1
25
25
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/209/3348/ABellJR150727.2.mp3
9d02f41eac38212c78457bf9772c6f97
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
Bell, John Richard
John Richard Bell
John R Bell
John Bell
J R Bell
J Bell
Description
An account of the resource
Two oral history interviews with Wing Commander John Richard Bell DFC (-2024). He was a bomb aimer with 619 and 617 Squadrons in Flying Officer Bob Knights’ crew.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-27
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Bell, JR-UK
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
The interview is taking place at Mr Bell’s home in Storrington on 27th July 2015. During this interview Mr Bell recounts his experiences as a bomb aimer in 617 Squadron.
JB: I and my crew begged Wing Commander Cheshire when we asked if we could join his squadron and he was sat in his office, very nice man to talk to, we were an experienced crew and he still wanted to know why we wanted to join his squadron, so we told him that we would like to be flying a little lower, nearer the ground, but he said ‘oh, but we’re not going to be doing that any more, we’re operating normally’ which of course they were but they were operating mainly over targets in northern France, practically to the build up to the invasion obviously and one installation that I remember on operation was against the [unclear] works at Limoges which was the first time that Leonard Cheshire had marked the target with his own flares and, er, having found that marking was essential he came over the factory at about two to three hundred feet and dropped twice, to drop flares on the target and to ensure that the French workers in the factory could get out and get into the shelter, the word being that we should try to avoid killing French workers during our bombing campaign. He was a very compassionate man and very easy to talk to and very good, very easy to get on with, he didn’t stand on ceremony and he didn’t order you to do things, he just asked you to follow him, whatever he was prepared to do, he was an exceptional man, an exceptional leader. Early in 1944 the Allies became aware of [unclear] reconnaissance of some large structures, concrete structures being built in the Pas de Calais area of France. They did not know what they were at that time although they suspected they were something to do with the V weapons programme which had been discovered after the attacks on Peenemunde. Following the attack on Peenemunde it was known that the Germans were developing two weapons, a rocket programme and also a pilot’s - aeroplane programme carrying, each carrying one tonne of explosive warheads. The V1 launch site was discovered in the Pas de Calais area early in 1944 and also at that time the two large concrete structures which the Allies were not sure of their purpose but felt they were probably connected to the rocket – V2 Rocket programme. The V1 sites were attacked by Bomber Command throughout the next three months of 1944 and the construction of the - what became known as the V2 programme, the two sites, one in the Eperlecques Forest and one near Saint-Omer at [unclear] were watched as the building progressed but they were large concrete structures and could not be attacked, although they were attacked with conventional weapons but not put out of action until the 617 Squadron was equipped with the Tallboy in June 1944. The site at [unclear] near Saint-Omer consisted of a chalk quarry with a cliff at the far end of the quarry and on the top of the cliff we saw the construction of a concrete dome, obviously built there to protect the workings within the cliff. 617 Squadron were assigned to attack it on – several times in June and July, I think about four times altogether, mainly because of cloud interfering on two occasions and Tallboys were used to destroy all the facilities of the site and in fact one landed close to this concrete dome which obviously destroyed the foundations of the structure. One of the operations I was on was the 17th July 1944 and it was a clear day and we approached the site from the north-west and from a long way away I could see quite clearly, from the bomb aimer’s position, the dome covering the installation in the quarry. We approached at the normal speed of close on one hundred and eighty to two hundred miles an hour and at a height of around eighteen thousand feet. I signed up er [pause]
AP: It’s OK John, just keep -
JB: I switched on the bomb sight and carried out all of the normal procedures for the bombing run and directed the pilot to - on the bombing run. This took some time, we were on the run for at least five minutes and the - I had the dome in my bomb sight for all of that time and at the appropriate moment the bomb was automatically released. It was a clear day and I saw the bomb – the Tallboy going down and I followed it all the way down to the target and it exploded just beside the dome, there was an enormous explosion, so that was recorded as an almost - a direct hit and in fact I did shout out ‘Bullseye’ to the crew to let them know that we’d had a pretty good hit.
AP: And the consequence of what happened, about what it did, can you talk a little bit about what – later on you discovered that -
JB: Later, much later, we discovered that the foundations of the dome - the supports of the dome had been severely disrupted and it had tilted to one side. Obviously the site was then unusable, other Tallboys had bombed the whole of the site and the whole facility was useless by then. On the 25th of July 1944 the squadron continued its attacks on the V weapons sites in the Pas de Calais, we bombed the first V2 site that we’d seen at the Eperlecques Forest and this was a large concrete structure which would have taken a great deal of destruction by Tallboys to put it out of action. It - there were several direct hits on the target on that particular day and eventually the installation was put out of action by our attacks and only the oxygen-producing facility was maintained there. Both sites were never able to launch V2s as they were programmed to do. A third construction site was discovered at a village called Mimoyecques, also in the Pas de Calais area, and it was noted that there were a number of concrete underground installations with a pattern of openings in the tops of the structures. The purpose was not known although it was thought that they were – it was going to be used for the launch of some sort of rocket projectile. The whole site was bombed by the main force of Bomber Command and also by 617 Squadron and their Tallboys were able to penetrate deep into the earth and destroy the foundations of these concrete structures, thereby putting it out of action. It was only discovered - the true purpose of the site was discovered after the Armies – the Allied Armies moved through following D-Day and found that it was a site designed to launch projectiles with a warhead of several kilograms towards London and the number of missiles that would have been launched could have been as high as three thousand a day. The intention of the site was to bombard London with projectiles from these - from this supergun, each carrying a warhead of around thirty kilos of explosive and the intention was from the number of projectiles that they could launch would result in some three thousand shells, so-called shells landing in London every hour and the destruction of the site obviously saved London from an enormous barrage of artillery from long range. This site at Mimoyecques was extremely difficult to bomb because it was all buried underground and there was very little to see on the surface except two concrete structures but er – and of course the whole of the site had been bombed pretty heavily by the normal weapons by aircraft from Bomber Command and the United States Airforce so the 617 crews had difficulty in seeing the site but nevertheless were accurate enough with their Tallboys. On July 6th 1944 617 Squadron aircraft, led by the CO, Wing Commander Leonard Cheshire, attacked the site at Mimoyecques with Tallboys and completely destroyed the site. This operation on the V3 site at Mimoyecques was Wing Commander Cheshire’s one hundredth bombing operation throughout his bombing career from 1941 onwards and he was stood down from bombing following that day, he was then awarded the Victoria Cross for completing all the operations and for his valour in doing so and his leadership and he was followed in command of the squadron by Wing Commander [unclear] Tate, Wing Commander Tate. In 1941 Barnes Wallis who had given great thought to the bombing of various targets in Germany, particularly those underground or buried installations, and he saw the need for a bomb other than a blast bomb, which was currently in use, a bomb to penetrate the earth and explode below causing some sort of an earthquake. His thought at that time was for a very large bomber flying at forty thousand feet and carrying a ten tonne bomb which of course was quite impractical at that time, but in 1943 the launch of the Air Ministry brought out his project again and asked him to design something that could be carried by perhaps the aircraft of the day, the Lancaster, and so he designed what became known as the Tallboy and he designed it in three sizes – four thousand pounds, twelve thousand pounds and twenty-two thousand pounds, all at that time called Tallboys. The four thousand pound was tested and was found not to be as stable as they thought it should be so the fins on the tail were turned to five degrees from the vertical and this helped to - the bomb to spin as it was dropped thereby giving it great stability and the twelve thousand pounder then became known as the Tallboy and the twenty-two thousand pounder was called the Grand Slam, the twelve thousand pounder was issued to 617 Squadron immediately after D-Day and the first operation was against the Saumur tunnel on I think the 9th of June 1944 and the – it was a complete success in destroying the tunnel and from then on the squadron operated almost solely with Tallboys and later with the Grand Slam, the weapons being central in the destruction of the V weapon sites and any other installation that had been buried below the ground. It had also of course - was later found very – found to be the ideal weapon for destroying bridges and canals so a great weapon by Barnes Wallis again used by the squadron. On the 5th August 1944 we carried out a daylight attack on the U-Boat pens at Brest. This was in bright daylight, sunny day, and I can remember dropping my Tallboy onto the area of the pens and I think it hit fairly close by. My memory of the day is that there was an enormous amount of flak, very heavy flak over the target area but we were, we were not hit, we escaped. My job in the crew in the Lancaster was as a bomb aimer and also as front gunner if need be and my job was to guide the pilot towards the target and then to concentrate on dropping the bombs on whatever the target was and dropping them as accurate as possible and my abiding picture of the whole of all the operations I did, particularly those over Germany at night, was of approaching the target area - the city that was under attack or was about to be attacked and to be met with a wall of anti-aircraft fire. The German gunners would fire their shells into a box at around twenty thousand feet, which was the height we were aiming at, aiming to be at, and we just had to fly through that. It was a pretty awesome sight to behold some miles before we reached the target but by concentrating on what we had to do we just had to ignore it, there was no way you could ig – you could dodge anti-aircraft shells, you just have to fly through them and hope that you’re not going to be hit even by a small amount of shrapnel which of course could damage a vital part of the aeroplane but we were very fortunate that all our operations – that we got through all of them unscathed. Following the raid on the German dams 617 Squadron later became, became used to operate on many other targets for which it was equipped with a bomb sight, a new bomb sight, the stabilising automatic bomb site, also known as SABS. This was a precision-built bomb sight and it was not, it was not used in any other – by any other squadron, mainly because it was difficult to build and very few were actually made. The invention and design of the Tallboy weapon by Barnes Wallis was the – a most important weapon that arrived at the right time in 1944. It was the only weapon that could have destroyed the targets against which it was used, conventional weapons at that time were blast weapons and would have had little or no effect on the structures that the Tallboy attacked and it was, it was essential of course to use it against targets which were buried underground and also, er, heavily armoured targets like battleships, the [targets ?] could never have been bombed by anything else other than a Tallboy so the Tallboy was really the crux of the whole bombing campaign from 1944 onwards to, to hasten the end of the war by destroying those targets which the Germans hoped to use to counter the invasion forces, it just was the [emphasis] weapon that was needed at the right time. The Tallboy was carried in the bomb bay and supported in there by a strap which had – the connection of the strap was electrically operated by the bomb sight at the critical moment. The top of the bomb had a hole drilled in it and in the roof of the bomb bay was a metal plug and the plug was – so when the bomb was hoisted into the bomb bay it married up with the plug and the strap was fitted underneath it and that secured it into the bomb bay. At a critical moment the bomb sight automatically triggered the release mechanism for the bomb, the strap separated and the bomb dropped out. The wireless operator’s job was to go back and wind in the two straps – two parts of the strap. The one thing about the Tallboy was that it was expensive to produce and they could not be produced very quickly so they were in limited supply and we were told that if you can’t drop the bomb, if you can’t see the target, don’t drop it, just don’t drop them all over France said Leonard Cheshire and we were instructed to bring them back which we did on several occasions when cloud obscured the target and – or smoke and if we couldn’t see it clearly then we would bring the Tallboy back and landing with a twelve thousand pounder was not funny and one had to be very careful – the pilot land very carefully which he did of course and there were never any accidents with them as there were never any accidents with the crews that brought back the twenty-two thousand pound Grand Slam when they couldn’t drop it so the aircraft was built to carry it and we never had any problem with it. Following the raid on Brest on the 5th August I completed – that completed my 50 missions constituting two tours of operations that I could retire from operating now and attend to further duties in training other crews in the training, training line. The squadron went on to other targets on U-Boat pens and military and, and naval targets throughout the rest of the war.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Identifier
An unambiguous reference to the resource within a given context
ABellJR150727
Title
A name given to the resource
Interview with John Richard Bell
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
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IBCC Digital Archive
Type
The nature or genre of the resource
Sound
Language
A language of the resource
eng
Format
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00:21:47 audio recording
Conforms To
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Pending review
Pending OH summary. Allocated T Holmes
Creator
An entity primarily responsible for making the resource
Andrew Panton
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-27
Description
An account of the resource
John Bell completed 50 operations as a bomb aimer with 617 Squadron before becoming an instructor.
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
England--Lincolnshire
Atlantic Ocean--English Channel
France--Mimoyecques
France--Saint-Omer (Pas-de-Calais)
France--Saumur
Germany--Peenemünde
France--Watten
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Contributor
An entity responsible for making contributions to the resource
Gill Kavanagh
617 Squadron
aircrew
anti-aircraft fire
bomb aimer
bombing
bombing of the Mimoyecques V-3 site (6 July 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Grand Slam
Lancaster
Normandy campaign (6 June – 21 August 1944)
Tallboy
V-1
V-2
V-3
V-weapon
Wallis, Barnes Neville (1887-1979)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/416/7525/LTwellsE171780v1.2.pdf
73558e079e66be61a7b00685db613f4a
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
Twells, Ernest
Ernie Twells
E Twells
Description
An account of the resource
19 items. The collection concerns Flying Officer Ernie Twells DFC (1909 - 1979, 6042416, 805035 Royal Air Force) and contains his log books training notebooks, his medals and lucky mascot. It also includes a scrap book of photographs.
Ernie Twells served as an engine fitter before remustering as a flight engineer. He completed 65 operations with 619 and 617 Squadrons including sinking the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ernest Twells and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Ernie Twells’ navigator’s, air bomber’s and air gunner’s flying log book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
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LTwellsE171780v1
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
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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
Royal Air Force Flying Log Book for Ernie Twells, flight engineer, covering the period from 15 June 1943 to 19 August 1945. Detailing training, operations flown and post war flying. He was stationed at RAF Swinderby, RAF Woodhall Spa, RAF Bramcote, and RAF Nuneaton. Aircraft flown in were Lancaster, Wellington and Dakota. He flew 65 operations. 24 Night operations with 619 Squadron. 25 Daylight and 16 Night with 617 Squadron. Targets were, Antheor Viaduct, Berlin, Boulogne, Brest, Brunswick, Dusseldorf, Essen, Etaples, Frankfurt, Hamburg, Hannover, Juvisy-Paris, Kassel, La Pallice, Le Havre, Leipzig, Lorient, Lyon, Milan, Modane, Munich, Nurnberg, Pas de Calais, Rilly La Montagne, Saumer Tunnel, Siracourt, St Cyr-Paris, St Etienne, Tirpitz-Alten Fiord, Tirpitz-Tromso. Toulouse, Watten and Wizernes. His pilot on operations was Flight Lieutenant Knights.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Spatial Coverage
Spatial characteristics of the resource.
Germany
Italy
Great Britain
Norway
Atlantic Ocean--Bay of Biscay
England--Lincolnshire
England--Warwickshire
France--Boulogne-sur-Mer
France--Brest
France--Etaples
France--La Pallice
France--Le Havre
France--Lorient
France--Lyon
France--Modane
France--Paris
France--Pas-de-Calais
France--Saint-Étienne (Loire)
France--Saumur
France--Toulouse
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Hannover
Germany--Kassel
Germany--Leipzig
Germany--Munich
Italy--Milan
Norway--Tromsø
Germany--Nuremberg
Germany--Braunschweig
France--Watten
Germany--Düsseldorf
Atlantic Ocean--English Channel
France
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-08-15
1943-08-16
1943-08-27
1943-08-28
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-06
1943-09-07
1943-10-03
1943-10-04
1943-10-05
1943-10-08
1943-10-09
1943-10-18
1943-10-19
1943-10-20
1943-10-21
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-22
1943-11-23
1943-11-24
1943-11-26
1943-11-27
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-27
1943-12-28
1944-01-01
1944-01-02
1944-01-14
1944-02-08
1944-02-09
1944-02-12
1944-02-13
1944-03-02
1944-03-03
1944-03-04
1944-03-05
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-17
1944-03-28
1944-03-29
1944-03-30
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-23
1944-04-24
1944-04-25
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
1944-07-17
1944-07-20
1944-07-21
1944-07-25
1944-07-31
1944-08-01
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-11
1944-08-13
1944-08-14
1944-08-16
1944-08-18
1944-08-27
1944-09-11
1944-09-12
1944-09-15
1944-09-20
1944-09-21
1944-10-28
1944-10-29
1944-11-12
1944-11-13
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
1660 HCU
617 Squadron
619 Squadron
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
bombing of Toulouse (5/6 April 1944)
C-47
flight engineer
Heavy Conversion Unit
Lancaster
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operation Catechism (12 November 1944)
Operational Training Unit
RAF Bramcote
RAF Swinderby
RAF Woodhall Spa
Tirpitz
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1564/43462/LCurtisA1579599v1.2.pdf
c5064b0ec6a041bfe12c4be8fcc84cff
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
Curtis, A
Curtis, Len
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
2016-11-30
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
Curtis, A
Description
An account of the resource
Three items. The collection concerns "Len" Curtis (1579599 Royal Air Force) and contains his log book, documents and a manuscript. He flew operations as a bomb aimer with 106, 630 and 617 Squadrons.
The collection was loaned to the IBCC Digital Archive for digitisation by Cary Curtis and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Len Curtis' Flying Log Book
Description
An account of the resource
Len Curtis' Flying Log Book as Air Bomber from July 1942 until 5 August 1944 when he was reported as missing in action. Started at 15 EFTS then 10 AFU. 29 OTU, 1660 CU. Posted to 106, 630 and 617 Squadrons for operations.
Served at RAF Dumfries, RAF North Luffenham, RAF Swinderby, RAF Syerston, RAF East Kirkby, RAF Woodhall Spa. Aircraft flown were Tiger Moth, Anson, Botha, Wellington, Lancaster. Carried out a total of 39 operations. One night propaganda leaflet drop with 29 OTU, 11 night operations with 106 Squadron, 11 night operations with 630 Squadron, 9 day and 7 night operations with 617 Squadron. Targets included Paris, Berlin, Nuremberg, München Gladbach, Munich, Kassel, Frankfurt, Stuttgart, Hannover, Dusseldorf, Toulouse, Saumur Tunnel, Le Havre, Boulogne, Watten, St Omer, Wizernes, Rilly la Montagne, Siracourt, Etaples, Brest. His pilot on operations was Flying Officer Cheney.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Nottinghamshire
England--Rutland
Scotland--Dumfries and Galloway
Germany
Germany--Ruhr (Region)
Germany--Berlin
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Kassel
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Stuttgart
France
France--Boulogne-sur-Mer
France--Brest
France--Etaples
France--Le Havre
France--Marne
France--Paris
France--Saumur
France--Saint-Omer (Pas-de-Calais)
France--Siracourt
France--Toulouse
France--Watten
Atlantic Ocean--English Channel
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
LCurtisA1579599v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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1943-07-01
1943-07-02
1943-08-23
1943-08-24
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-03
1943-09-04
1943-09-06
1943-09-07
1943-10-03
1943-10-04
1943-10-05
1943-10-07
1943-10-08
1943-10-18
1943-10-19
1943-10-22
1943-10-23
1943-11-04
1943-11-05
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1943-11-26
1943-11-27
1943-12-02
1943-12-03
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-24
1943-12-25
1943-12-29
1943-12-30
1944-01-01
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1944-08-04
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1944-08-06
Format
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One booklet
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Nick Cornwell-Smith
106 Squadron
1660 HCU
29 OTU
617 Squadron
630 Squadron
Advanced Flying Unit
aircrew
Anson
bomb aimer
bombing of Kassel (22/23 October 1943)
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 Saumur tunnel (8/9 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
bombing of Toulouse (5/6 April 1944)
Botha
Heavy Conversion Unit
Lancaster
Manchester
missing in action
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operational Training Unit
RAF Dumfries
RAF East Kirkby
RAF North Luffenham
RAF Swinderby
RAF Syerston
RAF Woodhall Spa
Tallboy
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/20634/BCleggPVWilsonDv1.1.pdf
52fe453884f3b8aa4fb3ff000cb8677a
Dublin Core
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Title
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Clegg, Peter Vernon
P V Clegg
Description
An account of the resource
Eight items and five sub-collections. Main collection contains a log of Pathfinder operations from RAF Wyton 1943 -1944, histories of the Avro repair facility at Bracebridge Heath, and Langar, a biography of Squadron Leader David James Baikie Wilson, biography of Squadron Leader Lighton Verdon-Roe, a book - Test Pilots of A.V. Roe & Co Ltd - S.A. 'Bill' Thorn, and two volumes of book - Roy Chadwick - no finer aircraft designer, Sub-collections contain a total of 29 items concerning the Aldborough Dairy and Cafe as well as biographical material, including log books for Alan Gibson, Peter Isaacson, Alistair Lang and Charles Martin. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1772">Aldborough Dairy and Cafe</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1768">Gibson, Alan</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1769">Isaacson, Peter</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1770">Lang, Alastair</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1771">Martin, Charles</a><br /><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Clegg and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2015-07-02
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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Clegg, PV
Transcribed document
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Transcription
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[underlined] A bomber pilot’s journey through WWII. [/underlined] Page 1.
(A Veteran from 617 Squadron – David Wilson).
Sqd. Ldr. David James Baikie Wilson, DSO, DFC and Bar – Head of Aerodynamic Development and Testing, and Test-Pilot, A.V. Roe & Co Ltd.
April 8th 1946 to August 23rd 1947 (killed in Tudor crash)
David James Baikie Wilson was born on January 16th 1917, in Highgate, London, to his Scottish mother and Norfolk-born father. His mother came from a tough sea-faring family called Baikie living in [inserted] Brisbane Street, [/inserted] Greenock, on the River Clyde, to the west of Glasgow. From her, David inherited a great resolution of character, and from his father he acquired a brilliant academic brain – a combination that does not often lead to its owner becoming a test-pilot.
David was the only child in the family, and his mother inserted the name of her Sea-Captain father, James Baikie, between “David” and “Wilson” to perpetuate the family name – as is the wont of many Scottish families.
David’s father and mother had moved down to North London prior to the birth, and remained in that area while he grew up. Attending the local Kingsbury County School, and later Berkbeck College in Fetter Lane, David soon proved himself extremely bright, academically, obtaining [inserted] School Certificate [/inserted] “Distinctions” in Pure Maths, General Physics and Chemistry and “Credits” in Advanced Maths, French, History and English. He left the College with Higher School Certificate in Pure and Applied Maths, Chemistry and Physics, and then went straight to London University, to try to gain a degree in some of these subjects. True to his academic form, he gained a B.Sc. (General) in Chemistry, Physics and Pure Maths in July 1937 and then studied Chemistry for a further two years, gaining a “First” in the “Special” B.Sc. category and [inserted] starting work at the British Oxygen Company in November 1938. [/inserted]
Combining a taste for something more exciting, with his studying, David was already very keen
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on aircraft and flying, and as the inevitable War loomed up he joined the Royal Air Force Volunteer Reserve (RAFVR), and was called up for deferred service in January 1940, training at Hendon (his nearest RAF base) for six months until June that year. Then he was called up properly to attend initial RAF training and selection, and spent the next two months being drilled and graded – as David had hoped – for pilot training in the Commonwealth. September 1940 saw him arrive in Southern Rhodesia at No 25 Elementary Flying Training School at Salisbury, and his pilot training started on September 18th with his first flight there in a Tiger Moth flown by his instructor, Flt/Sgt Marsden.
[Underlined] Pilot Training in Rhodesia [/underlined]
Flying in the [inserted] dry, [/inserted] sunny climate of Southern Rhodesia, David was able to [inserted] thoroughly [/inserted] enjoy his airborne experiences, and progress rapidly with the training routine. He went solo after 18 hrs 25 mins dual flying – indicative not so much of his own ability but the steady and rigorously adhered to procedures followed at the EFTS there, to cut down the early accident rate. It was not a spectacular time in which to go solo – rather the opposite – but David learned slowly but surely, and once learned, he never forgot, becoming a very sure-handed pilot.
Training progressed rapidly – David making three or four flights a day at times, and a lot of attention was paid to aerobatics, spinning, forced landing practice, and even night flying on the Tiger Moth! Some instrument flying was also done on the Tiger, and – a curious exercise – “abandoning an aircraft in flight”. His qualifying Cross-Country on October 31st was from Salisbury to Gatooma and back, and then he was posted out the same day, categorised a “Average” as a pilot, and recommended for “twin-engined types” in furthur training. He had gained his “Wings” on the Tiger Moth.
After a weeks’ leave, David now attended the No 21 S.F.T.S. at [inserted] Kumalo, [/inserted] Bulawayo, Southern Rhodesia, to start training on Oxford aircraft. He had by now clocked up 65 hrs flying, 28 hrs 30 min of which
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was solo. His first flight in an Oxford was now made on November 11th 1940, with his [inserted] new [/inserted] instructor, Flying Officer Wood. David actually failed his first solo test on the Oxford, but managed all right on the second occasion, on November 14th, and from there on never looked back. As the training progressed, he passed a “Height-Test”, “Navigation”, “Navigator Test”, “Cross-Country”, “Low-flying”, “triangular cross-country on instruments”, “Formation”, “Progress”, and finally his passing-out test by the Chief Flying Instructor, Sqd. Ldr Hendrikz. With a total of 115 hrs now (55 hr 55 mins solo), David passed the first stage of the twin-engined Oxford Course on Dec 18th 1940, again classified as “Average” as a pilot.
The second stage started on December 30th now concentrating on tactical flying – making reconnaissance sorties, low-level bombing practice, and a lot of instrument and cross-country flying. There were night landings by floodlight, and many more low-level bombing runs at 1,000 ft, during which David’s mean bomb-dropping error crept down from 126 yds to 88 yds, and finally to 42 yds on average. Then they indulged in a bit of aerial gunnery from the Oxford, firing 90 rounds off from the Oxford’s single target gun. Near the end of the course, there were “ZZ” approaches, photography – “stereo pairs”, and “line-overlap”, and finally, formation flying. David passed out of No 21 S.F.T.S on February 12th 1941, with an “Average” grading again, having now flown 163 hrs 35 mins, of which 99 hrs 15 mins was solo. He was now posted to No 11 Operational Training Unit on Wellington bombers, at Bassingbourn, back in England.
[Underlined] Operations with 214 Squadron [/underlined]
At Bassingbourne [sic] David rapidly completed a further 75 hrs 40 mins flying on Wellington IO and IA aircraft, starting on May 21st 1941. He solo-ed on the Wellington after some 21 hrs 10 mins “dual” and “2nd pilot” flying, and then started to do a lot of night flying ranging from “circuits and bumps” to cross-country flying, mock bombing raids, air-to-air firing [inserted] and [/inserted] a North Sea Sweep. [Deleted] and [/deleted] Cross-country instrument flying was invariably from Bassingbourne [sic] to Wittering and Andover
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to Upper Heyford and return. At the end of all this, on June 26th 1941, David passed out of the O.T.U. and was posted to No 214 [inserted] (Federated Malay States) [/inserted] Squadron based at RAF Stradishall in Suffolk. This Squadron – as its name implies – was supported by the Malay Federation in WWII and several aircraft were paid for by funds raised in the States, including a Wellington II, W5442* coded BU-V, which David Wilson flew the first evening he arrived at the Squadron. After having an “Air Test” with one of the Flight Commanders, Sqd. Ldr. Field, in the morning of July 9th, David flew as Second Pilot to the Squadron Leader that same evening on his first operation – carrying a 4,000 lb “dookie” to drop on Osnabruk.** The raid was carried out by a total of 57 Wellingtons from No 3 Group, and, as discovered after the War, not many bombs fell on the target area. Two Wellingtons were lost that night, but David returned safely.
Only five days later, David was off on his next operation – this time to Bremen, to drop three 500 lb bombs and clusters of incendiaries. After this, raids followed in quick succession every two or three nights; Cologne, Rotterdam, Mannheim, Hamburg, Hanover, Duisburg, Keil, etc. Each time David was flying as Second Pilot to the Squadron Leader, or to a Sgt. Foxlee. On the night of July 25/26th, after raiding Hamburg with Sgt. Foxlee, they had to divert to Debden on the return, as their own base had poor weather and low visibility. The same thing happened on August 12th, on their return from Hanover, but this time David and Sqd. Ldr. Field diverted to Newmarket instead.
At this time, these attacks were mostly being directed at German ports, shipping and naval bases, or railway yards, but [inserted] their [/inserted] accuracy – or [inserted] the [/inserted] damage [inserted] caused [/inserted] - at this stage in the war, in hindsight, did not reach any great measure of success.
David recorded his longest operational flight so far on September 7th 1941, when he acted as Second pilot again for a Pilot Officer Barnard, and they bombed Berlin, taking 8 hrs 15 mins for the entire flight. Two sorties later – and on his own 6th operation – David was
* This Wellington was named “Sri Guroh” and had already completed some 25 successful raids before David flew it.
** See appendix 4 for details.
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the Captain of the aircraft for the first time, and this particular trip was a short one across the Channel to Le Havre. He flew a Wellington IC, N2850, but there was ten tenths cloud over the target, and they eventually dropped their bombs in the sea before returning to base
After this, David was the Captain on all his future operations, which included an attack on Hamburg on the night of September 29th carrying a 4,000 lb High Capacity blast bomb – and flying W5442, the old aircraft of the O.C. “B” flight, Sqd Ldr Field.
David was now allocated Wellington IC X9979 for his own crew to use, and this “Wimpy” stayed with him from October 2nd 1941 right up to the end of David’s tour of operations on January 31st 1942.
Many of his raids in October over the German sea ports were plagued by solid cloud cover, or bad weather, and they often bombed “blind” over the top of the targets. On November 7th David set out for Berlin again with six 500 lb bombs, but there was extremely bad cloud and icing over Germany, and Berlin, and so he unloaded his bombs over Osnabruck instead, on the return journey. This was one of Bomber Command’s biggest raids on Berlin to date, and there would be no more large raids on the capital until January 1943. The weather was equally bad over England on the return, and David [inserted] had to [/inserted] divert to another airfield.
Back [inserted] on [/inserted] September 1st, David and others in 214 Squadron began a series of low-level bombing practices, flying over their ranges at [inserted] Foxcote at [/inserted] 200 ft and dropping six bombs at a time. By December 9th they were dropping up to eight practice bombs a time, and on the 11th David, again flying at only 200 ft, dropped a massive 4,000 lb bomb from this low altitude! The end of the year 1941 arrived with David bombing Brest on December 23rd and 27th, trying to hit the Port area.
In January 1942, David was sent to Brest on four more occasions, having to divert to land at Harwell on one of these raids because of bad weather on the return. On January 21st he flew to Bremen to drop a 4,000 lb HC bomb, and then on the 28th came the final “Op” of the Tour – a raid on Münster. The cloud cover was again so bad that they returned home without dropping the bombload, and diverted to Waterbeach to land. David had safely completed his first Operational Tour, having flown
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289 hrs 50 mins in all with 214 Squadron, of which 199 hrs 35 mins were on actual operations. * He was now graded as “Above Average” as a pilot by 214’s C.O., Sqd. Ldr. Carr.
[Underlined] Becoming a Flying Instructor [/underlined]
For his traditional rest from operations, David was now posted to No1 Flying Instructors School at Church Lawford, near Rugby. He arrived there on February 24th 1942,[inserted] to start on the No22 War Course, and [/inserted] to be trained to teach others how to fly multi-engined aircraft. This course here lasted to April 21st, and during this time he was given intensive instruction on Oxford I’s and II’s, and (surprisingly enough) on some single-engined pre-war Avro Tutors!
David underwent day and night instruction, his mentor being a Flt. Lt. Mann, and sessions of any of the half dozen Avro Tutors were interspersed with the twin-engined flights on Oxford trainers. Between March 27th and April 2nd, he was sent down to Upavon to pass the 24th “Beam Approach” Course with flying honours (being graded “Above Average” again, and “Fit to Instruct”). This Course, in fact, was run as part of the Central Flying Scool [sic] of the RAF.
Then it was back to Church Lawford on the Oxford and Tutor, until he was finally passed out as a qualified instructor on April 20th 1942, rated as “Average” on both single and twin-engined aircraft.
[Inserted] David had been commissioned as a Pilot Officer out in Rhodesia, and on completion of this Course was made up to a Flying Officer, preparatory to commencing duties as an Instructor at RAF College Cranwell. [/inserted]
He arrived at Cranwell on May 1st [inserted] as a “B” Category Flying Instructor [/inserted] to start to instruct pupils at the College [inserted] Flying Training School [/inserted] how to fly the Oxford. Most of these were ordinary Leading Aircraftsmen (LAC’s) or Corporals, or Lieutenants (presumably the College Officer Cadets). By late June, a few Miles Master II single-engined trainers had been acquired, and David instructed on these as well. And at the
* See appendix 4 for details.
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end of July he was posted to No 7 Flying Instructors School at Upavon. This time to train others how to become “Instructors”!
David was becoming restless to be back on operations again, but had to put up with the daily round of flying Oxfords, Magisters and Masters again at Upavon, until the beginning of November 1942, when the CFI, Wing Cmdr GFR Donaldson, graded him out as “Above Average” again on David’s posting to 196 Squadron – a brand new night-bomber squadron formed on November 7th at Driffield in Yorkshire.
[Underlined] Second Tour, with 196 Squadron [/underlined]
David reported to 196 Squadron at Driffield on November 7th, and then was immediately sent off on a new Course called the “Captains of Aircraft” at Cranage [inserted] near Holmes Chapel [/inserted] in South Cheshire. It was the 12th intake at this Course, and David was lectured there on Navigation, and had to undertake six long cross-country exercises on Ansons, flown by a Course pilot, with David and two others on board having to act as Navigators in turn. The Course was an adjunct of the RAF’s Central Navigation School, and was intended to refine operational Captain’s navigating skills, for posting them to Coastal Command, or to Bomber stations where new 4-engined bombers with only one pilot were the norm.
While he was posted to Cheshire over the Christmas period of 1942/43 [inserted] Dec 21st to January 3rd [/inserted], David had some chance to attend some local functions and festivities, as he did not have time to return to his parents in Hendon. It was while the Station was giving a Dance for local people that David met a Cheshire girl called Elsie, who worked at a nearby I.C.I. Works connected with the Salt industry Elsie was a very personable girl, with a number of boyfriends, and David was a shy and quiet person, but the two became immediate friends, and kept up correspondence with each other when David re-joined 196 Squadron (now moved to Leconfield) after Christmas. One other course David had to attend for a few days, was at Westcott in Buckinghamshire, at No 1 Engine Control Demonstration Unit (E.C.D.U), to learn “Engine Handling”
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and “Petrol Consumption” there on the Wellington Mk III. (No flying was involved). Finally, on January 14th 1943, he took to the air at Leconfield on Wellington X HE179, to try some “circuits and bumps” on this new Mark of the bomber He then had a few “working-up” flights to get his [inserted] brand- [/inserted] new crew shaken down, trying out air-to-air firing with his gunners, and practice bombing using [inserted] new [/inserted] infra-red photography to record the results.
David’s first sortie with 196 Squadron [inserted] and the Squadron’s second operation [/inserted] was on the night of February 7th 1943, when he dropped seven 500 lb bombs on a new type of “area-bombing” raid on French ports with German U-Boat pens. This directive had been issued by the War Cabinet on January 14th, and because the new U-boat pens of solid concrete were too thick to penetrate, the towns themselves were obliterated instead (the French civilians had been warned to evacuate them).
Some 323 aircraft bombed Lorient that night, with the [inserted] new [/inserted] Pathfinders marking the target well. Seven aircraft were lost, two being Wellingtons. David’s crew obtained a good infra-red photograph of the bomb bursts.
It was back again to Lorient on February 13th, this time forming part of a raid of 466 aircraft in all, and dropping over 1,000 tons of bombs for the first time on a Bomber Command target. The French town of Lorient received more devastation, but the U-boat pens survived. Then it was Cologne on the 14th, and Emden on the 17th, but the latter raid was abandoned by David’s aircraft, due to heavy cloud cover. Just six Wellingtons had been sent to Emden that night to test the infra-red bomb sights, but only three found the target, and bombed it. David brought all his bomb load back.
Before February finished, David had been to Cologne again on the 26th (where two of his three 500 lb bombs “hung up” and he had to return to base with them) and St Nazaire on the 28th (again dropping a “mix” of 500 lb bombs and incendiaries).
In March David went to Hamburg, Essen (twice) Duisberg and Bochum, dropping a 4,000 lb “Cookie” on one of the Essen raids. This was the beginning of the “Battle of the Ruhr”, devised now by Bomber Command to paralyse German Industry. There was an increasing flow of new four-engined bombers to the Squadrons, and a build-up of the Pathfinder
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Force and their new marking techniques using Mosquitos guided by Oboe equipment, * and Lancasters etc, to continue illuminating the markers dropped by the “Mossies”. All this now led to ever more accurate raids on the German Ruhr industrial zone.
The first Essen raid, on March 5th, was well marked by the Pathfinder Force (PFF), and David’s Wellington was in the second of three waves over the target – the Krupps industrial complex. This night marked Bomber Command’s 100,000th sortie of the war, and it is likely that David’s 4,000 lb bomb was one of the many that helped destroy an area of the Krupps works that night. A week later he was over the same target again, with the more usual mixture of 500 lb bombs (many fuzed for a long delay action) and incendiaries. Even more of Krupps was reduced to rubble that night.
David normally flew with a crew of four in his aircraft, and his regular crew consisted of Pilot Officer Parkin, Sgt. Wakeley, Flt. Sgt, Allen and Sgt. Lund. Occasionally he would take another Sgt. Pilot on board to give him operational experience for the odd flight or two (before he went off to captain his own aircraft). His O.C. in “A” Flight was Sqd Ldr Ian R.C. Mack, and the 196 Squadron C.O. at this time was Wing Cmdr. A.E. Duguid.
David only had one “Op” in April, to Kiel on the 4th, but May was another intensive month, with successful visits to Dortmund, Duisburg, Bochum and Düsseldorf. Most of the aircraft sent on these raids were now four-engines types, and of 110 Wellingtons sent to Dortmund, six were lost. The equivalent numbers [inserted] of Wellingtons [/inserted] sent to the other three points were: Duisburg 112 (10); Bochum 104 (6); and Düsseldorf 142 (6). The last two raids did not have the desired effects as the Germans were now starting decoy markers and fires outside the cities, to lure the PFF and bombing aircraft away. But the Duisburg raid had been highly successful, the Port and August Thyssen steel factories being badly hit.
[Inserted] On May15th [inserted] 1943 [/inserted] the [deleted] Press [/deleted] [inserted] London Gazette [/inserted] released the news that David had been awarded a Distinguished Flying Cross (D.F.C.), for (as the citation stated) “completing numerous [inserted] operational [/inserted] missions, flying on many occasions to targets such as Cologne, Berlin, Kiel and Hamburg, where the fiercest opposition is encountered.
“Since the beginning of his operational career, his single aim has been to press home his attacks as accurately and efficiently as possible, and in this he has had many successes. His courage, skill and determination against all hazards have been an inspiration to the Squadron”. [/inserted]
In June 1943, David flew sorties to Düsseldorf, Krefeld and Wuppertal, using his normal Wellington X HE901 on most flights (he
* “Oboe” was a system in which radio beams were sent out from English points, to cross over a specific target, and the RAF aircraft fitted with the receiving equipment could tell exactly when to drop their markers.
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9a
[Insert on previous page]
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had previously used HE170 and MS488 for long spells at a time, all with 196 Squadron’s code letters ZO-. Two of his crew had been commissioned by now – Wakeley and Allen had been made Pilot Officers. (David himself was now a Flight Lieutenant). The Düsseldorf raid was very successful, and that on Krefeld equally so, devastating the city centres. Just prior to the Krefeld raid on June 21st, some “Monica” sets had been fitted to some of 196 Squadron’s Wellingtons, HE901 being one of them. David and his crew had conducted air teats with the new equipment on June 16th and 17th, and aerial exercises with fighters, to try out the operational aspects. “Monica” was the code name given to equipment which, installed in RAF bombers, would give warning of the approach of German night-fighters from the rear. This radar equipment gave out its own transmissions however, and later in the war, when a German Ju88 night fighter landed by mistake at Woodbridge on July 15th 1944, it was discovered that its “Flensburg” radar transmission detector set could “home in” from 50 miles away onto an RAF aircraft using Monica. The increasing losses of Allied bombers was being blamed on Monica, [inserted] “H2S” radar, [/inserted] and “I.F.F.” (Identification Friend or Foe) signals emanating from their aircraft, and instructions were immediately given to remove all “Monica” sets, use “H2S” only sparingly, and switch off “IFF” altogether over German territory.
The raid on Wuppertal on June 24th 1943, in which David dropped an entire load of incendiaries, devastated the Elberfeld half of the town (the other half had already been hit). Some 94% of the town was destroyed that night. 630 aircraft having taken part, and 6 Wellingtons out of 101 being lost (together with 28 Lancasters, Halifaxes or Stirlings).
David now made the last operational sortie of his second Tour, to Cologne again on July 3rd 1943. He was flying Wellington X HE901 [deleted] again [/deleted], with a new member of crew, Flt. Lt. Reaks (who had replaced P/O Allen), and the PFF successfully marked the industrial area of the town, on the East bank of the Rhine. Again, David’s load consisted entirely of incendiaries, and they bombed the target accurately, but on returning to England after a flight lasting 5 hrs 5 mins, had to divert to Westcott, Bucks, because
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of ground fog and bad weather in the North. This raid was noted for something else – the beginning of mass night-time attacks by German night-fighters over the target area – something not met before by the RAF – where the Luftwaffe units attacked from above, using the mass of fires, target indicators (T.I.’s) and searchlights below as illumination for the bombers. On this raid 30 aircraft were lost out of 653 despatched – 12 being claimed by the Luftwaffe night fighters. In hindsight David was lucky to finish his second Tour at this point, as the RAF raids over Germany began to meet increasing fighter opposition, leading to many losses.
[Underlined] Lancaster Conversion Unit [/underlined]
Again classed as “Above Average” [inserted] in his recent capacity as “Master Bomber” of 196 Squadron [/inserted], David Wilson was now posted to a Lancaster Conversion Unit [inserted] No 1660 [/inserted] at RAF Swinderby, to convert to flying four-engined heavy bombers. The reason he had had a shorter Tour than usual at 196 Squadron was because the Squadron was moving [inserted] its [/inserted] base down South now, and re-equipping with Stirling bombers. David neither liked the Stirling, nor the future role of the Squadron, which was to be on glider-tug and troop dropping rôles, and so he had quickly opted to go for a Lancaster Squadron posting. [Inserted] He had in fact volunteered to join 617 Squadron (now known as the “Dambusters”), who were now looking for a few more seasoned and “Above Average” graded pilots to replace the eight lost on their famous raid of May 16th/17th. Only men of exceptional experience and calibre would be accepted, and all crews had to show a very high accuracy in their bombing experience. David’s name had gone forward for consideration by 617’s C.O., Wing Cmdr. Guy Penrose Gibson, V.C., DSO and Bar, DFC and Bar, who was still in charge but about to be posted onto a temporary staff duty as a rest (against his wishes!). Provided he converted to the Lancaster successfully, he would be accepted. [/inserted]
And so Flt. Lt. David Wilson started at Swinderby on July 23rd 1943, learning the tricks of flying the mighty Lancaster – an aircraft that would endear itself to him for life. The Course was not long, only five weeks, and finished on August 30th, when David had completed his multi-engine transition to the big Avro machine designed by Roy Chadwick. The Lancasters at the Unit were old Mk I’s from early production runs by A.V. Roe & Co Ltd at Manchester, or Metropolitan-Vickers at Trafford Park, and some had originally been laid down as Manchesters, and converted on the line.
David firstly had “circuits and landings” practice, then “stalling”, “three and two engine flying”, “fire action”, and “three-engine overshoots”. Then came cross-country exercises, “time and distance”
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runs (practicing dropping bombs after a measured run-in from a known geographical position) “corkscrewing” (to avoid fighters at night), and “fighter affiliation” (practice in being “attacked” by fighters). Finally David made some bombing runs, dropping four bombs on Wainfleet Sands, then eight (getting a mean error of only 71 yds from the target), and finally a round-the-UK cross-country flight at night, from Swinderby to Ely, Bicester, Sidmouth, St. Tudwells (where he dropped two bombs, and hit the target), Strangford [inserted] Lough [/inserted] in N. Ireland Dumfries in Scotland, Aberdeen and back home! A large part of the return trip was flown on three-engines, the whole flight taking 5 hrs 35 mins – just like a typical raid over Germany.
Wing Cmdr. Everitt, the CO. of 1660 Conversion Unit, passed David out [inserted] on August 30th [/inserted] as “Above Average” once again on the Lancaster this time, and David thus had his posting to 617 Squadron confirmed, and joined them the same day at Coningsby, Lincolnshire. [Deleted] – the already famous 617 Squadron, otherwise known now as the “Dambusters”. [/deleted]
[Underlined] Joining the “Dambusters” [/underlined]
David Wilson joined 617 Squadron on August 30th 1944, the date the Squadron moved its home from Scampton to Coningsby, in Lincolnshire. Since its famous [inserted] first [/inserted] raid on the German dams on the night of May 16th/17th 1944, [sic] the Squadron had [inserted] briefly [/inserted] returned to [deleted] a rest period, and started [/deleted] operations again on July 15, raiding power stations in Northern Italy and landing [inserted] at Blida [/inserted] in N. Africa afterwards. [Inserted] (Blida was a [inserted] captured [/inserted] Allied aerodrome a few miles south-west of Algiers, in French North Africa). The Squadron’s third raid had been on the Italian port of Leghorn on the way back from Blida. And its fourth was a mass leaflet raid on major Italian cities on July 29th 1943, after which the aircraft landed at Blida again. (This time they positioned back to England without raiding any target on the way). [/inserted] With its high level of training [deleted] and accuracy [/deleted] in bomb dropping especially [inserted] at low level [/inserted] the Squadron was now being used for attacks on major targets which required a great deal of accuracy in placing their weapons. These targets by definition, were also likely to be very heavily defended.
David was airborne on September 1st, the second day after he arrived at Coningsby, and was promptly sent off on a low-level cross country. (With the “Dambusters”, low level meant just that – at 200 to 330 ft altitude! [inserted] all the way [/inserted]). Wing Cmdr Guy Gibson, VC, DSO and Bar, DFC and Bar had just relinquished command of the Squadron [inserted] on August 3rd) [/inserted] to [inserted] Acting [/inserted] Wing Cmdr George Holden, DSO, DFC [inserted] and Bar? [/inserted]
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and there were 10 [deleted] complete [/deleted] Lancaster [deleted] crews [/deleted] pilots left at that moment out of the original 21 that had been in the Squadron when the raid on the Dams was mounted. * Apart from David, the other new pilots [inserted] ① who had joined 617 since the Dams raid were F.O. W.H. Kellaway, DSO; at the end of June; P.O. B. [deleted] (“Bunny”) [/deleted] W. Clayton, DFC, CGM, early in July; [deleted] and [/deleted] Flt. Lt. R.A. Allsebrook, DSO, DFC, also early in July; [inserted] and Flt. Lt. E.E.G. [inserted] (“Ted”) [/inserted] Youseman, DFC, at the end of July. (Ted came from David Wilson’s old 214 Squadron). [/inserted]. All these pilots – like David – brought their old crews along with them as well, and so all eight men in each Lancaster found themselves suddenly flying with the famous “Dambusters”. One of these new arrivals had also crashed on August 5th on Ashley Walk Bombing Ranges, when it hit the slipstream of another Lancaster, but luckily the crew survived, but with the exception of one gunner did not fly with 617 again. [/inserted]
The [inserted] surviving [/inserted] Lancasters which had been used for the Dams raid were in the process of being returned to A.V. Roe & Co to have the special fittings removed and the enlarged (bulged) bomb doors put in their place. For the purpose of keeping the crews in training, however, other Lancasters had to be borrowed or drafted in, and the Lancaster which David flew on September 1st was one such – ED735 (KC-R) from 44 Squadron (where it had been called KM-K). This Lancaster had just [inserted] ② been fitted with new “deep-section bomb doors by Avros, to take the new 12,000 lb High Capacity Blast bombs, and was sent to the A&AEE at Boscombe Down this month, to measure the Position Errors. [/inserted]
The Dambusters had moved from a grass airfield at Scampton, to one with hard runways at Coningsby and were sharing the latter airfield now with other Lancaster Squadrons. [Deleted] No 619 [/deleted] (Another Lancaster Squadron that would henceforth [deleted] to [/deleted] work closely with 617 was No 619 [inserted] - based nearby at Woodhall Spa - [/inserted] ) David flew Lancaster EE144 (KC-S) on September 14th – this aircraft was normally used by Sqn Ldr. Holden.
David was [inserted] then [/inserted] engaged in intensive low-level cross-country flying for the first two weeks of September, working himself and his crew up to the required accuracy of bombing, air firing, and low-level navigating as befitted the high standards expected of the specialist squadron. Two of these flights were on aircraft that had originally been on the Dams raid – ED886 (AJ-O flown then by P.O. Bill Townsend) and ED921 (AJ-W of Flt. Lt. Les Munro). These had been altered back to carry normal bombs, and in common with 617’s other permanent Lancasters were now fitted with new radio altimeters which could be set to give the pilot warning of dropping below, say, 75 ft above the ground (where a “hiccuph” could mean flying into the deck”).
All this preparation was for 617’s next scheduled raid on one of the War’s earliest, and by now most heavily defended targets – the Dortmund-Ems Canal. It had been decided to try to breach this by moonlight, and at low level. The canal was of vital importance to the German War industry, as it joined the steel plants of the Ruhr
*(for Note see over →③
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[Underlined] footnote ③ FOOTNOTE [/underlined]
* The original [inserted] 21 [/inserted] pilots of 617 Squadron at the time of their first operation – the Dams raid – consisted of Wing Cmdr. Guy Gibson, VC, DSO and Bar, DFC and Bar; Flt. Lt. J.V. Hopgood, DFC; Flt. Lt. H.B. Martin, DSO and Bar, DFC and two Bars, AFC; Sqd Ldr. H.M. Young, DFC; Flt. Lt. W. Astell, DFC; Flt. Lt. D.J.H. Maltby, DSO, DFC; Sqd. Ldr. Henry Maudslay, DFC; P.O. L.G. Knight, DSO; Flt.Lt. D.J. Shannon, DSO and Bar, DFC and Bar; Sqd. Ldr. J.C. McCarthy, DSO, DFC; Sgt. [inserted] V.W. [/inserted] Byers; Flt Lt R.N.G. Barlow; P.O. Geoff Rice, DFC; Flt. Lt. J.L. Munro, DSO, DFC; F.O. W.C. Townsend, CGM, DFM; Flt Sgt. K.W. Brown, CGM; Flt. Sgt. Cyril [inserted] T [/inserted] Anderson; P.O. [inserted] Warner [/inserted] Ottley; P.O. [inserted] L.J. [/inserted] Burpee (all of whom had flown on the raid); and P.O. W. [inserted] G. [/inserted] Divall and Flt. Lt. Harold [inserted] S. [/inserted] Wilson (both of whom had not been included on the Dams raid).
The [inserted] eight [/inserted] killed on the raid were Hopgood, Young, Astell, Maudsley, Byers, Barlow, Ottley [inserted[ and [/inserted] Burpee; Guy Gibson, of course, had now been rested from “Ops”; Cyril Anderson had decided to return to his original Squadron, and Bill Townsend had been posted away to 1668 Conversion Unit. All this left just 10 of the original pilots.
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with the Baltic, enabling iron ore from Sweden to be barged to the steelworks, and finished parts (Eg of U-boats) to be sent North to the German ports.
It was lucky for David that he was still getting into training at that moment. On a cross-country on September 13th, he practiced low-level bombing from 300ft and 500 ft, and gained a mean error of 73 yds from the target centre; and on September 14th he dropped bombs on the ranges from 200, 300, [inserted] and [/inserted] 400 ft high, and got his average error down to 36 yds.
David was assigned to “B” Flight, under the leadership of Flt. Lt. J.L. (“Les”) Munro (a survivor of the Dams raid who had been hit by flak en route to the Sorpe Dam and had had to turn back because the radio/intercom had been destroyed). But due to his “working-up” period, he was not selected for the raid on the Dortmund-Ems Canal on September 14th/15th. This was meticulously planned – as usual – and eight of 617’s Lancasters would take part, dropping new 12,000 lb High Capacity thin-cased, bombs from low level (fuzed for an adequate delay). The crews selected were the new C.O., George Holden, Dave Maltby, Les Knight, Dave Shannon, Harold Wilson [inserted] (no relation to David) [/inserted], Athelsie Allsebrook, Geoff Rice and Bill Divall. All but Holden, and Allsebrook [deleted] and Divall [/deleted] were survivors of the original 617 Squadron, and they set off on the evening of the 14th, but en route to the target received news back from a “recce” Mosquito in front, that the weather was too bad over the target area for low-level bombing. Regretfully they turned for home, but as they did so at low level over the North Sea, Maltby’s Lancaster hit someone else’s slipstream, dipped a wing into the sea, cartwheeled – and that was that. Maltby and his crew all perished.
