touch with him. And I suppose about a year ago or something like that I was contacted by his son. Now, his son quite the opposite. He wanted really quite a good contact. And so what I’m going to be able to show you shortly is nearly all what he has sent. Well, all of it is what he sent me really. Pictures that, you know are back from the war. So I’ve got a record now, of all the stuff here is from those wartime days. But his father’s dead. Been dead a few years now. I don’t think he was much older than me really but I’m getting on a bit myself. I’m ninety six now so [laughs] I guess he’d probably be a hundred perhaps. I don’t know. But it’s been very interesting actually to have seen so much of what, you know, his father had obviously taken home with him. And so, although I’ve never seen the man it’s possible that I will do. He lives up in Lincolnshire so he’s a fair way away but I may see him someday. But I did put him off earlier on when he said about coming to see me because I’ve not really been very well this last year and I didn’t really feel like, you know going in to all that with him.
[recording paused]
Down to in to the village of Chedburgh sometimes in the evening and watch a film and on this particular occasion we were all sat there and they said, ‘There’s been a crash and it’s close by so we’re turning you all out.’ And we all went outside and there was one of these RAF planes. I don’t know which one it was but it was probably one of the Stirlings that had gone round and crashed close by. Unfortunately, not very nice. We weren’t able to get anybody out. It went up in flames. The other thing to tell you about was the fact that I was able to get home from Chedburgh. And in order to do that we had bikes so that we could get around the circuit more easily and we were allowed, when we had a leave to which I did get from there occasional weekend leave and we would get on our bikes and cycle from Chedburgh down to Sudbury. And the main road of Sudbury you probably know it goes through the town and then it goes up a steep hill and in to Essex. We used to wait more or less at the bottom of that hill and then hope to get picked up and most of the lorries or vans that went by would be on their way to London and I was particularly interested in getting to Brentwood where my parent’s home was and so that’s what I used to do occasionally. I think, oh this was when I was working on the Halifaxes. I didn’t really have any knowledge of Halifax engines and I was only transferred there for a few days before I was retransferred on to the air sea rescue section. But during the period that I was there the thing I had to do was to climb up inside the undercarriage of the Halifax, up on the wheel and up in to the underside and push the [pause] what do you call it? [pause] Oh, dear. I can’t think of it. [pause] Anyway, it was you pushed this and this squirted the petrol up into the engine so that the pilot could start it by pressing the button for the ignition up in the cockpit. So, he would press and he would shout down to me, well through the intercom I suppose that he was ready and I would then do that. And so I was doing this and doing this and doing it and I kept on doing it and really and truly the whole of the undercarriage area became filled with petrol fumes and somewhere must have been an open wire or something because it all went up in flames. And it can’t have been all of it I suppose because I remember they said that if if you had a fire like that you could deal with it with your hat. So, I took off my cap and sort of stabbed at the flames with that. And I think this must have held it off enough for the ground crew down below to get fire extinguishers working and and put it out. And when I came down the flight sergeant said, ‘You’ve done a good job, lad.’ Or something like that [laughs] ‘And I shall be reporting this to commanding officer and you’ll hear more about this. In fact, you’ll probably get mentioned in dispatches.’ But I never heard any more because I was transferred a day or two after that to the air sea rescue training place in Scotland and that was the end of that.
[recording paused]
Well, it’s quite funny really. We weren’t allowed. The commanding officer of Chedburgh decided to stop airmen swimming in the big reservoir there that was used for water for the base. But the Wrens, Wrens, the WAAFs were allowed to continue swimming so it became a sort of females only allowed and he stopped all of us. And so, when it came to payday we used to be paid out on the airfield on the, on the circuit and when we were all stood there on parade your name was called. The first one didn’t move so they went to the second one. He didn’t move either. And this, nobody had said we are not going to do this but it just happened and a result of that was that this was of course strictly against the orders of the CO and he got [pause] I wish I could remember his name but he was a famous fighter pilot. You can’t remember his name, Pam?
PB: Not offhand.
FB: No. And he had obviously gone up a few ranks and he had become the commanding officer of our [pause] the drome that ran several other dromes and he came down and of course he was a very nice chap and he knew exactly what the trouble was and he put it right straight away. And I mean everybody wanted to do what he wanted anyway because he’d got such a name and so it all worked out in the end. That’s it, I think.
Dublin Core
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Title
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Interview with Frank Lawrence Boutcher
Creator
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Denise Boneham
Publisher
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IBCC Digital Archive
Date
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2018-03-18
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ABoutcherFL180318
Conforms To
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Pending review
Pending revision of OH transcription
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00:48:02 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Description
An account of the resource
Frank Boutcher worked as a junior clerk for Southend Borough Council before the war. He wanted to join the Royal Navy but they only required able seamen on a long commission, so he joined the RAF instead to train as an engine fitter. After passing out he was posted to a training squadron at Longtown, after which he was transferred to RAF Castletown to work on Spitfires. He recalls one aeroplane that he serviced was lost to enemy action and its pilot was lost. He passed his Fitter 2E course and was posted to RAF Chedburgh in Bomber Command to work on Stirlings. Whilst working on Halifaxes at another aerodrome an engine caught fire and he beat the flames with his hat, until he put the fire out with an extinguisher. He was posted to the Air Sea Rescue Training Centre eventually going to Calshot in Hampshire to work on rescue boats where they would be positioned to be able to offer immediate assistance to struggling aircraft returning to the UK.
Temporal Coverage
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1944-06
Spatial Coverage
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Great Britain
England--Hampshire
England--Suffolk
Contributor
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Julie Williams
air sea rescue
ground crew
ground personnel
Halifax
RAF Calshot
RAF Chedburgh
Spitfire
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/259/3519/WhittleG.2.jpg
5db8e5ab7f504e33ee8fdd28593061a7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/259/3519/AWhittleG150626.2.mp3
101772ee338ddf0cb41c285d70c6cb1c
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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Whittle, Geoffrey
G G Whittle
Publisher
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IBCC Digital Archive
Date
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2015-06-26
2016-08-22
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Whittle, G
Description
An account of the resource
12 items. An oral history interview with Squadron Leader Geoffrey Gordon Whittle DFM (1923 – 2016, 1397166 Royal Air Force), as well as his log books, photographs and memoirs.
