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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46446/SHarriganD[Ser -DoB]v170003.mp3
7b0a025060d3546c7e9fc983ab2ece3c
Dublin Core
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Title
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Aviation Heritage Lincolnshire
Publisher
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IBCC Digital Archive
Date
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2017-06-19
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Aviation Heritage Lincolnshire
Description
An account of the resource
34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire.<br /><br />Interview with Bertie Salvage <br />Three part interview with Dougie Marsh <br />Interview with Terry Hodson <br />Interview with Stan Waite Interview with John Langston<br />Interview with Nelson Nix <br />Two part interview with Bob Panton <br />Interview with Basil Fish <br />Interview with Ernest Groeger <br />Interview with Wilf Keyte <br />Interview with Reginald John Herring <br />Interview with Kathleen Reid <br />Interview with Allan Holmes <br />Interview with John Tomlinson <br />Interview with Cliff Thorpe and Roy Smith <br />Interview with Peter Scoley <br />Interview with Kenneth Ivan Duddell <br />Interview with Christopher Francis Allison <br />Interview with Bernard Bell <br />Interview with George Arthur Bell <br />Interview with George William Taplin <br />Interview with Richard Moore <br />Interview with Kenneth Edgar Neve <br />Interview with Annie Mary Blood <br />Interview with Dennis Brader <br />Interview with Les Stedman <br />Interview with Anthony Edward Mason <br />Interview with Anne Morgan Rose Harcombe<br />
<p>The following interviews have been moved to the relevant collections.<br /><span>Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a></span><br />Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a></p>
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Interviewer: It’s the 18th of May 2012 and I’m here to interview Mr Ken Duddell who was born on the 1st of March 1924 in Horsehay in Shropshire. Good afternoon, Ken.
KD: Good afternoon, Angela.
Interviewer: Could you possibly give me some information about your training with the RAF?
KD: Yeah. I joined [cough] I joined the Air Force in January 1942 just before I was eighteen and I qualified as a flight engineer in July 1943 at RAF St Athans. I was then posted to 1 Group in Lindholme and then on to Blyton for training. After training at Blyton with a crew, I joined a crew, we went to 460 Squadron Binbrook but our skipper went missing on a second dickie trip. So we stayed there a while, then we went to 12 Squadron at Wickenby hoping to get another skipper. We didn’t. And finally we went to Faldingworth where we picked up Squadron Leader John Whittet who was converted on his second tour. He’d done a tour on Blenheims and Wellingtons before in the Middle East and he qualified on Lancasters and we got posted to 103 Squadron Royal Air Force, Elsham Wolds where he became B Flight commander.
Interviewer: Ok.
KD: From Elsham Wolds, we got to Elsham Wolds in November 1943 and the skipper took over as B Flight commander and we commenced operations shortly afterwards. I flew as a flight engineer on Lancasters and our crew, shall I name the crew? Our crew was Squadron Leader Whittet who was the skipper, pilot, Flying officer Jackson who was the bomb aimer, Flying Officer Dennis O’Neill-Shaw who was the navigator, Flight Sergeant John Kinlay who, a Royal Australian Air Force who was the wireless operator, Sergeant George Bishop the mid-upper gunner and Sergeant John Watt the rear gunner. We commenced flying in November and from then on we flew until the skipper had finished his twenty operations on second, second tour. And we didn’t fly every night because the two flight commanders A and B had to alternate as did the wing commander in charge of the squadron. One of the things we did it was wintertime and we, Butcher decided, that’s Air Chief Marshall Sir Arthur Harris decided that he would attack Berlin as much as he could. So during that time we went to Berlin nine times and on one time going into, going to Berlin we got hit by a fighter. But as the fighter opened fire so the rear gunner opened fire. Within a few seconds the mid-upper gunner turned and he turned his turret and he fired at him as well and the fighter broke off and although he damaged us we carried on with the mission and bombed Berlin and then came back to Elsham Wolds.
Interviewer: So, Ken, when you went out on these missions how did it make you feel because you were only nineteen and a half years old at the time? Were you, were you scared or what?
KD: Well, if you —
Interviewer: How did you feel?
KD: If you said you weren’t scared you were actually telling lies because everybody was in some way or another. I was there because A) I had an elder brother who was in the Air Force serving in the Middle East. He’d gone out in 1939. Second brother was in the Army and he, he was, he had been to Norway and then he went to Ireland and then eventually went over D-Day plus one. A younger brother, I was the third, the younger brother, the fourth was in the Navy. He was on Destroyers and he was on the run to Russia, Murmansk with the convoys that went there. So my, my feeling was that we were part of a quartet who in any way we could help each other we did this. What the system was at, on operations half past eight in the morning we reported to the skipper that everybody was fit on the crew and then we were detailed. In the meantime, they discovered whether there was operations on or not and we had when we’d done this we were found out if we were allocated to fly that night. If we were the idea get everything together. We would go out to the flights, to the aircraft that had been allocated us and then we would do an inspection and then do an air test for probably half an hour carrying out, you know checking the guns, checking the wireless, checking the navigational aids etcetera and the performance of the aircraft. Come back and hand it over to the ground crew who would then refuel and re-bomb and so forth. After that we would just wait ‘til briefing time and briefing would probably, in the winter was about 3 o’clock time in the afternoon. We would report to the briefing room which was a sealed room and you could only get in if your name was on the list and there was two RAF policemen there checking that you were the actual one. But you went in with your crew. Went in with your seven crew. Previous to that the navigator had been doing his map and route to the target etcetera. So when we got into briefing the wing commander or the group captain stood up and gave a short briefing and pulled the curtain back and we found out where we were going that night. Sometimes you’d find there would be quite an uproar in actual fact. There was a bit of bad language spoken because people said, ‘Not going there again.’ And then they would check the route. The navigation officer would go through the route, what’s the name and somebody would say, ‘Well, hang on. The last time I went there a few weeks ago we got trapped in there. It’s a dead, it’s closed up.’ Because what the Germans had done from the German border right up by Kiel down to the bottom of the French Belgian border and the Dutch border they’d put searchlights, anti-aircraft guns. They had radio masts so that the fighters could fly in between them and to try and map out the course of the, which we were going so they could attack us. And then generally yes it will be alright. Everybody went through the briefing and we then, you decided if you had a flying meal then or whether you had it before. We always a flying meal before take off just in case you didn’t come back because it was always bacon and eggs [laughs] And off you’d go. We got rations. They’d give us sweets and Horlick tablets and we also had an escape kit that you signed for and put in your overalls about six inches square and about an inch deep which had got map, a silk map of Germany and Europe. You’d got also some five cigarettes with matches and the matches were like Bengal matches which you had on bonfires. Not ordinary matches because these if you were escape and evasion you could light a fire somewhere or light things. And we also had water purification tablets so that if you, if you were evading and you came across water if you were uncertain whether it was pure you could get some in, put the tablet in and let it operate and you could get in there. Then when we’d had our flying meal we went up to the squadron at the time preferred, collect all our kit. Put our kit on. We had everybody except the navigator and wireless operator wore special clothing. The reason the nav and the wireless operator didn’t because they were curtained off in a section of the aircraft and the heating for the aircraft came through by the wireless operator. So, they were alright. We used to wear ordinary underwear, long johns and long vest. A vest without a collar with three whats the names on. They were lovely. Normal battledress and then I used to wear what they called an outer suit which had a fur collar and it was I suppose gabardine or something like that but it had lots of pockets in so you could put stuff into your pockets. Sea boots, socks like the sailors had, flying boots. We had four pairs of gloves, one pair of mittens with the fingertips cut out, chamois gloves, silk gloves, and a pair of gauntlets. So then you had the WAAFs and airmen who looked after the flying clothing. It was centrally heated in there so it didn’t go damp and so forth. They handed you your parachute, your Mae West and your parachute harness which would be numbered with yours, with your name on it usually too. Put that on, got all your, engineers had a tool kit to carry. We carried a nav bag that we had to keep a log and we’d got technical data about the aircraft on it in case we landed away and off we’d go to the aircraft. Transport would take us out. We’d do a quick check around to see it was alright. Lots of people had different things they did before take-off like seeing the tail wheel was well lubricated or the last cigarette and quite a lot of people had little, little things they carried with them for good luck. I had a, I had a silk scarf which my mum gave me. I never had it washed during that time. I thought it’s luck. You know it would be bad luck if I did that at all. And then we’d get in the aircraft when the time was right, start up and the sergeant would come in with the Form 700 which was the Servicing Unit. Skipper would sign it, close the door and off we’d go and we’d taxi out. And on the runway there was 103 Squadron one side and 576 the other and it would be alternating aircraft going, taking off. As soon as the other had cleared was about two hundred feet you’d start rolling along again. This was a very dangerous time of, of this because if you had any trouble, you had a wheel, a tyre burst or if you had an engine go until you’d got safety speed, until you got flying speed which was about a hundred and five knots you lifted off and away you’d go. Undercarriage up, flaps up and about four hundred feet you’d be on climbing power and away. You were pretty good then at all with it. Then you went up and if we were going out by Mablethorpe or on the east coast this was one of the favourite ways. We would climb straight ahead and we’d go Goole, [crawl] base. Goole [crawl] base until it was time to set course. Then we’d set course over base and off we’d go climbing all the time again trying to get as high as you could. We often got up to, in the cold we’d get up to twenty three thousand feet with the aircraft. It was very cold up there but you weren’t too bad. If we were going down south we just turned left, climbed to four thousand feet and down to Reading and then from Reading you went out Beachy Head. We would start climbing to go out Beachy Head and across to southern France as high as we could get. One time I know we were going out Beachy Head and Jerry was coming in and dropping red markers for his crews so they could see. But we didn’t stop for a cup of tea and a handshake, you know [laughs] we went on. Everybody said good luck to us and then it was just following the route, sorting everything out, keeping your eyes well open. Our skipper used to, you did one thing, you didn’t say nothing unless you had to. And often the navigator would come up with a change of course, the wireless operator would come up perhaps with a message from Group and because they or base they would transmit quarter to and quarter past every hour if they’d got anything to transmit and the wireless op would listen out and he would probably come up and say, ‘Nothing’s come up skipper.’ And that was it. But about every ten minutes the skipper would go around the crew asking if everybody was alright and he addressed the crew as they were. Bomb aimer, flight engineer, navigator, wireless op, mid-upper gunner or rear gunner and if you’d got anything to say to anybody you talked in that way because it was not Tom, Dick and Harry because if you had a spare person come in place of one he would be, he wouldn’t know what was going on. So if you stuck to that system it was well away which we did all the time.
Interviewer: Right. So, when you got to your target and you’d dropped your bombs what, what was the feeling then?
KD: Well, the thing was as you came over and the bomb aimer said, ‘Bombs going.’ ‘Bombs going.’ ‘Bombs gone.’ Two things. We always carried a four thousand pounder so you can, you can realise if you just you know if you’d got something that’s four pound and you drop it you feel a bit better. As the four thousand pounder went the aircraft started to lift up normally and your heart came out of your feet and started to come up your legs. The other, where it should be. All gone and then when you’d, when the, when the bomb aimer said, ‘Bombs gone,’ you still had to fly along for about forty five seconds because you had to wait until the Cookie had hit the ground and exploded and you dropped a flare in the meantime which caused the photo to be taken so you could take [unclear] you’d hit the target or you hit whatever you set out to do and you felt it and you thought God almighty. The big question we’re better now because not only you’d got rid of the bombs but you’d used roughly half the fuel and if you got twenty one thousand pound of fuel on you would use ten thousand pound of that so you know that was better. You could manoeuvre the aircraft better then if you got attacked and so forth. We didn’t get attacked going over the target or going out of the target but we did get attacked one time on the, coming in before we got there and we, this fighter came in and you could, you could not only hear it you could feel it in the aircraft. When the fighter opened fire they were nearly always tracer because this, this again would, I would say trying to make you frightened as well which it was of course if it was hitting you. And the fighter came in between the fuselage and the port inner engine, number two engine and you could hear it thumping in to the, the cannon fire thumping in to the aircraft and you could also see the other going into the side. But at the same time as he opened fire our rear gunner opened fire and within a few seconds the mid-upper gunner was joining him and we got, now normally when the, when the, when either of the gunners or anybody saw a fighter coming towards you, you would take evasive action. But on this occasion some clever bloke at Bomber Command had decided we’d have a little instrument on the front of, in front of the pilot which indicated a red arrow or a green arrow. The red arrow was port so when the gunner opened fire he didn’t need to speak you should have done it this way. But the skipper said, ‘Which way do you want me to go rear gunner?’ And of course, before he, before he could answer, he was so busy looking after the fighter, the fighter broke off. I suppose it would be about thirty to forty five seconds if that that the fighter attacked us and they were hitting him and he went off again. We got damaged but we were able to drop the bombs and go. But coming out again it was, you had to be, you had to be careful for it as well because the Germans adapted a system where they could, they knew which way you were coming out and find you and it was almost like a dual carriageway. On the right hand side they were going in. On the left hand side they were coming out and there were the German aircraft dropping flares just like lamps lighting up a dual carriageway so you had to be careful of those. One of the things we did, the skipper and I apart from the others the bomb aimer would look out but sometimes he’d be doing the radar so he wouldn’t but sometimes the wireless op would stand up in the astrodome and he’d keep an extra lookout. But the skipper and I he looked in front and to his left and to be aircrew you had to be ninety degrees to you to be able to see otherwise you weren’t able to do this. And that was his job and then mine was to look straight ahead my side because I sat on his right hand side. Out to the starboard wing over the top and over the top of the skipper as well and sometimes so I could you know search for him. If we were in searchlights he would drop the seat and he would be on instruments so he wouldn’t be able to see outside but sometimes there was a bulb on the starboard side on the engineer’s side and I’d look down quick. Look down at the target you know and he’d know I’d done it. ‘Don’t look down there engineer.’ He’d tell me off. But you’d come back and you were, you were active all the time. You’d got to keep your wits about you and come back and coming up to the enemy coast no matter which one it was you usually put the nose down and lost a few thousand feet, you know to get the speed to go on because we were keeping it. And then coming back if we were coming back into Mablethorpe as we did often you’d come across the North Sea or come up the North Sea over the east coast of England and you dropped down to what? About three or four thousand feet. Come over the coast and then you’d see lights. Green and red lights coming from the left side. The port side. The left hand side. That was the Halifaxes going back to Yorkshire and that way. You would come in and you, you’d call. Our aircraft was K-King mostly. King 2000 and the WAAF who was on the air traffic would say, ‘Call down wind K-King. Call downwind.’ And you’d come back and you heard a different voice and you knew you were back. You heard this WAAF there talking and sometimes you got to know them you know. Oh, that’s Betty or Freida or something like that. Then you’d come down and then come in, circle in and land back at dispersal depending upon if you’d got any bad damage. If you’d got bad damage you took it to the hangar. You told flying control and they’d take you to the hangar. If not you’d come back and in to the ground crew. They’d have a look and sort it out. See if there was any external damage and then you’d get out and the skipper would just sign the 700 if there was any snags with it. One of our ground crew, Ricky his name was he was LAC airframe mechanic and every trip before we went we used to have jam in four pound tins in the Messes. He’d got one of these tins with a drop of petrol in and some water and a rag and he’d clean the floor of the aircraft from the nose to the tail. And as we climbed in the aircraft to go and the skipper would say, ‘Thank you very much.’ And he’d say, ‘Bring it back clean, skipper.’ Hoping that we would come back. Yeah.
[recording paused]
KD: At Elsham we had obviously that every, every part of every, every aircrew person that the skipper went and sat in the flight commander’s office. The navigators had their own section as did, the same with engineers. Anyway, you can do this too and when you came back and you got stripped off and changed and went into operations to be debriefed from it the first thing you did was look at the board up there to see who’d landed and who hadn’t and then, just in case because you’d got friends on them you know. You would know a lot of people in there. We actually lost about twelve hundred who were killed anyway and you, you just wanted to know how your friends had got you know. You’d come back and you say, ‘Oh, good trip?’ ‘Yeah.’ Or, ‘Oh, we had a really awful one.’ And so you’d look at that and if, if when you went they still hadn’t come back you didn’t, you didn’t say, ‘Oh, well they’re gone,’ because they could have landed somewhere because sometimes especially if they landed at a training aerodrome they wouldn’t think too notify Elsham that aircrew had landed you see. So this often happened because it happened with one, my friend Cyril Bradclough. His crew. They landed at Wellesbourne Mountford I think at times but they forgot to notify Elsham. So nothing had come by about eleven, half past eleven in the morning so they sent telegrams to the families to say they were missing and then about half past one this aircraft came over and they landed. So fortunately, they went on seven days leave straightaway.
Interviewer: Very good.
KD: Survivors leave. But you always looked for people that you’d got, so and so and especially if somebody was coming up towards the end of the tour. The tour was roughly thirty. Twenty if you were second tour. And I did twenty nine and you’d look and see twenty eight, twenty nine. Oh yeah. So and so and so and so’s crew. And you’d got, you’d got friends and you know and if somebody had gone you just hoped that they had been able to bale out and even if they were taken prisoner of war that was better than being killed. But you didn’t get notification until a long long while after whether probably you had left the squadron and gone somewhere else and then you had heard that your friend had survived. Like I had a friend on 576 Squadron, Cyril Van der Velde he was a flight engineer. He got shot down on the 3rd 4th of May at Mailly le Camp and he was, he was, he escaped and he joined the Maquis for about seven or eight months before he got captured anyway. But I had a friend Tom Moore, he was a signaller and he was on 103 and in the beginning of December his brother came to visit and was allowed to live in his Nissen hut because he’d been accepted to be a navigator in the Air Force and we the three of us went out together a couple or three times and then the night of the 16th of December 1943 to Berlin Tom got shot down and he was killed. He’s buried in Berlin and a couple, I’ve always said to Valerie, ‘I must go and see Tom’s grave before I go.’ So a couple of years ago she said, ‘We’re going.’ So we went to see his grave and it was, it was upsetting because to me he was still twenty three year old. My friend Tom. And I’d had sixty seven years since then. Courted the girl I loved, married, had a family and I was still living. He was still lying there where he was. It could be very upsetting. Especially if the crew were popular and nearly every one was anyway. You only found the odd one that was a bit gruffy.
Interviewer: Well, Ken, thank you very much for for telling us your stories and this oral history will be kept for many a youngster to listen to. So, thanks very much, Ken.
KD: That’s fine, Angela. Any time. Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Kenneth Ivan Duddell
1008,1009-Duddell, Kenneth Ivan-N Lincolnshire Disc 2
Identifier
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SHarriganD[Ser#-DoB]v17
Date
A point or period of time associated with an event in the lifecycle of the resource
2012-05-18
Temporal Coverage
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1942-01
1943-07
Coverage
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Royal Air Force
Language
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eng
Type
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Sound
Format
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00:27:03 audio recording
Conforms To
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Pending revision of OH transcription
Pending OH summary. Allocated C Campbell
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
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This Interview was recorded by Aviation Heritage Lincolnshire.
Description
An account of the resource
Ken Duddell flew operations as a flight engineer with 460, 12 and 103 Squadrons.
Spatial Coverage
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Germany
Great Britain
England--Lincolnshire
Germany--Berlin
Contributor
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Julie Williams
103 Squadron
12 Squadron
460 Squadron
aircrew
bombing
flight engineer
Lancaster
RAF Elsham Wolds
superstition
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46444/SHarriganD[Ser -DoB]v150002.mp3
0da16dbb93a637dcc3de8e409d1af514
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46444/SHarriganD[Ser -DoB]v150003.mp3
259431274215222c5fd47fd96858361e
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Aviation Heritage Lincolnshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Aviation Heritage Lincolnshire
Description
An account of the resource
34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire.<br /><br />Interview with Bertie Salvage <br />Three part interview with Dougie Marsh <br />Interview with Terry Hodson <br />Interview with Stan Waite Interview with John Langston<br />Interview with Nelson Nix <br />Two part interview with Bob Panton <br />Interview with Basil Fish <br />Interview with Ernest Groeger <br />Interview with Wilf Keyte <br />Interview with Reginald John Herring <br />Interview with Kathleen Reid <br />Interview with Allan Holmes <br />Interview with John Tomlinson <br />Interview with Cliff Thorpe and Roy Smith <br />Interview with Peter Scoley <br />Interview with Kenneth Ivan Duddell <br />Interview with Christopher Francis Allison <br />Interview with Bernard Bell <br />Interview with George Arthur Bell <br />Interview with George William Taplin <br />Interview with Richard Moore <br />Interview with Kenneth Edgar Neve <br />Interview with Annie Mary Blood <br />Interview with Dennis Brader <br />Interview with Les Stedman <br />Interview with Anthony Edward Mason <br />Interview with Anne Morgan Rose Harcombe<br />
<p>The following interviews have been moved to the relevant collections.<br /><span>Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a></span><br />Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a></p>
Transcribed audio recording
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Transcription
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Part 1.
CA: Christopher Allison.
Interviewer: Good afternoon. Would you just like to give us your name and date of birth please.
CA: The 23rd of the 9th ’25.
Interviewer: And your name again.
CA: Christopher Allison.
Interviewer: Thank you very much. And you were in the Royal Air Force during the war. Yeah? That’s correct.
CA: Well, I joined up in ’43.
Interviewer: Ok, thank you. We’re here with the children now from the Primary School.
CA: Yeah.
Interviewer: And each in turn would like to ask a question of this gentleman.
Student 1: What did it feel like to actually have been, you could think about being killed every day?
CA: Well, you had to live with it otherwise you just, you know you’d just fizzle out. You have to live with it really, you know.
Interviewer: It was a difficult time, wasn’t it?
CA: Well, it was. I mean I lost a mate. He was only nineteen. I thought oh my God. And then I thought well you’ve got to live with it or you know you just fall to pieces especially looking like that.
Interviewer: That’s right [laughs] So you’re, I’ll just ask a question then if you’d like to come in again then so we’ve got some background.
CA: Yeah.
Interviewer: So you were posted on to Lancasters then.
CA: Yeah.
Interviewer: What was your position on the Lancaster?
CA: Flight engineer.
Interviewer: Flight engineer.
CA: Yeah.
Interviewer: Ok. Right.
CA: I know this is a C on here but —
Interviewer: I know what you mean.
CA: Yeah.
Interviewer: Yeah. Ok. Do you have a question you would like to ask?
Student 2: Yeah. How did it feel not knowing if your loved ones were safe at home while you were fighting in a foreign country?
CA: Well, you have to live with that as well because you see my dad died when I was eight so there was only mum on her own wasn’t she and you had to live with it.
Interviewer: Yeah. Yeah. One thing they found out that in the Blitz of course, you know whilst people were fighting over the skies of Germany people were dying back in England from the same bombing.
Other: Yes. That’s right.
Interviewer: Yeah.
CA: My dad died through wars in the long run from World War One wounds.
Interviewer: Right.
CA: Yeah.
Interviewer: Yeah. Which a lot of guys did after the war.
CA: Yeah. Yeah.
Interviewer: They just lingered on. Yeah.
CA: Yeah. Yeah.
Interviewer: Yeah.
CA: Yeah.
Interviewer: Ok, would you like to ask a question.
Student 3: How was it like to work on the Lancaster bomber?
CA: Well, it was alright as long as you were safe. It was lovely you know. there was nothing wrong with them at all and especially —
Interviewer: How many missions did you fly then in total?
CA: Well, I wasn’t a gunner but you had front gunner there like and a mid one there and the rear gunner used to catch it really bad. Once they attacked you it would be the rear gunner what got it first. The only advantage he had he could open the back door, swing it around and he baled out. Easy as that.
Interviewer: Yeah.
CA: Yeah.
Interviewer: Did you complete thirty missions then?
CA: Not many. No. No.
Interviewer: No.
CA: Because the lads had done most of the hard work when I got to Kirmington.
Interviewer: Right.
CA: Well, I was, I tell you I met Bomber Harris and Donald Pleasence. You remember him, do you?
Interviewer: Yeah.
CA: Well, they got shot down in Germany somewhere and the French got them back and when they got back to England they had a caterpillar but it was on the tie.
Interviewer: That’s right.
CA: And he was a smashing guy, you know.
Interviewer: Yeah. Ok. Have you got a question now?
Student 4: Yep.
CA: Right.
Student 4: When you were in the war did it, was it frightening trying to, in the Lancaster bombers?
CA: What? Frightening?
Student 4: Yeah.
CA: No. No. No. You’d be sad but not frightening. It was sad. Very sad. It gets me now sometimes.
Interviewer: Yeah.
CA: When we go to the Memorial don’t we? Sadness and —
Interviewer: Yeah, that’s one thing I found. I’ve done a lot of these recordings.
CA: Yeah.
Interviewer: And one thing I find is that a gentleman who like yourself just survivors I’ve talked to some people who were the only survivor of an aircraft. They feel a lot of sadness and its sometimes guilt.
CA: Yeah.
Interviewer: That they’re the only ones that got through it and, you know it seems to be something that runs through it.
CA: You have to live. You have to live with it and the first bit I saw of a German I did my twelve weeks training at Skegness and he flew down there and he shot the blooming clock tower up. Have you heard about that?
Interviewer: Yes. I know. Yeah. Yeah.
CA: Yeah. Well, I was there when they did that.
Interviewer: Right.
CA: And then when we went down south they flew in one morning when my mate was walking down for training and they machine gunned us. So what we did we fell on the floor and rolled out the way. But the sod come again the next day. But they got him. The next day he come they was waiting for him. Yeah.
Interviewer: Yeah. We’ve got two other gentlemen here with us now if I just get a different aspect.
CA: Yeah.
Interviewer: Roughly the same questions really. How did you feel? You know, obviously —
CA: Yeah.
TB: My name is Tony Bradley. I was born in 1930 so I wasn’t actually in the Armed Forces during the war but I lived in Hull and Hull got very badly bombed during the war and to me, I was ten years of age and when I got involved I went in to the Army Cadets and I finished up as an air raid warden’s runner. But the war to me at that time was exciting. Not frightening at that, in the beginning because it didn’t involve me but a little while later on it did get very frightening and when I first saw people being pulled out of houses who were dead or injured which I did see I began to realise what war was all about. My mother had a very lucky escape because we were right in the middle of Hull where we got a terrific pounding. We lost buildings all around us and you just didn’t know from one raid to the next whether you were going to be lucky enough to escape from it because there was a lot of people killed in Hull. I was pleased that I wasn’t in the war a few years later. At the time I just wanted the war to carry on because I wanted to get in it because I had two cousins who were flight engineers. But its later on in life when one goes into the Services oneself, I was in the Royal Navy and I went to Tobruk and had my first interview with death as it comes in wartime was at the Knightsbridge Cemetery and I was with one of my friends looking for his brother. And when I saw all those gravestones that really brought home to me what war was all about and it’s pointless. It carries on. It doesn’t achieve anything except bring a lot of misery to a lot of people.
Interviewer: Thank you very much. Yeah.
PB: And it never leaves you does it when you see those gravestones.
TB: Yeah.
PB: A lot of that, you see I went through that with the, during the war you know we were in air raid shelter.
TB: Oh yes.
PB: Being, you know bombed and everything else. But as I say later on I went in the Royal Marine Commandos and I did what? Nearly a years training when I went in there from square bashing to Naval gunnery to Tarzan courses and all the rest of it, you know. Tent lines on Dartmoor the middle of the night. Crawling under tracer bullets and of course in middle of the winter we were in tents.
CA: Yeah.
PB: And all that type of thing but eventually I was destined to go to, I was in this here drill shed at Stonehouse Barracks in Plymouth after I’d finished my training. I was a hundred percent fit and I got this here call. ‘Marine Bateman, one step forward. To the right. You’re going to Korea.’ Of course, I was [sub] engineer specialist and eventually I thought well that’s it. We were going to out in civilian clothes and be kitted out by the Americans you see and of course I was going to be blowing up bridges and one thing and another and anyhow they got that many volunteers thinking it was the Americans they thought there would be plenty of food, you know. Gum, you know. Chewing gum and all the rest of it. So they got volunteers and I finished up going to Malaya. So I mean that wasn’t much better. And I finished up in the jungle in Malaya for nearly three years and once getting out there I was taken out to some little outpost called Grik and we was in these here thatched roof huts. There was rats infested and just air flow and I had an orange box crate for a bedside cabinet and so on and we used to go out on patrol. And one particular time I always remember I went on a twenty four hour patrol and finished up on the twenty nine day patrol in the same clothes I had stuck, you know that I had on.
Interviewer: Yeah.
PB: And of course we weren’t getting no airdrops because the jungle was too thick and so we were eating tree bark. We had some natives from Borneo who showed us a few things how to do. We was eating tree bark, raw fish and we managed to live on that for twenty nine days. We had to cross the River Perak, a fast flowing river. Two of the Marines got washed down the banks. They got drowned. And we finished up going down elephant tracks and we had to go to this place called [Tomanga?] Some disused tin mines. And I always remember when we got out there we had to identify some bodies which was in some dried up culverts so we could smell them about two miles away. But one of the worst thing that’s ever happened to me when we’d got in some swamps, a sergeant and nine Marine Commandos and we got ambushed. There was somebody played a bugle and we were just getting picked off. There was no ground cover. Getting picked off and these Australian Air Force were strafing the area in these Mosquito bombers. A wooden structure type of plane. Strafing the area and the bandits fled otherwise I wouldn’t have been here now. They didn’t know anything about us and we finished up with three.
Interviewer: Yeah.
PB: Three of us left out of the ten.