Back home at Coningsby, they re-planned the raid for the next evening, the 15th, and Mick [deleted] y [/deleted] Martin just back from leave, filled Maltby’s place. [Inserted] David Wilson flew two more cross-country flights on this day, using one of the original Dams raid Lancasters, ED886 (AJ-O) [deleted] glued back again [/deleted] They were his last practices, and he was not called up for the raid that night. [/inserted] As the [inserted] others [/inserted] flew low over darkened Holland, Holden, flying with [inserted] Guy Gibson’s old crew [/inserted] and leading the two flights, was hit by flak and he climbed to avoid a church steeple in a small town while the others behind swung low around the outside of the built-up area. Holden’s Lancaster, trailing flames, went down and his 12,000 lb bomb exploded with a blinding flash of light.
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It was his 30th birthday.
Over the target area, a ground mist obscured the markers they dropped, there was a lot of light flak about, and the escorting Mosquitos found it difficult to silence the flak, and the 617 pilots found it very difficult to see the canal. Allsebrook, who now acted as leader, dropped his bomb and helped to direct others onto the target, but then disappeared. He had been shot down leaving the area. Knight, flying low, hit some trees which damaged his two port engines, and asked Mick Martin’s permission to jettison the bomb. He tried desperately to get home, but after allowing his crew to bale out over Holland, was killed trying to crash land the Lancaster alone.
Rice tried in vain for an hour to find the target, was holed by flak, jettisoned his bomb and managed to return home to Coningsby. Harold Wilson was hit by flak too, and had to crash-land his Lancaster with the bomb on board. It went up soon after, killing all on board before they could escape. Divall was [inserted] also hit and crashed. [/inserted]
// Dave Shannon flew around for 70 minutes, before he managed to spot the Canal and drop his bomb. It hit the towpath and did not seem to breach the canal banks. And Mick Martin flew around for a long 90 minutes, repeatedly getting hit by flak, and finally dropping his bomb on his 13th run in. He was two hours overdue when he landed back at Coningsby, to find only Shannon and Rice there before him. There were just the three Lancasters back, out of the eight that had set off. And nothing to show for the losses.
Next day Mick Martin was made a Squadron Leader by the A.O.C. No 5 Group, Air Vice-Marshal the Honourable Ralph Cochrane, and temporarily given command of 617 Squadron. Martin immediately volunteered to go back to the Canal the next night, and said there were six of them left who could try it (Martin himself, Shannon, Rice, Les Munro, Joe McCarthy and Ken Brown). In addition to these Martin could now call on the newly posted Captains - David Wilson, Ted Youseman and Bunny Clayton.
Fortunately Sir Ralph insisted on the three latest survivors being rested for 617’s next raid, on the Antheor Viaduct near Cannes in the South of France, on September 16th. And because
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this operation followed on without a break, the three “new boys”, and [inserted] the three veterans, [/inserted] Munro, McCarthy and Brown [deleted] (all had taken part on the original Dams raid) [/deleted] were supported by six Lancasters from 619 Squadron as well, and all placed under 619’s C.O., Wing. Cmdr. Abercromby.
[Underlined] The Anthéor Viaduct [deleted] preparing for the Tirpitz [/deleted] [/underlined]
It was against this backdrop of tragedy that David Wilson now flew his first “Op” for 617 Squadron. The atmosphere couldn’t have been worse, but morale was still high. Other Squadrons were [inserted] now [/inserted] beginning to call 617 the “Suicide Squadron”, and there were [inserted] noticeably [/inserted] fewer requests from other pilots to transfer to it [deleted] now [/deleted]! However, the intensive training, and the work involved in the briefing to the raids, kept David’s mind off all that (and the fact that his namesake, Harold Wilson, had died the night before).
This was 617’s seventh operation (including the first abortive Dortmund-Ems sortie), and the target was difficult to find, not counting hard to bomb accurately when they reached it. The main railway link between Central and Southern France and Italy, ran along the coast from Fréjus/St. Raphael to Cannes, and a typical curving viaduct lifted it across a ravine at a point just east of Cap du Dramont, a few miles on the Cannes side of St. Raphael. This little place was called Anthéor, and was 617’s next headache.
David flew in [inserted] company with the other 617 veterans, [/inserted] his “B” Flight Commander, Flt. Lt. John Leslie Munro, DFC, [inserted] RNZAF [/inserted], Pilot Officer Kenneth Charles McCarthy, DSO, DFC, [inserted] RCAF [/inserted], Pilot Officer Kenneth William Brown, CGM, RCAF, and two other “new boys”, Flt. Lt. “Ted” Youseman DFC, and Pilot Officer “Bunny” Clayton, DFC, CGM. Although the target was on France’s South coast, they were expected to return to England on this raid – not land in N. Africa.
David took Lancaster JB 139 on this raid, (coded KC-X and recently transferred from 49 Squadron). His bomb load included one 4,000 lb “Blockbuster” and three 1,000 lb bombs, and his crew consisted of Flt Sgt Hurrel, F.O. Parkin, Flt. Sgt. Barrow, P.O. Allen, Sgt Lowe and Sgt Mortlock. When they found their target, they jockeyed for position down the
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ravine to the sea, and David [inserted] and the others [/inserted] released their bombs from 300 ft. [Inserted] The idea was to lob the bombs onto or between the arches of the bridge, but all seemed to go through the arches instead. [/inserted] The viaduct seem [sic] unscathed, however, - although it and the rail tracks were peppered with holes – and they flew back in the knowledge it would probably need further attempt.
After a flight of 10 hrs 20 mins, David Wilson put his Lanc down at Predannack in Cornwall, to refuel, before flying back to Coningsby later.
[Underlined] Preparing for another Dams raid [/underlined]
Mick Martin was firmly in charge of the Squadron now, interviewing new would-be 617 pilots, thinking about a method of them taking flares with them on future raids to mark the target and make it easier for all to bomb, and liaising with the A.O.C. 5 Group with regard to future targets for 617.
In fact Cochrane was scheming up another attack on a dam, this time the big installation at Modane in Northern Italy, which lay deep in the hills. But Cochrane duped even Mick Martin for a time – he pretended it was to be a raid on the German battleship Tirpitz in a Norwegian fjord, and this required flying over the hills, down the steep slope, across a short stretch of water and then over the ship (in reality, the dam in Italy)!
So Martin went looking for a suitable site to practice on, and found a hillside near Bangor in N. Wales, near the coast, where he could get 617 to try flying down the face of the slope to level out over the sea. He experimented with putting down his landing flaps, to 40° or so, but found although the Lanc would sink down the hillside better, he had to exceed the max speed with flaps down by some 60 mph, and thus risk [inserted] their [/inserted] collapse – with undoubted fatal results to aircraft and crew.
David flew in [inserted] Mick Martin’s [/inserted] Lancaster (EE150 [inserted] coded KC-Z [/inserted]) to the scene on September 18, with Dave Shannon, (one of the three Flight Commanders, with Munro and McCarthy) in the cockpit beside him, and the two of them took it in turns to try flying up and over the hills that Mick Martin had found. Next day David was up in the Midlands [inserted] in the same aircraft [/inserted], this time with his
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own Flight Commander, Les Munro, the two of them doing practice runs across the Derwent reservoir at very low level, and then they tried the hill near Bangor again, Les trying it out and handing over to David. It was all intensely demanding work, and the adrenalin flowed very freely!
Between September 19th and 23rd, the “dams” type training intensified, David flying dummy attacks over Derwent reservoir in ED735 (KC-R) [inserted] on the 19th, [/inserted], then on September 20th he used Guy Gibson’s old aircraft ED932 (AJ-G) of Dams raid fame to take up one of the special “Upkeep” weapons that they still held in store and he dropped this on a dummy low-level attack in the Wash. (Guy Gibson’s old aircraft, unlike the majority that had survived the Dams raid, had [inserted] not yet [/inserted] been converted to have the bulged bomb-doors, and the old cylindrical “Upkeep” canister was used on the original Barnes Wallis-designed release mechanism). Then, in the next three days came low-level cross-country formation flying, dropping bombs on the Wainfleet ranges. David dropped the first lot (of four bombs), getting a mean error of 64 yds, and on the second occasion dropped eight bombs from 800 ft high. Then came a night time cross country at low level on astro fixes only, and finally a trip to Castle Kennedy, and Turnberry in Ayrshire, carrying 14 [inserted] staff [/inserted] passengers in connection with these trials.
However, the very next day, September 24th, came a complete change of policy, and training. The reason was the development of a new, more accurate bomb-sight, and its ability to deliver two large new weapons that Dr Barnes Wallis had been developing recently – the 12,000 lb streamlined “Tallboy” bomb, and its big brother, the 22,000 lb “Grand Slam”. The Chief of Bomber Command, Air Chief Marshal Sir Arthur Harris, had been agonising over the future rôle of 617 Squadron with Sir Ralph Cochrane, and had concluded that it should stay in the latter’s 5 Group, and now become a “Special Duties” Squadron. Cochrane, on his part, decided to press ahead with Wallis’ new weapons, and get 617 equipped as fast as possible with the new bob-sight, to start dropping these expensive weapons.
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[Underlined] The Stabilising Automatic Bomb-Sight. [/underlined]
This SABS sight had been developed at the RAE at Farnborough back in 1941 by a man called Richards, and used the gyro principle in its stabilising system. It had been held up in its development by the fact that although it was a great deal more accurate than its predecessors, it did require a very careful straight and level approach at high altitude, on the run in to the target. Consequently the likelihood of Bomber Command taking heavier casualties from flak and fighters because of this, had resulted in its being “shelved” for the time being. But now, the development of these special weapons merited another look at it. A certain Sqd. Ldr. Richardson was now despatched post haste from the RAE to 617 Squadron at Coningsby, to see the SABS fitted, and perfected, in their Lancasters.
From September 24th, therefore, everything changed in David’s training. No longer was it low-level dams-type exercises, but he flew in EE150 [inserted] (KC-Z) [/inserted] this day, with Joe McCarthy acting as Captain for some of the time, making [inserted] the first [/inserted] high level dummy runs with the new SABS fitted. The next day, David took Bunny Clayton up with him, and Sqd Ldr. Richardson (by now dubbed “Talking Bomb” by the Squadron, for his propensity to talk bomb-sights from the moment he woke, until the moment he went to sleep), to check out the SABS in EE150 again.
Sqd Ldr Richardson was busy fitting the new SABS into all the aircraft, and then checking the installation by flying with it. He also knew that it took two to be accurate – the pilot on the one hand (to fly at a given height, and airspeed, on the final run in), and the bomb aimer on the other (who had to feed the correct data into the sight, and advise the pilot when he strayed off the necessary heading/approach speed). With the Squadron C.O. (Mick Martin), Richardson then evolved a system of each pilot being checked out, by someone senior, and each bomb-aimer being paired with different pilots – cross-checking the results against each other.
Thus David [sic] third flight (on September 26th) was with Mick Martin (now elevated to Sqd. Ldr. status),
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and they did high level bombing (HLB) from 6,000 ft gaining an average bombing error of 60 yds (this altitude was not “high” in the view of most other squadrons – but where 617 was normally flying below tree-tops and between haystacks, 6,000 ft really was “high” to them!
Next day (the 27th) David had two training sorties – one taking up Ken Brown to show him the ropes, dropping bombs at Wainfleet from 10,000 ft this time, and recording a mean error of 61 yds; the next sortie being with Bunny Clayton and flying at 5,000 ft and 7,000 ft, recording an error of 50 yds. (It was getting better!)
Next day David took Geoff Rice up, and also made a sortie by himself. On the latter he dropped three bombs from 10,000 ft, but an error in the altimeter setting led to a mean drop error of 143 yds this time. All this showed how essential it was to get all the readings correct, and here they ran into the problem of calculating the exact [inserted] ground level [/inserted] barometric pressure reading over the target so as to be able to correct the altimeters to give their exact height. Another problem was to obtain absolutely accurate outside air temperatures, and the exact speed of the Lancaster (determined by a combination of airflow and Static Pressure vents in the instrumentation, and known errors (Position Errors) in the Static Pressure System (caused by the location of the vents in the fuselage airflow). All this was essential but complicated and the RAE and A&AEE had to make tests on the Lancasters to give 617 the most effective results, and to increase the accuracy of information fed into the SABS.
For a few days the weather held up training, but it resumed in October with a vengeance. David was flying different Lancasters on each sortie, a new [inserted] Mark III [/inserted] DV246 (KC-U) that had just been delivered, ED932 (Gibson’s old aircraft now recoded AJ-V) [inserted] for low-level sorties [/inserted], JB139 (KC-X), ED915 (AJ-Q), or EE146 (KC-K). He [inserted] sometimes [/inserted] went up three times a day, usually it was twice each day, and his bombing errors read consecutively: 74 yds from 10,000 ft, 182 yds (10,000 ft) then only 21 yds from a 200 ft high low-level sortie, 26 yds (200 ft), 96 yds (10,000 ft), 88 yds (10,000 ft), 101 yds [deleted] (10,000 ft) [/deleted], 86 yds [deleted] 10,000 ft) [/deleted], 57 yds (all at 10,000ft)
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60 yds (from 12,000 ft), 47 yds (1,000 ft), and so on. They had great difficulty getting the accuracy to any greater limits – which really was going to be essential if Barnes Wallis’ big, expensive bombs were to be dropped (These had streamlined aerodynamic fins, and would spin at an increased speed as they dropped, giving different trajectories to the normal, unstreamlined weapons).
Slowly the results of the RAE and A&AEE testing were incorporated on the Lancasters, and Sqd Ldr Richardson’s observations, and things at last began to come together.
Mick Martin went up with David and acted as the bomb-aimer himself on October 16th, flying in ED932 on a low-level sortie. He managed a mean error of 105 yds from 250 ft altitude – not very good! (He obviously then appreciated the level of accuracy David’s normal bomb-aimer could achieve – of 21 to 26 yds!)
David tried a run at 15,000 ft on October 17th – getting an error of 70 yds. But next day doing exactly the same, he only registered a mean error of 128 yds. (On both occasions he was flying ED932, now fitted up with the SABS system).
In the meantime, Mick Martin had been told by Cochrane to get the Squadron up to strength again in pilots and crews, and a good deal of interviewing had been carried out. Martin knew now that an extremely high degree of training and ultimate accuracy in dropping the new bombs was going to be needed, but the crews were going to have to be well blooded already with records to show that they could unflinchingly carry out day after day, the steady, straight run in to the target, whatever flak or defending fighter status. He sought only the very best and bravest of men, therefore, and rejected many applications on instinct. By the first week or so in October, however, he had selected a few more, including Pilot Officer F.E. Willsher – a young fair-haired boy of 19, only a year out of the school classroom; Flt. Lt Thomas Vincent O’Shaughnessy; Flying Officer Gordon Herbert Weeden; [deleted] and [/deleted] Warrant Officer “Chuffy” Bull; Flying Officer
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Geoffrey Stevenson Stout, DFC, [inserted] Flt Lt. R.S.D. Kearns, DFC, DFM; [/inserted] Pilot Officer Nicholas R Ross; [inserted] Sqd. Ldr William [inserted] R [/inserted] Suggett (to take over “A” Flight) [/inserted]; and Flying Officer J. (“Paddy”) Gingles. They all soon settled into the training routine, although both Ross and Bull hit trees on low-flying exercises, narrowly avoiding disaster each time.
David Wilson took up young Willsher on October 9th, to show him how the SABS worked on a 10,000 ft high-level bombing run, and in the afternoon of the same day, he flew ED932 at low level all through the Lake District and the Scottish Glens, taking 5 hrs 30 mins for the cross country. On the 11th he tried the SABS at 12 000 ft and got his error down to 60 yds, and then over the next few days he used it at 1,000 ft (Error=47 yds), 250 ft (with Mick Martin acting as bomb aimer again (Error=105 yds), then at 15,000 ft (Error=70 yds, with Sqd Ldr Richardson on board), then 15,000 ft again (128 yds). And so it went on with David flying his new Lancaster DV 246 [inserted]KC-U) [/inserted], or the two originals from the Dams raid, ED932 (AJ-V), or ED 924 [inserted] (AJ-Y) [/inserted], which had been flown by Cyril Anderson.
David took “Talking Bomb” down to the RAE at Farnborough on October 18th to have some modifications made to the SABS, then he flew the Sqd. Ldr. (who had been a Great War pilot in the RFC) up to the bombing range at West Freugh (near Stranraer) where they checked the bombsight out again at 14,000 ft and 8,000 ft.
As October drew to a close, the bugs seemed to be getting ironed out of the SABS system, as the various modifications were made to it, and after the sight went U/S two days running on practice bombing on 22nd and 23rd, at long last, on the afternoon of the 23rd, David flew over West Freugh again at 14,000 ft and dropped one 4,000 lb “Cookie” this time. It hit the 3-storey target building [inserted] at Braid Fell [/inserted] fair and square in the middle, demolishing it! (Average error = Zero!). On his next run, on the 25th, he dropped six 1,000 lb bombs from 14,000 ft, hit the target with one, gained a very near miss with a second, and put the other four close by ([inserted] Mean [/inserted] Error = 79 yds). Things were getting better!
[Underlined] Restarting Operations [/underlined]
November started off the same way – with more
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high and low level exercises. David had been allocated Guy Gibson’s old aircraft (ED932, AJ-V) on a permanent basis now, and he flew it on most of the practices. He did a run at 12,000 ft and dropped four [inserted] bombs (with [/inserted] an average error of 146 yds), then three bombs from 2,000 ft (53 yds), and then switched to one of Mick Martin’s latest ideas – bombing a PFF red Target Indicator from 15,000 ft. He scored a “bullseye” on it on November 5th (appropriately for Guy Fawkes night!), and with things now obviously getting to the stage where 617 Squadron was ready for operations with the SABS, David showed a VIP around his aircraft on November 6th (believed to be Roy Chadwick, Avro’s Chief Designer) and flew him back to Ringway in the afternoon.
Cochrane at Group had meanwhile decided it was time to test the SABS in action, and so Mick Martin was informed [inserted] that [/inserted] they were to raid the Anthéor Viaduct in Southern France again on November 11th – this time from 8,000 ft to avoid the flak from recently installed German defences.
On the morning of November 11th, David made one more practice flight in ED932, dropping 6 bombs from 15,000 ft and getting his mean error down to 89 yds. It was the best they could do, and he [inserted] then [/inserted] prepared for the evening’s operation. The Squadron despatched 11 aircraft, starting at 18.15, with Ted Youseman first off, and each being bombed-up with one 12,000 [inserted] lb [/inserted] H.C. Blast bomb. Mick Martin himself was leading the raid, and Dave Shannon and Les Munro were also flying, but Shannon had engine failure on take-off and had to abort. The others all got off safely – O’Shaughnessy, Rice, Bull, Clayton, Brown, Kearns, and David Wilson – and set course for Anthéor (David had two new members of his → [inserted] crew on this “op” – Flying officer Chandler and Warrant officer Holland, who were to stay with him ‘for some time (“Chan” Chandler had already survived 8 days in a dinghy in the N-Sea, after ditching in a 49 Sqd Hampden, returning from Düsseldorf in the early hours of July 1st, 1941). [/inserted]
They found the viaduct in half moonlight this time, but there were guns and searchlights to avoid, and there was another similar viaduct just to the West, in the bay by Agay, and this confused some crews sufficiently enough to aim at that. There were no direct hits, but Mick Martin’s bomb hit the railway line to one side of the viaduct, and several more got near misses, David’s bomb [inserted] being 30 yds out. [/inserted] But the viaduct survived, and the 10 Lancasters flew on to Blida again,
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in Algeria. There had been some ships just off the shore at Anthéor which had opened fire on some of the Lancasters, but none had been hit, and they all landed safely in N. Africa. They had a four day break there (taking full advantage of it as they had done before, to sample the local wines and unrationed food and fruit. [sic] They left on November 15th for Rabat in Morocco, and on the 17th flew home from Morocco to Coningsby, via the Bay of Biscay, loaded with Forces Christmas mail for home and fruit and wine. But one Lancaster never made it back – Ted Youseman and his crew were probably picked off by a German fighter, and were believed to have ditched in the sea south-west of Brest, perishing in the process.
{Underlined] New C.O.; new ideas. [/underlined]
While they had been away in N. Africa, a new C.O. had arrived to take command from Mick Martin (who had only been in charge on a temporary basis). His name – Wing Commander Geoffrey Leonard Cheshire, DSO and Bar, DFC – and he had dropped a rank from Group Captain, in order to take over 617. Mick Martin had some burning ideas now about marking targets first with flares, so the rest could bomb with the SABS system, and so did Cheshire too. He was to change 617’s role quite dramatically with his ideas – how dramatically, and how successfully none of them would have guessed in their wildest dreams!
After they were once more back at Coningsby, David tried out his SABS from 18,000 ft now, gaining an error of 137 yds for [inserted] dropping [/inserted] six bombs, and made a few routine air tests of his Lancaster (ED932) early in December. Cheshire also loaned out from 617 crews with McCarthy Clayton, Bull and Weeden, for a few days to the Special Duties Squadrons at Tempsford. They were needed to make pinpoint drops of guns and ammunition to the French Resistance [inserted] near Doullens (on the River Outhie in Northern France) [/inserted] on December 10th. The raid went badly, flak bringing down both Bull and Weeden’s aircraft with two of Bull’s crew, and all in Weeden’s being killed. McCarthy couldn’t find the target, and so he and Clayton went back on December 11th, and were successful this time. Cheshire and 617
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had lost two more valuable crews.
Almost immediately after this, 617 was detailed to bomb a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais, and Group decided to try out the SABS again at night, but this time, working on Martin and Cheshire’s ideas, arranged for the P.F.F to mark the wood concerned with incendiaries. [Inserted] → Mick Martin [inserted] – as Cheshire’s Deputy - [/inserted] had now taken over as O.C. “B” flight from Les Munro, and David Wilson was now flying as Mick’s right hand man. [/inserted] Nine Lancasters were [inserted] therefore [/inserted] sent off from 617 Squadron on December 16th, [inserted] led by Cheshire with Martin as his Deputy [/inserted] to bomb the “Ski-site” ** at Flixecourt on the Somme between Abbeville and Amiens. A single PFF Mosquito used the “Oboe” beam system of marking the target [inserted] with incendiaries [/inserted], and all nine 617 Lancasters dropped their single 12,000 ln H.C. Blast bombs as close to the burning wood as possible. David dropped his, and his bomb-aimer took a photograph of the aiming point to check on their return. [Inserted] His sortie lasted for 3 hrs 40 mins in all. [/inserted] Subsequent “recce” pictures showed the Squadron had collectively achieved a mean error of 94 yds – but the “Oboe” Mosquito had marked 350 yds from the target – and so all the bombs were wide! Cheshire was not amused.
David was up again on December 18th, doing a practice drop from 2,500 ft (Error-70 yds), and on the [inserted] morning of the [/inserted] 20th from 15,000 ft (Error=60 yds). This was a good, consistent result from differing altitudes and in different aircraft (ED932 and ME557). In fact ME557 [inserted] (KC-O) [/inserted] was a brand new Lanc, and David took a Ministry of Aircraft Production official up on the practice to check the [inserted] Napier [/inserted] compressors [inserted] supplying air to the SABS system [/inserted]. * It was also one of the first Lancasters fitted out to carry Barnes Wallis’ new 12,000 ln Tallboy streamlined bomb to be delivered to 617.
The next operation was on [inserted] the evening of [/inserted] December 20th to [inserted] the Cockerill steelworks [/inserted] [deleted] an armaments factory [/deleted] in a residential area of Liege, in Belgium. The bombing had to be accurate to avoid civilian casualties, so eight PFF Mosquitos preceded eight 617 Lancasters. The Mosquitos marked the target, but [deleted] as [/deleted] low cloud prevented the markers being seen, [inserted] Cheshire dived low to see for himself, and found the markers were well off the target. He therefore ordered [/inserted] the force [inserted] to [/inserted] return without bombing. David (and the [inserted] others [/inserted]) brought their 12,000 lb H.C. bombs back, and Geoff Rice was shot down by a night fighter, miraculously surviving alone out of his crew, to be taken prisoner. One more of the original 617 founders had gone.
* Recoded later as KC-S, this was the aircraft in which Flt. Lt. “Bill” Reid, VC, was shot down on July 31st 1944 (he survived).
** So-called because of the shape of the curved ramp V1 launch site.
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Two days later, on December 22nd, David was off again [inserted] (in AJ-V) [/inserted] to attack a [inserted] V1 [/inserted] Flying Bomb [inserted] launch [/inserted] site near Bellencombre, south-east of Dieppe, this time taking Flying Officer Len Sumpter, DFC, DFM as his [inserted] bomb-aimer [/inserted] [deleted] crew [/deleted] instead of F.O. Parkin. Sumpter had flown on the original Dams raid, been rested, and had just come back for a second tour with 617, [inserted] normally flying with Dave Shannon [/inserted]. But the PFF Mosquitos failed again, and David brought all 11 x 1,000 lb bombs back. There were no casualties, fortunately, but Cheshire was not impressed by these PFF failures
David had a few days leave, and resumed flying on the 31st, after Christmas. He missed the new attempt by 617 on December 30th to bomb Flixecourt again, with 10 Lancasters helped by six PFF Mosquitos. Once more the markers were 200 yds off target, 617 accurately straddled them, but because [inserted] of their accuracy [/inserted] missed the main target.
[Underlined] Sorting out the marking problem; a new base [/underlined]
At the beginning of January 1944, David was up on bombing practices again – high level from 15,000 ft (with an average error of 127 yds – and one bomb that toppled); then another of the same height with a better error (98 yds). That was on the morning of the 4th, and in the evening David was one of 11 Lancasters put up for attacking another Flying Bomb [inserted] launch [/inserted] site in the Pas de Calais area [inserted] – this time at Fréval. [/inserted] With the others, he bombed a PFF Target Indicator that they had dropped at very low level this time – but the T.I. was four miles from the target, however, and David brought a photo back to prove it. He blamed the PFF once more! This was obviously not good enough, and whereas 617 Squadron was now trained up to be the RAF’s most accurate bombing squadron, it was the Pathfinders who were now plainly not up to scratch! It was no good having accurate bombing on inaccurate target markers, and so Cheshire, Martin and Bob Hay (Flt. Lt. Robert Claude Hay, DFC and Bar, RAAF – 617’s bombing leader, and Mick Martin’s own bomb-aimer from the first raid on the Dams) put their heads together to work out their own in-house method of marking a target, and then bombing it with the rest of the Squadron. But they first had to prove that the System worked, and to do this they needed Cochrane’s
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permission from Group to discontinue using PFF assistance Cheshire, with his innocently youthful and matter-of-fact ways, soon got this.
Meanwhile, determined to get everyone’s accuracy up even further, David and the rest of 617 went on practicing, day after day, over the next 17 days of January. They made high-level bombing runs, low-level cross country flights, and usually pin-pointed targets all the way round in woodland areas – just like the V1 Flying Bomb sites. David flew these separate and original 617 Lancasters during this period – ED915, ED924 and his own ED932
On January 9th, after a practice over the Wainfleet Sands at low level, he and the others landed at Woodhall Spa – to be their new base from now onwards. Cochrane had decided that 617, with its special techniques, top priority targets – and more importantly, the forthcoming new Tallboy and 10-ton Grand Slam bombs they were to use – deserved a special one-squadron base secluded away from other camps. Woodhall Spa was a one-squadron aerodrome, and so 619 Squadron there moved to Coningsby (which could hold several squadrons), and 617 transferred in the reverse direction on January 9th 1944. → [Inserted] A few more pilots joined 617 at this time, including Lt. Nick Knilans, DSO, DFC (USAF), Flying Officer Geoffrey Stevenson Stout, DFC, and Flying Officer J.L. Cooper. [/inserted]
Over the next few days, operations now from Woodhall Spa and billeted in the delightful Petwood House Hotel (which served as the Officer’s Mess) David flew on low-level cross country sorties, but this time in formation. He flew his (and Guy Gibson’s old aircraft) ED932 for the last time on January 18th [inserted] across to Coningsby, [/inserted] and this veteran Lancaster was left there to be used by 61 Squadron in future (it survived the war intact, only to be eventually scrapped). On the 20th, David started some new tactics that Cheshire was devising – low flying over the Wash at only 60 ft high, and then flying across, and down, the aerodrome’s flarepath at 60 ft, practicing the tactics of dropping more Target Indicators onto a cluster dropped already by the leader (using the runway lights as imaginary markers). It was during this practicing on → [inserted] the 20th that O’Shaughnessy misjudged his height and hit a sea wall at Snettisham, crashing on the beach. He and one of his crew were killed, but the rest (one badly injured) survived to fight again. The Squadron had lost another [inserted] good [/inserted] pilot. [/inserted]
Next day, January 21st, Cheshire announced he had got permission to strike at a V1 [inserted] launch [/inserted] site again – but this time without using the PFF at all. That evening, they set out with even greater excitement than usual, for they knew they had to get a good result
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this time, to substantiate all their training.
David took another of his old mounts, JB139 [inserted] (KC-X) [/inserted], on this raid, and 617 put up 12 aircraft in all. The target was at Hallencourt, a few miles South of Abbeville, and Cheshire and Martin carried out their own new “Pathfinder” technique. First of all the leading pair dropped [inserted] Red Spot [/inserted] flares from 7,000 ft, then dived down [inserted] to about 400 ft, [/inserted] using their illumination of the target area to drop long-burning Target Indicators right on top of the Ski-site.* The rest of 617 then flew over, dropping their bombs on the T.I’s. David, in fact, carried 2 x 1,000 lb, 13 x 500 lb bombs and 6 flares in his Lancaster, and, in common with others, would have used the flares if necessary to help Cheshire and Martin to go on marking the target if their first T.I’s had gone out. But David didn’t need to use the flares on this occasion, nor did he drop all his bombs – only 7 x 500 lb and 1 x 1,000 were let go, and he brought the rest back. He got a good photograph of the aiming point [inserted] from his bombing level of 13,000ft, [/inserted] and when the crews got back to Woodhall Spa, they were jubilant. It had worked, and later “recce” pictures confirmed they had blasted the main target area – for a change!
Once again, in the next few days, David was hard at Cheshire’s new tactics again, doing low-level [inserted] (60 ft high) [/inserted] runs over Uppingham Reservoir, and practicing aiming at the flarepath at their base – or carrying out “Tomato” exercises (as they now referred to them). Then on January 25th came their second “Op” using their own marking [inserted] techniques [/inserted] on a V1 [inserted] launch [/inserted] site. Now it was Fréval [inserted] again [/inserted], and David was one of 12 617 Lancasters to head for the target, flying a Mk I (DV385, KC-A). [deleted] from 50 Squadron for a few days [/deleted] He carried 13 x 500 lb and 2 x 1,000 lb bombs and Cheshire and Martin dived in low again aided by a green Target Indicator dropped [inserted] in the general target area by the PFF, [/inserted] marked the target [inserted] with Red Spot flares [/inserted] in very gusty wind conditions, and David and the rest dropped their bombs exactly on target. It was a case of two out of two “bullseyes” for 617, and there were no losses from either raid.
[Underlined] Picking off the targets [/underlined]
Cochrane now realised that Cheshire and 617
* Cochrane had insisted that the marking had to be done from above 2,500 ft, but Cheshire and Martin had worked out the dive-bombing technique down to 400 ft!
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were now thoroughly capable of using their low-marking techniques on any number of specialised targets – and Cheshire had eventually told him of their habit of dive-bombing their Lancasters right down to 400 ft over the target. So Cochrane now picked a beauty for them – the new engine works at Limoges, in mid-western France. This was to be on February 8th, and so in the days leading up to this, David found himself practicing once again, this time dropping bombs on the ranges from 1,500 ft, 2,000 ft, then at 8,000 ft, 10,000 ft and finally 14,500 ft (at West Freugh). At low-level his mean error was 222 yds, but at 10,000 ft he got it down to 39 yds, and at West Freugh to 65 yds.
Finally, the 8th dawned, and in the evening 12 Lancasters took off for the Gnome et Rhône aero engine works at Limoges. Cheshire and Martin left 15 minutes before the rest – led by Dave Shannon and consisting of David, Ken Brown, Bob Knights (a new pilot), Knilans, Ross, Kearns, Willsher Clayton and Suggitt.
Para // Cheshire had worked out a special technique for this raid , as most of the workers were French, and the factory was close to a built-up area where many of them lived. There was cloud right along their route, but it broke just before they reached Limoges, on the River Vienne. Cheshire then flew over the factory roof three times, down to about 100 ft to warn all the night shift workers to leave, and take shelter. His aircraft, DV380 (Coded KC-N) had had some modifications to accommodate an RAF Film Unit crew, led by Sqd Ldr. Pat Moyna. Half its fuselage door was cut away to instal [sic] two 35mm movie cameras, and two large mirrors were fitted underneath to reflect as much light as possible (had Roy Chadwick, the Lancaster’s designer known, he would doubtless have considered it as sacrilege)!
After Cheshire’s third run, his crew could see the French workers streaming out of the factory, to their air raid shelters, and after waiting a few minutes, Cheshire went in to drop his cascading incendiary markers and Red Spot fires directly on top of the centre of the factory roofs. The Film crew had a beanfeast, obtaining some of the most remarkable shots of the War, as the cascades of light lit up the factory, river and railway yards nearby.
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Mick Martin then followed Cheshire in, flying his Lancaster DV402 (coded KC-P), and dropped his markers on top of Cheshires – After that Cheshire told the main force overhead to bomb, and he cruised around the area at 5,000 ft, to let the film crew record the event. They had a grandstand view, as the other 10 Lancasters (David was flying ME559, KC-Q) unloaded their weapons on the factory. Five of them carried 12,000 lb H.C. Blast bombs, the other seven – like David – [inserted] each [/inserted] dropped 12 x 1,000 lb bombs, and most of them were within the factory perimeter. David reckoned his stick fell slightly off target, and straddled the railway lines away from the factory.
Cheshire then ordered all crews home, but he flew around the burning, smoking factory in the moonlight at 100ft (or less) for half an hour, letting the Film crew complete a unique task. Even Cheshire’s crew got fidgety, trying to egg him on gently to start for home. As Moyna said afterwards: “Cheshire seemed as unconcerned as an assistant arranging a group photograph in a studio”! Finally, they turned out to the Bay of Biscay, and flew back over the sea. They all arrived back safely – Cheshire about an hour behind the rest. And the main achievement (for Cheshire) was a perfect record on film to show the AOC and all the others at Bomber Command HQ, illustrating how effective low-level marking could be.
[Underlined] Third attempt at Anthéor. [/underlined]
After the attack on Limoges, David’s next flight with 617 was another operation on February 12th – back to the Anthéor viaduct again. The Squadron had already attacked it twice, and the USAF once, but it was still intact and carrying almost 100,000 tons of German supplies down to the Italian Front each week. All these attacks had, however, served only to get the Germans to defend it more heavily each time, and the defences were formidable this time.
Once again 617 fielded 10 Lancasters for the “Op”. but Cheshire was concerned about the range at their disposal, for Cochrane refused permission for them to carry on to Sardinia this time, saying he needed 617 back in the UK after the raid. In order to squeeze every gallon of petrol into their tanks, they flew
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their Lancasters down to Ford aerodrome, between Bognor Regis and Littlehampton on the South Coast, using it as an advance base to refuel. Then Cheshire and Martin took off ahead of the others, climbing through bad icing conditions, and arrived some five minutes ahead of the main force.
It was a pitch black night and the narrow valley was full of all types of ack ack guns, which opened up in an absolute hail of flak. Cheshire tried three times to dive down the valet over the viaduct, and drop his load of markers and flares, but each time he was blinded by the flak and forced off course and out to sea. Martin then had a go, and Cheshire tried to get back inland to draw off the fire as he ran in, but was out of position as Mick slid down the dark ravine. As Mick levelled out over the viaduct, a 20mm cannon shell exploded through the bomb-aimers’s cupola, and Bob Hay was killed instantly, and the Flight Engineer, Ivan Whittaker injured in his legs.
Cheshire ordered Martin to fly on to Sardinia, and land there (where he had wanted the entire Squadron to go), and then he went in again himself, this time at 5,000 ft, above the ravine and out of range of the cannon fire. There was still a mass of heavy flak bursts, and David [inserted] in Lancaster ED763 (KC-D), [/inserted] and the others flying overhead thought it looked impossible for anyone to survive in that holocaust. Cheshire managed to drop some of his Red Spot markers, but they drifted to the beach side of the viaduct. With time over the target limited by having to return to the UK, Shannon up above now commenced the high-level bombing, and David and the others followed. David dropped his single 12,000 H.C. Blast bomb [inserted] from 9,500 ft [/inserted] and turned for home. Only one of these weapons dropped close to the viaduct, the rest falling closer to the beach, and once again the bridge remained intact! Finally, after a flight lasting seven hours exactly *, David touched down at Ford again, to refuel and rest, before flying back to Woodhall Spa that morning. [Deleted] The Lancaster he had used this time was ED763 (KC-D). [/deleted]
But fate had not finished with the Squadron yet, for next morning, as the 617 crews left Ford to fly up to Woodhall Spa, Sqd. Ldr. Bill
* David’s previous sortie to Limoges lasted 7 hrs 25 mins altogether but this was from Woodhall Spa. It took about an hour each way from there down to Ford.
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Suggitt climbed out to the West, and turned to starboard in DV382 (KC-J) to set course to the North-east. He had to climb up through the clouds shrouding [inserted] the [/inserted] South Downs, and just after 08.30 a tractor driver at Duncton Hill Farm saw the Lancaster impact on Littleton Down, above him. Wreckage spread everywhere, and all Suggitt’s crew died instantaneously, although Suggitt himself died two days later, still in a coma. Flight Sgt. John Pulford, DFM, the last but one survivor of Guy Gibson’s original raid crew, died in the crash. (The last survivor, Flt. Lt. Richard Trevor-Roper DFC, DFM, was killed on a 97 Squadron operation just 20 days later).
[Underlined] Improving the techniques. [/underlined]
After Mick Martin returned from Sardinia later, his Lancaster temporarily patched up, Cochrane sent him off for a rest period – much against his will. But Cochrane preferred living Flight Commanders to dead ones, and he had few survivors left now, of the original 617 founding pilots.
Then came some top-level Group and Command meetings – at one of which Cheshire appeared on the one hand, proposing greater use of his and Martin’s low-level marking techniques (preferably using Mosquitos in future), and on the other hand Air Vice Marshal Don Bennett [inserted] of 8 Group [/inserted] was strongly defending his PFF high-level marking (and being generally dismissive of 617 Squadron’s techniques).
Cochrane, however, gave Cheshire some leeway in his 5 Group, and set a string of targets now for 617 to attack where Cheshire could devise the necessary low-level marking himself. With Martin gone now, Cheshire took Les Munro as his Deputy, and Les became “B” Flight Commander, with David Wilson as his right hand man. Cheshire did not yet put in a bid for two Mosquitos (but he was busy making the necessary high-level contact in the RAF in order to obtain them quickly and painlessly when he needed them). He knew that the light, fast and manoeuvrable Mosquito would help to make diving onto the target so much easier, and also assist in avoiding the defensive flak.
The last half of February 1944 passed for David with no more than four training flights or air tests
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being flown, due to bad weather. The last of these, on February 29th, was a bomb-dropping exercise from 15,000 ft, where David’s crew scored a 100 yd average error. Then came another practice from 10,000 ft on the morning of March 2nd, followed by 617’s next operation the same evening – this time to the aero-engine works at Albert in the Pas de Calais, between Amiens and Bapaume. Because this was believed to be heavily defended (repairing as it did, vital BMW engines for Focke Wulf FW 190 fighters) Cochrane ordered Cheshire not to mark below 5,000 ft this time. This was Leonard Cheshire’s 75th operation, and David Wilson’s 67th, yet 617’s three Flight Commanders – Dave Shannon, Joe McCarthy and Les Munro were some way behind these totals themselves. Both McCarthy and Munro were now promoted to Squadron Leaders.
David’s aircraft, DV246 (KC-U) was loaded up completely this time with [inserted] 248 x 30 lb [/inserted] incendiaries, and Cheshire and Munro (as deputy) went ahead to position themselves down to 5,000 ft so as to identify the target when the flares were dropped by the leading 617 Lancasters [inserted] of the 13 flying [/inserted] overhead. Cheshire went in under the flares to drop his markers, but his aircraft’s SABS bombsight went U/S on the approach, and while he stood off [inserted] for his bomb-aimer [/inserted] to try to get it working, he called in Munro to drop markers [inserted] just [/inserted] as the flares burnt out. Munro’s markers were spot on, and 617 bombed the factory from higher up, practically all their bombs and certainly David’s load of incendiaries [/inserted] (dropped from 9,200 ft) [/inserted] hitting the factory dead-centre. It was a text book operation, and Cheshire’s diary entry was almost right when he wrote: “This factory will produce no more engines for the Hun!”
Two nights later, on March 4th, 617’s target was the small, but important [inserted] La Ricamerie [/inserted] needle-bearing factory at St. Etienne (to the South-west of Lyon). It was a very small target, in a narrow valley with 4,000 ft hills on either flank, and once again in a built-up area, meaning it had to be picked out surgically, without harming the French citizens if possible.
Again, 15 Lancasters were put up that night, Cheshire and Munro leading (the latter on three engines, as one had packed up after take off). But there was ten-tenths cloud over the target, as David Wilson recorded. He was carrying a Sqd Ldr. Doubleday that night in his usual mount, JB139 (KC-X), and 1,000 lb
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bombs. But Cheshire couldn’t mark the target because of the bad weather, and so they all brought their bombs back that night. David’s flight there and back lasted exactly four hours.
Six days later, with better weather forecast, 617 tried to hit St. Etienne again. This time 16 Lancasters set off for La Ricamerie factory – on the same night that 5 Group bombed the Michelin works at Clermont-Ferrand. This time Cheshire made six attempts to mark at very low level in the blackness, dropping them accurately on the last run, but they bounced beyond the factory. Munro followed, and dropped short, Shannon tried and his markers bounced beyond, and finally Arthur Kell (a new Australian pilot) made a low-level dive and planted incendiaries in the factory. The rest of 617 then bombed the incendiaries (to Cheshire’s commands), and David unleashed his 11 x 1,000 lb bombs [inserted] from X “X-Ray” on the second run in [/inserted] in two sticks, [inserted] dropping them from 8000 ft. [/inserted] When they returned safely, David’s bob-aimer believed they had missed the target, but when “Recce” photographs were obtained, 617 was delighted to see the target had been completely destroyed, and there was no damage to the built-up area outside!
There was no more training at the moment, and the next “Op” was on March 15th, to an aero-engine works at Woippy, on the Northern outskirts of Metz (on the R. Moselle, East of Paris). It was freezing cold weather and 617 and 619 Squadrons sent a combined 22 Lancasters up this night, but the target was hidden by cloud [deleted] again [/deleted]. David was carrying a single 12,000 H.C. Blast bomb in his [inserted] JB139 [/inserted] X “X-Ray” again, but there was no hope of bombing, and so they all brought their bombs back. This was a longer sortie – 5 hrs 30 mins – and one [inserted] 617 [/inserted] crew, flying with Flying Officer Duffy, were attacked by three night fighters on their return leg, and claimed all three shot down!
Next day, March 16th, 617 was off again, this time to bomb the Michelin tyre factory at Cataroux, Clermont-Ferrand. The 15 Lancasters they put up were joined by six from 106 Squadron that were fitted with [inserted] the [/inserted] new [inserted] H2S [/inserted] radar bombing equipment. These latter aircraft dropped the flares this time, and Cheshire
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Made his usual low-level dives over the Cataroux Michelin factory to warn the [inserted] French [/inserted] workers to take cover, dropping his markers on the third run – but a little short. He was being extremely careful once more, because the factory had these major sheds in its complex, but a fourth large building – the French workers canteen – had “on no account to be damaged, if possible”, (Group’s instructions). Cheshire then called in his three Flight Commanders, Munro, Shannon and McCarthy, and they all managed to drop their markers directly on the factory sheds. To do this, they had to have a constant rain of flares to illuminate the target, and David Wilson in JB139 released his six, to help their aim. Then Cheshire called up the others to bomb the newly laid markers and David released his [inserted] single [/inserted] 12,000 Blast bomb *, right on target, and turned for home. This trip lasted 6 hrs 40 mins in all, with the separate run-ins to drop flares, and then the weapon, and with poor weather conditions back at Woodhall Spa, David landed at Coningsby on the return, positioning back to base [inserted] later [/inserted] in the morning.
The “recce” pictures next morning showed the works entirely in flames – and yet the canteen was intact! In fact Cheshire had once again carried Sqd Ldr Pat Moyna and his Film Unit in his Lancaster, and filmed the progress of the bombing from low-level.
Off again on March 18th, David was one of 13 Lancasters this time from 617 Squadron, to bomb the French [inserted] “Poudrerie Nationale” [/inserted] explosives factory at Bergerac, on the R. Dordogne east of Bordeaux. Cochrane had meanwhile told Cheshire that he would try to obtain two Mosquitos, to carry on the low-level marking in greater safety, and therefore until they came, Cheshire must not do any more low-level marking below 5,000 ft. On this raid therefore, six other 5 Group Lancasters, using H2S, joined 617 Squadron, and Cheshire marked from 5,000 ft – spot on – followed by an equally accurate Munro. Shannon and McCarthy both marked an ammunition dump close by. Then the others started to bomb, and before David [inserted] (in JB139 again) [/inserted] dropped his 12,000 lb weapon on the factory [inserted] from 10,000 ft [/inserted], Bunny Clayton dropped his on the nearby
* Six crews carried this weapon on the raid (those with the most accurate bombing averages). This weapon was now referred to as “The Factory Buster”.
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ammunition dump, which exploded in a 15-second long, gigantic flash that blinded everybody. Cheshire, down below, looked up and saw the rest of 617’s Lancasters silhouetted above him against the sky. Then David’s bomb slammed into the powder works, and it disappeared in turn beneath a series of vast explosions. “The powder works”, Cheshire noted, “would appear to have outlived their usefulness!”
This route also took 6 hrs 40 mins from take-off to touch-down, and two days later (as usual now) on [inserted] March [/inserted] 20th, David was off again [inserted] in JB139 [/inserted] to another explosives works – this one at Angoulême, [inserted] North-east of Bordeaux [/inserted]. The pattern was repeated, six 5 Group Lancasters using H2S to drop flares, Cheshire leading 617’s total force of 14 Lancasters and marking from 5,000 ft again. This explosives factory, on a bend on the R. Charente there, performed in the same manner as the one at Bergerac. David dropped 1 x 8,000 lb and 1 x 1,000 lb bomb from 8,300 ft on top of this works, and the factory was completely – and spectacularly – destroyed. Some 6 hrs 5 mins later, David was safely back at Woodhall Spa, as were all 617 crews, and the Film Unit in Cheshire’s aircraft again.
[Underlined] Lyon – third time lucky [/underlined]
The fact that 617 would never leave a “demolition job” half-finished was becoming equally well known to Germans and British alike. The Germans were, in fact, beginning to draft in more defences to the vital plants in France that were supplying their War Effort. But nowhere was this reputation more tested than with their attack on the SIGMA aero-engine works near Lyon on the night of March 23rd 1944. Again six Lancasters of 106 Squadron were to act as the Flare droppers, and 617 put up 14 aircraft.
Cheshire told the 106 crews when to drop their flares, but the first lot were too far North, the second try fell short to the South, and final corrections failed to illuminate the actual target. Cheshire now had to send in his own 617 flare droppers, at altitude, and he just managed one dive over the target at 5,000 ft before they went out. He was not sure his markers had hit, but ordered the rest of 617 to bomb them. David was carrying 11 x 1,000 lb bombs [inserted] in JB139 [/inserted] this time, all fitted with long delay fuses (for the safety of the French
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civilians), so Cheshire had to fly around on his own afterwards to assess the results. They exploded eventually, and certainly something had been hit fair and square.
On the return, all but one 617 aircraft diverted to Tangmere – a fighter station near Chichester – only Nick Ross getting back to Woodhall Spa [inserted] (David’s sortie had lasted 6 hrs 45 mins by this time). [/inserted] There was very limited accommodation, and Cheshire and his Flight Commanders slept with some of the 617 crews in their billets, and on the floor – being last in that morning! When they returned to Woodhall Spa after resting, it was to discover that their target was untouched – they had bombed the wrong factory!
So, next day, March 25th, they went back again to finish the job. This time there were 22 Lancasters in all, including the half dozen from 106 Squadron, but Cheshire had re-organized the Flare-dropping force this time, putting 617’s Kearns in charge of all such flare usage – be it by 106 or 617 Squadron. Cochrane had allowed Cheshire to mark at low-level this time, if required, and as the flares went down Cheshire once again realised they were off target. Eventually he and Kearns got them back on the right target, and Cheshire and McCarthy simultaneously marked underneath. Cheshire then realised they had dropped their spot markers on the wrong buildings, and went in again, his second lot of red spot incendiaries again overshooting. Finally he called in McCarthy again, who hit the target with his last markers, and Cheshire ordered these to be bombed by the rest. Due to problems of communication, however, all the 617 crews orbiting overhead then bombed the early markers – missing the target once again! David’s load this time consisted entirely of 500 lb incendiary clusters and they obtained a good aiming point photograph – proving once back home again 7 hrs 20 mins later, that they had missed the right aero engine works for the second time!
Once more, therefore, 617 set out again on March 29th to try and complete the demolition job. This time 106 and 617 put up 19 Lancasters, and Cheshire was ordered to mark from 5,000 ft again. The flares
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dropped by 106 this time failed to ignite, and Kearns therefore ordered 617 crews to drop their flares. These were accurate, and Cheshire then marked carefully, getting his spot fires just a few yards out of the target centre. When David and the rest above bombed these, their average error put their bombs within the target area this time. David was carrying 1 x 8,000 lb and 1 x 1,000 lb bomb [inserted] in JB139 [/inserted] this occasion, [deleted] flying his usual X “X-ray” [/deleted], and his crew knew immediately that they had at last scored a “bulls-eye”. It took just 7 hrs this time, before they were back at base, third time lucky!
[Underlined] Mosquito marking; and marshalling yards. [/underlined]
Two days before this operation – the last that Cheshire flew and marked in a Lancaster – Cochrane said he had obtained the use of two Mosquitos for marking in future. Cheshire went to see them at Coleby Grange on the 27th, and then later on the day he returned from Lyon (the 30th) he had an hour’s dual instruction on it before flying it to Woodhall Spa. He decided that [inserted] McCarthy [/inserted], Shannon, Kearns and Fawke should join him on the Mosquitos as pilots, and they did some rapid dual instruction and test flights. And within two weeks Cochrane had given them two more Mosquitos.
David Wilson was on a few days leave at the beginning of April, and missed the next operation to the aircraft repair plant at Toulouse-Blagnac aerodrome on April 5th. This was the first time Cheshire used his Mosquito to do the target marking, and this time he was marking not just for 617 Squadron – in the lead – but for the whole of 5 Group which joined in the raid for the first full scale rest of operations to come. In addition to Cheshire’s Mosquito, 617 Squadron fielded 17 Lancasters, and 5 Group put up another 127 altogether. Cheshire found the target clear of cloud, and dived three times, dropping his markers right on target, despite considerable flak of all types. But the Mosquito was fast and agile, and the flak was inaccurate because of this. Munro and McCarthy had marked with Lancasters, and then 617 and other 5 Group Lancasters unloaded their bomb
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loads on the aircraft factory, and on other nearby targets too. All were destroyed, but Cheshire had to leave the scene early, as he was not sure of the range of the Mosquito at low altitude, without extra wing tanks.
When David returned from leave, he was immediately scheduled on the next raid on April 10th, this time to the Luftwaffe’s Signals Equipment Depôt at St. Cyr, by Versailles. He was given the new Lancaster, LM485 (KC-N), which Les Munro had flown in the Toulouse raid on the 5th, and bombed-up with 1 x 8,000 lb and 6 x 500 lb bombs. This raid was just carried out by 617, using Cheshire’s Mosquito and 17 Lancasters, and Cheshire eventually dive-bombed the target [inserted] down to 700 ft [/inserted] with his markers, after having trouble finding it in the dark. But he was spot on again, and David and the rest bombed the target [inserted] from 13,600 ft, [/inserted] destroying most of it.