Geoffrey Whittle flew operations as a navigator with 101 Squadron from RAF Ludford Magna.
There is a sub-collection of 25 Air Charts, mostly of Great Britain.
The collection has been donated to the IBCC Digital Archive by Denise Field and catalogued by Barry Hunter.
Transcribed audio recording
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Transcription
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DE: This is an interview for the International Bomber Command Digital Archive with Squadron Leader Geoffrey Whittle, it’s the 26th of June and we are in Ruskington. So if you could tell me a little bit about your life and your experiences please?
GW: I was born in London, the outskirts of London, southern side and, I came from a family, printing background. My grandfather at one time had his own business; my father was in the national press. So I was destined with my brother to become printers as such, em. I was pulled away from school at the age of fourteen to take up an apprenticeship, which were not easily obtained unless you had an insight into the business. So I started off my career path as a trainee printer. The war came along, ‘39 and we were nicely placed when things hotted up in 1940 to be on the path to central London for the bombers. So at that time I was working in London, going in every day and was subjected to the bombing then my firm pulled out to one of its subsidiary operations in Hertfordshire in Letchworth. So I sort of missed that and I missed a further lot of the bombing. I used to get it or see it when I went home for the weekend or a little bit longer. Anyway coming up to the age of eighteen I felt that I was going to be called up. In the meantime my brother who was seven years older than me joined up immediately after the war started and was due to come home for commissioning selection on the day that Hitler started his push. That went by the board and he then became a prisoner of war at St Valerie. He was attached to the Fifty First Highland Division, that leads on to another story of my life. So I decided I was going to be called up, there was no way about it, but so ah, in 1941, so I had no desire to go into the army, no desire to go into the navy, so a sure fire way of getting into the air force and interesting of course, was to volunteer for aircrew duties. So I duly went off in October ‘41 for selection process and I was invited, I think that is the right word to use. Invited at the time to consider training as an observer, this was a precursor to the special navigation, bomber, gunnery thing that took place before the four-engined bomber came in. I was eventually called up in March of 1942 and went through the sausage machine at Regent’s Park and three weeks, what do you call it now boot camp, I suppose at Brighton and then down to Paignton for OTU, for, ITS Paignton in the summer months, it was rather an idyllic time the weather was superb, swimming every day and we had taken over the various hotels and things on the front at Paignton that was just across the beach. Oh, incidentally we were told while we were at St John’s Wood, Regent’s Park that we would not be going overseas for training. That was a little disappointing though as one had thoughts of going to South Africa or Canada but it didn’t in fact materialise. With hindsight one can see why when they were building up the ‘43 force, ‘43 and they wanted more people to go through the machine. Anyway it was from Paignton we went to Eastbourne for elementary air navigation school where we were doing all the ground work. We were eventually moved out of Eastbourne because of the nights we spent standing around the streets when the air raid warning had taken, been given and we moved up to Bridgnorth, I was only at Bridgnorth for two or three weeks and from there I went to West Freugh in Scotland, south of Stranraer on the Mull of Galloway. We arrived there the end of October the beginning of November and we had the joys of Scottish winter, in the winter time at a place called Stranraer. I have no idea what it looks like now, but it was pretty grotty, to use such a word in 1942. We did our flying and I vividly recall we had a great passing out parade there were sixty on the course. Em, great passing out parade at about four o’clock in the afternoon on the 1st of March 1943 and that same night we entrained for various OTUs that we were going to, no leave, nothing like that. So overnight travel from Scotland down to 27 OTU which was at Lichfield where one crewed up pilot and wireless operator, I think that was really the three of us and converted onto the Wellington. That is where I was fortunate enough to be picked and it was absolutely true that one has read we were put into a room, all the various categories and out of that crews appeared. I had a chap he was an old man, I was then twenty, no nineteen he must have been all of thirty four. Bill Walker, he had a lot of experience he must have had three or four hundred hours of flying because when he finished his pilot’s training he went off as a staff pilot at an air gunner’s school, great chap, chartered surveyor and we crewed up and flew the Wellington. Converted onto that on various exercises and trips until we were eventually considered competent enough to move onto the Heavy Conversion Unit which 1656 at Lindholme.
DE: The crewing up procedure, who chose who?
GW: The pilot basically, he went round, would you like to fly? I don’t know what the attraction was other than we were both over six foot tall. It made some difference, anyway that’s how it worked.
DE: Did you feel more confident with a pilot who had got more hours and was older?
GW: I don’t think we even thought about it, it was just nice that you had it. He came along, would you like to fly with me and off we went. I think at nineteen we didn’t question life so much as nineteen year- old as youngsters do nowadays. That was the form and we were going through it. So we moved to Lindholme and converted onto the Lancaster and there we met up with the rest of the crew, the flight engineer, the two gunners, and, no the bomb aimer must have been at Lichfield as well, not sure, can’t remember.
DE: Was that a similar process to get the gunners and engineer?
GW: I think so, they happened, it was a long time ago, a long time ago. We just appeared and we converted onto the Lancaster and did some day flying and did some night flying and I think it was the 21st, 25th of July, no correction 25th of June 1943 we were posted to 101 Squadron. Then they had just moved to Ludford Magna from Holme on Spalding Moor and we arrived as I have said on the 25th of June from Lindholme where we did our first operation two nights later. That was a conversion to squadron life, It was a gardening trip, you know Lavashell, minelaying so one was into the thing. And then we carried on, did various trips. The next major trip was on Cologne and then we were in the very last wave. So one saw the fires burning over Cologne a long, long before we got there but it was good initiation. Then after that it was a variety of trips to the Ruhr, Berlin, Nuremberg, Peenemunde, things like that. I can talk more about [unclear] in a minute. Then on our fifteenth operation that was on Hanover, as we were getting close to the target we were first of all coned by a searchlight and within seconds hit by anti-aircraft fire and by a night fighter which was not funny [laugh]. The port inner engine caught fire, the distance reading compass in fuselage in the back, it took one of the night fighter bullets, we had holes in the aircraft and we also had a small fire in-house in the fuselage. Anyway the flight engineer put out the fire we did a steep dive to port, when I say put out, he feathered the engine and deep dive to port and that fortunately put the fire out in the engine and also shook off the night fighter. Then he went back and started trying to put the fire out in the fuselage with a few bullets going off around him because it was affecting the ammunition trays. We were warned to stand by to bail out, Bill pulled the aircraft up back to about fifteen thousand feet and dropped the bombs and proceeded on. The fire broke out again, the rear gunner had a little problem, the flight engineer and the mid upper gunner pulled him out. We were very restricted with navigation equipment, I lost all my stuff in the dive to port, it just slid off the table. I managed to save my computer, Dalton computer and a pair of compasses, a few pencils and that was it. Anyway we stood by to bail out and being good aircrew we had a little discussion and decided, let’s try to get home, and we did. According to the reports after at the first debriefing the weather was not all that good. We got back, diverted to Lindholme, landed did a ground loop [laugh] finished up somewhere in the nether regions of Lindholme. Scrambled out of the aircraft and had to wait to be picked up. The port wheel had been punctured that was the trouble as we hit the ground we went round.