Interviewer: So you see what happens back. Not just World War Two. This country has been involved in a lot of conflicts.
PB: A state of emergency and what our idea was to resettle the people instead of them trying to starve the bandits out of the jungle because they was going in to these [campons] and demanding food. So what we had to do is put them into big compounds where they couldn’t help the bandits.
Interviewer: Yeah.
PB: So that was initially, and of course another time I must tell you this I was in an ambush position. We got some information that these bandits was going to come along this track at a certain time of night and just before it got dark we got laid out, oh the sergeant said, ‘No talking,’ and we had little travel ropes to each other so we weren’t allowed to talk. One pull and so on, you know and we was, when I got laid out with my Bren gun I realised I was on an ants nest and of course I could feel them wriggling underneath me. They were supposed to have come along with this longish trap within the hour and it was two and a half hours later they came along and I see these lanterns coming along. And of course, when we got there we ambushed them and we killed nine and carried them back on bamboo poles.
TB: Can I just bring one thing to you is if, if you think on this that since the Second World War there has only been one year when we haven’t had a serviceman killed in some conflict or other.
PB: Yeah.
TB: That’s something to think of.
PB: And every time I see these dead bodies come back I think about my mates. You know lads of about what? Twenty? Twenty one years old, you know. And you think to yourself what’s it all for?
TB: Its not only that it’s when you see dead bodies.
PB: Yeah.
TB: I was out in Suez before the conflict actually started. I was ashore doing some work on the electricity station there and we had a party of Mauritians and a sergeant and a major and they were ambushed and if you’d have seen what the natives, I say the natives, see what the natives did to those bodies you’d never forget it.
PB: No.
CA: No. That’s true.
PB: That’s why I’ve never slept with my wife for twenty five years because I’ve had her in strangleholds and shouting out and she’s not slept with me for twenty five years. Do you want my name by the way?
Interviewer: Please, at the very end. Yeah. That would be good.
PB: Right. I’m John Patrick Bateman. I joined the Marines. I was born in 1928 and I joined the Royal Marines in 1949.
Interviewer: Thanks very much.
PB: And I came out in ’58.
Interviewer: Right. So you got a little synopsis there. Have you got anything? Any thoughts about that then? What you’ve just been hearing.
Student: That’s pretty scary.
PB: Are you going to join the Marines or the Naval or the RAF? Are you going to join?
Student: The RAF.
Student: Going to join the —
Interviewer: You’re going to join the Air Force —
TB: You are.
PB: The RAF.
Student: Yeah, RAF.
PB: Why?
Student: My dad’s in the RAF.
TB: Fair comment but do what you want to do.
PB: Yeah.
TB: Not what other people want you to do.
Student: Yeah, I just I like the RAF. I like planes. It’s —
PB: Well, I was in the Army Cadets. I came out of the Army Cadets and went into the Navy. I came out of the Navy. I went to work Marine Services. I was a marine superintendent of diving and I took up flying and flying became my life. I was addicted to flying. I had my own glider. I taught gliding and I took a private pilot’s licence and I used to think if I had only been old enough [laughs]
Interviewer: Yeah.
TB: But no. So do what you want to do.
PB: Same as me you see. I was in the I was in the Scouts. The Cubs, then the Scouts, then the Sea Cadets and you know, and of course I used to do lots of in fact I used to do fire watching. I was working at a munitions factory during the war and the blokes, the chaps used to say to me, ‘Will you do my turn tonight?’ Three and six a night it was and I used to do the fire watching.
Interviewer: Yeah.
PB: In a little shed.
Interviewer: Well, that gives us an insight. Sorry would you like to say one other thing?
TB: Just it’s just one thing when you’re talking among your peers remember three things. Three letters. PPR. Pride, Respect and Responsibility.
PB: Yeah.
TB: And they’ll take you through life being a good citizen.
Student: PPR.
PB: And they will be. They will be.
Interviewer: Ok. Thank you very much.
CA: Like I was saying about [unclear]
PB: It’s nice of you to listen to us anyway.
CA: We flew down the blooming Humber.
PB: Pleased to meet you. What’s your name?
Part 2.
[Preamble at start]
Interviewer: Right, Chris. So —
CA: Do you want my full name now?
Interviewer: Yes, please. If you could start with your full name.
CA: Christopher, Christopher Francis Allison.
Interviewer: And your date of birth?
CA: The 23rd of the 9th ‘25.
Interviewer: And which forces were, which armed forces were you in?
CA: In the RAF.
Interviewer: Ok.
CA: RAF.
Interviewer: Ok.
CA: Yeah. Yeah.
Interviewer: And you said your service number.
CA: Oh, 3007708 [laughs]
Interviewer: That’s wonderful. So, Chris what we look for is to begin your career in the RAF and can you tell us a little bit about joining? You said you volunteered and that was something your father said you’d never, should never do.
CA: I did. Yeah.
Interviewer: But you did.
CA: I did, yeah.
Interviewer: So what happened? What made you volunteer?
CA: I don’t know. I was always crazy about flying like you know and I was in the Air Cadets for about two years. We used to go to Immingham every week.
Interviewer: Yeah.
CA: And that’s why I flew from Binbrook to Waltham in a Wellington just to get a little bit of experience like you know.
Interviewer: Yes. Yeah.
CA: And then from there it all happened. I went to Sandy for a week to get my uniform.
Interviewer: Right. Yes.
CA: And from there we went to Skegness and we were there for a good twelve weeks.
Interviewer: Yes.
CA: And you learned how to use all the rifle, a revolver and all that lot you know, and hand grenades and whatever. And I think we was, we stayed there until that Christmas time because the, all the officers they served us with the, a Christmas meal like you know. And then gradually we went down south to now where the devil did we [pause] Portree. And well, I must admit I don’t know how long I was down there for. How long have we got down there? Anyhow, I wanted to come on leave but the officer said you can’t go until we’ve had D-Day and so that was it. But my mate and I were walking to do a little bit of work. You know, information like hydraulics and flying and this German aircraft come in and machine gunned us so [laughs] me and my mate we just dropped on the floor and rolled out of the way like this and I think the RAF Regiment gentleman got a bit of a rollicking because he should have fired at him but I think he did the next time and that was the end of that. We never saw him anymore like. And then we had odd crashes here and there like. There was a, well it wasn’t a Wellington, the next one. A Warwick. It took off and it, it stalled, turned over and crashed into the empty yard where there was a guy doing a job. So that was the end of that story. Then another one, I think it was a, I think, I think they were learning on a Beaufighter and this pilot came in and he slipped across and he knocked a civilian guy over and killed him. And when he got out and see what he'd done he fainted. But the aircraft came along and hit the side of the, the air raid shelter where we were inside. So we were lucky in the air raid shelter and that was the end of that. That’s, that’s all happened there until D-Day and then of course we were free to move when we wanted to like. So then I came on leave of course, you know.
Interviewer: So, that was, that was your training period was it? And that was to be —
CA: Well, yeah. For the, you know hydraulics and everything else connected with the aircraft.
Interviewer: So, and that was to become a flight engineer.
CA: Well, yeah. It was but more or less. Yeah. Yeah. Yeah. Yeah.
Interviewer: So after that what happened next?
CA: Well, eventually I got posted to Elsham and there were two squadrons there and I don’t know how the devil I fiddled it but I said, I must have said I lived at Keelby and I fiddled and got to Kirmington on 166 Squadron and that was it. That was lovely and then we were mucking about there like on to, well I think I was on two bombing missions. I don’t know. I can’t remember and then a leaflet raids and you know things like that because the lads had done all the big stuff there like you know. We lost a thousand guys any rate there.
Interviewer: Yeah.
CA: Yeah. And, and as I say Bomber Harris come this night and they said, ‘You’ve got to line up with the rest of the guys.’ Well, they were all around you know, the Red Arrows, not the Red Arrows, listen to me. Dambusters and he come along and was giving them medals. And that’s what he said to me. ‘Where are you from airman?’ I said, ‘Just down the road, sir.’ Well, I was because Keelby was only about three miles away and that was that. And then of course I met who have we got down here? Donald Pleasence, you know, the actor and Bomber Harris. And then oh, I forgot to tell you when I was down south Montgomery. Montgomery came when I can speak properly and he gave the guys medals there because they’d knocked a wall down somewhere did Mosquitoes. Can you remember that?
Interviewer: Prison.
CA: Yeah. [unclear]
Interviewer: It was the Dutch prison wasn’t it?
Interviewer 2: The Amiens raid at prison.
CA: Ah, we found out more two or three years ago, didn’t we? There was more to it than that and he looked like Montgomery. I should say it could be wasn’t it? Yeah, and so that was that. Yeah. Well, they flew in low there didn’t they and knocked this wall down these Mosquitoes and that was it.
Interviewer: Yeah. And released the French prisoners.
CA: I forgot about that with looking at this. What else do you want to know then?
Interviewer: So you’re on an operational squadron by then.
CA: Yeah, by then. Yeah.
Interviewer: What was it? What was your job when you —
CA: Well, you were flying —
Interviewer: What was the job in the aircraft?
CA: Well, I suppose if worst comes to the worst if the pilot got hit and killed you would have to take over but you were just more or less function. Make sure everything was working alright, you know. Looking at your meters and God knows what because we had everybody else like. There was seven of us you know. You had bomb aimer and navigator and wireless operator. All that lot like you know.
Interviewer: And you would sit just behind the pilot.
CA: Aside. At the side of the pilot. Yeah.
Interviewer: What was your job say? Can you describe what it’s like taking off or —
CA: Well, as long as you got, as long as you got plenty of revs on and all that you were alright. Of course, you had to come into the head wind to take off. Oh yeah.
Interviewer: Yeah.
CA: You see at Kirmington you used to take off, start off the other side of the road. They’ve scrubbed all that now haven’t they at Kirmington.
Interviewer: Right. Yeah. So I mean what was your did you fuel, making sure the fuel went to the right engines and the right tanks and this sort of thing.
CA: Well, yeah. I mean it was a hundred octane what they flew with like you know. Oh yeah. And never everything, nothing really went wrong. It could have done but it didn’t do.
Interviewer: Well, done. That was a part of what you’d do.
CA: Well yeah, because as I say most of it had gone by the Germans. They’d lost their, lost their sting a little bit by then, hadn’t they? I mean I was only in what two years.
Interviewer: But what was it like then? So if you were flying over Germany any, can you describe what it was like to be in your seat and —
CA: Well, not really. As long as everything happened alright you come back alright. I don’t, you couldn’t live with that otherwise you wouldn’t do it.
Interviewer: No.
CA: No. No. You, we couldn’t be frightened. No. No. No.
Interviewer: Did you, did you —
[unclear asides]
[recording paused]
Interviewer 2: We’ll talk about those now. Yeah.
Interviewer: Ok. So, but you did fly over places that had already been bombed.
CA: Oh yeah. That’s right. Hamburg and what have we got down here? Hamburg [pause] Dresden. We’d go down Heligoland. The dams. Leaflet dropping. Leaflets. Oh yeah. I went over Holland as well and, yeah.
Interviewer 2: Did you drop food to the Dutch?
CA: Pardon?
Interviewer 2: Did you drop any food to the Dutch?
CA: No. No. No.
Interviewer: What about you said you flew over the dams and —
CA: Oh yeah.
Interviewer: And Dresden. What was it like? What did you see?
CA: Well, it looked like as though, it looked like a sea because they’d done these dams to flood the German’s, all the works and all that. And I think it, they succeeded for a while but they were saying the Germans soon built them up again.
Interviewer: Yeah. Yeah.
CA: Aye.
Interviewer: What about Dresden because that was, that was towards the end of the war.
CA: Yeah. Dresden. Well, no. I don’t know. You see you had to go, I think when you got to ten thousand feet you had to have oxygen like you know but as you got depending on all what you were briefed on. Whatever you know.
Interviewer: Yeah. Yeah.
CA: Oh yeah.
Interviewer: What would you think was the most difficult moment you had in the air?
CA: Well, I think, I don’t know there was only once we were going back and there was a thunderstorm on. I mean, I know fog could be bad thing like but I don’t think we ever came across fog. I know I was coming back over the Humber and it was a bit rocky like you know because it was thundering and lightning but once you got to Kirmington if you saw if it was daylight enough you could see the spire which was green and you knew you were safe home again like, you know.
Interviewer: So, the thunderstorm. What happened with that because they can be dangerous can’t they?
CA: Well yeah. Just, just made the aircraft do a little bit of that and that’s it.
Interviewer: [unclear]
CA: Well, well they were just normal guys and they seemed to all take it in their stride and well, I don’t know. They lived as though they were going to live forever.
Interviewer: Yeah. What about those that didn’t. You know, that didn’t come back.
CA: No. No. I don’t know. I don’t know. Bless them. It all happened so quick.
Interviewer: Yeah.
CA: Yeah.
Interviewer: Any personal friends of yours that —
CA: Well, there was only that one guy I was telling you about who was nineteen and he, I don’t know. It’s a shame really when I think about it isn’t it? They never saw, well I mean they was all around about nineteen to twenty five I think. Some of the pilots must have been a young person like you know.
Interviewer: Yeah. And he, he went down.
CA: I’d have thought. Yeah. Yeah. Well, as I say quite a few survived but they were saying on the telly the other night that if you baled out there the, the German guys looked after you but the population they would kill you didn’t they? Eh? Yeah. Yeah. Yeah. They, they I don’t know if they had to bale out over Germany and France or somewhere or they crash landed there but they all survived and then when somehow they got back to Kirmington and if they come back they got a, put a caterpillar on their tie. Yeah. Yeah. And the other one was a ladybird. I don’t know which was which now. I should. I don’t know. But the French used to get them back somehow. They were pretty good like that.
Interviewer: And did you say Donald Pleasence was —
CA: Oh, he was there at Kirmington and in them days he had a good mass of hair [laughs] But no, he was, he was I didn’t know much about him like only he was famous wasn’t he in the end.
Other: Yeah. Very.
CA: And if, if anybody was very very lucky and did, got about thirty trips they used to go to Kirmington pub and celebrate. Oh, some had designs on that aircraft Jane. There was Jane painted on the pilot’s side and then the Beer one, B for beer it was every time they’d done a mission there was this, this beer dropping into a glass. Then on that side there was all the missions they’d done and glasses of beer. It was lovely. I mean like there was A for Apple, B for Beer, C for Charlie and all that like.
Interviewer: Yeah.
CA: But there was some of them they couldn’t do paintings on there.
Interviewer: Did you have a painting on your aircraft?
CA: Well, we had [pause] no I don’t think we had because I was sort of fiddling about a little bit on W-William and you see we went right down. Well, I think we had twenty six aircraft and W X Y Z, you see. So, well, one was X-ray of course. No. We hadn’t. No. No. Some of them were hit and miss all the time. The biggest thing of all was I can’t understand it they never mentioned the girls what used to fly the Lancasters to replace all these to Kirmington, Elsham did they?
Interviewer: No.
CA: They’ve never been mentioned.
Interviewer: It was only after the war that they talked about the ATA girls.
CA: Yeah.
Interviewer: Now that these young girls were the same age as the pilots and —
CA: Yeah.
Interviewer: They used to fly them on their own.
CA: Well, they must. They must have brought the Lancaster to Kirmington on their own mustn’t they? On their own.
Interviewer: Yeah. Yeah. Do you remember the number of your Lancaster. Whisky.
CA: No, I don’t. No, because only a number. If it was A you would have to go through the alphabet wouldn’t you? A B C D E F like.
Interviewer: How many missions did you do, Chris?
CA: I reckon about, I reckon about four.
Interviewer: Yes.
CA: Yeah.
Interviewer: Yeah. Yeah.
CA: Because there was nothing left really was there? What were you saying?
[recording paused]
CA: I don’t know why we dropped the leaflets. I thought it would tell them to pack in fighting. Yeah.
Interviewer: And this was in Norway. You went over dropping leaflets in Norway.
CA: I should say so. There must have been, you know. Yeah. Yeah.
Interviewer: To stop the, to say don’t fight.
CA: Yeah.
Interviewer: Yeah.
CA: Yeah, because we was, one time the Italians were with the Germans weren’t they? Eh? I don’t know. He must have at the end of the war he died at Kirmington. He must. I don’t know whether he, I don’t know much about the Lancaster but apparently in order to the Americans used to do carpet bombing and for some unknown reason they got underneath in the way and it damaged the aircraft and he must have panicked when he come over Kirmington because he baled out and he got caught on the aircraft.
Interviewer: Right.
CA: And he just fell to the bottom and it killed him and I saw that. I saw him coming down and he just missed an haystack by about a hundred yards. It might have saved his life. I don’t know. But he must have panicked for some unknown reason.
Interviewer: And the aircraft landed.
CA: I don’t know where it went.
Interviewer: No.
CA: It went, it went over the Humber somewhere and nobody seemed to know anything about it. No.
Interviewer: Ok. Well, let’s, were the Lancs difficult to look after in terms of, you know —
CA: Oh no.
Interviewer: Your job as the flight engineer. Were they complex?
CA: Oh no. I think they always say they were the best aircraft to fly. I think they were brilliant. I know there was the Halifax or what we used to call the Halibags but Halifax and the Lancaster and that was the last one they did towards the end wasn’t it because like that other guy, Somerscales he was on [pause] No. Not that guy. He was on, on about a half a dozen different aircraft. No. He, no, George, no. Stan Somerscales, they were flying back to England and they had been on a bombing, a second bombing mission and they got you know shot up badly and they were struggling. He saw this village or town ahead of them and he was struggling to get the aircraft away from it. He told the crew to bale out and the last guy, ‘Pass me my, pass me my parachute.’ Well, he should have had it. He should have been sat on the damned thing. Poor old George, it crashed and I think he died with the nuns looking after him. That’s the guy I was on about. He hurried in front of someone.
Interviewer: Yeah.
CA: Yeah.
Interviewer: Yeah.
CA: And he got the DFC.
Interviewer: Yeah. You mentioned that you knew Morse and that —
CA: Oh that. Yeah.
Interviewer: And you used to sometimes swap signals and not such —
CA: Well, yeah. You know on very, very rare you’d get some crackpot rear gunner would give you a funny message on there. If you remember. I’ve forgotten Morse now. All I can remember is dot dot dot dash dash dash dot dot dot. SOS.
Interviewer: So the gunners would flash Morse to the following aircraft and —
CA: Well, yeah. I think, oh I know something else. I think every aircraft used to have a pigeon aboard if I remember right. Didn’t they? Yeah. When you just mentioned that. Because if you succeeded alright like you’d have a job to, if the Germans were keeping an eye on you they would have Morse wouldn’t they? Pigeons would be different, wouldn’t it? And instead of coming back through —
Interviewer: Sorry Chris. Finger trouble on my part. Where were you?
CA: Yeah. Me and my mate had been out somewhere for the day and we come back at night time and we didn’t come through the main entrance what’s security. We come in, we cut through somewhere and the next day one of them, well it was a flight sergeant or somebody or the warrant officer said, ‘Oh, the CO wants to see you.’ I thought oh my God, we’re in trouble because we didn’t come through the security gate like. So I walked in there and there was a lady CO. She said, ‘Oh, come in airman.’ She talked real posh. She said, she said, ‘Do you want to go out in Class A or Class B?’ I said, ‘Well, I don’t know ma’am.’ I said. ‘My mam’s a widower and —' I said, ‘I don’t know.’ ‘Oh’ she said, ‘You’d better go out and think about it and come back.’ So I went back and I said, ‘I’ll go out in class B ma’am.’ And that’s what I did because you see otherwise you had to wait your time didn’t you? If you’d been in say so many all in like a section weren’t you? A B C D.
Interviewer: Right.
CA: So I came out in B.
Interviewer: Right.
CA: So back to Sandy again I went didn’t I? I got my civilian suit and all that didn’t I?
Interviewer: Yeah. So just we were talking earlier that you’d gone back to Scotland and you’d been put in charge of some German prisoners of war.
CA: Oh yeah. Yeah. Yeah.
Interviewer: You want to just talk.
CA: Oh, you didn’t get that did you?
Interviewer: No.
CA: Oh yeah. And then, I don’t know. I don’t think they knew what to do with us because they were trying to get rid of us like after the war and then she just said, ‘Well, would you like to just see to these German prisoners of war? They’ve got to go and do a job.’ Like, and that’s what I did like and they were pretty good really in a sense and you got talking to them. They spoke pretty good English and you know there was three categories A, B and C like. Some were Germans, some mid-way and some with us like you know and they were doing jobs and we used to wander up in the morning and he said, ‘Do you mind if we put these containers under each tray? Make it drip.’
[telephone ringing – recording paused]
Interviewer: How you guarded the prisoners so that —
CA: Oh yeah. Well, he just said, ‘Will you guard these Germans. He said, ‘Just get a Sten gun but no ammunition. So, of course, I go in the armourer and I said, ‘I’m going to take ammunition.’ You know. I’m not taking any chances. So that’s what I did. But they were brilliant I must admit and [pause] yeah. They behaved pretty good.
Interviewer: Yeah.
CA: Yeah.
Interviewer: To the tree.
CA: Yeah. Yeah, well as I was saying when the phone rang, oh yeah, he said, ‘Do you mind if we tie these containers to each tree and cut it so that the sap runs into the bottle like?’ I said, ‘That’s alright.’ And then he was talking about it and when we come back I said, ‘What’s all that about?’ ‘Well,’ he said, ‘We make our own, we do our own hair cream.’ He said. ‘Do you want some?’ I said, ‘You must be joking.’ I said, and he took his hat off and he’d got a lovely mop of hair which the Germans had and that was the end of that conversation. They used to say, ‘I will make this for your mother.’ And you know, oh yeah. They were lovely. And that was the end of that.
Interviewer: Yeah.
[recording paused]
Interviewer: Alright. Yeah.
CA: Oh aye. And I used to write the letter and then of course had to go through all the rigmarole at Kirmington and hoping that he got the letters but he never got the letters.
CA: Right. That’s interesting.
Interviewer: Yeah. I told you about that guy used to write to. He was an Army guy. I said, ‘Did you —’ when I saw him after the war, ‘Did you —’ pardon?
Other: Name?
CA: His name? Oh, I don’t know what his name was. I don’t know. I don’t know. I can’t remember his name.
Interviewer: Yeah.
CA: I can’t remember.
Interviewer: Yeah, I mean that’s —
[Recording cuts suddenly].
Dublin Core
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Title
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Interview with Christopher Francis Allison
1007-Allison, Christopher Francis
Identifier
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SHarriganD[Ser#-DoB]v15-02, SHarriganD[Ser#-DoB]v15-03
Description
An account of the resource
Interview in two parts.
Part one.
Chris Allison served as a flight engineer. He answers questions from school children about what it was like to fly in a Lancaster.
Also taking part in this interview was Tony Bradley who was a child in Hull during the war, and Patrick Bateman who served in Borneo in the Royal Marines.
Part two.
Christopher Allison served as a flight engineer on 166 Squadron at RAF Kirmington.
Creator
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Dave Harrigan
This Interview was recorded by Aviation Heritage Lincolnshire.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
British Army
Language
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eng
Type
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Sound
Format
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00:15:33 audio recording
00:23:23 audio recording
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Pending revision of OH transcription
Pending OH summary. Allocated C Campbell
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Borneo
Great Britain
Malaya
England--Lincolnshire
166 Squadron
aircrew
bombing
childhood in wartime
flight engineer
prisoner of war
RAF Kirmington
strafing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1064/46017/PParkeRG2303.2.jpg
adbb73f2c923457c0fbe5913fb632557
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1064/46017/AParkeRG230330.2.mp3
1a995556537bd9a75addbb03c8306350
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
Parke, Ray
Ray G Parke
R G Parke
Description
An account of the resource
Two oral history interviews with Warrant Officer Ray Parke (b. 1925, Royal Air Force). He flew operations as a flight engineer with 218 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2016-10-19
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Parke, RG
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
DW: If you want to grab a cup of tea soon.
RP: Yeah.
DW: They’re really quite good here so —
DK: Ok.
DW: If I just leave that will be for that reason.
DK: Ok. So, if I just introduce myself it’s David Kavanagh for the International Bomber Command Centre interviewing Ray Parke on the, where are we? The 30th of March 2023 and with me is Samantha [Podmore].
SP: That’s right.
DK: And Dale Wiseman. So, I’ll put that there. If you just, just speak normally. If I keep looking down I’m just making sure that the recording device is working.
RP: Hmm.
DK: Now the first thing I wanted to ask you. I understand in the last few weeks you went to Duxford.
RP: Yes.
DK: How, how was that?
RP: I was just telling Samantha today it was a wonderful trip. I had been to Duxford many many years ago but that was a marvellous day.
DK: And I see here on the photo here you went aboard the Lancaster there.
RP: That’s right. Not many people are allowed to do that.
DK: Did they, did they make a bit of a fuss of you at the museum?
RP: Not half, didn’t they? Yes. They did. Yeah.
DK: So, so what, was that your first time back on a Lancaster then?
RP: I’ve been to the one at East Kirkby.
DK: Right.
RP: Obviously a bit longer ago. Yeah. Yeah. But that was the earliest. Yeah.
DK: And, and what was it like going on board?
RP: I found it difficult to recognise. I couldn’t work out behind the main spar there was a great dip down.
DK: Right.
RP: Where the bomb bay is. I’m not sure that was on the same on my plane.
DK: So you couldn’t remember the dip there.
RP: No.
DK: They did let you go up the front then did they?
RP: No. No. No.
DK: No.
RP: No.
DK: Because it’s a bit, a bit difficult getting over the main spar.
RP: That’s right. Yes. Well it always was during the war [laughs] to get up.
DK: So did it kind of bring back sort of memories for you then?
RP: Oh yes. Of course, that and the East Kirkby were the times I’ve been back on a Lancaster. Yes.
DK: And, and, and hopefully they were, they were very good to you there then?
RP: Yes. First class treatment. Yes.
DK: Because when I saw you a few years ago I didn’t really know about Miles Tripp and it’s only recently I read the book and I was wondering had you, had you read his previous book?
RP: Yes. Yes.
DK: “Facing the Windsock.”
RP: Yes. And that, that preceded –
DK: Yeah.
RP: “The Eighth Passenger.”
DK: And what did you think of, of his book?
RP: Yeah.
DK: His first one.
RP: It’s a long time since I read it. I enjoyed it. Yes.
DK: Because people aren’t mentioned in it are they? You’re –
RP: No. No.
DK: Probably in it.
RP: No.
DK: Did you –
RP: No. That was a bit more fictional that one.
DK: Right. Did you recognise yourself then in any of it then at all?
RP: Well, I can’t remember now. No.
DK: Because I hadn’t realised Miles Tripp, he went on to become a crime writer.
RP: Yes, indeed. He was the chairman of the Crime Writer’s Association.
DK: Oh. Ok. Because how, how did you, how did you get on with Miles on your –?
RP: That was a love hate relationship. I was a country boy and he was a public schoolboy [laughs]
DK: And was it, was he good as a bomb aimer though was he? Or —?
RP: Oh yes. He was well trained. Yes. Yeah.
DK: Because reading –
RP: He started off, he’d trained to be a pilot of course at first in Canada but then he had to change and then of course the observers got more or less redundant didn’t they and they had to become bomb aimers.
DK: And that, that’s how. What about yourself? How did you become the flight engineer then?
RP: When I joined the Air Force I, my first interview was at St Athans and they said, ‘What do you want to be?’ I said, ‘Well, I want to be in the aircrew.’ So I said I would be a, ‘I’ll be a gunner.’ They said, ‘You can’t. You’re too fat.’ So –
DK: Charming.
RP: I said, ‘Well, I’ll do signals then.’ ‘Oh no. That’s too complicated for me.’ You see. ‘Well, there’s flight engineer.’ I said, ‘Yes. Alright.’ Fine to that. So he said, ‘What do you know about engines?’ No. I was eighteen year old. I’d never had a motorbike or anything like that. And he said, ‘Well, describe a cotter pin.’ So I described one on a bicycle and he said, ‘Alright. You’re in.’ [laughs]
DK: Because I find it quite remarkable that you’d completed forty operations before you were twenty.
RP: Yes.
DK: So that, that was in a very short space of time.
RP: Yes.
DK: So the period you had with your crew on operations and training was actually quite —
RP: Very intense it was.
DK: Intense.
RP: We lived in each other’s pockets all the time. We were together. All the time together except when the pilot became a commissioned officer and then devolved to the Officer’s Mess but apart from that all the time.
DK: Because reading, “The Eighth Passenger,” Miles seemed to go to great lengths to get in touch with you all after the war.
RP: That’s right. Yes.
DK: How did you feel when he got in touch with you all some years later?
RP: Completely surprised. I mean we all swore when we left at the end of the war we, that we would keep in touch and see each other but we never did. And then of course he finally turned up and did that.
DK: Yeah. Did, did he write to you then? Because there was a newspaper campaign wasn’t there or —
RP: No. His story was that one of our crew, George Bell, the wireless operator was a police inspector at Henley.
DK: Ah.
RP: And somehow or other Mike must have met him and he said, ‘Well, I live in Norwich. I’ll see if I can find a man called Ray Parke.’ And later on the local evening news said, ‘Where is Ray Parke?’ And of course, that started it up and they traced me and he came back and then we had an interview in the garden and wrote the book together.
DK: So he came to see you at your, your home then.
RP: Yes. Yes. And that I was confusing that with [unclear]
DK: Oh.
RP: It was much earlier than that.
DK: That, that was a few years later.