Discussions at Bomber Command HQ now led to the C-in-C, Harris, agreeing now to let Cochrane have his own Pathfinder Force, within 5 Group, built around the special marking techniques developed by 617 Squadron. Thus Cochrane now received back two Lancaster Squadrons – 83 and 97 – which had originally been seconded to 8 PFF Group, and one Mosquito Squadron – 627 – [inserted] also [/inserted] from 8 Group, (much against the wishes of their A.O.C., Don Bennett).
The object now was to use the Mosquito squadron, and 617’s Mosquitos, for marking large targets, have the Lancasters of 83 and 97 Squadrons dropping the flares and acting as back-ups, and use 617 as the lead bombing squadron, and the others to bomb from a higher level. The next target was just such a place – the marshalling yards at Juvisy, 10 miles South of Paris.
David, meanwhile, had been back over the ranges again with 617, honing their skills all the time. He had “Talking Bomb” up with him on one high level from 15,000 ft, did some low-level flying, and then, on April 18th, was off to Juvisy with 201 other Lancasters in the Group, plus 617’s four Mosquitos [inserted] flown by Cheshire, Fawke, Shannon and Kearns.) [/inserted] Flying LM 485 [inserted] (KC-N) [/inserted] again, David was designated (as was the whole of 617 Sqd) to mark the target for the [inserted] Group’s Lancasters. [/inserted], and carried 6 x Red Spots,
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[inserted] 6 x 1,000 lb, and [/inserted] 4 x 500 lb bombs. The railway yards were on the West bank of the R. Seine, just on the south-east corner of Orly aerodrome, and [deleted] they covered such a large aera that the raid was split into two waves – one to attack the Southern half, the next (one hour later) to attack the Northern section. [/deleted] Cheshire found the Southern aiming point under flares dropped by 83 and 97 Squadrons above (although he had suffered a compass [inserted] failure [/inserted] in the Mosquito). He marked the yards successfully, and was backed up by the other [deleted] of the [/deleted] 617 Mosquitos, and David and the 617 Lancasters then unloaded their markers and bombs from 6,500ft fairly accurately on the target, [deleted] David and his 617 colleagues being the most [/deleted] with the rest of 5 Group – being trained in area (rather than spot) bombing – then carpeting the whole area. [Deleted] soon marked for the second wave, in Northern half of the yards, and again the results were accurate. [/deleted] The combined 5 Group method was becoming one of Bomber Command’s [inserted] most [/inserted] successful weapons!
On [inserted] the morning [/inserted] April 20th, David made his highest practice bombing run yet on Wainfleet Ranges – from 20,000 ft this time. He did not know it, but Cochrane was anticipating the arrival shortly of Barnes Wallis’ new Tallboy Bomb, and the higher it would be accurately dropped, the deeper it would penetrate in the ground before exploding, and creating an “earthquake” effect – bringing any building crashing (even if made of solid concrete).
The same evening (April 20th) David took part in another massed 5 Group attack – this time on the marshalling yards on the North side of Paris, at Porte de la Chapelle, just up the line from the Gare du Nord. He was flying LM485 (KC-N) this evening, and because these yards were very close to the residential tenement blocks surrounding them, extreme care was needed in dropping both markers and bombs. This raid was also even bigger than the one in Juvisy, because 5 Group also borrowed the services of some 8 Group PFF Mosquitos to drop markers by their Oboe equipment (using converging radio beams from UK stations), before 617’s Mosquitos, and Lancasters [inserted] of [/inserted] all three 5 Group marking Squadrons (617, 83 and 97) did their marker and bomb dropping, and then the 5 Group’s Lancasters bombed the target. There was a total of
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247 Lancasters, and 22 Mosquitos in all involved this night, and the raid was split into two waves, each about an hour apart, which attacked the Southern and Northern halves of the yards separately.
The Oboe markers were a little late over the target and there were inevitably some communication problems with all the aerial units involved, and Cheshire trying to control the different facets of the operation. But these were overcome, and another accurate blitzing of the target was achieved. David dropped [inserted] 6 x Red Spots, 6 x 1,000 lb and 4 x 500 lb [/inserted] bombs this time [inserted] from 6500 ft [/inserted], and achieved a direct hit on the aiming point. His sortie lasted 4 hrs 10 mins this time, and once again, all 617 aircraft – Mosquitos and Lancasters, returned safely, although 6 Lancasters from the other squadrons were lost. On the subject of Squadron losses, 617 itself was now very much below the average of most squadrons in this respect, helped no doubt by its training, and the fact that it had concentrated recently on French targets, rather than those in the most heavily defended parts of Germany. There were other reasons too – such as Cheshire’s acquaintance with an RAF officer who was [inserted] the [/inserted] Senior Controller of Beachy Head radar station, near Eastbourne. This had some new American equipment that gave long range cover for Fighter Command deep into France and the Low Countries, and the officer suggested that it could be used at night to warn 617’s Lancasters if they were being stalked by German nightfighters. Cheshire then had 617’s Lancasters fitted with special crystal pick-ups and the latest VHF sets (all with Cochrane’s approval) and from there on, they had valuable radar protection on their missions into the Continent.
[Underlined] Tallboys, and “Taxable”. [/underlined]
The next operation Cochrane planned for 617 was an attack on a German railway centre, and the first he chose was Braunschweig (Brunswick), to the east of Hannover, on the evening of April 22nd. This was historically important, as it was the first time that 617 and 5 Group employed their low-level marking activities over German soil. David, however, missed this operation, and the next ones on Munich [inserted] on April 24th [/inserted] (marshalling yards again) and the German
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tank and troop park at Mailly-le-Camp (May 3rd) – because he was busily engaged in working [inserted] up [/inserted] himself and a few [inserted] other [/inserted] specially selected 617 crews on the Barnes Wallis Tallboy bomb technique. For the most accurate bombing crews on the squadron had been selected to drop these new 12,000 lb weapons (and later, the 22,000 lb Grand Slam bombs too).
It is worth recording, however, that the Braunschweig raid saw 238 Lancasters and 17 Mosquitos of 5 Group, and 10 Lancasters of 1 Group take part, The result was not good, chiefly because there was low cloud and although 617 marked the yards successfully (in the light of flares dropped by 83 and 97 Squadron Lancasters above), other H2S aimed markers were inadvertently dropped farther South, and much of the main force bombed these. One Lancaster of 5 Group had left its radio transmitter on, and it jammed every direction Cheshire tried to give to the other crews. Four Lancasters were lost, but none from 617.
The Munich raid, on April 24, was by contrast an immense tactical success. A mixed force of 260 aircraft once more struck the railway yards there (as well as spreading out over other areas of the town) after Cheshire and 617 Mosquitos had marked the target, [inserted] and Cheshire flew around at low level through a considerable curtain of flak and searchlights. Diversionary raids were flown to Karlsrühr (by the main force), and on Milan (a spoof “Window” dropping exercise by six 617 crews), and the only casualty 617 suffered this time was Flt. Lt. J.L. Cooper (a recent joiner from 106 Squadron). His Lancaster was shot down en route to Munich as Aichstetten, just North-east of Lake Constance, and although his bomb-aimer was killed, the rest of the crew survived to be taken prisoner. [Inserted] Eight other Lancasters of 5 Group were also lost this night. [/inserted] They were lucky to be in Bavaria – for there was now a large price on the heads of 617 crews caught in France!
[Inserted] After this raid on Munich, Cochrane ordered 617 crews to have a weeks complete leave, and most used the rest to good effect. But one or two stayed behind, David Wilson being one.
One factor worth noting about this raid was that Cheshire could not obtain extra fuel tanks for 617’s four Mosquitos. They had to fly these to Manston, refuel on the runway and take off without warming up the engines, to be sure of getting to Munich. None of them believed they could get back to Manston, and yet all just made it – despite a German night fighter in the circuit when they landed! [/inserted]
The Mailly raid upset 617’s and 5 Groups recent success patterns with a vengeance – but it was [inserted] just [/inserted] one of these things (C’est la Guerre”). Mailly was a large French military training area South of Chalons-sur-
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Marne (itself just a few miles [inserted] South-east [/inserted] of Rhiems). Here, it was known the Germans had a Panzer division and their equipment in transit.
Cheshire and 617’s other three Mosquito pilots, Shannon, Fawke and Kearns, were ordered to mark at Mailly, but 617’s Lancasters were not detailed for this raid – which was just as well. Cheshire marked the target perfectly, and ordered the 5 Group Controller to order the first wave of Lancasters to bomb. But things started to go wrong then, as the [inserted] latter’s [/inserted] radio was subsequently found to be seriously off frequency, and his VHF set was being drowned by an American Forces broadcast. After some delay they started to bomb, but because the second wave was held back, Shannon and Kearns had to remark the target in the face of considerable flak. The second wave also bombed accurately, but in the delays caused by the lack of communication, and while Cheshire had to get the Deputy Controller to take over, German night fighters began to arrive in large numbers, and harried the Lancasters all the way back to Northern France. All the 617 crews returned safely, but 42 Lancasters were lost out of the 340 Lancasters and 16 Mosquitos sent on the raid by 5, 1 and 8(PFF) Groups. (This was an 11.6% loss rate – some three times the normal)!
David missed Braunschweig and Munich, because on April 22nd (the day after his return from La Chappelle) he took his old JB139 (originally KC-X, but now changed to KC-V) down to Boscombe Down to carry out trials with Barnes Wallis’ 12,000 ln Tallboy bomb. Sqd Ldr Richardson (“Talking Bomb”) was also there and over the next four days, David took him up several times daily, making high-level trials dropping prototype Tallboys from 18,000 ft each time. On the 26th he returned to Woodhall Spa, carrying seven of the scientists concerned with these tests. He had to break off the special Tallboy dropping exercises in May, however, as all 617’s crews were now engaged on one of their most boring exercises – yet [deleted] as [/deleted] it turned out, it was to be perhaps their most successful and decisive of all – Operation “Taxable”.
The [deleted word] squadron was being trained up to conduct a major “spoof” exercise on the day before D-Day.
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This would entail [inserted] two waves, each of 8 [/inserted] [deleted] 16 [/deleted] Lancasters, flying on instruments in short overlapping circuits, and dropping “Window” to try to indicate to the German shore defences that an invasion fleet was heading their way. (And of course it would be in a very different direction to that taken by the real fleet). The whole operation, once started, would have to be kept up [deleted] continuously [/deleted] for some four hours or more. [Deleted] to seem on the German radar as if a vast number of ships was slowly advancing in their direction. [/deleted] The continuous orbiting by the Lancasters had to be at low level [inserted] 3,000 ft [/inserted], start at a pre-arranged time near Dover, and advance gradually over a group of 18 surface vessels flying barrage balloons, as the vessels sailed beneath them towards the coast below Calais. Bundles of “Window” would have [inserted] to be dropped out every 12 seconds during the four hours. [/inserted]
The month of May, 1944 was probably the most boring in the Squadron’s history, as they practised, day after day, and usually for an hour or so at a time, the intricate navigational exercises that would enable them to fly these continuous orbits. David flew a total of 26hrs 20 mins altogether on these exercises, between May 6th and June 4th, in his Lancaster I, LM485 (KC-N). As the continuous orbiting was going to be a taxing operation, each Lancaster would have to have two crews on board, one relieving the other at the halfway point. David had as his relief pilot a Pilot Officer Sanders and his crew, and after May 13th they always flew together.
On May 18th, David tested out a new “automatic pilot” (or “George”) that Avro’s had fitted to his aircraft, to alleviate the strain of the exercise. These were fitted to all the other Lancasters. At the end of May the Squadron flew up to Yorkshire to practice over the North Sea, and dovetail the second wave of 8 Lancasters into the tricky take-over from the first wave – to keep dropping the “Window” without any gaps (lest the German radar show some strange interruptions in the “fleet’s” progress).
Finally, all was ready on the night of June 5th, and the first wave of 617’s Lancasters set off at about 23.00, the first wave finishing their intricate movements halfway across the Channel
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between Dover and the Pas de Calais coast at around 02.30, and being relieved by the second wave, who finished at around 05.00, after daybreak and by which time they were in sight of the French coast. Another Squadron, No 218, used six Stirling bombers fitted with G-H blind bombing radar units, working in the same fashion but a little more to the East of 617.
In the event, as David noted in his log book, the exercise was “believed very successful”. His total sortie lasted for 4 hrs 40 mins, and the entire Squadron was heartily glad when it was over!
[Underlined] Effect of the Tallboy raids [/underlined]
Two days later, 617 Squadron was back on its normal type of bombing operations again, but this time the raid was laid on suddenly, at short notice, to try to prevent a German Panzer Division reaching the D-Day bridgehead. They were moving up from Bordeaux, and Cochrane ordered 617 to take the newly arrived Tallboy bombs, and try to block a rail tunnel on their route. This was at Saumur, on the R. Loire West of Tours, on the South side of the river just before the railway crossed the Loire on a long, low bridge.
The Squadron was hurriedly bombed up with the 12,000 lb streamlined Tallboy, which had a casing of hardened chrome molybdenum steel and a filling of some 5,000 lbs of Torpex D1 explosive. It was some 21 feet long, and 3ft 2 ins in diameter, with four aerodynamically shaped fins, offset slightly to the airflow in order to spin the bomb as it dropped.
David flew his usual Lancaster (KC-N), which accommodated the Tallboy in its bombay, and had the latest deep-section bomb-doors which closed around the bomb and were also flush with the fuselage – except at the rear end, where they left a [inserted] small semi-circular [/inserted] gap around the bombs tail-fin. The rest of 617’s earlier Lancasters [inserted] in the “DV” or “JB” serial range [/inserted] had been similarly modified, or exchanged for newer aircraft with “ME” or “LM” serials. David’s crew – which had changed slightly over the last few months with postings, etc – consisted of → [inserted] Flying Officer G.A. Phillips (Flight Engineer), F/O J.K. Stott (Navigator), F/O D.W. Finlay (Bomb Aimer/Front Gunner) Warrant Officer H.G. Allen (Radio Operator), Flt. Sgt. H.D. Vaughan (Mid-upper gunner), and Flt. Lt. E.B. Chandler (Rear-gunner), [/inserted] [deleted] F.O. [inserted] D.W. [/inserted] Finlay, W.O. [inserted] H.G. [/inserted] Allen, Flt Sgt. [inserted] H.D. [/inserted] Vaughan, and Flt. Lt. E.B. Chandler, [/deleted] and everyone was looking forward to seeing what these new “Earthquake” bombs could accomplish.
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Cheshire marked the target in his Mosquito, as usual, dropping his markers by the light of the flares from four Lancasters of 83 Squadron above, and placing his Red Spots by the tunnel mouth at the Southern end. He was followed in by his other two Mosquitos (Shannon had had to return home with engine trouble, soon after take-off), and then he called up the 25 Lancasters of 617 that were circling above (this raid was a “maximum strength” affair)!
David’s bomb-aimer released their Tallboy at the → [inserted] end of his seventh run-in over the tunnel. On all the earlier 6 runs his bomb-aimer was unable to see the markers clearly at the tunnel’s South end. He waited for the North end to be marked – the secondary aiming point – and then bombed on the seventh run-in. His Tallboy fell away at the [/inserted] end of a careful, steady run-in, and – like the others – they were disappointed to see only a small red splash [inserted] of light [/inserted] below, as it buried itself deep in the ground – not the blinding, white flash that their 12,000 lb Blast bombs always made, lighting up the countryside. Because of this the 617 crews were a little doubtful whether the tunnel, or railway cutting had been hit properly, until “Recce” pictures [inserted] arrived] [/inserted] next day. These were remarkable. David had written in his log: “Operations – Railway Tunnel at Saumur. 12,000 lb Special. Poor shot, but tunnel badly damaged” [inserted] and his sortie had lasted exactly 6 hrs 20 mins [/inserted]. Which crater applied to which 617 crew was impossible to verify, but the aerial reconnaissance pictures showed all the huge round craters clustered around the Southern end to the tunnel. Two Tallboys had hit the railway lines fairly and squarely in the middle, on the tunnel approach (wrecking an overhead road bridge too), three had landed on the top edges of the cutting by the tunnel mouth, cascading earth onto the lines, but one (and to this day, nobody knows who dropped this) hit the hill above the tunnel some 50 [deleted] hundred [/deleted] yards from the tunnel mouth, and did just what Barnes Wallis had predicted – [deleted] buried itself in [/deleted] penetrated the ground right down by the tunnel roof, and blew an enormous crater in the hillside, exposing the tracks at the bottom and dumping thousands of tons of rubble on them. The 617 crews were greatly heartened by the result, and there had been no casualties.
The next Tallboy raid was on June 14th, and this time Cochrane had sought Barnes Wallis’ advice about using the weapon on German E-boat pens at coastal ports like Le Havre. These torpedo boats were proving a pest at night amongst the convoys of ships off the Normandy beach-head, and so the idea [inserted] was both [/inserted] of dropping the Tallboys to create “tidal waves” to swamp the E-boats
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in harbour.
The raid was Bomber Command’s first daylight raid since June 1943, and was to be a big one on the Port area of Le Havre. Two waves of Lancasters, from 1 and 3 Groups, were to attack in the evening, and at dusk (it was almost Midsummer’s day), but 617 were to go in first with Cheshire and two other marker Mosquitos, followed by 22 Lancasters each carrying the Tallboy bombs.
The 617 aircraft took off, with a fighter escort of Spitfires accompanying them, as it was still broad daylight over the target area. There was heavy flak over Le Havre, but Cheshire [deleted] Shannon and Fawke [/deleted] dived his Mosquitos right down into the thick of it, getting down to 7,000ft over the Pens, and dropped his Red Spot markers by the E-boar quayside Shannon, Fawke and the leading Lancasters who were watching, marvelled at the way Cheshire flew through a dense curtain of all types of A.A. fire, and survived.
Cheshire then told his other Mosquito pilots not to bother marking (as the first Spots he had laid were very visible), and told 617 to start to bomb on these. David’s Flight Commander, Les Munro, then led the Lancasters in at around 17,700 ft (several had already been hit in the engines and wings by flak, and turned back), and David and his crew [inserted] in LM 485 [/inserted] recorded a “Direct-Hit” with their Tallboy on the E-boat [deleted] Pens and [/deleted] wharves. All the 15 Tallboys dropped by 617 hit the target area (one went right through the roof of a large concrete E-Boat Pen), and the E-boats were literally blasted out of the water onto dry land, or blown apart. The post-raid photos showed 617 had wreaked immense damage in the Port area, and the subsequent two waves of 199 Lancasters in all, blitzed the rest of Le Havre, rendering the German Naval presence completely ineffective after that. Again, 617 had no losses.
With this success behind them, Cochrane sent them up again next day (June 15th 1944) to do the same at Boulogne. For these Tallboy operations, David always had a seven-man crew (rather than the old six-man complement), and he had now added a Sgt. King to his regulars. Still using [inserted] LM485 [/inserted] (KC-N), David was up with 21 other 617 Lancasters that evening. There was thick cloud over
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Boulogne this time, and Cheshire (his Mosquito heavily patched up from its ordeal by flak the previous day) dived down below the cloud to drop his markers from around 6,000 ft, once more in a hail of anti-aircraft gunfire. Although his Mosquito was hit several times he survived again, and his markers hit the E-Boat Pen area. He ordered the 617 Lancasters in, but as it was now dark and the cloud had thickened up at 13,000 ft, 10 of the crews could not see Cheshire’s markers below the overcast, and regretfully turned for home taking their precious Tallboys back (they had strict instructions never to waste them!). The remaining 12, however, (mostly more experienced, and leading crews) dived below the clouds, enduring the same barrage of flak that Cheshire had, and lined up over the Pens to drop their bombs. David was one of these, following Les Munro in, and himself followed by McCarthy, Kearns, Clayton, Howard, Poove, Knights, Stout, Hamilton and two others. Most of their aircraft were hit by flak, but David dropped his Tallboy from 8,000 ft, and recorded “Believed Good Shot”. His aircraft was hit by flak, and holed as well.
All the 617 crews got back to base (David was only airborne for 2 hrs 35 mins altogether – against 3 hrs 40 mins for the previous Le Havre raid), but several crew members of other aircraft were injured. Following 617 in to attack had been 133 other Lancasters and 130 Halifaxes, aided by 11 Mosquitos of 8 (PFF) Group, and these had bombed the rest of Boulogne. Only one Halifax [inserted] had been lost [/inserted], out of all the aircraft taking part, and in the two raids taken together, 617 had been largely responsible for the wrecking of some 133 German boats (mostly E-boats).
[Underlined] V2 sites. [/underlined]
The moment they had returned from the Boulogne raid, there was a lot of patching up of the aircraft to do. David’s KC-N was too badly holed to be quickly back in service, and so he was allocated another – DV 380, Wing. Cmdr. Cheshire’s original Lancaster (KC-N), but now re-coded KC-X.
The very morning they had returned from Boulogne, Cochrane had alerted Cheshire to get ready for a
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very important operation that evening (the 16th). Cheshire had only just got to bed but was told to get up again and attend an intelligence briefing right away. The V1 Flying Bombs had started dropping on London, and Intelligence sources had warned the War Cabinet of the imminent firing of two other secret weapons at London – the V2 rockets, and in the V3’s case, huge shells fired through incredibly long [inserted] “Super” [/inserted] gun barrels being built across the Channel in France (a forerunner of the Iraqi “Super”-guns of 1991). The concrete blockhouses hiding these weapons had to be attacked with Tallboys immediately, as the War Cabinet thought on the one hand they might have to order the evacuation of London, and on the other – if aimed at Portsmouth and Southampton, etc, they might interfere [inserted] with [/inserted] the invasion of France, and put it in jeopardy.
The result of all this was that [inserted] David and the other [/inserted] [deleted] the [/deleted] Squadron crews were aroused, and after briefing, stood by all day at their aircraft dispersals, waiting for the signal that the cloud cover over the target had cleared. The Lancasters were bombed-up, but then had to be unloaded, one by one on a rota, to avoid straining their undercarriages. Food was brought out to dispersals, but late in the evening the raid was cancelled – the cloud was still unbroken over the target. Not long after, they were stood-to again, and then stood-down, and so it went on over three days!. Eventually the crews were living in a detached state of limbo, with too little sleep and their metabolic clocks thoroughly upset.
Finally, on June 19th, the cloud cleared and they were off at last. The first target for 617 was a large concrete structure to the [inserted] West of [/inserted] Watten (North-west of St. Omer), on the edge of the Forêt d’Eperlecques. [Inserted] This was one of two large “Bunker” sites for launching V2’s, consisting of huge [inserted] semi- [/inserted] underground concrete bunkers, with large armoured doors. Both these sites were constructed to initially fire the vertical-standing V2 rockets at London, but they were intended later to launch V2’s with nuclear or chemical war-heads, directly as the USA. [/inserted] David took off from Woodhall Spa [inserted] in DV380 (KC-X) [/inserted], with 18 other Lancasters, and Cheshire and Shannon in their Mosquitos. As it was a daylight raid, they were escorted again by Spitfires, and Cheshire went down to 8,000ft over Calais, to find the target beyond the town. He was engaged by a terrific flak barrage, so dived flat out down to 2,000 ft, and released smoke markers (for daylight use) on the target.
* The remains of this structure, called “Blockhaus”, are kept today as a tourist museum.
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Having come through the barrage miraculously unscathed, Cheshire’s markers then failed to ignite, so Shannon then went in through a haze that was developing as the day wore on. He dropped the last of the smoke markers, and as Cheshire believed they were close enough to the blockhouse, ordered 617 to bomb it. David dropped his [inserted] Tallboy [/inserted] like the others, from 18,000 ft, but it “hung-up” momentarily, and recorded a near-miss on his aiming point – the smoke indicators. The rest dropped their weapons close to or on top of the markers, but when the raid was over and “Recce” pictures obtained, it was established that the markers had been some 70 yds wide of the target. Some Tallboys had dropped far enough away from the markers to fall beside (and one on top of) the concrete structure, and this proved sufficient to encourage the Germans not to use the site afterwards. * For some reason (perhaps connected with the repeated bombing-up and down over the three day wait) several Tallboys besides those on David’s Lancaster also “hung-up” – including those of Knilans, Ross and Howard (two of these were “freed”, but one had to be brought back).
Next day, the 20th, the second of these large “Bunker” sites, at Wizernes (just to the South-West of St. Omer) was given to 617, and this time 17 Lancasters set off, with Cheshire and two more Mosquitos in the lead David was still flying DV380, but he had only flown as far as Orfordness, near Woodbridge when Cheshire, in front of them, received information the cloud cover was too thick over the target, and recalled the Squadron (complete with Tallboys).
Two days later, they tried again, and reached the target area this time, but there was ten-tenths cloud over the area, and once more they brought [deleted] back [/deleted] the Tallboys back. Not to be outdone, 617 made a third attempt [inserted] the morning of [/inserted] June 24th, and this time the clouds had cleared. [Inserted] Again they had a fighter escort, [/inserted] and two Mosquitos led 16 Lancasters to the quarry in the North-facing hill near Wizernes station and Cheshire dived in to mark. His markers hung up, however, and he called Fawke in behind him. The flak was intense, and Fawke’s Mosquito and several 617 Lancasters above were hit, but David dropped his Tallboy from 17,400ft, recording a “Good Shot”. On the run in, John Edwards’ Lancaster DV413 (KC-G) was hit, and went
* After Allied troops had captured this site in Autumn 1944 → Barnes Wallis persuaded Bomber Command to let several Lancasters drop the new 22,000 lb Grand Slam bombs on this structure in mid November, to test their destructive force. [/inserted]
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down out of control, [inserted] some crew baling out on the way. [/inserted] The Lancaster exploded as it levelled out, [inserted] its pilot fighting [/inserted] desperately to effect a crash-landing, [deleted] in a field [/deleted], and the rest of the crew were trapped [deleted] out [/deleted] amongst the debris, or flung out onto the field where it pancaked. Only the Navigator, Wireless Operator and Bomb-aimer survived, to become POWs. The rest of the Squadron returned safely, albeit many of the aircraft had flak damage.
As David’s aircraft was also damaged, he promptly air-tested his old aircraft, LN485 (now itself repaired), the same afternoon (June 24th), and next day he was off [inserted] in it [/inserted] with 617 to attack a huge underground storage area for V1 Flying Bombs – at Siracourt, just South of the main road from St. Pol-sur-Ternoise to Hesdin (and East of Le Touquet). The Squadron put up 17 Lancasters, 2 Mosquitos – and a North American Mustang fighter flown by Cheshire.
Para // There was quite a story behind the acquisition of the Mustang, but suffice to say that the Station Commander at Woodhall Spa, together with Cheshire’s friendship with the American Air Force Generals Spaatz and Doolittle, resulted in their sending a Mustang over [inserted] on the morning of the 25th [/inserted] for Cheshire to try out. The 617 ground crews had to work hard to modify the under wing bomb attachments, to fit the necessary smoke markers and the Squadron navigator had to plot Cheshire’s courses for him, and help him jot down the information on his knee pad – for the Mustang was a single-seater. Cheshire had never flown one before, nor a single-engined aircraft for some time, and by the time it had been prepared he was adamant that he would use it on that evening’s raid. He also knew that he had no time to do “circuits and bumps” in it, to get to know its landing techniques – his first take-off would have to be on the operation, and his landing back would have to be in the dark!
As the Mustang was a fast aircraft, David and the other 16 Lancasters and two Mosquitos took off ahead of Cheshire, and by the time they arrived at Siracourt, their C.O. was there, diving in to mark the concrete roof of the underground site with smoke indicators, and followed in by Shannon and Fawke. Then the 617 “gaggle” was called in to drop their Tallboys on the smoke, and David recorded a “Direct Hit” [inserted] from 18,800ft [/inserted], together with some of the others, while other Tallboys fell close by. Someone’s bomb pierced the
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16 ft thick concrete roof of the structure, [inserted] resulting in a spectacular collapse of the walls and ceiling, and others undermined the sides. [/inserted]
Three hours and five minutes after take-off, David was back on the ground at his base, and all had returned safely, including Cheshire in the Mustang.
There were still more sites to attack, but bad weather and thick clouds prevented 617 Squadron from further attacks for some days. [Deleted] In the days [/deleted] During this period, David only managed to get in one practice “Formation flight” and an “Air Test” (involving air-to-sea firing practice). Several times they stood by from dawn [inserted] onwards [/inserted], but raids were cancelled by the late afternoon. The urgency was in everyone’s minds, as the V1’s were now landing in London and the South-East in increasing numbers.
Finally the weather cleared again for the morning of July 4th, and they were briefed to attack a new V1 launch site located in underground caves in the limestone hill overlooking the River Oise, at St. Leu-d’Esserent, a little village North-west of Chantilly. These caves had been used before the war by French mushroom-farmers, but were now reinforced with concrete to store the V1’s, and their launching rails. [Deleted] and the gigantic barrels of the V3 guns [/deleted]
David’s Squadron put up 17 Lancasters, Cheshire in the Mustang, and his back-up in a single Mosquito for this daylight raid. Fawke in the Mosquito went ahead to get weather information, and then Cheshire arrived, dived very low over the caves and dropped his smoke markers accurately on top. Les Munro led in the Lancasters above, through fairly heavy, [deleted] and [/deleted] accurate, flak which caught several aircraft, but the Tallboys started to rain down on the site. One hit the main building, others dropped in the cave mouths and around the entrances to the site, all destroying a great deal of machinery. Many Germans [deleted] workers [/deleted] were trapped underground and some were entombed forever. David [inserted] flying in LM484 again, [/inserted] described his Tallboy hit [inserted] from 18,700ft [/inserted] as a “Fair Shot”, obtaining a good photograph of this exploding near the cave mouth. Once the limestone dust and debris had started to hide the target, some Lancasters had difficulty finding the aiming point, one was hit in all four engines and had to jettison the [inserted] Tallboy [/inserted] over the Channel on the run home [inserted] and [/inserted] one had its bombsight go u/s. Thus only 11 out of the 17 dropped Tallboys on the target,
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but the results were once again spectacular – although in many of these Tallboy raids, these were only seen at first hand after the Allies had captured the area, later in 1944.
All 617 crews returned safely [inserted] David’s own sortie lasting 4hrs 05 mins this time [/inserted], although some had been injured by shrapnel from Flakbursts. [Deleted] but [/deleted] Bomber Command sent in another force of [inserted] 5 Group [/inserted] Lancasters later that same evening – totalling some 231, with 15 Mosquitos for marking. German night-fighters were very active, and shot down 13 of the Lancasters around the target area – a high price to pay.
[Underlined] Last “Op” with 617 – V3 Site. [/underlined]
Two days later, [inserted] on July 6th 1944 [/inserted], David took off on his last operation with 617 Squadron, this time another daylight raid on a V3 site at Mimoyecques, where several “super-guns” were being set up. Cheshire flew his Mustang again, with a Mosquito to back him up, and the usual “gaggle” of 17 617 Lancasters followed higher up (usually around the 18,00 ft level). The “gaggle” was so named by Cheshire, but referred to the pattern 617 was now adopting in its bombing formations – normally four parallel rows of Lancasters (four or five to a row), each of the leaders flying at carefully planned 200 ft or 300 ft vertical separation from each other, and behind each of them, every subsequent Lancaster flying [inserted] in turn [/inserted] at 400 ft lower than the one in front. Thus the “gaggle” had the best chance of avoiding each others bombs in the run-up to the targets, and had a better sighting of the target as it began to become obscured from the markers and first hits. Generally speaking, if the Lancasters adhered closely to this box formation (which was not always possible), the last aircraft’s Tallboys should have released before the first started to explode (they were frequently given delayed-action fuzes).
The V3 site at Mimoyecques was in the chalk hills behind Calais, and Cheshire once again went in very low and dropped his markers on top of the tunnels. The rest then dropped their Tallboys, and David’s went down on target [inserted] from 19,000 ft [/inserted], but the burst wasn’t seen by his crew. Then he flew LM 485 (KC-N) back to
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Woodhall Spa, joining the others who all arrived safely. “Recce” photos later showed the V3 site to have been hit and straddled by the Tallboys and completely wrecked, once more entombing some Germans.
[Inserted] Sub heading [underlined] Leaving 617 Squadron [/underlined] [/inserted]
After landing from this short flight (David had been airborne only 2 hrs 45 mins on this last occasion), [deleted] their C.O. [/deleted] Cheshire was summoned to Cochrane’s Group HQ. Cochrane looked at Cheshire, and said quietly to him: “I’ve been looking at the records, and see you’ve sone 100 trips now. That’s enough, it’s time you had a rest!” And he told Cheshire it was no use arguing! He also added that his three Flight Commanders, [inserted] Dave [/inserted] Shannon, [inserted] Joe [/inserted] McCarthy and [inserted] Les [/inserted] Munro had to come off as well, with David Wilson too. Mimoyecques had been David’s own 90th Operation [/deleted] as well [/deleted], and although the Flight Commanders had done fewer trips, they had [inserted] all [/inserted] been flying on “Ops” continuously for some two years.
So David was rested simultaneously with his CO and Flight Commanders. He had joined 617 in time for its seventh operation (and its first visit to the Anthéor viaduct) on September 16th 1943, and had been with the Squadron for over two months before Cheshire had arrived to take over from [inserted] Mick Martin [/inserted] the temporary C.O. When he joined there had been 10 of the original Dams raid pilots still flying in 617, but when he left, the last three – the Flight Commanders – left with him. It was the end of an era in 617, and David was very proud to have fought and lived alongside those famous names. As for himself, he has never really had the recognition that he deserved for his part in the 40 Operations mounted by 617 between September 16th 1943 and July 6th 1944, but this is no doubt because he was an inherently shy man – though a very tough one in his quiet [inserted] Scottish [/inserted] way.
With all of them being suddenly rested from 617, the 5 Group A.O.C. began to confer some long deserved awards on them. Cheshire had been given a second Bar to his DSO on April 18th 1944 (while with 617) and now, two months after leaving, he was awarded the Victoria Cross, for four years of continuous bravery (unique because it was not for one specific act of gallantry). Shannon was awarded a Bar to his DSO, and Munro was awarded a DSO (McCarthy had just been awarded a Bar [inserted] to his DFC. [/inserted] David was justly awarded a Bar to his DFC (gazetted on June 29th
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1944. This was [inserted] then [/inserted] followed up on November 26th 1944 by his second decoration with 617 – a DSO. (The delay in the award of the DSO was probably occasioned by the departure of Wing Cmdr Geoffrey Leonard Cheshire, VC, DSO and two Bars, DFC, M.I.D., and the arrival and settling-in of his successor at 617, Wing Cmdr J.B. (“Willie”) Tait, DSO and Bar, DFC, MID).
The citation for David Wilson’s Bar to his DFC read: “Since the award of his first DFC in May 943, this officer has completed a third tour of operational duty, during which his experience, determination and devotion to duty have been displayed in the course of many sorties As a captain of aircraft, he can always be relied upon to complete his tasks in the face of the heaviest enemy opposition. He has a long and distinguished record of operational flying.”
And when the DSO was gazetted on November 26th this citation said: “This officer has taken part in numerous missions over enemy territory, including attacks on Berlin, Hamburg, Bremen, Cologne and Mannheim. He is now in his 3rd Tour, and has completed many sorties demanding a high standard of skill and accuracy. He has proved himself to be an ideal leader and his example has been most inspiring.”
“. [sic]
It is interesting to look back on David’s three tours of operations to see the difference in training required by any pilot flying with 617, and the other squadrons. In his time with 214 Squadron (his first tour) David flew a total of 289 hrs 50 mins, of which 199 hrs 35 mins was on operations, and just 90 hrs 15 mins doing Squadron training and exercises, etc. In this case the training hours amounted to 31% of the total. With 196 Squadron, training hours (34hr 35mins out of a total of 135 hrs 40 mins) amounted to 25%. But in 617 Squadron, David’s training accounted for 239 hrs 45 mins out of 420 hrs 55 mins – or a massive 57% of his total time! For each operational hour flown, he had flown over an hour’s worth of practice – nearly all bomb-aiming. This just illustrates the degree to which Guy Gibson (who started it), followed by Mick Martin and Geoffrey Cheshire, had insisted on the very highest level of low and high-level bombing accuracy.
At the end of his third tour, David had flown 90 missions, lasting for a total of 481 hrs 50 mins, and trained for a further 364 hrs 35 mins in these squadrons.
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[Inserted] As for David’s Lancaster [deleted] that [/deleted] [inserted] in which [/inserted] he finished his days [deleted] in [/deleted] at 617 (LM485, KC-N), this aircraft survived a further V1 site attacks, two attacks on the German battleship Tirpitz in Norway (as KC-U), and further raids on Norway, etc, [deleted] in 1945, [/deleted] surviving the War to be scrapped in October, 1945. His other favourite, JB139 (KC-X, and later -V) was shot down over Brest on August 5th 1944, piloted by Don Cheney, R.C.A.F., who survived, with three of his crew (four were killed). The remains of the Lancaster can still be seen in the shallow water of St. Anne-la-Palud Bay, nearby. [/inserted]
[Underlined] Marriage, No5 L.F.S, and the E.T.P.S. [/underlined]
Now that David had obtained a welcome break from operations, he and Elsie were married on July 22nd 1944, and he snatched a quick two weeks leave before finally saying goodbye to 617 Squadron [inserted] at a mammoth farewell party [/inserted] on August 7th, and reporting to his new posting, No5 Lancaster Finishing School at Syerston, Notts, the next day.
David was now made [inserted] up to [/inserted] a Squadron Leader, and [deleted] at first [/deleted] put in charge of “B” Flight at 5 LFS. He was later [deleted] at Syerston until March 13th 1945, becoming [/deleted] appointed the Chief Flying Instructor of the whole School on October 4th, and remained its CFI until he ended his posting there on March 13th 1945. During this time he put many other budding Lancaster pilots through their paces on the School’s well worn (and operationally expired) Lancasters. They were mostly Flying Officers, but there were a few Warrant Officers, Pilot Officers and Flight Lieutenants, and the odd Squadron Leader converting onto the four-engined bombers.
David put all his pupils through the full training steps, which included “stalling practice”, “steep turns”, “three and two engine flying”, “three engine overshoots and landings”, apart from routine circuits and bumps, and night flying.
On several occasions he managed a trip in a Lancaster, or the unit’s Oxford “hack”, to visit 617 at Woodhall Spa, usually taking Sqd Ldr. Poore over as well (both of them had served with the Dambusters). And a number of the Lancasters David taught on at the LFS had once flown in 617 Squadron.
In March 1945, having come to the end of his
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Posting to the LFS, David applied to go on one of the Engine Test Pilot’s Courses at Boscombe Down. He was accepted on the No 3 Course there, and started the Course on March 15th 1945.
This was the third and last of the early Courses to be held at Boscombe Down, due mainly to the construction of hard runways on the aerodrome, leading to a veritable log-jam of aircraft taking off or landing on the restricted grass areas.
David’s Course lasted until October 2nd that year – a period of 6 1/2 months – and David was one of 31 test-pilots to complete it successfully. Amongst other subsequently famous names on the course with him were [inserted] Lt. [/inserted] Peter Twiss RN (to become Chief Test-Pilot for Fairey Aviation), [inserted] Sqd. Ldr. [/inserted] Charles McClure, who then took over from “Roly” Falk as Wing Cmdr. And Chief Test-Pilot at the R.A.E. at Farnborough, Flt. Lt. J.O. Lancaster who went to Boulton Paul, Saunders Roe, and finally Armstrong Whitworth; Ron Clear, from Airspeeds; and Lt. Cmdr. J.B.V. Burgerhorst, who went to Fokkers.
Five of the 31 on the Course were to lose their lives testing aircraft (the corresponding losses on the 1st Course were 5 out of 13, [deleted] and [/deleted] on the 2nd 7 out of 28, and the 4th, 7 out of 33). This eventual “loss” rate from the early courses was on average almost 23% , illustrating the high price paid in the lives of exceptionally brave and talented young men, by the advancement of Britain’s and other countries’, aviation industries.
As described in the chapters in these Volumes about Jimmy Owell, Ricky Esler and Jimmy Nelson, etc, the ETPS Course proceeded for David along the normal lines. The previous Commandant, Gp. Capt. J.F. McKenna [inserted] AFC [/inserted], had just been killed in a Mustang at the beginning of David’s Course, and his place was taken by Gp Capt. H.J. Wilson, AFC, who had been a senior test-pilot at the RAE. The Assistant Commandant was Wing Cmdr H.P. “Sandy” Powell, AFC, who also acted as the Chief Test-flying Instructor.
David flew the [inserted] range of [/inserted] ETPS aircraft, which at that time included an Oxford, Harvards, Lancaster
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Swordfish, Mosquitos, Tempest [inserted] I and II and V, [/inserted] Spitfire IX and XXI Boston, [deleted] Sptifire IX [/deleted], [inserted] and the [/inserted] Meteor I. The last machine was the first jet aircraft that David had flown, but it provided no undue problems for him.
By the beginning of October, David had passed the difficult classroom studies, and the flying examinations, with ease, and after qualification, he accepted a post as test-pilot in “B” Squadron ( [deleted] the [/deleted] multi-engine aircraft) at the A & AEE at Boscombe Down, to last until his demob on March 15th 1946.
At the A & AEE, he started flying there on January 10th 1946, and undertook some firing trials on a new Avro Lincoln, flew a Lancaster to measure “speed/power curves”, practiced bombing runs in a Mosquito VI, and carried out other tests on a Halifax III, Dakota, Warwick, etc. Then his Service career was over, and David was demobbed.
[Underlined] A Career at A.V. Roe & Co. [/underlined]
With his brilliant academic qualifications, his war-time record, and qualifications now as a test-pilot, David Wilson [inserted] now [/inserted] had a great deal to offer the world. He was immediately offered a job at RAF Cranwell, and in fact the College was very keen to employ him, but David had written to Sir Roy Dobson, Managing Director now of A.V. Roe & Co. Ltd. at Manchester, to seek a post there – not necessarily in the Flight Test Dept., but perhaps connected with the Design side.
Sir Roy offered David the post of “Manager – Aerodynamic Development and Testing”, and David promptly accepted, starting work at Woodford [inserted] on April 8th 1946 [/inserted] at a salary of £800 per annum, with the promise of an early rise to £900 p.a. He was now 29 years of age, and had a total of 1807 flying hours to his credit.
David’s new job was immediately very tied up with examination of the Tudor airliner designs – both the Mark I and Mark II that were on order for BOAC and BSAA. A considerable amount of aero-dynamic research was going on into the problems affecting these designs, and several establishments
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Apart form Avro’s were engaged in a dramatic race to find the answers. The description of these problems can be found in the stories of Bill Thorn and Jimmy Orrell in these Volumes, but suffice to say that David and his Dept. were soon very busy liaising with Roy Chadwick, [deleted] the [/deleted] Avro’s Chief Designer (and from February 1947, their Technical Director), and the Test-pilots at Woodford to try to overcome the Tudor’s bad stalling characteristics, and excessive drag problems.
Once settled in at Woodford, David decided he had better keep his hand in at flying, and so [inserted] he had a medical on January 1st 1947, and [/inserted] took out a Civilian Flying Licence (No 24644) on March 26th 1947, not valid for flying Public Transport aircraft, but enough to cover him for test-flying at Woodford.
[Inserted] It was also early in 1947 before David and his wife were called to Buckingham Palace to receive the DSO he had won in 617 Squadron – so great had been the queue of people at the end of the War. As he was now a civilian, David had to receive the decoration in civilian clothes. [/inserted]
David was by now living at 3, Leith Rd, Sale, Cheshire, some miles from Woodford and closer to the Southern side of Manchester, and he and his wife Elsie now had a baby daughter, Carol. He was very satisfied with his work at Woodford, and he was starting to fly as Second pilot to Ken Cook and others, and rapidly getting the taste of flying back again. → [Inserted] For instance he went up with Ken on November 25th 1946 [inserted] and Reg Knight on November 27th [/inserted] in the Anson C.Mk XIX Series 2 VL 310, to conduct “Trailing Static Tests”[inserted] “Asymmetric and P.E.” tests. On December 1st he was flying with Reg Knight in Tudor I G-AGPF, doing tests at 25,000’. [/inserted] On December 30th and 31st he was up again with Ken in the Anson XII NL172 doing “Trimmer Setting” tests with the C of G fully forward and full aft, and “Single-engine” tests loaded up to 10,000 lbs weight.
In January 1947, David was flying with Ken again, doing “Trim” tests and “Loop swinging” on York MW322, checking “Stalling speeds” [inserted] and “P.E’s” [/inserted] on Avro XIX G-AGNI, and conducting “Pressurization and Heating” trials on the Tudor I G-AGRJ. And in May 1947 he was flying with Reg Knight in the Tudor I G-AGRI, Anson VM172 and Tudor IV G-AHNI, carrying out “stalls”, “stabilities”, “levels” and other aero-dynamic tests. [/inserted] And it was because of his flying ability, coupled with his interest in sampling the stalling characteristics of the new Tudor II, and observing the reaction of the [inserted] newly-shaped [/inserted] wool-tufted wing fillets fitted to it that he flew as Second-pilot with Bill Thorn on [inserted] that fateful [/inserted] August 23rd 1947. He was not originally → [inserted] scheduled to be the No 2 pilot on this flight as Bill had intended to take Reg Knight up with him. But Reg (see the next Chapter) had to go down to see his mother at Nuneaton, at very short notice, due to a dispute she was having over a new house. And Fate thus decreed that David would take his place. [/inserted]
So Bill Thorn and David Wilson taxied out in G-AGSU that sunny Saturday morning at a little after 10.50 (GMT), carrying Roy Chadwick (Avro’s Technical Director) and Stuart Davies (now the Chief Designer), with their Flight Engineer Eddie Talbot, and radio operator J. Webster. And soon after lift off on the main runway, Bill Thorn got into difficulties with Britain’s largest passenger aircraft (at that time), because of the aileron circuits being mistakenly reversed during work in the factory. The Tudor tilted right over onto
[Page break]
59a
[Insertions to previous page]
[Page break]
3/60
Its starboard wing, the tip touched the ground and the Tudor II sideslipped slowly into a field, crumpling the wing, sliding along the stubble on its belly, and then decelerating into a group of oak trees surrounding a deep pond. The trees broke up the fuselage and wings, and the long nose of the Tudor fractured, and dropped the cockpit end into the pond, drowning the two pilots. But for the presence of water, they would undoubtedly have survived.
Thus, David’s career with Avro’s came to a sudden halt, along with the great Chief Test-pilot sitting beside him, and the man in the back who had designed all these magnificent machines, - and the Lancaster bomber in which David had spent so much of an eventful wartime career, and survived because of its strength and performance. Certainly, if he had to die, he could not have died in the company of any greater men than these.
Roy Dobson, who should have been on the test flight himself, but had skipped it because he was called to his office for an urgent ‘phone call, tried to cope with the tragedy that afternoon from his office at Woodford. The relatives of the other occupants, dead or injured, were contacted by various means, but David’s wife Elsie was mistakenly overlooked for a time. With a young daughter to bring up, and a home to try to keep together, things looked bleak. But when Sir Roy realised how difficult things were, he went out of his way to do all he could for Elsie. He had Avro’s arrange to pay off the mortgage, [inserted] and [/inserted] and give her a monthly sum for quite some time. He sent presents for Carol from time to time, and used to bring them back for the little girl from his overseas trips.
Sir Roy was greatly affected by the accident, and genuinely grief-stricken over the deaths of his life-long friend and colleague, Roy Chadwick, and Bill Thorn and David Wilson. He advised Elsie Wilson to brief a good solicitor and sue A.V. Roe & Coe for damages, so that she could be awarded compensation, and although Elsie found this difficult, and at times could hardly understand what was going on, eventually she was awarded damages and these were held by the Court in 2 1/2 % War Loan on trust for her daughter, with the income being paid regularly.
[Page break]
3/61
In fact David’s daughter Carol was eventually offered a Dr. Barnes Wallis Scholarship, had her mother wanted to accept this (out of the two per year that the great aircraft and bombs designer had set up out of his own money). This could have entitled Carol to attend Christ’s Hospital (Girls School,) in Hertfordshire, but Elsie declined, in order to keep the family close together.
David was buried in Woodford Church, near Roy Chadwick and Bill Thorn, and where Sir Roy and Lady Dobson now also lie. The funeral was a very grand affair, attended by hundreds of colleagues of the crew from all walks of life, the Ministries, RAF and 617 Squadron, and other Aviation companies. Afterwards, Sir Roy said of David:
“He was a brilliant young man, and a technician of extraordinary aptitude and ability, who would soon have made his mark on the company. His loss is going to be most severely felt”.
And it was, no less than by his daughter Carol, who to this day remains devoted to the war hero father she scarcely remembers, and her mother Elsie, who has remarried, but still lives in Cheshire not many miles from Woodford, and under the flight path to Ringway Airport.
[Page break]
[Underlined] Appendix [/underlined] P1
[Underlined] Sqd. Ldr. David James Baikie Wilson, DSO, DFC & Bar [/underlined]
[Underlined] List of Operations (3 Tours) [/underlined]
[Underlined] With No 214 Sqd: [inserted] (Wellington IC). [/inserted] Target Bomb load make-up Total Bombs dropped [/underlined]
1941 July 9* Osnabrück. 1 x 4000 4,000
July 14* Bremen 3 x 500 + Incendiaries. 1,500 +
July 17* Cologne 1 x 4000 4,000
July 20* Rotterdam 1 x 1,000, 3 x 500, + Incendiaries 2,500 +
July 23* Mannheim 1 x 4000 4,000
July 25* Hamburg ? ?
Aug 12* Hanover ? ?
Aug 16* Duisburg ? ?
Aug 19* Kiel 6 x 500 3,000
Aug 22* Mannheim ? ?
Aug 27* Mannheim ? ?
Aug 31* Cologne 1 x 1000, 5 x 500 3,500
Sep 2* Frankfurt 1 x 4000. (Retd, engine trouble) –
Sep 7* Berlin ? ?
Sep 8* Kassel ? ?
Sep 11 Le Havre ? ?
Sep 15 Brest 1 x 1,000, 4 x 500, 1 x 250 3,250
Sep 17 Karlsruhe 1 x 1,000, 4 x 500 3,000
Sep 29 Hamburg 1 x 4,000 HCMI 4,000
Oct 3 Antwerp 1 x 1,000, 6 x 500, 1 x 250 4,250
Oct 10 Cologne 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 12 Bremen ? ?
Oct 13 Dusseldorf 1 x 1,000, 5 x 500, 1 x 250 3,750
Oct 21 Bremen 1 x 1,000, 5 x 500 3,500
Oct 23 Kiel 1 x 1,000, 3 x 500, 1 x 250 2,750
Oct 31 Bremen Bad Wx, retd with bombs. –
Nov 7 Berlin 6 x 500 (Bad Wx, Osnabruck bombed) 3,000
Nov 9 Hamburg 6 x 500, 1 x 250 3,250
Dec 23 Brest 6 x 500 3,000
Dec 27 Brest 6 x 500 3,000
1942 Jan 2 Brest ? ?
Jan 8 Brest ? (Bad Wx, bombs returned) –
Jan 11 Brest 6 x 500, 3,000
Jan 21 Bremen 1 x 4,000 4,000
Jan 26 Brest 6 x 500 3,000
Jan 28 Munster ? (Bad Wx, bombs returned) –
[Underlined] TOTAL = 36 MISSIONS Total hours with Squadron = 289:50 [/underlined]
[Underlined] Total hours on “Ops” = 199:35 [/underlined]
* Flying as Second-pilot on these raids (Rest as Captain).
[Page break]
[Underlined] Appendix [/underlined] P2
[Underlined] With No 196 Squadron. (Wellington X) [/underlined]
1943 Feb 7 Lorient 7 x 500 3,500
Feb 13 Lorient 3 x 500, 6 Containers 1,500 +
Feb 14 Cologne 3 x 500 6 Containers
Feb 17 x Emden ? Bad Wx. Bombs returned. –
Feb 26 Cologne 3 x 500, +Incendiaries (2 x 500 bombs hung up, returned) 500 +
Feb 28 St. Nazaire 3 x 500 + Incendiaries 1,500 +
Mar 3 Hamburg 3 x 500 + Incendiaries 1,500 +
Mar 5 Essen 1 x 4,000 4,000
Mar 12 Essen 3 x 500 + Incendiaries 1,500 +
Mar 26 Duisburg 3 x 500 + Incendiaries 1,500 +
Mar 29 Bochum 3 x 500 + Incendiaries 1,500 +
Apr 4 Kiel 1 x 4,000 4,000
May 4 Dortmund 2 x 500, 6 x SBC 1,000 +
May 12 Duisburg 1 x 4,000 4,000
May 13 Bochum 1 x 4,000 4,000
May 25 Düsseldorf 2 x 500, 7 x SBC 1,000 +
June 11 Düsseldorf ? ?