DE: Obviously the port engine had been hit.
GE: The aircraft was a write off. Anyway that was on the 25th of September, 27th of September, the 27th, the 27th. Three weeks after that the pilot and the flight engineer both received Gallantry Medals, immediate awards. Two weeks after that the wireless operator and myself each received immediate awards of a Distinguished Flying Medal and the other guys, the bomb aimer who was an officer, got the DFC and the two gunners got DFMs so we were all decorated with the immediate awards. The interesting thing about that was that the beginning of November a little later in November I was gazetted as a pilot officer with effect from the 27th of September so in fact I flew as a sergeant but was a pilot officer as indeed was Bill Walker and, so we both received medals as opposed to the officer awards. The interesting thing on that of course was the recipient of the DFC received forty pounds gratuity which went immediately to the RAF Benevolent Fund. As a sergeant we received twenty pounds which we keep and twenty pounds went a long way [laugh]. Anyway that was that and that was a memorable day.
DE: You mentioned the rear gunner had a problem, what was that?
GE: Oxygen mainly and I think and obviously overcome by fumes with the stuff burning was going down into his turret and that probably affected him some, he was recovered they pulled him out and gave him some more oxygen and then he went back into his turret. The pilot lost his controls, they had been severed. So it was all in all an interesting evening but we got back. Anyway we did not do very much flying in October. We were due to go on leave and nothing happened anyway on the next trip that I mentioned earlier I perforated my eardrum in flight and I was whipped off to hospital. Whilst I was there unfortunately my crew were shot down on the third sortie without me near Liege in Belgium on their way to Stuttgart. By that time we had acquired an extra member of the crew, the ABC operator, and so they were shot down and the pilot, the wireless operator and the navigator who replaced me did get out em, the pilot and the wireless operator became prisoners of war and the navigator in fact got back to England. All three of them have since died so I am now the sole survivor of that original crew. And that is why for very good reasons I am so interested in this Bomber Memorial because the names of the crews will go up on the walls and I think that is something they deserve. The wireless operator had a young son he was six months when he was killed and I tied up with his son twenty odd years ago and I normally see him once a year and that is very interesting and I think he likes it as well, it is a connection to his youth and a father he really did not really know. On the trips the interesting ones, Peenemunde which was quite out of the ordinary, it was done on a full moon when of course we never flew. So to be called suddenly to ops in the middle of August or July, I will have to look up my facts, was quite surprising and then usually as a navigator we didn’t get a pre main briefing, nav briefing, when so often we [unclear] our routes and basic stuff, although it was the final stuff before the main briefing the final met forecast so we could produce our flight plan. And when we arrived in the crew room, who should be sitting at the top table, one Air Chief Marshal Sir Arthur Harris [laugh]. The briefing took place and there it was when the curtains went back and this red line right across the North Sea a straight route virtually to some obscure place on the northern coast of Germany. And the bombing was at six thousand feet which was unusual. So all of these sort of things were quite intriguing but nobody would tell why we were going there, and so Arthur Harris finished up by saying ‘well I can’t tell you about the target all I will tell you, that it is vital that it is knocked out and if you don’t knock it out tonight you will go back tomorrow night and the night after and the night after until you have knocked it out’. We had the master bomber technique, first time on the main course raid, I must admit he didn’t sound over encouraging the way the markers were going down, the bombs were going down. I did really think on the way back, it was an eight hour trip, something like that em, full moon, saw a couple of aircraft shot down, I was looking out the astrodome. I really thought we would be back the next night and I must admit it was a great relief to get up somewhere around eleven o’clock, twelve o’clock next day to find out the raid had been a success. Great relief, and of course it was a great success from the point of view of slowing down the flying bombs. The impact that would have had on D-Day, let alone the civilian population. But I did experience when I went home on leave the odd V1 and V2 [laugh] not funny especially the V2, you did not hear anything but the bang. The interesting thing about the master bomber technique, they trialled it two or three weeks beforehand with a small force of one hundred and fifty Lancs from 1 Group another hundred and fifty from 5 Group and we were split up onto three targets, Genoa, Milan and Turin. 1 Group had fifty on Turin, the 5 Group had fifty on Milan if I remember correctly and twenty five each went to Genoa. The time of attack was one o’clock, ‘oh one hundred’ on Sunday morning. We were doing quite well, it was a nice night to fly, saw the Alps for the first time in one’s life and I was three or four minutes ahead of my actual time for my ETA so I would do a traditional dog leg sixty degrees one way one hundred and eighty the other, that saved three minutes. Sixty, one twenty and then we were back on track. We arrived at the target, virtually 1 am and the interesting thing was, God bless the Italians that as we were approaching the target it was quite lit up with anti-aircraft fire. Guns going off everywhere, since the first bombs went down they completely stopped [laugh]. We had quite a free run, but it was a long flight back to there and back all over France but that was interesting. As I say we trialled the master bomber technique before it was actually first used. The Berlin trip, well I was asked to do it and on that particular occasion I flew with the squadron commander and, we arrived back about five o’clock in the morning, debriefed and went straight on leave that was our scheduled leave. So I arrived back in London that evening and went out, in civilian clothes. I always changed when I went home and went to our local pub. It was quite intriguing I had a chum there that I met up with who was in uniform, the barman said to him ‘were you over Berlin last night?’ ‘No but he was’, turning to me [laugh]. The barman almost dropped dead to see somebody in civilian clothes, but that was how life was. So what happened after that, I went to hospital, the crew were shot down, came out of hospital. I was grounded for six months and started doing a bit of some instructional work around various places in Lincolnshire. All wartime airfields no longer exist, doing a little bit of navigation and things like that. Then I got my flying category back to eight thousand feet and was sent off for reselection. I went to Eastchurch and I was there on D-Day. I was playing cricket on D-Day, officers versus sergeants watching all these aeroplanes going over wondering what the hell was going on, of course we had no idea. I, asked to go onto Mosquitoes but was told my height restriction would not allow it because the minimum height restriction was twelve thousand feet so I went to Air Sea Rescue, I went down to Cornwall and the aircraft we were flying was the Warwick which was the airborne lifeboat version of the Wellington really and we had a few Sea Otters as well. When the fun moved away from, that part of France, the Cherbourg area the light aircraft moved over to Kirkeville but we were still based in Cornwall. That went on for five or six months and then we were disbanded.