RP: Yes. Yeah.
DK: So what, what was it like seeing Miles after all those years?
RP: Well, by that time of course we were best of friends.
DK: Oh. I was going to say —
RP: And he’s a very clever chap and he is a barrister. Yes.
DK: Did you get that he, he writes in his book that he met the crew individually. Did you all ever meet up again as a whole crew?
RP: Yes. Yes. We all met up in Bury St Edmunds and we were interviewed by German TV.
DK: Oh right.
RP: And that was the last time I saw the whole crew together.
DK: Can you remember roughly what year that would have been?
RP: No. I can’t. No.
DW: I have —
RP: I’ve no idea.
DW: Ray, has got a photograph of that.
RP: Have I?
DW: Which we, I can get sent to you.
RP: Have I got a photograph of that?
DW: You have. Yeah. Yeah, because you all look a bit older.
[laughter]
DW: Yeah.
RP: Ah yes. You’re, you’re probably thinking of another one in Thetford.
DW: Oh, there was another. So there was another. Oh sorry. I thought it was just one occasion.
RP: Well, that was a weekend when I remember it was Harry McCalla and Les Walker and myself but I think that was just a few —
DW: Oh, I thought. Well, alright. I’ll check my library.
RP: Yeah.
DK: So, you’re, you’re, can you remember the name of your pilot —
RP: Do I?
DK: The pilot. The name of your pilot?
RP: George Klenner.
DK: And, and did he come over from Australia to meet you all?
RP: He did indeed. Yes. And he showed us his Distinguished Flying Cross.
DK: Oh right. So what, what was it like meeting them all again in later years?
RP: That was very good. I was still at work actually and I had sort of to leave work early to get down to Bury, Bury St Edmunds to meet them up and they, by the time I’d arrived they were all sitting around a dinner table.
DK: They’d started without you had they?
RP: That’s right.
DK: But your, your, so your relationship with Miles got a lot better then after that would you say?
RP: That’s right. It was all sort of cat and dog.
DK: Yeah.
RP: Initially.
DK: Yeah.
RP: But —
DK: What, one of the interesting things I find is your rear gunner Harry was from Jamaica.
RP: Jamaica.
DK: I’ve, I’ve actually been working on a project for the museum at East Kirkby of aircrew who served in the Caribbean or came from the Caribbean or West Indies.
RP: That’s right, I’ve read one or two cases about that in the paper. Yes.
DK: Yeah. How did you get on with, with Harry because he must have been —
RP: Harry was a fine gentleman. He was the oldest member of the crew and he really was a very nice chap.
DK: Did you find it difficult at all? The fact he was come from the Caribbean and was living in or serving in England I should say.
RP: I never. No one said anything about that.
DK: No. But he, I see in the book that he remained in London.
RP: That’s right.
DK: He didn’t, he didn’t actually go back.
RP: And he worked at the Battersea Power Station. Engineer I think. And married a Swiss girl.
DK: Oh right.
RP: I went up to see him a couple of times. We wrote. We corresponded together.
DK: There’s, in the book there’s claims that he was a bit of a clairvoyant. He knew what your target was going to be.
RP: Yes. Yes. And that rather upset him I’m afraid. It was quite uncanny. You know, we would say jokily, ‘Where do you think we’re going today?’ And he would say something which was not very far off you know. And then afterward people used to say, ‘Well, how did he know that?’ Of course, the poor chap didn’t really know.
DW: So there was no truth in it then.
RP: No.
DW: No truth in the idea that he knew.
RP: Well, that did happen. Yes.
DW: Yeah, there was –
RP: Yeah. And he would call us a lot of rotters or something.
DK: So just going back a little bit we were talking last time all those years ago about your operations. You’d done thirty and it’s a bit strange that you ended up doing forty. How did, how did that actually come about?
RP: Yes. It was just in Christmas 1944, the Battle of the Bulge and the order came around that if by a certain date in December you had completed less than twenty five trips you would be obliged to carry on and do another five trips to thirty five. So we said well bugger that [laughs] and we put in for some leave and got some leave [laughs] and but then we come back and had to do it. And we went on and then as we were approaching thirty five, around about thirty three, ‘Sorry chaps, the situation hasn’t changed. We’re still short of pilots. Still short of aircraft. Forty trips.’ [pause] And very quickly after that we completed the extra five in a very few days and we did the forty trips and the day or so after we arrived back they said, ‘The order is rescinded and they’ve gone back to thirty.’ There was a story about that.
DW: Wrong place. Wrong time.
SP: Yeah.
RP: Did you ever read that article called, “Beware of the Vicar,”?
DK: No. No.
RP: Our commanding officer. Well, we didn’t like him very much and he wasn’t very popular and everybody called him the vicar. And I only learned just a month or six weeks ago this story. I’d never heard it before but it seemed that he and his flight commander, a man named John Bishop, a squadron leader fell out because he thought the CO was treating his younger aircrew too hard. You see we were flying between thirty five and forty trips in about a week. You know, quite close together and —
SP: Thirty to forty [unclear]
RP: I didn’t know but suddenly that –
DW: Yeah, that is quick [unclear]
SP: Wow.
RP: Well, I’m saying perhaps a fortnight. Yeah. And I didn’t know that and I didn’t know but I’ve now found out that that squadron leader was posted away with his crew and they did go on to complete their thirty five trips as it was to them with another squadron. But the CO never recognised him in any way as a distinguished pilot. Many many flights. And neither he nor his crew got a [unclear]
DK: Ah.
RP: No. And then it occurred to me by reading that story well that must have been going on at the time I was there. You know. As I say seventy years later I found that out.
DK: Wow. Because your, your pilot got the DFC didn’t he?
RP: Yes.
DK: And George Bell the DFM.
RP: Yes. And Les Walker got the DFM. Yeah.
DK: But nothing for your good self?
RP: Hmmn?
DK: No, no, nothing for your good self.
RP: No. No. Or our two gunners or –
DW: What did you get a few years ago, Ray? Your grandson sorted out.
RP: Oh, I got the French Legion of Honour.
DK: Oh right. Oh wow.
RP: Yeah. Yeah.
DK: That’s the top. Top French award. That’s recognition from the French isn’t it?
RP: Yes. Yes.
DK: Yeah.
RP: That’s my photograph.
DK: Wow. Well, that’s, that’s nice to be acknowledged by our —
RP: Yeah.
DK: By our allies, isn’t it.
DW: So he now has that pinned with the others don’t you?
DK: Yeah.
RP: That’s right.
DW: You’ve got your roll now haven’t you. You’ve got your roll now haven’t you?
RP: Yeah.
DW: Well done.
DK: You would say just a little bit about your, your fortieth trip because I think it was a bit special wasn’t it?
RP: Yes. It was special and not [pause] the CO in the previous week came up to the pilot and said, ‘Look. You’re coming up to your fortieth trip. I’ll try and pick out a nice easy one for you.’ And so we thought oh good. That would be a good idea. But when we got on the occasion of the briefing for that trip we went in and we saw the big red line going right across Europe into Essen. Now, that was one of the worst. That was one of the heaviest defended places in Germany apart from Berlin and we’d had lots of trouble there in, on the flights and so we thought rather a dirty trick and he said, ‘Well, I’m sorry. They changed the target at the last minute and you had to go.’ But in the event we got there and got to bombing and he said, ‘Now when you come back,’ he said, ‘I want you to be on your best behaviour because I’ve got lots of people who want to meet you.’ And he said, ‘I want a good return.’ We used to hate flying in formation but, I’m sorry [pause] coming back I looked at the back of the aircraft and there was the whole squadron in tight formation following [little old me] [unclear] I had to finish looking at that.
DK: That was, that was quite, quite, must have been quite spectacular for you then. A bit of, a bit of acknowledgement.
RP: So the pilot said well [unclear] this pilot and instead of we got the message pancake. Instead of pancake he went around again because we were on a different aircraft that day and our flight crew was standing on the dispersal for our normal aircraft and that crew used to see us off every day. Coming, every day we came back. So he deliberately flew over that crew. [unclear] And then we landed and there was all the big wigs. MPs with medals and ribbons and all sorts of things.
DK: That must, that must have been quite a moment for you.
RP: Yeah. Yeah.
DK: Ok.
DW: That’s when you had the photograph taken in the book isn’t it?
RP: That’s right. Yeah.
DW: Yeah. Of the crew.
RP: Yeah.
DW: That was taken at that point I understand.
RP: That was taken to the News Chronicle. Yeah.
DW: It was literally spot on to —
DK: Well, that one there.
DW: Yeah.
RP: Yeah. Another one. Yes. Yeah. Yeah. Yeah.
DK: You haven’t changed much [laughs]
[pause]
DK: Just going back to Miles’ book again he says, says your pilot was, was quite good at doing a lot of low flying.
RP: Yes. We managed to stop a bus and get the people to run off. We upset a football match. We knocked two old ladies off a bike and so we all, ‘Come on, Dig. You have to stop this. You can’t keep go on like that.’ But he still did that one on the last trip. Yeah.
DK: Was he, was he a good pilot then? Was he?
RP: He was a good, and the funny thing was if ever we’d had a bad trip or something a bit rough particularly Harry, the rear gunner he would say, ‘Dig, that was your best landing. Soft as a feather.’ [laughs] Yeah. There’s always a first [laughs] yeah.
DK: Ok. I’m going to just turn of that for a moment so you can just have a bit of a rest. Just get your thoughts together.
[recording paused]
RP: I was just thinking now how old I would have been but I can’t just work it out for a minute.
DK: Let’s see —
SP: How old are you now, Ray?
RP: Well, I shall be ninety eight next week or next week after.
SP: Ninety?
RP: Ninety eight.
DK: Ninety eight.
SP: Ninety eight next week.
RP: No, a week after. Early in April.
SP: You are in April aren’t you?
RP: Hmmn?
SP: April.
RP: Yeah.
SP: Yeah.
RP: Yeah.
DK: So it was four, five, seven years ago then wasn’t it? Five. Six. Seven. So you’d have been ninety one.
RP: Ninety one. Yeah.
DK: When you, a mere youngster.
RP: Retired dear [laughs]
DK: So talking about after the war what, what was your career after the war then? What did you end up doing?
RP: Learning. Learning a trade. I became a lawyer and that took up most of my time and I did the same job for forty odd years.
DK: Can you remember the name of the company?
RP: Norwich Union.
DK: Oh, right. Oh ok. So your, your whole life has been around Norwich then.
RP: Yes. Yes.
DK: Has it?
RP: Yeah. One of the trips I did with Dale we went to see some cadets in Norwich and one of my office colleagues was there.
DK: Was he?
DW: He was. Yeah.
DK: Oh right.
RP: [I’ve written that down here]
DW: His name was Ray as well, wasn’t it?
RP: Yeah.
DW: Yeah.
RP: Ray Fisher. Yeah.
DW: Yeah.
DK: Presumably you hadn’t seen him for a while then.
RP: No. No.
DK: Oh.
RP: Well, we just didn’t know what. ‘Is that him?’ And he was looking at me, ‘Is that him?’ You know. And it was.
DW: And you went to that ATC as well, didn’t you?
RP: Yes.
DW: Years ago.
RP: Yes, I did. I went and joined an ATC. Yeah.
DW: Yeah.
DK: So you’ve been getting out and about then. You’ve been to Duxford ATC.
RP: Yes.
DK: Did you, did you do a Remembrance Service?
RP: Yes. Oh yes. They always treated me like a prince.
DK: Good.
RP: I was in a wheelchair and in front of the, leading all the procession.
DW: And you went to Thorpe St Andrew church where you used to go didn’t you?
RP: That’s right. Yeah. Where I was in the choir.
DW: He used to be in the choir at Thorpe St Andrew church so because Ray used to live on the same road as the church but —
DK: Yeah.
DW: But probably a good sort of good fifteen minute walk didn’t you?
RP: Yeah. Yeah.
DW: From the church. So you see he was our guest for the day and you’ll be the guest again this year, Ray. So it will be [unclear] We head towards November the 12th this year. Right. Even, even the vicar made a fuss of you.
RP: Yes [laughs] and I understand that was unusual [laughs]
DK: Talking of the low flying I think its how he mentions your return to St Eval. Do you remember that?
RP: Yes. I do indeed.
DK: What, what actually happened then? Can you tell a little bit about that?
RP: We’d been to Saarbrücken and we lost an engine but somehow or other we carried on and bombed and came away after the target. But because we’d lost an engine we’d been losing height and everybody was leaving us behind so we were more or less on our own and halfway through France an American Mustang came and settled down right inside and escorted us back to the coast. But by this time we’d had a message. East Anglia is closed. Every plane, it was quite a large raid was diverted to elsewhere and we were diverted to a place called St Eval.
DK: Is it, it’s in Devon isn’t it?
RP: Cornwall.
DK: Yeah. Yeah.
RP: Just on the peninsula down there.
DK: Yeah.
RP: Not far from St Ives. But there was a strong wind blowing and we were drifting almost back out in to the Atlantic. But we just pressed on and everybody was all standing up in the cockpit peering out, you know. Can we see land? And eventually we could see these cliffs coming up and well we did just manage to scrape over but forty aircraft were trying to get in at the same time.
DK: Wow.
RP: So you can imagine what that was like. It took us four times to go around. Every time we were ordered to pancake somebody would come in underneath and get in first so we’d go around again. That meant I had to halt the engines and all this. Everything. And four times that happened and the last time he said ‘Well, I’m coming in. Anything’s going to happen you can do what you like.’ So they said, ‘Pancake.’ And we did pancake and we landed there.
DK: So a bit of a, a bit of relief when you got down then.
RP: Oh yeah. That was. That was a big relief yeah. It was one of those things when you land everything goes quiet. The engine switches off and you sit there [breathing] you know. Like that. And then you come around and it’s all finished now. But I will always remember that.
DK: It must have been a real relief when you got back.
RP: Yes. Yeah.
DK: Ok. Well, I’ll just stop there Ray so you can have a —
[recording paused]
SP: And how did you get back from St Eval and Dishforth?
RP: Well, you spent a few days down there and somebody came. We had to leave the plane behind.
SP: Right.
RP: So it was two or three days later somebody came and picked us up and brought us back.
SP: Ok. So you got to see a bit of the UK as well. Not just Norfolk.
RP: Not really. You know you’re sort of on the airport and you can’t go out. You can’t do anything.
SP: Ok.
DK: And did you and your crew socialise much? Did you go to pubs and —
RP: Oh yes. Yes. We, we got on well with the manager of the Woolpack at a village close to Bury St Edmunds. So much so that he used to save the beer for us to the chagrin of his real customers [laughs] and they didn’t like it because they were giving us their beer.
DK: I think, I think you deserved the beer.
RP: Yeah.
[recording paused]
RP: We were novices and the first trip turned out to be to Duisburg in Germany and they said this is going to be a thousand bomber raid. So of course we had to jump in and we took off and then we had to call around to pick up other aircraft.
DK: Yeah.
RP: For this thousand raid and collect them and then go on to France. And so we got halfway across France and, and somebody got up and looked in the astrodome and they said, ‘You know,’ he said, ‘I thought there was supposed to be a thousand bombers about here.’ And we couldn’t see a thing. And there we were. Eighteen year old lost in Germany in the darkest, in the middle of the war. But we managed to get around and finished it and came back.
DK: Was that a bit of a —
[pause]
DK: I don’t like to use the word but was that a bit of an error by the navigator? I mean he obviously —
RP: Yes. Yes.
DK: Knew and —
RP: That and what he, I think he complained about being given the wrong winds.
DK: Right.
RP: Yeah. But he was [lower] Actually, he was the second navigator. The first one had to be changed and this Les turned out to be an excellent chap in the end. But on his first trip obviously he managed to get lost.
DK: Well, if he’d been given the wrong winds it’s not actually his fault.
RP: That’s right.
DK: Is it?
RP: No.
DK: It’s —
RP: No. No.
DK: He was just acting in good faith.
RP: So there was me. Eighteen years old. Never been further than London and there I was lost in the middle of Germany.
DK: I guess, I guess you sort of grow up quickly then don’t you? It’s —
RP: Yes.
DK: I could imagine eighteen year olds now doing what you did.
RP: Well, of course I was the baby of the crew. Seventeen and a half and it was all a bit of an adventure really.
SP: You mentioned the Woolpack just now. The pub. I think I might have found it, Ray.
DK: Oh, is it still there?
SP: It might still be there.
RP: What’s the name of the village?
DK: Is it in Chedburgh.
SP: No. It’s, the name of the village is Fornham St Martin.
RP: Pardon?
SP: Fornham St Martin.
RP: No.
SP: Not that one. Oh.
DW: Are you full time then for the Bomber Command? Or what’s, what’s the set up?
DK: Oh I only doing these when, when they when ask me to.
SP: It’s the one you brought up. The Woolpack near Bury St Edmunds. Is that —
DW: So are you like actually, are you employed then or or —
[recording paused]
DK: So, what, what’s it like seeing your name in print?
RP: Well, ever since the book of course, yeah.
DK: So you, you’re used to this then. Fame. Fame in a book.
RP: Well, I do due to these people.
DK: So, your friend David Dowe then.
RP: Yes.
DK: Can you say a little bit about him.
RP: Yes. We went to school together and he was about a couple of months older than me and you know just the usual pals. School pals. And then suddenly off he went to the Air Force and I learned later that he went to train as a flight engineer and was flying the Lancasters and so I started to follow and just followed him on. Yeah.
DW: There was a very special Remembrance last year that you could, you could honour him for the first time wasn’t it, Ray?
RP: That’s right. And I mean —
DW: You were able to —
RP: Met some of his family.
DK: Oh right.
DW: Yeah. Yeah, we had one or two events. We had a book launch.
DK: Yeah.
DW: And you met Ray, David’s niece, didn’t you?
RP: Yeah.
DK: So he, he was lost on operations was he?
RP: Yes. He was with an Australian crew I think. They all survived except one person. I think one survived didn’t he?
DW: One person survived.
RP: Yeah.
DW: And the Germans picked him up and he was a prisoner of war.
RP: Yes. Yeah.
DW: Yeah.
RP: So it was sort of through him that you didn’t fancy the Army or the Navy then.
RP: No. Well, we were the Brylcreem boys you see and that was the thing to do for a seventeen year old.
DK: Did the, did the girls like the uniform?
RP: Oh, not half. Talking about that when I was stationed at Methwold the girls used to come up for the dances in the Mess and we got pally with some of them in our crew and they each bought us a silk scarf. And I had that for years and years. Flew with that all over the place. Yeah.
DK: Yeah.
RP: I’ve forgotten the girl’s name.
DK: Have you still got the scarf though?
RP: Not now.
DK: No. You haven’t.
RP: My wife didn’t know what, knew what that was probably [laughs] She liked it.
DW: Tell, tell them about the flight when you went over Thorpe St Andrew and you came over quite low in a Lancaster.
RP: Yeah. We, I think we were [pause] at this pre-squadron and we were just doing a cross country or something and we’d been up to Leeds because George, someone in his family had just got married and so we flew down, down this back passage [laughs] passage and of course they didn’t know what it was and so we carried on and came back to Norwich and I swear I could see my mother’s linen lying in the garden.
SP: He was that low you could see your mother’s washing.
RP: Yeah.
SP: On the line.
RP: I bet that woke a few people up.
SP: I bet it did.
RP: But it couldn’t, couldn’t have been that low really I suppose but —
DW: Because Ray your mum and dad used to run a fish stall, didn’t they?
RP: That’s right. Yeah. Yeah.
DW: Where they used to work.
DK: You didn’t, you didn’t fancy going into the family business then.
RP: I, I said to my dad, ‘Shall I come in?’ ‘No. No. No,’ he said. He wouldn’t like that. So I went off separately.
DW: Your brother worked in it didn’t he?
RP: Yes. Yes. Yeah.
DW: Your brother worked in the —
RP: Had his own shops and things. Yeah.
DK: Ok. Well, I don’t want to tire you out too much.
RP: That’s alright.
DK: But can I just ask obviously a few years have gone on since I last saw you but how do you now look back on those years? How do you think about that?
RP: Well, I was there. I’d done it. I really don’t think too much about it. I just realise how lucky I am that I’m still here sort of thing.
DK: Yeah.
RP: And I’ve done nothing more than many hundreds of thousands of people did exactly the same thing.
DK: Oh, there was one other thing I was wanting to ask you. You, you were at one point flying Stirlings weren’t you?
RP: Yes. Yeah.
DK: What, what did you think of the Stirlings?
RP: A big, more like tanks [laughs] and we managed to write one off at West Wratting.
DK: What happened there? Was it —
RP: We’d been on a cross country flight and I got lost as usual. Anyway, on the way back Dig, the pilot said, ‘I’ve got a date to see a WAAF tonight.’ So he hurried up and tried to shortcut this. There was a shortcut and the answer is that he misjudged the land, the runway and he overshot in the end and of course there was a ditch at the end of the runway and of course the Stirling’s wheels stopped in a ditch [laughs] while the Stirling went on.
DK: Was there, was there much damage?
RP: Written off.
DK: Oh right.
SP: [laughs] Yes.
RP: It was a court martial in affect. We got away with it.
DK: Must have been, must have been quite, quite terrifying as you were trying to get out of the thing was it? Or —
RP: I suppose so. Yeah.
DK: Yeah. You moved pretty quickly did you?
RP: Not half.
DK: And Wellingtons as well. I think you were on Wellingtons as well.
RP: I flew in Wellingtons. Yes. Just for a short while because there was only two engines so there was nothing much for me to do.
DK: As a flight engineer then was it a bit complicated with the Stirling you had to do?
RP: Yes. They were different engines for a start and different, well different petrol, different everything. Petrol tank system was completely different and you weren’t even, you didn’t used to sit next to the pilot on a Stirling. You had your own little cubicle.
DK: Oh right. That must have been a bit awkward then. A bit difficult if you’re not near the pilot.
RP: Well, he was just around the corner. I was not far away.
DK: So the positioning for the flight engineer was better on the Lancaster then.
RP: Oh yes. You had got a whole seat sitting alongside each other. The pilot would be there and my hand would be on the accelerator going up there like that.
DK: Ok then. I’ll, I’ll stop you there because —
[recording paused]
RP: That’s, and used to run them on the aircraft field.
SP: Three motorbikes on an aircraft field.
RP: Yeah.
SP: Between the seven of you to get out and about.
RP: Yeah. And poor old Mike Tripp used to live in the Angel Hotel at Bury St Edmunds with his girlfriend and if ever we were put on that alert somebody would have to get in touch with him, ‘Mike. Mike get back quickly.’ And he tried to get back one day and he slipped on the ice with his motorbike and that crashed and that was no good. But somehow or other he got back just in time. Two or three days later there was a policeman coming up the drive. ‘Is your name Miles Tripp? I’ve got your motorbike.’ [laughs] Yeah.
SP: So then you went down to two bikes did you? Is that?
RP: Yeah.
DK: So, RAF Chedburgh itself what, what was the airfield like?
RP: Well, there’s a picture up there.
DK: Yeah.
RP: Yeah.
DK: Was it, was it a bit not much there or —
RP: Not much there. No.
DK: So where were you billeted then? Was it in a Nissen hut or something?
RP: Around about in a, in a Nissen hut. Yes. Yeah.
DK: And that was, what was it the whole crew in one Nissen hut?
RP: At that time, yes. Yeah.
SP: That’s why it was fairly intense living then and working.
RP: Yes, and Mike, Mike Tripp was in charge of the supplies of coal for the tortoise stove and we used to store the coal [laughs] the coal under his bed. He was the scruffiest airman you could ever see.
DK: Was the, was the coal sort of —
RP: Yeah.
DK: Pinched from different places?
RP: Yeah. Yeah. Yeah.
DW: Squirrelled.
DK: Squirrelled. Yeah.
SP: Squirreled away.
DK: So did it get rather cold in these Nissen huts then?
RP: Yes. Yeah. But the worst thing is when you’d come home and go to bed and get up in the morning and then the rest of the beds are empty.
DK: Yeah. [pause] Have you, have you been back to the airfield at all? Or —
RP: Yes. We had that main, that reunion I said at Bury St Edmund. That was around about Chedburgh. We went to Chedburgh.
DK: Right.
RP: For that. Yeah.
DK: So your whole crew went back to the airfield then.
RP: Yes. Yeah. Yeah.
DK: That must, that must have brought back a few memories for you.
RP: Yes. That’s right. Yeah. I never saw any of them again after that. Well, only Harry and Mike. Yeah. Paul Songest became an antiques dealer in Cornwall.
SP: Not near St Eval though.
RP: No. I don’t know quite know where. Where it was.
DK: Ok. Well, I’m going to switch this off now. I did put it back on again while you weren’t looking.
[recording paused]
DW: The planes in the sky.
SP: Very noisy.
DK: But as I say Ken, Ken Oatley, I interviewed him. He’s, he’s just turned a hundred and one.
RP: Well, he looks very well [laughs] If I look like that at a hundred and one I shan’t mind.
DK: So he, he was on he was on the Dresden raid with you. He’d have been ahead in the Mosquitoes. He was a navigator.
RP: Yes.
DK: On Mosquitoes.
RP: Yes. Yes. [pause] Actually Miles Tripp got, got in trouble for that. I never really did fully understand but he did. He deliberately missed the target.
DK: He mentions that in his book actually.
RP: Yes.
DK: He says —
RP: Yeah.
DK: He did. Were you aware of that at the time?
RP: No. No. No.
DK: Because he says in his book he didn’t get any confirmation from the Master Bomber.
RP: That’s right.
DK: And he said had he been ordered to he would have followed orders.
RP: He would have done. Yes.
DK: But as he didn’t get the order he —
RP: Yes. Yeah.
DK: Because did you ever talk about that raid at all afterwards?
RP: Well, if we did I really can’t remember it. But I’m sure we must have been done. Of course, that was horrendous. I’ve never seen anything like it in my life.
[pause]
DK: Because you said you appeared on German TV was it?
RP: Well, I never saw the programme.
DK: I’ve been trying to look for that to see if it’s on. On the internet somewhere.
RP: I remember the man coming over. Again, that was in Bury St Edmunds he interviewed us.
DK: Because the only reason I mentioned it Ken Oatley mentioned to me that he appeared on a German TV programme as well. So I’m wondering if you both appeared on the same TV programme in Germany.
RP: Well, I never saw anything of it at all.
DK: I’ll have to, I’ll have to check on that.
RP: Yeah.
DK: See if you’re on the big screen. Well, hopefully if you get your flypast you’re going to have Ray there with you.
RP: Yeah. That would be great wouldn’t it.
DW: Well, it’s he’ll need, he’ll need to be there.
DK: All the, all the staff are coming.
DW: He’s, he’s got a team. He’s got a team around him with two.
SP: An entourage.
DK: Oh right.
DW: Ray and seven others at Duxford. Samantha wasn’t even there.
SP: No.
DW: So that would have been eight.
SP: Yeah.
DW: And he’s got this full team haven’t you?
DK: A team of, a team of sherpas.
DW: Yeah, well just —
SP: I don’t know about that. Groupies I think.
DK: Groupies. Ah. How do you feel when you see the Lancaster flying again?
RP: It gives us shivers and that.
DK: Really.
RP: I don’t know whether you, you hear it first don’t you?
DK: Yeah. No. I do have a claim to fame. I have flown on one so I know what it’s like.
RP: Yeah.
DK: I flew on the Canadian one when it came over to the UK in 2014.
RP: That’s the one they’ve got at East Kirkby, is it?
DK: No. It’s back in Canada now.
RP: Oh right. Yeah.
DK: But the thing I remember when you’re on board is the noise.
RP: Yes.
DK: How did you feel after an operation of seven or eight hours. How?
RP: Well, as I say when you land yeah and you sit there for two or three minutes and don’t move. That was a good [laughs] a good moment that.
DK: I couldn’t, I couldn’t believe the noise it was making as you were inside and it’s flying along.
RP: That’s right. Yeah.
DK: But you’ve got that for —
RP: You’ve got your earphones on.
DK: But you liked the Lancaster then did you?
RP: Oh yes. That was our favourite. HAA-Able.
DW: The one at Duxford is a Canadian one.
DK: Yes.
DW: It is Canadian made. Yeah. It is. So that could be why it’s slightly different.
DK: Could be. Yeah.
DW: There could have just been a slight difference.
RP: Yeah. I I thought on that photograph that seems slightly different to me.
DW: Yeah.
RP: Well, I didn’t recognise the, the aileron controls on that one. That seemed to be quite a substantial bar control and build. I just remember a lot of wires.
DK: Oh.
DW: Well, they had taken a lot of the wiring out.
RP: Yes. That —
DW: A lot of the wiring is missing. So that would, all you’ve got really is the shell.
DK: It is the Canadians did a lot of modifications to them post war so —
RP: Yeah.
DK: You might be looking at post war modifications.
DW: Well, I think that was ’45 ’46 plane. Stuff like that if I’m correct. So it wasn’t —
DK: Do you think even now you could do the job of a flight engineer on a Lancaster or not?
RP: I would just have to sit there and let the pilot take off.
DK: Would you, would you know what to look for in the dials or for the engines?
RP: I had my own little panel down there.
DK: So it was, it was a better set up then the Stirlings then.
RP: I was, I’m talking about low flying. I was bending down reading my gauges and I looked out and there was a tree above me.
DK: Wow.
RP: Oh dear. We made him stop that in the end.
DK: He must, he must have been quite an expert pilot.