Jun 21 Krefeld ? ?
Jun 24 Wuppertal (Elberfeld) Incendiaries only. ?
Jul 3 Cologne Incendiaries only ?
[Underlined] Total = 20 Missions Total hours with Squadron = 135:40 [/underlined]
[Underlined] Total hours on “Ops” = 101:05 [/underlined]
[Underlined] With 617 Squadron. (Lancaster I and III) [/underlined]
1943 Sep 16 Antheor Viaduct. 1 x 4,000, 3 x 1,000 7,000
Nov 11 Antheor Viaduct. 1 x 12,000, HC 12,000
Dec 16 Flixecourt xx 1 x 12,000 HC 12,000
Dec 20 Liege 1 x 12,000 HC Bomb returned, raid abortive (due PFF) –
Dec 22 Abbeville-Amiens. xx 11 x 1,000. Bombs brought back (due PFF failure) –
1944 Jan 4 Pas de Calais (Flying Bomb Site) ? Bombs dropped 4 miles from target due PFF error ?
Jan 21 Hallencourt. xx 2 x 1,000, 13 x 500, 6 Flares. Only 1 x 1,000 and 7 x 500 dropped 4,500
Jan 25 Fréval (Pas de Calais) xx 2 x 1,000, 13 x 500 8,500
Feb 8 Limoges 12 x 1,000 12,000
Feb 12 Antheor Viaduct 1 x 12,000 12,000
x Daylight raid.
xx Flying bomb site. (V1 weapon).
[Page break]
[Underlined] Appendix [/underlined] P3
[Underlined] With 617 Sqd cont’d [/underlined]
1944 March 2 Albert All Incendiaries ?
March 4 St. Etienne. ? Bad Wx. Returned –
March 10 St. Etienne 11 x 1,000 11,000
March 15 Woippy (near Metz). 1 x 12,000. Bad Wx. Returned. –
March 16. Clermont Ferrand 1 x 12,000, 6 Flares 12,000
March 18 Bergerac 1 x 12,000 12,000
March 20 Angouleme 1 x 8,000, 1 x 1,000 9,000
March 23 Lyons 11 x 1,000 11,000
March 25 Lyons ? x 500, Incendiaries ?
March 29 Lyons 1 x 8,000. 1 x 1,000 9,000
Apr 10 St. Cyr. 1 x 8,000, 6 x 500 11,000
Apr 18 Juvisy 4 x 1,000, 4 x Red Spots 4,000
Apr 20 La Chapelle 12 x 1,000 12,000
Jun 5 D-Day decoy mission
Jun 8 Saumur Tunnel 1 x 12,000 Tallboy 12,000
Jun 14 Le Havre Pens 1 x 12,000 Tallboy 12,000
Jun 15 Boulogne Pens 1 x 12,000 Tallboy 12,000
Jun 19 Watten xx 1 x 12,000 Tallboy 12,000
Jun 20 Wizernes xx – Tallboy Raid recalled over Channel –
Jun 22 Wizernes xx Tallboy Bad Wx. Bomb brought back. –
Jun 24 Wizernes xx 1 x 12,000 Tallboy 12,000
Jun 25 Siracourt xx 1 x 12,000 Tallboy 12,000
July 4 St. Leu d’Esserent. Xx 1 x 12,000 Tallboy 12,000
July 6 Mimoyecques xx 1 x 12,000 Tallboy 12,000
[Underlined] Total – 34 Missions Total hours with Squadron = 420:55 [/underlined]
[Underlined Total hours on “Ops” = 181:10 [/underlined]
[Underlined] Grand total (3 tours) = 90 Operational Flights. [/underlined]
[Underlined] Grand total of flying hours with Squadrons = 846:25 [/underlined]
[Underlined] Grand total of flying hours on Operations = 481:50 [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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A bomber pilot’s journey through WWII
Description
An account of the resource
Biography of Squadron Leader David James Baikie Wilson, DSO, DFC and Bar (1917 - 1947). He flew operations as a pilot with 214, 196 and 617 Squadrons before becoming Head of Aerodynamic Development and Testing, and Test-Pilot at A V Roe & Co Ltd. He was killed 23 August 1947 in the Avro Tudor crash.
Creator
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Peter V Clegg
Publisher
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IBCC Digital Archive
Contributor
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Anne-Marie Watson
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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handwritten sheets
Language
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eng
Type
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Text
Text. Personal research
Identifier
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BCleggPVWilsonDv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1944-04-05
1944-04-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
1944-07-04
1944-07-05
1944-07-06
1945
1946
1947-08-23
1944-04-18
1944-04-19
Conforms To
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Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Antwerp
Belgium--Liège
England--Cheshire
England--Lincolnshire
England--Suffolk
France--Albert
France--Angoulême
France--Bergerac
France--Boulogne-sur-Mer
France--Brest
France--Clermont-Ferrand
France--Creil
France--Le Havre
France--Limoges
France--Lorient
France--Lyon
France--Mimoyecques
France--Pas-de-Calais
France--Saint-Cyr-sur-Mer
France--Saint-Étienne (Loire)
France--Saint-Nazaire
France--Saint-Omer (Pas-de-Calais)
France--Saumur
France--Siracourt
France--Watten
France--Woippy
Germany--Berlin
Germany--Bochum
Germany--Bremen
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Karlsruhe
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Mannheim
Germany--Münster in Westfalen
Germany--Wuppertal
Germany--Hannover
Germany--Osnabrück
France--Watten
Germany--Ruhr (Region)
11 OTU
1660 HCU
1668 HCU
196 Squadron
214 Squadron
5 Group
617 Squadron
8 Group
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
bombing of Toulouse (5/6 April 1944)
Boston
C-47
Chadwick, Roy (1893-1947)
Cheshire, Geoffrey Leonard (1917-1992)
crash
Distinguished Flying Cross
Distinguished Service Order
final resting place
Flying Training School
Gibson, Guy Penrose (1918-1944)
Grand Slam
grief
H2S
Halifax
Halifax Mk 3
Harvard
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lincoln
Meteor
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Oboe
Operational Training Unit
Oxford
P-51
Pathfinders
pilot
promotion
RAF Bassingbourn
RAF Boscombe Down
RAF Church Lawford
RAF Coningsby
RAF Cranage
RAF Cranwell
RAF Driffield
RAF Leconfield
RAF Stradishall
RAF Swinderby
RAF Syerston
RAF Upavon
RAF Wainfleet
RAF Woodhall Spa
Spitfire
Stirling
Tallboy
Tiger Moth
training
V-1
V-2
V-3
V-weapon
Wallis, Barnes Neville (1887-1979)
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/442/7891/PTwellsE15070102.1.jpg
562f20235d483b7d35f20eca008644b6
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/442/7891/PTwellsE15070101.1.jpg
a07a594dfbfd69774e61cd30f6b4b21c
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
Twells, Ernie. Album
Description
An account of the resource
A scrapbook containing photographs and documents of Ernie Twells' wartime and post-war service including squadron reunions. The photographs and documents are contained in wallets in a scrapbook. The wallet page has been scanned and then the individual items rescanned. The scans have been grouped together.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Twells, E
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
AIR2 9025 X/N 07353
[underlined] NON-IMMEDIATE AWARD - P/O E TWELLS [/underlined]
[underlined] DATE TARGET TIME [/underlined]
24.07.43 Hamburg 5.30
[underlined] DATE TARGET TIME [/underlined]
25.07.43 Essen 4.40
[underlined] DATE TARGET TIME [/underlined]
27.07.43 Hamburg 5.50
[underlined] DATE TARGET TIME [/underlined]
29.07.43 Hamburg 5.30
[underlined] DATE TARGET TIME [/underlined]
15.08.43 Milan 8.40
[underlined] DATE TARGET TIME [/underlined]
27.08.43 Nurnberg 8.05
[underlined] DATE TARGET TIME [/underlined]
31.08.43 Berlin 8.05
[underlined] DATE TARGET TIME [/underlined]
03.09.43 Berlin 8.45
[underlined] DATE TARGET TIME [/underlined]
06.09.43 Munich 8.45
[underlined] DATE TARGET TIME [/underlined]
03.10.43 Kassel 6.50
[underlined] DATE TARGET TIME [/underlined]
04.10.43 Frankfurt 6.35
[underlined] DATE TARGET TIME [/underlined]
08.10.43 Hanover 5.35
[underlined] DATE TARGET TIME [/underlined]
18.10.43 Hanover (Ret) 3.30
[underlined] DATE TARGET TIME [/underlined]
20.10.43 Leipzig 7.20
[underlined] DATE TARGET TIME [/underlined]
22.10.43 Kassel 6.10
[underlined] DATE TARGET TIME [/underlined]
03.11.43 Dusseldorf 4.40
[underlined] DATE TARGET TIME [/underlined]
10.11.43 Modane 7.50
[underlined] DATE TARGET TIME [/underlined]
22.11.43 Berlin 7.00
[underlined] DATE TARGET TIME [/underlined]
23.11.43 Berlin 6.55
[underlined] DATE TARGET TIME [/underlined]
26.11.43 Berlin 8.55
[underlined] DATE TARGET TIME [/underlined]
16.12.43 Berlin 7.50
[underlined] DATE TARGET TIME [/underlined]
20.12.43 Frankfurt 6.10
[underlined] DATE TARGET TIME [/underlined]
27.12.43 Berlin 7.15
[underlined] DATE TARGET TIME [/underlined]
01.01.44 Berlin 8.10
[underlined] DATE TARGET TIME [/underlined]
14.01.44 Brunswick 5.45
[underlined] DATE TARGET TIME [/underlined]
08.02.44 Limoges 8.10
[underlined] DATE TARGET TIME [/underlined]
12.02.44 Antheor 7.35
[underlined] DATE TARGET TIME [/underlined]
02.03.44 Albert 4.00
[underlined] DATE TARGET TIME [/underlined]
04.03.44 St. Etienne 6.40
[underlined] DATE TARGET TIME [/underlined]
10.03.44 St. Etienne
[underlined] DATE TARGET TIME [/underlined]
15.03.44 Metz 5.35
[underlined] DATE TARGET TIME [/underlined]
16.03.44 Clermont Ferrand 7.15
[underlined] DATE TARGET TIME [/underlined]
18.03.44 Bergerac 6.10
[underlined] DATE TARGET TIME [/underlined]
29.03.44 Lyons 7.20
[underlined] DATE TARGET TIME [/underlined]
05.04.44 Special 7.30
[underlined] DATE TARGET TIME [/underlined]
10.04.44 Special 4.50
[underlined] DATE TARGET TIME [/underlined]
18.04.44 Juvisy 5.35
[underlined] DATE TARGET TIME [/underlined]
22.04.44 Brunswick 5.55
[underlined] DATE TARGET TIME [/underlined]
24.04.44 Munich 9.50
[underlined] DATE TARGET TIME [/underlined]
05.06.44 Special 3.55
[underlined] DATE TARGET TIME [/underlined]
08.06.44 Saumur 6.10
[underlined] DATE TARGET TIME [/underlined]
14.06.44 Le Havre 4.10
[underlined] DATE TARGET TIME [/underlined]
15.06.44 Boulogne 2.20
[underlined] DATE TARGET TIME [/underlined]
19.06.44 Watten 2.55
[underlined] DATE TARGET TIME [/underlined]
20.06.44 Wizernes 2.00
[underlined] DATE TARGET TIME [/underlined]
22.06.44 Wizernes 3.00
[underlined] DATE TARGET TIME [/underlined]
24.06.44 Wizernes 3.25
[underlined] DATE TARGET TIME [/underlined]
25.06.44 Siracourt 3.15
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
Ernie Twells' Operations
Description
An account of the resource
A list of 48 operations undertaken by Ernie Twells. It details date, target and flight time.
Format
The file format, physical medium, or dimensions of the resource
A typewritten sheet from a scrapbook.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Service material
Text
Identifier
An unambiguous reference to the resource within a given context
PTwellsE15070101, PTwellsE15070102
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
France
Temporal Coverage
Temporal characteristics of the resource.
1943
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-10-22
1943-10-23
1944
1944-04-18
1944-04-19
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
1944-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Christian
617 Squadron
619 Squadron
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16591/MCheshireGL72021-181210-050001.2.jpg
7fc2521b4c29a1c5e954f213ab9079da
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Royal Air Force file cover - constructional works Wizernes, days 20, 22, 24 June
Description
An account of the resource
Buff file cover. Contents: photos, Photographic Reconnaissance Unit report from BCIR, narrative.
Format
The file format, physical medium, or dimensions of the resource
One file cover
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-20
1944-06-22
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16592/MCheshireGL72021-181210-050002.1.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
underlined] CONSTRUCTIONAL WORKS, WIZERNES. [/underlined] [underlined] DAYS 20th,22nd,24th. JUNE [/underlined].
[underlined] NARRATIVE. [/underlined]
The Squadron continued to stand by, during day and night, for further attacks on Constructional Works. The next target to be allocated was that at Wizernes, which lies some three or four miles south of St. Omer.
The weather remained unfavourable and two abortive sorties were flown, the first on the 20th. June and the second on the 22nd. June. In both cases adverse conditions were encountered over the target and all the aircraft had to bring their bombs back to Base.
Favourable weather was forecast on the 24th June and 2 Mosquitoes and 16 Lancasters were detailed and took off for the attack. Extremely clear weather was found over the target and as it was considered that the red spot fires, previously used as markers, would not show up well F/Lt. Fawke dropped four smoke bombs to act as area markers. The Aiming Point was extremely difficult to identify and the large number of bomb craters already in existence in the immediate target area and for some miles around did not help in this difficult task.
Intense and accurate heavy flak was met on the run in and at 1749 1/2 hours Aircraft ‘G’, F/Lt. Edwards, was seen to have been hit in the port wing. The aircraft lost height slowly at first with flames spreading from the wing to the tailplane, as the rate of descent increased, three members of the crew were seen to bale out and the plane eventually crashed in flames. F/O. Knight’s aircraft was also hit but the damage was not serious.
All the aircraft bombed visually but their efforts were somewhat hampered by the large amount of chalk dust and smoke thrown up by bomb bursts. Four bombs fell around the dome shaped construction peculiar to this target and two were seen to fall on the railway tracks leading into the target, but apart from these bombs results were unobserved.
Flak opposition remained intense and accurate throughout the bombing and route out. Fortunately there were no further casualties and no further damage sustained.
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
Constructional works, Wizernes, days 20th, 22nd, 24th June, narrative
Description
An account of the resource
States that the next constructional works target was at Wizernes three or four miles south of St Omer. Reports two abortive sorties due to weather on 20th and 22nd June. Favourable weather forecast for 24 June. Two Mosquitos and 16 Lancasters took off for attack. Describes marking and difficulty in identifying aiming point due to large number of existing craters. Describes heavy defensive fire and one aircraft shot down and another damaged. All aircraft bombed visually but aiming hampered by chalk dust and smoke.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-20
1944-06-22
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Contributor
An entity responsible for making contributions to the resource
Steve Christian
David Bloomfield
Format
The file format, physical medium, or dimensions of the resource
One-page typewritten document
anti-aircraft fire
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
shot down
target indicator
V-2
V-weapon
-
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4f54bfafc34da4c4c8dd98409b858f2b
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] DATE [/underlined]: 24th. JUNE 1944.
[underlined] TARGET [/underlined]: CONSTUCTIONAL WORKS, WIZERNES.
[underlined] ZERO HOUR [/underlined]: 1750 HOURS.
[underlined] CREWS [/underlined]:
[underlined] LEADER & MARKER NO.1 [/underlined]]: W/Cdr. Cheshire [underlined] A/C. Letter [/underlined]: Mos ‘N’
Navigator: F/O. Kelly
[underlined] Bomb Load [/underlined]:
4 Smoke Bombs
2 Red Spot Fires.
[underlined] MARKER NO.2 [/underlined]: F/L. Fawke. [underlined] A/C. Letter [/underlined]: Mos. ‘Q’
Navigator: F/O. Bennett
[underlined] Bomb Load [/underlined]:
4 Smoke Bombs
2 Red Spot Fires.
[underlined] DEPUTY LEADER [/underlined]: S/Ldr. Munro. [underlined] A/C. Letter [/underlined]: ‘W’
F/Ebgineer [sic]: F/S. Appleby.
Navigator: F/L Rumbles. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/O. Pigeon.
A/G. M.U.: P/O. Howarth.
Air Bomber: F/L. Astbury.
A/G. Rear: F/O. Weeks.
[underlined] CAPTAIN [/underlined]: S/Ldr. McCarthy. [underlined] A/C. Letter [/underlined]: ‘Y’
F/Engineer: F/O. Radcliffe.
Navigator: F/O. MacLean. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: W/O. Eaton.
A/G. M.U.: W/O. Batson.
Air Bomber: F/O. Daniel.
A/G. Rear: F/L. Rodger.
Front Gunner: P/O. Heggie.
[page break]
[underlined] CREWS [/underlined]:
[underlined] CAPTAIN [/underlined]: F/L. Wilson. [underlined] A/C. Letter [/underlined]: ‘N’
F/Engineer: F/S. Cherrington.
Navigator: F/O. Stott. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/O. Allen.
A/G. M.U.: F/S. Vaughn.
Air Bomber: F/O. Finlay.
A/G. Rear: F/L. Chandler.
[underlined] CAPTAIN [/underlined]: F/L. Poore. [underlined] A/C. Letter [/underlined]: ‘O’
Navigator: F/O. Roberts.
F/Engineer: F/S. Johnson. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Thompson.
A/G. M.U.: F/S. Tookey.
Air Bomber: F/O. Elsey.
A/G. Rear: F/S. Castleman.
[underlined] CAPTAIN [/underlined]: F/L. Clayton. [underlined] A/C. Letter [/underlined]: ‘H’
F/Engineer: F/O. Hill.
Navigator: F/O. Buttle. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/O. Chalmers.
A/G. M.U.: F/S. Sharp.
Air Bomber: F/O. Watson.
A/G. Rear: F/S. Hume.
[underlined] CAPTAIN [/underlined]: F/L. Williams. [underlined] A/C. Letter [/underlined]: ‘B’
F/Engineer: Sgt. Soilleux.
Navigator: F/O. Talbot. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Potter.
A/G. M.U.: F/S. Blagdon.
Air Bomber: F/O. Walker.
A/G. Rear: Sgt. Mathews.
Front Gunner: Sgt. Craig.
[underlined] CAPTAIN [/underlined]: F/L. Edwards. [underlined] A/C. Letter [/underlined]: ‘C’
F/Engineer: F/O. King.
Navigator: F/O. Pritchard. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Hobbs.
A/G. M.U.: P/O. Johnston.
Air Bomber: F/S. Brook.
A/G. Rear: F/S. Isherwood.
Front Gunner: F/S. Price.
[page break]
[underlined] CAPTAIN [/underlined]: F/L. Howard. [underlined] A/C. Letter [/underlined]: ‘D’
F/Engineer: Sgt. Hawkins.
Navigator: F/O. MacDonald. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Lucan.
A/G. M.U.: W/O. Woods.
Air Bomber: F/S. Hartley.
A/G. Rear: F/S. Clarke.
[underlined] CAPTAIN [/underlined]: F/O. Ross. [underlined] A/C. Letter [/underlined]: ‘R’
F/Engineer: F/O. Girling.
Navigator: F/O. Davies. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Hickson.
A/G. M.U.: F/O. Platt.
Air Bomber: W/O. McClellan.
A/G. Rear: F/O. Tuxford.
[underlined] CAPTAIN [/underlined]: F/O. KNIGHTS. [underlined] A/C. Letter [/underlined]: ‘A’
F/Engineer: P/O. Twells.
Navigator: F/O. Rhude. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/O. Hosie.
A/G. M.U.: F/S. Pengelly.
Air Bomber: P/O. Bell.
A/G. Rear: F/S. Derham.
[underlined] CAPTAIN [/underlined]: F/O. Willsher. [underlined] A/C. Letter [/underlined]: ‘T’
F/Engineer: F/S. Hurdiss.
Navigator: F/O. Playford. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: P/O. Bell.
A/G. M.U.: F/S. Salter.
Air Bomber: P/O. Everett.
A/G. Rear: F/O. Witherick.
[underlined] CAPTAIN [/underlined]: F/O. Kell. [underlined] A/C. Letter [/underlined]: ‘P’
F/Engineer: P/O Clark.
Navigator: F/O. Hager. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: P/O. Evans.
A/G. M.U.: P/O. Snell.
Air Bomber: F/O. Morieson.
A/G. Rear: Sgt. Ronald.
[page break]
[underlined] CREWS [/underlined]:
[underlined] CAPTAIN [/underlined]: F/O. Cheney. [underlined] A/C. Letter [/underlined]: ‘V’
F/Engineer: Sgt. Rosher.
Navigator: P/O. Welch. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/S. Pool.
A/G. M.U.: F/S. McRostie.
Air Bomber: F/S. Curtis.
A/G. Rear: F/S. Wait.
[underlined] CAPTAIN [/underlined]: F/L. Reid. [underlined] A/C. Letter [/underlined]: ‘S’
F/Engineer: F/S. Stewart.
Navigator: F/O. Peltier. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: F/O. Luker.
A/G. M.U.: F/S. Holt.
Air Bomber: P/O. Rolton.
A/G. Rear: W/O. Hutton.
[underlined] CAPTAIN [/underlined]: F/O. Stanford. [underlined] A/C. Letter [/underlined]: ‘F’
F/Engineer: Sgt. Judson.
Navigator: P/O. Butler. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: W/O. Jordon.
A/G. M.U.: F/S. Griffiths.
Air Bomber: W/O. Clarke.
A/G. Rear: F/O. Jewell.
[underlined] CAPTAIN [/underlined]: P/O. Gingles. [underlined] A/C. Letter [/underlined]: ‘L’
F/Engineer: Sgt. Henderson.
Navigator: F/O. Beale. [underlined] Bomb Load [/underlined]: 1 ‘Tallboy’
W/Operator: W/O. Riley.
A/G. M.U.: F/L. Scott-Kiddie.
Air Bomber: F/S. Hazell.
A/G. Rear: F/O. Hal
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
Crew list for Wizernes operation
Description
An account of the resource
Date 24 June 1944, target, zero hour 1750 hours. Lists leader and marker no 2 crews in Mosquito and sixteen crews in Lancaster all armed with Tallboy bombs.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Four page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050003, MCheshireGL72021-181210-050004. MCheshireGL72021-181210-050005, MCheshireGL72021-181210-050006
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Contributor
An entity responsible for making contributions to the resource
Steve Christian
David Bloomfield
617 Squadron
aircrew
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Cheshire, Geoffrey Leonard (1917-1992)
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Tallboy
target indicator
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16594/MCheshireGL72021-181210-050007.2.jpg
f53f2525cc09a1f7bb822961b7a0b3b2
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Note 'WIZERNES, THE WHOLE TARGET AREA NOW APPEARS ONE MASS OF CRATERS. REPAIRS ARE POSSIBLY IN POXXXXXX PROGRESS ON THE W. SIDE OF THE "DOME" SHAPED UNIT. THE RAILWAY LINES AND OTHER ROAD APPROACHES HAVE BEEN SEVERED IN MANY PLACES. THE WHOLE AREA IN ALL OTHER RESPECTS APPEARS TO LACK ANY SIGN OF ACTIVITY'.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Format
The file format, physical medium, or dimensions of the resource
One-page typewritten note
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
V-2
V-weapon
-
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74ef80a3c5cc42df50715355333473b8
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Sequence of six target photographs taken from the same aircraft at intervals during drop of tallboy. In the first image the bomb is visible in the bottom left quadrant, slightly further to the right in the second and in the third. The town bottom right in the first image moves the centre over the sequence. There is an extensively cratered area to the right of the town. All images are captioned with a number starting 199 and 'W.S., 24.6.44, 8", 16700, 122 degrees, E1., F., 617'. Sequence numbers 199-204. On the reverse in order '51:96/4 ,5, 6, 7, 8, 9'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Six b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050008, MCheshireGL72021-181210-050009, MCheshireGL72021-181210-050010, MCheshireGL72021-181210-050011, MCheshireGL72021-181210-050014, MCheshireGL72021-181210-050015, MCheshireGL72021-181210-050016, MCheshireGL72021-181210-050017, MCheshireGL72021-181210-050018, MCheshireGL72021-181210-050019, MCheshireGL72021-181210-050020, MCheshireGL72021-181210-050021
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16596/MCheshireGL72021-181210-050022.1.jpg
5ed91f2be0f6a7b74ba9330417fb3c7e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16596/MCheshireGL72021-181210-050023.1.jpg
207d6a877380bf5d87af57a34caa869d
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16596/MCheshireGL72021-181210-050025.1.jpg
a5681b0e46af3b29a2b594cd6964f187
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Sequence of two target photographs taken at intervals from the same aircraft. Shows open countryside with fields. In the centre of first image is an area with a large number of craters. This area is on the left in the second image. Caption 'sequence number, W.S., 24.6.44, 8", 16900, 140 degrees, J., L., 617'. Sequence numbers 206 and 207. On the reverse in order '51:96/10, 11'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050022, MCheshireGL72021-181210-050023, MCheshireGL72021-181210-050024, MCheshireGL72021-181210-050025
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16597/MCheshireGL72021-181210-050027.2.jpg
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d291c00b1ef6e1f9ef6f7abab3c9b65d
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Sequence of two target photographs taken at intervals from the same aircraft. Showing open countryside with fields. The is an area with large number of craters just left of centre of first image which moves to upper left in the second. Caption 'sequence number, W.S., 24.6.44, 8", 17000, 130 degrees, B., B., 617'. On the reverse in order '51:96/12, 13'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050026, MCheshireGL72021-181210-050027, MCheshireGL72021-181210-050028, MCheshireGL72021-181210-050029
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16598/MCheshireGL72021-181210-050030.1.jpg
6f7632c7bc8fd9997201395c48d28a6f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16598/MCheshireGL72021-181210-050031.1.jpg
75caafd54d38399ad56323da5be71077
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. In the centre an area with a large number of craters. Caption '213, W.S, 24.6.44, 8", 16500, 136 degrees, A., A., 617'. On the reverse '51:96/14'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050030, MCheshireGL72021-181210-050031
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16599/MCheshireGL72021-181210-050032.2.jpg
7484682b56265592866ba3901e93d88c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16599/MCheshireGL72021-181210-050033.2.jpg
a93c1d0ee9255c44a9394d42ebf70972
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. In the top left an are with large number of craters. Caption '216, W.S., 24.6.44, 8", 17000, 136 degrees, H., H., 617'. On the reverse '51:06/15'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050032, MCheshireGL72021-181210-050033
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16600/MCheshireGL72021-181210-050034.2.jpg
147f829b761fb9ae9e8a05412974ca80
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16600/MCheshireGL72021-181210-050035.2.jpg
54ec83bfb17ace1cba7d45d02fe7de59
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16600/MCheshireGL72021-181210-050036.2.jpg
a308d016c450ce5bb2b088570cfd40b3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16600/MCheshireGL72021-181210-050037.2.jpg
c71f3c0de8f389f6a1307ae31c32fbd1
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Sequence of two target photographs taken at intervals from the same aircraft. Show open countryside with fields and roads. Large area with many craters top left in first image moving to centre in second. Caption 'sequence number, W.S., 24.6.44, 8", 16600, 300 degrees, P., P., 617'. Sequence numbers 218 and 219. On the reverse in order '51:96/17. 17'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050034, MCheshireGL72021-181210-050035, MCheshireGL72021-181210-050036, MCheshireGL72021-181210-050037
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16601/MCheshireGL72021-181210-050038.1.jpg
a5f8198dbcccb556376a22c8a564a6da
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16601/MCheshireGL72021-181210-050039.1.jpg
8f4153cc2fd40b83281a8520045a87b5
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. Bottom right quadrant is a large area with many craters. Caption '221, W.S., 24.6.44, 8", 16500, 115 degrees, D., D., 617'. On the reverse '51:96/18'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050038, MCheshireGL72021-181210-050039
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16602/MCheshireGL72021-181210-050038.2.jpg
a5f8198dbcccb556376a22c8a564a6da
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16602/MCheshireGL72021-181210-050039.2.jpg
8f4153cc2fd40b83281a8520045a87b5
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. Bottom right quadrant is a large area with many craters. Caption '221, W.S., 24.6.44, 8", 16500, 115 degrees, D., D., 617'. On the reverse '51:96/18'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050038, MCheshireGL72021-181210-050039
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050040.2.jpg
5b1c46c4cd765376efedc3797294863a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050041.2.jpg
f68e52910d72b8b2cc416ead4c220968
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050042.2.jpg
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e0823bc0c8d035221a40085f9a80a179
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050044.2.jpg
5be24b204492a677bb45962a92677c2f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050045.2.jpg
bcfa159ddbcc71420b28d34e5de6f96a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050046.2.jpg
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9e2ee08d9f380b53c07b1a6bf233ddce
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050048.2.jpg
88f0ca2f53de14668ca991f4996cb8e3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16603/MCheshireGL72021-181210-050049.2.jpg
bd8c91196f42329277fa05c260e935d0
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Sequence of five target photographs taken at intervals from the same aircraft. All show open countryside with fields and roads. The nose of the bomb is visible on left edge centre in first image and further right in the second. A large area with many craters appears on the right in the third image and moves to the left in the last. Caption 'sequence number, W.S., 24.6.44, 8", 17000, 130 degrees, V., V., 617'. Sequence numbers 224 to 228. On the reverse in order '51:96/19, 20, 21, 22, 23'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050040, MCheshireGL72021-181210-050041, MCheshireGL72021-181210-050042, MCheshireGL72021-181210-050043, MCheshireGL72021-181210-050044, MCheshireGL72021-181210-050045, MCheshireGL72021-181210-050046, MCheshireGL72021-181210-050047, MCheshireGL72021-181210-050048, MCheshireGL72021-181210-050049
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16604/MCheshireGL72021-181210-050050.1.jpg
556e61637c3f99c2e0b6f056ae6758e7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16604/MCheshireGL72021-181210-050051.1.jpg
8a59b0f687522b3beb6e030e9fc83a8c
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. Centre right is a large area with many craters. Caption '230, WS, 24.6.44, 8", 16300, 140 degrees, T., T., 617'. On the reverse '51:96/24'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050050, MCheshireGL72021-181210-050051
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16605/MCheshireGL72021-181210-050052.1.jpg
84249a5df2391f91105e3cdc6711e382
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16605/MCheshireGL72021-181210-050053.1.jpg
cba0ce1ac50b15bcfa5e9ff71f5d82d0
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. In the centre a large area with many craters. Caption '238, W.S., 24.6.44, 8", 17000, 124 degrees, Y., Y., 617'. On the reverse '51:96/25'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050052, MCheshireGL72021-181210-050053
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Type
The nature or genre of the resource
Photograph
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16606/MCheshireGL72021-181210-050054.1.jpg
d1a29a7dd0272753e4df8564e47e40fc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16606/MCheshireGL72021-181210-050055.1.jpg
3bda930fe78f1d05820a7ca36e3c2f37
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive 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 property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. In the centre is a large area with many craters. Caption '242, W.S., 24.6.44, 8", 17300, 1`12 degrees, R., R., 617'. On the reverse '51:96/26'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-24
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
MCheshireGL72021-181210-050054, MCheshireGL72021-181210-050055
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16607/MCheshireGL72021-181210-050056.1.jpg
f3941dda26e11758f703e8410010a111
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16607/MCheshireGL72021-181210-050057.1.jpg
285d54df42be107e4ba3aa1681c4d33d
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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Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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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Wizernes
Description
An account of the resource
Target photograph showing open countryside with fields and roads. In the centre a large area with many craters. Caption '246, W.S., 24.6.44, 8", 17200, 150 degrees, B1, O, 617'. On the reverse '51:96/28'.
Date
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1944-06-24
Format
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One b/w photograph
Type
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Photograph
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MCheshireGL72021-181210-050056, MCheshireGL72021-181210-050057
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Saint-Omer (Pas-de-Calais)
Temporal Coverage
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1944-06-24
Is Part Of
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Cheshire, Leonard. Bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Publisher
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IBCC Digital Archive
License
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Royalty-free permission to publish
Rights
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This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
617 Squadron
aerial photograph
bombing
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
Tallboy
target photograph
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16611/MCheshireGL72021-181210-060008.1.jpg
6cabb2cedc6be4a8fe4b4b1735b3e660
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
Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Siracourt & Wizernes
Description
An account of the resource
Note. 'SIRACOURT. THIS PREVIOUS CLEAR COVER CONFIRMS THE SUSPECTED DAMAGE FROM PREVIOUS AND CLOUDY SORTIE. THE WEST SIDE OF THE MAIN UNIT HAS ABOUT A THIRD OF ITS LENGTH DAMAGED. BT 070110B, C PARA WIZERNES LINWE 3 WA THE RAILWAY, VC PARA BIENNA IS INSERTXXXXXER IN LINE 1 AFTER.. BY BLASTTHE FIRST OF THESE BEING VIRTUALLY SHATTERED. TWO OTHER ETC PARA WIZERNES WA WHOLE TARGET, RW AS, [.......] R, AS, R/07/0536 JVF'.
Language
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eng
Type
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Text
Text. Service material
Identifier
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MCheshireGL72021-181210-060008
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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France
France--Siracourt
Is Part Of
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Cheshire, Leonard. Bombing of the Siracourt V-2 site (25 June 1944)
Publisher
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IBCC Digital Archive
License
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Royalty-free permission to publish
Rights
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This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Format
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One-page typewritten document
bombing
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Normandy campaign (6 June – 21 August 1944)
V-1
V-weapon
-
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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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
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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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Copies sent to:
Stns. 9
S Th 10
B 6.
[Indecipherable] 2
Base 1
[Stamp] Base Copy.
V GROUP NEWS V
JUNE * 1944 * [deleted] SECRET [/deleted] * NO * 23
FOREWORD by A.O.C.
June has proved to be a month of record achievements. For the first time in its history the Group despatched 3,000 sorties of which a very high percentage were successful. Much of this success is due to the flare and marking teams who are now getting into their stride, and there has been a similar improvement in bombing. For the first time the average crew bombing error from 20,000 feet for the whole Group is below 200 yards. If the reduction of 50 yards which was achieved during June can be repeated during July, the number of bombs falling on the average target will be increased by something in the order of 50. This can be seen by looking at any P.R.U. photograph and counting the number of craters which are shown in open fields on either side of the target.
I therefore ask all crews to continue with their efforts to reduce bombing errors in the knowledge that by doing so they will add to the striking power of the Group to an extent which could be achieved by no other means. The new orders for maintenance which have recently been issued should help the Instrument Section, upon whom so much depends, to improve the serviceability of the sight, and eliminate minor inaccuracies.
On two occasions during the month the Group came up against the main strength of the German Night Fighter Defences, and on both occasions suffered serious losses; although over the whole month the missing rate was below the average for previous months. Nevertheless these instances show the vital importance of gunnery and the need for improving results by every means in our power.
There is ample evidence that the combined power of the rear and mid-upper turrets will bring down enemy fighters if the aim is correct. As an example, there is the case of “M” of 207 Squadron whose crew on the night of June 9/8th destroyed two JU. 88 and one ME.110. Although results such as this will always remain exceptional, it should be possible to improve the accuracy of aim over the present general standard. Fighters are now available in 1690 Flight for affiliation exercises and every chance must be taken whenever the weather is suitable especially at night. The bombing team has shown how greatly it can improve its results by methodical training and analysis and I now look to the gunnery team to do likewise. I will do everything in my power to provide them with means and facilities for training, but much is a matter for each gunner. Night vision, methodical search, aircraft recognition, turret manipulation, clearing stoppages, can only be improved by hard individual work.
The effort which the Group has put in during the month had been made possible by the high standards of serviceability which have been achieved, and I congratulate all ranks who have helped to get aircraft and equipment into the air. The Armament sections have loaded a record tonnage of bombs while all other sections on each station have contributed their full share to the success achieved.
Finally, I congratulate No. 51 Base on completing more than 8,000 hours of training and passing out a record number of crews. In particular I would mention No. 5 L.F.S. who completed a month’s flying with no avoidable flying accidents.
[Page break]
GUNNERY
[Underlined] BASE GUNNERY LEADERS [/underlined]
June has seen the establishment of a S/Ldr Air Gunner at each Base, and a list of the officers concerned is appended at the foot of this paragraph. Whilst these officers will be concerned with all Gunnery matters, their main functions is to improve the standard of training throughout the Group, as it has long been realised that with long periods of operations the Squadron Gunnery Leaders are fully occupied and can find little time for all the other aspects of Gunnery. The Base Gunnery Leaders will, therefore, be able to devote their time to improve training facilities and equipment, and to ensure that the equipment is available in sufficient quantity to ensure the maximum benefit being obtained from it. They will also be able to supervise the preparation of Gunners for Gunnery Leader, A.G.I. and Specialist Sighting Courses, to enable the candidates to have the best possible chance of passing these courses, thus avoiding wastage of valuable vacancies. The appointment of these Officers to S/Ldr posts offers more advancement for Gunnery Leaders, and is an indication that the importance of air gunnery is receiving recognition. We wish the officers concerned good luck in their new appointments, and hope that very shortly dividends will be paid by this new establishment.
51 BASE – S/LDR HIPKIN
52 BASE – F/LT McCURDY
53 BASE – F/LT BEALE
54 BASE F/LT HOWARD
55 BASE – F/LT BREAKEY
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
An error appeared in the Movement’s column for May, regarding 467 and 44 Squadrons, and is corrected below.
F/Lt Clarke ex 1660 Con. Unit to 44 Sqdn.
F/Lt Cleary ex 27 O.T.U. to 467 Sqdn.
Other movements are:-
S/Ldr Undery ex 1690 B.D.T.F. to H.Q. No. 5 Group.
F/Lt Cass, ex L.F.S. to 630 Sqdn.
[Underlined] COMBAT REPORTS [/underlined]
Considerable time is wasted in returning incorrect combat reports to Squadrons, through claims being made which do not conform to the standards laid down by Bomber Command, as issued to all Units. The Gunnery Leaders must ensure that information entered is correct in every detail and that all claims are submitted under one of the headings, i.e. “Destroyed”, “Probably Destroyed” or “Damaged”. Numerous incidents occur when information regarding Tail Warning Devices is incomplete, and it is emphasised that this is most important and must be included in combat reports. Combat reports could be forwarded to Headquarters 5 Group more quickly than at present; the standard pro-forma is now in general use and should help in the preparation of reports. Units should check that only this amended pro-forma is used for this purpose.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn. A/C Letter Date Type of E/A
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. ME. 410 (c)
630 “Y” 9/10.6.44. JU. 88 (c)
44 “O” 9/10.6.44. ME. 109 (c)
97 “D” 9/10.6.44. DO. 217 (c)
50 “U” 15/16.6.44. JU. 88 (c)
207 “F 21/22.6.44. ME. 109
57 “G” 24/25.6.44. ME. 109
57 “G” 24/25.6.44. JU. 88
97 “Q” 24/25.6.44. JU. 88 (c)
207 “B” 24/25.6.44. ME 109
[Underlined] PROBABLY DESTROYED [/underlined]
106 “G” 6/7.6.44. ME. 110 (c)
467 “X” 21/22.6.44. T/E.
[Underlined] DAMAGED [/underlined]
207 “J” 1.6.44. T/E (c)
57 “P” 1.6.44. JU. 88
50 “D” 6.6.44. ME. 410
9 “O” 6/7.6.44. JU. 88 (c)
630 “O” 6/7.6.44. JU. 88 (c)
630 “V” 9/10.6.44. JU. 88 (c)
97 “Q” 9/10.6.44. JU. 88 (c)
106 “F” 14/15.6.44. FW. 190 (c)
207 “D” 24/25.6.44. ME. 109
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] ODD JOTTINGS [/underlined]
A new type of two-piece flying suit is on trial in 53 Base, and the results will, in due course, be made available.
Replies have been received from all Units in the use of the Pilot type parachute for rear gunners and recommendations forwarded to H.Q. Bomber Command. With slight modification to the turret, this idea seems feasible, but may call for a revision in the type of clothing to be worn.
Ampro projectors are appearing in operational units for assessing Cine Gyro films. The establishment is one per station.
Units are again reminded that filters suitable for the Shadowgraph and 16 m.m. projector for use in night vision training are available. When requesting an issue of these filters from H.Q. 5 Group, units are to confirm that they have a [underlined] fully [/underlined] blacked out room for night vision training.
CLAY PIGEON SHOOTING
Instructions have now been issued to all Stations to construct a sandbag traphouse for clay pigeon shooting, and full details given for the layout of the range. Severn P.F.O’s are attending the Instructor’s Course on the 7th July, and the remainder on the 23rd July; these instructors will pass on to Unit Gunnery Leaders instructions for these practices, to ensure that at least two officers are available for conducting the exercises. Gunnery Leaders should press for the construction of the traphouses and ensure that all equipment is overhauled and ready for use.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JUNE.
[Table of Fighter Affiliation and Air Firing Exercises by Squadron]
Fighter Affiliation Grand Total = 1493
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 2
[Page break]
AIR BOMBING
[Underlined] ATTACKS ON LIMOGES MARSHALLING YARDS [/underlined]
1,424 bombs were dropped. Of this total 844 craters have been counted on the P.R.U. photographs. We can therefore only consider 59% of the total number of bombs dropped.
The M.P.I. of all craters was established and a circle of radius 150 yards was drawn. Inside this circle the number of craters that could be counted totalled 152 and the remaining 692 craters were counted outside the circle. Therefore the Pilot and Air Bomber’s error for 692 bombs was greater than 150 yds.
With our 152 bombs inside the 150 yards circle we achieved 10 hits per acre and if we assume that of the bombs not counted, we obtained the same percentage inside 150 yards our hits per acre would increase to 17.
There were 211 bombs between the 150 yards and 250 yards circles. The maximum errors permissible for these bombs to get them into the 150 yards circle are:-
125 yards – average line error
160 yards – average range error
We all agree that these limits are reasonable and that crews should not have errors in excess.
Now, if the bombs had been contained in the limits of 125 yards line and 160 yds. range, our resultant average radial error about the M.P.I. would be 175 yards. This would mean that instead of sending the 96 aircraft to Limoges that we had to, we need only have sent 59 aircraft to achieve the same number of hits. We would then have had 37 aircraft free to attack the factory at ??? There were, of course, 330 bombs seen outside the 250 yards circle and great effort must be made to eliminate the errors that were responsible.
The Moral! – You must practice, practice and practice until you are a certain “A” category crew.
!!! [Underlined] CREW CATEGORISATION [/underlined] !!!
A+ Crews – 60 yards or less
A Crews – 100 yards or less
B Crews – 100 yds. to 150 yds.
C Crews – 150 yds. to 200 yds.
D Crews – Over 200 yards.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] EPPERSTONE: [/underlined] Plotted 1597 bombs aimed by 309 aircraft.
[Underlined] OWTHORPE: [/underlined] Plotted 1510 bombs aimed by 319 aircraft.
[Underlined] WAINFLEET: [/underlined] Plotted 2056 bombs aimed by 440 aircraft.
HIGH LEVEL BOMBING TRAINING
[Table of High Level Bombing Training Statistics by Squadron and Conversion Unit]
THE BEST RESULTS FOR JUNE
In the April “News” it was threatened that owing to the improvement in Crew Errors, it may be necessary to lower the qualifying figure for the inclusion of errors in this column. June has produced the largest number of below 100 yards errors yet, and in consequence only those crews who have obtained crew errors of 80 yards or less, converted to 20,000 ft. can receive publicity.
Squadron or Con. Unit. Pilot Air Bomber Navigator Error at 20,000 feet.
9 F/O Blackham F/O Elphick F/O Wenger 72 yards
44 F/L White Sgt Jenkins F/S Jones 66 yards
P/O Baxter W/O Young W/O Rutherford 50 yards
P/O Stewart Sgt Stubbs Sgt Wright 65 yards
49 P/O Appleyard F/S Jameson F/S Blumfield 78 yards
P/O Arnold F/O Dewar W/O Fleming 72 yards
57 F/S Clark Sgt Johnson Sgt Lugg 65 yards
83 P/O Meggeson W/O Franklin F/O Wicker 65 yards
F/O Kelly F/O Irwin Sgt Burleigh 58 & 64 yards
97 F/L Van Raalte F/O Arnold F/S Williams 52, 69 & 78 yards
S/L Ingham F/O Perkins F/L Chatten 69 yards
467 P/O Waugh F/S Southgate F/O Semple 67 yards
F/L Brine F/S Luton F/S Sutton 80 yards
617 P/O Duffy F/O Woods F/O Bell 42 yards
F/O Knights P/O Bell F/O Rhude 48 yards
P/O Jingles F/S Hazell F/O Beal 63 yards
619 P/O Johnson Sgt Vaughton F/S Tranter 79 yards
F/L Howes F/O Baker F/L Harrison 74 yards
1654 C.U. F/S Beharrie Sgt Dean Sgt Brownhall 74 yards
F/S McKechnie F/S Wallace Sgt Little 53 yards
1660 C.U. P/O Dyer F/S Howard F/S Lemaire 74 yards
F/S Millar F/O Banks W/O Wilday 70 yards
1661 C.U. F/O Franks F/O Orry Sgt Roe 78 yards
F/O Furber Sgt Le Marquand F/O Hassel 78 yards
5 L.F.S. S/L Smith Sgt Wallis Sgt Page 49 yards
F/O Edwards F/S Wallace F/O Nunn 54 yards
Congratulations to F/L Van Raalte and crew, 97 Squadron for the outstanding 3 exercises!!!
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 3
[Page break]
AIR BOMBING (CONTD.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 50 Squadron (F/Lt Hearn, D.F.C) [/underlined] report that to try and reduce bombing errors to a minimum a system of practice bomb plotting on small perspex covered boards is being inaugurated. The errors will be plotted on this board and the reason explained verbally to the Air Bomber, Captain and Navigator. In case of suspected instrument error the Bombing Section will examine the results plotted with the Instrument Section.
[Underlined] 57 Squadron (F/L Keats) [/underlined] report that a modification to permit the emergency jettisoning of smaller H.E. bombs only when a mixed load of 4,000 H.C. and other H.E. bombs is carried has been suggested by an Air Bomber and submitted for approval. An isolation switch would be incorporated in the circuit between the Connell Pre-Selector and No. 13 Station. This switch would be permanently wired down except when the special load of 4,000 H.C. and other H.E. bombs is carried, in which case it would be left up for take-off and put down by the crew when a height of 4,000 feet is reached. In the event of engine failure at take-off, the pilot could jettison the smaller H.E. bombs safe with the jettison toggle instead of the normal jettisoning of containers by Type H Jettison.
[Underlined] 52 Base [/underlined] report that [underlined] 12 [/underlined] aircraft took off between [underlined] 08.30 hours and 09.30 hours [/underlined] on 4th July to carry out High Level Practice Bombing. Early morning details can be sure of the best bombing weather!!
[Underlined] 106 Squadron (F/L Morgan) [/underlined] report the following outstanding exercise:-
Pilot:- F/O Meredith
Air Bomber:- F/O Mitchell.
As the port outer engine had to be feathered before completion of the cross country, bombing was carried out on only three engines. As Gee was thus u/s and as petrol was running short, no wind was found, but the wind velocity found on the last leg of the cross country was used for bombing. This wind velocity was found at 18,000 feet, whereas the bombing was carried out at 14,000 feet owing to having only three engines. Thus a fairly large vector error of 214 yards (Converted to 20,000 feet) resulted, but the bomb aimer’s error was only 16 yards at 14,000 feet, which is an error of 19 yards when converted to 20,000 feet.
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
Bombing Leaders in 54 Base are:-
83 Squadron – F/L Bedell
97 Squadron – F/L Rogers, D.F.C.
627 Squadron – F/L Mitchell
[Underlined] F/L Harris, D.F.C. [/underlined] has arrived from H.Q. 6 Group to take over Bombing Leader duties at No. 5 L.F.S. Syerston.
[Underlined] F/L Honnibal [/underlined] (ex 92 Group) has succeeded F/L Keats as Bombing Leader to 57 Squadron.
[Underlined] F/L Keats [/underlined] (57 Squadron) has moved to H Q 92 Group.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Clegg (44 Squadron), F/S. Booth (619 Squadron) and F/O Linnett (207 Squadron) obtained “B” Categories on No. 84 Course and F/O Nugent (61 Squadron) obtained “B” Category on No. 85 Course.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
The month of June was notorious for bad weather, numerous operations and stand-by’s. Hence the competition entries were fewer in number than of late. It has been decided to include the Conversion Units in the Competition under the same rules as for the Squadrons. It is realised, however, that they have an advantage over Squadrons in so far as they have considerably more qualifying entries from which to make selection. However it is hoped that squadrons will make determined efforts to beat the Conversion Units in July. Out [sic] congratulations are extended to 51 Base for their high standard, and their commanding positions in this, their first entry!!
PILOT AND AIR BOMBER’S ERROR AT 20,000 FEET
1st 1654 C.U. – 60 yards
2nd 619 Squadron – 62 yards
3rd 1660 C.U. – 68 yards
4th 1661 C.U. – 69 yards
5th 44 Squadron – 70 yards
6th 467 Squadron – 78 yards
7th 5 L.F.S. – 83 yards
8th 49 Squadron – 85 yards
9th 83 Squadron – 90 yards
10th 9 Squadron – 92 yards
11th (630 Squadron- 96 yards
(106 Squadron 96 yards
13th 463 Squadron- 107 yards
14th 97 Squadron – 109 yards
15th 207 Squadron – 116 yards
16th 57 Squadron – 124 yards
Non-qualifying Squadrons:-
17th 50 Squadron (6 exercises)- 106 yards
18th 61 Squadron (3 exercises)- 91 yards
[Underlined] BOMBING LEADER COMPETITION [/underlined]
F/Lt Walmsley, D.F.C. – 52 Base – 76 yards
[Underlined] BIGCHIEF COMPETITION [/underlined]
G/Capt Johnson, D.F.C., A.F.C. – 88 yards
(R.A.F. Station, Syerston)
[Underlined] ? ? AIR BOMBERS’ QUIZ ? ? [/underlined]
1. What can cause an apparent Vector error in practice bombing?
2. List the possible causes of Large Random Errors.
3. What errors in practice bombing will be caused by low suction?
4. If you set the wrong T. V. what kind of error will you get?
[Underlined] MARK XIV BOMBSIGHT – DO’S AND DON’T’S [/underlined]
DO:- (i) set Bomb T.V. (the TV’s of all bombs likely to be dropped should be recorded on the levelling card on the top right-hand corner of the computor).
(ii) Set Target height against Q.F.E. ([underlined] SEA LEVEL PRESSURE [/underlined]).
(iii) Set [underlined] INDICATED [/underlined] Wind Speed because Bombsight Computor works on Indicated Air Speed and indicated height (indicated wind can be found from true wind by SUBTRACTING 1.5% per 1000 ft of height).
(iv) Synchronise bombsight compass with Pilot’s D.R. repeater (by pressing in and turning the synchronising knob on the side of the Computor box.)
(v) Check that sufficient suction is reaching the bombsight gyros.
(vi) Remember to turn on air supply to the bombsight by means of the Bombsight Cock.
(vii) Be sure that the Pilot puts main control cock of “George” to OUT when Bombsight is to be used, or no compressed air will be available.
(viii) Keep the bombsight clean and check all the loads are correctly attached.
(ix) Liaise with the Instrument Section who maintenance [sic] your bombsight.
DON’T (i) Use the Emergency Computor until you have checked the bombsight and tried to correct the fault.
(ii)Touch the reflector glass of the Sighting Head when the gyro is running (the gyro is always running when the engines are running).
(iii) Forget to adjust the levelling scales for the all-up weight. (The Flight Engineer will know the A.U.W.).
(iv) Put any pressure on the reflector glass – even the edge of a map may lead to the toppling of the gyro when the engines are running.