DE: So what did the work entail there, was it patrols?
GW: Standing by more than anything else, I never dropped a lifeboat in my life. We never had to for the main concentration was more to the east than we were. But I say, we were disbanded eventually. So it was back again into the sausage machine and, back for training, I went to [Millom?], did a bit of flying there, then went to Half Penny Green just outside Wolverhampton. And that was then I knew I was going to go into what they called the Tiger Force on Halifaxes and probably glider towing. Then the war finished.
DE: You were on Halifaxes and glider towing because you still had the height restriction?
GW: Yes, as I say I would have done but it never happened, say the war in Europe finished and two or three months of waiting and the war in Japan finished so that was it and like so many aircrew who were non-operational at the time we were invited, what would we like to do? I was still young I was twenty two at the time I thought why would I want to work in an office or that sort of lifestyle? So I opted for the RAF Regiment and I went into the RAF Regiment, went to Germany and trained on armoured cars. I did my basic training, footslogging around here at Belton where the RAF Regiment depot was at that time. I then moved down to Oxford, Boarshill where the armoured car school was and converted onto the Humber armoured car and all the tactics attached to it and then went to Germany as the two I/C of an armoured car squadron. That was interesting, as I say I was a flight lieutenant then and went off. Anyway I was still an apprentice and I was expected to go back to it.
DE: Onto the printing?
GW: Yes back to printing. So I had to take my demob which I did. Went back, decided it was not the life for me so I went round to the RAF Regiment people in London and said, ‘what are the chances of coming back?’ and they said ‘yes we’ll have you extended service commission for four years’. So without consulting my father I gave up my apprenticeship, I cancelled my indentures and rejoined into the RAF Regiment and whilst I was there did a spell at Upavon and then I went out. Yes I did some time at the depot and went out to Upavon and from there I went out to Aden and commanded 4001 Armoured Car Flight. The obvious the Humber car flight and it still exists today in the RAF as a unit. Whilst I was in Aden the wanted, sent out requests for volunteer pilots and navigators to rejoin as aircrew, go back to aircrew, volunteer for aircrew and I did volunteer for that and I did go back. So January 1950 I em, went back into flying duties, finished up in the all-weather world, and funnily enough by that time I got my full flying category back. So that was acceptable and I went into the all-weather world flying Mosquitoes then Meteors. In between times I did the odd ground tour. From the Mosquito I went out to Egypt [unclear]. The pilot I was em, due to join up with, I incidentally when I done my conversion into Mosquitoes I flew with the chap who was taking command of the newly-formed 219 Squadron and then he was going to fly with the nav Leader when got out there, and my chap never appeared so I became station navigation officer. Still did a bit of flying with them then converted to the Meteor and did a bit there. Came home, had a ground tour then went back to flying, went again into Germany as the nav leader of 85 Squadron flying the Meteor and then the Javelin. Whilst I was there my ear blew up again and I perforated it again. So that was the end of my flying. I went to take up my staff college qualifying exam. I then went to staff college in 1959 and whilst we were there were told quite happily by the air member for personnel that the majority of us did not have a full career left in the air force because they were all coming, the younger people were coming out from Cranwell and they had to have first preferences. That was a nice thing to hear, there were about seventy or eighty of us. One or two did get to the top obviously that will always happen. So I went to Fighter Command Headquarters on staff and em, and there I decided to retire, I then had two children and there was eleven years between them and I decided that I would get out and take early retirement. So I retired from the air force in December 1961. Having had such a hatred of working in an office what did I do? I went into banking [laugh]. I saw a friend of mine from air force days who went into it and seemed to enjoy it. It was industrial banking mainly not high street stuff, it was more flowing but it wasn’t my forte. I never objected to the year I spent at it. It made me realise that there was a difference from being an officer in the Royal Air Force with people telling you or you telling people what to do and the discipline attached to it, to mixing with the great British public. It was a very good leveller, I have never objected to that, yeah, although it wasn’t my forte. So whilst I was doing that I thought this is not my scene, let’s look around, see what’s coming up. I saw one or two things and eventually I saw an advert in the paper for management officials in NAAFI the Navy Army and Air Force Institute to train. There was an age limit of thirty I was then thirty five or thirty six so I thought let’s have a go at it and see what happens. My service career will offset the age difference, which it did. So I joined NAAFI as a trainee district manager and retired from it twenty six years later as a departmental manager. In between times I spent em, I finished my training rather quickly as I was sent out to Cyprus on the emergency when the Turks invaded northern Cyprus. Stayed there for four months then I went over to Libya went home then to Libya and I spent eighteen years overseas with NAAFI of my twenty six years with them. Climbing up the promotional tree, started off as a district manager then I became a senior district manager. Then I spent a year on the island of Gan and then onto Singapore from Singapore back of all places to Cyprus [laugh] and went there as a number two to Cyprus. Then back home for a short period and then I had London region, then I went to Singapore. I think I got the sequence right, anyway I went to Singapore twice. First of all, oh, from Gan I went to Singapore on special duties and I was a useful [unclear] for them as I knew the services a lot better than many others and I was doing a lot of liaison work and exercise planning and that sort of thing. Then I went back to Singapore a second time. That’s it from Singapore I had London, interesting working with the Brigade of Guards and all that sort of thing around London. And I then went back to Singapore running the Far East show as the command supervisor. From there I went to Germany as the number two for the whole of Germany and from there into London as a departmental manager. And I retired from there, I stayed on, they were going to retire me at sixty one which was the normal age but I said, I was not ready to go, I was very friendly with the em, I was very friendly with the MD and I stayed on until just before I was sixty five. That’s a long time ago.