RP: He was [unclear] when he chose me for, to join the aircrew you know how you were all put in a hangar and you’d get told and I found myself sitting and waiting and nothing happened. I thought I’d had it and then suddenly this great tall Aussie stood in front of me, ‘Hiya Cobber. Is your name Ray Parke?’ I said, ‘Yeah.’ ‘You’re on top of the list are you?’ ‘Yes, that’s me.’ ‘You’re in. Come with me.’ [laughs] Yeah.
DK: He was, it was a good choice though was it? Or [unclear]
RP: Oh, he was a lovely chap, yeah. A lovely chap.
DK: Did you presumably that was the first time you’d met an Australian. Did you find them culturally —
RP: Yes.
DK: A bit different. Or —
RP: That was the first time I met an Australian. Yes.
DK: What did you think of them when you met the Aussies?
RP: Well, brash. Yes. I liked them. I got along well with them. Yeah.
DK: They obviously made good pilots as well.
RP: Yes. He turned out to be a good pilot. He had to learn like the rest of us.
DK: He, he, he didn’t carry on flying after the war then.
RP: Not that I know of. He became a general manager, General Motors manager in Australia. Adelaide I think or something. Yeah.
DK: You never got the chance to go out to Australia to see him then.
RP: Not to see him. I have been to Australia but —
DK: Alright. Ok. We’ll stop there.
DW: That’s lovely. Well —
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Ray Parke. Two
Creator
An entity primarily responsible for making the resource
David Kavanagh
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-03-30
Language
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eng
Type
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Sound
Format
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00:46:45 Audio Recording
Conforms To
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Pending revision of OH transcription
Pending review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
AParkeRG230330, PParkeRG2303
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Bury St. Edmunds
England--Cornwall (County)
England--Lincolnshire
England--Norfolk
England--Norwich
Germany--Berlin
Germany--Dresden
Germany--Duisburg
Germany--Saarbrücken
Wales--Glamorgan
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Ray Parke trained as a flight engineer. During a training flight the pilot wanted to get back to base as soon as possible because he had a date but they were flying a Stirling. The pilot made an error on landing and the wheel stayed in the ditch and the Stirling kept going. The aircraft was a write off. Ray and his crew went on to join 218 Squadron at RAF Chedburgh. He completed forty operations before he was twenty. On their fortieth trip the CO said he would let them have a easy trip for the last one but it turned out to be Essen because it was changed at the last minute. On their first trip they got lost because the navigator had been given the wrong winds. On one operation they had a damaged engine and were losing height when a Mustang appeared and escorted them to the coast. Discusses the Eighth Passenger and Faith is a Windsock, the books his bomb aimer Miles Tripp wrote, and their crew reunion. Goes on to talk about his tour of operations, the bombing of Dresden and low flying.
Temporal Coverage
Temporal characteristics of the resource.
1944-12
1945-02-13
1945-02-14
Contributor
An entity responsible for making contributions to the resource
Julie Williams
218 Squadron
African heritage
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
entertainment
flight engineer
Lancaster
RAF Chedburgh
RAF Methwold
RAF St Athan
RAF St Eval
Stirling
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1524/46016/LBaxterPD52604v1.1.pdf
69a04247ebf660ce271c6b621068596a
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
Baxter, Peter Dennis
P D Baxter
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Baxter, PD
Description
An account of the resource
63 items. The collection concerns Flight Lieutenant Peter Baxter (b. 1922, 52604 Royal Air Force) and contains his log book, photographs and documents. He was trained as an airframe apprentice at RAF Halton and served as ground crew before volunteering to become air crew. He flew operations as a flight engineer with 12 and 153 Squadrons.
The collection has been donated to the IBCC Digital Archive by Michael Baxter and catalogued by Trevor Hardcastle.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Peter Baxter’s Flying Log Book as Flight Engineer.
Description
An account of the resource
Extracts from Peter Baxter’s Flying Log Book as Flight Engineer from February 1938 until 16 June 1946. The extract only includes his flying record and is missing front and end covers, details of postings and aircraft flown.
After pre-aircrew flying, he was posted to 12 Squadron for operations in 1942. After completing his first tour of 30 operations posted to 1667 Conversion Unit, then No. 1 Lancaster Finishing School. In November 1944 posted to 153 Squadron for 2nd tour. Post war posting to 50 Squadron and attachment to 57 Squadron.
Served at RAF Penrhos, RAF Wickenby, RAF Faldingworth, RAF Hemswell, RAF Scampton, RAF Sturgate, Raf Waddington.
Aircraft flown were Avro Tutor, Fairey Battle, Whitley, Anson, Lancaster, Halifax.
He flew 33 night bombing and mining operations with 12 Squadron as Flight Engineer to targets including La Rochelle, North Frisian Islands, Essen, Berlin, Dusseldorf, Turin, Lorient, Milan, Bremen, Nuremberg, Saint-Nazaire, Duisburg, Frankfurt, Spezia, Stuttgart, Gulf of Danzig, Bay of Biscay, Mulheim, Wuppertal and Cologne. His pilots in 12 Squadron were Wing Commander Villiers and Squadron Leader Slade.
With 153 Squadron he flew 3 night and 1 day bombing operations to Wanne-Eickel, Bonn, Stuttgart-Zuffenhausen and Paderborn. Also 3 Operation Manna, 2 Operation Dodge and one Cook’s Tour. In 153 Squadron his pilots were Flying Officers White, Bolton, Searle, Freeborn, Squadron Leader Rippingale, Flight Lieutenant Ramsden and Wing Commanders Rodney and Villiers.
Also two Operation Dodge with 50 Squadron. Flight Lieutenant Lundy was his pilot in 50 Squadron.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943-01-03
1943-01-08
1943-01-09
1943-01-11
1943-01-13
1943-01-17
1943-01-18
1943-01-27
1943-02-04
1943-02-05
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-21
1943-02-22
1943-02-25
1943-02-26
1943-02-28
1943-03-12
1943-03-22
1943-03-27
1943-03-28
1943-03-29
1943-04-03
1943-04-08
1943-04-09
1943-04-11
1943-04-13
1943-04-14
1943-04-15
1943-04-27
1943-04-28
1943-04-29
1943-05-20
1943-05-21
1943-05-25
1943-05-27
1943-05-28
1943-06-11
1943-06-12
1943-06-22
1943-06-23
1943-06-24
1943-06-25
1943-07-08
1943-07-09
1943-07-12
1943-07-13
1944-11-18
1944-11-28
1945-01-28
1945-01-29
1945-03-27
1945-04-30
1945-05-04
1945-05-07
1945-05-25
1945-07-24
1945-07-26
1945-11-26
1945-11-28
1946
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Wales--Gwynedd
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
France
France--La Rochelle
France--Lorient
France--Saint-Nazaire
Germany--Ruhr (Region)
Germany--Berlin
Germany--Bonn
Germany--Bremen
Germany--Cologne
Germany--Duisburg
Germany--Essen
Germany--Frankfurt am Main
Germany--Friesland
Germany--Mülheim an der Ruhr
Germany--Nuremberg
Germany--Paderborn
Germany--Stuttgart
Germany--Wanne-Eickel
Germany--Wuppertal
Italy
Italy--La Spezia
Italy--Milan
Italy--Pomigliano d'Arco
Italy--Turin
Netherlands
Netherlands--Rotterdam
Netherlands--Hague
Germany--Düsseldorf
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Log book and record book
Format
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One booklet
Contributor
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Nick Cornwell-Smith
Identifier
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LBaxterPD52604v1
12 Squadron
153 Squadron
1667 HCU
50 Squadron
57 Squadron
aircrew
Anson
Battle
bombing
Cook’s tour
flight engineer
Halifax
Halifax Mk 3
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lincoln
mine laying
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF Faldingworth
RAF Hemswell
RAF Lindholme
RAF Penrhos
RAF Scampton
RAF Sturgate
RAF Waddington
RAF Wickenby
sport
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1359/45995/MSmithRW425992-230825-02.2.pdf
934a1d70a17a0697f9ce5b48153226fb
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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Smith, Bob
Robert Wylie Smith
R W Smith
Description
An account of the resource
125 items. An oral history interview with Bob Smith (b. 1924, 425992 Royal Australian Air Force) photographs, documents and navigation logs and charts. He flew operations as a navigator with 15 Squadron at RAF Mildenhall.
The collection was loaned to the IBCC Digital Archive for digitisation by Bob Smith and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2019-03-25
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Smith, RW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Prologue
Voices of the Past
O, There are voices of the past
Links of a broken chain
Wings that can bear me back
To Times
Which cannot come again
Yet, God Forbid that I should lose
The Echoes that remain. Unknown.
March 2003
Five years ago, after listening to friends, young and old, as well as journalists, editors and historians requesting War Veterans and Pioneers to write their memoirs I realised that perhaps it was a duty to my descendants that I should do so. Accordingly, I ‘bit the bullet’ and started a draft of “My Service during WW11 in the Royal Australian Air Force”.
It soon became apparent that I should have done so many years ago when the memories were still fresh, although there could be some wisdom in the fact that sometimes the perspective is better if viewed from a distance. Much time has been taken in getting back in contact with old mates and crew members to ensure that what I have written is as historically accurate as possible. I have even had researchers and historians in the UK verify some of the detail, as well as refer to a few publications that have covered the period of my ‘Operational Tour’ on XV/15 Squadron, RAF Bomber Command. I did keep a diary for a while, but discontinued same when I started Operational Training in the UK, as diaries were then forbidden. I did have, however, a good diary in the form of letters home and which my Mother kept. Unfortunately these were lost or mislaid before she died in 1979. I do have all my logs and charts as well as photos, other items and notes from mates that have assisted greatly. On a few matters the original draft had to be amended, but after a few years of revision and the acquisition of a computer I was able about six months ago to commence on the final record. There will no doubt be some further amendments and additions as more confirming information comes to hand. I will cover same in a ‘summary’ at a later stage.
The question will be asked, “Why didn’t I write my Service History soon after the war?”, and why have so many not put their experiences to paper? Some did, and they are to be congratulated and thanked for their efforts. For many there was the old service adage that it was “Infra Dig to Shoot a Line”. I consider it was a common decision of most who returned from active service in any theatre of war to get on with life and leave the war behind.
My father served in WW1 as an ‘original’ in the 41st Btn A.I.F. and went through a number of the great battles in France & Belgium. He was wounded 3 times and gassed. His younger brother was in the 9th Btn A.I.F. that landed on Gallipoli on 25th April 1915, where he was severely wounded, and later fought in France & Belgium. Their youngest brother, after whom I was named, died on active service in France after being wounded 3 times. As a boy I often wondered why Dad and his brother never talked much about the war except between themselves and other returned soldiers. I now understand. I have now been in the same position. With your mates who survived you can recall facets of your experiences in an atmosphere of mutual understanding.
War has made me a realist. Indeed there is a season for all things. Yesterday is history and there is nothing you can do to change it, although we do see some historians trying to sanitise the past. It is to-day that is God’s Gift in your hands, and Faith that gives you hope for tomorrow.
I hope that what I have written about my service in the Air Force will be a valuable record for someone in the years ahead.
Official Identity Card for the Royal Australian Air Force
Date of Issue 23 December, 1942
Letter from Employer Giving Approval to Enlist in the Airforce
Enrolment in the Reserve
Certificate of Enlistment
Enlistment in the RAAF
Rookie-AC2
When war with Germany was declared on 3rd September 1939 I was a student boarder at the Ipswich (Boys) Grammar School in my ‘Junior’ years of study. I had been enrolled at I.G.S the previous year under a Qld R.S.S.A I.L.A Scholarship that I had won because my father was a returned soldier from WW1 and I had attained a qualifying standard in the 1937 State Scholarship exams. At that early stage, although under the age of 16, I had ambitions of joining the Air Force if the war were to carry on for many years, which it did.
After sitting the “Junior Public Exams” at the end of the 1939 school year, which I passed with above average results (4 A’s, 4 B’s and 1 C) I was accepted for employment in The National Bank of Australasia Limited at its Harrisville Branch. I took the place of Gordon McDougall who had enlisted in the RAAF. He went on to graduate as a pilot and lost his life in a flying accident in East Lothian, Scotland on Monday 6th September 1943.
The war did continue in Europe through 1940, and in early 1941 when I turned 17 years of age I took the opportunity to enrol as a correspondence student with the Air Force Cadets. I received educational material and exercises in Physics and Mechanics, incorporating the theories of flight and navigation etc. Exams were set for each lesson and in my case these were checked and marked by the Headmaster of the Milora State Primary School where I attended and sat the 1937 State Scholarship exam. Early in 1942 on reaching the age of 18 I was given the opportunity to make a formal application to enlist in the RAAF, subject to parents’ and employer’s consent. I made the application to the Bank and their approval was forthcoming on 31st January 1942, subject to a few qualifications as I was still a temporary clerk on probation which meant that my re-employment after the war would be subject to reassessment at the time. My parents gave their consent on my promise not to start smoking or drinking in the Air Force until I reached age 21. This promise I kept well beyond that time, as I have never been a smoker, and only a moderate drinker since into my 30’s. When I returned from active service in 1945 I realised what an enormous stress I had placed on my parents, particularly as my father had seen active service on the battlefields of France & Belgium in WW1 and my mother prayerfully relied on the strength of her Faith. Her prayers were answered.
Armed with the necessary consents I forwarded my application to the RAAF Recruitment Centre in Brisbane and on 13th February 1942 had completed the RAAF’s Form P/P/39A for Air Crew entry I was now on stand-by as it was policy for actual flying training not to commence until the recruit was of age 19.
In 1942, after the entry of Japan into the war and posing a real threat to Australian territory the government of the day was actively engaged in calling up qualified males into the Militia Forces. Apparently to keep a priority on Air Crew ‘hopefuls’ the RAAF instituted a call-up of those on ‘the reserve’ by creating the mustering of Air Crew Guard in Queensland, New South Wales & Victoria. It was under this mustering that I received my call-up to report to No.3 RAAF Recruitment Centre in Eagle Street, Brisbane on 21st May 1942. My position at the Bank was taken by John Neville Keys, the son of the then Manager at Boonah Branch, Neville Keys. He went into the next RAAF call-up, was given the number 426112 got his ‘wings’ as a Bomb Aimer and lost his life with No.466 Squadron Bomber Command on 11th April 1944 when shot down by a German night fighter on a raid on the railway installations at Tergnier in the lead up to the “D” Day invasion of Europe. I reported to No.3 Recruitment Centre along with 191 other recruits who were passed medically fit and duly enlisted, with service Nos from 425819 to 426010 inclusive, and proceeded on posting No.3 Recruit Depot at Maryborough, Qld with the rank of AC2. Authority P.O.R.135/42. I was given the No.425992, placed between No.425991 Bill Washbourne and 425993 Des Webster. Bill came from the Warwick district and Des from the Kilcoy area. This was to avoid surname of Smith under consecutive numbers. The same applied to the Jones & Murphies. The only Smith who remained in strict numerical order was 425891 Robert Angus Martin Smith.
We proceeded by train that evening to Maryborough where we were issued with uniforms, dungarees, boots, toothbrushes, razors etc and settled into barracks with palliasses and introduced to the Air Force life on 6 shillings a day for 7 days a week with free meals, accommodation, medical & dental treatment. In those days the Bank made up the difference in pay, which was not great but amounted to a bit of compulsory saving.
I Settle Into Life as a Recruit
Soon settled into a daily routine of a route march early in the morning while there was frost on the ground before breakfast, drills, lectures and vaccinations. Leave was granted most evenings and over the week-end. It was quite a common practice for the airmen to commandeer a push bike after going to the pictures in town, ride it out to the station gates and leave it there. The recruit depot was situated on the Maryborough aerodrome. Maryborough in those days was a town where everyone rode bikes, and the locals soon got to know where to look for their missing mode of transport. After three weeks intensive initiation into air force life we were passed as suitable recruits for Air Crew training and were split into several groups and posted to various RAAF stations in Queensland & New South Wales to serve as Guards until posted to an Initial Training School.
Bill Washbourne, Des Webster, Col (Snow) Wheatley and myself were posted to No.1 A.O.S at Cootamundra N.S.W. on 13th June 1942. Authority No,140/42. We travelled by train from Maryborough and arrived in Sydney only 2 weeks after the Japanese midget submarine attack on that city. We had to change trains in Sydney. At Cootamundra we were joined by Air Crew Guards from other States. Duties at Cootamundra included guarding the Ansons parked on the station aprons overnight, station perimeters, main gate guardhouse and the fuel depot about a mile out of town. Guard duties were usually 4 hours on and 4 hours off. The winter chill was a bit of a shock to the Queenslanders but we were treated generously with the issue of an extra blanket. Ice creams taken on duty at night to help you through your 4 hour shift could be left on a post, or tail of an aircraft and would not melt. If there was a sneaky wind blowing and the opportunity was judged safe we would crawl into one of the aircraft for a bit of a break. It was a fair risk that no one was doing the rounds to check on you.
Duty at the fuel dump was more relaxed. We stayed in a tent, and had trained the possums to eat fruit and chocolates out of our hands until they became a real nuisance. Horse riders, probably going home from the pictures or a dance in Cootamundra and travelling along the road that passed by the dump would be challenged “Who goes there?” Most took it in good humour, but occasionally one would get a bit stroppy but remain cautious in case we decided to fire a shot into the air and scare their horse. To relieve the monotony one night I fired a couple of shots at something flying overhead in the moonlight. Unfortunately these were heard back at the station and in no time a vehicle with more guards for reinforcement turned up. To the N.C.O who arrived I had to give a quick explanation. Told him I had challenged a person who had come through the fence, and when he didn’t stop but went back through the fence I fired a couple of shots after him. A bit of a recco of the area was made but nothing found, so I was instructed to report to the C/O’s office the next day. This I did along with others who were on duty at the time. They supported my account of events, but we were ordered to go to the rifle range for target practice and assessment. I was given 5 shots at the 200 yard range and scored 2 bulls and 3 inners, and explained further to the C.O that I would have fired close enough to the intruder to give him a fright. He ordered a close inspection of the site in daylight to see if there was any evidence of clothing caught in the barbed wire fence but nothing was found. I should imagine the C.O’s report on the incident would make interesting reading. Bill Washbourne was on guard duty with me at the time and at a reunion of the Air Crew Guards in Brisbane in the 1990’s he was surprised when I told him there was no intruder. He confirmed that at the time they all thought I was serious.
My first encounter with an aircraft accident and death was at Cootamundra on 21st September 1942. A Beaufighter from No.31 Squadron stationed at Wagga Wagga flew into our circuit and on turning to come in to land stalled and crashed about a mile from the station. The squadron which had been equipped with Beauforts had changed over to the Beaufighter only the month before. It was flown by F/Sgt. John Evan Jenkins (No.407435) and the second crew man, possibly the Observer, was Sgt. Vivian Sutherst (No.35755). Both were killed instantly on impact and are buried in the Cootamundra War Cemetery. I was with a few guards who were sent immediately to the scene of the crash, which we had to keep under guard for a couple of days. It was a sobering experience and I vividly remember the advice given to us at the scene by a senior sergeant that we were not to dwell on the death of the crew, but put it behind us, do our duty and get on with life. There was nothing we could do to change what had happened. That advice stood me in good stead through the experiences ahead and indeed through my life. It was while on guard duty at the crash site that we had some amusement shooting at rabbits. On one occasion a bullet ricocheted off a rock and as it whined its way across the country side it was amusing to see flocks of sheep scatter in its path.
The Presbyterian Church in Cootamundra had a very active Youth Fellowship Association to which I went with Bill Washbourne and other airmen. We were made most welcome and enjoyed many a happy time
On 16/9/42 we were officially attached to the newly formed No. 73 Reserve Squadron, but our routine on the station did not change.
On 11th October Des Webster and I were posted to No. 2 Initial Training School at Bradfield Park (Sydney) as our first step to Air Crew entry. There were also Air Crew Guards from other stations on the same posting, including Keith Mills, Noel Hooper and Eric Sutton who were at Maryborough with me. Since we enlisted our mustering was Aircrew V (Guard), with rank of AC11.
We were part of No. 33 Course at I.T.S. It was an intensive course of lectures on many subjects, but mainly on basic theories of flying, navigation, gunnery and bombing. Physical training played an important part and you were under constant observation for overall assessment as suitable for air crew and put through various tests to gauge reflexes and co-ordination before being interviewed by a selection panel to be mustered into a particular category.
A wide range of sports was available, including sailing, and evening leave passes were generous. Queenslanders who were issued with the tropical uniform were not allowed to wear it into the city (South of the Harbour Bridge), but that was not strictly policed. We would mostly go to the Anzac Club for a meal and then to a show. Then buy a packet of fruit, say 4 lbs (2 kilos) of Cherries for 2 shillings (20 cents) to eat on the train back to Lindfield and walk to the camp. If you fell asleep on the last train and got carried on to Gordon it was a long walk back to camp- had to hurry to make it by 2359 Hrs. Through the Anzac Club interstate and country servicemen could be introduced to residents in Sydney who were willing to extend home hospitality. I availed of this offer and came to meet Miss MacPherson, a retired Nursing Sister who had a unit on the slopes of the harbour at Neutral Bay. Mac’s place became a home away from home for a few young airmen. She was a dear soul and was like a second mother to a few of us. It was a great joy to visit, have a home cooked meal and occasionally sleepover on a Saturday night. She would make up a bed on the lounge and be amazed to find us sleeping on the floor in the morning. I kept up a regular correspondence with her while overseas, as did a few others, and 3 years later made a quick visit on my return in-transit back to Queensland after disembarking in Sydney.
While on the course a few of us including Keith Mills, Eric Sutton, Des Webster, Noel Hooper and myself were detailed to go to the University of N.S.W. where they were doing research into air sickness. We were good guinea pigs, as we were given vouchers for a meal of roast lamb and baked vegetables before the tests started. The tests involved being strapped into a stretcher and swung from ceiling to ceiling to see how long you lasted. I lost my meal after about 10 minutes as did most. As far as I can remember Noel Hooper was the only one who did not part with his meal.
The course finished on 1st January 1943 when we were assigned into various air crew categories for further flying training. The Selection panel tried to get me to accept a pilot’s course as my tests confirmed I was well suited to be a pilot. I pressed hard to be given a Navigator category as I was ‘interested in mathematics,’ and got my wish. Actually the main reason I applied for a ‘navigator’ was the good gen circulating at the time that those chosen for Navigator and Bomb Aimer courses would be going to Canada for flying training with the plan to go on to the U.K. to fly in Lancasters or Halifaxes. There was a proviso that you had to be 19 years of age by 10th January 1943, the date they would have to report back from pre-embarkation leave. (That was my 19th birthday and how I became to be the youngest of the draft). This was confirmed when we were given 10 days leave with instructions to report back at Bradfield Park No. 2 Embarkation Depot on 11th Jan 1943. As from 2nd Jan 1943 my mustering was Air Crew 11 (Navigator) and rank L.A.C. (Leading Aircraftman—not Lance Air Commodore).
It was not hard to take a weeks leave at home. It was a busy week visiting a few relations and then having to say farewells with many a prayer for a safe return from the war. I had made a good friend of the bank manager’s daughter, Jean Hall, and I had a feeling that many thought our friendship was more serious. I took Jean to a dance at the Harrisville School of Arts on the Friday night 8th Jan, but it was not like the old dances as it was overrun by RAAF and American airmen from Amberley which had now grown into a large air base servicing the Pacific war zone. Jean promised to write me while I was away and we did keep up a regular correspondence. A neighbour, Mrs Adams, gave me a poem with a sprig of white heather that I kept with me always. She had given the same to my father when he enlisted in WW1. My leave at home finished on my 19th birthday anniversary, Sunday 10th January 1943 as I left on the morning rail motor from Harrisville on my way back to Sydney, with a heap of goodies from home including a birthday cake.
At Home on Embarkation Leave with Mum, brother Alex and
sisters Margaret and Joyce – January 1943.
A Rookie Airman – No. 425992 ACII R.W. Smith
1942 – In Sydney
Embarkation Depot Sydney & To Canada
From embarkation leave at home I travelled on the “Kyogle’ line, 2nd division, from South Brisbane station arriving in Sydney and No. 2 Embarkation depot at Bradfield Park on Monday 11th January 1943. Leave was granted that night, so I went to visit Miss Mac with a piece of my birthday cake. The rest I shared with mates.
Leave arrangements while at Embarkation Depot were very generous. If no drafts for overseas postings had been issued and no particular duties allocated we were stood down after the mandatory morning parade until the next morning, or even over the week-end if it was on Friday morning’s parade.
The Waiting Period – Stand Downs, Outings and Farewells
There were a few of us who spent a lot of time together during this waiting period, mainly the youngest on the group to be sent overseas. Besides myself there was Keith Mills who had turned 19 only 8 days before me, Lou Brimblecombe whose 19th birthday was about 2 weeks previous to Keith’s, Eric Sutton who had his 19th birthday the previous August and Des Webster whose 19th birthday was in July. We all went on to train as Navigators and Keith, Eric and I became known as the 3 musketeers on the course in Canada. Des went on to train as a Wireless Operator. A few were over 30 years of age and we looked upon them as old fellows. Early in our stay Keith somehow met a girl whose father was a Fijian Envoy Representative in Sydney. Her name was Pat, and on the first Sunday there he asked me to join him and Pat and her friend Merle Green to spend the day at Cronulla and then go to Luna Park at night.
The next few days saw us assigned to some wharf duties at Waterloo and on Thursday 21st January we were detailed to the unloading of mustard gas bombs from an American liberty ship at Glebe Island. Keith Mills, Des Webster and I saw no future in this so we went A.W.L that night and stayed at the Allied Club in town. Stayed in town on Friday and went to the pictures at night with Pat and Merle. Took Merle home to Punchbowl and her parents insisted I stay the night with them. Went back to camp on Saturday morning to learn that we hadn’t been missed. As there was still nothing doing about overseas postings and leave had been granted over the week-end I went back into town, had tea and spent the night at Miss Mac’s. Went into town on Sunday morning to meet Keith, and we went with Pat and Merle for a train trip to Lawson in the Blue Mountains.
The next week saw the usual routine of parade, stand-downs, sports etc. On Friday we were placed on a draft with all leave cancelled and no telephone calls allowed. After lunch the unexpected announcement was made that leave was granted and extended to 1300 Hrs on Sunday 31st Jan. So I went out to Punchbowl to say my farewell to Merle and her family and thank them for their hospitality, and then on to see Miss Mac and the two girls who boarded with her. They insisted I stay for a home cooked dinner and stay overnight. Slept on the lounge room floor. Got back to camp at midday on Sunday to learn there was no further news on our embarkation and that leave had been extended to 0730 Hrs on Monday. As I had said my ‘Good-Byes’ I stayed in camp and wrote a few letters.
On Monday morning we were paraded and went on a long route march before breakfast and after lunch at 1300 Hrs given another stand-down. On Tuesday morning it was a swimming parade and early stand-down again. Wednesday morning was another swimming parade, a film on “Next-of Kin” after lunch and then stand-down until the next morning. Keith had got word out to Pat that we were still around, so we arranged to meet Pat and Merle in the evening and take them to the Prince Edward theatre to see “Reap the Wild Wind”. On Thursday morning we had another route march, pay parade (“The Eagle sh.. on each 2nd Thursday”) and stand-down at 1330 Hrs. It was the usual swimming parade on Friday morning, 5th Feb, and another stand-down after the 1330 Hrs parade until Monday morning. By this time we were beginning to wonder if were ever going to get on board a ship.
With a free week-end ahead I took the opportunity to contact Merle and meet her in town after work and go to the pictures and then see her home to Punchbowl. Again her parents insisted I stay over the week-end. On Saturday morning I went into town to buy a few magazines etc for the trip over to Canada and back to camp to change into tropical uniform of khaki shirt and shorts and back into town to spend the afternoon in the Botanical gardens and go with Merle to the pictures at night to the State Theatre to see “They all kissed the Bride”. Slept overnight at the Green’s and had a very quiet day on Sunday playing draughts and reading a very funny publication titled “One Big Laugh”. On the way back to camp that night the M.P’s boarded the train at Wynyard station and anyone wearing tropical uniform had to surrender their leave passes and were ordered to report to the guard house the next morning. Big trouble?? Wearing of shorts in uniform was not allowed south of the Harbour Bridge.
The Wait is Over
Monday 8th Feb 1943 dawned with guards on all gates at No. 2 Embarkation Depot, an early call to parade and orders given for clearances to be completed. All leave passes were cancelled, so no further use for the passes that were taken from us the previous night. This is it at last. After attending to clearances we were instructed to report back on parade with kit bags packed and ready to move on to buses at 1700 Hrs for transport to Woolloomooloo to embark at 1900 Hrs on the troopship “U.S.S. Hermitage”. It was a ship of 23000 tons which cruised at 18-20 knots. It was formerly the Italian cruise ship “Count Ciano” that travelled around the Mediterranean Sea as a floating casino on pleasure cruises. It had been captured by the American forces and had taken part in the landing of allied troops in North Africa and was on its way back to the west coast of America. We embarked as planned and had a good night’s sleep on board.