(v) Let anything, not even your oxygen mask, press on the Sighting Head. (The upper part is supported on anti-vibration mountings which prevent the bearings of the gyro being damaged – the least pressure can make the alignment inaccurate).
(vi) Stow parachute, window, etc. near any of the leads to the Computor Box or Sighting Head.
(vii) Forget to liaise with the bombsight maintenance staff.
[Underlined] OPERATIONS (Continued from back page) [/underlined]
were daylight attacks) with varying degrees of success. Notable among these attacks were the operations in daylight against WATTEN and SIRACOURT on the 19th and 25th respectively. In both cases direct hits are claimed on the launching ramps involving damage which, it is hoped, will put them out of -commission at least temporarily.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 4
[Page break]
NAVIGATION
No long range sorties have been carried out during the month; in fact almost all the targets have been in Gee range. No Navigational difficulties therefore have been experienced. Broadcast winds have not been attempted during the month because of shallow penetration.
One major navigational “boob” was, however made during the month by a Navigator of No. 106 Squadron. The aircraft was detailed to attack a Ruhr target, and reached the enemy coast on track and on time. The Navigator then gave the next course to the pilot who in error steered 100° different from that given him. The Navigator was at fault in not checking the course with the pilot. The aircraft continued on the wrong course for six minutes until a Gee fix was obtained. The sortie was eventually abandoned because of the time element. This is another example of what can happen if you do not carry out the correct drills. Immediately the pilot says “on course” make it your first duty to check the true course steered.
[Underlined] ANALYSIS OF WIND FINDING. [/underlined]
During the month an analysis of errors which may arise in windfinding has produced the following probable error:-
Probable Error
(i) Inability to read A.P.I. to nearest half minute of Lat. and Long. 1 mile
(ii) Inability to plot a position in Lat. and Long. accurately (e.g. Air Position and Gee fix) 1/2 mile (at least)
(iii) Inherent error in H2S fixes of at least half a mile. 1/2 mile
(iv) Inability to plot an H2S fix to within 1/2 mile because of mile scale limitations on chart 1/2 mile
(v) Probable error in synchronising of D.R. compass repeaters when airborne. 1 mile
(vi) Error in Compass swing of at least 1°. 1 mile
(vii) Probable error in measuring off length of wind vector, because of mile scale limitations, on chart. 1/2 mile
[Underlined] Total [/underlined] 5
Therefore if a wind was found over a period of 15 minutes it would be possible to obtain an error of 20 m.p.h!! Fortunately, of course, some of the errors will cancel out, but even then there will always be a residue which, multiplied by four, may still give a large error.
It will be noticed that careless errors in taking of Gee and H2S fixes, reading off A.P.I. co-ordinates, incorrect plotting etc. have not been mentioned.
The problem now is, how can we eliminate the above errors. Action has already been taken to eliminate points (iv) and (vii). Station and Squadron Navigation Officers are urged to discuss the above list with all Navigators on the Squadron, and submit any suggestions to Group Headquarters immediately.
Don’t be afraid to give us all your suggestions. Remember, the more accurate w/v’s we obtain, the more accurate the bombing, concentration and timing.
Referring back to careless errors, by far the largest of these are plotting and computing errors. A list of exercises to improve plotting and computation was forwarded to each S.N.O. some weeks ago. It is the responsibility of each S.N.O. to see that these exercises are completed at regular intervals. Short computation tests, lasting 15 – 20 minutes should be completed every morning if this is possible. There is always a spare half hour between assembly at the flights and commencing N.F.T’s. The plotting tests should be carried out at least once every fortnight, particular stress being laid on wind finding. Make it a point always that the tests are analysed immediately after completion, and the results made known as soon as possible.
Many Squadrons have adopted the above procedure, and are being well repaid. There are still one or two Squadron Navigation Officers, however, who say they are too busy to do such things. Don’t let this be your excuse – try it conscientiously and well for the next fortnight, and note the improvement in the work of your Navigator.
[Underlined] AIR POSITION INDICATOR [/underlined]
All Navigators will now be conversant with the resetting modification fitted during the past months. It is hoped that maximum use is being made of this device, which should considerably simplify resetting.
Yet another modification to simplify resetting has been suggested by the Navigation Staff at Syerston. It is the fitting of a “winder handle” to the resetting knob. Only one handle need be used when resetting and, much more important, the time taken to reset will be reduced by at least 2/3rds. The above modification has been submitted to Bomber Command for approval, and as soon as this is obtained, all aircraft will be modified.
Several Squadrons have been persevering with the graphical resetting procedure, but this has not proved very successful. When the modification suggested by Syerston has been fitted to all aircraft, all objections against resetting regularly will have been overcome, and it will be possible to adopt the standard procedure of resetting the A.P.I. regularly.
[Underlined] NAVIGATION TECHNIQUE [/underlined]
During the summer months it is hoped we may further the Navigation technique to such an extent that Navigation will be considerably simplified during the winter period. We must aim for simplification and standardisation in use of A.P.I., H2S and log and chart keeping. This will be of considerable benefit to the Conversion Units. At the present time a Navigator is taught one method at the Conversion Unit and another on the Squadron – consequently he is proficient at neither. Ideas are being collected from Squadrons and it is hoped to present to Squadrons and Conversion Units the ideal Navigation technique. Let us have your suggestions.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The results of the drive on practice bombing and wind finding have, on the whole, been satisfactory – but in certain cases they have been disappointing. The Conversion Unit Navigators have surpassed many operational Navigators. A vector error of less than 5 m.p.h. should be your aim.
Improvements have been made during the last 7 or 8 weeks, and the average vector error produced this month is 7 3/4 m.p.h. – a commendable effort on the whole but there is still room for improvement.
It was stated in last month’s News that a monthly Bombing Wind Finding Competition would be held. It was the intention to publish the best eight vector errors for the month, but so far there have been 14 instances where NIL vector error was obtained and a further 14 instances of vector errors of 2 m.p.h. and below! It has therefore been decided to issue the AVERAGE vector error obtained by each Squadron and Conversion Unit for the month. The order is as follows:-
[Table of Average Vector Error by Squadron]
[Underlined] Average Error: [/underlined] Squadrons – 7 m.p.h.
Con. Units – 8 m.p.h.
It will be noted that only one Squadron has achieved the ideal, i.e. a mean vector error of 5 m.p.h.
[Underlined] UNION NEWS [/underlined]
S/Ldr Day, D.F.C. Base Nav. Officer, Scampton to Ops.II H.Q. 5 Group.
S/Ldr Mould, D.F.C. S.N.O. Dunholme to Base Nav. Officer, Scampton.
F/Lt. Bray, D.F.C. 207 Sqdn. to S.N.O. Dunholme.
F/Lt. Woodhouse, D.F.M. 44 Squadron Nav. Officer reported missing.
F/Lt. Craven 50 Squadron Nav. Officer reported missing.
F/Lt. R. Adams, D.F.C. 630 Squadron Nav. Officer reported missing.
F/Lt. Lascelles, D.F.C. 1654 C.U. Navigation Leader to be Squadron Nav. Officer No. 50 Squadron.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 5
[Page break]
ARMAMENT
[Underlined] A RECORD MONTH [/underlined]
The month of June produced two new records when a total of 3000 sorties was flown, resulting in 11,708 tons of bombs dropped on enemy territory, an increase of 3,000 tons over our previous record in May. All armament personnel can be justifiably proud of their contribution, particularly as this phenomenal tonnage represents only a fraction of the tonnage actually handled during the month.
[Underlined] ELECTRICAL BOMBING GEAR [/underlined]
One drop of water in the wrong place may result in several thousands of pounds of high explosive failing to reach the target – a startling yet true statement. Bad weather has necessitated leaving aircraft bombed up for several consecutive days, and as no aircraft can be guaranteed waterproof, it is quite possible that some of our recent “summer weather” has seeped into the bombing circuit.
All Armament Officers are reminded if the correct procedure to be carried out when aircraft are left bombed up after the cancellation of operations, and a quick reference to Air Staff Instructions would not be amiss at this stage. Are your electrical circuits tested each day, and do you always remove pyrotechnics from the aircraft immediately after the cancellation? Check up on these and all other relevant points, and ensure that the [underlined] full [/underlined] load reaches its destination, and not just a small fraction of it.
[Underlined] ARMAMENT BULLETIN [/underlined]
The Bomber Command Armament Bulletin for June has now arrived and contains some very interesting and useful information, particularly the suggestions made for improving the condition of bomb dumps in general. Page 9 of the Bulletin refers to the difficulties encountered in the storage of cluster projectiles and introduces a new type of tracking which is intended form a temporary hard standing in bomb dumps which have no suitable storage space for this particular weapon. Supplies of this Summerville tracking have already arrived at some stations in the Group and although it is, as yet, too early to express an opinion as to the efficiency of this equipment, it is considered that it will prove to be a very great asset.
FAILURES TABLE
[Table of Armament Failures by Types and Squadron]
A= MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
[Underlined] GUN FREEZING [/underlined]
Although the immediate danger of gun failures due to freezing has now passed, the problem of preventing such failures is still being very carefully investigated, and to assist in this investigation samples of hydraulic fluids have been taken from gun turret systems of operational aircraft for analysis by the Ministry of Aircraft Production.
A [indecipherable] of water in suspension in hydraulic fluid is sufficient to cause the oil to freeze at a considerably higher temperature, and consequently the importance of ensuring that oil containers used to fill gun turret systems are free from water, cannot be too strongly stressed. Results of this analysis will be forwarded to all Bases and Stations when received. We hope that they will be negative.
[Underlined] AMMUNITION [/underlined]
The repeated changing of ammunition from night to daylight sequence results in all ammunition bolts being handled several times a week. If ammunition is transported in suitable containers and handled carefully when being loaded into the aircraft, no misalignment should occur.
The necessity for ensuring that only correctly aligned ammunition is loaded into gun turrets should be brought to the attention of all armourers and air gunners.
NAVIGATION TRAINING
The emphasis during the past month has been on wind finding for practice bombing, and we are pleased to say that Navigators on the Training Base have risen to the occasion and produced excellent results. The most notable performances have come from Winthorpe, where seven Navigators obtained a Nil vector error. This drive on wind finding has created a desire to find equally correct winds during Navigational exercises. The result has been a big improvement in track keeping and timing.
From time to time improvements on the A.P.I. are suggested. The latest suggestion comes from F/O Richardson of No.5 L.F.S., who has suggested a modification to facilitate re-setting. This modification, if adopted, will reduce the time taken to reset the A.P.I. by at least 2/3rds. Good work Syerston!
H2S training is getting into its stride at Wigsley, and 1/3rd of each course is now being trained. Only one trainer is available at Wigsley at the moment, but as soon as the second trainer arrives it is the intention to train 50% of all crews. Winthorpe and Swinderby Conversion Units are already training half their inputs. Pupils are receiving approximately 14 hours air training, and at least 20 hours ground training. When more aircraft are available it will be the policy to train more crews rather than increase the number of flying hours per pupil.
Bullseye exercises have been seriously interrupted by bad weather, but 10 and 12 Groups have co-operated to the maximum extent on every possible occasion, and several good exercises have been completed.
[Underlined] THIS MONTH’S “OVER KEENNESS” [/underlined]
A Navigator on a cross country flight who was endeavouring to work the Swinderby system of obtaining six minute fixes and winds, experienced Gee failure. He immediately instructed his W/Operator to obtain a M/F fix every six minutes. The W/Op. found the ether rather congested, so he attempted priority fixes – much to the concern of the M/F Section, R.O.C, 5 Group and No. 51 Base!
Public Relations
Public Relations work during June has been rather confused owing to the altered nature of the Command’s operations, and the uncertainty of many circumstances. Only a few reports were issued to the press at any length by the Air Ministry News Service.
Three war correspondents have flown in Group aircraft on operations: Mr. Ronald Walker, of the “News Chronicle” who went over Caen with S/Ldr. Fairburn of 57 Squadron on June 12/13; Mr. R.J. Kiek, of the Netherlands Press Agency, who flew over a French target with his countryman, F/O Overgaadu of No. 207 Squadron, on June 16/17; and Mr. Kent Stephenson, B.B.C. War Reporter, who unfortunately failed to return with W/Cdr. Crocker of No. 49 Squadron on June 21/22.
(Continued in Column 2)
(Continued from Column 3)
Three parties came to our stations: June 1st, Dunholme, Mrs. Billingham (Reuters), Miss Tredgold (South African Argus) and Mr. Fletcher (Sport and General Press Agency Photographer) for the visit of the Prime Minister of Southern Rhodesia: June 17th, Waddington, Mr. W. Farmer, of the “Melbourne Herald”; and June 22nd, Waddington, Mr. Wilkins and Miss Elizabeth Riddell (journalists) and Mr. J. Warburton (Sport and General photographer), for the visit of the Duke of Gloucester.
A party of employees of the Firma Chrome Plating Co., of Sheffield, visited the Sheffield Squadron (No.49) on June 3rd.
5 GROUP NEWS. NO.23. JUNE, 1944.
[Page break]
SIGNALS
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
June was quite a fair month from the aircraft signals point of view, but improvement can and must be made. It is hoped every endeavour will be made by Signals Leaders to raise the standard of Aircrew Signals operating to a high state of efficiency.
Have all Signals Leaders read and digested 5 Group Signals Instruction No. 13, and acquainted all their operators with its contents?
This instruction lays down the requirements for W/T Control Operators. Endeavour should be made to bring every Operator up to the standard required. Two Squadrons have already carried out air tests with quite satisfactory results. One important point – once an operator reaches the standard required, he must, by constant practice maintain that standard, and to ensure that he does, he may be required to do an air test with Group at any time, without previous warning.
[Underlined] DAILY INSPECTIONS. [/underlined]
Signals Leaders, do you ever take a quick run out to your aircraft and check over the “Daily” done by your W/Ops?
An aircraft of this Group took off on Ops one night, was only airborne a short time when the intercom. failed. Cause – faulty 2v 20 Acc! The W/Op did not carry out the correct drill for the use of emergency intercom. as laid down in 5 Group Aircraft Drill No.11, Appendix “A”. Result – one early return and one load of bombs the Hun did not receive. Was this the only dud 2v 20 Acc. airborne that night? Or was he the unfortunate W/Op. who, through his lack of knowledge or carelessness in carrying out his emergency drill, was found out? We wonder!! It would be worthwhile checking up on these accs. in the aircraft. Yes, there was a lot of truth in the film “BOOMERANG” !
The new Wireless Operators (Air) log has now gone to the printing press and should be available for issue very soon. We hope to see some very neat and fully detailed logs returned, just to show your appreciation.
[Underlined] GOOD SHOWS [/underlined]
This month’s Good Show comes from 57 Squadron, by an operator who showed coolness and initiative in fixing up his broken dinghy aerial (fixed) and operating his dinghy radio, thus enabling the rescue aircraft to “home” on his signal.
The aerial mast was broken while erecting, and the operator fixed his aerial lead into the aerial part while other members of the crew took turns at holding the aerial aloft, by the insulated part which separates the aerial from mast.
This is an excellent example of cool and intelligent thinking under very difficult circumstances.
[Underlined] EARLY WARNING DEVICES [/underlined]
The co-operation of W/Op. and Gunner reporting on unserviceability of Early Warning Devices is improving, but there are still the few cases of discrepancy appearing in these E.W.D. reports and Combat reports. Just a little more drive in this direction will eradicate this, so Signals Leaders and Radar Interrogators, do your stuff.
Manipulation failures are still occurring, mostly due to lack of experience, and every effort must be made to eliminate them. Efforts are being made for every Squadron to have one Early Warning Device Instructor, and quite a few Squadrons have them already. Signals Leaders, get your W/Ops over to them for that little extra instruction which means all the difference between failure and serviceability of your E.W.D. and sends your Squadron percentage of serviceability soaring.
The cards, depicting combats on Monica, sent from this Group to Headquarters Bomber Command, are now in the process of being reproduced and will soon be available for issue to Squadrons and Conversion Units.
[Underlined] GROUP W/T EXERCISE [/underlined]
The alteration to the time of the Group W/T exercise has met with universal approval from all Squadrons, and there has been some good operating. The reallocation of Squadrons to Sections 1 and 2 should also help to make the exercise more interesting by eliminating the possibility of any two transmitters “blotting out” each other due to their close proximity.
[Underlined] VALETE ET SALVETE [/underlined]
Our heartiest congratulations to W/Cdr. Skinner on his promotion and his appointment as Officer Commanding No. 14 Radio School. We wish him every success in his new sphere.
Our congratulations also go to S/Ldr. Andrews on his appointment as Signals Leader, 92 Group.
Five Group are poorer by two very popular officers.
44 Squadron will welcome F/O Hughes (a former 44 Sqdn. W/Op) as Signals Leader.
[Underlined] W/T FAILURES [/underlined]
The W/T failures percentage against total operational sorties has shown a great decrease during the month. There were 27 failures reported out of 3,000 sorties – the percentage being 0.9, the lowest figure for many months. The maintenance personnel are to be commended for repeating last month’s record of zero maintenance failures. Out of this enormous number of sorties, only two aircraft returned early as a result of signals defects. The number of component failures (equipment) was 14. Surprisingly enough, not one condenser or resistor defect was reported; R. 1155 output valves again proved troublesome.
[Underlined] V.H.F. FITTING [/underlined]
At the time of going to press, 200 aircraft are fitted with V.H.F. equipment. The speed of fitting has placed us well ahead of schedule. Units are reporting that they are receiving a considerable number of crystals which on test have been found inactive. R.A.E., Farnborough, have evolved a modification (R.T.I.M. No.629) employing a choke unit type 45, which, in A. D. G. B. aircraft has proved quite successful. When the choke units become available, units will be notified.
[Underlined] MANDREL [/underlined]
There are two main reasons why the total number of Mandrel fitted aircraft in this Group has fallen. They are (a) supplies of Col.9 not forthcoming, and (b) large scale V.H.F. fitting drive, which has absorbed all available Signals manpower in the squadrons. It is emphasised, however, that squadrons must ensure that all their complete Mandrels are fitted as soon as possible. The Countermeasure Party is still available at Group Headquarters in readiness to offer assistance.
[Underlined] CARPET II [/underlined]
Contrary to many beliefs, Carpet II is in no way connected with Persian Markets. It is, however, a new radio countermeasure device fitted to the Illuminating Force aircraft of this Group. It is quite popular with the C.S.O!
[Underlined] RADAR [/underlined]
Base Signals and Radar Officers attended a conference at Group Headquarters on 16th June, to discuss the Bomber Command proposed establishment of Radar personnel. After considerable discussion and divergence of opinion the proposals were accepted. Some alterations were suggested in connection with accommodation and holdings of spare equipment, and these were forwarded to Bomber Command. It is understood that the proposals are now being considered by the Establishment Branch at Bomber Command.
[Underlined] BOOZER [/underlined]
Sufficient Boozer equipment became available during the month to enable fitting to proceed in our two Boozer squadrons. As this equipment is in very short supply, every effort must be made to make immediate use of all that is available. Test equipment is at the moment, difficult to obtain, but a proposed re-distribution of the total Command holdings should ease this situation.
[Underlined] REPEATER INDICATORS [/underlined]
It has become increasingly obvious from scrutiny of combat reports that Tail Warning Devices are not being watched continuously by the Wireless Operator. Originally it had been hoped that with training and experience a W/Op would be able to carry out his W/T work whilst, at the same time keeping one eye on the Tail Warning Device, but this has been found to be very difficult. The possibility of repositioning the Tail Warning Indicator so that two of the crew can watch it, has been thoroughly investigated, and found impracticable. Experiments have been made to ascertain the possibility of using a second indicator. This repeater indicator is located adjacent to the Gee indicator. An indicator standard for both Monica IIIA and V, has been designed and tested by the Group Trouble Shooting Party. It has proved quite satisfactory and Bomber Command have been asked to arrange for its early introduction. The design of a simple Fishpond repeater indicator proved too great a problem, and it is now expected that a second standard Fishpond indicator will be the only answer.
[Underlined] GEE [/underlined]
Gee was once again the leader in serviceability, showing a new high percentage of 97.77 out of 2,639 sorties. This was obtained in spite of the decrease in new equipment available, and a consequent reduction in the spare sets which squadrons were able to hold.
(Continued on Page 8 Column 1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 7
[Page break]
SIGNALS (CONT.)
[Underlined] H 2 S [/underlined]
A total of 1249 sorties was completed by aircraft equipped with H 2 S Mark II, and of these 103 experienced difficulty; the remaining 91.76% were serviceable throughout the sorties. The fitting of this equipment to 619 Squadron has not yet been completed, but it is proceeding as fast as circumstances will allow. The movement of the Bomber Command Fitting Party to Dunholme will ease considerably the strain of fitting now being carried out by squadron personnel. The supply of fitted aircraft is keeping pace with the number of trained crews.
Mark III H 2 S has shown a decided improvement and the 76 sorties completed resulted in a serviceability of 92.11%. Supply of this equipment is still very grim, but does show signs of improving.
[Underlined] FISHPOND [/underlined]
As is to be expected, this equipment followed in step with H2 S, 92.72% of the 1236 sorties being free of difficulty. Training has shown very decided improvement and the operational reports indicate that W/Ops. are having increased success with this equipment.
[Underlined] MONICA [/underlined]
Monica IIIA remained at almost the same level as May. 830 sorties were completed, and there were 39 difficulties reported. The remaining 95.31% gave completely satisfactory results. Monica V came closer than ever to overtaking its predecessor with a percentage serviceability of 93.91. The more prevalent causes of unserviceability have been almost eliminated, and the lesser difficulties will no doubt diminish as further experience is gained by Radar personnel. The supply position of both types of Monica becomes increasingly difficult, so squadrons must do their utmost to conserve their existing equipment, and to keep all sets serviceable. The delivery of a Monica Trainer to the Aircrew School at Scampton should help squadrons considerably in their training programme.
The serviceability figures for the month are very gratifying. They indicate a decided increase in the standard of training and workmanship of Radar personnel. In these days of intensive operations, it requires hard work to keep all our equipment serviceable, but the bombing results are more than worth the effort. With the introduction of the proposed establishment, and an adequate number of Radar vans, we should be able to meet the rain and altitude trials of winter on better than equal terms.
[Underlined] TELEPHONE EXCHANGES [/underlined]
Last month’s issue of the News contained a cartoon for which we, in Signals, accept no responsibility. We are delighted, however, to be given the opportunity to refute the allegation of inefficiency which was inferred by publishing the following bouquet.
Skellingthorpe has produced some surprising figures showing the number of calls handled by the Admin PBK during a 24-hour non-operational period. A total of 3,725 calls was handled during this period, and of these 3,143 were extensions – to – extension calls. The Station Commander comments – “My opinion of our operators, always high, has gone up still further”, and – “at Skellingthorpe we have an exchange staff second to none”. We hope that this latter remark will be accepted as a challenge by other exchanges within the Group.
[Underlined] TELEPRINTER TRAFFIC [/underlined]
In April of this year, this Headquarters Signals Office was handling about 9,000 teleprinter messages per week. A drive was then inaugurated to divert traffic to less congested channels, such as D.R.L.S., and our weekly total fell in five weeks by 4,000 messages!
Now that “D” Day has passed, however, the total is commencing to rise. This must be checked, since as the Western Front develops, our commitments increase – It’s often quicker by postagram – at any rate for Admin messages.
EQUIPMENT
[Underlined] LANCASTER SPARES [/underlined]
This month sees a changeover in our method of demanding spares for Lancasters. Instead of demanding straight on to the M.P.O. demands are now placed on No.207 M.U. who are in a position to supply.
Equipment Officers will help No. 207 M.U. provisioning to a great extent by keeping a close watch upon demands for Lancaster spares, and ensuring that demands are going to No.207 M.U. and not to the M.F.O.
[Underlined] MECHANICAL SWEEPERS [/underlined]
A point to watch is the serviceability of mechanical sweepers. If these machines go u/s it means that runways cannot be kept clear of flints and stones, which means a rise in consumption of tyres. The aircraft tyre situation is still acute, and every care must be taken to get the maximum amount of life out of every tyre.
Equipment officers should therefore look into the holdings of spares for mechanical sweepers, and in conjunction with the M.T. Officers provision wisely on those parts which have a habit of going u/s. This will keep the sweepers serviceable and the consumption of tyres down.
[Underlined] WINTER CLOTHING [/underlined]
Now the English summer is upon us it would be wise to overhaul items of winter clothing such as overcoats, waterproof overalls, leather jerkins etc., and get them into good trim for the forthcoming winter.
It would be better to do it now instead of waiting for the winter when these items will be in great demand.
[Underlined] BLANKETS [/underlined]
Instances have occurred where it has been found that Stations have been holding blankets far in excess of their entitlement as laid down in A.M.O. A. 700/43. A quick check of stocks may mean the release of many blankets with a subsequent saving of man-hours at the factory which manufactures them.
[Underlined] EQUIPMENT (Continued from column 2) [/underlined]
[Underlined] OXYGEN TRANSPORT CYLINDERS [/underlined]
Attention is drawn to Headquarters Bomber Command letter BC/S.21459/E.6, dated 30th June, 1944.
The scale of issue of these items is 32 per squadron. Equipment Officers should make every effort to reduce any surplus holdings and return these cylinders to the M.U.
GARDENING
5 Group’s gardening this month amounted to two small but useful operations by No.44 Squadron against two of the Biscay U-Boat lairs, on the nights of 6/7th and 8/9th. Planting was done in H 2 S from high altitude and some excellent P. P. I. photographs were obtained. A total of 30 vegetables was planted.
Although the record breaking figures of April and May were not reached, the Command planted the considerable total of 1772 vegetables, in some 20 gardens. Over 1,000 were directed against the U-Boats – off their bases and in their approach routes to the Western end of the English Channel. This, combined with vigorous and successful action by air and surface striking forces has brought almost to nothing the threat to our Invasion supply lines, in spite of the massing of the U-Boats to the West of the Channel in the first few days. Nearly 600 vegetables were laid in the Channel itself, to impede enemy surface craft – principally E-Boats – in their anti-invasion operations. (Here, we gratefully admit, we were helped more than a little by the wholesale slaughter of these vermin in their harbours by the bombers). Certain North Sea gardens received some 150 vegetables, and Mosquitos of 8 Group planted a small number in the Kettegat.
During the three months preceding “D” Day well over 7,000 vegetables were planted by the Command, 5 Group being responsible for 908. These figures show that in actual quantity we distributed about one eighth of the Command total. What they do not show is that nearly all our operations were special ones, involving either exceptionally long distances (DANZIG); exceptional accuracy from very low level (KONIGSBURG CANAL); exceptional weight of attack in one night (KEIL BAY) or gardening in daylight (KATTEGAT). We do little routine gardening, and so do not get regular practice, but our recent successes show the value of keeping up to date in slack periods.
Results are beginning to come through, but details of casualties still refer to at latest three months ago; in fact, in the latest list we discover that 5 Group sank a U-Boat in April [underlined] 1943! [/underlined] Fortunately some reports get through more quickly than that, and news of the tremendous indirect effects of the pre-invasion gardening is plentiful. We hear of the route from TRELLEBORG to KIEL (150 miles) being marked with a [underlined] WRECK [/underlined] buoy every 1 – 2 miles; of Swedes and Finns laying up their ships rather than risk out mines, and the Ministry of Economic Warfare states that the mining of the Kiel Canal, backed up by the mining which preceded and followed it in the Baltic and North Sea approaches to the Canal, caused an [underlined] IRRECOVERABLE [/underlined] loss of 3 million tons of overall imports/exports to the German War Machine.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 8
[Page break]
AIR SEA RESCUE
June brought a record number of operational sorties and, at the same time, an increase in the known number of incidents involving Safety Drills.
A squadron aircraft disappeared over the Irish Sea on a navigational exercise with the loss of the entire crew. Four crews had occasion to use the Parachute Drill, two were successful; in the third, four members who baled out were lost in the sea; in the fourth the rear gunner had a cannon shell through his parachute, and a gallant attempt by the Air Bomber to share his own parachute was un successful.
[Underlined] 9/10th June. [/underlined] S/44 Squadron returning from operations, got out of control in bad weather. Its position was uncertain, and the captain ordered the crew to abandon the aircraft. Four members had jumped when the pilot regained control. They fell into the Thames Estuary and were drowned. The aircraft landed at base. None of those lost attached their K-type dinghies before jumping. [Underlined] MORAL [/underlined] – If in doubt about your position always take your dinghy with you.
[Underlined] 21/22nd June. [/underlined] Z/44 Squadron was hit in the starboard elevator from extreme range by a night fighter over enemy territory. The aircraft dived sharply with the elevators jammed, and when over the vertical the pilot considered he had no hope of recovery and ordered the crew to abandon. The Air Bomber was jammed against the rear of his compartment. The Rear Gunner was caught in his turret and trapped by piles of ammunition on his lap, caused by a runaway servo feed. Four members baled out and their parachutes were seen to open. The captain eventually regained control and flew the aircraft back to base, navigated by the Air Bomber.
S/630 Squadron was badly shot up by a fighter. Wings and fuselage were riddled, and the rear turret so badly damaged it was a wonder the gunner escaped injury. The rear gunner had a cannon shell through his parachute.
With the assistance of two crew members, the pilot flew the aircraft back to this country where, due to damage, he found he could not turn and so was forced to bale out his crew.
At the risk of grave personal injury, the Air Bomber allowed the Rear Gunner to attach his parachute clips to the “K” Dinghy ”D” rings of his (the Air Bomber’s) harness, and the two went out together. Unfortunately, his “D” rings tore through the webbing when the parachute opened and the Gunner was lost.
[Underlined] SUCCESSFUL DITCHING [/underlined]
A/57 Squadron on the same night was returning across the North Sea at 7000 feet when all engines failed, apparently through shortage of fuel. The Captain immediately warned his crew, and ordered the Wireless Operator to transmit S.O.S. The Wireless Operator switched I.F.F. to “Distress” and transmitted “S.O.S.” and the aircraft callsign about ten times before being ordered to his ditching station.
The aircraft ditched ten minutes later. The pilot made use of his landing light which helped him to judge his height, but having no power the aircraft struck the water very severely breaking off the tail. The Captain’s harness had not been tightened sufficiently and he was flung upwards, making a large hole in the perspex and cutting his face deeply. The pilot left the aircraft by means of this self-made hole. The Flight Engineer was also flung upwards and cut his nose on the fuselage roof. The gunners were flung over the flapjack but were uninjured, falling on top of the Air Bomber who was also unhurt, and the Navigator cut the back of his head.
Exit was made from the aircraft “except-
(continued on page10, col.3)
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Underlined] Place Dinghy Drill Parachute Drill [/underlined]
1 52 Base 52 Base
2 53 Base 55 Base
3 55 Base 53 Base
[Table of Drill Results by Squadron]
No crews in No. 54 Base were tested during the month.
[Underlined] Points arising from Safety Drill Tests. [/underlined]
(a) A number of crews have not thoroughly read “5 Group Aircraft Drills”.
(b) Insufficient use of made of the intercom in practicing “Safety Drills” – the more use that is made of the intercom the more informed and less worried the crew will be.
[Underlined] FOOTNOTE. [/underlined]
The monthly summary of Ditchings in Home Waters for May, 1944, shows that 508 airmen were concerned, of whom 242 (47.2%) were saved – a marked percentage increase in lives saved.
RECENT GOOD SHOWS
An aircraft of No. 207 Squadron, flown by F/O Smart, collided over the target with another Lancaster which broke cloud above on the port quarter. In spite of the fact that the entire port fin and rudder were torn away and the port tail plane, elevator and aileron badly damaged, F/O Smart completed the bombing run and showing great skill, flew the aircraft back to this country where he made a successful landing.
By his prompt action, F/O Sanders of No. 463 Squadron averted what could have been a serious accident. He was taking off with full bomb load when the starboard tyre burst at a speed of approximately 90 m.p.h. Displaying great skill, he controlled the swing and made a successful take off, and after completing the sortie landed his aircraft in such a way that only minor damage was sustained.
P/O. Meggeson of No. 83 Squadron showed a fine example of airmanship. The port inner of his aircraft caught fire. Though he was unable to operate the fire extinguisher or feather the propeller, by maintaining a very low airspeed, he succeeded in controlling the fire and few his aircraft back to base, where he made a successful landing.
As a result of combat with an enemy fighter, and aircraft of No. 61 Squadron, piloted by P/O Passant, was severely damaged. The starboard fin and rudder were shot away, the fuselage and starboard main plane badly damaged, and the starboard tyre burst. P/O Passant displayed great skill and determination in flying the aircraft back to this country where he made a successful landing.
- AND SHOWS NOT SO GOOD
Whilst making a night approach in 7 miles visibility, and aircraft struck a tree 1000 yards from the end of the runway. When the aircraft eventually landed the Pilot stated he had had a successful trip but that the aircraft felt very heavy to handle. This was not surprising as he was still carrying full bomb load when he landed.
Whilst flying at 8000 feet, all four engines of a Stirling cut. The aircraft lost height to 600 feet before the engines were re-started. The First Engineer was changing tanks when the engines cut. They started again when the Second Engineer turned the petrol on!
In broad daylight, after a clear straight run of 200 yards, a pilot taxied his aircraft into an M.T. vehicle standing on the perimeter track.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 9
[Page break]
ENGINEERING
The number of sorties carried out totalled exactly 3,000; this constitutes an excellent effort when it is considered that this number of sorties affected serviceability very little and a much larger number could have been laid on had the weather permitted and circumstances required them.
A large number of acceptance checks had to be carried out during the month and some excellent work was carried out by the Group Servicing Section, and the very fine spirit which exists within the Group was made evident by bases which had few acceptance checks to carry out volunteering to accept aircraft for check from other bases. This greatly decreased the period which would normally have elapsed to bring this large number of Lancasters to operational standard.
1.003% of aircraft which either failed to take off or returned early were due to technical faults for which the Engineering Branch is responsible. This 1.003% includes defects beyond our immediate control and remedial modification action is being taken in respect of many of the defects. It is good to know that not one of these aircraft failed due to a maintenance defect, and squadrons are to be congratulated on this aspect. The following squadrons had no early returns or cancellations due to Engineering defects during June, and are awarded a “big hand”:-
44, 83, 97, 467 and 619 Squadrons.
Failures are still occurring of the now famous oil pipe from relief valve to dual drive, and it is hoped that all promises made during June will reach fruition during July.
[Underlined] GROUND EQUIPMENT [/underlined]
The effort which is put in by maintenance personnel to maintain this high standard of aircraft serviceability has been increased on many stations to maintain a similar high standard of serviceability of ground equipment. It is pleasing to see the drive which is progressing to maintain these essential aids to serviceability. When a “set-up” looks efficient, it invariably is efficient. Nothing looks so inefficient as a dirty hangar with trestles, wheels, cowlings and any odd items lying around the floor in pools of oil, whilst engine platforms are oil saturated and the equipment generally filthy. This state of affairs does not exist at any station in this Group, but there is considerable room for improvement on certain stations. Once a high standard of efficiency has been achieved it can easily be maintained, but don’t sit back and maintain your present standard unless it is highly efficient.
Many grand jobs have been carried out during June to keep the serviceability high and it is very difficult to pick out any single base in this News.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
During the past month a drive was made to improve the maintenance of the Mark XIV Bombsight. Results have shown a marked improvement, but we will not be satisfied until every sight in the Group can be guaranteed accurate. Much more care must be taken in the levelling and lining up, as it is in these operations that most of the errors occur. The Mark XIV Bombsight is one of those instruments which requires plenty of liaison between Electrical officers and the Air Bombers’ Union, and it has been noted that this is now very effective.
Electrical sections deserve a pat on the back for the very intensive efforts they have put in during the latter half of the month. The list of modifications does not get any shorter, yet initial checks are still being completed in 24 hours.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability for Stirlings and Lancasters]
Flight Engineers
[Underlined] ADMINISTRATIVE ADJUTANTS [/underlined]
Many more administrative adjutants to the Chief Technical Officer are required; these adjutants will be volunteers from tour expired commissioned Flight Engineers. They will be responsible to the C.T.O. for the efficient administration of the Servicing Wing, and for the discipline and welfare of all the technical personnel on its strength.
Apart from this new post for Flight Engineers, there are also vacancies for administrative duties in the M.T. Section on Base Stations, and the duties will generally be the same as Adjutant to the C.T.O.
It will be seen that these posts have created quite a new avenue for Flight Engineers, but every facility will be given them to improve their engineering knowledge while undertaking administrative duties as their primary roles.
Flight Engineer Leaders must bring those vacancies to the notice of the commissioned Flight Engineers who are about to finish their tour of operations.
[Underlined] NON-COMMISSIONED FLIGHT ENGINEERS [/underlined]
A course of instruction for newly screened N. C. O. ‘s commenced at St. Athan on 7th June 1944. The object of this course is to train screened Flight Engineers to take up their new duties as Instructors in Heavy Conversion Units and Lancaster Finishing Schools.
Revision and technical subjects are included in the syllabus, but the course is designed mainly to teach the technique of lecturing.
As this course is most important to new instructors, it is hoped that all Flight Engineers will be enthusiastic, for much will depend on their results if the standard of lecturing is to improve in our Conversion Units and Schools.
TRAINING
Despite the bad weather towards the end of the month, 51 Base flew a total of over 8,000 hours and produced 130 crews for Squadrons.
Twice during the month, 1654 Conversion Unit, taking a leaf from the book of 1661 for May, laid on “operational” take offs for aircraft on night exercises. They got 17 and 22 off on these occasions in almost as many minutes.
Re-organisation of the Heavy Conversion Units commenced in the last week of the month to ensure that training of crews under the summer output can be increased to the highest level. Under this new system intakes of 11 every six days will go into the Heavy Conversion Units and the Group target figure for the month is 160 crews.
Each Conversion Unit now consists of 3 large flights, each of which is sub-divided into two. The Stirling Academy has also been split up into three parts, each one becoming the nucleus of a small flight at each Conversion Unit.
The Base had a very much better month from the accident point of view, and tyre bursts are now the only chronic complaint left. Undercarriage pylon failures have been reduced and coring has slipped rapidly out of the Base vocabulary.
New appointments within Base include Wing Commander Derbyshire, D.F.C., as Chief Instructor, 1660 Conversion Unit, and Wing Commander Kingsford Smith as Chief Instructor 1654 Conversion Unit.
[Underlined] AIR SEA RESCUE (Continued from page 9) [/underlined]
ionally quickly” and all the crew members were in the dinghy almost before they knew it. The kite container was lost in transit, but all other equipment was transferred to the dinghy – a parachute found its way in, but was afterwards lost in the excitement of getting clear of the aircraft which was keeling over and threatening to come down on top of the dinghy.
This crew merely got their feet wet in boarding the dinghy but later got the seats of their pants wet because of a small hole in the dinghy which was subsequently plugged.
The pilot was weak from loss of blood, and shock, so the Air Bomber took charge and bullied the rest of the crew into activity. They say this did the world of good. The aircraft floated for about 10 minutes.
The dinghy mast was broken when being stepped, but the Wireless Operator managed to connect the aerial to the dinghy radio and almost continuous transmissions were made with other crew members holding the mast erect. Some hours later they were spotted by 91 Group Wellingtons which brought in an A.S.R. Hudson. A Lindholme dinghy was dropped, but failed to inflate though the crew managed to collect three of the ration containers. About 14 1/2 hours later a Naval Launch picked up the crew and took them into Yarmouth.
This crew had done a practice dinghy drill on the day before the incident, and attribute much of the success of this ditching to that fact.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 10
[Page break]
ENEMY AGENTS – CARELESS TALKERS
On the 30th January, 1942, there was published a document of some importance – to wit A.M.C.O. A.9 of that year.
It was important because it cleared the air of a good deal of confusion on the subject of security, and it achieved this by defining the functions of Security Organisation – thereby defining what is meant by the term ‘Security’ – and it laid down the organisation by which these functions were to be performed.
Security was by no means a new subject. Prior to the appearance of A.M.C.O. A.9/42, a vast number of thoughts on the subject had already made themselves felt, chiefly in the form of posters. They bore a slogan – “CARELESS TALK COSTS LIVES” – they sought to impress the truth of this slogan by representing pictorially such distressing events as ships being blown up, aircraft being shot down, and so on, all, by implication, the result of the wrong word being spoken at the wrong time in the wrong place. These were reinforced, in lighter vein, by coloured drawings, more or less amusing, of Hitler listening beneath a table at which, presumably, two people were discussing the future plans of the Allies; of Hitler repeated ad infinitum in the pattern of the wall paper; of Hitler looking out of the frames of otherwise harmless pictures: all of them indicative of the ubiquity of Hitler, and of the truth of that apalling [sic] statement “Walls have ears”.
And since the appearance of A.M.C.O. A.9/42, these pictorial exhortations to verbal discretion have been emphasised to us, in the R.A.F., by a quantity of printed matter in the form of lectures, bulletins, reports, instructions which, if expressed in terms of tonnage of paper they consumed, or if placed end to end, or on top of each other in one column, would, one feels sure, provide much indigestible food for thought in the shape of one of those totals which impress more by number of their digits than by any meaning they are able to convey to the ordinary mind. Add to this the number of words which must have been spoken in lectures on this subject since the 30th January, 1942, the countless man-hours devoted to the study and promulgation of this gospel of silence, and our total will become more astronomical and, therefore, more meaningless than ever.
Staggering as this total would be, however, it would never reach the dimensions of those our enemies could provide in the same field of endeavour, for the very good reason that they had been at it long before we commenced piling ours up. Japan, for instance, had been preaching the gospel of silence to her people for something like twenty years before Pearl Harbour. She taught it not only to her soldiers, sailors and airmen, but to the man in the factory, the woman in her home, the pedestrian on the street; with the result, as the writings of any of the foreign newspaper correspondents, some of whom had been in the country for years, will tell you, it was next to impossible to find out anything worth knowing about the country’s strength, or her intentions.
And what of Germany? Those Germans who were not born silent, or had not achieved silence by the time Hitler took them over, had silence so thoroughly thrust upon them that they really came to understand how and to know that even the walls of their own homes could grow ears. They were left in no doubt whatever upon the value of silence when it came to discussing either the affairs of the Party or of the Fatherland.
All of which surely points to the conclusion that silence in war-time, or, in other words, Security of Information, must be a matter of very great importance. Of course it is. You know that already. The meanest intelligence, you will point out, can grasp quite easily the simple truth that, if you prevent the enemy from knowing what you are up to, you place him at a serious disadvantage; you render him, so to speak, both deaf and blind, and, therefore, easier to deal with. Any fool knows that.
They [sic] why do people talk? Why do they write home letters full of chatty information about their stations? Why does one feel so certain that, were it possible to tap, at once all the telephone lines in the vicinity of our stations all over the country, one would become possessed of a mass of service information about all sorts of things and people – whither, why and when such a squadron is moving, who have finished their tours, where people are posted to, who didn’t come back last night, who the new C.O. is, and where he comes from, what the weather is like, what are the chances of a scrub tonight, how the R.A.F. is fed, clothed, housed, organised – and so on and so on? Not to be too depressing about it, let it be stated at once that one would probably, even certainly, gain much less information than would have been the case say two years ago; but who would like to bet that there still wouldn’t be plenty to be picked up?
So, why, after all the effort that has been made, all the money that has been spent, the paper that has been used, the words that have been spoken, should this be so? Now here, it is suggested, lies the root of the matter, and if this root can be dug up and examined, the apparently indestructible weed of Service Gossip, a weed which, while harmless, perhaps, nine times out of ten, can, on that tenth time, produce enough poison to be fatal to precious lives and expensive material, can be understood, and to understand any problem is the first step towards solving it.
Let us examine it then. People talk because that is the easiest and most natural way for them to express their thoughts. They talk their thoughts, they think about their daily lives; therefore, they talk about their daily lives. Now apply that formula to the R.A.F. and what do you find? You discover a service filled, for the most part, with very young people, a number of them still in their formative years. They talk their thoughts, they think their lives, their lives are, at the moment, the R.A.F; therefore they talk about the R.A.F. To go on from here; they are young people who have been brought up in countries in which free speech, outside the debateable limits of the law of scandal, is as instinctive as breathing. They have never had occasion to practice this habit of silence - a most difficult habit to acquire – and finally, they serve in a force which has been publicised, photographed and if one may use such a word, glamourised, more than any other organisation ever has before. Flying, as the R.A.F. flies, is a continual source of wonder to the lay mind. This business of lifting tons of explosive material off the earth at one spot, transporting it at phenomenal heights to another spot hundreds of miles away, and there dropping it in spite of such discouragements as flak, fighters, the weather, and so on, is something of a miracle to the civilian, and, naturally enough, he wants to know about it. The youngsters of the R.A.F. are, of course, the horse’s mouth, which is given every encouragement to open itself, and to remain open. And when a W.A.A.F. goes home on leave Mother wants to know what it’s all like – the food, the quarters, the station, what they do there and that gives her mother something to talk about to somebody who will pass it on to somebody else who will…..why go on?
It is, you see, a personal problem. There is no mass-produced solution to it. It is every man and woman for himself, and only he and she can deal with it. How? Well, try this recipe. Try writing home letters in which you never even refer to the Station upon which you work, beyond, of course, the address in the top left hand corner. Apply the same rule when you leave your Station, even when you meet another R.A.F. type. Regard every telephone you use as a menace because it is you who are using it, and finally, when you have finished your work for the day, don’t make conversation out of it in the mess or the canteen. Try these four riles as an act of self-discipline, and never relax, and you will solve all your problem and, what is far more important, you will solve one of the great problems which confront your country. Difficult? Yes, very. Impossible? No. It has been done. There is a station which once had the privilege of guarding part of a great and important secret. It wrote its letters by the thousand, it went to the nearest town, it went on leave. But never a word got out. No less than 12,500 letters from that Station were opened over a period of three weeks, and only two minor indiscretions were discovered in them, both after the great event. If you were a stranger, you couldn’t get very far on that station without being questioned; every rumour heard on or off it was faithfully reported – just in case. The result is history, not only because the event referred to was one of the best kept secrets and, therefore, one of the most successful undertakings of the war, but because it provided proof that, with the problem fully explained to them, the A.C.2. and A.C.W.2. can keep a secret, can keep their mouths shut and their pens discreet, and can do so as a matter of conscience, and as an act of self discipline.
Now if only the civilian could be persuaded not to make the R.A.F. talk……
(Continued from Col. 3 page 12)
(c) I.A.S. within 2 m.p.h. and height within 50 feet.
It’s practice which, makes perfect.
Gunnery is the order of the day for you and your crew again. Keep a banking search going. See that your guns and gunners are in first class condition. Check up on your corkscrew and patter.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 11
[Page break]
[Cartoon] SPORTS [Cartoon
[Underlined] CRICKET [/underlined]
June was not a cricketers’ month; the weather was “flaming [sic] but not in the sense of the old adage. Fielders and batsmen alike quailed before wind and rain. As a cricketers’ month it was grand for Rugger. In spite of the weather, however, several stations got in a full programme.
[Underlined] SCAMPTON [/underlined] – This station managed to complete the amazing total of 25 games. In addition, W.A.A.F. personnel played four games. Any challengers for an inter-station W.A.A.F. game? The Aircrew School represented the Station in five of the games, and themselves played 10 inter-course matches.
[Underlined] FISKERTON [/underlined] – had five station matches, one of which, with Woodhall, was abandoned after Fiskerton had knocked up 87 for 8. Their other games were as follows:-
V Dunholme at Dunholme – Fiskerton 72 for 7 Dunholme 68 all out
V Fiskerton Village at the Camp – Fiskerton 108 for 6 Village 29 all out
V Bardney at Fiskerton – Fiskerton 62 all out Bardney 22 all out
V Scampton at Scampton – Scampton 120 for 9 Fiskerton 71 all out
In addition to this successful record several inter-section games were played.
[Underlined] BARDNEY [/underlined] managed five station games, and are now getting into their stride under the captaincy of F/Lt Wardle.
[Underlined] DUNHOLME LODGE [/underlined] had three wins, one draw, and one loss from five games. They beat 5 Group H.Q., Welton Home Guard and Scampton, drew away with 5 Group H.Q. and suffered their only defeat at home with Fiskerton. An inter-section knock out is in full swing, with 12 teams competing.
[Underlined] METHERINGHAM [/underlined] had an unlucky month, with four postponed matches out of the six arranged. Against Coningsby, Metheringham scored 37 for 1 (Coningsby 179 for 7) before rain stopped play. The only completed game was with R.C.A.F. Digby, who hit 60 for 6 against Metheringham 56 all out.
Inter-section games produced some close results, viz:
Flying Control 55 for 7 V R.A.F.Regt. 50 all out
“B” Flight 60 all out V “A” Flight 36 all out
Servicing Wing Fitters 60 all out V Servicing Wing Riggers 65 all out
“B” Flight 43 for 5 V “A” Flight 39 for 9
In the Base Commander’s Trophy, 106 Sqdn dismissed 617 for 70 runs, but they could not bat and the game was abandoned.
[Underlined] 5 Group H.Q. [/underlined] played five games, four of them being away, since the 5 Group pitch has not yet “settled down”. They produced the following results:
V Dunholme, at Morton. 5 Group 148 for 8 Dunholme 89 for 8 (Draw)
V Dunholme at Dunholme. Dunholme 129 for 6 5 Group 64 all out (Lost)
V Swinderby at Swinderby. Swinderby 88 for 7 5 Group 83 all out (Lost)
V 93 M.U. at Collingham M.U. 77 all out 5 Group 84 for 6 (Won)
V Newark Town at Newark Newark 77 for 8 5 Group 72 for 5 (Lost)
There were two intersection games, in one of which the “Hall” beat the rest by 136 for 8 against 99 for 8.
[Underlined] GROUP CRICKET COMPETITION [/underlined]
Woodhall beat Coningsby in the final of “A” Section, so now Syerston (winners of “B” Section) meet Woodhall in the deciding game for the Trophy. The game will probably be decided on Saturday or Sunday (July 15th or 16th) at Woodhall Spa. Woodhall have taken over the town’s local ground, and with the addition of a score board and sight screens now have one of the finest grounds in the Group. The game will be one of the features of Woodhall’s “Wings for Victory” Week, and given good weather will be a highly successful event between two of the strongest Group teams. It is hoped that the A.O.C. will be able to present the handsome silver bowl to the winning side.
[Underlined] ATHLETIC MEETINGS [/underlined]
[Underlined] METHERINGHAM [/underlined] ran a highly successful Athletic Meeting on Saturday, 3rd June, when favourable weather for once coincided with a stand-down. Fourteen events were contested on an inter-section basis, the trophy being a shield presented by Corporal Ward, Instrument Section. The final placings of the teams were as follows:-
Winners: Navigators – 137 points
Second Pilots – 93 points
Third W/Ops. – 83 points
Fourth Rear Gnrs. – 82 points
Fifth Air Bombers – 78 points
Sixth Engineers – 63 points
Seventh M.U.Gunners – 43 points
Mrs. McKechnie presented the shield to F/Sgt. Croft, who assisted the Navigators by winning the 440, 880 and mile. Another outstanding performance was by F/O Gantschi (Air Bomber) who won the 100, 200, 220 and Long Jump.
[Underlined] 54 BASE INTER-SQUADRON SPORTS MEETING [/underlined] was on Saturday 17th June. 83 Squadron won the Base Commander’s Trophy, scoring 35 points, but 106 Squadron, with 33 points and 617 with 32 points, were good losers. 106 Squadron, feeling fit, provided winners for the 440, 880, mile, 3 miles and Long Jump. F/Sgt. Croft again had a field day, winning the 440, mile, 3 miles, and running second in the 880 yards. There was a big crowd at the games, and enthusiasm ran high. Lord Brownlow, Lord Lieutenant of the County, presented the prizes.
[Underlined] 93 M.U. SPORTS [/underlined] 93 M.U., whose work is so completely bound up with 5 Group, ran a highly successful Field Day on June 24th. Besides the usual athletic events, side shows, boxing and dancing made up an excellent programme. They plan another Gala Day, in aid of the P.O.W. Fund on August Bank Holiday Monday, and any personnel who can reach Swinderby will be sure of an enjoyable day.
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
Get down to crew Gunnery problems in July. Check your knowledge of the corkscrew, polish up your patter and do all the fighter affiliation you can.
Careful trimming of your aircraft ensures accurate flying. The correct sequence of action is:-
Fly the aircraft straight and level, trim the elevators, trim all load off the rudder and finally trim out any aileron load.