DE: When was that?
GW: 1988. When I retired I spent a few months not doing a great deal except getting used to being retired and that sort of thing. We bought a new house in Hampshire, I already had a house in Aldershot which we sold and I bought another one just outside of Hindhead in Hampshire. I always had an interest in local politics but something I could never indulge in because of my in and out of the country all the time. Fortunately I got tied up with the local Conservative Party and became the secretary and things like that. In 1989, one of the two district councillors from my village had to pack up for business reasons. I said I would be quite happy to stand if it was for them, I did and I got elected and that was the next phase of my life. I carried on doing that up until the end of January 19 – no not 19, the end of January 2007 when we moved here, because my daughter and son had both moved to Ruskington. My daughter moved into the army and when her husband retired, a lieutenant colonel he was working in Scotland and then they eventually went back to the house in Hampshire. Decided they knew nobody but had friends here, one day approached us in ’89, ‘we are thinking of moving to Lincolnshire will you come?’ So what do you say? And we said we would, this is what happened. Then my son came up and spent some time with his sister and also bought a house in Ruskington, so we are all living in the village. And we came here in 2007, January 2007, I resigned from my role as district councillor in Hampshire and saw the local Conservatives here and said, ‘can I be of any use to you?’ That’s another story so I have now finished eight years as a district councillor in North Kesteven. And have started my next four years as I have been elected again. So I have had eight elections and got through all of them, and here I am. Really not for the tape I suppose this bit.
DE: Would you like me to pause it?
GW: If you can for a second.
[Recording paused]
DE: Okay so we are recording again. So earlier on you said you didn’t want to join the navy or the army but you wanted to join the RAF. Why not the navy or the army?
GW: I had no desire to live in slit trenches [laugh] I had a pretty good upbringing, you know life was very nice with my family and things. I didn’t really want to go and rough it in the trenches, perhaps I was too fastidious. The thought of going to sea for weeks on end and being perhaps seasick or anything like that I don’t know. I had no interest in them and perhaps I should go back and finish the story of my brother who was a captain, he was a prisoner of war, he contracted pulmonary TB whilst he was a prisoner of war and was due to be exchanged, in 1944, before the war finished. The first exchange they had of prisoners and he had a big haemorrhage and did not come home. But he came back in February 1945 and eh, he was in hospital and he came home he died, in September ‘46. So that was the saga. My brother was as big a chap as I was, an excellent swimmer and he just contracted the disease and I saw him waste away.
DE: Yes, a terrible killer.
GW: I think he attended my wedding, a picture, and that was it, two months later he was dead. So to answer your question there, I had no desire. Don’t forget there was a certain amount of glamour about flying in those days and aircrew were considered to be cuts above some of the others perhaps and nobody knew the scale of losses that Bomber Command suffered. I could never have guaranteed that I would have survived if I had gone on beyond my sixteenth trip, no way.
DE: You wanted to fly then?
GW: Oh yes I was keen on doing it and more so when I got into it, em, I enjoyed the navigation side, I really did.
DE: That was another question em, how did you end up being a navigator rather than any of the other trades?
GW: Well this was the selection process, we had to do one or two tests. I suppose my maths was a little bit better than other people, or what they were looking for at the time. After all the personnel people in London knew what was going to happen in the future and they were planning accordingly. Perhaps there was a shortage of navigators. Remember I started off as an observer and I had to wear the “O” badge and not the “N” badge because we had done a little bit of gunnery, a little bit of bombing, a little bit of photography. Just to get the feel of it, em, when one was flying in Scotland I remember flying past the Blackpool Tower and having to take a photograph and getting that settled and that sort of thing, so we dabbled in the whole lot. It was that before the four-engine bomber coming in, okay the Stirling came in, in ‘42 wasn’t it? The build-up of the Lancaster they compartmentalised, or whatever the word is, we more or less specialised in the particular role. So navigation being the big thing. The bomb aimer up the front dropped bombs, he was also the front gunner and that was it, we had to go through a selection process and took various tests, including a maths test. That was it I was invited to train as an observer, and then actually flew operationally as a navigator.
DE: I see, thank you. You went through in great detail of the times and places where your training was. What was the experience like, leaving home and joining the RAF and the training?
GW: Remember I had left home before and I was living in lodgings in Hertfordshire. So I did use the word remember after the three weeks at Regent’s Park we went and I called it boot camp. Brighton that knocked out any thoughts that you were important at all [laugh]. The drill instructors they were moronic [laugh] without a doubt. I lived in the Grand Hotel in Brighton. We used to parade on the front and of course the AOC of the Training Group 54, that was it 54 Training Group, I can’t remember, was Air Commodore Critchley the great greyhound man and racing man. Nearly all his officers were jockeys, little shorties. We used to parade and these characters would be wandering around making sure we were standing to attention [laugh] then we used to go on drill and the sergeants we had were absolute morons. Lived in the Grand Hotel with none of its splendour. We had our folding beds with three mattresses and I think we had four blankets and two sheets. Every morning we had to make our own beds, and the sheets’ width when we folded them had to be the same thickness as the blankets. So you had blanket, sheet, blanket, sheet, blanket and one blanket round it. You realised within about twenty four hours of getting there that you were never going to sleep in the sheets, because if the bed wasn’t made up the way it was supposed to be. You got back to your hotel, back to your room and there would be the bed all over the place, knocked down by the sergeants, the DIs. Lots of drill, that was boot camp. We lived like that, had to get on with it, the weakest would not survive. Paignton was glorious, I must admit, the West Country was great, the weather was great and life was great. Eastbourne, no problems really except we had many a disturbed night’s sleep, hence the move of the unit to Bridgnorth where we were transferred. Then Stranraer in winter, I can think of better places. Although we were supposed to be the darlings of the world, aircrew cadets, we slept in Nissen huts in double bunks and half the course after we got into the flying side, half the course would be flying at night the others in the morning and there were sixty of us in the hut. It wasn’t exactly glamorous living, the food was awful and then from there it was to Lichfield, don’t remember much about it, I think we got on with more of the job of flying and things. Then Hemswell of course, we were okay, no not Hemswell, Lindholme, the Heavy Conversion Unit, it was mainly flying, we were NCOs, remember up in Scotland and up until graduation we were LACs, Leading Aircraftmen. Then on graduation became sergeants.