We were up at 0600 Hrs on Tuesday morning, detailed on to mess duties and instructed in ‘Abandon Ship’ drills while we lay at anchor in Neutral Bay to take on fuel after taking aboard fresh water, fruit and vegetables and other food supplies at Woolloomooloo. Spent the night at anchor in Neutral Bay and at 0830 Hrs on Wednesday 10th February it was ‘up-anchor’ and away, waving to the passengers on the ferries and sighting many hammer head sharks in the harbour. It was not long before we were out through ‘The Heads’ and setting course Nor-Nor-East into choppy seas with two Dutch Destroyers in escort. I started to feel a bit squeamy? But yes, managed to hold on to my breakfast. We are now under American terms for troops in transit—only two meals a day, but the canteen is open for an hour twice a day. As the Australian landscape slowly dipped from view everyone bravely sheltered their own feelings-generally a mixed feeling of adventure and uncertainty. Everyone realised and acknowledged that as we all went into flying training and operations over enemy territory not all would be returning to see their homeland again.
The destroyer escort left us at 0600 Hrs the next morning and we continued on a zig-zag course through choppy seas in light rain. I was detailed on to mess duties that afternoon and issued with Aussie Comfort Fund parcels. Soon settled into a routine. Those not on mess duties had to attend lectures-a good bit of armed forces psychology to keep the troops moulded into a unit with a common cause of complaint. A couple of albatrosses followed us for the first few days but they then peeled off formation on us. Sharks and flying fish were sighted and on Saturday a pod of whales was sighted on our port side. On Sunday morning we had church parade at 1000 Hrs and then ‘stand down’, but I was detailed on guard duties. Certain duties were allotted to the troops in transit such as mess duties/kitchen hand, deck patrol and shifts on the ack-ack gun at the stern. The ship’s officers were a bit concerned about the Aussies on the ack-ack gun as they were too keen to shoot at the ‘Met’ balloons that were released at regular intervals.
Monday 15th February, 1943, a memorable 2 days. We crossed the International Date line. So, we had Monday twice and the thought of only one day’s pay was given much discussion. Sufficient to record here that after our arrival in Canada due submission was made to RAAF Headquarters and suitable adjustment was made in our paybooks. A compensating adjustment was made on our return to Australia in October 1945. One of the Mondays was the end on my guard duty detail and the idea of lectures to fill in the day did not appeal, so I took a stroll around deck without my life jacket and was promptly apprehended and given 3 day’s kitchen duties, along with a couple of others who realised the opportunity to avoid lectures and enjoy more than two meals a day as we passed along the corridors with trays of hot food yelling “Hot Stuff” to warn others to be careful.
Pango, Pango
On Tuesday morning we sighted land ahead. American Samoa. Berthed in Pango Pango harbour in the late morning to take on fuel, fresh water and unload canned food for the American troops based there. Also embarked a contingent of American Marines. Those not on duties were allowed ashore for a couple of hours but had to remain in the vicinity of the wharf. As I was on kitchen duties I had to take on the scene from the deck, watching some of the fellows enticing the native girls in bright floral dresses to climb the coconut trees. Don’t think they were interested in the coconuts. Cameras were not allowed, under very strict orders, but some did manage to take a few snaps from the ship. We left Pango Pango at 0820 Hrs next day, Wed 17th Feb, and I finished my kitchen duties after midday. Had first good bath and change of clothes for a week, then strolled around the deck again minus life jacket and got another 3 days in the kitchen. Good Show!!
The next morning we sighted a cruiser and a passenger ship heading south-west, the opposite to our north easterly route. There was a rumoured submarine alert that night as the ship’s engines were stopped and we drifted for some few hours. Woke early on Friday morning to the sound of the ship’s fog-horns but there was nothing in sight. Crossed the equator that day with King Neptune coming aboard to put the rookies through the customary initiation ceremony. We all got a liberal coating of shaving cream. On Saturday morning I finished my kitchen duty ‘penalty’ and as the news on the bush radio was that we would be calling into Honolulu by Tuesday next, decided to stay away from penalty duties in case shore leave was granted. Lectures had been toned down a bit by now to make the days less boring. On Sunday, church parade was held at 1000 Hrs and then all were given stand down. So the “Bum Nut” club gathered around Russ Martin’s gramophone to hear Glenn Miller playing “In the Mood” for the umpteenth time, along with ‘Corn Silk’ and other hit tunes of the time. Just can’t remember how the group got the name “Bum Nuts”. Probably from Gum Nuts sitting on their bums on the deck listening to that one record and almost for sure would have been one of Russ Martin’s screwy ideas. Monday 22nd Feb saw the celebration of George Washington’s birthday with dinner of roast turkey, baked vegetables, salads and ice-cream. A welcome variation from the usual navy beans, saveloys and sauerkraut. A concert was held in the afternoon when we were presented with our ‘Crossing the Line’ certificates.
Honolulu
Sighted land early on Tuesday 23rd Feb and at 1000 Hrs berthed in Honolulu. Half of the RAAF contingent was granted shore leave that afternoon. I was in the other half who were given ‘liberty’ from 0830 hrs to 1200 Hrs the next morning.
So we were up early on Wednesday and down the gangplank at 0830 Hrs. I went with Keith Mills, Russ Martin and a few others primarily to buy new gramophone needles. On shore, the first thing we noticed was the number of shop assistants of Japanese descent and the heavily armed guards on all premises with a strong naval and military presence on the streets. We were wearing our tropical uniforms of khaki shirts and shorts and were taken as ‘boy scouts’ by many Americans, which did not go over too well. It was our first encounter with vehicles driven on the right hand side of the road and the ingrained habit of ‘look right’ before crossing soon had to be adjusted. I went very close to being hit by an army truck being driven by an Afro-American. It was a close shave, but fortunately my parents were not to receive that dreaded telegram.
Nowhere could we find gramophone needles-sewing needles, knitting needles. All sorts of needles, but no gramophone needles. Then it dawned on Russ Martin to give a play-acting role of a record spinning around on a turn table. And the shop assistant with a very serious expression said “You mean Phonograph needles”. Problem solved and mission completed. So the old record was going to cop a hiding for a few more days. There was other shopping to do, so we split up and went different ways. I stayed with Noel Hooper and we met an American Army Officer who took a real interest in us and invited us to have a look at the Pearl Harbour Naval Base. After going through a few check points, and might I add, given star treatment, we had to explain that we had to be back on board by 1200 Hrs and by then there was not enough time to go any further. We did get a view of the harbour and the devastation that had been caused and he agreed to take us back to the ship.
While we were ashore many seriously wounded and shell-shocked G.I’s from the Pacific Island battle zones were embarked for repatriation to their homeland. Many required full time medical attendants to apply necessary therapy to teach them to walk again and regain normal physical co-ordination. The ship was now crowded for the rest of the trip.
A band played on the wharf during the afternoon, and then it was ‘Aloha’ as we sailed away to strike rough seas and cold weather all Thursday and Friday, which kept us in our bunks and under blankets for most of the time. We were issued with sheep skin vests from the Australian Comforts Fund which were well received. The seas calmed down a bit by Saturday morning so I was able to enjoy breakfast of beans and an apple. Got some entertainment in the afternoon with the ack-ack guns firing at flak bursts. The Aussies also got some entertainment hearing the G.I’s calling their mates ‘cobras’ after hearing us call ours ‘cobbers’.
On Sunday 28th February, four days out of Honolulu, complaints were lodged about the breakfast because it was not hot. The weather was still cold and rainy. Church parade was held at 1000 Hrs. At 0100 Hrs we had advanced clocks by 30 minutes. In the afternoon I sewed some badges on Ben Smith’s overcoat and was rewarded with a sandwich-can only guess that he got it from the canteen. Clocks were advanced by 30 minutes at 0100 Hrs on Monday morning. We again woke to cold and cloudy weather but the sun managed to break through late in the morning. To keep us on our toes we were put through ‘Abandon Ship’ drill which didn’t go over too well with the American troops who embarked at Honolulu.
Up on deck after breakfast on Tuesday morning 2nd March to see a convoy ahead and a welcome to the sea gulls that had started to circle the ship as we moved towards land. Soon as it was a very spectacular view as we passed under the Golden Gate Bridge to enter San Francisco harbour and berth on the southern side opposite the famous Alcatraz prison island at 1600 Hrs when the tide was favourable. We were promptly disembarked, assembled on the wharf and marched to a ferry terminal to board the ferry across the harbour to Oakland where we were entrained and departed at 2000 Hrs for Vancouver.
We enjoy Our Trip to Vancouver Through to Edmonton
After a bit more than 3 weeks on the ship, it was luxury accommodation and service on the train, and I really enjoyed a good night’s sleep. It was breakfast in style on Wednesday morning as we sped through the foothills of the Cascade mountains, and we enjoyed the view of snow capped hills and frozen lakes for the first time. We descended on to the plains and farming communities of Oregon, fruit, chocolates, ice-cream papers and magazines (you name it) all available from the waiters on the train. We went through Roseburg, and on to Eugene, Albany, Salem (the Capital) and arrived in Portland just on dusk, with the snow capped Mt. Hood on the eastern horizon. The things we noted most during the day were the absence of fences between houses in the towns and cities, and the lack of paint on nearly all the wooden houses. Of course the Queenslanders could not help but notice the luxury of the train travel at speeds and stability that were unknown on the Queensland railways at that time. After such a full day of interest it was no trouble to settle back into the bunk for a good sleep as we travelled on overnight to Seattle and on to Vancouver.
Thursday 4th March was another memorable day. Woke at 0700 Hrs in Vancouver, had breakfast at the station then a pay parade to be issued with Canadian Dollars. Leave was granted from 1130 hrs until 1800 Hrs when we had to be back at the station. The Canadian hospitality came to the fore as we were approached by a Mr Keeler who introduced himself as a Rotarian (my first contact with Rotary) and offered a lift for a few of us into town to the tourist bureau and the YMCA where we enjoyed a meal for 5 cents. He arranged with us to call back at 1400 Hrs to pick us up and drive us around the sights of Vancouver and back to the station by 1800Hrs. There were three of us and as far as I can remember, although I am not sure, the other two may have been Ben Smith and Russ Martin. We were taken over the Lions Gate Bridge, through Stanley Park with its Indian Totem Poles and views of the snow capped Lions Head mountains as well as past the Houses of Parliament and through a few suburbs to be back at the station on time. After tea (what the Canadians called the evening meal) at the station we left by train at 2100 Hrs via the Canadian National Railways route through the Rockies to Edmonton.
We woke the next morning to be greeted by the most spectacular scenery as the long train snaked its way alongside frozen rivers and lakes and snow laden conifer tress in the foot hills, climbing all the time. All around were the majestic Rockies with not a tree on them but capped in snow. It was cold outside but we were in heated carriages with the same service that we enjoyed on the train from Oakland to Vancouver, but the waiters were Canadians. When we did stop at a station for the engine to take on water we could not resist the temptation to jump out and romp in the snow. Most were wearing their dungarees over the singlet and underpants, so it didn’t take long before the freezing temperatures scuttled them back to the warmth of the carriage. At our stop at Avola for 20 minutes it did not take long for a snow fight to develop and by some fluke or by accident a hard packed snowball hit the window of a carriage and broke it. (Jim Bateman it was). Anyway it made that carriage too cold for comfort so the occupants herded into adjoining carriages when we got under way again. Then we saw a bit of organization that you would not see on the Queensland Railways. As we pulled into Jasper the train stopped with the broken window right beside a ladder and a couple of tradesmen with the necessary tools and materials to repair the damage. In less than 20 minutes the new window was installed. We had now climbed to a good height and at Jasper there was a lot of sheet ice on the ground which caused us a few problems to stay on our feet. Three young boys gave us a bit of amusement as we threw our spare Aussie halfpennies along the ice and into snow drifts. After Jasper we crossed the Athabasca River and the highest point on the trip. From there it was downhill on to the prairies of Alberta. We had to stop for some unknown reason near Edson, before going on to Edmonton where we arrived early in the morning of Saturday 6th March 1943.
Avola – Where a carriage window was broken
Jasper – Where the window was fixed
During our 20 minute stop
We stayed on the train until 0600 Hrs and the arrival of a few canvas topped 3 ton trucks on to which we were loaded. The temperature was Minus 23. Fahrenheit and I soon realised that the best option was to be among the first to throw your kitbag in and jump in after it with others piling in after you to keep the cold at bay. We were taken immediately to No.3 Manning Depot (as the RCAF called it), given breakfast and allotted to barracks. We then had to assemble in the ‘Arena’ for a lecture on what to expect in our future movements and to remind us that in the RCAF the flag in front of HQ had to be saluted. This did not impress the Aussies. After that we were given leave until Monday morning. As a general rule most of the trainees under the Empire Training Scheme in Canada were given leave over the week-end. After a shave and a shower I teamed with an Ian Scott (RCAF) and went into town to the pictures and then to a dance at the Memorial Hall. It was very cold coming back to camp on the tram.
On Sunday morning we slept in until 1100 Hrs, then shaved, showered and had dinner before a few of us went into town to the YMCA which was well equipped with a ten-pin bowling alley, heated swimming pool, gymnasium, dance floor and dry canteen. Came back to camp reasonably early with Ben Smith and John Honeyman.
It was down to business on Monday morning as we were issued with flying suits and other gear needed. Photographs were taken for Identity Cards, Dental & Medical checks after dinner and then back into town with Bub Sargeant for a while before coming back to camp to write a few letters to home. On Tuesday morning we were paraded at 0900 Hrs and those mustered for training as Navigators were transported to Edmonton Airport where No.2 Air Observer School was situated, to be signed in, allotted to barracks and issued with text books and settled in after a quick trip into town to buy a few necessities. Three Australians-Jim Bateman, Bill Bowden and Geoff Cohen were assigned to Course No.71N1 along with a number of New Zealanders and Canadians. The remainder of the Australians, including myself, were assigned to Course No.71N2.
Navigators Course No. 71N2
No. 2 Air Observers School - EDMONTON, Alberta, CANADA
On Tuesday 9th March 1943, one month after embarking in Sydney, we started on the above course for training as Air Navigators. It was a rather quiet day, with the issue of text books and some navigation instruments. Even had time to write my first long letter home.
The following day however saw the start of what was to become a regular routine of breakfast, parade, lectures, dinner (at midday), more lectures, tea (evening) and study at night, interrupted on occasions with sport’s afternoons and later on with daylight and night flying. All interspersed with visits to the canteen where we soon learned to enjoy waffles with maple syrup, coke and ice-cream. On Friday at the end of the first week we experienced a very heavy snowfall, got issued with our navigation watches and had our first ‘Dry Swim’ as navigation exercises in the classroom are called. Leave was granted over most week-ends.
On Saturday morning we had another ‘dry swim’ to prepare us for our first flight and then it was stand-down until Monday morning. Church parades were always held on Sunday mornings. Went shopping on Saturday afternoon with Bub Sargent and to a show “Journey for Margaret”. Had a sleep-in on Sunday morning to 1100 Hrs, then shaved and showered and had a big dinner before settling down to write a few letters. Bub Sargent was doing the same and Keith Mills came by to try to get us to go out for tea.
On Monday 15th March we had the usual lecture periods, a pay parade at which the Red Cross managed to get a donation of $5- from us; study at night to keep up with the course. Between lectures the next day we were paraded for issue of battle dress, during which there was more snow fighting. For some reason Bub Sargent and I missed out on the issue that morning-they had probably run out of RAAF-Blue battle dresses in our size. Went to the pictures that night to see “In Which We Serve”. Bruce McGiffin came over from the Manning Depot while we were at lectures on Wednesday just to see how we were going. He was still awaiting a posting on to flying training. He was one of the “Bum Nut Club” on the troopship coming over. Got a letter from cousin Danny, in the Army in New Guinea, and answered it that day as well as writing home again. Lectures on Thursday included one on the camera which was very good. Made a visit to the barber before tea. On Friday we had more ‘dry swim’ exercises and at 1500 Hrs had a Wing’s parade for passing-out of earlier courses of Navigators and Bomb Aimers. Bub and I were issued with our battle dress, had a ‘signals’ lecture and I was put on my first duty on “Watch parade”. Cannot remember for sure now, just what that involved, but I think it meant you were not granted leave over the week-end. Had our usual lectures on Saturday morning, during which there was some excitement when a Boston crashed on the ‘drome. There was a false fire alarm in the barracks that night, probably something to do with Ben Smith smoking in bed. Was not feeling 100% and could feel the flu coming on. Still not feeling well of Sunday, just mooched around and went to bed early.
I Have a Spell in Hospital
On Monday 22nd March I was quite sick and stayed in bed, and was admitted to the Station Hospital with a severe attack of ‘flu. Bub Sargent and Ben Smith visited me after tea. The next day in hospital gave me something to write home about, particularly to Jean Hall who was a nurse in the Ipswich General Hospital. A nurse came and stripped me to the waist to wash me down, as she said, as far a possible. Then does likewise from the other end to wash me up as far as possible. Finally says “I now have to wash possible”. Slept most of Wednesday. Keith Mills and Ron Etherton dropped in with some mail that had arrived and on Thursday. Scotty Gall dropped in with some writing gear so that I could write a letter or two. Got discharged on Friday morning-missed the C.O’s parade. A couple of lectures in the afternoon and early to bed. Recuperated a bit on Saturday morning by sleeping in (no lectures) and then went into town after dinner with Bub Sargent. Met Ben Smith at the YMCA and went to a show at night. On Sunday morning did some study to catch up and after dinner went for a walk with Keith Mills and Ron Etherton, playing with some kids ice-skating in the frozen over gutters on the way.
Woke on Monday 29th March, (sister Margaret’s 18th birthday) to a great blanket of snow. 9 inches had fallen overnight, so the snow fights were alive again. This was when we experimented and discovered that an orange left on top of the ground froze solid in a very short time, but if buried in the snow took a long time to freeze We were due to have our ‘orientation’ flight the next day after muster and pay parade. The weather was dirty however, and this was scrubbed. Instead, we were given lectures on the layout of the Avro Anson, (the “Aggie”), and the 2nd navigator’s job of winding up the undercarriage after take-off, some 130 odd turns of the handle. For our training flights we were paired, the 1st Navigator did the log and plot charts and the 2nd Nav practiced map reading. I was paired with Scotty Gall, aged 30. After tea Keith Mills, Ron Etherton and I went to see “Random Harvest”.
Airborne at Last
Wednesday 31st March 1943 Whooppee!!! Airborne, Took off at 0907 Hrs in ‘Aggie’ No.6074 with bush pilot Mr Anderson on a flight plan: XD (Edmonton)-Wetaskiwin-Camrose-XD. Landed 1034 Hrs. What a familiarisation flight!!. Got a bit airsick and no wonder. The pilot thought the ‘Aggie’ was a fighter plane and shot up the school house at Looma where his girl friend was a teacher. Circled it a few times and could see through the windows as we flashed by.
Next day was April Fools Day but avoided being caught out as we had a packed day of more lectures. Then on Friday we had a few lectures and reported to the Records Office to have our fingerprints taken. Then in the afternoon we had our first photo flight taking hand held obliques. We were given a number of landmarks to photo and the pilot just went from one target to the next which was always in view because of the good visibility and the pilots local knowledge. No directions from the navigator were needed. In spite of the many banks & turns involved I did not get airsick, but others did suffer effects.
It was back in the air again on Saturday morning for another photo flight. This time it was taking vertical cross-country line overlaps from the school house at Namao to a bridge 2 miles S-W of there. Good fun-watch the drift. On these flights the duties of 1st and 2nd navigator were shared. Under strict instructions of course, not to let go of the camera when taking obliques out of the rear window. In the afternoon we relaxed—Ron Etherton, Keith Mills, Russ Martin, Lou Brimblecombe and I went into town, had two games of ten-pin bowling at the YMCA (Won the 2nd game), had tea at “Tony’s” and went to the pictures to see “One of Our Aircraft is Missing”. Back to barracks on the 2140 Hrs bus. As the weather conditions earlier in the week had set back the flying programme, some time was made up on Sunday. Church parade was held in the morning, and after dinner we were briefed for our first navigation exercise which was a flight of about 3 hours with 1st and 2nd Nav duties shared. Route was: XD–Fort Saskatchewan–Camrose-Lougheed-Mannville-Lake Yekau-XD. Took off at 1400 Hrs with Mr Ireland as pilot.
Training Continues
Included in lectures on Monday 5th April was a special talk from a Squadron Leader on the conditions prevailing in Britain. A signals lecture was held after tea, but I did not attend. On Tuesday morning, more lectures {classes on various subjects}, and after dinner we were transferred from “D” Barracks to a new barracks building across the road. Real ‘5 star’ accommodation, with central heating and bathroom/toilet facilities incorporated as well as the sleeping quarters. We still preferred to have some windows open and a bit of fresh air coming in, and Ben Smith still smoked in bed. It was quite a change, as before we had to run from the bath/toilet block back to your hut in temperatures that were unfit for brass monkeys. It was supposed to be a sports afternoon, but that had to be scrubbed.
On Wednesday morning we had another photo flight, this time with a female passenger, probably a friend of the pilot, Mr Lawrie. Then on Thursday we had a review and discussions on our first photo flight, as all the films had been developed and printed. This was followed by practice on the drift recorder. Leave was granted after dinner, from 1400 Hrs, but most of the class stayed in camp to catch up on studies and letter writing. After lectures etc on Friday I was rostered on Duty Watch parade, strolling around that night in rain & mud. More lectures on Saturday morning and more studies in the afternoon as we prepared for “Maps and Charts” exam. Duty Watch Parade before tea. Sunday was still wet and miserable and we studied most of the day, with Duty Watch Parades at 1000 Hrs and 1800 Hrs. A football appeared from somewhere, so a few fellows managed a game in the mud.
Got mail from home on Monday 12th April, with the photos that were taken when I was home on pre-embarkation leave. As the weather was still unsuitable for flying on Tuesday and Wednesday we were occupied with more studies and lectures as well as a game or two of football in the mud. I had to go over to the Manning Depot to have a photo taken and more fingerprinting. Got back in the air on Thursday for a photo exercise with the Ft. Saskatchewan bridge as our target. It was a very bumpy flight. On Friday it was back in the air again on Nav. Exercise No.2: XD- Bremner-Willow Creek-Beynon-Millet-Yekau Lake-XD. A very good trip. Got a telegram from home, and as it was the end of Duty Watch was granted 48 Hrs leave.
So on Saturday morning it was into town to do a bit of shopping, and while browsing through the book department of the Hudson Bay Company store I met a Mrs Gillespie who had some association with Australia, and she invited me out to tea that night, which I gratefully accepted. Went back to camp for dinner, and catch up on a bit of washing etc. Then went to Mrs Gillespie’s place, met her daughter Marsh who showed me over the nearby University after tea. Walked back to camp-about 6 miles. Caught up with studies on Sunday morning, and after dinner a few of us went on a long walk out past the riding ranch. It was about this time that John Stopp was posted from the course to another A.O.S. to complete his nav. course. (He went on to No.166 Squadron, and was shot down and killed on 13th June 1944 on a raid on Gelsenkirken-would have been very early in his tour)
On Monday 19th April we had our first exam in the morning on “Maps & Charts”. Got some mail, including Don Grant’s circular to the Bank staff in the services. Lectures that night on the stars-introduction to astro-navigation. More lectures on Tuesday morning and study in the afternoon to make up for the Easter Friday holiday at the end of the week. Collected my RCAF ID Card. Into the air again on Wednesday on Air Exercise No. 3 Took off at 0830 Hrs on route: XD-Bremner-Lloydminster-Marwayne-Bremner-XD. Almost went without my parachute harness, but it was a good trip. Went with Keith Mills to the pictures at night to see “Reunion in France”. Lectures all day on Thursday, and preparation for Air Exercise No. 4 which we were to fly next Sunday (Anzac Day). Stand-down on Good Friday so went out to tea with Mrs Gillespie & Marsh and met Lin Gilmore, a friend of Marsh’s and a brother of a Mrs Cairns who lived in Ipswich. Lectures again on Saturday morning and went into town shopping in the afternoon, met Lin and Marsh. Had tea with them and came back to camp to study. On Sunday (Anzac Day) we flew Exercise No.4 which was the first time we did an air-plot-previous flights were mainly map-reading. Route was: XD-Ft.Saskatchewan-Hughenden-Czar(Recce)-Wainwright-Ellerslie-XD. In the afternoon the Australians and New Zealanders held a remembrance service at the Cenotaph.
On Easter Monday, 26th April we had lectures in the morning and a photo flight in the afternoon. Then on Tuesday we had lectures all day. In the mail I got a letter from Don Grant with news about the bank employees who were in the services. On Wednesday we had an exam on “Magnets & Compasses” and flew Air Exercise No.5 in the afternoon. To Trochu & Torrington with a ‘recce’ of Three Hills. A very rough flight and most of us got air-sick. On Thursday we started studies on Astro Navigation and had a good lecture on Radio D/F Navigation which was very interesting. On Friday morning we had an exam on “Meteorology”, pay parade and an informative talk on the war in the Middle East. Late in the afternoon we took part in a Victory Loan parade through the streets of Edmonton with a pipe band leading the parade, and all the services involved.
Then on Saturday morning we flew Air Exercise No. 6 which was quite an experience. Mr Lightheart was the pilot and the route was: XD-Bremner-Scapa-Coronation-Bremner-XD. We climbed on track through cloud and heavy rain. Good experience in D.R.Navigation and instrument flying for the pilot. Most of the aircraft turned back but we soldiered on. At E.T.A Coronation came down through broken cloud and there under us was a small town and railway station that the pilot thought was Coronation, but he wanted to make sure and made a low level run past the station to see if we could read the station name. Too close the first time, so around again and stood off a bit further, when we were able to confirm that it was Coronation. So back into the cloud and D.R. Navigation back to Bremner and Base. I think at the end he may have homed in on a radio beam, but anyway I was pleased with the navigation exercise, and earned some brownie points for it.
The rain kept up in the afternoon so I went into town with Noel Hooper where we met Russ Martin and Bub Sargeant, and went to a dance with ‘Ivy” and a few of her friends that Russ and Bub had chatted up. On Sunday morning wrote letters home before dinner and in the afternoon went with Scotty Gall and Alex Taylor on a hike with the 20th Century Club. Here we met Alice Grosco, Mary, Isobel, Helen, Joe and a few others. Had a great time making a fire to toast marshmallows, and spin a few yarns about the ‘hoop ’snakes, and ‘wampoo’ pigeons in Australia. Alice became quite a good friend and kept up correspondence with me until I returned to Australia. On later hikes with Aussies on later courses she met Jim Cossart, who was on a Bomb Aimers Course, and was a friend of mine at Ipswich Grammar School in 1938-39. Jim lost his life on 14th March 1945 flying with 106 Sqdn on a rai to the oil plant at Luitzkendorf.
On Monday 3rd May it was lectures as usual and a crack at a D.R. Test in preparation for a mid-term exam on Friday. More lectures on Tuesday morning and two sports periods in the afternoon, when I would go out to the university track for athletics with a Canadian middle-distance runner, who was a good coach and gave me some good advice on the tactics of 440 and 880 Yard running. Brought my times in the 440 down to about 51 secs and the 880 to just on 2 mins. Called into town on the way back to camp and did some shopping. After tea did study on subject of ‘Photography’. Had our photography exam the next morning, it was an easy paper. In the afternoon we did another D.R. Test - ‘dry-swim’ for a bombing raid on Duisberg. Little did I realise then that I would bomb this target twice in one day seventeen months later. After that, prepared for a flight scheduled for the next morning. But the weather conditions worsened on Thursday and flying was scrubbed for the day.
In terms of arrangements made with Alice last week-end I phoned her (No.83882) to make a date for Saturday night. On Friday morning we had a C/O’s parade and our mid-term D.R. exam. Weather remained bad and flight scheduled for that night was scrubbed. Saturday morning was filled with lectures and after dinner it was flying again on Air Exercise No.6 that so many did not complete on the first attempt (to Scapa & Coronation). I had the job of 1st Nav. again, leaving Scotty to wind up the undercarriage and get a bit of map reading practice this time. It was a rough trip. Then, as arranged, I took Alice to a dance at the YMCA that night. Walked home in the rain.
A ‘phone call diversion during the week. Early in the week during a lecture the ‘phone rang and it turned out to be a girl wanting to speak Eric Sutton, or one of his pals. Somehow, I got the job, probably because I was nearest the phone and Eric saying that she would be referring to either Bob Smith or Keith Mills as he had mentioned those names to her when he met her last week-end. Three of us were regarded as the 3 musketeers, Keith & I were the two youngest on the course, and Eric was only a few months older. We had all enlisted on the same day as Aircrew Guards, been on separate postings for a few months, and then re-united at No. 2 Initial Training School at Bradfield Park to commence training as aircrew and mustered together to train as Navigators. To come on this course we were required to be age 19 by 10th January 1943, which was my nineteenth birthday, so I just made it as the baby of the course.
So to the phone I go - “All for one and one for all”. She explained that she had two very good friends and wanted to know if Eric and his two mates would like to join them one evening and go ‘shagging’. With a bit of quick thinking and with survival uppermost in mind I asked her to hang for a moment while I checked. It called for some reference to our Canadian Instructor which caused a bit of hilarity among the class and a few remarks about how you can be so lucky etc until he explained that in Canada the term meant ‘dancing’. With that bit of clarification and referral to Eric & Keith, I told her that we would be happy to meet them on Sunday afternoon. Had the usual church parade on Sunday morning and after dinner set off with Keith and Eric as leader to meet Mildred, Charlotte and Maureen. Spent some time with them at the YMCA and came back to camp in time for our first night flying exercise. It turned out the three girls became very good friends, I partnered Maureen O’Connor who was a primary school teacher. Took off at almost midnight on what was called exercise No. 21 for a 2 Hrs 45 mins flight, sharing 1st and 2nd Nav duties with Scotty Gall.