2.5° of skid at 10,000 ft. means an error of 250 yards on the ground. This common bombing error is often unconsciously caused by pilots sitting tense and rigid on the bombing run. Ensure the aircraft is properly trimmed and the [underlined] relax [/underlined] and fly the aircraft naturally and carefully.
If you find it difficult to read the instruments when coned by searchlights, get your navigator to call the airspeed. Make it a standing arrangement with him.
Here are the common faults in night circuits, don’t allow these errors to “creep” in.
(i) Edging in towards the flare path on the down wind leg.
(ii) Not allowing for drift on approach.
(iii) Failing to close the throttles when touching down.
(iv) Going too far across wind before the final turn in.
Should you have to land without flaps, remember to lengthen your downwind leg as the approach will be flatter and therefore longer. Start the final turn in earlier since the turn without flap will be wider, and approach at 125 m.p.h. Touch down as soon as possible and expect a longer landing run, and be prepared to use brake progressively.
[Underlined] VETERANS [/underlined]
Are you brake conscious? Brake efficiency falls off with rise in temperature of – brake shoes and drums. Avoid continual use of brakes, control direction by engine and release brakes as soon as possible to allow heat to go into the air and not up into the tyres. Never apply full brake at once. This induces tyre creep.
If you have to land in a very strong, gusty wind, use only 40° of flap and aim to do a wheel landing. Make a normal approach and when the wheels touch, ease the stick [underlined] slightly [/underlined] forward and keep it steady till the tail sinks on to the ground.
A word on Met; remember that forecast height of cloud base id always height above sea level. Bear this in mind if you are forced to break cloud at a diversion aerodrome, and allow for height of ground.
Have you and your crew an “A” category for bombing? You can have if you accept nothing less than these limitations;
(a) Course within 1° (b) Bank within 2°
(Continued on page 11 Col.3)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 12
[Page break]
ACCIDENTS
The award of the Silver Model Lancaster to the Unit having the best accident rate for the six months ended June goes to No. 106 Squadron. This squadron had one accident for a total of 6,848 flying hours. Nos. 49 and 57 Squadrons also had one avoidable accident, for a total of 6,743 and 6,294 hours respectively. These squadrons are to be congratulated on a splendid achievement, It’s up to the other Squadrons to dethrone the champions during the next three months. GO TO IT!!
Altogether there was a decided improvement in the number of avoidable accidents during June.
36 aircraft were damaged in the Group by causes other than enemy action. This is a reduction of 15 compared with May, and the improvement is also reflected in the avoidable accident total which stands at 16 for June as opposed to 20 in May.
Of the aircraft damaged, 12 were CAT A, 5 CAT AC, 5 CAT B, and 14 CAT E.
[Underlined] AVOIDABLE ACCIDENTS – 51 BASE RECORD [/underlined]
51 Base are to be congratulated for the lowest number of avoidable accidents for a long time; 4 aircraft were damaged under this category. The squadron total of 12 for the month was an increase of 2 over May’s total. Details are as follows:-
Squadron – Ground collisions (taxying) 3; overshoots landing 2; undershooting 1; Swings landing 1; Flying into high ground 1; Collision in air 1; errors of judgement 3; TOTAL 12.
51 Base – Swings taking off 1; Swings landing 2; Taxying 1; TOTAL 4
[Underlined] ACCIDENT CAUSES [/underlined]
[Underlined] Taxying. [/underlined] 3 of the 4 taxying accidents in the Group follow the usual pattern. One struck a trestle outside dispersal at night, and no taxying light was being used. Another hit an M/T van left unattended just off the perimeter track, while a third (a Stirling) broke its tail wheel when it ran off the perimeter track. The 4th taxying accident was caused by a Flight Engineer starting up the engines of a Lancaster without permission. Brake pressure was low and the aircraft moved forward and struck another parked alongside.
[Underlined] Swings [/underlined] Three of these occurred on landing. One was a Mosquito in which the pilot, flying a Mosquito for the first time, was not quick enough in correcting. The other two landing swings were by pupil pilots on Stirlings, and were due to inexperience more than anything else. They both knew the correct drill, however, but were slow to react. The swing on take off occurred in a Stirling, when a pupil pilot opened the throttles too quickly and failed to control the violent starboard swing which followed. The undercarriage collapsed.
[Underlined] Other Accidents. [/underlined] A Lancaster returning in poor weather descended through cloud and hit a hill 500 feet above sea level. This accident has not yet been fully investigated, but preliminary evidence indicates that the pilot lost height contrary to orders at briefing.
Another Lancaster on return from Ops. in good weather hit a tree 1000 yards from the runway on his approach. The wing tip was torn off but the pilot went round again and made a good landing on his second attempt. In this instance the bombs were still on board unknown to the pilot. His Air Bomber had told him that all bombs had gone. Air Bombers please note!!
Two Lancasters overshot on landing at strange airfields on return from operations. The bomb load exploded after one of them crashed.
A formation flying collision resulted in the destruction of two aircraft this month. Number 3 of a “Vic” formation knocked the tail off the Leader.
The two remaining avoidable accidents cocurred [sic] on operational flights. One pilot lost control in cloud on return and ordered his crew to bale out. Four of them left before control was regained. They had not been told to take their ‘K’ type dinghy packs with them and landed in the sea. The aircraft made a safe landing at base.
A Mid-Upper Gunner firing at searchlights on the ground damaged the port fin of his aircraft with a burst. The solenoid had jumped from its bracket. The gunner was at fault.
RADAR/NAV
[Underlined] GEE [/underlined]
Most operations were within normal Gee range and no exceptional results have been recorded. There has, however, been a substantial decrease in jamming which may be due to the increase in the number of frequencies now in use.
Non-H 2 S squadrons are now equipped with the new R.F. Unit 27 and have had several chances of using it during the month. As yet there has been no opportunity to test its efficiency at long range, but reports indicate the signal strength to be good with little or no interference. It is hoped that the supply position in regard to these new units will improve shortly and H 2 S Squadrons can then be equipped.
Several changes in Gee transmissions have taken place recently, and it would be advisable for all navigators and wireless operators to check upon these and make sure they are using the right frequencies and aerial loading stud at the right time.
One word regarding Gee homing. It is apparent from recent operations that navigators are not checking up with Gee on the position of the markers. There is little excuse for this, as most operations at the present time are within normal Gee range and subject to little or no interference. Navigators would be well advised to check up on their homing procedure now – because sooner or later the time will come when owing to weather conditions bombs may have to be released on Gee.
With regard to Gee training, a modification is being issued shortly which will enable navigators to carry out dry swims and Gee homing procedure with the trainer. The first will be issued to Scampton Aircrew School and should prove an interesting and invaluable “toy”.
[Underlined] H 2 S [/underlined]
The targets this month have been rather disappointing for the H 2 S operator, and H 2 S has been little used. Whilst Gee may seem much simpler to use it is essential for all operators to use H 2 S as much as possible on these short range operations to augment training. We may switch to the longer range targets with little or no notice, and if operators have been relying to a very great extent on Gee, some difficulty with H 2 S may be experienced.
Just a word to Captains; your navigator depends to a very great extent upon the bomb aimer and his efficient manipulation of the equipment. If you are keeping him in the nose the whole of the time on these short operations he is getting little or no H 2 S training. A.S.I. BL/17 dated 26th April, 1944, details the duties of Air Bombers in H 2 S aircraft and however short the operation, Captains must see that this instruction is complied with.
One word with regard to H 2 S training on operational squadrons. With the present commitments there is very little opportunity for air training, but this does not prevent operators from obtaining as much ground training as possible. Ground trainers are available at all Units and they are yours to use at will. Squadron Navigation Officers and H 2 S Instructors should ensure that all operators get at
(Continued in Col. 2)
[Underlined] RADAR/NAV (Continued from col.3) [/underlined]
least 30 minutes practice every day and should make periodic tests to see that operators are remaining efficient.
H 2 S operators will be interested to hear that 54 Base have been carrying out some experiments in the assessment of a Paramatta attack, and conclusions reached show that assessments can be made to within approximately 1/2 mile of the correct position. If this assessing can be carried out on operations it may prevent many attacks from developing around T.I’s a considerable distance from the aiming point. Preliminary trials are now being attempted with regard to Wanganui attacks and it is hoped that something useful may be produced for next winter’s operations.
Training at Conversion Units is progressing satisfactorily and Wigsley is now producing H 2 S trained crews.
There are still a few people in the Group who are sceptical about the amount of H 2 S. training carried out at No. 51 Base and in fairness to the effort being made by the Conversion Units, it would be advisable to outline the training being carried out by them.
Up to June 1st this year, 111 H 2 S trained crews have been produced by the Conversion Units, of which only 6 were sent to non-H 2 S squadrons (of these crews, 3 were Flight Commanders and 3 Australians).
With the increase in the number of H 2 S squadrons it became increasingly apparent that more crews would have to be trained by the Conversion Units and instructions were issued to that effect.
Despite the fact that [underlined] extra time or aircraft [/underlined] are allowed for this training, the Conversion Units are now taking 50% of the
(Continued on page 14 col.1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 13
[Page break]
HONOURS & AWARDS [Cartoon]
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
F/L P.A. DOREHILL, D.F.C. D.S.O.
F/O McKENZIE D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O B.H. BOTHA D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O R.E. WALKER D.F.C.
[Underlined] 106 SQUADRON [/underlined]
W/O J.A. CUNNINGHAM D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O T.T. SMART D.F.C.
F/O W. McINTOSH, D.F.M. D.F.C.
P/O C.B. SUTHERLAND D.F.C.
[Underlined] 617 SQUADRON [/underlined]
F/O G.S. STOUT D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/L H. STEERE, D.F.M. D.F.C.
F/L R.F. DAVIES, D.F.C. Bar to D.F.C.
[Underlined] 630 SQUADRON [/underlined]
A/F/L/ G.H. PROBERT D.F.C.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/L L.C.A. HADLAND D.F.C.
F/O W.W.W. TURNBULL D.F.C.
A/F/L E.M. ARMSTRON D.F.C.
F/O M.J. MAY D.F.C.
F/O F.B. HALL D.F.C.
F/SGT J.W. GREENWOOD D.F.M.
SGT J. WATERHOUSE D.F.M.
P/O A.E. GILES D.F.C.
P/O B.G.L. ROGERS D.F.C.
[Underlined] 9 SQUADRON (Contd.) [/underlined]
P/O W.A. GALL D.F.C.
F/O J.A. PRIOR D.F.C.
P/O W.F. POSSEE D.F.C.
P/O F.G. HAYLER D.F.C.
F/SGT J. LEVER D.F.M.
F/SGT W.I. WILKINSON D.F.M.
F/SGT J.C. DICKINSON D.F.M.
SGT D.E. LAYSHON D.F.M.
F/SGT R.H. McFERRAN D.F.M.
F/SGT F. LOMAX D.F.M.
F/SGT J. RYAN D.F.M.
SGT J.H. TURNER D.F.M.
F/SGT LOMAS D.F.M.
F/O D.H. PEARCE D.F.C.
F/O McMASTER D.F.C.
P/O J.D. DUNCAN D.F.C.
P/O S.W.A. HURRELL D.F.C.
P/O H. BLOW D.F.C.
F/SGT H.F. SMITH D.F.M.
[Underlined] 44 SQUADRON [/underlined]
SGT L.J. HUMMELL D.F.M.
SGT F. GARRETT D.F.M.
P/O F.B. SOAPER D.F.M.
F/SGT K.R. BLUNDELL D.F.M.
SGT R.H. BATEMAN D.F.M.
A/F/L R. McCURDY, D.F.C. Bar to D.F.C.
P/O T.W. BLACK D.F.C.
F/SGT E. BARTON D.F.M.
F/SGT P.A. DEACON D.F.M.
F/SGT M.C. WRIGHT D.F.M.
F/SGT E.D. PRATT D.F.M.
P/O A.C. BAKER D.F.C.
F/O R.H. MAURY D.F.C.
F/O A. RIMMER D.F.C.
SGT D. CHARLES D.F.M.
F/SGT A.J. GURR D.F.M.
F/SGT W.H. BARKER D.F.M.
SGT WILLETT D.F.M.
SGT R.H. TURRELL D.F.M.
P/O J.A.W. McCALLUM D.F.C.
SGT H.G. CAPPS D.F.M.
F/SGT H.S. TILLER D.F.M.
SGT J.C. THOMPSON D.F.M.
F/SGT F.H. BARNES D.F.M.
SGT E. HEDLEY D.F.M.
F/SGT M.M. SCOTT D.F.M.
[Underlined] 49 SQUADRON [/underlined]
F/SGT J.H. PRYOR D.F.M.
[Underlined] 49 SQUADRON (Contd.) [/underlined]
P/O J.V. REDDISH D.F.C.
F/SGT S.E. STEVENSON D.F.M.
P/O C.R. ROANTREE D.F.C.
F/SGT D. ANDREW D.F.M.
P/O BLACKHAM D.F.C.
F/SGT M.R. PRICE D.F.M.
F/SGT V.F. PITCHER D.F.M.
P/O D. JONES D.F.C.
F/O W.J.V. HAMILTON D.F.C.
F/SGT J.J. PAGE D.F.M.
P/O G.M.E. WELLER D.F.C.
SGT J.A. KIRWAN D.F.M.
W/CDR A.A. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O D.J. LUNDY D.F.C.
P/O L. DURHAM D.F.C.
F/O M.J. BEETHAM D.F.C.
P/O P.E. THOMPSON D.F.C.
F/O H.R. MOSSOP D.F.C.
F/O K.W. ODGERS D.F.C.
F/O P.A. CUNNINGHAM D.F.C.
F/O A.H. BIGNELL D.F.C.
F/SGT J.C.A. RODGERS D.F.M.
F/SGT N. HORSLEY D.F.M.
F/SGT A.D.F. SPRUCE D.F.M.
F/O L. HORNER D.F.C.
F/O H.S. SHORTT D.F.C.
F/O R.G.G. PAGETT D.F.C.
F/SGT D.E. WESTERMAN D.F.M.
F/SGT R.A. COLLINGWOOD D.F.M.
F/SGT C. TURNER D.F.M.
F/SGT R. STANWIX D.F.M.
F/SGT A.L. BARTLETT D.F.M.
F/O A.S. KEITH D.F.C.
P/O A. MORRISON D.F.C.
W/O J.A. WILDING D.F.C.
SGT W.M. RUNDLE D.F.M.
[Underlined] 57 SQUADRON [/underlined]
F/L D.H. REID D.F.C.
SGT J.C. EVANS D.F.M.
P/O E.A. DOWLAND D.F.C.
P/O C.J.M. MARTIN D.F.C.
SGT T. DAVIES D.F.M.
F/O J. SIMMS D.F.C.
P/O J.H. COLLINS D.F.C.
(Continued on page 15, Column 1)
[Underlined] RADAR/NAV (Contd. From page 13 Col.2) [/underlined]
crews passing through and giving them full H 2 S ground training with 10 – 15 hours air training. This output will be sufficient to satisfy the requirements of all H 2 S squadrons. These crews should reach the squadrons by the middle of August.
In the meantime H 2 S squadrons will have to put up with a quota of non H 2 S crews and continue to train them.
To further ease the training commitments of both the Conversion Units and squadrons, it is hoped that H2S training will be introduced into the Scampton Aircrew School by the middle of August. This training will consist of approximately 5 hours lectures with further time in manipulation of the H 2 S synthetic trainer. It is to be appreciated that this training will have to be in addition to the present essential navigational training carried out at the School, and navigators and air bombers must be prepared to undertake some of it in their spare time.
PHOTOGRAPHY
[Underlined] SUMMARY OF PHOTOGRAPHIC RESULTS [/underlined]
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 14
[Page break]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Station]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL £15,498 13 9
LINK TRAINER
The number of hours link practice carried out by pilots during the month shows an increase over last month’s total. There is, however, still room for improvement in the standard of instrument flying. This can only be achieved by close co-operation between Link Instructors and Pilots.
The new Link Syllabus was distributed to Stations in the middle of the month and should now be in use at all Units. It is again emphasised that this Syllabus is progressive and if full value is to be obtained from it, Pilots and Flight Engineers must ensure that they complete all exercises, and keep an accurate record of the exercises carried out.
[Table of Link Trainer by Squadron]
[Page break]
[Blank page]
[Page break]
HONOURS & AWARDS
(CONTINUED)
[Underlined] 57 SQUADRON (Contd.) [/underlined]
SGT J.T.WATTS D.F.M.
SGT F.A. SIMMONDS D.F.M.
F/O G.S. JOHNSON D.F.C.
SGT F. ROBERTS D.F.M.
F/O R. DAVIS D.F.C.
F/SGT R.W. CLEARY D.F.M.
F/O K.D. SMITH D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O E.A. WILLIAMS D.F.C.
P/O J.E.R. WILLIAMS D.F.C.
SGT L.G. BOLTON D.F.M.
F/SGT C. BALDWIN D.F.M.
P/O E.H. WALKER D.F.C.
F/SGT L.W. CROMARTY D.F.M.
F/SGT R.A. BUNYAN D.F.M.
P/O W.C. MacDONALD D.F.C.
F/O N.F. TURNER D.F.C.
P/O D.E. TREVETHICK D.F.C.
P/O G.A. TURNBULL D.F.C.
SGT. W.A. LEE D.F.M.
P/O J. BARR D.F.C.
P/O C.A. HAIGH D.F.C.
F/SGT LYNCH D.F.M.
F/O S.J. BEARD, D.F.C. Bar to D.F.C.
F/SGT C.P. STEEDSMAN D.F.M.
SGT G.M. WARD D.F.M.
SGT McQUILLAN D.F.M.
F/SGT C. WILCE D.F.M.
[Underlined] 106 SQUADRON [/underlined]
P/O J.C. BELL D.F.C.
F/O A.F. POORE D.F.C.
F/O G.E.D. TOOGOOD D.F.C.
P/O A.E. BRISTOW D.F.C.
F/SGT J. GRAVES D.F.M.
F/O R.J. ELSEY D.F.C.
F/O R.A. ROBERTS D.F.C.
F/SGT V. LYNCH D.F.M.
P/O P.J. RICHARDS D.F.C.
F/O W.R. LEE D.F.C.
F/O J.H.S. LEE D.F.C.
SGT T.C. WALLER D.F.M.
F/SGT G.R. CARLILE D.F.M.
F/O F.M. MIFFLIN D.F.C.
F/SGT A.D.J. GROOMBRIDGE D.F.M.
F/O C.J. DUNN D.F.C.
P/O R.A. HINCKLEY D.F.C.
F/O D.L. CRAMP D.F.C.
F/O D.V. GIBBS D.F.C.
F/L C.J. GINDER D.F.C.
F/SGT D. PINCKARD D.F.M.
F/SGT F. MYCOE D.F.M.
F/LT W.A. WILLIAMSON D.F.C.
F/SGT F.L. HIGGINS D.F.M.
F/O D.A. PAGLIERO D.F.C.
F/O R.L. WAKE, D.F.C. Bar to D.F.C.
F/SGT R. APPLEYARD D.F.M.
SGT V.H. BLACKWELL D.F.M.
P/O J. O’LEARY D.F.C.
F/O A.V. WITHERS D.F.C.
F/O R.P. RAMSAY D.F.C.
F/SGT S.J. HALVORSEN D.F.M.
SGT J.G. LANCASTER D.F.M.
F/SGT E. CLODE D.F.M.
SGT R.F. LAWRENSON D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/SGT J.G. MYERSCOUGH D.F.M.
SGT D. FRISKEY D.F.M.
F/SGT E.C. THOMPSON D.F.M.
P/O C.W. BARNETT D.F.C.
SGT W.G. LAMONT D.F.M.
F/SGT J. SKELTON D.F.M.
P/O R.G. CAMPBELL D.F.C.
P/O D.R. DEARMAN D.F.C.
P/O K.L. WRIGHT D.F.C.
F/SGT E.H. BUNN D.F.M.
SGT D.C. MARK D.F.M.
SGT F.H. HAZEL D.F.M.
SGT F.C. DOWLING D.F.M.
SGT R.M. GALLOWAY D.F.M.
[Underlined] 207 SQUADRON (Contd.) [/underlined]
F/LT H.L. McCARTHY D.F.C.
F/O D.S.P. SMITH D.F.C.
F/O C.T. HARPER D.F.C.
F/O A. HOLLINGS D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O R.A. CURTIS D.F.C.
F/O E.R. FREEMAN D.F.C.
F/O A.E. VOWELS D.F.C.
F/O W.H. BROOKER D.F.C.
P/O H.R. MAHON D.F.C.
F/O F.B.M. WILSON D.F.C.
F/O J.E.R. REES D.F.C.
F/SGT J.B. CHILDS D.F.M.
[Underlined] 467 SQUADRON [/underlined]
F/LT D.F.S. SMITH D.F.C.
F/O F. MORRIS D.F.C.
P/O A.R.T. BOYS D.F.C.
F/O W.H. GOLDSTRAW, D.F.C. Bar to D.F.C.
W/O H.C. CHANDLER D.F.C.
F/O D.T. CONWAY D.F.C.
F/O J.A. COLPUS D.F.C.
P/O M.F. SMITH D.F.C.
P/O N.D. MARSHALL D.F.C.
F/O F.J. NUGENT D.F.C.
F/O H.S.L. CROUCH D.F.C.
F/O G.G. ABBOTT D.F.C.
P/O A.A. TAYLOR D.F.C.
P/O A.P. SPERLING D.F.C.
F/SGT G. NOBLE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
F/O P.N. BUTTLE D.F.C.
P/O P.E. PIGEON D.F.C.
P/O H.A. WEEKS D.F.C.
P/O J.H. CLAY D.F.C.
F/O E. WILLSHER D.F.C.
W/O J. DACEY D.F.C.
F/O J.S. WATSON D.F.C.
F/SGT McCLELLAN D.F.M.
F/SGT L. EATON D.F.M.
F/SGT R.J. HENDERSON D.F.M.
F/SGT APPLEBY D.F.M.
F/SGT W. HOWARTH D.F.M.
F/O R. ADAMS D.F.M.
F/O A. HILL D.F.C.
F/LT WILSON, D.F.C. Bar to D.F.C.
[Underlined] 619 SQUADRON [/underlined]
F/O J.G. THOMPSON D.F.C.
F/O H.L. VICKERSTAFFE D.F.C.
F/O W.E.D. BELL D.F.C.
P/O G.G. TAYLOR D.F.C.
F/SGT J.A. FEATHERSTONE D.F.M.
F/O N.B. MORRISON D.F.C.
W/O B.T.J. HUCKS D.F.C.
W/O C.G. TURNBULL D.F.C.
SGT M.H.G. KING D.F.M.
P/O J.P. HIND D.F.C.
P/O J.I. JOHNSON D.F.C.
P/O E.K. ALLEY D.F.C.
P/O R.T. BOULTBEE D.F.C.
F/O P.H. TAYLOR D.F.C.
W/O R.A. WESTAD D.F.C.
F/O T. WILKIE D.F.C.
F/O JOHNSON-BIGGS D.F.C.
F/LT R. AYTOUN, D.F.C. Bar to D.F.C.
F/SGT J.H. BRYANT D.F.M.
[Underlined] 630 SQUADRON [/underlined]
P/O A.C. BLOIS D.F.C.
P/O T. SMART D.F.C.
W/O L.H. TODD D.F.C.
P/O R.T. HUGHES D.F.C.
F/O G.W. BRAKE D.F.C.
W/O D. ROBERTS D.F.C.
F/O A.J. WRIGHT D.F.C.
F/O K.R. AMES, D.F.C. Bar to D.F.C.
P/O F.R.G.A. HIGGINS D.F.C.
W/O H. GLASBY D.F.C.
F/SGT T.H. SAVAGE D.F.M.
FLYING CONTROL
All stations are to be congratulated on the excellent landing times produced this month, in which the average for the Group is below the 2 minutes per aircraft mark. In particular, Waddington recorded consistently good times for each operation. One [sic] the night of the 24/25th June this Station landed 32 AIRCRAFT IN 31 MINUTES, the average being less than 1 minute per aircraft. This is a record for the Group, and probably for the Command.
One word of warning, however; recently aircraft from another Group were diverted and on arrival at the diversion airfield proceeded to use their own Group landing scheme, with which the diversion control staff were not familiar. It is sufficient to say that confusion followed, with extreme danger to the aircraft and crews concerned. A.S.I. FC/11 contains the standard diversionary control procedure and must be adhered to.
[Underlined] STONES, CONCRETE AND METAL [/underlined]
Every stone, every sharp edge of concrete, every spent cartridge or piece of metal, constitutes a menace to tyres.
During the last 3 month there has been a very high average of tyres changed on accounts of cuts – (25 per station per month). Recently, endeavours have been made on stations to overcome this menace, but the intensified clean-up of perimeters, runways and dispersals must be maintained.
FLYING CONTROL must ensure that not the smallest break in the perimeter track or runway is overlooked, that grading does level up with the perimeter track and runways, and that any looseness in the surface of the French drains is attended to at once. Station Admin and Clerks of Works must help to the utmost.
GROUND CREWS must assist by seeing that their dispersals are thoroughly clean, and AIRCREWS watch carefully that cartridges cease to be a menace to tyres.
TRANSPORT – keep the sweepers fully serviced and see that nothing is loose on vehicles employed on the airfield.
ARMAMENT, too, can assist by ensuring that the access roads to the bomb dump are clear of stones and that wooden chocks from bomb trolleys are recovered before aircraft move. A 4” x 3” block with nails in it is not healthy treatment for a tyre!
ONLY BY FULL CO-OPERATION CAN THE ULTIMATE AIM BE ACHIEVED-AN AIRFIELD 100% SERVICEABLE.
JUNE LANDING TIMES
[Table of Landing Times by Station]
5 GROUP NEWS. NO.23. JUNE, 1944 PAGE 15
[Page break]
OPERATIONS
At dawn on the 6th of this month, the first Allied troops landed on the Normandy coast. A contribution towards the success of this amphibious operation was no doubt made in the effective silencing of most of the shore batteries. During the last month and again on three nights prior to D – Day this was one of the Group’s tasks. The heavy railway gun battery at WIMERAUX was attacked on the 2/3rd and although the interpretation report embraces previous attacks, there is no doubt that severe damage was inflicted; a large number of new craters being seen around the target. Both the western turntables have received direct hits.
The coastal defence batteries at MAISY (4/5th), ST PIERRE DU MONT (5/6 th) and LA PERNELLE (5/6th) next received our attention. Little could be gleaned from photographic cover as to the precise damage to the targets, but their apparent failure to contest our landing bears testimony to the success of the raids.
Another pre-invasion target was the Radar Jamming Station at FERME D’URVILLE. This target was attacked on 3/4th and, to quote A.I.C.U. “The station is completely useless”.
Our beachhead having been secured, our bombing role turned to close support of the land forces. The 21st Panzer Division was moving into CAEN to threaten the British Beaches. Two road bridges in this town were accordingly scheduled for attack on the 6/7th; both bridges were hit, and the road approaches heavily cratered, presenting an embarrassing obstacle to the Hun. On the same night an attack was directed against the ARGENTAN Railway centre. This raid also was calculated to hamper the arrival of reinforcements, which object was achieved by the severing of almost all the tracks and the destruction of many essential buildings.
During the day of the 7th, elements of the 17th Panzer Division were concentration [sic] in the FORET DE CERISY, a number of ammunition dumps, fuelling points and tank harbours having been located in this area. This was our assignment for the night 7/8th, and although results were not spectacular, many bombs fell on the aiming point.
The battle of communications continued on 8/9th against targets south of the battle area, when the marshalling yard at RENNES and rail junction at PONTAUBAULT were attacked. Severe damage was sustained at the former target while at the latter, the tracks were cut at several points.
One of the outstanding operations of the month was against the SAUMUR tunnel on the 8/9th. Already the railway junction had been attacked on 1/2nd with excellent effect, but the later attack on the tunnel left no doubt that the line would be denied the enemy for some time to come. A direct hit on the roof of the tunnel at its southern entrance has probably caused a major collapse while the tracks and embankments are severely damaged.
Our attack on the railway junction at ETAMPES on 9/10th was rendered extremely difficult owing largely to adverse weather, although hits were scored on the electrified railway north east of the junction.
The possibility of the enemy using the PARIS/ORLEANS route to effect troop movements led to a request for the destruction of the marshalling yard at ORLEANS on 10/11th. The mission was successfully undertaken, all through lines being severed and further damage sustained to rolling stock railway depots etc.
The attack on POITERS on 12/13th in which very severe damage was inflicted on the railway facilities was designed to delay the 2nd S.S. Division, believed to be moving up from South France.
On the same night support was given to our troops advancing East and West of CAEN, by the further bombing of the town’s road bridges.
The Lehr Panzer Division is reported to have visited AUNAY SUR ODON on the same night as aircraft from this Group, namely, 14/15th. AUNAY is completely obliterated – speculation is rife as to the fate of the Panzers.
Photos taken the day following the attack on the LIMOGES marshalling yard (23/24th) indicate that fires were still burning in the area, and that all tracks in the sorting sidings have been blocked.
AT VITRY LE FRANCOIS on 27/28th damage was almost entirely confined to the west end of the marshalling yard where all the tracks have been cut. Other damage throughout the yard is apparent.
For 48 hours the spotlight of war turned from the battlefield to the sea, to the harbours of LE HAVRE and BOULOGNE where a powerful force of small craft had been assembled by the enemy with a view to menacing our supply lanes. It is now reported that as a direct result of the two raids on 14/15th and 15/16th no fewer than 80 vessels have been sunk or seriously damaged. Damage to port installations is also severe.
Oil targets have been attacked sporadically since the war began, but in the knowledge that the enemy is suffering from fuel shortage we returned on three occasions to attack his resources.
At CHATELLERAULT on 15/16th a fuel dump was raided, considerable damage resulting to storage units.
The attacks on WESSELING and SCHOLVEN Synthetic Oil Plants on 21/22nd were not, however, satisfactory and, influenced by bad weather conditions, were off the mark.
During the month two gardening operations were undertaken, on 6/7th and 8/9th.
In the concluding phases of June our attention was diverted from Normandy to the rather more immediate problem of combating the flying bombs which had commenced to operate over this country on 12/13th. On the whole, weather was exceedingly unco-operative, but, despite this, 10 missions were launched (three of which,
(Continued on page 4 Col. 2)
WAR EFFORT
[Table of Operations with Sorties, Accidents and Stars Awards, by Squadron]
Squadrons are placed in the above table in order of “successful sorties per average aircraft on charge”. In view of their special duties, Nos. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown aircraft of another squadron, the sortie is divided between the two squadrons.
5 GROUP NEWS. NO.23. JUNE, 1944.
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V Group News, June 1944
5 Group News, June 1944
Description
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Five Group Newsletter, number 23, June 1944. Includes a foreword by the Air Officer Commanding, and features about gunnery, air bombing, navigation, armament, navigation training, public relations, signals, gardening, equipment, air sea rescue, recent good shows, and shows not so good, engineering, training, flight engineers, enemy agents - careless talkers, signals, second thoughts for pilots, accidents, radar / nav, honours & awards, photography, aircrew volunteers, war savings, link trainer, flying control, operations, and war effort.
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IBCC Digital Archive
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1944-06
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Anne-Marie Watson
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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18 printed sheets
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eng
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MStephensonS1833673-160205-27
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Royal Air Force
Royal Air Force. Bomber Command
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1944-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
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France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
France--Boulogne-sur-Mer
France--Caen
France--Étampes (Essonne)
France--La Pernelle
France--Le Havre
France--Limoges
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Vitry-le-François
Germany--Wesseling
France--Villers-Bocage (Calvados)
Germany--Ruhr (Region)
5 Group
617 Squadron
627 Squadron
83 Squadron
97 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bomb dump
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 the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Dunholme Lodge
RAF Scampton
RAF Swinderby
RAF Syerston
rivalry
service vehicle
tactical support for Normandy troops
tractor
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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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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V GROUP NEWS
NOVEMBER 1944 No 28
[Drawing] [9 and 617 Squadron Crests] TIRPITZ
[Page break]
[Blank Page]
[Page break]
Foreword by A.O.C.
In sending Christmas greetings to all ranks of 5 Group, I do so with the greater pleasure because through their combined efforts over the past months, the hitting power of the Group has been raised to a new high level, and greater harm inflicted on the enemy than ever before. In November the Group completed the destruction of the Tirpitz, an event which brought in messages of congratulations from all branches of the Service and from many of our Allies. In November also, the Group again cut the Dortmund Ems and Mitteland canals thus ensuring that an overwhelming burden of traffic should continue to be thrown on the German railways. While to ensure that this task should be made even more difficult the Group also took part in the general campaign against railway centres, achieving highly satisfactory results.
These results were made possible by the steady improvement in the efficiency with which attacks are undertaken, and in the greater numbers of aircraft available. To give two examples of this improved efficiency. In November last year, the average Squadron error in practice bombing from 20,000 feet was 310 yards; this November it is 160 yards. This means that the number of bombs which may be expected to fall within the central area of a target is now four times as great as it was a year ago, and this is borne out by photographs. Similar improvements in airmanship and crew discipline are shown by the reduction in landing times and in the lower accident rate. A year ago the average interval between aircraft landing at night was 3.18 minutes, and the best Station in November, 1943, only achieved 2.56 minutes. These times have now been halved, with a consequent reduction in the hazards of landing after an operation in conditions of poor visibility or low cloud, or when intruders are active.
Improvements on a like scale have been achieved in all other branches and sections and the serviceability rate is now higher than ever before, while the percentage of technical failures leading to early returns has been halved. These are most gratifying results deserving the highest praise; yet in no branch of Group activity have we yet reached the summit of our abilities or fulfilled our maximum expectations.
It is clear that the War will not now be over by Christmas although we can be fairly confident that this will be the last Christmas of the War in Europe. What is required therefore is a firm resolve to do everything in our power to reduce the number of days during which the War will continue to drag on. As a start I would ask air crews to aim at a reduction of the bombing error from 160 yards to 120 yards, and ground crews to determine that no aircraft shall remain on the ground if it can possibly be got ready in time to take off on operations. Although the ultimate release of the bombs is the province of the aircrew, the scale of their effort depends
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] FOREWORD BY A.O.C. [/underlined]
upon the exertions of everybody on each Station, and it is to everyone, aircrew and ground crew, that I send this Christmas message urging them to put forward their every endeavour so that in spite of all that winter weather means, we continue to increase our pressure on the enemy, and thus hasten on his collapse.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] THE END OF THE TIRPITZ [Drawing]
That moment when the Admiral Von Tirpitz was suddenly enveloped in smoke and flame and spray, from a cascade of Tallboy bombs was not merely the T.O.T. of an operations; it was the culmination of two months planning, training, toil and patience. After the abortive attacks on 15th September, and the 13th October, there was universal determination to try again. Statistical analysis of bombing results showed thatthree [sic] hits, and several near misses, could be anticipated, if the Bomb Aimers could get their graticules on the ship; the designers and users of the Tallboy were confident that the weapon would sink any battleship.
Time and the weather were the chief adversaries. Tromso is in the Gulf Stream, and the prevailing Westerly wind causes persistent Stratus cloud. The sky is only clear when the wind is Easterly, and about five such days could be expected in November. The end of November was the expiration of the time limit for a daylight attack this year. On the 26th of November, the sun does not rise above the horizon, and for a few days after, there would be enough twilight at mid-day to bomb. After that there would be no light until the Spring. It was obvious that there was a nice problem of long range weather forecasting, and that the slightest opportunity could not be wasted.
On the 5th of November, there was a false start, because the fickle weather set fair, and then deteriorated, but on the 11th the force once more flew to its advance bases. As this was the third week-end in succession that this avalanche had descended upon them, the inhabitants if the advanced bases had mixed feelings, which they courteously concealed. The force consisted of 36 Tallboy Lancasters, the Film Unit Lancaster, a meteorological reconnaissance Mosquito, and Transport aircraft. The Lancasters had been specially modified for the previous attempt. After the experience of the Russian operation, it was clear that the all up weight could safely be increased to 70,000 lbs. Merlin 24 power units, and extra tanks in the fuselage to bring the petrol capacity up to 2,400 gallons, had been installed. Mid-turrets, and every removeable item of equipment not needed for this operation, had been taken out. The all-up weight for take-off was then between 68,000 and 69,000 lbs. This was a most formidable striking force - - - 36 aeroplanes which could attack a target 1100 miles away, with 12,000 lb bombs.
The force took off to attack the Tirpitz for the third time at 03.00 hours on 12th November. The preliminary forecast had been poor, threatening convection cloud over the Norwegian coast, with a low freezing level, and high icing index, while there was no guarantee of the target being clear of Strato-cumulus, the meteorologists’ hoodoo. The met. reconnaissance Mosquito landed at Lossiemouth two hours before take-off, and improved this forecast, but not much. There was no convection cloud, but there were patches of Stratus. Remembering how they were cheated by the weather on the previous occasion, crews were determined, but not optimistic.
The flight plan was to fly low, less than 2,000 feet above the water, to a turning point at 65.00N 06.47E, then turn due East and climb to cross the Norwegian mountains, then lose height and turn North, flying
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] THE END OF THE TIRPITZ [/underlined]
East of the mountains. It was expected that this would prevent detection by the German radar system along the Norwegian coast.
The weather was fine and clear for take-off, in pleasant contrast to the previous occasion, when it had poured with rain. This was to prove an omen. The force was distributed over three airfields to avoid congestion, and aircraft set course without delay for the rendezvous point at North Unst. All aircraft burned navigation lights to assist keeping together, and flew at 185 R.A.S., the most economical cruising speed for the first part of the flight. The engine settings were 1800 R.P.M. and about 4 1/2 lbs boost, giving a consumption of almost exactly 1 A.M.P.G. The route was studded with flame floats, which crews were using diligently for checking drift.
It was twilight at the Norwegian coast and map reading, after a long period of D.R. navigation, soon put all aircraft back on track. By the time the mountains were crossed, it was broad daylight, and large areas of Strato-cumulus were depressingly evident, while every lake was covered with Stratus. Map reading in the mountains, particularly when they are snow-covered, and the lakes are frozen, is tricky. The rendezvous, Akka Lake, was only recognisable because the sheet of cloud which covered it conformed exactly to its shape. The first view of Tromso therefore, with no cloud and no smoke, and of the Tirpitz in her anchorage, massive, black and unmistakeable, was better than any crew had dared to hope for, and the job was then as good as done.
Flak was plentiful but inaccurate, and there were no fighters. The only impediment to the bombing was the smoke which hung, black and brown over the ship from the first bomb strikes, and the guns. It was impossible to be certain of results through that smoke, but fairly late in the attack, a plume of white smoke shot up two or three hundred feet like a jet. The last aircraft to leave watched the ship heel slowly on to one side. The Film Unit aircraft was able to take photographs of the ship throughout the entire action, and the last photographs showed that the attack had been a complete success, and that the Tirpitz had capsized. This was confirmed by a reconnaissance aircraft, less than two hours after the attack, who reported the bottom of the ship just above the water.
Why the Tirpitz was not adequately protected by fighters, the only protections against high level bombing, can at present be only a matter for conjecture here, and may be being more thoroughly investigated by the German High Command. The ship must have been aware of the approach of the force, at least half an hour before the attack, once the climb to bombing height was commenced from the rendezvous. It may be that the German Navy did not rate the bombing accuracy of the Royal Air Force as high as it does now, or that fighters were despatched to intercept, but too late. After the attack, which was delivered by 29 aircraft, 18 of 617 Squadron and 11 of 9 Squadron, all aircraft dived towards the sea, and until well out of range of Norwegian fighter bases, flew low. No fighters were seen at all on this operation, or for that matter on the two previous ones. All aircraft landed without incident with the exception of one, of which the crew is known to be safe.
Thus was brought to an end the inglorious career of one of the largest and most heavily armed and armoured ships afloat.
The following gives a brief outline of the career of the Tirpitz:-
(i) April 1st, 1939. Launched at Wilhelmshaven.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] THE END OF THE TIRPITZ [/underlined]
(ii) March, 1942. Attacked off the Loften Islands by Naval aircraft of H.M.S. Victorious. (Unserviceable for four months)
(iii) July, 1942. Attacked by a Russian submarine. (Undergoing repairs at Trondheim until December).
(iv) After a complete refit, the earlier months of 1943 were spent in trials, cruises, and the training of the crew for naval operations.
(v) September 9th, 1943. Tirpitz raided the Island of Spitzbergen in the face of negligible opposition.
(vi) September 22nd, 1943. Midget submarines of H.M. Navy attacked and badly damaged the Tirpitz in Alten Fiord. (Next six months spent in Alten Fiord undergoing repairs).
(vii) April, 1944. Tirpitz once again ready to go to sea, when she was attacked by Naval aircraft and once again sent into retirement.
(viii) July 17th, August 22nd, 24th and 29th, 1944. With signs of completion of repairs, Tirpitz was once again attacked by Naval aircraft, this time by Barracudas, and was again rendered unseaworthy.
(ix) September 15th, 1944. Attacked by 5 Group Lancasters flying from Russian bases. Damaged by at least one hit.
(x) October 29th, 1944. Attacked by 5 Group Lancasters. On this occasion cloud over the target rendered the attack inconclusive.
(xi) November 12th, 1944. Attacked in clear weather by Lancasters of No. 5 Group carrying Tallboy bombs, and capsized at her berth West of Tromso.
The coup-de-grace was delivered without the loss of a single life of the attacking force. The success of this attack cannot be measured in terms of the thousands of gallons of fuel used, hundreds of hours flown, or the number of 12,000 lb bombs dropped. The mere existence of the Tirpitz in her Northern berth has threatened all our convoys to and from Russia and North Atlantic shipping, and has cost the lives of a number of Fleet Air Arm crews who have attacked her, and has tied down a not inconsiderable force of the British Home Fleet in Northern Bases.
As the Commander-in-Chief himself has said, there was no doubt about the ultimate fate of the Tirpitz once the crews were able to draw a bead on her, and those who took part have received many congratulations on their magnificent achievement.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] gardening
German Ports and their approaches have been the main target for our Gardeners this month; the remainder of the Command effort continued to be directed against the Kattegat area.
Penetrations to the enemy’s door step were evenly shared by all squadrons, and P.P.I. photographs reveal neat patterns of well planted vegetables in their allotted positions. 126 vegetables were successfully laid, and it is already known that great disturbances were caused off a certain German harbour; shipping came to a stand still for several days, while the local harbour master was at pains to find a safe channel “out” or “in” for his concentrated shipping traffic jam.
No.627 Squadron have now joined the Group Gardening Force, and were most unfortunate in their first sortie, owing to unexpected weather conditions in the target area. But like true Gardeners they returned to base with their valuable load. Well done, and better luck next time.
[Tables Showing Command and Group Summaries of Vegetables Planted]
[Underlined] NEWS EXTRACTS OF ALLIED OPERATIONS AGAINST SHIPPING. [/underlined]
Some German captains of coal ships are reported to have opposed successfully attempts to make them sail to Western Norwegian ports from Oslo. Colliers sent from Germany cannot be unloaded – as the coal dumps in the Oslo area are full, and therefore lose valuable time while waiting for discharge. This shows weakness in administration if ships are in fact allowed to leave Germany for places where coal is either not wanted or cannot be discharged.
It is reported that in various ports, Norwegian crews have refused to sail, and in some cases foreign crews have left their ships.
The enemy has been short of crews for his merchant ships for some time. There is little chance of his being able to find substitutes for crews which refuse to sail. If these reports are true, then dislocation to shipping must be considerable.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] operations
[Underlined] HOMBERG – 1ST NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith
Operations opened with a daylight attack by 226 aircraft on the synthetic oil plant at Homberg, a few miles to the North West of Duisburg.
[Underlined] RESULTS [/underlined] By the time the main force reached the target area, the target itself was covered by a layer of 10/10ths cloud, 8,000 – 10,000 feet. Gee reception was poor, and the wind-finding was consequently not up to the usual standard. The first wave arrived over the target about two minutes before the Wanganui flares went down, and were unable to attack. This illustrates the importance and the difficulty of accurate timing when marking is by Oboe. They brought their bombs back. 158 main force aircraft bombed the sky markers, which were reported as scattered. 54 were abortive, and twelve bombed alternative or last resort targets.
[Underlined] REMARKS [/underlined] (i) The chances of success of this operation were still further prejudiced by an aircraft which had its V.H.F. transmitter switched on during the entire period of control. The Master Bomber’s orders were jammed, and very few crews were able to hear his instructions. The pilot of the aircraft concerned, was gripping the press-to-speak switch continuously in the target area. Arrangements are now in hand to substitute the bombing switch on the control wheel for the existing press-to-speak switch. The bombing switch cannot possibly be operated accidentally.
Incidentally on each occasion on which intercom. has been inadvertently radiated during an operation, much unnecessary chatter has been heard, and the crews have addressed each other by their Christian or nick-names. This not only displays a low standard of crew discipline, but is also contrary to Ni.5 Group Air Staff Instruction TRG/18 which reads as follows:-
“To obviate the risk of confusion over the aircraft intercommunication system, members of aircrews are to address each other according to their duty in the aircraft, viz:-
Captain
Navigator
Bomb Aimer
Wireless Operator
Engineer
Mid-upper
Tail Gunner”
(ii) Fighter Command reported that the formation was good, reasonably compact, and easy to escort.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] DUSSELDORF – 2/3RD NOVEMBER. [/underlined]
187 aircraft of the Group took part in a combined Command attack on Dusseldorf, the chief administrative centre of the Ruhr. An undamaged portion of the built-up area on the eastside of the Ruhr was selected for attack.
[Underlined] PLAN [/underlined] Marking was to be carried out by Oboe aircraft of the P.F.F. using both ground and skymarkers. Crews were to use their own navigation winds for bombing. A mixed load of H.E. and incendiaries was carried. Possible cloud cover of as much as 6/10ths – 9/10ths cu. and strato cu. was forecast in the target area, and crews were given separate aiming instructions for attacking the Wanganui flares.
[Underlined] RESULTS [/underlined] The weather over the target proved to be clear, with the normal industrial ground haze. 177 aircraft attacked the primary target, aiming at the ground markers. Marking was reported as accurate, and the bombing was believed to have been well concentrated, with the exception of a few aircraft whose photographs showed that they bombed short. The sorties of these crews have been cancelled. Reconnaissance has revealed that a very heavy concentration of bombs fell in the Northern suburbs which were the target, and the whole area was virtually destroyed. This practically completes the entire destruction of Dusseldorf. In addition, all the important industrial plants in this area, including the large Rheinmetal-Borsig armament works, were severely damaged, and scarcely a building has escaped either complete destruction or heavy damage.
[Underlined] DORTMUND-EMS CANAL – 4/5TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr Smith
Deputy:- S/Ldr Churcher
The importance which the Germans attach to the Dortmund-Ems Canal as one of their main transport arteries was amply demonstrated by the fact that both branches of the canal, breached and emptied by the 5 Group raid on 23/24th September, were repaired within less than six weeks, and in full working order. The same stretch of canal was therefore attacked for a second time, by 176 main force aircraft on 4/5th November.
[Underlined] PLAN [/underlined] The aiming point, on the narrow island separating the two branches of the canal, was to be marked direct by Mosquitoes of No.54 Base with Red T.I’s. All aircraft carried a bomb load of 14 X 1,000 G.P’s and crews were ordered to aim the centre bomb of the stick at the red T.I’s.
[Underlined] RESULTS [/underlined] There was no cloud in the target area, and visibility was good. Illumination and marking was punctual, but the markers fell some two hundred yards N.N.E. of the marking point and these, together with the T.I’s dropped by the backers up, formed a concentration at which the main force aimed their bombs.
The resulting concentration was the best the Group has yet achieved. An analysis shows that all but 5% of the bombs are contained in a circle radius 530 yards about the M.P.I. This works out at 25 bombs per acre per 1,000 bombs dropped around the M.P.I. and far exceeds any previous results. Both branches of the canal were once again breached and drained, and where the eastern arm crosses the river Glane bombs have penetrated through the bed of the canal.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] REMARKS [/underlined] This attack pulverised the Eastern subsidiary channel but only the fringe fell over the Western area with the result that the damage was soon repaired. It draws attention to the serious effect of even a slight vector or marking error when attacking such small targets.
[Underlined] MITTELLAND CANAL – 6/7TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Smith.
This canal, which joins the Dortmund-Ems canal at Gravenhorst, connects the Ruhr with Osnabruck, Hanover, Brunswick, Magdeburg and Berlin. A section of it near Gravenhorst was selected for an attack by 248 aircraft on 6/7th November.
[Underlined] PLAN [/underlined] Mosquitoes were given a point to mark up against the embankment on the Northern side of the canal. A tolerance of 200 yards to either side of the embankment was allowed. Winds were to be found by aircraft of the flare force, and a vector broadcast to the main force by this Headquarters, to shift the bombing some 300 yards along the canal to the North East. With a surface wind from the West, it was hoped to lay a lozenge shaped concentration across the canal at an angle of approximately 30°.
[Underlined] RESULTS [/underlined] Owing to a combination of unforeseen circumstances, this attack was abortive, and the Master Bomber ordered the force to return to base with their bombs. This operation is an example of how things can go wrong, in spite of careful planning. The snags encountered are listed below:-
(i) There were 7 H.2.S. failures amongst the aircraft of the Blind Marker and Flare Forces, an altogether exceptional number.
(ii) The target area winds were found to be much stronger than forecast, although accurate in direction. The flares were consequently scattered and too far to the East, and although two Mosquitoes found the canal junction there was insufficient illumination for them to identify the marking point.
(iii) One of the Mosquito markers eventually identified the marking point, and succeeded in dropping a Red T.I. close to the bridge nearby, but it unfortunately fell into the canal, and was extinguished before any backing up could take place.
An additional cause of confusion was the choice of Green T.I’s for both the route markers and the Primary Blind Markers, and in future different colours will be used.
[Underlined] HARBURG – 11/12TH NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
A force of 245 aircraft was despatched to attack the oil refinery and storage installations and the town centre at Harburg, on the South side of the River Elbe, opposite Hamburg.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] PLAN [/underlined] There were four aiming points, A, B, C, and D, the first three in the dock area to the North-West of the town and the fourth (D) in the town centre. All aircraft were to approach on a heading of 143° T. Approximately 70% of the force carried on H.E. load: (those attacking the oil plant) and 30% an incendiary load (for the town area).
A suitable marking point was selected, upwind of the target area. At H – 11, blind markers were to drop T.I. Green on the target, these were to be followed by flares, in the light of which Mosquitoes were to drop T.I. Red on the marking point.
[Underlined] Primary Method. [/underlined] Aircraft on aiming points A, B and C were to aim the centre bomb of the stick at the T.I’s releasing without any delay. False vectors were to be applied to the bombsight to bring the bombs onto the aiming points. Aircraft on aiming point D were to aim the centre bomb of the stick at the T.I. Red, on the ordered heading, delaying the release for 26 seconds.
[Underlined] RESULTS [/underlined] The weather was clear, except for a thin layer of stratus at 8,000 feet, and the Master Bomber decided on the primary plan. The flares were rather late, but they were dropped accurately, and Marker 2 dropped a Red T.I. estimated as 80 yards West of the aiming point. These were backed up by further Red T.I’s in positions assessed as 200 yards North and 200 yards South. The actual positions of the markers cannot be identified on the night photographs. The main force was instructed to attack the resulting concentration of Red T.I’s according to plan. Bombing in the early stages was reported as rather scattered, but a good concentration developed later, and at the end of the attack, both target areas were well alight.
[Underlined] REMARKS [/underlined] Both these targets had previously been attacked on daylight by aircraft of the U.S.A.A.F. on three recent occasions previous to the 5 Group attack, and although considerable damage by H.E. is seen in the oil refinery area, and damage to residential and business property, and the marshalling yards in the Northern half of the town, no precise statement of the damage inflicted by this night attack can at present by [sic] given.
[Underlined] DUREN – 16TH NOVEMBER. [/underlined]
Master Bomber provided by P.F.F.
Duren lay on the main road between Aix la Chappelle and Cologne, and therefore on the direct route of the Allies’ advance to the Ruhr in that sector. The entire town was a fortified area containing troops, munitions and other supplies. A force of 214 aircraft, was despatched to destroy the buildings, their contents, and the defences, and in addition to block the roads and crossings. No.1 Group also provided a force of over 200 aircraft to attack the same target.