DE: Was there a great difference to how you were treated after you became sergeants?
GW: We used the sergeants’ mess, we weren’t restricted as much as when we were airmen. Again [unclear] after the flying, we did not have many administrative duties to do as aircrew. When one was on the Squadron was flying of virtually nothing.
DE: What did you do in your time off when you weren’t flying?
GW: We enjoyed ourselves [laugh] we were young enough to do that. It was on reflection later on in life when one was a little more mature, I had the greatest admiration for my pilot who had a very young son, was married and people like that who were in their thirties and things. We had nothing to lose quite frankly. I can never recall, standing on the peri-track waiting to go out to the aircraft thinking that we wouldn’t come back. There were some that did of course, some just had their problems. But no we really didn’t think that way we didn’t have that responsibility. Okay I had parents but parents are parents aren’t. No we just got on with the job, certainly from my point of view.
DE: Do you think it was different for your pilot having a young son?
GW: I don’t know quite frankly one didn’t talk in that sort of way. We were there as a crew, we lived together except for the pilot, for the, eh bomb aimer, who was an officer he lived in the mess the rest of us lived in a Nissen hut that’s the crew. My pilot was a great smoker, first thing in the morning he would put his hand out of the bed and get a cigarette then light it and then cough and wait for the wake-up call. He em, he’d never smoke in the air, he saw, when he was on his staff job he had a Polish pilot friend who used to get into the Blenheim or whatever they were flying and light up. One day he lit up and going down the runway opening up, the aircraft just went up. Bill’s view was had the aircraft been cleared for smoking then they would have allowed it, because everybody smoked in those days, or virtually everybody. Although he was a great smoker from the first light from waking up in the morning to going to bed, he never smoked in the air. And it used to be great fun because we’d get back, we did the odd nine hours sortie, we would all as we were taxying around to dispersal we would all get back to the rear door to get out to give him the clear run as soon as he had switched off his engines and done what he had to do. He was down that fuselage like a bull in a china shop, out of the aeroplane, over to the edge of the dispersal the great cigarette on [laugh].
DE: So did you not smoke then?
GW: I used to smoke a pipe. My dear father said to me if you are going to smoke, make sure you smoke a pipe. The first time I wore uniform, St John’s Wood, Regent’s Park, we got our uniforms that afternoon, three of us came out of the flats to go the cinema at Swiss Cottage and as we were just leaving the flats up came our young course officer. We threw him up a salute we thought, great stuff this is what you have to do, gave him a salute. He called me back and said ‘young man we don’t normally salute with a pipe in our mouth’ [laugh].
DE: The problems you had with your ears, what were the RAF medical services like, the medical officers in the hospital?
GW: Oh great no troubles at all.
DE: So what was the procedure for?
GW: Well in those days it was powder basically, the second time it was an injection [laugh].
DE: What in your ears?
GW: No it was a sort of type of penicillin we used if I remember. Certainly when I blew it the second time I finished up in hospital in Wegberg. I, used to get an injection for a few days, it was mainly playing it down. I had no trouble with them.
DE: So when the problem first occurred did you first have to report to the Medical Officer?
GW: Oh yes, landed you know I reported, told them what had happened in sick quarters. I can’t remember the time scale but a couple of days later I was off to hospital. I think Northallerton the RAF hospital there. I was there for a few weeks, it was there I was commissioned; I had to be let out of hospital to go down to, to go and buy my uniform and all that sort of stuff.
DE: So apart from when you had trouble with your ears you did not have any contact with the Medical Officer for any other reasons?
GW: No, nothing else wrong with me.
DE: You mentioned one point, I think when D-Day was on, you were actually at the aircrew reselection place at Eastchurch, I have read that this was a rather infamous place?
GW: In what way?
DE: I’ve read that was where people were sent who were LMF.
GW: Could be, wouldn’t know.
DE: Did you ever know or hear of anybody?
GW: Never met anybody, no.
DE: Any rumours?
GW: Possibly, yes possibly one heard about this sort of thing. There might have been some going through and of course they would have been shunted away. No chaps that sort of teamed up with they all went off to other flying duties.
DE: I’m also quite intrigued you – after the war you also got to flying Mosquitoes and Meteors and other aircraft. Which do you think was your favourite aircraft?
GW: Of those three? Oh the Lancaster without a doubt. I wasn’t a happy bunny in the all-weather world, I thought it was a blip chasing job and not a navigation job, but we did the odd navigation exercise and cross countries, n the main chasing another aeroplane, just as a blip on the screen was not my idea of navigation.
DE: Why did you want to get into Mosquitoes towards the end of the war?
GW: Well it was something new, one didn’t realise at the time. The second time I went back I had no choice I wasn’t meant to be back to it.
DE: So why in particular the Lancaster?
GW: Well of course it was the operational time of life. Remember my time on Mosquitoes and the jets was post-war it was only training all the time. Em, the Lancaster was just such a lovely aeroplane, it was reliable, it was fast for its time, mustn’t forget that. And one was doing the job for which one was trained. I was intrigued by navigation. I did do the staff and navigation course later on in life and part of that waiting to go on the course I spent a few hours on Canberras at Basingbourne before that closed down. Filling in time and then I went to Shawbury and did the staff N course. No navigation was intriguing and doing these long flights over to Germany in those days where you did not have all the facilities you have nowadays it was [laugh] it was a challenge.
DE: I suppose it was your job to see that your way should be in the bomber stream and arrived at the right time?
GW: Yeah absolutely. Yes you had it there and you had winds forecast and it was a forecast there was no met coming back from Germany [unclear]. I think the thing was, the only radar the Lancaster had was the Gee box and that used to get swamped by the time we got over Holland, about four degrees east you might get the odd circle afterwards. The big thing was to get as many wind fixes or fixes to take wind strength and things as you were flying over there from UK to Holland and then applying your own thoughts to the met forecast that you received and working on that and then, getting down to N=navigation and time keeping.
DE: Can you describe for me the process of getting a fix for the wind?