Monday 10th May saw us sleeping in until dinner time as we didn’t land from our night exercise the night before until after 0300 Hrs. Had lectures after dinner. Did very well with mail from home over the next two days. On Tuesday morning we flew exercise No.7, as 2nd Nav this time, and in the afternoon got the results of our mid-term D.R. exam. I got a mark of 87%, with which I was pleased. Had lectures all day Wednesday and a late night studying. On Thursday morning flew Exercise No. 8 “navigation by track error”, as 1st Nav. After dinner we were given leave. Went out with Maureen to the Capitol cinema and walked home with Keith who had taken Charlotte out, after we had seen the girls home. Made it a late night as it was an hour walk back to camp. Got more mail from home on Friday morning and had lectures all day. Detailed on Duty Watch Parade that night. Spent Saturday (15 May) in camp as I was on Duty Watch Parade, studied in the afternoon and prepared for night flying Exercise No.22. Took-off at 2305 Hrs, but had to return to Base with trouble in the starboard engine. Changed over to a ‘photo’ plane and took off again at 0045 Hrs (Sunday) for a 3 hours solo night flight. Didn’t get to bed until 0500 Hrs, but up again at 1030 Hrs to prepare for Air Exercise No.9, as 2nd Nav, that afternoon. Took of at 1335 Hrs, with Mr Barnard as pilot for a fight of 2 hrs 55 mins.
Had lectures all day on Monday 17th May and wrote 7 letters to friends at home to catch up on some of my mail. Also had to prepare for Air Exercise No.10 scheduled for the next day. It was lectures in the morning on Tuesday, and Air Exercise No.10 in the afternoon. Took off at 1355 Hrs with Mr Luyckfassel as pilot for a flight of 3hrs 15 mins as 1st Nav. It was a bumpy trip but a good navigation exercise as the pilot flew the courses given and didn’t tend to track crawl.
Wrote more letters and cards that night. Had lectures all day on Wednesday, and after tea prepared for Night Flying Exercise No.23. Took off at 2300 Hrs with Mr Rathbone as pilot on a trip that took 3Hrs 15 mins down to Little Fish Lake. It was time off in the morning so we slept in. Had 2 lectures after dinner and went swimming at West End before tea. It was then more evening lectures and preparation for Air Exercise No. 11 the next morning. This consisted mainly of preliminary work on the flight plan. On Friday morning took off at 0855 Hrs for a 3 Hrs trip as 2nd Nav, enjoying the scenery and pretending to be map reading with the pilot Mr Neale keeping an eye on your performance, as the pilots had to file a report after each flight. Had two lectures after dinner, and as it was the end of my stint on ‘Duty Watch’ I went out with Maureen to the Capitol cinema and saw “Hitler’s Children”.
On Saturday and Sunday had 48 Hrs leave pass after duty watch. Went into town and banked $40 in to an account I had established with the Royal Bank, to bring my balance up to $80-. It was Red Cross day in town so I bought a fountain pen, then called on Maureen to say I could not go out with her that night as I had accepted an invitation out to tea with Mrs Gillespie. After tea went for a walk with Marsh while Mrs Gillespie went to the pictures with a friend. Slept in as usual on Sunday morning and did some preparatory flight plan work for a flight scheduled the next day. In the afternoon went hiking with the 20th Century Club and we were joined by several Aussie Sergeants from RAAF No.30 course who had their wings and were in transit through Edmonton.
On Monday morning 24th May 1943 we took off at 0830 Hrs On Air Exercise No.12 with Mr O’Hanlon as pilot. I was 1st Nav and was satisfied with good results. It was a 4 hour flight and we had to plot a square search and leading line search patterns. Study after dinner, and then after tea I did my laundry that had been soaking for a few days and wrote a few letters home. Lectures on Tuesday morning and sports in the afternoon when we played softball and got beaten by one run. After tea we were up till late doing Aircraft Recognition. Had lectures all day Wednesday and prepared for flight that night. Took off at 2355 Hrs with Mr Craig as pilot on a 3 Hr 15 min flight navigating by D/F. Not a very satisfactory result as the pilot was obviously track crawling. After the night flight slept in until dinner time and then had a couple of lectures in the afternoon. Before tea went round to the University for athletics training (running & high jump). Got a telegram from home and at night it was practice with the sextant shooting a few stars. Called on to C/O’s parade on Friday morning and a passing out parade for Bomb Aimers. Sent a telegram home in the afternoon and as I was feeling a few sore muscles after yesterday’s athletic training I had a rub down and went to bed early. Had lectures on Saturday morning and moved to new classroom in new G.I.S. Buildings. Attended a Highlands Games in the afternoon where I represented the station in both High and Long Jumping. With not much success, but our team managed to come second overall. Met Marsh Gillespie at the games, who was there with two friends Pat and Betty. Flying was scheduled for that night, but had to be scrubbed owing to bad weather. Usual sleep-in on Sunday morning, and after dinner Keith Mills & I went out to Maureen’s home. Walked home in the rain.
On Monday 31st May it rained all day, but did not interfere with a full programme of lectures, but did cause night flying to be scrubbed again. Wrote home, and at night went out with Keith and Charlotte; Maureen was unable to come. The girls were going to Vancouver the next day. Bad weather continued all day Tuesday, so it was lectures all day and study at night. Got a card from Maureen on Wednesday to say the girls had arrived in Vancouver, and also got a letter from my old boss, Mr Lindsay Hall. We were supposed to have an Army Co-op exercise but that was washed out. Aldis Lamp tests in the afternoon and study at night. Put my forage cap in for dry cleaning. On Thursday (3rd June) had P.T. first thing in the morning and the “Synthetics on Astrograph”. Cannot remember what that entailed, probably an astro navigation dry swim. A morse test in the afternoon and two letters from home, one form Jean Hall and the Bank’s ‘Nautilus’ magazine. Answered Jean’s letter and also wrote one to Merle Green. It was usual C/O’s parade on Friday morning and our 13th week Navigation Test in the afternoon. Got a letter from Maureen, and after tea went in to town, went to a show, came back to camp and wrote a few letters. On Saturday morning we had more lectures, and after dinner wrote a couple of letters and did my washing. Went out to tea at Mrs Gillespie and went in to town with Marsh, bought progress numbers of Journal and Bulletin to send home. Usual sleep-in on Sunday and wrote more letters in the afternoon. Study after tea and preparation for a flight schedule for tommorrow.
On Monday 7th June we had lectures in the morning and flew Exercise No. 13 in the afternoon, as a 2nd Nav. Took off at 1425 Hrs and were airborne for 3Hrs 15 mins. More study after tea. Lectures most of the day on Tuesday with sports in the latter half of the afternoon. After tea went for athletics training at the university and came back to camp to prepare for tomorrow’s scheduled flight. Took off at 0855 Hrs on Wednesday on Air Exercise No.19 with Mr Williams as pilot on a low flying exercise of 3 Hrs 20 mins. It was great-best trip yet. After dinner got a letter from Maureen which I answered and also wrote some letters home. Had lectures all day Thursday as it rained all day. More running around in the mud, and athletics training at the university was cancelled. Friday saw lectures again all day, and start of another duty watch which I hoped would be my last time. The weather cleared up in the late afternoon and we were able to fly night exercise that night. Took off at 25 mins after midnight (Sat morn) with Mr Real as pilot. Usual 3 Hr trip as 1st Nav, being a night exercise. It was an interesting one on which a few got lost. Didn’t get into bed until 0430 Hrs so slept in until dinner time. Studied all afternoon as the study load was getting heavier, and it was early to bed as we had a flight scheduled for Sunday morning. Took off at 0855 Hrs with Mr Real as pilot, as 1st Nav on a flight of 2 Hrs 50 mins. Had dinner when we landed and slept all afternoon. Wrote a long letter home after tea.
For the week starting Monday 14th June we had a heavy programme of lectures and study as the weather continued to be poor, scrubbing all flying. I was on Duty Watch until Friday. It was still drizzling rain at the end of the week and on Saturday morning we had more lectures. After dinner Keith Mills and I went to a show, and then after tea we went to another show with Charlotte and Maureen, who were now back from Vancouver. Walked home from Charlotte’s home through large pools of water and mud. Was able to tell Maureen that I had received her card that morning that she had posted the day before in Calgary on the way home. Usual sleep-in on Sunday morning and study in the afternoon. Went to tea at Mrs Gillespie’s with Ian Pender and Don Plumb. Ian was on another course, and I cannot remember how Don came to be invited. A night flying exercise was scheduled, but had to be scrubbed.
On Monday 21st June it was still raining, so we had another full day of lectures and study. Got 2 letters from home. After tea managed to go to the university track for athletics training as the weather cleared during the afternoon. This enabled us to get airborne on Tuesday morning on Air Exercise No.15. Took off at 0855 Hrs, as 2nd Nav, with Mr Stewart as pilot on a flight of 3 Hrs 05 mins and managed to get some practice with the bubble sextant by taking a few shots on the sun. Rain came on again in the afternoon, so went to a film on the station “Road to Tokio”. It was still raining lightly on Wednesday, so it was lectures and study during the day, and after tea met Maureen in town and went to see “China”. Lectures all day on Thursday and training at the university track after tea. Saw Maureen and Charlotte on the way home. Weather cleared on Friday and was good enough to fly, so at 1435 Hrs took off with Mr Rungel as pilot on Air Exercise No.16 which was for only 2 hours.
On Saturday we got called for 2 lectures in the afternoon. Got letters from both of my sisters. Just after tea Maureen and Charlotte came riding bikes past the barracks so we had a bit of a yarn with them, but could not go out with them that evening as we had a flight scheduled for early the next morning. Immediately after breakfast on Sunday morning took off at 0910 Hrs with Mr Tibbets as pilot on Air Exercise No.17 as 1st Nav on a trip of 3 Hrs 25 mins to Cremona and a look at the Rockies. A very good flight. More athletics training at the university in the afternoon and then over to a sports ground where Keith Mills and Eric Sutton were playing cricket. Maureen, Charlotte and Mildred were there watching them. Took photos.
On Monday morning 28th June, we had ‘magnetism & compass’ exam and after dinner two periods of instruction/educational films. Two letters from Aussie in the mail. More training at the university after tea. On Tuesday morning another exam on Instruments and D/F. Went to the pictures after tea with Maureen, Keith and Charlotte to see “Happy go Lucky”. Was supposed to do Aircraft Recognition that night but missed it. Lectures all day on Wednesday and at 2355 Hrs took off on Air Exercise No.26. This exercise had been scrubbed about 6 times owing to bad weather. It was a 3 hour flight, which meant we didn’t get to bed until about 0400 Hrs on Thursday morning. So it was a sleep-in until 1045 Hrs.
Thursday 1st July was “Dominion Day” After dinner went to a sports meeting conducted by the Southside Business Ass’n, at the Southside Sports grounds which had a straight 220 yard track and a lap of about 880 yards. Ran in the 440 yards race and won it, for which I received the grand sum of $80-00. Soon after competed in the high jump, but could only manage 4th, which paid nothing. This was my first experience of a professional sports meeting that also included cycling. Athletes were not permitted to wear ‘spikes’. The dirty tricks played by the cyclists in team events really opened my eyes. Maureen and Keith and Charlotte came to the event and we celebrated afterwards by going out to tea at the Royal George on my winnings. At the meet 3 parachute jumpers put on a very interesting display.
Friday saw us with lectures all day and flying Air Exercise No.27 at night. Took off at 2355 Hrs with Mr Lannon as pilot on a good flight of 3 Hrs 20 mins. At this time of the year in Edmonton it is nearly midnight before it gets dark, so night flying is fairly restricted. Usual sleep-in on Saturday morning after night flying. Saturday afternoon and Sunday saw the usual week-end chores, study and letter writing.
Monday 5th July saw the start of 2 weeks of intensive lectures, study, flying and exams to complete our course on time. In peace time the course would take over 12 months but in the urgency of the war situation had to be concentrated and focus on the essentials. Flew Air Exercise No.18 that morning. Took off at 0900 Hrs with Mr Real as pilot on a trip of 3 hours. Then on Tuesday afternoon we flew Air Exercise No.20. This was blindfold exercise that took us all over the map for almost 3 ½ hours. We took off at 0900 Hrs with Mr Filby as pilot. Air Exercise designated No.19 must have been cancelled. Bad weather prevented any flying from Wednesday to Friday. Got a long letter from my brother Alex on Wednesday and then one from Miss McPherson in Sydney on Saturday. Lectures all day on Saturday and study at night before flying Air Exercise No.28 which was a night navigation on the same course of daylight exercise No.10. Took off at 2300 Hrs with Mr Barnard as pilot. Flew through storms and cloud out to Frog Lake. Slept in on Sunday morning-you were excused from Church Parade if you were flying the night before. After dinner studied meteorology for an hour or so and then went to watch Keith and Eric playing cricket and then we all met Maureen, Charlotte and Mildred at the corner of 109th and Jasper later in the afternoon.
On Monday 12th July we had our final D.R. (Navigation) test. Wrote home and did preparation for more flying tomorrow. A large bag of mail from Australia came in but I did not score a thing. Maureen phoned just after tea. On Tuesday(13th July) took off at 0835 Hrs with Mr Luyckfassel as pilot on Air Exercise No.21, which was a special, incorporating evasive action, designed to prepare us for active service conditions. More lectures in the afternoon and studied meteorology at night. Supposed to fly on Wednesday morning, but this was scrubbed-raining again. So we had our final meteorology exam. The rain kept up through Thursday and Friday so time was passed with sessions of lectures and study more lectures on Saturday morning, usual laundry chores and letter writing after dinner and as the weather had cleared prepared for flying that night after tea. This was night flight over the route of Exercise No.9 that we had flown in daylight two months ago. Took off at 2355 Hrs with Mr Kellough as pilot and as 2nd Nav. I had to practice astro shots with the bubble sextant. That meant a sleep-in on Sunday morning and as we had some catch-up to do in order to finish the course on time another night flight was scheduled that evening. Took off at 2325 Hrs with Mr McCall as pilot on the route of Exercise No.11 that had previously been flown in daytime.
It was the usual sleep-in after night flying on Monday morning 19th July. In the afternoon and on Tuesday & Wednesday we had a few final written tests. On Wednesday night our final night flying test was scheduled. Took off at 2300 Hrs with Mr Cusater as pilot on the route of Exercise No.12 flown in daytime. This flight of 3 Hrs 05 mins was the final air exercise on which we were assessed. On Thursday 22nd July after dinner we were advised that all had passed the course, and got instructions to attend to clearances for medical and dental and to hand in any equipment that had been issued to us. ‘Wings’ passing out parade would be held on Friday 23rd July 1943.
On Thursday night Keith, Eric and I took the girls out to The Barn and then went walked them home. We invited them to the ‘Wings’ parade, but they could not attend. Friday was a big day with the presentation of our ‘wings’ and the sewing of Sergeant’s stripes on our sleeves. At the pay parade after ‘wings’ presentation I was given a slip of paper with the instructions “Here is your Commission, it is now up to you to arrange for the issue of Officer’s Uniforms etc”. Also commissioned off course were Ivan Biddle and “Inky’ Keena who were posted to other Air Observer Schools as instructors, Ken Todd, Ted Hall, John Honeyman, Noel Hooper and Les Sabine. Ben Smith was on line-ball about passing and had to go to a review committee as at this stage he had admitted he had put his age back to enlist, and he was in fact aged 35 Yrs-not 30 years according to the records. Ben did eventually go on the fly in Bomber Command and lost his life on night of 24/25 Dec. 1944 on a raid on Cologne with 166 Squadron.
With kit bags packed and left at ‘despatch’ as instructed, I went to Maureen’s for tea. Her father drove me to the station where we left Edmonton by Canadian National Railway at 2130 Hrs for Toronto.
Reflections on leaving Edmonton
Thoughts that would be shared by all now on their way to the European Theatre of WW11.
All shared a sense of satisfaction and relief that we had earned our ‘wings’ as Air Navigators after a very intensive course of 4 ½ months that involved a total of 75 Hrs 55 mins of daylight flying and 34 Hrs 45 mins of night flying for the average member, and instruction and exams in 12 subjects such as Navigation, Maps & Charts, Magnetism & Compasses, Instruments, D.F/Wireless Telegraphy, Meteorology, Aerial Photography, Signals, Reconnaissance, Armament and Aircraft Recognition. In all I managed an overall pass of 82.4%. A few found the going hard towards the end of the course, as it was not easy and acknowledged the support, encouragement and assistance given by the chief instructor F/O. Brown (RCAF). He did encourage a few to hang in and was rewarded with their dedication and success. All realised though that there was still a long way to go with further training after our arrival in the UK before we were fully trained to assume the roll of a navigator in a crew on Bomber Command.
The main memories most of shared:-
• The extreme cold and snow covered prairies when we first
started flying, which made it difficult to judge height from
the air.
• The mud and slush when the snow did melt, and the river
thawed, and the great swarms of mosquitoes-large scotch
greys.
• The fields turning to green when wheat was planted and to
yellow as the dandelions came into bloom.
• The brown bears coming in close to town in search of food in
the late winter and playing with their cubs who often got a
disciplinary clout.
• Gophers popping in and out of their holes in the field beside
our barracks.
• Young children ice skating on the frozen gutters in the streets’
• Our own first try at ice skating on a frozen flooded tennis
court and being conned into playing ice hockey, which was
good because it gave you a hockey stick for support.
• The pain that a few suffered from frost bitten ears- in spite of
warnings.
• The Indian quarters that we passed through when walking to
town.
• The hospitality of the people.
• On a few reported occasions being mistaken for “Austrians’.
• The beauty of snow laden trees early in the morning.
• For Queenslanders—the 4 distinct seasons.
• Saluting the flag in front of HQ. The furore caused when an
item of female underwear was hoisted thereon one night and
the Aussies had no objection to saluting that particular
standard.
• The skill of the ‘Bush Pilots’ They were all civilians who had
good permanent work because of the Empire Training Scheme, but they were very competent at their job. True Canadian Geese-born to flying.
• Waffles and Maple Syrup and Coke and Ice Cream in the
Station canteen.
• Strictly taboo. But some made it** Flying under the high level
bridge.
• The sports facilities at the YMCA.
• Ben Smith’s accidents from smoking in bed.
Personally, there was the joy of wonderful friends made. The gang of the 20th Century Club and at the YMCA where I met Alice Grosco who kept up correspondence with me for two years after the war, until I told her I was going back to Scotland to marry Alma. Alice did have a special reason to keep in touch, as from a later Bomb Aimer course she met Jimmy Cossart on one of the Club’s regular hikes. He came from Boonah and was a boarder with me at Ipswich Grammar School 1938-39 and she was quite surprised when Jim told her he knew me. Later I was to meet Jim at the Boomerang Club in London on a few occasions until in the last months of the war he lost his life in a raid over Germany.
Perhaps the most cherished memory was the wonderful friendship that Keith and Eric and I enjoyed with Charlotte, Mildred and Maureen. They really treated us more like brothers and I would say did not put any pressure on us for a lasting relationship. We were welcomed into their homes. They truly were three girls who enjoyed the simple pleasures, and were good companions to each other. What you saw was what they were.
As we left Edmonton we were all aware that we were now on the way to the big adventure with its inevitable risks. Also we would soon be split up to go various ways. In fact when we got to Embarkation Depot at Halifax, after leave, a few of us would move into the Officers Mess, whilst the rest would be in the Sergeant’s Mess. But for the period of leave, and until we got to Halifax, those who were commissioned would continue with Sergeant’s stripes on our uniforms and stay as a group. Most important in our minds was to enjoy leave as we journeyed to Halifax across Canada with a break to visit New York. We had completed a course of flying training, all with over a 100Hrs up, and without an accident and with no loss of life.
These Were Fellow Course Participants
Following is a summary of the participants on the course and a brief detail of the operational experience of most, with pertinent information on those who lost their lives in training and on operations over Europe as well as those who were shot down and were taken Prisoner of War, or, in one case evaded capture.
After the war I kept in regular touch with Keith Mills, and since the late 1980’s with Lou Brimblecombe. We were the three youngest on the course. Eric Sutton did his tour with 622 Sqdn which was also based at Mildenhall where I served in XV/15 Squadron. And I did not get in contact with him again until December 2002, when he was traced living in Victoria. Roy Olsen moved to Tasmania after he retired as a school teacher and we had contact each Christmas. Noel Hooper, who came from the Nambour district died a few years after the war. Scotty Gall returned to work with the Bank of NSW and on retirement moved to Cooroy in Queensland, where I resumed contact in the early 1990’s. After his wife died he sold his property and moved to a retirement village in Brisbane, where he also died in 1999/2000. In one of those co-incidences in life, Scotty (or Vernon as he was known to his family) turned out to a brother of a friend we have known in the church at Alexandra Headland for many years.
It is interesting to note the service history of the ‘Todd’ Brothers, Ernie and Ken. They were both schoolteachers from the Newcastle area (both born in Canada). They enlisted together and went through initial training and operational training together and served on the same squadron flying in Wellingtons out of Foggia in Italy. They returned to their pre-service vocation. Ken, who was shot down and taken POW, died is 1986 at the age of 71 and Ernie died in 2002 at the age of 89.
Don Plumb “Bluey” did a tour in Halifaxes and died of acute leukaemia about 1987.
Course No.71N2-EATS-at No2. A.O.S EDMONTON, Canada. All members of RAAF
Duration 10/3/1943 to 23/7/1943,
Instructors:- F/O.W.H.Brown & P/O. Pogue ??? (both R.C.A.F)
NAME Number Birth Enlisted Discharged D.O.Death Posting on Rank Awards SeeNotes
Discharge ***
BIDDLE Ivan R. 424905 13/10/1913 09/10/1942 09/10/1945 8 O.T.U F/Lt Instructor in Canada
Goulburn Sydney
BRIMBLECOMBE C.L. 425592 23/12/1923 25/04/1942 07/12/1945 9 A.H.U F/O (218/514 Sqdn)
(Louis) Brisbane Brisbane
ETHERTON Ronald H. 423088 02/11/1921 20/06/1942 13/08/1944 76 Sqdn F/Sgt ***No.1
Sydney Sydney
GALL V. Scott 424915 08/08/1912 09/10/1942 16/04/1946 1315 Flight F/O (467Sqdn)
Mosman NSW Sydney
HALL Ernest T 406976 17/02/1914 26/05/1941 25/02/1946 9 A.H.U F/Lt Instructor in Canada
Perth Perth
HONEYMAN John 429498 23/05/1923 08/10/1942 15/02/1946 1656 C.U F/Lt D.F.C.
Deepwater Brisbane
HOOPER R. Noel 425851 16/12/1923 21/05/1942 21/08/1945 1 P.H.U F/Lt *** No.2
Nambour Brisbane
KEENA Ilford N. 424870 12/10/1912 09/08/1942 22/06/1945 9 A.O.S F/O Instructor in Canada
Ballengarra Sydney
LEWIS John H. 423142 27/01/1923 20/06/1942 08/11/1943 3 A.F.U. Sgt. ***No.3
Broken Hill Sydney
MARTIN H. Russell 418289 28/12/1922 15/05/1942 13/12/1945 21 O.T.U F/O D.F.C
Melbourne Melbourne
MILLS Keith C. 425954 02/01/1924 21/05/1942 27/10/1945 78 Sqdn W/O ***No.4
Mackay Brisbane P.O.W
MURTHA Harold H. 429473 30/05/1922 08/10/1942 05/09/1945 12 O.T.U F/O (463 Sqdn)
Brisbane Brisbane
OLSEN Roy P. 429479 10/07/1920 08/10/1942 15/11/1945 640 Sqdn W/O ***No.5
Bundaberg Brisbane
PALFERY Noel J. 424920 16/05/1914 09/10/1942 18/07/1945 467 Sqdn F/O (467 Sqdn)
Brisbane Sydney
PLUM Donald A. 424934 17/12/1919 09/10/1942 17/12/1945 96 Sqdn F/O (466/462 Sqdns)
Inverell Sydney
NAME Number Birth Enlisted Discharged D.O.Death Posting on Rank Awards SeeNotes
Discharge ***
SABINE C.W. Leslie 426165 08/12/1917 23/05/1942 01/07/1946 466 Sqdn F/Lt. D.F.C.
Brisbane Brisbane
SARGENT Allan J. 410098 19/10/1918 08/11/1941 22/01/1946 1 M.R.U W/O ***No.6
(Bulb) Williamstown Melbourne 44 Sqdn-P.O.W.
SMITH Benjaminn H. 424891 24/03/1914 09/10/1942 24/12/1944 166 Sqdn F/Sgt ***No.7
Merriwether Sydney
SMITH Ian H. 423913 20/10/1922 18/07/1942 18/06/1944 115 Sqdn F/Sgt ***No.8
Katoomba Sydney
SMITH Robert W. 425992 10/01/1924 21/05/1942 12/12/1945 32 Base F/Lt (XV/15 Sqdn)
Brisbane Brisbane No.3 Group RAF Bomber Command
SUTTON Eric C. 425910 04/081923 21/05/1942 17/09/1945 84 O.T.U F/O (622 Sqdn)
Gympie Brisbane
TAYLOR Alexander 424804 04/08/1920 09/10/1942 02/01/9/1946 R.A.F. F/O
Arncliffe Sydney Dumbeswell
TODD Ernest 424942 30/12/1913 09/101942 10/08/1945 3 A.O.S F/O (142 Sqdn)
Canada Sydney Italy
TODD W. Kenneth 424878 16/07/1915 09/10/1942 06/12/1945 142 Sqdn F/Lt ***No.9
Canada Sydney
General Comments
All participants in the above course were members of the RAAF, and many were recruited under the “Air Crew Guard” category in May 1942. They left Australia (Sydney) on the USS “Hermitage”, departing on Wednesday 10th February 1943, arriving via Pago Pago and Hololulu at San Francisco on Tuesday 2nd March 1943, where they disembarked and then entrained at Oakland to go by rail, via Vancouver, to Edmonton in Canada where they disembarked on Saturday morning 6th March 1943 when the temperature was reading –23 (Fahrenheit).
Course No.71N2 started on 10th March at No.2 A.O.S at the Edmonton airfield with Avro Anson aircraft flown by civilian “Bush” Pilots. Passing out parade and presentation of wings with promotion to Sergeant was held on Friday 23rd July. Eight members were commissioned off course to rank of Pilot Officer. No casualties were recorded on training.
All but 3 were posted to “Y” (Embarkation) Depot in Halifax Nova Scotia (spending some time on leave in Montreal & New York on the way) where they embarked on the R.M.S “Queen Mary” on Friday 28th August 1943 and sailed to the Clyde in Scotland where they disembarked at Gourock on Tuesday 31st August 1943 and entrained for overnight travel to the RAAF’s No.11 Personnel Despatch and Reception Depot at Brighton. From here most were posted to various advanced training units to be incorporated into a crew and fly in Lancasters & Halifaxes of Bomber Command.
Postings as listed in the above schedule are the postings as recorded at the time the airman was recalled to No.11 P.D.R.C at Brighton for repatriationto Australia, or upon date of death, or at time of loss on operation and taken POW. Sqdn reference under notes is one they did tour with (where known).
Course 71N2- Details of Casualties, either loss of life or shot down and taken P.O.W, or Evaded Capture
No.1. Ronald Henry ETHERTON No.76 Squadron. In Halifax 111 LL578 MP-H Bar on night of 12/13 August 1944 took off from Holme-on-
Spalding At 2129 Hrs to bomb the Opel Motor factory at Russelsheim. Crashed 2Km N.E. of Hamm (Germany)
and all crew were killed. They rest in France in the Choloy War Cemetery, which suggests their graves were
investigated by an American Unit. Of the 297 aircraft (191 Lancasters, 96 Halifaxes 7 10 Mosquitoes) that took part
in the raid 7 Halifax & 13 Lancasters were lost. 6.7% of the force. Local reports stated the factory was only slightly
damaged.
No.2. Rupert Noel HOOPER No.463 Squadron. In Lancaster 111 LM597 JO-W on night of 24/25 June 1944 took off from Waddington at 2229
Hrs on their first ‘op’ to bomb flying bomb base at Prouville. Crew, with exception of the F/Eng, were all
RAAF; believed shot down by night fighter. B/A, W/O/P and both gunners were captured and taken POW
Pilot, F/Eng & Nav (Noel) evaded capture Pilot W/Cdr D.R.Donaldson RAAF was among the most senior officers
to evade capture in 1944.
.No.3 John Hedgley LEWIS The Course’s first casualty, in training, on 8th November 1943 at No.3 Advanced Flying Unit, Halfpenny Green.
Buried in Chester (Blacon) Cemetery, Cheshire, England. Section A Grave No154
.
No.4 Keith Cyril MILLS POW. No.78 Squadron. In Halifax 111 MZ692 EY-P on night of 22/23 June 1944 took off from Breighton at 2230 Hrs to
bomb railway yards at Laon. First operation for most of the crew. Shot down by enemy fire and baled out. 5 were
taken POW and 2 evaded capture. All the crew, with exception of the F/Eng, were RAAF. Keith was arrested in
France and taken into custody by the Gestapo, being held with other members of his crew for about 3 months in
Buchenwald Concentration Camp until ‘rescued’ by the Luftwaffe and transferred to Stalag Luft L3 Sagan and
Balaria. POW No.8018. 4 Halifaxes were lost on this Laon raid.