[Underlined] PLAN [/underlined] In view of the weather conditions en route, Bases were ordered to form up in “gaggles” on a time basis, and a leader was appointed for each pair of Squadrons. Marking for the attack was controlled musical parramatta, provided by No.8 Group. Primary markers were to mark the aiming point with Red T.I’s and other P.F.F. aircraft were to keep the aiming point marked with T.I. Red and Green throughout the attack. If the T.I’s became obscured, the Master Bomber was to give aiming instructions with reference to the upwind edge of the smoke.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
In view of the proximity of American troops, very strict orders were given that bombs were not to be dropped unless:-
(i) The T.I’s could be clearly seen.
(ii) The target could be positively identified.
(iii) A timed run could be made from a positively identified position not more than 3 miles from the target.
The Master Bombing Switch was used on this occasion, as an additional precaution against the premature release of bombs. Aircraft were also ordered to home on Gee along the ‘B’ lattice line on the last leg into the target, with the release-point co-ordinated set up.
[Underlined] RESULTS [underlined] The weather was clear over the target, but there was ground haze and smoke from a previous attack. The attack was carried out according to plan. Marking was accurate and the bombing very concentrated; crews bombed either the T.I’s or the upwind edge of the smoke, according to the instructions of the Master Bomber whose controlling was reported to have been excellent. The centre of Duren was entirely devastated, only a few walls being left standing. To the South and East, scattered buildings were largely gutted or destroyed, and all roads were rendered impassable. The town marshalling yards, previously damaged in a U.S.A.A.F. raid, received a further severe mauling.
[Underlined] DORTMUND-EMS CANAL – LADBERGEN – 21/22 ND NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Reconnaissance revealed that the Germans were making strenuous efforts to repair the damage inflicted on this canal by 176 of the Group on 4/5th November. It was decided to attack this target in the same place once again, to prevent this repair work from being carried out and if possible to add to the damage caused in the previous attacks.
[Underlined] PLAN [/underlined] Illumination and marking in normal sequence. Mosquitoes to mark aiming point with Red T.I. Main force crews to aim the first bomb of the stick at the Red T.I. or as ordered by the Master Bomber. Bomb load maximum load 1,000 lb. A few aircraft carried 6 X 1,900 lb G.P. bombs.
[Underlined] RESULTS [/underlined] 123 Lancasters and 5 Mosquitoes attacked. The weather in the target area was 6 – 9/10ths strato cu. base 4,000 feet, with good visibility below. Flares were accurate and on time, and the Mosquitoes were able to identify and mark the aiming point. The Master Bomber called the main force in to bomb as planned and the attack was concluded without a hitch.
A very satisfactory concentration was achieved round the markers, and subsequent reconnaissance shows that very great damage has been done. Both branches of the canal have been breached where they cross the River Glane, and both arms have once again been drained, flooding considerable areas of surrounding countryside, and leaving many barges high and dry. The Western embankment of the main canal has been breached in one position for about 150 feet. The subsidiary arm of the canal has been so heavily cratered that its outline can scarcely be recognised. Once again a long stretch of this important canal has been drained, many barges have been destroyed, and others lie with their cargoes high and dry on the canal bed.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] MITTELLAND CANAL – GRAVENHORST – 21/22ND NOVEMBER. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
The Mittelland canal, which runs from East to West from Berlin to the Ruhr, joins the Dortmund-Ems canal (which runs South to North, to connect the Ruhr with the North Sea) a few miles East of Rheine. A section of this canal, just East of its junction with the Dortmund-Ems, was selected for attack with the intention of severing both these important arteries.
[Underlined] PLAN [/underlined] A bridge across the canal was selected as the aiming point and a suitable position near the bank some 500 yards to the S.W. as a marking point. The illumination and marking plan was as usual, but in this case the markers were not to be attacked direct, but crews were to aim the centre bomb of the stick at the Red T.I’s dropped by the Mosquitoes, and a false vector set on the bombsight was calculated to bring the bombs onto the aiming point. Ordered bombing height was 8 – 9,500 feet.
[Underlined] RESULTS [/underlined] Illumination and marking were punctual and accurate, but 8/10ths to 10/10ths strato cu, base about 4,000 feet, was encountered in the target area, and the Master Bomber ordered the main force to bomb below cloud. 137 Lancasters and 6 Mosquitoes attacked. A good concentration developed, but there was some undershooting, which was inevitable owing to the change in height and the difficulty of vectoring when so low. Nevertheless, the canal has been breached on the West side for a distance of some 50 feet immediately South of the bridge, which was the aiming point. The canal itself has been almost emptied in this stretch and many barges are stranded. In addition many barges have been damaged by direct hits, and both banks of the canal have been heavily cratered.
[Underlined] TRONDHEIM – 22/23RD NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
A force of 178 aircraft took off to attack the submarine pens.
[Underlined] PLAN [/underlined] A suitable marking point was selected near the pens. The usual blind marker and flare sequence was ordered, and in the light of the flares, Mosquitoes were to drop Red T.I’s to mark the marking point. A false wind vector was to be used to shift the bombs onto the aiming point. Bombing heights, 9,000 to 12,000 feet.
[Underlined] RESULTS [/underlined] Weather conditions favoured a precision attack such as this: the target area was located without difficulty, and flares and two blind marker Green T.I’s were dropped accurately. Unfortunately the enemy was able to put a smoke screen into operation, which effectively obscured both the marking and aiming points, and the Mosquitoes were unable to mark. Unfortunately the target lay immediately outside a Norwegian town, thus precluding blind bombing, and the Master Bomber was reluctantly obliged to order the force to return to base with their bombs.
[Underlined] MUNICH – 26/27TH NOVEMBER. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
Weather conditions over the target promised to be ideal for an attack on Munich, during the night of 26/27th November, so a maximum
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
effort was ordered. The weather at bases and en route was very tricky, and the decision to go ahead with the attack was not made until the last possible moment. 278 aircraft took off, many with a visibility in the region of 1,000 yards and cloud base 600 feet. A fine achievement.
[Underlined] PLAN [/underlined] Two major sectors of the town were selected, one radiating between 019° T. and 060° T, from the marking point, and the other between 081° T. and 150° T. The aircraft in the first sector to carry 1 X 1,000 MC/GP plus maximum ‘J’ incendiary clusters, and those in the second sector 4 lb incendiary clusters, with 50% of them carrying 1 X 4,000 lb bomb.
The two major sectors were sub-divided, and sector headings and appropriate delays were allotted in the usual way. No. 9 Squadron aircraft each carrying 1 X 12,000 lb H.C. bomb were spread throughout all sectors.
Illumination and marking in the normal sequence, bombing heights 16,000 – 20,000 feet.
With freezing level at 2,000 feet and a front lying approximately over the English Channel with tops generally at 20,000 feet, with occasional cu. nimb. Up to 25,000 feet, the flight plan presented a difficult problem. It was eventually decided that, after take off, aircraft should fly South over England below 2,500 feet, maintaining this height until the front had been crossed. Aircraft were to fly over the top of the front on the homeward route, losing height behind it.
The route to the target was chosen to give the enemy as little warning as possible: it lay South of Switzerland, crossed Lakes Maggiore and Como, and then went N.N.E. to the target, across the Alps. This plan was entirely successful, and the defences did not come to life until the attack was well under way.
[Underlined] RESULTS [/underlined] The Master Bomber was delayed taking off, so Marker I, who was the deputy, conducted the opening phases of the attack. Illumination and blind marking went as planned. At H – 7 a Red T.I. was dropped, and assessed as almost on the marking point. At this moment the Master Bomber arrived, assumed control, and confirmed the accuracy of the Red T.I. Backers-up were called in, and marking was completed by H – 1. One Red T.I. which was assessed as wide to the North was cancelled by a Yellow T.I. The main force was then ordered to attack as planned.
Pilot’s reports were very enthusiastic about the success of this attack, but a large proportion of the night photographs plotted show ground detail to the South of the target, and it is now clear that the point marked was some 2/3,000 yards too far South. Nevertheless at least half of the attack went into the town and Southern suburbs and considerable damage should have been caused.
[Underlined] REMARKS [/underlined] This was the first occasion on which the Group as a whole has used Loran, and the results were very satisfactory. The concentration on the return route showed a marked improvement on the degree of concentration previously achieved.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] signals
[Underlined] WIRELESS OPERATOR (AIR). [/underlined]
[Underlined] CONTROLLED OPERATIONS. [/underlined]
W/T operating by the W/T link operators throughout November maintained a fairly high standard, and reception of their transmissions by the Main Force operators was also of a high order. 54 Base again supplied all the W/T link operators and both squadrons are to be congratulated on their efficiency. This result has been accomplished by hard training.
Two interesting incidents which took place on the night of the 11th and 22nd respectively are worthy of mention. On the night of the 11th, four minutes before the first bombing wind was due to be transmitted back to Group, sever ‘jostling’ was experienced on the frequency. Prompt action by the C.S.O. enabled this frequency to be cleared just in time for controlling to commence. We again realise just how effective this countermeasure is. On the night of the 22nd propagation conditions were such that reception at all the Group Ground Stations was practically impossible, yet when crews returned it was found that ait to air reception was perfect and 100% reception accomplished.
The Link 1 and 2 operators who carried out control duties during the month were:-
Night 4th F/O Booth 83 Squadron Link 1
F/O Chapman 83 Squadron Link 2
Night 6th F/Sgt Manderson 97 Squadron Link 1
F/Sgt Whitehead 97 Squadron Link 2
Night 11th W/O John 97 Squadron Link 1
F/Sgt Utting 97 Squadron Link 2
Night 12th F/O Ward 617 Squadron Link 1 )Tirpitz
Sgt Morgan 9 Squadron Link 1 ) attack
Night 22nd Sgt Smith 97 Squadron Link 1
Sgt Moroney 97 Squadron Link 2
Night 27th W/O John 97 Squadron Link 2
F/Lt Summerscales 83 Squadron Link 3
[Underlined] W/T CONTROLLERS’ TESTS. [/underlined]
During the month 61 Wireless Operators took part in the test as detailed in 5G.S.I. No.13 and out of this number 54 passed as fit for W/T Link duties. Tabulated below are the number of operators per squadron who took part in these tests.
[Table of Numbers of Wireless Operator Tests by Squadron]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] GROUP W/T EXERCISE. [/underlined]
The Group W/T Exercise during last month was disappointing, due to a number of squadrons not yet having all their equipment installed in their new training rooms, Signals Leaders are asked to exert pressure in the right direction to hurry along the completion of these training rooms so as to enable advantage to be taken of this organised and highly profitable training. We extend a hearty welcome to the Heavy Conversion Units of No.75 Base to take part in these exercises, and hope they will find the exercise interesting and of instructional value.
[Underlined] POINTS FOR SIGNALS LEADERS. [/underlined]
During regrading tests throughout the month it was distressing to find that very few Wireless Operators (Air) knew anything at all about the V.H.F. equipment TR.5043. Now this is definitely Signals equipment, and all Wireless Operators (Air) should know at least sufficient about the installation to enable them to rectify any simple fault which may occur in the air, such as the replacing of fuses, power leads, aerial connections etc. Particular instruction should be given to the drill for checking whether the set is on transmit or receive.
The introduction of the Bomber Command Diversion Schedule has filled a long felt want, and will be much appreciated by all Wireless Operators (Air). Like all other publications it will only fulfil [sic] its rightful purpose if it is always kept amended up to date, and the responsibility for amending all copies lies with the Signals Leader. He should ensure that all “Wilmot” signals are received and any amendments to the Bomber Command Diversion Schedule are embodied immediately.
[Underlined] SIGNALS FAILURES. [/underlined]
The total percentage of Signals Failures against sorties flown for the month of November, was 1.82 which shows a decrease of 0.497 against the figure for October. It will be seen from the Signals Failure Monthly Circular that there was also a decrease during October, the percentage decrease for both months being 0.619. This achievement is really outstanding when one realises the unfavourable weather conditions the servicing personnel have encountered over this period. It all goes to show that IT CAN BE DONE – good show chaps!
There is also a bouquet this month for the Wireless Operators (Air) – there were no manipulation failures; an excellent state of affairs.
During the month not one sortie was cancelled (Class A) as the result of a signals defect. How many realise that this record has been maintained over the past 5 months?
[Underlined] I.F.F. COURSES. [/underlined]
Five courses involving 57 Wireless Mechanics drawn from all stations in the Group were held at Morton Hall during the month. Great keeness [sic] was shown and the instructor, Sergeant Ryder, reports very favourably on the standard attained. The Chief Signals Officer took the opportunity of discussing with each course the problems connected with aircraft servicing and was able to obtain some useful ‘gen’. The fact that a vast majority of our Group 1 tradesmen are still looking forward to an early return to civilian occupations was once more confirmed, and was countered by a graphic description of life in the peace-time airforce which it is hoped may have the effect of changing some of their minds.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] V.H.F. R/T – TR.5043. [/underlined]
[Underlined] SERVICEABILITY. [/underlined]
The TR.5043 gave good serviceability during November, there were ten failures reported against more than 2,000 sorties. Four of the failures (all in one Base) were “NOTHING HEARD – NO FAULT FOUND”. Are Signals Officers doing all in their power to prevent this type of defect? There were two cases of Aerials Type 147 breaking; this is a decrease in comparison with the figure for October.
During the month, exhaustive experiments were carried out at Metheringham by 3 R.A.E. specialists in connection with aerial breakages. The result of these experiments is, that [underlined] all [/underlined] Lancaster aircraft TR.5043 aerials (including H.2.S. aircraft) can safely be fitted in strict accordance with B.C.S.P. No.10.
[Underlined] VOLUME CONTROLS. [/underlined]
Three different types of volume controls for operation by the pilot are now undergoing test in various Lancaster aircraft in the Group. Results to date are somewhat varied, some pilots stating that the new control in ‘bang on’ whilst others aver that the minimum position still permits incoming V.H.F. R/T Signals to interfere with intercom. We are determined to find the ideal before launching a general fitting programme.
[Underlined] V.H.F. R/T COURSES. [/underlined]
No.1 Radio School, Cranwell, has undertaken to give all Signals Officers in the Group a four-day course on the V.H.F. R/T set TR.5043.
The first two courses report enthusiastically on the efficiency with which this course is being run and they thoroughly enjoyed the brief opportunity to be immune from telephone calls and other diversions whilst learning all there is to know about this interesting set.
[Underlined] INADVERTENT RADIATION ON INTERCOM. [/underlined]
Yet another case has occurred of crew intercom. being radiated on V.H.F. R/T in the target area. This resulted in serious inconvenience by jamming to some extent the R/T traffic. It had been considered that all possible action had been taken to prevent this sort of thing happening. All Main Force aircraft have a switch fitted in the H.T lead to the V.H.F. Transmitter, and this switch is locked in the ‘Off’ position prior to take off. All aircraft which may be called upon to transmit on their V.H.F. R/T, have this switch in the ‘On’ position, but are equipped with a Neon light indicator positioned near the navigator which lights up whenever the V.H.F. set is transmitting. In spite of these precautions, however, an aircraft of the illuminating force inadvertently radiated intercom. on V.H.F. It seems that it will be necessary to reposition the neon indicator, and also make use of the pilot’s bomb release switch in lieu of the existing press-to-speak switch which unfortunately is in such a position on the control wheel that it can be gripped, and pressed, in the ‘On’ position accidentally. The Pilot’s bomb release switch is fitted on the control wheel in such a way that it cannot possibly be actuated accidentally.
[Underlined] RADAR. [/underlined]
[Underlined] LORAN. [/underlined]
The closing days of the month saw the final stages of the Loran fitting programme. This fitting programme almost brought back reminiscences of the Monica Mark V days, and much credit must be accorded to the wholehearted efforts of the Engineering and Radar personnel who installed the bracketry and equipment in double-quick time.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
The successful use of the equipment on the Munich operation on the night 26/27th gave a very useful fillip to enthusiasm, and effectively squashed the mutterings of the “doubting Thomases”. The serviceability figures, in view of the usual manipulation troubles and initial “bugs”, are promising. It has been found that the indicator becomes unusually temperamental when damp, but waterproof covers should clear this trouble.
Shortage of the main boxes and lack of spare components were sources of complaints, but both will be cleared almost directly.
[Underlined] A.G.L.(T). [/underlined]
Despite the spring tides at Fulbeck which threaten to engulf the Radar workshop, the A.G.L.(T) situation is well in hand. No physical success has been claimed, and the shortage of equipped aircraft is acute, but much useful data has been brought to light, which should do much to assist the final development of this device.
[Underlined] H.2.S. MARK III. [/underlined]
Progress at Coningsby is steady. The scanner trouble has been cleared, gaps in the polar diagram have been filled in by a simple modifications [sic] which consists of strategically mounting a 16” X 6” sheet of perspex on the mirror. We [underlined] know [/underlined] it does the job all we want to know is [underlined] how [/underlined] it does it. Improvements to the scanner testing equipment have effected considerable economy in flying hours.
[Underlined] MONICA. [/underlined]
The addendum to Monica to defeat the Hun, reached its flying trials this month which were very encouraging, and earned official sanction for the Group to experiment with Monica. All credit for this device must go to F/O Tovey of 53 Base. His prototype made all Walt Disney’s conceptions look very ordinary but he continued to work on the idea tirelessly and patiently, and with T.R.E. assistance brought forth a very workable unit, of which we hope a lot more will be heard.
[Underlined] SECURITY. [/underlined]
This month has seen the introduction of the long awaited Bomber Command Diversion Schedule. As the tag has it “The mountains shall labour and bring forth a ridiculous little mouse”. In this case at least, an eighteen month gestation has produced a noble offspring. There is one note of ridicule, introduced we imagine by some frolicsome “printer’s devil”, and this defect in the Schedule required one of the three following ‘mods’ for its eradication:-
(i) The Schedule to be mounted on a bracket and swivel fixed to the W/Op’s (Air) table.
(ii) All W/Op’s (Air) to be fitted with swivel vertebrae above the shoulders.
(iii) The even numbered pages of the Schedule to be printed “the other way up”.
The last of these three ‘mods’ has been requisitioned, and until it appears we wish you good luck and happy diversions.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] SIGNALS. [/underlined]
[Underlined] YOU HAVE BEEN WARNED. [/underlined]
The Field Security Police have a multitude of duties,
And amongst other things these precious beauties
Sit in post offices and monitor calls,
And lap up every word that falls
From the lips of Service folk;
This is by no means a joke,
Though it may seem to be at first.
The police laugh simply fit to burst
Whenever they hear some solemn voice say,
“This is an Ops. circuit so we needn’t scramble, heh?”
And the other bloke
Says, “Oke!”
When this happens you might guess,
They take it down in shorthad, [sic] (more or less),
And after a court-marital –
To which they’re very partial –
The perpetrators of the crime
Do “time”,
Or they may, it is feared,
Be cashiered!
It all depends upon the rank,
AC Plonk or Flight Lieutenant Blank.
The moral is by now quite clear, I’m sure.
NO circuits can be trusted as secure.
When secrets must be spoken, your preamble
Must always be the magic words, “Please scramble!”
Ops. circuits only give you what you need,
And that is NOT security but Speed!
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] navigation
[Underlined] WHAT ARE THE QUALITIES OF A GOOD NAVIGATOR? [/underlined]
A good navigator may be summed up as one who works hard all the time, uses his intelligence constantly and makes a conscious effort to be on track and on time throughout every operation.
Do you think you fill that category? To assist you in answering the first question, below is a self analysis chart for you to complete. Be honest with yourself in answering these questions.
[Underlined] SELF ANALYSIS CHART. [/underlined]
[Underlined] QUESTIONS. [/underlined]
(1) Do you [underlined] always [/underlined] work to a system, and a regular time interval?
(2) Do you [underlined] always [/underlined] make a “snap” alteration of course immediately you ascertain you are off track?
(3) Do you check your ETA’s [underlined] regularly [/underlined] every 15 minutes?
(4) When coming into Gee range to you [underlined] always [/underlined] believe the first Gee fix you obtain and act on it?
(5) When no fixing aids available, do you [underlined] always [/underlined] obtain a D.R. position every 15 minutes?
(6) Do you [underlined] always [/underlined] “home” on your Southern or Eastern Lattice lines as instructed.
(7) Do you [underlined] always [/underlined] check your compasses every 20 minutes?
(8) Do you [underlined] always [/underlined] find a w/v over the ideal period of time, i.e. between 15 and 40 minutes.
(9) When necessary to you [underlined] always [/underlined] dog leg or alter IAS so as to arrive at each turning point exactly on time?
This is by no means a comprehensive list, but if you answer all the questions frankly, you will obtain a good assessment of your own ability. If you can say “Yes” to only 70% or less, you are below average; 80% you are average; 90% ad above you can consider yourself a good navigator.
Make a note of the points on which you lose marks, then rectify them [underlined] immediately [/underlined]. Further lists will appear in the next two summaries, so keep a note of your results on this test and by January you will have a complete assessment of yourself.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
[Underlined] WINDFINDING. [/underlined]
The importance of finding accurate w/v’s, [underlined] and using them, [/underlined] has been stressed constantly for the last five years. One would therefore think that, as a result of all this “binding” every Navigator would now realise the importance of windfinding. BUT, unfortunately this is not so, Why?
We now have four “gen boxes” given us to assist in finding really accurate w/v., i.e. Gee, Loran, H.2.S. and A.P.I. All these instruments have been tested very thoroughly and have been proved accurate. All Navigators acknowledge the accuracy of these instruments and trust individual fixes and A/P’s obtained, but when it comes to joining two of these positions together, i.e. fix and Air Position, and obtained a w/v, many Navigators automatically become dubious. If the w/v obtained agrees fairly well with that forecast, or the last few w/v’s found, it is considered accurate. BUT, on the other hand if it differs by any appreciable amount, then in 7 out of every 10 instances a Navigator will say he got a “duff fix”, or else the A.P.I. is overreading!! In other words many Navigators just haven’t the confidence in themselves. Are YOU one of these? If you are, then reform yourself!
It is not generally appreciated that, even with a so-called steady wind the direction is never constant to within 30°, and the speed is never constant to within 10 or 15 miles an hour, so how can you expect to find idential [sic] w/v’s, and in any case how are you to know that there hasn’t been a sudden wind change caused by an unpredicted front or other reason?
Therefore in future, do not mistrust your fixes, A.P.I. readings and resultant w/v’s. Take great care in obtaining these readings and in plotting them accurately, but once you’ve got them treat them as correct – and [underlined] USE [/underlined] the resultant w/v!
[Underlined] COMPASSES. [/underlined]
Do [underlined] YOU [/underlined] always check your Compasses every 20 minutes? This question has been asked already, but it will bear repeating. There are now 3 instruments dependent on the serviceability of the D.R. Compass, namely H.2.S., A.P.I. and Mk.XIV Bombsight, besides of course the safety of the aircraft itself. It is, therefore, of paramount importance that the D.R. Compass is fully serviceable all the time.
A recent analysis showed that very few Navigators ever pay sufficient attention to their compasses. Are YOU one of these people who take the Compasses for granted, or do you carry out your checks methodically. Do you for example, ever go out to your aircraft and assist in the swinging, or do you even ask the Compass Adjusters on their return how your compasses are? Do you always carry a compass key in your pocket? Have a look and make sure before you answer the last question. Are you thoroughly conversant with the symptoms of a toppled gyro, and do you know the procedure to be adopted to correct the gyro? [Underlined] But above all, [/underlined] do you know that you should never return early because one of your compasses is unserviceable?
An analysis is carried out after every Group concentration plan has been completed to ascertain why certain aircraft are off track. On every occasion the answer for [underlined] AT LEAST ONE AIRCRAFT [/underlined] is that vague phrase “COMPASSES U/S”, which, on further examination, means nothing more than “Compasses desynchronised”.
The safety of an aircraft and its crew was therefore jeopardised because the crew [underlined] forgot to check their compasses! [/underlined]
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[NAVIGATION. [/underlined]
Longer range targets will be the the priority this Winter and that means deep penetration into a heavily fortified Germany. Accurate Navigation will therefore be absolutely essential and this is directly dependent on the accuracy of your compasses. Be compass minded then – learn all you can about them, know your drills and manipulation procedures off by heart – and above all [underlined] CHECK YOUR COMPASS REGULARLY. [/underlined]
Use the Astro Compass when there is any discrepancy between the P.4 and D.R. Compasses.
Station and Squadron Navigation Officers must continue to drive hard on this subject, checking all new crews on their arrival See that they are thoroughly conversant with the drills, faults, remedies and manipulation procedures, and make it clear to them that on no account do they return early if one compass is unserviceable.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by the squadrons this month is 3.8 m.p.h. This is excellent. This figure shows a decrease of .5 m.p.h. We have achieved our goal of an average vector error below 4 m.p.h. Can we now possibly reduce this error to below 3 m.p.h.? If we can then all navigators can truthfully say they are contributing to very largely to the high standard of bombing we are achieving. Go to it! and see what records you can break this month.
[Table of Average Vector Errors by Squadron]
It will be noted that three squadrons of No.53 Base occupy the first three places this month, the two “old faithfuls”, Nos. 9 and 50 Squadrons, still retaining their lead on the rest of the Group. No. 56 Base Squadrons are all down towards the bottom of the list. They can, and have, done very much better than this. Com on No.56 Base, let us see you at the top next month!
Apologies to No. 57 Squadron for last month. Their average vector error was inadvertently shown as 4 m.p.h., whereas it should have read 3.5 m.p.h.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight navigators who submitted the best work this month as [sic] set out below. They have been chosen for their consistently accurate and methodical work, which includes good track-keeping and timing, constant wind velocity checks and checking of E.T.A’s and log and chart work of a very high order.
F/O Hart – No.467 Squadron
P/O Briggs No.83 Squadron
F/O Martin No.106 Squadron
F/O Skinner No.189 Squadron
P/O Searle No.227 Squadron
F/Sgt Shapman No.207 Squadron
F/O Kay No.630 Squadron
F/Sgt Murray No. 50 Squadron
Note that P/O SEARLE appears for the second time. Good work SEARLE – keep it up!
[Underlined] TIMING. [/underlined]
In last month’s summary a long article was written on the slackness of timing on the return journey. Three causes of this “timing spread” were suggested and you were asked to eliminate them and so bring about a much needed improvement in the return journey concentration. Base, Station and Squadron Commanders and Navigation Officers were also asked to have a “drive” in this direction. Only one operation has been carried out since this letter was sent, and on this raid there was a very big improvement. In fact the concentration on the return journey was better than that going to the target!! This is good, keep it up, and make it your aim to achieve the concentration we desire, i.e. “an area covering not more than 50 miles in length and 10 miles in width” – and no more.
[Underlined] UNION NEWS. [/underlined]
F/Lt. Markham – No.463 Squadron to be Squadron Navigation Officer.
F/Lt. Martin – No.61 Squadron to be Squadron Navigation Officer.
F/Lt. Bennett, D.F.M. – No.617 Squadron Navigation Officer to be Station Navigation Officer, Woodhall. (now S/Ldr.).
F/O Bayne, D.F.C. – No.617 Squadron to be Squadron Navigation Officer.
F/Lt. De Boos, D.F.C. – No.627 Squadron Navigation Officer, tour expired, posted to No.7 Group.
F/Lt. Tice – No.627 Squadron to be Squadron Navigation Officer.
S/Ldr. Kelly, D.F.C. – Station Navigation Officer, Fulbeck, missing on operations.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Drawing] radar nav:
[Underlined] LORAN. [/underlined]
This new navigational aid has only been used to any great advantage on one operation this month. Despite the difficulties in training and the short time since the introduction of the Loran equipment, operators made full use of the facility it affords, and it has proved without doubt a useful addition to our navigational equipment. The fact that to the present time no interference has been encountered which would make fixing difficult does not imply that the Hun will not attempt to jam the equipment and with this fact in mind every possible operator must use Loran to its fullest advantage whilst it is still possible.
There are one or two points which have arisen in the manipulation and use of this equipment which must be stressed. They are:-
(i) Loran operators are not spending sufficient time in the recognition of signals – particularly differentiation between 1st and 2nd Hop E sky waves. Perseverence [sic] and close watch of the signals on Sweep Speed 3 will ascertain whether the signals are the correct ones. It is appreciated that very little, if any, training can be carried out on the S.S. Loran Chain and operators must endeavour to use time on operations for sky wave training. If you are uncertain as to the appearance of sky waves your obvious remedy is to visit the Radar Training Room after 1630 hours any day and you can get all the gen on the sky waves by using the S.S. or North Eastern Loran Chain on a bench set. Why not make this a nightly feature until you are sure in the identification of all signals.
(ii) No system of taking position lines at regular intervals is being followed. It is no use taking a position line from one rate and keep transferring it along track for an undeterminable number of times to give you fixes with position lines from the other rate. Try taking position lines at regular intervals of say 10 minutes e.g.:-
Rate 4 at 2010 and 2020 and so on.
Rate 5 at 2011 and 2021 and so on.
(iii) The time base readings are easily upset by movement of the fine strobe control during the switching of the Sweep Speed Control through position 5, 6 and 7. Watch this carefully or else you are going to get false fixes. If necessary use your left hand for switching the Sweep Speed Control.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
(iv) Several operators reported the four dividers out of alignment but a few using commonsense [sic] and initiative correctly aligned the dividers and obtained full use of the equipment. As the dividers, particularly A, B, C and D are very critical, alignment checks must be made:-
(a) After switching on procedure has been carried out.
(b) Every two hours when LORAN is in use.
(c) After any large changes of temperature or pressure.
An Aircraft Drill has been produced and is available at all units, detailing the alignment procedure. Loran operators must know this procedure fully and screwdrivers have been made a general issue to all navigators in order that alignment corrections can be made in the air. It is important, however, that operators should know the symptoms of incorrect alignment before they attempt any correction at all. Loran Instructors or Radar Officers will supply all the “gen” on this.
A slight modification to the Loran set is being introduced shortly which enables operators to change the basic rate so that the new North Eastern Loran Chain can be used. This North Eastern Loran Chain the details of which will be available shortly, gives coverage over the whole of the North Sea and should be very useful on Northern trips. It is, however, emphasised that as this Chain is not as accurate as the Norther Gee Chain, Gee must be used to the limit of its coverage. The present charts are to a scale of one to three million and therefore hopeless for Bomber Command navigation. Representations have been made for larger scale charts and these will be distributed as soon as they are received at this Headquarters.
[Underlined] GEE. [/underlined]
Welcome changes have been made this month in the Continental Gee Chain frequencies with the intention of giving far better facilities from the Ruhr and Rheims Chains. However emphasis is placed upon the correct setting up of the R.F.27 tuning dial to obtain the best reception. Great care is therefore to be exercised in setting the dial correctly when changing from one frequency to another.
The Rheims Chain continues to give excellent results with ranges reported as great as 0930E. Interference is slight and on most occasions non-existent. On the Munich operation the Chain could have been used to considerably greater advantage if suitable charts had been available in time.
The Ruhr Chain is still producing disappointing results and below the standard of the Rheims Chain. A and C Station signal strengths are fairly good. The B and D signals are weak limiting the operational value of the Chain. Sine wave jamming and Heavy Grass has been reported in the Brunswick and Cologne areas.
The Eastern Chain gave excellent results on the Harburg operation, many operators obtaining fixes in the target area. This indicates either the meteorological conditions were favourable for Gee that night, or that the enemy has transferred his jamming to other frequencies.
Representatives have again been made for the production of miniature lattice charts for the Continental Chain as the navigator nowadays has to carry no less than eighteen topographical lattice charts if he is to be prepared for any emergencies. The total area covered by these topographical lattice charts can be reproduced on approximately four miniature lattice charts.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
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[Underlined] RADAR NAVIGATION. [/underlined]
[Underlined] H.2.S. [/underlined]
H.2.S. silence is still being maintained on the Group with total restriction on the use of H.2.S. Mark II and part restriction on H.2.S. Mark III. With the risk of early warning of operations, and until the efficiency of the enemy night fighter equipment is definitely ascertained, it is the policy of this Group to give the enemy as little help from H.2.S. sources as is possible.
H.2.S. operators are reminded that although the use of H.2.S. Mark II is almost totally restricted it may be possible that at some future date consent will be given to its use again. H.2.S. Mark II can be used from the enemy coast on the return journey. This relaxation of the restrictions is intended for training purposes and operators should make the best use of this time to raise their standard of efficiency. H.2.S. is and will remain the most efficient navigational aid over enemy territory because it cannot be jammed efficiently, and with the introduction of new Marks it will again come into general use. All Marks of H.2.S. are manipulated in a similar manner and thorough knowledge of Mark II will ensure more efficient use of the later Marks.
54 Base still continue to make great strides in the use of H.2.S. Mark III as an efficient bombing aid and trials are continuing to ascertain the accuracy of individual sets of H.2.S. equipment by means of ground Radar plots at positions of bombs gone on various targets. Complete analysis of every run is being made to ascertain the errors due to equipment and to the human element. Those due to the equipment can be eliminated. It is up to the individual operators to eliminate the inaccuracy due to human error.
H.2.S. Photography is proceeding satisfactorily throughout the Group, although all main force photographs, except those from 106 Squadron, are of landmarks in this country. From these training photographs it is evident that the standard is improving, and operators are taking a little more time in the manipulation of the camera. There are, however, still one or two unsatisfactory details which can be overcome:- For instance, some operators still persist in having a 10 mile zero as big as a half crown thus distorting the photograph obtained. Remember is should be the size of a sixpence. Others persist in having lights on or letting the daylight into the compartment when taking the photographs thus wasting negatives and printing material. If you persist in making these mistakes during training, far more may be made during an operational sortie due to operational stress. 54 Base have produced some excellent operational photographs, particularly those taken on the operation to Munich. These photographs show the lakes and valleys in the Alps as clearly as on a relief map. The photographs also indicate that the target and lakes nearby are very well defined on the H.2.S. Mark III P.P.I. and will no doubt prove useful for any future attacks.
Squadrons of 55 Base and 106 Squadron have carried out several mining sorties during the month, the results of which have been excellent. The importance of this work cannot be too highly stressed and H.2.S. training on these squadrons is being carried out with this type of operation in mind. There are several convenient landmarks on the East Coast which can be used for mining runs and the number of P.P.I. photographs which have been received indicate that some operators are making use of them during training. The important fact is that all operators on these squadrons must be able to release mines accurately on H.2.S. We cannot afford to lay them outside the normal channels, where they may be a danger to our own shipping.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] tactics
This month the German Night Fighter Force has again failed to offer effective opposition to Bomber Command’s night offensive. The German fighter controllers have been bewildered by the profusion of Window spoofs, Mosquito raids and Intruders, combined with the main attacks, and have failed to intercept the bomber stream with an effective number of fighters. Night fighter are, however, still the biggest danger, and there is no reason to suppose that, once they have contacted the bomber stream, they are any less efficient than they were last Winter. A night fighter, particularly if equipped with upward firing cannon, is a formidable adversary, and a crew must be on the top line to combat it successfully. Good crew discipline is essential. In particular, intercommunications between the pilot and gunners must be clear and concise. Idle chatter and the use of Christian names on the intercom. may mean attending interrogation at Dulag Luft instead of Base.
There are indications that the enemy may, in the very near future, send up fighters against our daylight attacks, particularly on the deeper penetrations we shall be making in the coming months. The fighter escort will deal with what it can, but crews must be prepared for small formations of enemy fighters to get through the escort. This will provide a quick and decisive answer to the ever recurrent problem of stragglers. The enemy may well use jet fighters for these attacks, but crews should remember that, although their speed is very high, there is nothing miraculous about these aircraft. In an attack they behave like conventional fighters and should be treated as such. Although they are armed with 30 m.m. cannon, these have such a low muzzle velocity that, for accurate shooting, they are not effective over 400 yards, which will give gunners a good chance of shooting back.
A final warning. A case has come to light recently where a captain admitted letting his rear gunner leave his turret over France and the sea when returning from the target. This is criminal. German night fighters are often ordered to follow the bomber stream across friendly territory, and well out to sea, and captains must remember that an operation finishes in dispersal, and not a moment sooner.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Drawing] air bombing
The activities of the Group in the operational sphere have mostly been intended to destroy small targets rather than to bomb areas of large cities.
Despite unfavourable weather conditions on frequent occasions, the results have been reasonably satisfactory from the Air Bomber’s point of view and the necessity of maintaining a high standard of precision bombing must be apparent. Obtaining the best possible results on precision targets at night, when visual identification is impossible, necessitates a thorough knowledge of the tactical plan and the ability to carry it out to the letter. The plots of the incendiary attacks on sectors illustrate that the majority of Air Bombers are doing their best to guide the aircraft over the marking point, but it must be realised that after the dummy bombing run on to the marker, it is essential that the aircraft should be on the briefed track as quickly as possible. As soon as the marker comes into the intersection of the bombsight graticule and is reported by the Air Bomber, the immediate reactions of the bombing team are as follows:-
(a) The Navigator commences to count off the required number of seconds consistent with the basic delay plus the delay for the incendiary bombs.
(b) The Pilot turns on to the course given by the Navigator prior to reaching the target area, and confirms that he is on the correct course.
(c) The Air Bomber does a last minute check of the bombing panel and releases the bombs on the executive word from the Navigator.
The correct observance of this procedure will ensure that the required incendiary concentration falls in the areas where the maximum amount of damage can be caused.
Now that Winter has arrived, all Air Bombers must be prepared for icing in the bomb-bay. The only preventative measure that can be undertaken is to see that the release slip heater for No.13 station is switched on at take-off, but by a careful examination of the bomb-bay after landing, it will be possible to see if any incendiaries have fallen from the S.B.C’s on to the doors and the ground crew will know what to expect when they open the bomb-doors. A careful examination of the bomb-bay after the aircraft has been flying below freezing level for some time will help to prevent any accidents on the ground after landing. It should be remembered that there will be no indication of bombs hanging-up due to icing, when the Air Bomber does his lights check.
The importance of switch drill, and accuracy in bombsight settings, must be frequently stressed by Bombing Leaders at every possible opportunity. An error of one or two degrees in bombsight levelling will give a large error on the ground, and despite the difficulty in setting the correct levelling figure on the computor [sic] box, every effort must be made to see that it is correct to the nearest degree. Constantly check your switches and bombsight on the way to the target, and remember that your target is not a town or city, but a small area in that town or city, and to hit is successfully you must be accurate as if bombing a practice target.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] NOVEMBER’S OUTSTANDING CREW ERRORS. [/underlined]
[Underlined] SQDN. PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS. [/underlined]
9 F/O Newton F/Sgt Flynn F/Sgt Grant 71
F/L Marsh F/O Carr F/Sgt Haydon 66
F/O Coater F/Sgt Boag F/Sgt Black 57
F/O Williams F/Sgt Gold Sgt Lockerbie 53
50 F/O Jones Sgt Jarmy Sgt Davis 77
F/O Ling F/Sgt Howard F/O Rutland 68
83 F/O Inniss F/O Morrison F/Sgt Dormer 73
F/L Weber Sgt Summers Sgt Thorn 76
97 F/O Greening Sgt Nutt F/Sgt Cairn 72
F/L Brooker F/O Pearce F/O Brown 42
F/O Ryan Sgt Kirkby F/O Sabine 56
F/O Royston-Piggott W/O Bate F/Sgt Madley 73
106 P/O May Sgt George F/Sgt Barling 61
207 F/O Rose Sgt Weaver Sgt Bell 75
617 F/O Ross P/O Tilby F/O O’Brien 63
F/O Gingles W/O Hazell F/Sgt Johnson 70
F/L Sayers P/O Weaver F/O Strom 73
F/O Martin F/Sgt Day F/Sgt Jackson 54 54
F/O Joplin F/Sgt Hebbard F/Sgt Fish 71
630 F/O Baker F/Sgt Leyden F/Sgt Taeuber 66
F/O Miller F/O Banks W/O Wildey 74
F/O Martin and crew, No.617 Squadron, have for the second successive month, obtained two crew errors of less than 60 yards at 20,000 feet. These results are obtained only by concentration on the part of Pilot and Air Bomber and are commendable efforts.
F/L Brooker and crew, No.97 Squadron, obtained the excellent result of 42 yards using the Mark XIV Bombsight.
[Underlined] BOMBING LEADERS. [/underlined]
P/O Willmot, No.49 Squadron, obtained fifth place on the Bombing Leader’s Course, being awarded a “B” Category.
There have been no changes in the squadrons during November.
All Bombing Leaders are asked to make a point of seeing that their returns are forwarded to Group Headquarters as soon as possible after the end of each week and month.
“V” GROUP NEWS. NO. 28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING . [/underlined]
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] SQUADRON AVERAGE ERROR [/underlined]
1 9 65 yards
2 ) 97 70 yards
2 ) 619 70 yards
4 630 71 yards
5 49 72 yards
6 83 73 yards
7 44 74 yards
8 207 86 yards
9 463 87 yards
10 57 88 yards
11 50 100 yards
12 467 114 yards
13 106 124 yards
14 61 125 yards
15 189 126 yards
The top place in the Group Competition has again changed hands, 9 Squadron having improved on their last month’s entry by 8 yards, and they are well ahead of the next six Squadrons who submitted entries all within 6 yards.
No. 9 Squadron are to be congratulated on their excellent bombing and it is hoped that they can hold their place against the strong opposition which will be provided by other squadrons during December.
No.55 Base have repeated their recent consistently good bombing and all five squadrons are included in the first ten, 619 Squadron showing the greatest improvement with a decrease of 23 yards on their October result.
[Underlined] CREW CATEGORISATION. [/underlined]
[Table of Crew Categorisation by Base]
Crews are categorised on the average crew error of their last three practice bombing exercises and the following limitations apply to the various categories:-
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards.
“V” GROUP NEWS. NO.28 NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice Results by Squadron]
No. 627 Squadron dropped 409 bombs at heights lower than 1000 feet with an average error of 71 yards.
172 T.I’s were dropped producing an average error of 191 yards.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] QUIZ. [/underlined]
1. If you find you are getting no air supply after switching on the air control what is the first thing to check?
2. Which pistol is liable to operate even though the bomb has been released “SAFE”?
3. What is used to indicate the presence of Allied troops during close support attacks on targets near the front line?
[Underlined] BIGCHIEF COMPETITION. [/underlined]
The two entries received in this competition have both been sent in from Strubby.
G/Capt. Jeudwine – 138 yards at 20,000 ft.
W/Cdr. Milward (619 Sqdn.) – 205 yards at 20,000 ft.
[Underlined] LEADER COMPETITION. [/underlined]
The solitary entry for this competition came from 55 Base.
F/Lt. Linnett (57 Sqdn.) – 104 yards.
F/Lt Rumgay (617 Sqddn.) has completed several excellent exercises using the S.A.B.S. which unfortunately, cannot be included in the competition.
[Underlined] PRACTICE BOMBING. [/underlined]
The total number of practice bombs dropped during November shows a considerable decrease when compared with October’s figures (2577 against 3898). Adverse weather conditions made practice bombing impossible on many days during the month, but some Squadrons made maximum use of the available opportunities.
The average crew error, although slightly higher than last month, is very satisfactory and special mention must be made of 9 Squadron’s efforts which produced and average error of 122 yards.
There are occasions when considerable congestion has been caused at Bombing Ranges because of the large number of aircraft attempting to bomb at the same time. It is only possible to allocate two targets to each Base and this congestion should be reduced with closer co-operation between Squadron Bombing Leaders, and the staggering of Bombing times allocated to each aircraft.
Bombing Leaders are also reminded that night practice bombing programmes should be transmitted to Ranges before 1800 hours if possible.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
incendiary attacks
[Underlined] BRUINSWICK – 14/15TH OCTOBER [/underlined]
It is probable that with the limited time available before an operation, crews may not appreciate the complete picture of the plan of which each squadron forms a component part. It is proposed, therefore, to take one of the incendiary attacks which this Group has carried out, giving in broad outline the intention, plan and execution of the attack.
The target chosen is Brunswick, which was selected for attack by this Group on the 14/15th October. Appended is a P.R.U. photograph of the town of Brunswick, showing the damage inflicted by the attack, bounded by the red line. The smaller areas bounded by green lines represent damage prior to the 14/15th October. The attack was highly successful but nevertheless illustrated how even small deviations from the agreed plan can jeopardise success.
[Underlined] INTENTION. [/underlined]
Brunswick has always been an important communications centre due to its position on the trade route from Hamburg to Southern Germany and its importance increased with the development of inland waterways and railways. Its pre-war major industries were swiftly placed on a war footing to supply the German armed forces and the beginning of the war also saw the rapid development of major aircraft and engineering industries in the town, particularly in the Northern and Southern suburbs.
It is not surprising therefore that this town, lying as it does within range of bases in Great Britain, has received regular attention from the Allied Air Forces. Since the strategical bombing of Germany began, a total of 6129 tons of bombs have been reported as dropped on the town by Bomber Command alone. But in common with a few other towns, like STUTTGART and FRANKFURT, it bore an unusually charmed life. While bombing depended upon visual methods of target finding, this was partly explained by the lack of good water landmarks near the town, but the difficulty of finding and bombing the target persisted after the introduction of RADAR aids, as will be seen from the following summary of major Bomber Command raids this year, including two by this Group, which left the town almost unscathed.
14/15th January – 472 aircraft
22/23rd April – 256 aircraft
22/23rd May – 211 aircraft
13/14th August – 350 aircraft
These raids are additional to several A.S.A.A.F. raids directed specific factories which were in the main successful.
[Underlined] PLAN. [/underlined]
There are two main alternative methods of carrying out an incendiary attack on a town of this nature. The first is to put the T.I’s on the centre of the town and to bomb these direct. This method
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Underlined] INCENDIARY ATTACKS [/underlined]
has a number of disadvantages the most important being that T.I’s in a built up area will seldom show up as brightly as those dropped on open ground, so that any markers which may be wide of the target will almost certainly attract the bombing. This occurred on the first attack on Konigsberg. Moreover, as soon as bombing starts the markers become obscured by incendiaries and smoke, and have to be continually backed up, this adding to the risk of inaccurate markers falling outside the town.
The alternative is to select a marking point which us likely to be easily recognisable by the marker force and located somewhere on the upwind side of the target. Provided visibility is reasonable all markers should fall within 300 yards of the marking point. If each crew is then given a heading on which to fly and a number of seconds to delay the release of bombs, the whole target area should in theory be covered with an even density of incendiaries and thus be totally destroyed.
It should be noted that this system entails the most precise bombing by each crew otherwise some areas will receive too many incendiaries and others will be left unburnt. The method by which each crew is to pass precisely over the markers and thus get on to the exact heading is laid down in Air Staff Instructions, and must be known to all.
[Underlined] NARRATIVE [/underlined]
(i) [Underlined] Weather. [/underlined] The weather at the target was clear with slight ground haze.
(ii) [Underlined] Marking. [/underlined] At H – 11 the first green T.I. dropped blind as a proximity marker, went down followed almost immediately by the first flares. At H – 8 the second flare wave dropped and by this time three more green T.I’s had gone down. Mosquito Marker No.3 gave a “Tallyho” and went in to mark, his T.I. being assessed as 200 yards to the North of the marking point. The Master Bomber ordered the remaining Mosquitos to back up 200 yards to the South. The backing up eventually resulted in 2 T.I’s roughly on the marking point, one 300 yards S.E. which probably fell in water and quickly went out, and one wide marker 800 yards to the West. This error was due to a variety of causes of which undue haste was probably the major. At H – 1 the markers were ordered off the target and the main force instructed to attack. The illustration shows the positions of the Red T.I’s in relation to the marking point as assessed from night photographs.
[Diagram]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] INCENDIARY ATTACKS. [/underlined]
(iii) [Underlined] Main Force Bombing. [/underlined] The attack went mainly according to plan although the Master Bomber had to instruct crews to steady down as there were some wide sticks in the early stages. These few loose sticks are a regrettable feature of all attacks, and it is hard to understand crews who have carried their loads all the way to the target can allow themselves to release them in open country on the edge of the target when a few more seconds would enable them to be placed on the aiming point. At H + 8 the main force were instructed to complete bombing and return to base.
[Photograph – missing] This photograph is a still from film shot by a 463 Squadron Lancaster equipped with cine apparatus. The photograph was taken six minutes after the main force bombing started, and can be clearly picked out on the P.R.U. cover as the North East corner of the sector allotted to Nos. 50 and 61 Squadrons.
[Underlined] DAMAGE ASSESSMENT [/underlined]
The greater part of the central core of the town was contained in the central sector shown on the tracing overlay. The two boundary sectors also contain a portion of this central core, all of which was fully built up and therefore highly vulnerable to incendiary attack. Whilst the primary intention of the raid was to destroy the central core of the town, two squadrons were allotted to an area to the East and North East which is less fully built up, as a trial to see what damage could be achieved by a small force.
An examination of photographs shows that of the three markers remaining after Marker D had become extinguished, only A showed up clearly, and that markers B and C became covered by incendiaries from a load released short, and may not have been clearly visible to bomb aimers. This left the extreme Westerly T.I. clearly visible throughout the attack and as a
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Photograph]
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[Photograph with Overlay Showing Bombing Sectors] BRUNSWICK 14/15 OCTOBER.
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[Underlined] INCENDIARY ATTACKS [/underlined]
result all incendiary loads had a tendency to fall in the Westerly part of a central sector or else in the Western sector, or even West of this. There was also a tendency for loads to overshoot rather more than planned. As far as it is possible to estimate from available data about 90% of the loads other than those which were dropped loosely outside the area, fell within the central core of the town but only a few scattered sticks on the N.E. area. This was clearly due to crews using the Westerly marker as their datum point, thus shifting the whole area of attack some hundreds of yards to the West.
[Underlined] CONCLUSION [/underlined]
It can be seen that the greater part of the central core of the town has been completely destroyed, and that there has also been some damage in the more Northerly sectors. Damage in the North East sector is slight due to the shifting of the marking point. The attack therefore illustrates the manner in which any marker wide of the concentration will draw on itself undue attention. It also illustrates the harm that can be done by loads of incendiaries dropped on the markers thus making them difficult to see. Apart from these two points the attack was extremely well carried out, timings were accurate, winds found were excellent and the great majority of aircraft attacked exactly on the headings laid down. Incidentally one reason for the marker which went wide was the tendency on previous attacks for some crews before H hour. As a result of experience the Mosquito markers who are marking from below 1,000 feet like to be clear of the target with a minute or two in hand. It is obviously essential that the markers should not be hurried in their task and crews must on no account bomb before H hour unless the Master Bomber calls them in earlier.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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war effort
[Table of Sortied Carried Out with Results by Squadron]
[Underlined] NOTES: [/underlined] Squadrons are placed in the above table in order of “Successful sorties per aircraft on charge”. In view of their special duties, Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron, the sortie is divided between the two Squadrons.
Squadrons above establishment are calculate on an establishment of 20.
[Drawing] training
[Underlined] CATEGORISATION OF PILOTS. [/underlined]
During the month the scheme for the Categorisation of Heavy Bomber pilots in the Group was issued. Full details are contained in this Headquarters’ letter reference 209/Trg. dated 18th November, 1944. The success of this scheme depends on co-operation between Squadron/Flight Commanders and the Squadron Instructors to see that crews are available for their initial and 10 and 20 Sortie Checks so that a Category can be awarded or revised.
The Squadron Instructor has a vital responsibility. He must be thoroughly familiar with Pilots’ Notes for the Lancaster, relevant Air Staff Instructions and in particular No.5 Group Aircraft Drills. Some Squadrons have already completed a number of Category Tests, which incidentally are done in the New Crew Check and 10 and 20 Sortie Checks. No separate test is necessary.
A preliminary examination shows that some of the Category Test Proformas have been completed accurately, others show a definite tendency to overmark. An [underlined] A+ [/underlined] Category should not be lightly awarded because it amounts to an “Exceptional” assessment. One proforma showed 100% marks for Captaincy! Section No.8 requires special care. A pilot scoring full marks for Captaincy must be faultless (and we’re all human).
The number of pilots categorised in the ten days following the introduction of the scheme is as follows:-
[Table of Pilot Categorisations by Base]
A total of 177 New Crew and 10/20 Sortie Checks were done during the month (including the Category tests in the above table), leaving 101 checks outstanding. Nearly half the outstanding checks were in 56 Base, where a temporary shortage of aircraft, absence of dual sets and a deficiency of a Squadron Instructor, gave the Base more than its share of problems.