GW: Well take it from the radar, you knew the track you were flying, remember you had your map in front of you, your chart, get a fix on the Gee box and it was not analogue, you had to read it on the screen. So speed was of the essence, you get your fix, you plot it on the chart the Gee chart, transfer it onto the other chart. You knew what time you took it, you could work out where you should have been on your course, connect it up to your fix, which incidentally would tell you where you were relative to track and that would give you your wind speed and direction. Now speed is the essence, when you first started training you thought if you could do one, all this within ten minutes it was good going. After a little while on Lancasters and little experience you could do it in a couple of minutes. That was interesting when the war finished I told you I was going onto selection stage again. That we were flying Ansons and we were filling in time, this was at Half Penny Green and flying back on the Anson I could get a fix and read a book [laugh]. Peacetime flying and filling in time, I think I did a three hour cross country and only used one side of a log so completely happy. It is like everything else you become more experienced and more skilful. We weren’t too complicated with em, navigation aids or they could be. So really all we had was the Gee box and astro, we didn’t get any of the other things I think H2S came in and stuff like that. We never got that on 101 Squadron because we were carrying the extra body and extra equipment so the weight factor ruled it out.
DE: You mentioned Harris being at the briefing for the Peenemunde raid, what did you and your crew think to Harris?
GW: [laugh] what a man they called him Butch Harris. As a nineteen year-old two things that stood out at the briefing. First of all when we were all settled in the briefing room, we used to get officers not connected with operations coming in for briefings. I suppose the equipment officer or something like that. First thing he did was to order out anybody not directly connected with the raid. When that happened the curtains went back. He wasn’t gruff, no, another thing intriguing with him, sitting on the stage he had all these aircrew in front of him, what if we had twenty aeroplanes if we had that number, probably a little less, you were thinking in terms of a hundred and forty aircrew plus the various specialists who were also involved. So you had this whole room there, the Commander in Chief Bomber Command. Took a cigarette out of his case got his lighter to light it, it wouldn’t go, perfectly happy he kept flicking it until he did get a light. I thought that to some extent showed the calibre of the man, he wasn’t embarrassed, just got on with it and then at the end you know when he had the final word, his comment you know, ‘good luck chaps, but if you don’t get it tonight, you are going back tomorrow night and the night after’. I don’t suppose really it was until after the war, I read the Max Hastings book on the bomber offensive that one realised how lucky one was to survive sixteen trips. One might have thought then, God if I had known [laugh], who knows but, that’s how it was. It was a phase of life and I have often said it to people, I said it to a lady on Monday with two young children who was flag raising things who was asking me questions. I had to say to her, that 1939 onwards, we were all involved and there was a totally different approach to life from the recent, wars that we have had and God forbid I would have hated to be in any of these wars in Iraq and Afghanistan where you could not identify your enemy from anybody else, but it only impacted on a small percentage of the population, i.e., those that were involved and their immediate families and circle and so people like myself and other. My son never served, my son in law he was in Northern Ireland but he didn’t do Iraq he was out before that. It had no direct impact on us and unless you’ve lived in the ’39 –‘45 bubble and the build up to it before and possibly as it started, it is difficult to envisage how people felt. You can possibly see that as a historian.
DE: Oh most definitely, yes. Which kind of leads me to another question. What are your feelings and thoughts about how the war and in particular how Bomber Command and Harris have been remembered?
GW: Badly, Harris was the only major commander who did not become a viscount. He was fobbed off with a Knight of Garter or something I’m not sure. Never got it anywhere [pause] and a lot of that was connected I think with Dresden and people tend to look on Dresden in a romantic light of the city as it was and not what it actually was. It was a major stumbling block for the Russians to move westwards, it was a railhead, it had armaments there and God knows and therefore it was a prime target at that time. It should have been bombed, the fact that it was destroyed, part of the game. People do not talk about Hanover sorry Hamburg and that suffered just as badly as Dresden did. I can recall when I was in Germany in ‘46 having come out of Hamburg in an armoured car, standing on it on the autobahn outside, looking back and its sheer desolation. But we do not talk about Hamburg because it was an industrial port and things like that. So, Bomber Command were badly done by, I’m never certain that we deserved a Bomber Command medal per se. I think what they have done by giving us the bar is on par with what they did for Fighter Command, Battle of Britain. So they didn’t strike any particular gong for the Battle of Britain which after all was the saving grace of the country at the time. They got us through that period when we were most vulnerable to build on things to get to where they got to in the end. They got their bars, I am perfectly happy with the bar I have got on my aircrew Europe. That did differentiate anyway Bomber Command the people who flew up to D-Day. D-Day got the aircrew Europe Star. People after D-Day got the France and Germany. So yes but I do think that Harris got the bum’s rush so to say and I think he deserved more.
DE: Thinking back to the start of your interview you did mention that you witnessed being on the wrong end of some Luftwaffe bombs in London and again V1s and V2s and then you also talked about was it Cologne and looking down seeing the fires burning because you were in the third wave.
GW: On the last wave, yes. As we approached. I didn’t mention it but this is a real thought a real target somewhere about one o’clock, or later. As we were going along before we got to the target I was thinking had I been on leave, I would have been out or thinking about going home em, at about the time we were bombing. So a little wave and I emphasise the word, a little wave of sympathy went through about doing it and then then it disappeared completely. I had no compunction after that at all. There was a war we were doing it, these targets had to be bombed. I do know some people did suffer, I met a chap at a reunion of 101 Squadron two or three years ago. He lives out at Wragby if he’s still there and he was still having nightmares and hated the Germans. I didn’t, I haven’t had nightmares I must admit. I don’t hate the Germans in fact I lived in Germany after the war as a NAAFI official and I had a Berlin operation, I was in charge of Berlin at one stage completely divorced from the Berlin budget and what went on in the zone. I remember I had a lovely secretary Frau [unclear] whose husband was a real German officer from the Prussian side and one day she was going on about being bombed out, he was in Berlin at the time, he lived in the forest, Charlottenberg area and she talked about being bombed out in 1943. I said ‘what date was that?’ and she told me, ‘I went home because I’d been to Berlin’. Next I said ‘I wasn’t over here that night’ [laugh]. That’s how we got on and we kept in touch for many years after I left Berlin. She died several years ago, no I never had any problem. It’s a phase in life and I said to somebody the other day to me the war was very good because it got me out of printing [laugh] which I did not enjoy one little bit. In those days you know young chaps didn’t have a choice in careers, it was virtually sorted out by the parents. You didn’t have the freedom that they have nowadays. To become a printer was way up on top of the working ladder. Not so sure it is nowadays with unions and who knows what, but no, for me it was a release. Also taking the chance that I did because when I packed it up I was only on a four year commission to start with and I got my permanent commission when I was there.