No.5 Roy Peter OLSEN POW. No.640 Sqdn. In Halifax 111 LK865 C8-Q on night of 27/28th May 1944 took off from Leconfield at 2356 Hrs to
bomb Military Camp at Bourg-Leopold. Shot down by night fighter and crashed 0228 hrs near Antwerp. Pilot,
F/Eng & M/U/G were killed. Roy was taken POW and held in L7 Stalag Luft, Bankau-Kruelberg. POW No.95.
No.6 Allan Joseph SARGENT POW. No44 Sqdn. In Lancaster 1 LL938 KM-S on night of 21/22nd June 1944 took off from Dunholme Lodge at 2325
Hrs to bomb synthetis oil plant at Wesseling. Shot down by night fighter Pilot, B/A, W/O/P and R/G were killed
and are buried in Nederweert War Cemetery. Bub was taken POW and held in L7 Stalag Luft, Bankau-Kreulberg.
POW No.236. Of the 133 Lancasters & 6 Mosquitoes that took part on this raid, 37 Lancasters were lost—27.8%
of the force. 10/10 cloud was encountered and planned 5 Group’s Low-Level marking of the target was not
possible so H2S was used with only moderate success. 44, 49 & 619 Sqns lost 6 aircraft each. This was the last
occasion on which Bomber Command would suffer such a severe loss in operations to the Ruhr.
It is believed that above crew was the only Bomber Command crew lost in the war that comprised airmen from the 3 Commonwealth & Dominion air forces, plus a USAAF representative.
No.7 Benjamin Hartley SMITH No.166 Sqdn. In Lancaster 1 NG297 AS-K2 on night of 24/25 December 1944 (Christmas Eve) took off from
Kirmington at 1515 Hrs to bomb railway communications at KOLN-Nippes (COLOGNE). Crashed in the target area. All the crew were killed and buried locally, since when their bodies have been interred in the Rheinsberg
War Cemetery.
97 Lancaster & 5 Mosquitoes took part—5 Lancasters were lost over the target area and 2 more on return to
England owing to bad weather. Oboe marking was used with very accurate results. Local reports showed that
railway tracks were severely damaged & an ammunition train blew up. Nearby airfield,(Butzweilerhof) also
damaged.
No.8 Ian Harrison SMITH No.115 Sqdn. In Lancaster 1 HK559 A4-H on night of 17/18th June 1944 took off from Witchford at 0102 Hrs to
bomb oil installations at Montdidier. Dived into the ground and exploded with great force at Gannes (Oise), 5 Km N of St-Just-en-Chausse. All lie buried in the Gannes Communal Cemetery.
317 aircraft (196 Lancasters, 90 Halifaxes, 19 Mosquitoes & 12 Stirlings) took part in this and a similar targets at
Aubnoye and St Martin-l’Hortier. Targets were covered by cloud. Master bomber called off raid at Montdidier after
Only a few aircraft had bombed. Above was only aircraft lost on this operation.
No.9 William Kenneth TODD POW No.142 Sqdn. In Wellington Bomber took off from Foggia in Italy to bomb airfield on outskirts of Vienna. On 10th
May1944. It was crews 10th “Op”. Shot down by fighter in target area. In hospital in Vienna for short period before
going to Frankfurt for interrogation and to Stalagluft 3 at Sagan. And later to Luckenwald from where they were
repatriated to England..
NOTE
About 4/5 weeks after the course started John Henry STOPP, No.419738, born 3/7/1915 in Cairns Qld, Enlisted 10/10/1942 in Sydney was posted to another A.O.S to complete a Nav Course from which he was commissioned off course. On the night of 12/13 June 1944, flying with 166 Squadron on a raid on GELSENKIRKEN their Lancaster crashed in Holland and all on board were killed They were buried on 16th June 1944 in the ZELHEM General Cemetery It would appear that would have been very early in their tour of operations. .John Stopp was transferred when his flying Training-partner was hospitalised. I think it was Doug Rogers No.424609 who was commissioned off a later course and served in No4 Group RAF Bomber Command in Yorkshire - he was attached to 41 Base before returning to Australia.
Three other trainee navigators who sailed to Canada in the same draft were assigned to Course No.71N1. They were Jim Bateman No.423042 (149 Sqdn- awarded D.F.C), Bill Bowden No.424728 (261 Sqdn) and Geoff Cohen No.424725 who was commissioned off course and remained in Canada as an instructor at No.3 A.O.S.
Course 71N2 - Empire Training Scheme
No. 2 A.D.S. Edmonton – Alberta – Canada
10 March 1943 to 23 July 1943
Back Row: Keith Mills, Bob Sargent, Lou Brimblecombe, Noel Hooper, Eric Sutton, Alex Taylor
Middle Row: Ken Todd, Ernie Todd, Don Plumb, Noel Palfrey, Ron Etherton, Roy Olsen, Les Sabine,
Bob Smith, John Honeyman, Harold (Roy) Murtha
Front Row: Russ Martin, Ted Hall, Scotty Gall, Ian Biddle, W.H. Brown, ? , Ben Smith,
John Lewis, I.N. Keena, Ian Smith
We’ve Got Our Wings – Rookie Sergeants
The “Three Musketeers”
Eric Sutton, Bob Smith, Keith Mills
23rd.July 1943
As an L.A.C. in Edmonton
In Front of Wilsons Stationery Shop in Jasper Avenue
24 April 1943
Air Photography Exercises “Spring”
Bridge Over North Saskatchewan River about 1 ½ miles S.W. of Fort Saskatchewan
Looking S.W. in Direction of Edmonton Which is Visible in Distant Background
Notification of Selection for Appointment to Commissioned Rank
Effective 23rd July, 1943
1st July 1943
Dominion Day Sports – Winning the 440 yds
Eric Sutton, Keith Mills, Bob Smith
- at University Sports Ground
Keith said the Wrong Thing!
Have Wings *** Will Travel
From Edmonton, Canada to Brighton, England
We left Edmonton, with “N” Navigator wings and Sergeant’s stripes sewn on to our tunics, by train, at 2130 Hrs on Friday 23 July 1943. After the busy day of Wings Passing-out Parade and getting clearances we soon settled down to a good night’s sleep. Woke up in the early hours of Saturday at Saskatoon and travelled all day across the prairies through what seemed like endless fields of wheat and grazing country. It was almost express through Watrons, Rivers, Portage, La Prairie and arrived at Winnipeg at 1845 Hrs. Had a stop-over there and left again at 2000 Hrs. Into the bunk at 2230 Hrs for another good sleep. The scenery was different on Sunday as we moved into Ontario with mostly coniferous trees and a few Indian settlements. Arrived in Toronto at 0830 Hrs on Monday morning where those of us going to New York detrained and wandered around to have a look through a few shops before catching a train leaving at 1330 Hrs for Niagara. Had a few hours there to look over the Niagara Falls and then catch a train that left an hour late at 2230 Hrs down the Lee-High valley for New York. This was another train trip in the U.S. that went too fast to even count the telephone poles as they flashed by, and with the best of service from the Afro-American waiters on board.
New York and Sightseeing
Arrived in New York at 0900 Hrs on Tuesday 27th July and most of us including Keith Mills, Noel Hooper, Roy Olsen, Lou Brimblecombe, Russ Martin, Ian Smith, and Eric Sutton and myself made our way to the Anzac Club (somebody had the directions) where accommodation was arranged at the Wentworth Hotel-on the ground floor. Settled in to our rooms and had something to eat somewhere before we went to Madison Square Gardens where a circus was performing. After that we went to the Stage Door Canteen for tea, where we received a hospitable welcome and were given complimentary tickets for a few tours and shows the next day. Met the actress Connie Hayes there. On Wednesday morning we went on a sight-seeing tour during which we called into a few shops and I purchased a 2 ¼ X 2 ¼ Voigtlander camera which gave me good service for many years. After that we went to the Empire State Building and rode the elevator to the top. What a ride that was and what a view from the observation deck at the top. Keith, Roy, Lou, Noel, Russ and I then went for a stroll around Central Park where I took the first photos with the Voigtlander and on to the Stage Door Canteen for tea and more free tickets. The show that evening featured Xavier Cougat and his orchestra, the Andrew Sisters and other acts. We then went to a broadcast at the CBS studios before going back to the hotel.
Stayed in the hotel until midday on Thursday and then went to the Rialto on free tickets and on to the Rochefeller Centre to view an exhibition. Had tea and came back to the hotel to write a few letters. We were on the ground floor and it was hard to get a good sleep, the street outside was as busy at 0300 Hrs as it was at 1500 Hrs.
We Return to Canada
Noel Hooper and I decided that we had better do something about our Officers gear in Montreal and to leave New York a couple of days before the others. So on Friday morning we went to the station to enquire about trains. Met two girls going to the Statue of Liberty so went along for the ferry ride, back to the Anzac Club and a show at the Roxy. Caught a train by the skin of our teeth at 1850 Hrs. Had to change trains at Depew at 0500 Hrs on Saturday morning to go on to Toronto where we arrived at 0915 Hrs and left 30 minutes later for Montreal where we arrived at 1910 Hrs, running about 30 mins late as the train had hit a woman walking on the track about an hour out of the city. When we arrived we went to the YMCA where they arranged accommodation for us at 1491 Bishop Street.
On Sunday morning, 1st August, we went for a circular tour of the city by tram, jumping off at places of interest. Noel was bit non-plussed by the priests stopping on each step of a long climb up the hill to a large cathedral at the top. They appeared to pause briefly on each step in prayer. So, he taps one on the shoulder and recommended they install an escalator-a suggestion that was ignored. Asking directions on the tram was almost useless as the conductors gave the impression that they only conversed in French. We had tea at the YMCA and then went for a walk through the heart of the town. We must have given the impression of two lost souls as two girls approached us and started a conversation. Their names were Dorothy and Kay. They were students at the McGill University in Montreal and invited us to meet them the next afternoon and they would take us up Mont Royal to view the town by night.
We did our shopping on Monday morning where RAAF uniforms etc were available. Got issued with P/O’s braid, badges and cap, but decided to leave issue of quality uniforms and overcoat until we arrived in England. Met Dorothy and Kay as arranged in the afternoon and went up the mountain. As we had to meet up with the rest of our course on a train leaving Montreal at 1930 Hrs the next day the girls agreed to have dinner with us and then meet us again the next day at 1730 Hrs to show us over the University where they resided in one of the colleges on the campus. This we did on Tuesday after more sight seeing around the town and checking out of our accommodation. After our visit to the University it was a quick trip to the station with the girls to see us off and to catch up with the rest and board the train departing at 1930 Hrs. On the way to No.3 ‘Y’ Depot at Halifax. That was the Canadian designation for an embarkation depot.
Wednesday 4th August saw us travelling all day along the St.Lawrence River with its lumber mills, log jams and fishing villages and arrive in Halifax close to midnight raining cats and dogs. We were settled into barracks. Those who were commissioned off course were directed to the Officers Mess and Quarters and all others to the Sergeants Mess.
Halifax
Our late arrival did not prevent us being paraded at 0830 Hrs on Thursday and then attend to usual clearances etc. It seemed that there were still clearances whether you were arriving or departing. After dinner we were put through decompression chamber tests to assess our reactions to lack of oxygen. It was quite an experience as the chamber was decompressed to a height equivalent of about 18,000 feet. We were equipped with oxygen masks. At this height we were instructed to take off our oxygen masks under the supervision of trained personnel and to see how many times we could write the alphabet on the paper that had been issued. Supervisors kept an eye on each individual. I can remember being very pleased with myself as I visualised the alphabet written about six times on my piece of paper before I was told to put my oxygen mask back on again. Then I couldn’t believe my eyes-there was the alphabet written once and then down to about ‘m’ or ‘n’ before the pencil trailed away into a real scribble. Your mind had been telling you that all was well, so the danger of losing oxygen at heights over 10,000 feet was impressed on us. Most of us were non-smokers and had very similar results, but the smokers capacity to cope was really restricted and a couple had to be put back on oxygen very quickly.
On Friday we had a C.O.’s parade at 0800 Hrs and then it was back into the decompression chamber again for 2 hours, with oxygen masks kept on and listen to the supervisor giving more information on what we could expect flying for more than two hours at heights of over 20,000 feet. During this exercise the chamber was decompressed to a height equivalent of over 25,000 feet. After dinner it was P.T. exercise and games. Wrote a letter home and attended to a pile of washing that had accumulated.
Games of tennis and softball filled in most of Saturday morning. After dinner went into town with Ken and Ernie Todd (Ken had been commissioned off course but his brother Ernie was not) to the Anzac Club to give it the once over, and see what services and freebies were available there. Back to camp for a wash and change into clean clothes and after tea went back to a dance at the Anzac Club for a couple of hours. Slept in late on Sunday and spent all afternoon writing letters.
On Monday, 9th August, we were called on parade at 0800 Hrs for P.T. exercises and games. After dinner we underwent night vision tests, which I had trouble in passing and then back to more letter writing to catch up with my correspondence. Got a letter in the mail that day from Maureen. What seemed to be the established routine of parade, P.T. and games was the dose on Tuesday morning. For games, a rugby league match was organised for the Aussies and Kiwis between the Officers and the N.C.O.’s. It was a match that Keith Mills has not forgotten. I was playing on the wing for the Officers and going flat out for a certain try. I heard Keith behind me call out, “here Bob” when he had no chance of catching me. Not thinking I passed the ball back to Keith, who promptly propped, turned and set off back in the other direction. Unfortunately for him however, I was being supported by Kiwi P/O. Simon Snowden, of Maori descent and well built, and who was in the right position to effect a heavy tackle. Simon and I became good friends after that. Keith, I am sure learnt a lesson and did not appreciate the obstacle course we were put through after dinner.
On Wednesday morning, to keep us fit, we were employed on trench digging, and after dinner some of us were put through another night vision test. With a bit of assistance from a mate I did better than the test on Monday. Night vision was for gunners and not for navigators. Did my ironing after tea as we did not have the luxury of a batman yet.
Did well with mail on Thursday - 6 letters from home. After dinner went on a harbour cruise. I was on duty as Reception Officer that night and didn’t get to bed until 0430 Hrs on Friday. Received a telegram from home on Friday morning and another letter from Maureen. We had pay parade after which I went into town to buy a suit case, and did some ironing at night. On Saturday morning we had a lecture on ‘Rehabilition’ and I spent the afternoon writing letters to reply to those I had received during the week. Sunday was a very quiet day and a few of us went to a concert in the evening at the Anzac Club.
Monday 16th August was another good day for mail with 7 letters in the morning and 1 in the afternoon. So my correspondence was not up-to-date for too long. Pictures in the Officers Mess at night, “Desert Victory” and “The More the Merrier”. Usual parade and P.T. on Tuesday morning and into town after dinner for shopping and on to the Anzac Club for tea and a dance at night. More P.T. on Wednesday morning as we were waiting for a draft to embark. Went to see “Stage Door Canteen” at night with Simon Snowden. Since our football match we had spent a few times together looking around the sights of Halifax. Although he was of Maori blood, because of his surname he had become known as “Snowy”. Thursday afternoon was set aside for more sports and in the late afternoon we marched through town with a brass band at the head of the procession. It was into town again on Friday to buy a dressing gown and then to pictures at night to see “Jungle Book” Football practice occupied some time on Saturday morning. The bush telegraph was passing on a rumour that the “Queen Mary” was on the way from New York and would be calling within a few days, so I packed one of my kit bags in the afternoon. Slept in late on Sunday morning and after dinner went for a walk with Les Sabine around Mt Pleasant Park, and to the pictures in the Officers Mess after tea.
After mandatory parade at 0800 Hrs on Monday 23rd August we had lectures and a test on Aircraft Recognition. Managed to pass the test, but only just. After dinner went into town with ‘Snow’, met one of his mates and went to the Anzac Club for tea and a show afterwards. It was P.T. on Tuesday morning and we were given notice to be on parade again after dinner. That was a fair indication that a draft had been issued for embarkation. The draft was read out and as far as I can remember all the navigators from Course 72N2, except for a couple who did not come on to Halifax, were on it. We would be embarking within 48 hours. Broke off parade to have medical examinations, and then it was into town with ‘Snow’ again, who was also on the draft, for tea and the pictures to see “Song of the Islands”. On Wednesday morning we had to take our ‘Not wanted on Voyage’ baggage on parade and complete clearances. A few of us went to the Anzac Club that evening just to say good-bye to the place.
On Thursday 26th August 1943, we had pay parade in the morning, dinner and then our final parade with our ‘Wanted on Voyage’ baggage. We were then transported to the harbour and embarked on the “Queen Mary”. I was billeted in Cabin A24 with 14 others.
We Sail to the UK
Sailed early on Friday morning into good seas. It was back to two meals again while ‘in transit’. The ship had taken on a large contingent of American Servicemen in New York and it was very crowded. With such a large number on board, all were assigned to particular areas with coloured lines to follow to different venues to which they were allowed, such as sleeping quarters, bathroom facilities and Recreation and Entertainment areas. We had a limited deck space allotted to us and yellow lines to follow to the dining room and other colours to the toilets etc. On the lower decks the ‘other ranks’, mainly American troops, were assigned to sleeping areas on a shift basis.
The “Queen Mary” proceeded at full speed of over 30 knots on a zig-zag course and was unescorted. If you were walking down a passage-way when ‘she’ changed course by about 30 degrees you were pinned against the wall until ‘she’ got on a steady course again for another 15/20 minutes or thereabouts. You certainly had the feeling that a submarine would have very little chance of a torpedo attack. Time was passed playing cards, listening to music, reading the daily newspaper that was printed on board, writing letters and attending entertainment provided on board, which mainly favoured Officers. The seas stayed good all day on Saturday and at night most of us in Cabin A24 followed the relative coloured line to the large theatre on board to see a movie. Church Parade was held on Sunday, and another show in the theatre at night.
We continued to zig-zag through good seas at full speed all day Monday and enjoyed a concert in the lounge at night. On Tuesday we came around the north of Ireland and were greeted by friendly aircraft overhead and land in sight by mid-morning. This first sight of ‘the Old Country’ will remain in the memories of most on board for the rest of their life. There was a band of The Royal Marines on board and as we sailed up the Clyde past Arran with the Scottish coast of Ayrshire on our starboard the band played “Land of Hope and Glory”. As indeed it was at that time in history. There were not too many dry eyes on the decks, even among the American troops. We weighed anchor off Greenock and at 1900 Hrs were disembarked onto barges to be entrained at Greenock to travel to Brighton by rail.
Brighton, England
Travelled overnight and got our first encounter with a country at war with the blackout. Early in the morning the train steamed into the large railway yards at Crewe, then on to Rugby and the outskirts of London where we witnessed bomb damage for the first time. Arrived in Brighton at midday and were transported to No. 11 Personnel Despatch & Receipt Centre. Have never been able to work out how the despatch came before the receipt. We were assigned to billets. The N.C.O.’s to either the ‘Metropole’ or ‘Grande’ on the esplanade near the famous West Pavilion and the Officers to the Lions Head a bit further along to the east. Those establishments had been commandeered by the War Department and allotted to the RAAF’s No. 11 P.D.R.C, which had been transferred to Brighton from Bournemouth. So, on the 1st September 1943 we were officially disembarked in the United Kingdom. We spent the next two days attending to the requirements of reception, records, leave passes etc, and writing letters home as we awaited delivery of our ‘Not wanted on Voyage’ baggage.
In Central Park, New York
Roy Olsen, Keith Mills, Lou Brimblecombe, Bob Smith
Along the St Lawrence River - Part of the Aussie Contingent
Ross Martin and Ian Smith at the ‘Door’ in Tropical Uniform
In the Gardens – Halifax
P/O Bob Smith
Advanced Training-United Kingdom
Brighton, Sidmouth (Devon), West Freugh (Scotland)
Settling into No. 11 P.D.R.C. at Brighton, by midday on Saturday 4th September 1943 I had completed most of the requirements for reception and after lunch (now back to the system of calling the midday meal lunch and the evening meal dinner) I was rostered on my first duty as O.I.C. of one of the light ack-ack batteries on the esplanade, from 1400 Hrs to 1800 Hrs. Almost got court-marshalled when I gave permission to the two N.C.O.’s on the guns to fire a couple of rounds to test them. An English Army Major was soon on the scene to check on ‘the emergency’. After a bit of discussion he accepted my explanation and didn’t take the matter any further. After dinner I met ‘Snow’ who had also come over with the R.N.Z.A.F. contingent on the Queen Mary and who were also billeted with us in Brighton. We went to a dance at ‘The Palais’ that night. Had a very interesting conversation with a girl aged in her early twenties who came from Israel and was working her way through to a degree at an English University, as well as a couple of other girls who were more interested in ‘Snow’. They seemed to think he was a real heart throb. He was a good looking and good natured bloke.
This duty on the gun positions got me out of an awkward position on Sunday. We had Church Parade in the morning, usual roll-up, with quite a few Roman Catholics joining the Presbyterians. After lunch, by chance or design, Snow had met one of the girls we were talking to at the dance on Saturday night, and she suggested that he bring his friend along (that was me) as she had a friend to come with her and we could go to the pictures at night. Being a good friend I went along with him to the cinema on this blind date. Her friend turned out to be about 40 and did not appeal. There was no way I was going to be involved so I called Snow aside and explained the position. He saw my point of view and then backed me up with the explanation that I could not stay as I was rostered to go on Gun Duty in less than two hours. So I made a diplomatic departure and beat it post haste, feeling rather satisfied. Saw Snow the next morning and he told me I had made a wise decision.
On Monday morning I had more matters to attend to at reception. Mostly this was to deal with the issue of Officers uniforms etc. Got measured for my great-coat which was to be made by a tailor on Saville Row and issued with headgear-Officers for the use of.
Up to this point I had kept a small pocket diary since leaving Australia but discontinued the practice forthwith when it was brought to our attention in lectures and sessions held in connection with our reception at Brighton that diaries were not to be kept. This would be particularly enforced once we got on to operational squadrons. As a result from hereon I have to rely on memory and reflections with mates as we recalled our experiences in later years. For the next few weeks it was a daily routine of morning parade to hear who had been drafted to advanced flying schools etc, rostered on to duties such as the gun positions, or orders to attend lectures on the Brighton Pavilion. The beaches were heavily mined and this kept us on our guard when we were on gun duties, particularly when a stray dog wandered on to the beach. The Pavilion was also booby-trapped and was accessible only by walking a plank from the Esplanade.
When not on duties and on stand down we made regular trips to London on the train to get acquainted with the Boomerang Club in Australia House, and enjoy some food that was not available elsewhere. It also gave us an opportunity to explore that area of central London that was within walking distance and included many of the well known and historic buildings and landmarks. Here also, I was introduced to the Overseas Club whose members hosted Commonwealth servicemen on leave. I also had to go to London to be fitted and issued with my Officers Uniforms and Greatcoat. We were also introduced to sirens signalling an air-raid alert and ‘all-clear’, and the lives of Londoners who slept in the underground stations platforms. At Brighton the only enemy action I saw was one day when a German twin-engined bomber came in low over the channel, climbed to about 1000 feet over the town and as it circled around the outskirts dropped a stick of bombs and headed out to sea again. It was all over in less that two minutes and the gun batteries on the esplanade did not get a chance to fire at it.
I Go to Scotland On Leave
On 11th September 1943 I was given 7 days leave (authority POR 174/43) and headed off to Aberdeen to stay with Jim and Nan Joss to whom I had been referred by the Overseas League at the Boomerang Club. I wished to go to Aberdeen to have the chance to visit Kintore where by father and uncles spent leave during WW1. It was a wonderful introduction to Scotland, and the fore-runner of a few more happy times there when on leave which eventually led to meeting a lass who stole my heart, but more about that later. That’s in the future still. Got back from leave to learn that some of the course had been posted to Advanced Flying Units. Keith Mills and Eric Sutton and a few others had been posted to No. 4 Observer A.F.U. West Freugh, Scotland and John Lewis and Lou Brimblecombe had been posted to No. 3 A.F.U. at Halfpenny Green. A few weeks later John was to be our first loss of life when he was killed in an accident flying over Wales on a training exercise. A few days after I got back Noel Hooper, John Honeyman and myself were instructed to attend Course No.14 Aircrew Officers Training School at Sidmouth in Devon.
With necessary travel warrants and instructions we arrived in Sidmouth on Sunday 26th September. The three of us were impressed with the beauty of the English country side as we travelled through Hampshire and Dorset to Devon. It was hard to realise that the country was at war, until you passed an airfield or a large military establishment. We were met at the station and transported to the Training School that was situated in a stately mansion that was probably an up-market holiday resort in peace time.
More Training in Devon
The course was an intense period of lectures on Air Force Rules and Regulations, Physical Exercises, Field exercises with live ammunition, escape procedures and parade ground drills under an iron-fisted disciplinarian R.S.M. from one of the Guards Regiments, whom we referred to as the ‘screaming skull’, but not to his face. None of us was that brave. We were put over an obstacle course on the second day there and only a few of us managed to complete it in the approved time. I was still reasonably fit from athletics training and managed to go over all the obstacles except one, but within the time allowed. After 23 days we were put over the same course again and everyone passed, all the fittest they had ever been.
Field exercises included live ammunition with shots fired at medium range, hand grenades, firework crackers etc and it was our observation to identify the type and direction from which the detonation was heard and make quick decisions on evasion tactics. We were also given exercises in techniques of camouflage and the use of the terrain to move and avoid detection. In the event of being shot down over enemy territory it was your first duty to avoid capture. Parades and Parade-ground drills were real masterpieces with the R.S.M. in charge. The short straw must have had my name on it when it came to parade-ground drills. When we were given duties for colour parades and reviews. I landed the duties of S/M of Parade, Adjutant of Parade, C/O of Parade and Reviewing Officer of Parade. It is a mystery how I was not promoted immediately to rank of Air Commodore or above. Noel and John felt sorry for me-like b.hell they did!
On our first day we were fitted out and issued with khaki battle dress, army boots etc, and this was our standard dress for the course, except for evening meals when the traditions of dining in the Officers Mess were observed. A few got postings from the course either to A.F.U. or back to their unit. I remember one Aussie pilot who was sent to the course as a disciplinary measure after he pranged a ‘Wimpy’ on take-off at an O.T.U, apparently without injury to any of the crew. After about ten days he was posted back to his unit to take up further training with the crew. Nine Aussies started the course but there were only five of us there at the end. Leave was granted most nights and at week-ends, so we were able to spend some time in town and go to the pictures or a dance. Met a girl, Irene Collins, at a dance one night who asked me to escort her home-what a walk; I think it must have been to the next village. She worked in a shoe shop in town, and I did see her a couple of times after that when I went down town.
Most vivid memories of the course relate to small arms firing practice, throwing live hand grenades, and the cross country exercises when we somehow managed to make tracks through an apple orchard, stuff a few into our jackets and get back to discover that we had a sort of crab apple used for making cider. Also tried our hand at toasting chestnuts, but not much satisfaction there either. Drilling the squad when under the instruction of the ‘screaming skull’ provided a bit of entertainment, particularly when he decided to take over and show us how to do it. He would give the order ‘Quick March’ at the top of his voice and let the squad get down the road about 70/100 yards before giving the order ‘About Turn’. By the 50/60 yard mark the squad had agreed that from a certain person forward they would disregard the order, the ones at the crucial point would hesitate, and behind them they would do the about turn. That really curled the ‘mo’ and sent a string of invective over the countryside, when the ones in front said they did not hear him. He didn’t fall for it-had been through that mill many times before. We got the feeling that he would liked to blame the Aussies and give them a bit of extra drill, but as they were of higher rank he had to play it cool.
At week-ends we were given leave, although the whole course was de-facto stand-in for the local Home Guard Unit, we were given details of the mined areas on the beaches, most of which were at the base of high cliffs and difficult to reach. Generally it was the area immediately below these cliffs that were not mined. On our first Sunday Noel and John and I headed off west close to the coastline along the tops of the cliffs, almost to Exmouth from where we could see Torquay in the distance. As we had been walking for a bit over 2 hours, we decided to veer north to a village that had golf links nearby where we found a café and had lunch. We crossed a railway line, into a village called Otterton and followed country roads and lanes back to Sidmouth. The next Sunday we headed north towards Honinton and got as far as Aflington. On this walk, following roads and lanes off the main road we stopped to talk to some villagers to enquire if a village about 2 miles further north had a café that was opened on Sundays. They did not know, had lived there all their lives and had never been to that other village.
We would have walked about 20 miles on each of those Sunday hikes, and that kept us in good physical condition. Knowledge gained on the Sunday hikes proved very valuable later on and was put to good use. On the Tuesday of the last week we had our final test on the obstacle course. No problems for any of us, even up and over the poles that were fixed horizontally at varying heights between the trunks of two pine trees to a height of about 30 feet, the only obstacle that stumped me on our run over the course on our first day. I did not go over the top then, but under it. The next day we were given our final test of escape techniques. We were despatched at 0830 Hrs to go to a spot near the village of Axmouth which lay just south of the road to Lyme Regis and north of the seaside town of Seaton. It was up to us whether we went singly, or in small groups like a crew from an aircraft that had been shot down. But we had to get to the destination without being observed by the instructors who would be in positions at a couple of points along the way. The sergeant in charge of the exercise, when informed that Noel and John and I would stick together and go as a team for the exercise said that was a good idea and even recommended to the others to learn from these Aussies who often did well in this exercise. We did well, but it involved a bit of cunning.