Total squadron training hours amounted to 4,000 hours day, and 1,300 hours night – about 700 hours less than the previous month. (We blame the weather again). Now that the Winter is on us the old skeleton (“No training – aircraft are bombed-up”) is rattling its ancient bones. Lock it up. We’ve heard the jingle before. If the Met. gives half a chance of training, get a couple of aircraft per Flight de-bombed as soon as the operation is cancelled.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION AND 1690 B.D.T. FLIGHT. [/underlined]
Fighter affiliation results are encouraging. Squadrons did a grand total of 1105 exercises on 500 details – nearly two exercises per gunner in the Group.
Night affiliation by squadrons continues to climb to higher figures. This time it totalled 314 exercises of which 76 were done with 100 Group Mosquitoes, and the remainder with 1690 B.D.T. Flight. This was the fourth successive month to show an increase.
1690 B.D.T. Flight during the month was reduced from 26 aircraft to 12 by the withdrawal of the Spitfires and Martinets. It continued, however, to assist No.7 Group with day and night details for 75 Base, and a few night details for 72 Base. The Flight flew 560 hours on 670 details. Pilots averaged 23 hours, the Hurricanes 33 hours, the Spitfires 16 hours and the Martinets 9 hours.
Night affiliation by the Flight was the highest ever, rising from 94 details in October to 139 in November, thus exercising nearly 300 gunners in the hours of darkness; (a first rate performance bearing in mind the persistent bad weather).
It is satisfying to hear on the hook-up that on one night the Flight booked 33 night details. They were not all done owing to the weather, but on the night of 28th November, 22 details were completed – a record night for the Flight. On five nights on the last week of the month, 89 details were done. This shows what can be achieved when the weather is fit. Incidentally, the moon was up. Bear in mind that affiliation on dark nights provide the real test.
[Underlined] 5 L.F.S. TRAINING. [/underlined]
Unusually bad weather during the month affected No.5 L.F.S. Only two days during the month were fit for full flying, but despite this, and repairs to the perimeter track, full advantage was taken on of every opportunity and 5 L.F.S. completed the training of 92 crews for squadrons and had 11 crews within a day of finishing their course at the end of the month. The total of 92 crews was 6 crews in excess of Command estimate.
The Unit flew a total of 1344 hours. The average hours flown per aircraft on charge was 48. There were two avoidable accidents during the month. The rigorous policy of “quality and not quantity” is being followed and three crews have already been put up for disposal on the grounds of poor captaincy.
The crews posted during the month averaged 12 hours 35 minutes training at the Unit, nearly 2 hours more than the previous month. This was largely due to extra time being given to the short cross country exercise to give additional navigational instruction. Loran training has also been introduced and crews are getting 7 hours ground training on their course.
12 Instructors were recategorized by E.C.F.S. during the month. Two obtained A2 Categories and the remainder B Categories ([Underlined] Note: [/underlined] These Categories have no relation to the Pilots’ Categorisation Scheme introduced by 5 Group). The Examining Flight expressed the opinion that the standard of instruction at 5 L.F.S. was slightly above the average for Four Engined Training Units.
The next month’s commitment for 5 L.F.S. is 100 crews, less wastage. If the weather is reasonable, the Unit can do it as it always has in the past.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] TRAINING. [/underlined]
[Underlined] INSTRUMENT FLYING (LINK). [/underlined]
[Underlined] NEW EXERCISES. [/underlined]
The exercises in the Instrument Flying Syllabus on the Link are being revised to include exercises designed to cover operational procedure, and to practice more thoroughly and stimulate the pilot’s interest in keeping his I.F. up to scratch.
[Underlined] NEW LINK TRAINERS. [/underlined]
When installation of the new Link Trainers is complete, there will be one available for each squadron in the Group. This will put the ideal squadron monthly total times for pilots (50 – 60 hours) within reach of every squadron. Many squadrons will have double the amount of Link Time available. This extra time can only be used efficiently if a Link Trainer Programme is organised and kept going by the officer detailed by the squadron for co-ordination of I.F. and Link Training (Air Staff Instruction TRG/3 refers).
[Underlined] PRIMARY OBJECT OF THE LINK TRAINER. [/underlined]
Units whose Flight Engineers have done double the time of the Pilots seem to have lost sight of the primary object of the Link Trainer; that is to keep pilots in constant practice in all forms of instrument flying. The ideal is for pilots and flight engineers times to be equal.
[Underlined] LINK TIMES. [/underlined]
Squadron Link hours generally are improving. The total pilot times were [underlined] DOUBLE [/underlined] the previous month. There are, however, still weak places in the chain, which are easily visible from the training return. Two squadrons in both 53 and 54 Bases and one in 55 Base have done less than 20 hours pilot time per month.
[Table of Link Trainer Times by Base and Squadron]
GRAND TOTALS: Pilots – 742 hours. Flight Engineers- 764 hours. Other Aircrew – 101 hours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [/underlined]
[Underlined] DESTROYED. [/underlined]
2.11.44 – “D” – 207 Sqdn. – FW.190 C.
2.11.44 – “D” – 227 Sqdn. – JU.88 C.
4/5.11.44 – “L” – 227 Sqdn. – 2 Jet A/c.
6/7.11.44 – “R” – 630 Sqdn. – FW.190 C.
6/7.11.44 – “X” – 61 Sqdn. – JU.88 C.
6/7.11.44 – “X” – 61 Sqdn. – Jet A/c.
6/7.11.44 – “J” – 467 Sqdn. – Jet A/c.
6/7.11.44 – “R” – 227 Sqdn. – Jet A/c.
[Underlined] PROBABLY DESTROYED. [/underlined]
4/5.11.44 – “S” – 207 Sqdn. – ME.109 C.
[Underlined] DAMAGED. [/underlined]
6/7.11.44 – “B” – 189 Sqdn. – JU.88 C.
Claims annotated ‘C’ have been confirmed by Headquarters, Bomber Command.
From a total of 84 combats during the month, 7 were claimed to have been with jet propelled aircraft of which 5 were claimed as destroyed. The other claims stand at 4 destroyed, 1 probably destroyed, and 1 damaged, all of which have been confirmed by Headquarters, Bomber Command. The correct identity of the reported jet aircraft is now under consideration by the experts and no claims are being considered until a decision has been reached as to whether these phenomena are in fact jet propelled aircraft or some form of jet projectile.
Two aircraft were surprised by under attacks. The first warning being when the aircraft was hit by cannon fire. In both cases the aircraft were extensively damaged and casualties to the crew incurred. The answer to these under attacks is 100% crew co-operation and correct and frequent “Banking Search”.
[Underlined] RESULTS OF C.G.S. COURSES. [/underlined]
W/O HANSON 97 Sqdn. Cat. ‘B’
F/O KETHRO 5 L.F.S. Cat. ‘B’.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] GUNNERY. [/underlined]
[Underlined] AIR TRAINING. [/underlined]
[Underlined] FIGHTER AFFILIATION. [/underlined]
[Underlined] ORDER OF MERIT. [/underlined]
[Tables of Fighter Affiliation Results by Squadron]
Note: Figures in the above table represent “Points”.
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR NOVEMBER:- 1105. [/underlined]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] GUNNERY. [/underlined]
The Order of Merit will, in future, be based on a points system, points being allotted as follows:-
Night Affiliation with Camera and Infra Red Film 10 points
Night Affiliation without Camera 8 points
Day Affiliation with Gyro and Camera 5 points
Day affiliation with Camera 3 points
Day Affiliation without Camera 1 point
The total of night affiliation exercises continues to increase and it is hoped that the Gunnery Leaders will co-operate with Squadron and Flight Commanders to ensure that the maximum number of details are flown whenever operations and weather permit. The importance of this exercise cannot be over emphasised and the aim of every Squadron should be to achieve at least one exercise per crew per month.
It is apparent from the training returns that certain Squadrons are not making the maximum use of their Gyro camera assemblies during day affiliation exercises. These assemblies must be fitted on every possible occasion. Gunnery Analysis Officers are now established on each Squadron and it is their duty to assess the films taken during these exercises and to keep a proper for future reference for categorisation etc.
No. 53 Base are to be congratulated on setting the pace as regards outdoor night vision training. Each Squadron within the Base has fitted up a simple obstacle course which has been in use regularly by Squadron gunners. Other Bases would be well advised to follow the lead of No.53 Base in this simple, but very effective, practical form of instruction.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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Leave it to Smith [Drawing]
“Pass over yesterday’s fighter affil. reports will you Bill, and let’s see how some of those new crews are panning out. – Correct directions given – Range usually 800 yards – Range O.K. corkscrew appeared slow – Range 700 yards, corkscrew very good – Ranges generally good 600 to 650 yards – Range good – Range varied from 300 to 900 yards – gunners poor – corkscrew good. Who on earth was flying ‘N’ Nuts yesterday Bill – with two clueless gunners the crew can’t be anywhere near fit for operations?”
“One moment Dick – ‘N’ Nuts – that Clarkson – a new crew with only a Mid-Upper, but we put old Smith in there as Rear Gunner as he wants to get finished and since his old skipper went sick he’s had no crew; he only needs a half dozen to finish his second tour.”
“Smith always seems to have wads of clues, he’s certainly been operating for ages without getting himself bumped off. Quite a lot of the time as a spare too – the pilots seems to like to have him in the aircraft.”
“I suppose Bill, that Smith is O.K. Somehow we always seem to have taken it for granted. I must say he seemed very rusty when we gave him that Sighting test, didn’t he, but as he said, he’d only just come out of Sick Quarters and wasn’t feeling at all himself. We were going to give him another shot later on but somehow we never have. Let’s do it right away and clear our consciences. See if you can find him in the Gunnery Section as he’s not down for D.I. this morning, and as you go you might hand down the questions!”
Bill put his head into the Gunnery Section, W/O Smith, who was sitting by the fire greeted him enthusiastically. “Good morning, Sir, anything doing today?”
“Haven’t heard of anything as yet Mr. Smith, but in the meantime the Gunnery Leader wants you in his office.”
Mr Smith entered the Gunnery office not quite so enthusiastically. “Good morning Mr. Smith, come in and sit down. It seems a good morning to give you that sighting test again, but before we start that, what on earth happened in your fighter affil. show yesterday? – Look at this report – Range varied 300 to 900 yards. It’s appalling, isn’t it Mr. Smith?”
“Very bad indeed Sir, very bad indeed. I’ll go and chase up that new gunner in the Mid Upper right away, tell him to pull his finger out, Sir. You leave him to me Sir, I’ll see he’s ‘bang on’ in a few days.”
“But you know, Mr. Smith, he got a very good report from his Gunnery School, really a very good report. Of course, I know none of the crew have had any operational experience as yet, but that wouldn’t affect his range estimation would it?”
“Well Sir, you know how they turn them out these days, they’re not trained like us old stagers were. You leave him to me, Sir – a couple of ops and he’ll be quite O.K., in fact if you don’t mind, Sir, I’d like to start on him right away, no time like the present, Sir!” – Brr - Brr – Brr – Brr –
“One moment Mr. Smith while I answer the ‘phone” – “Gunnery Leader speaking – What – Maximum effort tonight – Flight planning at
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] LEAVE IT TO SMITH. [/underlined]
twelve. Right you are, thank you. Sorry Mr. Smith, I’m afraid you’ll have no time to teach your other gunner to-day as your crew is sure to be on the battle order and I’m afraid we’ll have to leave your sighting test over to another day as well, as I’ve got plenty to get on with at the moment.”
“Sorry about the sighting Sir, I was feeling just in the mood for a bit of sighting this morning. I’d have surprised you, Sir. Oh, and about that Mid Upper Sir, don’t you worry. I’ll be there myself Sir, and I’ll look after them all. You leave it to me, Sir. ‘N’ Nuts our aircraft again, Sir?” “Yes.” “Thank you Sir.”
‘N’ for Nuts was homeward bound. Her crew was feeling elated. They had bombed – they were well on the way back. The coast line showed ahead and beyond it the sea, pale in the moonlight.
“O.K. Mid Upper?”
“O.K. Pilot.”
“O.K. Rear Gunner?”
“On the job skip.”
“Good – we’re trusting to you Smithy if we get in trouble!”
“Skip, in this visibility, I could see a Jerry take off. Just leave it to me.”
‘N’ for Nuts was overdue. ‘N’ for Nuts was missing. In the Gunnery Section someone said “Poor old Smith, all the ops he’s done and then gets himself bumped off by flying with a sprog crew.”
Far away Unterleutnant Hans Hoffman was buying beer. His Gruppen-Fuhrer was pleased with him. He stood in front of the fire, a tankard in his hand. “Three time before I chase Lancaster, Lancaster see me coming, Lancaster corkscrew, I fire, I miss. Lancaster fire back, sometimes he hit me, sometimes not but always I miss. I am sprog. But last night things different. I see Lancaster, I chase, range 800 yards, 600, 500, 400, 300 yards, Lancaster still no corkscrew, no nothing. I press the button, I cannot miss – Lancaster go ‘pouf’. Lancaster fall in the sea. I feel I am no longer sprog. Lancaster sprog. I give my Lancaster a name to remember it by, I think of an English name, very English, I call my Lancaster ‘Schmidt’.”
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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Second Thoughts for Pilots
YOUR CHARTER AGAINST ACCIDENTS – 7 GOLDEN RULES
I TAXY CAREFULLY – use the landing lamp at night.
II ON TAKE OFF – open the throttle slowly, easily & smoothly.
III NEVER BREAK CLOUD WITHOUT A FIX
IV AVOID CUMULO-NIMBUS CLOUD – it’s the hazard of the overcast.
V BEFORE LANDING – always get a corrected Q.F.E.
VI WATCH THE APPROACH ACROSS THE BOUNDARY – 105 – 110 m.p.h. without bombs – 115 m.p.h. with bombs.
VII DON’T HAVE ACCIDENTS – [/underlined] OF ANY KIND!! [/underlined]
CUT THIS OUT & PIN IT UP IN YOUR FLIGHT OFFICE
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[Drawing] accidents
26 aircraft were damaged in accidents in the Group during November. 11 were totally destroyed, 4 are CAT. B, 7 CAT.AC, while 4 were only CAT. A. There is the possibility that two of these aircraft were lost as a result of enemy action, but out of the remainder, 21 were either destroyed or damaged [underlined] in accidents which were avoidable. [/underlined] L.F.S. damaged 2, leaving 19 to be chalked up against the squadrons. October produced 14. The Group, therefore, damaged 7 more this month. Bad weather or not, this is going the wrong way.
Here is the month’s list of avoidable accidents. Some of these accidents damaged more than one aircraft, so that the accident and damage totals do not tally:-
[Tables of Accidents for Squadrons and L.F.S.]
[Underlined] Q.F.E’S AGAIN. [/underlined]
Last winter a number of Lancasters crashed on return from long trips because pilots took no account of the dangers attending a large drop in barometric pressure after take off. Altimeters not reset to the lower pressure engendered a false sense of security and the aircraft either hit the sea when returning at low heights or undershot in bad visibility. Consequent upon these accidents Air Staff Instruction FC/19 dated 17.1.44 was issued, but what was thought to be a bogey well and truly laid has popped up again this month. Two aircraft were damaged, one in fact totally destroyed, in accidents of this nature.
One returned to a diversion airfield in very bad weather and crashed 300/400 yards short of the flarepath. The pilot says that just before hitting the ground his altimeter was reading 400 ft. He had tried to get a Q.F.E. by R/T but bad reception nullified his efforts. He then proceeded with his approach and good fortune alone prevented a fatal crash. No use was made of W/T to obtain the necessary Q.F.E., which on this particular night had dropped many millibars in a short time.
The other aircraft hit the water while making a long sea crossing on return from an operation. The pilot had been briefed that at certain positions the barometric pressure would be much lower than at the target or at base, and details were given. He came down low beneath cloud (contrary to orders at briefing which stipulated a return height
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Underlined] ACCIDENTS. [/underlined]
of 2500 ft) and hit the sea, with his altimeter still indicating some hundreds of feet. The pressure at the target was still on the instrument.
Read Air Staff Instruction FC/19 and get this Q.F.E. business buttoned up. Remember that falling pressures spell trouble. Talk to the Met. Officer anyway. You can’t know too much. Incidentally, the second of these two accidents again shows the danger of ignoring the flight plan.
[Underlined] COLLISIONS IN THE CIRCUIT. [/underlined]
Two aircraft from the same airfield returned from operations one night last month, and collided at the entrance to the funnel. – Fourteen lives were lost. The evidence put forward at the subsequent investigation was sufficient to show that the aircraft which called up first either made a very wide circuit or contacted Flying Control before reaching the call up position. The second pilot likewise, called up at the wrong positions and, further was at the wrong height when he did so. These digressions led to tragedy. The moral needs no pointing. 5 Group Quick Landing Scheme must be followed [underlined] to the letter, [/underlined] and any pilot who disregards this instruction in any way is a menace to his colleagues, who are just as keen as he is to get down to “bacon and eggs”. The importance of good flying discipline on the circuit cannot be too strongly impressed on pilots. Keeping a good lookout until the aircraft is safely back in dispersal with engines stopped is part of it.
[Underlined] TAXYING. [/underlined]
It is apparently impossible for a month to go past without a serious taxying accident. A feature of such incidents recently has been the failure of pilots to warn Flying Control that they are about to leave dispersal. Consequently, as happened in one particular incident this month, Flying Control did not have the chance to control the traffic on an airfield at night. This, allied with disobedience of taxying instructions and the absence of taxying lights or aldis lamp led to a bad collision at night. Sever disciplinary action is bound to follow accidents of this kind. There can be no excuse.
[Underlined] OBSCURE ACCIDENTS. [/underlined]
There are four obscure crashes this month still under investigation. At present there is insufficient known about them for the cause to be commented upon.
[Underlined] STAR AWARDS. [/underlined]
The table below gives details of avoidable accidents by squadrons for November. This table is not final. It only contains those accidents which are known definitely to be avoidable. A few will remain undecided till the results of investigations now in progress are known.
[Table of Avoidable Accidents and Star Awards by Squadron]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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[Drawing] armament
[Underlined] A VISIT TO FRANCE. [/underlined]
An account of the visit of a representative of this Headquarters to France will be of interest to all Armament personnel. This item under the heading “The Proof of the Pudding….” will give Armament personnel a very good idea of what devastation is wrought when bombs are delivered to the right place.
[Underlined] ARMAMENT BULLETIN. [/underlined]
The Armament Bulletin of December contains much valuable information, not only of interest to Armament personnel but also to Air Bombers and Air Gunners. In fact this issue contains much of particular interest to Air Bombers, so circulate your copy.
[Underlined] BOMB STORE – SUPERVISION. [/underlined]
Tour expired Aircrew Officers have become available for supervision work in bomb dumps. These officers have undergone a course of training and should be of great assistance to Armament Officers, and a further improvement in the general condition of the bomb dump is expected.
[Underlined] INCENDIARY STORE HOUSE. [/underlined]
The trials with the large incendiary store house which are being carried out at East Kirkby are now almost completed, and in the near future details of the most satisfactory lay-out will be available to Units.
[Underlined] ARMAMENT FAILURES. [/underlined]
The Armament failures table would have shown considerable improvement had it not been for Col. ‘C’ – ‘Icing’. Col. ‘F’ – ‘Obscure’ is however, still far too popular. An improvement has been shown over last month with 23 as against 29 obscure failures. These obscure failures are causing more concern to the armament staff at this Headquarters than failures which are classed under other headings, because steps can usually be taken to remedy a known fault, whereas if the fault remains obscure it may well recur frequently before it is finally diagnosed. It is, therefore, essential that greater efforts be made to obtain all possible information regarding these obscure failures, thus tracking the “gremlin” to his lair where he can be dealt with. Column ‘A’ tells its own tale and is a matter which should be brought to the attention of Bombing Leaders.
[Underlined] CO-OPERATION. [/underlined]
The armament staff at this Headquarters are always out to help the armament staffs at Bases and Stations in every way possible, but it is felt that many of the questions passed direct to this Headquarters concerning equipment and transport etc. could well be dealt with by the appropriate branch at Station and Base level. The equipment chapter of this number of well worth reading.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ARMAMENT FAILURES TABLE [/underlined]
[Table of Armament Failures by Squadron]
A – MANIPULATION. B – MAINTENANCE. C – ICING. D – TECHNICAL. E – ELECTRICAL. F – OBSCURE.
[Page break]
the proof of the pudding….
We assembled at Headquarters, Bomber Command, for a final briefing on the programme we were going to carry out. The object of the visit was to examine French targets which had been subjected to concentrated bombing by Bomber Command aircraft.
The targets visited included the following:-
ISLE D’ADAM – storage site.
ST. LEU D’ESSERENT – flying bomb storage site in limestone caves.
WIZERNE – storage and probable firing site for flying bombs, situated in a chalk quarry.
WATTEN – probably intended for the storage and manufacture of hydrogen peroxide.
MIMOYECQUES – site tunnelled into solid chalk and probably intended for V2, or some other unknown weapon.
JUVISY – Marshalling yard.
TRAPPES – Marshalling tard.
From Le Bourget we travelled to Paris by road in two cars which had been put at our disposal by S.H.A.E.F. and which were to remain with us for the rest of the visit. Our first job in Paris was to visit the Army Headquarters and obtain sufficient rations to tide us over for five or six days, since we were not permitted to purchase food from French cafes or restaurants. We then travelled to a very comfortable hotel situated near the Arc de Triomphe, where we were to be the guests of the American Forces for our first night in Paris, and although the majority of buildings in France are without any form of heating we were lucky enough to be billeted in a hotel which had all the comforts of home. The following morning at 0930 hours we loaded our kit in the cars and set off for Isle d’Adam.
[Underlined] ISLE D’ADAM [/underlined]
This site consisted of a number of wooden storage huts with reinforced brick chimney stacks and situated in thick woods. The huts were sunk approximately 12 to 15 feet below ground level and the surrounding earth had been reinforced with sloping brick walls.
The whole site had been subjected to concentrated bombing with medium calibre bombs, all huts having been severely damaged. The majority in fact were completely demolished apart from the brick chimney stacks which were still standing. Approximately 3/4 of a mile from the storage huts was a large chateau reputed to have been used by the German officers controlling the site. This chateau had also received damage from several 1000 lb. bombs and although not entirely uninhabitable, a great deal of damage had been done to one side of the building exposing a maze of twisted steel girders and blasted concrete. The woods in which this site was situated were dotted with numerous one-man foxholes sunk approximately 4 feet deep, carefully boarded up to form a small firing aperture and provided with a small and very uncomfortable wooden seat. Having satisfied ourselves that no above-surface storage huts
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
could withstand concentrated H.E. bombing, we ploughed our way back through the mud, and set off again for St. Leu d’Esserent.
[Underlined] ST. LEU D’ESSERENT. [/underlined]
This site had been constructed some years ago by tunnelling into the limestone and had been cleaned up in recent years and used for the storage of flying bombs. The whole cliff area had been excavated to form two main tunnels and numerous intercommunicating passages and storage bays covering many hundreds of yards. So complicated was the layout inside these tunnels that the Hun had found it necessary to number all passages and bays, and to paint arrows on the walls to prevent anyone from becoming lost; in spite of this, we did experience a certain amount of difficulty in finding our way into daylight again.
Bomber Command’s attack had resulted in three separate subsidences of the tunnel roof, one by a Tallboy hit which had completely sealed one the main tunnel and crushed two flying bombs complete with warheads. The remaining two had apparently been caused by multiple hits with 1000 lb. bombs. Unfortunately it was not possible to make a complete examination of the damage due to the presence of mines.
Many bomb trolleys and hydraulic jacks were found, the majority of which were badly damaged although there were some serviceable items. The entire area between the caves and the River Oise had been very heavily hit by H.E. and French labour was being employed in clearing up the devastation to railway lines, roads etc. The empty case of a 250 lb. Red T.I. was seen approximately 50 yards from the railway lines between the railway and the caves. Unfortunately the village of St. Leu d’Esserent was very close to the site and as must invariably happen, had received considerable damage.
Having decided that we had seen enough for one day we set off again for Amiens where we were to be billeted for the night. The procedure for obtaining a billet is very simple. Each town in France has its Town Major who is responsible, amongst other things, for the billeting of all troops either staying in or passing through the town, and it was he who furnished us with the necessary chits to obtain a night’s lodging in the official hotel. Unfortunately Amiens is one of the towns without heating and those of us who had brought additional blankets found that they came in very useful. At first we were billeted two in a room and each pair had to toss up as to who would be the lucky one to sleep in the bed, the unlucky one having to spend the night on the floor!! Fortunately several rooms were vacated later in the day which enabled us all to spend the night in comparative comfort. No food was provided at the hotel and once again we had to resort to the use of our tinned rations – hash, meat and beans.
We left Amiens at 0900 hours intending to visit the sites at Wiserne and Watten and push on to St. Omer for the night. On the way to Wizerne however, we came across a temporary flying bomb launching ramp at Crepy only 20 yards from the main road, so we took the opportunity of checking up on this structure. The ramp had been bombed and badly damaged by H.E. and, in addition, the Hun had taken the precaution of demolishing the loading end of the ramp. Nevertheless, it was possible to get a very good idea of what the finished job looked like. The ramp itself was approximately 2ft. 6 inches wide and mounted on small steel girders at an angle of approximately 35° to 40° to the horizontal. The ramp had been snapped in the centre and it was not possible therefore, to estimate to what height it had originally projected. A large crater some yards from the end of the launching ramp was mute evidence of a flying bomb which had “returned early” and two incomplete flying bombs were also seen some yards from the launching ramp.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] WIZERNE. [/underlined]
The Wizerne site situated in a chalk quarry, is reputed to have been constructed by several thousand prisoners assisted by Italian labour and work was commenced in the Summer of 1943. The centrepiece of the site is a large concrete dome approximately 300 feet in diameter and 12 feet thick on the circumference. This thickness was undoubtedly greater in the centre of the dome, and at the time of his departure, the Hun was in the process of dumping an additional layer of soil on top of the dome. Around the circumference of the dome was a collar approximately 25 feet wide reinforced by huge concrete buttresses. It is not known whether these buttresses supported this collar round its entire periphery or whether they were utilised as additional supports at the front of the quarry where the collar protruded slightly over the quarry edge. Three such buttresses were, however, plainly visible as the result of a Tallboy hit on the face of the quarry just below the collar, and which had brought down part of the cliff face.
[Photograph]
Just below and slightly to the left of the dome is a concrete structure (pointing in the direction of London) which was presumed to be a launching ramp as its vertical walls were grooved for the mounting of launching rails. This launching tunnel has been canted over several degrees by the Tallboy hit referred to above.
A series of tunnels approximately 18 feet across, had been cut through the chalk and extended inside the quarry for approximately 500 yards. These tunnels formed the workings, the main entrance of which was along the railway track below and to one side of the dome at normal ground level. At the end of these tunnels a vertical shaft approximately 100 feet deep extended to the surface. This shaft was permanently reinforced with timber and may probably have been intended as a lift shaft.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
It was in the neighbourhood of this shaft that a Tallboy had hit the edge of the quarry face and buried several hundred workers. Royal Engineers, who were making a survey of this site, were faced with the difficulty and unpleasant task of removing tons of rock and chalk to ascertain whether the bodies inside contained any useful information.
The whole area outside the excavations, which was littered with railway lines, machinery, cranes and subsidiary buildings, had been very badly damaged by H.E.
It was interesting to note that the concreting of the tunnels was in sections and no effort appeared to have been made to interlace the various sections. Consequently a hit by a 1000 lb. bomb upon the entrance had penetrated and blown one complete section of tunnelling (approximately 12 feet thick) several feet away from the rest of the tunnel.
One member of the party was fortunate enough to have paid a previous visit to this site and was able to take us to a cottage nearby where the good lady heated up our rations for us and also provided a very welcome bottle of beer with our lunch and the usual bowl of black coffee.
[Underlined] WATTEN. [/underlined]
We left Wizerne soon after lunch for the site at Watten, a building which produced one of the biggest mysteries of the trip and provoked much argument as to its intended use. The site consisted of a reinforced concrete building located at the edge of a vastly wooded forest. The building is approximately 50 feet wide and contains four floors each divided into numerous rooms, and storage bays all heavily reinforced with concrete. The whole structure is built around a skeleton of steel girders supported internally by the numerous dividing walls.
One Tallboy hit on top of the main structure had dislodged a huge piece of concrete reputed to weigh approximately 300 tons and had dropped it on to a small concrete outbuilding. Attempts had been made to repair the damage caused to the roof by this Tallboy hit, and the majority of the concrete had already been relaid. A Tallboy crater whose edge was only a few feet from the main building and which was approximately 100 feet in diameter, had apparently caused no damage to the structure.
This site had to be approached on foot and the devastation on the way to the target was indescribable. Hundreds of trees had been torn up in the forests and large areas had been completely cleared of the timber as a result of this concentrated bombing.
It was interesting to note that the Hun had made some effort to camouflage the entrance of this site, particularly over the rail track.
We arrived at St. Omer in the early evening and once again the Town Major did his stuff and found us a billet in a French hotel, again without heating. Our first job was to hand over our rations to our landlady who served these up for us on a large table in the centre of what in this country would be the public bar, the locals sitting around in their chairs taking a very great interest in all that was going on. Our entertainment that evening was provided for us at the hotel, as luckily a dance had been laid on. We were amazed to see how much the French idea of dancing differs from ours.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Underlined] BOULOGNE. [/underlined]
On Sunday morning we set off for Mimoyecques but made a slight detour on the way and inspected the docks at Boulogne. Destruction in the dock area was very heavy, some of which had been caused by bombing, but the majority by demolition. In spite of this several large unloading points had been established. The town of Boulogne was also very badly hit, presumably by shelling, and whole areas of the town had been completely flattened. Several concrete pill-boxes were seen in the dock area, all of which were marked with a large red cross and it was believed that they were used for the German wounded.
[Underlined] MIMOYECQUES. [/underlined]
Our next target, Mimoyecques, consisted of one main tunnel approximately 1000 yards long which runs from S.E./N.W. into the chalk hillside, and running throughout the full length of the tunnel is a railway track. Lateral tunnels branch off from this main tunnel at regular intervals, all of which are approximately 16 feet wide and have cemented dome shaped roofs. These lateral tunnels join up with a further passage parallel to the main tunnel and from this passage several inclined shafts led up to what was presumed to be the firing platform. On top of the hillside are six vertical shafts descending to the bottom floor, two of which had received direct hits from small calibre bombs (the tail unit of a 500 lb G.P. was found nearby) The general appearance on top of the hill was that of a ploughed field and it was almost impossible to define individual craters. Several Tallboy craters were, however, seen, one which had pierced and blocked the tunnel in which the labourers had been working.
Here again the Major in charge of the surveying party informed us that several hundreds of workers were known to have been trapped in the tunnel, thinking that the safest place during a raid was this “bomb proof” excavation.
Engineers had just commenced to survey this site and were busy collecting all papers etc. which had been left by the Hun. One of the papers discovered was a roll of personnel employed on the construction of the site and included Russians, Flemish, French and Spanish workers and it is understood that large numbers of Russian women were employed as slave labour on this site. Several of the rooms in the hillside had been used as dormitories and heavy locks on the doors suggested that some of the workers had been locked in at night to prevent their escape. A further room had been set aside for use as a sick quarters and it was interesting to see that crepe paper bandages had been in use.
Our next two targets being Juvisy and Trappes marshalling yards both in the Paris area, we decided to return to Paris direct from Mimoyecques and not, as had previously been intended, to spend a second night at St. Omer. The fact that night life in Paris was in full swing and that our comfortable hotel was still at our disposal had nothing, of course, to do with our decision.
[Underlined] JUVISY AND TRAPPES. [/underlined]
Our first impression on visiting the marshalling yards at Juvisy and Trappes was that both targets had been very much saturated by bombing and it is impossible to give any idea of the complete devastation of the entire areas covered by the marshalling yards. It is estimated that it will take the very minimum of 12 months to bring any semblance of order into either of these targets. Locomotives had been hurled one on top of the other, lines had been turned up and flung against rolling
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] THE PROOF OF THE PUDDING… [/underlined]
[Photograph] JUVISY MARSHALLING YARDS
stock, repair sheds, engine rooms and other buildings had been severely damaged. The French were rather annoyed to think that we had attacked the yards at an angle, resulting in severe damage to a neighbouring village, and not up and down the lines. Our French not being particularly good we did not make any effort to teach them the theory of bombing.
The following day we were due to return to this country but were able to spend a few hours in the morning shopping in Paris. This may sound attractive but on looking at prices in the various shops a few thousand francs did not go very far. If one wishes to purchase any small gold object such as a brooch, it is first necessary to surrender the equivalent amount of gold by weight before the purchase can be made; thus you pay a very high price for workmanship involved and not for the quality of the gold.
Transportation throughout France is very difficult. No issue of petrol is made to civilians and what few cars are seen all provide their own fuel (producer gas), and it is a common sight to see a car pull up and the driver get out and stoke up the fire before proceeding!! Taxis in Paris have completely disappeared and have been replaced by cycle taxis and handsome cabs, the cycle taxis consisting of a home made carriage of numerous designs and towed by a bicycle.
Many of the famous monuments in Paris, including the Arc de Triomphe are badly bullet scarred from snipers who held out after the city had been occupied and several incidents of street to street fighting would be seen at several points.
At 1530 hours we took off from Le Bourget for Croydon. This time the trip was far more interesting as the weather was comparatively good and we were able to get a final aerial view of bomb scarred France.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] aircrew safety
Two known ditching incidents occurred this month – a Lancaster of 83 Squadron accidentally struck the sea in the Wash and finally came to rest on a sandbank, the crew of six being saved; a Mosquito of 627 Squadron having contacted Sundburg airfield in the Shetlands, on V.H.F. disappeared without trace.
The Operational Research Section at Bomber Command Headquarters has been studying the incidents of ditching within the Command, and a copy of this report has been sent to each station under cover of letter reference 5G/251/26/ASR dated 20th November, 1944.
The report, on very sound arguments, draws the conclusion that the proportion of Command’s losses over the sea to the total can be as high as 26%. It is clearly shown that many more rescues have been made of crews who have used radio than of crews who have not, but at the same time it is pointed out that more rescues could have been effected had the crews concerned carried out the [underlined] correct [/underlined] W/T procedure and started this procedure at the [underlined] first sign of trouble. [/underlined]
The waste of valuable crews will continue until captains of aircraft realise the necessity of quick radio action when in trouble (this can always be cancelled should the emergency pass) and the need for more and more Dinghy Drill practice.
There are no grounds to suppose that aircrew are any more prepared for emergency abandonment by parachute than they are for ditching, so that a large number of casualties must also occue [sic] through lack of practice in Parachute Drills.
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] flying control
American Hight Lighting is now installed at 15 U.S.A.A.F. stations and at a few stations in Bomber Command. It is essential that aircrews should be acquainted with the lay-out of this “high intensity lighting for low visibility”. Senior Control Officers should ensure that the information is given to aircrews at lectures, in case any station with the installation uses it on diversion.
On this matter of diversion, keep up your lectures on the Bomber Command Standard procedure. There are still occasions when diverted aircraft are said to use “any method except the Standard procedure”. Local divergences create hazards. If even one reply on R/T is varied, if some unusual auxiliary lights are laid, if the Airfield Lighting is misused, hazards are created for visitors, and even greater hazards for your own aircrews. They become so accustomed to the local variations that, when they are diverted, a standard lay-out “foxes” them, reduces landing times and may even imperil other aircrews if the visibility is clamping down. Overhaul the whole of your local lay-out, ensure that it complies with A.P.3024, and Air Staff Instructions, and above all, see that even if it does comply, it has not little local “extras” which will deceive a visitor.
If you have any ideas that, in your opinion, would help, submit them, but do not put them into practice until a test has been agreed upon. Remember, that however good and practical your idea may be [underlined] for local application [/underlined] it may be unsuitable for universal use and may be turned down on those grounds alone. Remember, too, that almost all existing lighting and power circuits are loaded to capacity. A few extra lights here or there may not seem much, but may turn the scales sufficiently to impair the use of the operational teleprinter at your Headquarters.
Landing times for November, set out below, are based on returns received from Stations. “Dead” times have already been deducted in accordance with instructions from Headquarters, Bomber Command.
[Underlined] LANDING TIMES FOR NOVEMBER [/underlined]
[Table of Landing Times by Base and Station]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] equipment
[Underlined] EQUIPMENT AND HOW TO GET IT. [/underlined]
Once upon a time, a man, who laboured in the town of Wadd and was named Serg Armt, finding he lacked something for the machine he worked with, straightaway sent a message to his superiors at Wadd, his Overlords at Mort and the Kings of Wick, asking for this something which his machine lacked.
But alas! – all Serg Armt received was a message from the Kings of Wick, saying “We are not a Maintenance Unit”.
Nevertheless, the men at Mort, who received the original message, immediately spoke words to Equip of Wadd who as once went and gave Serg Armt the something he required. Thus the machine had been repaired before the message from the Kings of Wick arrived at Wadd.
[Underlined] MORAL. [/underlined]
They say two sides of a triangle are together longer than the third. So in future ask the Station Equipment Officer first. That’s why he’s there.
[Underlined] RADIATOR SUPPLY. [/underlined]
Equipment Officers will see that the Radiator Group Pool system is to continue. We hope now that Command have control of issues the difficulties in getting radiators will be lessened.
[Underlined] URGENT DEMANDS. [/underlined]
A.M.O. A.481/43 has been added to by A.M.O. A.1109/44. Equipment Officers should draw the attention of all Specialist Officers to this new A.M.O.
[Underlined] NEW REGISTERS. [/underlined]
This month sees the introduction, at two Bases, of the new Manifold Voucher Registers. It is too early to give any comments on these Registers, but we hope by the end of the year to sum up their usefulness, and to overcome any faults. Base Equipment Officers should keep a watchful eye on their use, and report to Group any major difficulties that might arise.
[Underlined] LAUNDRY ARRANGEMENTS FOR AIRMEN ON POSTING. [/underlined]
A considerable amount of unnecessary discomfort is being given to airmen who have been posted without their laundry. Equipment Officers are to make sure that an airman, when posted, has been issued with kit to replace items at the laundry. Bomber Command letter BC/3000/13/E.2 dated 18th August, 1944, deals with this type of issue in detail.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
education [Drawing]
November 15th was the date by which the Air Officer Commanding required Discussion Groups to be “in full swing”. Most stations have reorganised their teams of Group Leaders which had been allowed to become somewhat out of during the Summer. It is on these leaders that the success or failure of the schemes depends, since, properly led discussion groups are popular. So often does it happen, that an officer claims that meetings are regarded by the airmen and airwomen as a ‘bind’, - when really it is his own inadequate leadership that has made his group a failure.
Leaders must make some effort to find out what the scheme sets out to do, and the best way of achieving its aims. A great deal has been written about the object of the scheme, and if officers are still in doubt about how to set about running their group, they should contact their Education Officer and find out, rather than grope blindly into the work and only obtain average results. To new group leaders – your group will improve as they get to know you, and you learn by experience how to handle them, so don’t be discouraged if your first attempt is not as successful as you would have wished.
On December 16th, there is a Group One Day Course at the Usher Art Gallery in Lincoln on “National Insurance”. Speakers are men and women who have theoretical and practical knowledge of the scheme and should provide a great deal of useful information. Leaders, apart from those detailed, are invited to attend providing they give their names to their Education Officer.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] GENERAL. [/underlined]
During the month of November only an average number of sorties was carried out by the Group but the hours flown were quite extensive, as also was the work carried out by the maintenance staffs.
The outstanding achievement of the month was the manufacture and fitting of the necessary parts for the fitment of Loran, all aircraft being completed within three weeks.
[Underlined] OPERATIONAL FIALURES. [/underlined]
C.T.O’s are reminded that the signal reporting failures must be sent off the day following the operation, and when the signal stated that the defect is under investigation, this must be followed up by a further signal when the cause of failure is known. If C.T.O’s do the reporting correctly, much telephoning will be avoided.
The operational failures increased over the previous month and were 1.77%.
The ‘Big Hand’ goes to Nos.9, 50 and 617 Squadrons for having no operational failures due to engineering during November, this being their second trouble free month is succession.
[Underlined] GROUND EQUIPMENT. [/underlined]
An improvement is noticeable throughout the Group in the maintenance of Group Equipment, though in some instances the equipment is still far short of the desired standard.
[Underlined] INSTRUMENTS AND ELECTRICAL. [/underlined]
The introduction of the Gyro Gun Sight into general service has necessitated the training of Instrument Repairers in the maintenance of the sight. A short course was instituted at Fulbeck which was attended by representatives from all Bases who profited well from the experience gained by Fulbeck personnel during the past 3 – 4 months. Details of the test equipment necessary for efficient maintenance has been circulated to all Bases and Stations, and these test sets must be manufactured locally as they are not yet available from Service sources.
The high light of the month was the sinking of the Tirpitz, and this cannot be allowed to pass without a special word of praise to those Instrument Repairers of Bardney and Woodhall who have tirelessly maintained the Bombsights. They can fell that they played their part with the aircrews in achieving this success.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 LFS Aircraft Serviceability]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
[Underlined] FLIGHT ENGINEERS. [/underlined]
In the near future all Flight Engineers will be categorised on their ability in the air and on the ground. It is hoped that by this categorisation the standard of Flight Engineers will be improved.
The categorisation will be divided into two parts – Air and Ground. The first part, Air, will consist of the 5 Group Lancaster Drills, log keeping, a technical examination and an examination on airmanship.
The second part, Ground, will be a practical test on refuelling aircraft, Daily Inspection Airframe and Daily Inspection Engines. It is appreciated that many Flight Engineers have not had the opportunity to learn as much about their aircraft from the technical aspect as would be desired; to overcome this, instructions on Airframe and Engines will be given in each squadron. When Flight Engineers have completed the second part they will receive a Certificate of Proficiency.
Keen competition is anticipated and it should be the desire of every Flight Engineer to obtain at least an ‘A’ pass; no doubt many will get the maximum – an ‘A+’ pass.
Instructions have been issued by Headquarters, Bomber Command, with regard to the flap operation of a Lancaster. Now that a standard drill has been laid down, Flight Engineer Leaders must instruct all their Flight Engineers to use this drill on all occasions, at the same time advising them always to check the flap gauge when flaps are selected fully down; if there is a tendency for flaps to creep back, the flap control should be brought back to the neutral position, and then reselected to the fully down position. Under no circumstances should the flap control be taken to the “up” position on the final approach as this may cause the aircraft to sink.
[Boxed] [Underlined] INTER-BASE SQUASH COMPETITION. [/underlined]
A/Cdr. Pope, D.F.C., A.F.C., Base Commander. 56 Base, has very kindly offered a silver challenge cup to be contested for within the Group in an Inter-Base Squash Competition on the American system.
Details of this latest 5 Group “Racquet” have already been circulated around the Bases, and it is hoped that the battles will be well under way early in the New Year, to decide who is to wrest the Trophy from the clutches of 56 Base.
In the meantime decision of the Competition is in the lap of the Gods. But there is no doubt that, as the bridegroom said some years later “The Best Man always wins”. [/boxed]
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] photography
The failures this month for night photography increased to 13.18% as compared with 4.92% for the previous month. This is a serious increase and while it is fully appreciated that inclement weather, particularly the incessant rain, is bound to have caused a certain number of failures, it cannot be stated that the increase quoted above entirely resulted from this cause.
During Winter months it is imperative that maintenance is thorough, and that efforts are made to eliminate all causes of technical failures, particularly those which are known as “avoidable”. Every photographer must bear in mind, that cameras are carried on operations for one purpose only, that is, to being back film which has been exposed over the target, and which, when processed, will result in plottable ground detail photographs from which the success of the raid can be assessed. Photographic personnel whether engaged upon camera maintenance or processing can, if they will make the necessary effort, reduce the number of technical failures to a much smaller figure.
In vetting the photographic failure reports which pass through this Headquarters, it is noted that when aircraft have not operated for several days there is always an increase in the failure rate immediately after a Stand Down period; furthermore, there are still too many unexplained failures, and in many cases the report is so obscure that it is of little value, mainly because the photographic personnel have failed to assess the evidence of the film correctly. This results in misleading other specialist officers to whom the film is passed. It should be the effort of all concerned to produce a photographic result which will be useful to the Air Staff, and when failures occur, get down to the proper cause and report it accurately.
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] ANALYSIS OF PHOTOGRAPHY. [/underlined]
[Table of Photographic Failures by Squadron]
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined}
F/L C.D. KEIR, DFC DSO
[Underlined] 44 SQUADRON [/underlined]
A/F/O D.T. IBBOTSON DFC
F/SGT S.W. WALTERS CGM
[Underlined] 83 SQUADRON [/underlined]
S/L C.B. OWEN, DFC DSO
[Underlined] 617 SQUADRON [/underlined]
A/S/L G.E. FAWKE, DFC DSO
[Underlined] 627 SQUADRON [/underlined]
F/L P.F. MALLENDER DFC
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
A/F/L R. REEVE DFC
F/O M.E. ANDERTON DFC
P/O G.A. SANGSTER DFC
F/O H.F.S. MITCHELL DFC
SGT C.L.S. WILLIAMS DFM
P/O H.O. REDMOND DFC
F/O A. BOSWARD DFC
F/O H.C. CLARK DFC
P/O H.T. FORREST DFC
SGT T.W. POWELL DFM
SGT W.F. BELBEN DFM
[Underlined] 44 SQUADRON [/underlined]
P/O C.E. BINION DFC
P/O F.G. DAVEY DFC
F/SGT F.W. STROUD DFM
F/SGT A.O. KENNEDY DFM
[Underlined] 49 SQUADRON [/underlined]
F/L G.E. DICKSON DFC
F/O D. BRADY DFC
F/O W.F. EDWARDS DFC
[Underlined] 50 SQUADRON [/underlined]
P/O J.H.F. WHYTE DFC
F/O J.D. MOUAT DFC
P/O S.H.K. EYRE DFC
F/O A. SLYWCHUK DFC
P/O D.A.T. MILLIKIN DFC
P/O L.W. PETHICK DFC
F/SGT F.B. KNOTT DFM
F/O R.H.W. LAWRENCE DFC
F/SGT J.E. TAYLOR DFM
F/O A.N. FRANKLAND DFC
F/SGT K.H. SNEDDON DFM
F/O D. EGGLESTON DFC
F/O G.S. PYLE DFC
[Underlined] 57 SQUADRON [/underlined]
F/O J. CASTAGNOLA DFC
F/SGT G.P. GAUWELOOSE DFM
P/O E.C.W. ANDERSON DFC
S/L D.I. FAIRBURN DFC
[Underlined] 61 SQUADRON [/underlined]
F/L G.L.P. DUNSTONE, DFC BAR TO DFC
F/O R.K.W. GLOVER DFC
F/O B.M. ACOTT DFC
P/O F. NORTON DFC
P/O R.A.E. DEAR DFC
F/L W.E. JEAVONS DFC
P/O D. STREET DFC
P/O J.F. MILLS DFC
SGT G.R. GILBERT DFM
SGT D. BOOTHBY DFM
F/O R.B. WARD DFC
SGT P.T. HADDON DFM
[Underlined] 83 SQUADRON [/underlined]
F/L C.P. McDONALD, DFM, DFC BAR TO DFC
F/SGT S.R. LAMBERT DFM
F/O D.A. JENNINGS DFC
F/O A.K. IRWIN DFC
A/F/L D.W. WOOLLEY, DFM DFC
W/O A.C. MATTHEWS DFC
F/L A.R. GALBRAITH DFC
F/O W. FITCH DFC
A/F/L G. ROBINSON, DFM DFC
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
[Page break]
[Underlined] DECORATIONS. [/underlined]
[Underlined] 97 SQUADRON. [/underlined]
A/F/L F.P.L. BROOME DFC
F/SGT K. FORREST DFM
F/SGT H. WILSON DFM
A/F/L T. CAMPBELL DFC
F/O J. PEDEN DFC
W/O J.J.H. MAXWELL DFC
P/O W.R. DORAN DFC
P/O C.A.P. THOMPSON DFC
W/O E.H. HANSEN DFC
P/O A.P. BOULTBEE DFC
P/O A.J. TINDALL DFC
F/SGT S. OSBORNE DFM
P/O E.J. WATSON DFC
P/O W.A. REFFIN DFC
P/O W.D. KNOWLES DFC
P/O C.W. HOWE DFC
[Underlined] 106 SQUADRON [/underlined]
F/O A.A. HARRIS DFC
A/F/O P.C. BROWNE DFC
A/F/O A.R. KITTO DFC
A/F/O P.A. FYSON DFC
F/O P.R.J.M. MAVAUT DFC
A/F/O J.G. THOMPSON DFC
A/F/O H. ARCHER DFC
W/O R.E. CARMICHAEL DFC
[Underlined] 207 SQUADRON [/underlined]
F/L S.E. PATTINSON, DFC BAR TO DFC
F/O D.M. GRANT DFC
[Underlined] 463 SQUADRON [/underlined]
A/F/L B.A. BUCKHAM DFC
F/O A.B.L. TOTTENHAM DFC
F/O N.W. SAUNDERS DFC
[Underlined] 467 SQUADRON [/underlined]
A/S/L L.C. DEIGNAN DFC
P/O L.G. BURDEN DFC
F/O T.C. TAYLOR DFC
P/O H.R. GOODWIN DFC
P/O J.W. WAUGH DFC
F/O J.L. SAYERS DFC
F/O E.G. PARSONS DFC
[Underlined] 619 SQUADRON [/underlined]
F/O R.A. MARSHALL DFC BAR TO DFC
[Underlined] 627 SQUADRON [/underlined]
F/O M.D. BRIBBIN, DFM DFC
“V” GROUP NEWS. NO.28. NOVEMBER, 1944.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
NOTES: In column (a) above, A indicates the number of pence saved per head of strength.
B indicates the percentage of personnel saving.
and C indicates the total amount saved through the Unit Savings Group.
In column (b) above, the sum indicated as saved by Syerston, also includes the savings by deduction from Pay Ledgers for Fulbeck and Balderton.
In column (c) only stations with Class ‘A’ Camp Post Offices are included.
[Underlined] GRAND TOTAL NATIONAL SAVINGS FOR NOVEMBER: £7,843, 17.10d.
[Page break]
[Drawing] volte face
For day after day, and for year upon year
Of this utterly futile inordinate war
We’ve fought the unspeakable Gremlin;
From aircraft and engines, wherever they were,
We’ve harried and hounded and chased them galore,
And prevent the brutes from assemblin’.
Our aim was unvaried and clearly defined,
No quarter or mercy was ever displayed;
No cavilling, fear, or dissemblin’.
Undeterred by defeat, in our ranks you would find
A resurgence of effort – the foemen were made
To cower in their shelters a-tremblin’.
Yet with ultimate victory looming in sight,
The powers that rule us have altered their stand
And ordered a truce with the Gremlin;
And the tribe’s C.in C. is respectably dight
As a uniformed “wingco”, an officer grand,
(Or something quite closely resemblin’).
ANON. (CIRCA 1944).
[Boxed] The cover for this month’s News has been designed by Sgt. Morley of this Headquarters. Suggested designs are still invited from all personnel within the Group. [/boxed]
“V” GROUP NEWS. NO. 28. NOVEMBER, 1944.
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
V Group News, November 1944
5 Group News, November 1944
Description
An account of the resource
Five Group Newsletter, number 28, November 1944. Includes a foreword by the Air Officer Commanding, and articles on the end of the Tirpitz, gardening, operations, signals, navigation, this month's bouquetes, radar navigation, tactics, air bombing, incendiary attacks, war effort, training, gunnery, leave it to Smith, second thoughts for pilots, accidents, armament, the proof of the pudding, aircrew safety, flying control, equipment, education, engineering, photography, decorations, war savings, and volte face.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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
1944-11
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
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
75 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Identifier
An unambiguous reference to the resource within a given context
MStephensonS1833673-160205-20 nov 44
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Norway
England--Lincolnshire
France--Boulogne-sur-Mer
France--Creil
France--Juvisy-sur-Orge
France--L'Isle-Adam
France--Mimoyecques
France--Saint-Omer (Pas-de-Calais)
France--Soligny-la-Trappe
France--Watten
Germany--Braunschweig
Germany--Dortmund-Ems Canal
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Hamburg
Germany--Homberg (Kassel)
Germany--Hörstel
Germany--Ladbergen
Germany--Mittelland Canal
Germany--Munich
Norway--Tromsø
Norway--Trondheim
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-10
1944-11
5 Group
617 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Mimoyecques V-3 site (6 July 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
H2S
Lancaster
Lancaster Finishing School
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
Operation Catechism (12 November 1944)
pilot
radar
rivalry
Tallboy
Tirpitz
training
wireless operator