DE: And then got to see a bit of the world a bit?
GW: And see a lot of the world, so very privileged.
DE: Smashing, I think I have ticked all the little notes I have made. Right at the end if you could tell me your thoughts on the memorial itself that we are building.
GW: I think it is a wonderful idea. I first met the Lord Lieutenant when I, shortly after I became a district councillor and we had our annual civic service and I remember going to that. I was a very new boy, this was in 2007 and the leader of the council, Mayor Marion Brighton introduced me to him, because I had been in Bomber Command and we chatted. I remember him saying to me, I think that this was before the London memorial was built, ‘I think it should be here in Lincolnshire, not in London’. So many of the boys took their last steps in Lincolnshire, you know the twenty two thousand, too their last steps in this county. I remember saying to him, “I quite see where you are coming from sir, I called him sir, but at the end of the day London is the capital of the country and a memorial of that sort should be in London’. I admire him because he did not take any action or overt actions until that was up and then he started. I think he has done a wonderful job and he has an RAF background through his father and his grandfather ha, ha. And I think he is still doing it and I look forward to still being here on the 2nd of October. Who is going to do it or is that still hush, hush.
DE: It is still hush hush.
GW: I don’t care, just want to be here.
DE: Thanks very much.
GW: Pleasure, nice to talk to you.
DE: Oh no pressed record. This is Geoffrey Whittle again, same day same place.
GW: The daily routine on the squadron assuming you hadn’t flown the previous night. Usual thing, get up in the morning, breakfast, go down to the flight or the squadron and Ludford Magna, we lived on one side of the Louth Market Rasen road and the airfield was on the other side. So you go down to the, squadron, might be something going on locally, or not very much. But the main focus was on what was going to happen that night, so you’d be waiting for the battle order to come out. Soon as that was out and pinned up you looked to see if you were on. If you were on the op then your day was conditioned. As a navigator, we would more often than not have pre-nav briefings before the main briefing, that would be a fixed time. Go out to the aircraft and meet the ground crew, not necessary the same aeroplane every time eh, check it over, your own little bit. The gunners would go do what they wanted to do. Then back of to lunch. If I had a nav briefing in the afternoon then you would go down and do your pre-flight planning, then back to the billet. Then off course main briefing, meals main briefing that sort of things, off you go. We were flying in the summer time so all our trips were pretty late at night. Take off, your take off time was fixed then off you go and then ninety percent of the time you would be climbing over base to an operational height and the skies over Lincolnshire used to be pretty full of aeroplanes I can tell you. We developed a system of getting out of it. Saw no point in hanging around, circling with all these people doing the same thing, so we, so we used to shoot off west and climbing steadily and my job then as a navigator to get them back at height over base at the right time, then we would set course. Do the op, get back, land, debrief, breakfast, bed. Sometimes bed would not be until five of six o’clock in the morning. I told you earlier on after our Berlin trip there was no bed it was into Louth, getting the train off on leave. That was it and that went on day in and day out. Then of course we did not fly during the moon period, then you were free, you could do what you liked. There was no booking in or booking out at the guardroom, as senior NCOs and officers you could do as you liked.
DE: So where did you go?
GW: Used to go into Louth.
DE: What were the attractions in Louth?
GW: I couldn’t possibly tell you [laugh]. I could actually it was quite innocent I met a very nice young lady whose parents owned the, was it the Kings Head in Louth? It’s deteriorated, it was quite a nice hotel in these days and they also owned one in Boston. She ran the one in Louth and the parents ran the one in Boston and I would go into Louth and stay the night. Separate rooms I hasten to add. There was none of that nonsense going on in these days. Well it did go on but it didn’t go on in my life. So I would go into Louth or might stay in for the evening and go to the mess, whatever was going on, but, we were not restricted, we were free.
DE: Did you ever go to the NAAFI?
GW: Not as a sergeant. We lived on NAAFI food in Scotland I can tell you the mess food was dire, it was so appalling we had to use it. Yes as an airman I would go into the NAAFI but once one graduated if that was the right word, it was sergeants’ mess, you didn’t go to the NAAFI.
DE: Okay.
GW: They were nothing like they are today I can tell you or they were. They don’t operate in this country now.
DE: Yes quite. Okay thank you very much, I shall press stop again.
Dublin Core
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AWhittleG150626
Title
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Interview with Geoffrey Whittle
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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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01:18:13 audio recording
Description
An account of the resource
Squadron Leader Geoffrey Whittle was born in London. After leaving school at fourteen he became an apprentice printer in the family business. He volunteered for the Royal Air Force on the outbreak of the Second World War and trained as a navigator. He served with 101 Squadron at RAF Ludford Magna. For his fifteenth operation to Hanover, he was awarded the DFM. Having suffered a perforated eardrum on his sixteenth operation, he was grounded for six months. He then flew briefly with Air Sea Rescue. At end of the war, he joined the RAF Regiment on a short-term commission but continued to serve on both ground and flying duties until retirement in 1961. He then worked with the NAAFI (Navy Army and Air Force Institutes), becoming a senior manager, until 1988. He subsequently became a councillor in Hampshire and Lincolnshire.
Creator
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Dan Ellin
Date
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2015-06-26
Contributor
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Hugh Donnelly
Mal Prissick
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
Germany--Peenemünde
England--Lincolnshire
England--Yorkshire
Germany--Hannover
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941
1942
1943
1943-06-25
1943-09-27
1944
1945
101 Squadron
1656 HCU
27 OTU
air sea rescue
aircrew
anti-aircraft fire
bombing
Bombing of Peenemünde (17/18 August 1943)
briefing
crewing up
Distinguished Flying Medal
Gee
H2S
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
Master Bomber
Meteor
mine laying
Mosquito
navigator
Navy, Army and Air Force Institute
Operational Training Unit
RAF Lindholme
RAF Ludford Magna
RAF West Freugh
training
Wellington