Our plan was to let the field get away and ahead of us while we went to a café for morning tea to formulate our tactics. We had to be at the ‘target’ by 1600 Hrs. That gave us a bit over 7 hours to do about 9 or 10 miles measured in a straight line. We had prepared a bit beforehand, and by fair means or foul John had obtained a woman’s hat and shawl. After morning tea we set off walking to the village of Sidford less than 2 miles north of Sidmouth where we knew we could get a taxi and were sure that no scouts would be stationed along that route. I have a suspicion that John had had a discussion with a taxi driver in this village on one of our Sunday walks because we found him very co-operative and willing to help, although he was going to use up a bit of his petrol ration. Sometimes crosses my mind if he got a voucher from John to say his taxi had been commandeered for defence purposes. For him it was going to be a round trip of about 20 miles. I cannot remember what the fare was, but probably in the 5/10 Pounds range, and that was probably the best fare he had made on a Wednesday in war time. In the taxi we set off on the main road towards Lyme Regis and after about 5 miles turned right along a road that went past a quarry and then north-east to Colyford our destination for the taxi. On this last stretch we had a fair idea that scouts would be stationed, so John donned the hat with the shawl over his shoulders and sat up and surveyed the scene while Noel and I crouched down so as we could not be observed. With a bit of luck John spotted our friendly Sergeant sitting under a tree about 15 yards inside a field with a ditch between him and the road. No other scouts were seen. We left the taxi at Colyfield and walked the last mile or so to Axmouth and the designated meeting place. No one was expecting escapees to come in from a northerly direction so we arrived without being spotted to the amazement of the team that had congregated there. We timed things so that we did not arrive until just after 1530 Hrs. A few had already arrived carrying flags to indicate they had been spotted by one or more look-out scouts. Not long before 1600 Hrs the Sergeant, and other spotters arrived and were about to announce that no one had spotted the 3 Aussies, when he looked around to spot us and cried “How the hell did you three get here??” We told him we did not spot any other look-outs, but we did see him under a tree and where he was.
We had our story ready that we were coming up a ditch beside the road when we spotted him and realised we could not pass along that ditch without him seeing us, so we back-pedalled a bit using trees along the road as cover, and then crossed the road and away a bit to the north, which brought us in from that direction. We told him we were within the length of 2 cricket pitches from him, and that really had him flabbergasted. Somehow or another he got the correct information by Friday morning, and told us he was not very impressed, but couldn’t decide whether to admonish us for not entering into the true spirit of the exercise or just acknowledge that we had exercised initiative that we had so often been instructed to do.
Sunday 24th October saw the completion of our Air Crew Officers Training School, and on Monday morning we set off by train back to Brighton. We went via Salisbury where we had a stop over to have a look around the town and visit the famous cathedral. During WW1 my father had been billeted on Salisbury Plains with 41st Battalion A.I.F. and used to talk about the Cathedral and his visits around the area. I did not know it then, not even until the 1980’s, that my paternal great grandparents had come from East Hagbourne in Berkshire about 20 miles from Reading in the area that we were to-day travelling through.
Back at Brighton on Tuesday it was a return to the usual routine of morning parade, lectures and stand-downs as we waited for a posting to an Advanced Flying Unit. During this time we were attending a lecture in the old ball room on the Pavilion when the whole pier was rocked by an enormous blast. Someone had detonated one of the booby-trap mines on the end of the pier and really started some activity. We were evacuated very quickly. Never heard any more reports and whether there were any casualties apart from a few sea gulls. At Brighton a new contingent of EAT’s N.C.O.’s and Officers had arrived and the duties on the ack-ack guns had been assigned to them which gave us more time to take visits up to London.
My Posting Comes Through - Scotland
On Parade about 6th November my posting came through to No. 4 (Observers) Advanced Flying Unit at West Freugh, near Stranraer in Scotland. There were other navigators on the same posting that were on a course after No. 71 and arrived in Brighton about a month or so after I did. These included Keith Nunn, Hector Craig and Soapy Campbell. Noel Hooper and John Honeyman were posted to an A.F.U. affiliated with No 5 Group Bomber Command. I seemed assured to going into No. 3 Group which operated in East Anglia.
Those going to West Freugh left Brighton by train on Monday 8th November, travelled overnight, changing trains probably at Carlisle, and arrived in Stranraer and on to West Freugh by RAF transport on Tuesday to attend to the usual requirements of reception for a course that was due to start the next day. Keith, Hector, Soapy and I were all billeted in the same Nissen hut in the Officers quarters.
We certainly got our introduction to the Scottish weather coming into their winter. The famous Scotch Mist just hung on and on, in fact for the first six weeks we were there we never saw the sun from the ground, but at 2,500 feet you were above cloud and in clear sky. For the first few days we were kept in the lecture rooms for revision in most of the subjects we had studied at Edmonton and talks on what to expect as we moved on to become acquainted with new navigation aids etc that were coming into use in Bomber Command. Our air exercises at West Freugh over the 8 weeks we were there comprised 30 Hrs 35 mins of daylight flying and 18 Hrs of night flying atSS heights between 1500 feet and 5000 feet. The air exercises over routes as detailed in my log book were mostly over the Irish Sea area to landmarks in Northern Ireland, Wales and the Carlisle area to the East. In most cases the exercise started from Ailsa Craig, a landmark island in the Clyde Estuary. You had to be wary of your height and track to ensure you did not come to grief on the Isle of Man.
A great advantage of flying with RAF Staff Pilots was they flew the course given to them. They couldn’t see the ground anyway most of the time. This gave good experience in D.R. navigation and was a great help in charting an air plot. They were mostly very experienced pilots who had served with the RAF in India as well as on operations at home and were very experienced in flying Ansons and Oxfords.
Some Flying “Incidents”
The starting point of Ailsa Craig nearly caused an accident on one of our exercises. We had climbed through cloud and on course etc, when I said to the pilot we would proceed on our first course of the exercise from E.T.A. Ailsa Craig, which would have been not far out because of the short distance we had flown. He insisted on going below the cloud to get an accurate fix from which to start our exercise. Our course was nearly too accurate, as when we broke cloud at about 800 feet Ailsa Craig was almost dead ahead, and the faithful “Old Aggie” as we called the Anson flew past the cliff face too close for comfort. The pilot circled the island, flew a bit north of it and then came back on the course we were to fly on the first leg and climbed back into the cloud over the island with a satisfied look on his face.
On another exercise the first course was eastwards to Wigtown, and then on to Silloth, past a mountain that was about 1500 feet high near Gatehouse-on Fleet I think it was called ‘Crefell’ and it had claimed a few aircraft crashing into it, so we had to make sure we were at least at 2000 feet. For the exercise we had been given ‘met’ winds of 30/49 Knots from the west. By the time we got near Gatehouse-on Fleet it was obvious that the true wind was over 70 knots and in response to radio message we were recalled.
A flight of less than 30 minutes out took over 2 hours on the return with the Aggie at maximum air speed. Coming over the top of one of those high mountains you had the feeling you could just have jumped off like from a moving tram. A night exercise was scheduled to fly to Newcastle to give us navigation experience and the air defences there some dry-swim practice. Before we got as far as Silloth we were recalled as Newcastle was in fact being raided by the Luftwaffe. Sometimes I have wondered about the co-incidence. It was on one of those exercises that I had a bout of air sickness and on landing the pilot put it in his report. The O.C. Training ordered me to report to the M.O. for an assessment. I cannot remember what his examination involved but I was not scrubbed from flying.
On 30th December we were detailed on navigation exercises flying at 5000 ft. Two navigators were assigned to an exercise flying over the Irish Sea due south to Holyhead in Wales and then north west to Ballyquinton Point in Northern Island. This had the Isle of Man along this path. The two navigators on this route were Keith Nunn and Harold ‘Hal’ Peters, both graduates of No. 74N course. Most of the route was covered in cloud with base at about 1000 feet. It turned out to be a tragic day. The aircraft in which Hal Peters was flying must have descended through the cloud too soon and crashed into a mountain on the island. Hal was 33 years of age and came from Bentleigh in Victoria. He was buried in Andreas (St Andrew) Churchyard on the Isle of Man. My last navigation exercise at West Freugh, a week later, was over this same route.
Another flying incident at West Freugh that remains in my memory concerns the crash of a Hampden twin-engined bomber. A few of the RAF pilots were discussing the flying capabilities of this aircraft, a few of which were stationed at West Freugh for coastal surveillance work. A F/Sgt. pilot was arguing that the aircraft would not pull out of a spin. One of the ex-India RAF Officer pilots disagreed and said when the weather was clear enough he would take one up to about 5,000 feet, put it into a spin and pull out. He did this a few days later in sight of a few onlookers - but unfortunately the aircraft did not pull out of the spin and went down to crash into the sea. One of the ex-India pilots was heard to remark “That is only four of us left now”.
Leave in Oldhall – I meet Alma
As I had advised Jim and Nan Joss in Aberdeen that I had been posted to West Freugh, Nan wrote back to say that she had been in touch with a Friend/Cousin in Paisley and she and her husband would be happy to host me if I went to Glasgow. We were given 48 leave pass one week-end so I took the opportunity to go by bus, getting off at Oldhall between Paisley and Glasgow to visit Ronnie and Molly Whyte and their daughter Alma who lived at 39 Tylney Rd, Oldhall. This led to many enjoyable leaves in Aberdeen and Paisley when I came to be accepted freely by both families over the times ahead and which was eventually to see Alma and I marry. I think that we would both agree however that it was not love at first sight.
Hector Craig, who had some relatives in Glasgow came with me on the bus on our two week-end leaves. We were not happy with the smoke filled busses filled with farm workers in heavy sweaty smelling clothes, and not a window opened. It was winter, damp and cold, but some fresh air was desirable, so we would open the window a bit near our seat to get a look that only a Ranger’s fan would give a Celtic fan. Ronnie Whyte was a staunch Ranger’s follower and I was soon to learn of the rivalry between those two sides. The passion for football, what we called soccer, was new to us.
Our course at West Freugh was completed on 7th January 1944. Our posting came through the next day and we were given a few days to complete clearances-the usual medical, dental etc and pack our Officer issue steel trunk for despatch to our new station. Keith Nunn and Hector Craig and I were posted to No. 84 Operational Training Unit at Desborough in Northamptonshire. We realised then that we were destined for No. 3 group Bomber Command that was equipped with Lancasters. We were given 7days leave and travelling time and had to report to Desborough by 24th January (Auth POR 2/44). Travelling warrants were issued at the Adjutant’s office on 11th January, a day after my 20th birthday anniversary, and I went on leave to Aberdeen for a week and then to London for a few days to catch up with mates at the Boomerang Club.
Now it was on to joining a crew, further training as a crew with more advanced aircraft and at heights above 10,000 feet. As it turned out it was to bigger and better things and experiences that made men of us. ......
West Freugh – Laundry Hung Out to Dry In Our “Heated” Quarters
At Aircrew Officers Training School
Sidmouth, Devon
Noel Hooper, Bob Smith
Bob Smith, John Honeyman
Training as a Crew
Crew Formation at No. 84 O.T.U. (Operational Training Unit)
Desborough, Northamptonshire
For operational training I was posted to No. 84 O.T.U at Desborough in Northamptonshire, an Operational Training Unit under the control of No.3 Group, (RAF Bomber Command) as from 25th January 1944. This Unit was flying ex-operational Vickers Wellington X’s, with unit identification “IF”. This was our introduction to flying above 10,000 feet in aircraft equipped with oxygen. Radio I/D was “Foodramp”.
Along with Keith Nunn and Hector Craig I was accommodated in the Officer’s Quarters and went through the usual reception procedure. A programme of lectures and ‘dry-swim’ exercises started immediately and went on for two weeks. Flying exercises started on 15th Feb, crewed with a staff pilot and flying as a 2nd navigator under supervision, to gain experience on new special navigation equipment and flying at heights of 10,000 to 15,000 feet, wearing oxygen masks. Instructors, mostly with operational experience, assessed our work and passed us as satisfactory to proceed further into the formation of a crew and on to further training towards posting to an operational squadron. Over that first month lectures and tests occupied a lot of time, and were most interesting as we were instructed in new equipment coming into use, some of it still on the secret list. During that second fortnight we flew 2 daylight flying exercises and 1 night exercise of between 4 and 5 hours each. On 28th February after flying a special daylight exercise of 4 ½ hours at 15,000 feet all the aircrew under operational training were assembled at 1700 Hrs and told to sort themselves into crews by the next afternoon.
On 1st March 1944 our crew was formed. In the morning pilot F/Sgt. Ron Hastings approached me to see if I had been claimed yet and when he said he had obtained another Aussie as a Bomb Aimer and two RAF fellows who had come through a gunners course together and wanted to be together in a crew, I agreed to join them. Soon afterwards we approached a Wireless Operator who had many flying hours to his credit and had come from a unit where he was an instructor. So, for the time being we had a crew, with a Flight Engineer to be added when we went on to conversion to four engined bombers:-
The Crew:
Pilot F/Sgt Ronald William Hastings RAAF No.423112 Born 11 Nov 1922
Nav. F/O Robert Wylie Smith RAAF No.425992 Born 10 Jan 1924
B/A F/Sgt Harold Edward Burns RAAF No.422144 Born 5 Nov 1915
W/Op.F/Sgt Victor Frederick Pearce RAF No.1196145 Born 17 Jul 1920
M/U/G Sgt George Henry James Malyon RAF No.1432616 Born 7 Jan 1923
R/G SgtDonald George McFadden RAF No.1387716 Born 26 Feb 1923
All aircrew were volunteers, so the RAF fellows were in the RAF Volunteer Reserve. Between ourselves we were called respectively, Ron, Smithy, Bobby, Vic, Mike and Mac.
On 2nd March most of the newly formed crews, including us, were sent to the satellite ‘drome at Harrington, about 4/5 miles away, to fly a high level bombing exercise in daylight and then about 6 hours on circuits and bumps (which gave the navigator nothing to do) over 2 consecutive nights, and on the next night 2 ½ hours on high level bombing. Having completed these exercises it was back to the main ‘drome on 8th March to start a very intense month of flying training in daylight and at night. These exercises were always over approved set routes, sometimes with an experienced pilot as we went on long night flights, fighter affiliation exercises and high level bombing. Lectures still continued at times during the day and there were breaks for sports and evening/week-end leave.
Dealing With an Emergency
On 13th March, flying in an older Wellington 111 No. X3995 and letter coded “U” for Uncle we had an emergency forced upon us on take-off after lunch. Just as the aircraft started to lift off the runway the flap over the port wing fuel tank inlet sprung open, causing that wing to stall. As that wing started to drop it was only the quick corrective action by Ron that saved us from disaster. It took the combined effort of him and the Bomb Aimer who was standing beside him to hold the joy-stick hard over to starboard to keep the plane on level flight. The control tower had noticed our wild take-off, and before we could gather our wits they contacted us with a call “Foodramp Uncle-are you in trouble”. Ron replied with a brief description of the problem and immediately got a message back to circle if possible and come into land immediately as they would have emergency vehicles standing by. An experienced pilot was put in direct contact from the control tower to assist Ron. Although we did not know it at the time, sirens were sounded on the ‘drome and a fire tender, ambulance and crash wagon were rushed on to the tarmac. Ron instructed me to keep the runway on our starboard wing in sight and guide him around to the downwind end. Then, as he lined the aircraft up on the runway and started a landing approach he ordered all except “Bobby” Burns, the B/A, to take up crash positions, leaving the intercom to all positions open. With the two gunners I took up the crash position. Vic, the wireless operator, was tuned into a BBC radio broadcast and was not aware of the emergency, although he admitted later he thought the flying was a bit rough. I learned a lesson from this as I should have tapped Vic on the shoulder as I went past him to the crash position and beckoned him to join me.
Ron and Bobby managed to control the aircraft sufficiently to make a reasonable landing although it gave a severe lurch to port as we touched down, causing Mac, who was next to me in the crash position and had started to get to his feet as soon as the wheels touched the ground, to fall against me and force my head on to the side of the fuselage resulting in a bit of a lump on my right temple. Mac thought for a minute that he had severely hurt me as we both ended up lying on the floor. This lurch caused Vic to look around and see Mike, Mac and myself in the crash position and to wonder what was going on. So we had a bit of explaining to do. We were all O.K, and saw a certain humour in what happened next. As soon as we came to rest Ron contacted the control tower with their sign and the message “Foodramp Uncle here—we have pancaked”, only to get the immediate response “Foodramp Uncle, if you have pancaked you have not pancaked here”. A quick look around and we recognised the surroundings—we had landed at Harrington, the satellite strip. As they say, all is well that ends well, (in spite of Murphy’s Law). Transport was immediately sent out to the aircraft to take us back to the base ‘drome for a quick medical assessment, but we said we were O.K. The M.O told me I would probably get a black eye if any bruising came out and that my flying helmet had probably saved me from more serious injury. In reflection, it is possible that if Ron had attempted a full 360 degree turn back to the runway we had just taken off from, the outcome could have been much worse.
The M.O did not say anything about not flying for a day or two. The experience certainly strengthened our confidence in and respect for Ron, and taught us valuable lessons. We did not hear what happened to the ground crew responsible for fuelling the aircraft and ensuring that the wing flaps were properly secured. Probably went on a charge and received some form of punishment. The aircraft was given a thorough inspection, before it was moved and flown back to the base ‘drome. The undercarriage must have experienced some stress when we touched down. We flew again in the same aircraft four days later on a high level bombing exercise and had no problems.
By 8th April we had completed all the requirements of the course at O.T.U and were passed as fit material to proceed to conversion to four engine aircraft. We were given about 11 days leave (Auth POR 15/44) and instructed to report to No. 1653 H.C.U (Heavy Conversion Unit) at Chedburgh in Suffolk on 21st April. A signal had come through that a crew was required for an Australian Squadron in No.5 Group with a condition that it must comprise at least 4 Aussies in the crew. The only one to qualify on our course was P/O. George Edwards (Pilot) who had crewed with Keith Nunn as his navigator. Both had known Ron Hastings prior to this time. Keith had known Ron and his father before the war. Both Ron’s father and Keith were employed in the then Union Bank of Aust- later to become the ANZ Bank. Ron & George had trained together as pilots. That crew eventually went on to No.467 (RAAF) Squadron at Waddington in Lincoln and were shot down on their second ‘Op’ on 29th June 1944, bombing the flying bomb base at Beauvoir in France. George was killed and Keith was captured and taken POW. After the war Keith resumed his career with the Union Bank. I have no recollection of where Hector Craig and crew were posted to.
Previous Service history of our Crew members
Pilot “Ron”
When he was born in 1922 his family surname was ‘Heuzenroeder”. His father was employed in the Union Bank and in the mid-1930’s with the world scene focussing on the Nazi regime in Germany, and the bank considering his transfer to Manager of a country town, they requested him to change his surname. Ron was in secondary schooling at the time and chose the name ‘Hastings’.
Ron enlisted in Sydney on 20th June 1942 and was posted to No.2 I.T.S. at Bradfield Park. On 15th Oct 1942 he went to No.5 E.F.T.S at Narramine in N.S.W and on 17 Jan 1943 to No.8 S.F.T.S at Bundaberg in Queensland. On 7th May 1943 he graduated with his pilot’s wings and posted to No.2 Embarkation Depot with rank of Sergeant. Embarked in Sydney on 25th May 1943, travelling via the USA and arrived in the U.K. on 7th July 1943 at No.11 P.D.R.C at Brighton. On 7th Sep 1943 posted to No.15 (Pilot) A.F.U at Andover before posting to 84 O.T.U at Desborough on 25th January 1944.
Nav. “Smithy”
Enlisted 21st May 1942 at No.3 Recruit Centre, Eagle St, Brisbane in an intake of ‘Aircrew Guards’ and posted same day to No.3 Recruit Depot Maryborough Qld. On 13th June 1942 posted as ‘Air Crew Guard to No.1 A.O.S. Cootamundra N.S.W. where on 16th Sep 1942 was posted into No.73 Reserve Squadron. On 11th Oct 1942 posted to No.2 I.T.S. Bradfield Park , Sydney and on 2nd Jan 1943 to No.2 Embarkation Depot, Bradfield Park. Embarked Sydney on 8th Feb 1943 on troopship “U.S.S. Hermitage” to San Francisco and then by train to Edmonton, Alberta, Canada. On 7th March 1943 posted to No.2 Air Observers School at Edmonton. Graduated with wings as a Navigator and granted a commission on 23rd July 1943. On 4th Aug 1943 posted to No. 1 “Y” (Embarkation) Depot at Halifax, Nova Scotia. On 26 Aug 1943 embarked on the “Queen Mary” to the UK. Disembarked on 1st Sep 1943 at Gourock, Scotland, and then by train to Brighton, England and posted to No.11 P.D.R.C. on 2nd Sep 1943. On 27th Sep 1943 attended Air Crew Officers Training School at Sidmouth, Devon, for a 4 week course. Posted 0n 9th Nov 1943 to No.4 (Observers) A.F.U at West Freugh, Scotland and on 25 Jan 1944 posted to No.84 O.T.U, Desborough,England.
B/Aimer ‘Bobbie’ or ‘Rabbie’
Enlisted on 25th April 1942 at No 2 Recruit Centre in Sydney and on same day posted to No.2 I.T.S at Bradfield Park. On 15 Aug 1942 posted to No.2 Embarkation Depot at Bradfield Park. And on 21st Aug 1942 posted to No.1 E.D. at Ascot Vale, Victoria. Embarked in Melbourne on 7th Sep 1942 and ‘disembarked’ No.3 Manning Depot, Edmonton Canada on 2nd October 1942. On 11th Oct 1942 posted to No.5 A.O.S at Winnipeg and on 29th Dec1942 posted to RCAF station at Trenton, then on 21st Feb 1943 posted to No.4 Bombing & Gunnery School at Fingal and on 16th May 1943 to No.4 A.O.S at London Ontario. On 13th Oct 1943 posted to No.1 ‘Y’ Depot at Halifax, Nova Scotia. Embarked at Halifax on 22nd Oct 1943 and ‘disembarked’ 31st Oct 1943 at No.11 P.D.R.C. Brighton, England. Posted to No.4 A.F.U. West Freugh, Scotland on 23rd Nov 1943 and on 25 Jan 1944 to No.84 O.T.U. at Desborough, England.
W/Op. Vic.
Enlisted in the RAF 2nd Dec 1941. Commenced flying training in August 1942 after transfer to the RAF V.R. After completion of Wireless Operator’s course was posted to Bobbington as an instructor prior to posting to No.84 O.T.U. Desborough on 25th Jan 1944
M/U/G. ‘Mike’
Enlisted in the RAF on 5th May 1941, in the RAF Regiment. Initial Training at Cardington, and on 30th June 1941 posted to White Waltham and Cranwell for a ground observers course before posting to the Outer Hebrides and Orkney Islands. In June 1943 volunteered for flying duty (R.A.F.V.R) I.T.W Bridlington ,Yorkshire and Air Gunnery Schools in Shropshire and Bishopscourt, Northern Ireland. Graduated with wings in Dec 1943 and posted to No.84 O.T.U, Desborough on 25th Jan 1944.
R/G. ‘Mac’.
Enlisted in the RAF on 5th Feb 1942 and served in the RAF Regiment until June 1943. when he volunteered for flying duties and had the same postings in flying training as ‘Mike’, which is why both wanted to stay together in the same crew. Both came from London.
The Crew in front of a ‘Wellington X’
Ground Staff
Mac, Vic, Mike, Bobbie, Ron Smithy
Hours flown at No.84 O.T.U.
Daylight – 34 Hrs 30 mins Night – 30 Hrs 30 mins
No. 1653 H.C.U. (Heavy Conversion Unit)
Chedburgh, Suffolk
This unit was equipped with ex-operational Stirlings 1 & 111. Unit I/D. H4.
On 21st April we were posted to No. 31 Base (No.3 Group R.A.F.Bomber Command), Stradishall, Suffolk, under whose administration were No.1653 H.C.U. and No.3 L.F.S. Feltwell for training in 4 engined heavy bombers. A Flight Engineer, straight from training at a Rolls Royce training school, was appointed to the crew. As a general rule this was a Flight Engineer’s introduction to flying. Sgt. Ron Partridge was added to the crew, and immediately earned the nick-name ‘Pheasant’ by Ron. His training in the Merlin engine at the Rolls Royce establishment was not put to use while we were flying Stirlings with radial engines, but was going to be valuable when we graduated on to the Lancaster Bomber. Ron was destined to stay with our crew only for our first 6 operational sorties.
After 3 weeks of extensive lectures, introductions to and instructions on the special equipment that we would be using on a squadron, most of it specialist to a particular crew member, and general information that applied to all given by experienced personnel on what to expect on operations over Europe as well as survival and escape techniques it was back to practical flying exercises. At first these were with an experienced pilot for dual familiarisation flights of circuits and bumps and then on to a high level navigation and bombing exercise before Ron was allowed to go solo with his crew.
We did not escape the now accepted ‘emergency’ that can crop up on training flights. On our last ‘dual’ flight on the morning of 18th May we had a F/O. Gill as Captain. On take-off he cut one engine to give Ron the necessary experience in that situation. It almost backfired as the aircraft we were in, R9287 H4-Y (Yoke) was rather sick on 3 engines and refused to climb while the under carriage was still down. Fortunately Chedburgh was on a plateau and the ground fell away from us. The under carriage was retracted and we did manage to gather a bit of speed to give us a safety margin above stalling. The ‘killed’ engine refused to re-start, so Ron also had experience with landing on 3 engines. An eventful 25 minutes. After lunch we were transferred to another aircraft and Ron was allowed to go solo with the crew for 2 hours of circuits and bumps.
Involved in a Diversionary Flight at Time of Normandy Landing
Over the next 18 days and nights we did a number of special cross country navigation and bombing exercises and then flew what was an ‘Op’, but it was not credited as such. It was on the night of 5/6th June 1944, the eve of “D.Day”. We took off at 2310 Hrs on a special exercise flying at 12000 feet which took us out over the North Sea, approaching the Belgian coast near Ostend and at about 20 miles from the coast altered course to roughly Nor-East for 15 mins, before turning to port and then heading back to base crossing the English Coast near Orfordness. We had been on a diversion raid to draw attention away from the landings on the Normanby Coast of France. When we got back over Suffolk we were given a triangular course to fly, still at 12,000 feet, until it was all clear for us to descend and land. Below was an extensive procession of aircraft heading towards France, so we soon realised that the invasion of German occupied Europe was under way. We landed about 0130 Hrs on 6th June, “D.Day”, and were informed that General Dwight Eisenhower would be broadcasting a special announcement later in the morning.
A day or two later we were paraded and given the duty of scouting through a near-by ‘wood’, as there had been a report that a parachutist had been seen to jump out of a German aircraft that had flown over. About 30 to 40 airmen hiked through that wood and surrounding fields, but found nothing. Later in the afternoon two farmers walked up to the guards at the station’s main gate with a suspect in tow. One was carrying a hay fork in a menacing manner. They found him on the edge of the wood, probably waiting for night to fall before moving on. Never did hear what the sequel to that was.
On 12th June, in the afternoon, we were detailed to take an aircraft on a flight test. On arrival at the aircraft we were met by a senior officer who informed us that an important passenger was on board who we had to deliver to Tempsford, the base of No.161 Special Duty squadron, and to fly below 500 feet all the way there and back. So I had to prepare a quick flight plan to Tempsford. When we got on board we discovered that our passenger was a very attractive young French lady, probably in her early 20’s, who was to be parachuted out over France that night on a special mission. What a girl?
No. 1653 Chedburgh – Suffolk
F/E Sgt Ron Partridge Added to The Crew That Went to “Ops”
Smithy, Bobbie, Ron, Pheasant?,
Mac, Mike, Vic
Two days later we completed out training at Chedburgh with a high level bombing and fighter affiliation exercise which involved corkscrews for which the Stirling was not particularly suited, and neither was my stomach. I have to admit that I did suffer some air-sickness on such occasions. On 14th June we were advised of our positing to No. 3 Lancaster Finishing School at Feltwell in Norfolk and to attend to our clearances from Chedburgh.
Hours flown at No.1653 H.C.U.
- Daylight 27 Hrs 25 mins, Night 20 Hrs 25 mins
No. 3 L.F.S. (Lancaster Finishing School)
Feltwell, Norfolk
Still under our posting to No.31 Base, Stradishall we were attached to No.3 L.F.S from 18th June 1944 for a concentrated 10 day course of lectures and instructions and our introduction to the “Lancaster 1”. The squadrons of 3 Group were equipped with the Lancaster 1 and Lancaster 111. The course was mainly for the pilot. Instructors were pilots who had completed tours on the ‘Lanc’.
P.O. Treasure was assigned to our crew for 3 hours of dual and solo circuits and bumps in daylight on 23rd June and for the same at night the following day. The next day we were on our own for a test flying a triangle over Norfolk for over an hour and 2 days later flew a cross country navigation test of over 3 hours.
It was a great thrill to eventually get on to Lancasters. A vast improvement on the Wellington and Stirling and truly the most successful heavy bomber of WW11. It was a ‘plane that gave the crews a feeling of confidence. Its power and manoeuvrability and load carrying capacity exceeded all others at that time. As far as I was concerned I had reached my goal. After some operational experience, you wee convinced that every one who operated in the light and medium bombers in the early years of the war deserved a ‘gong’.
On 27th June 1944 we were advised that we were posted to No.XV/15 Squadron at Mildenhall, Suffolk, a permanent RAF Base and one of the jewels of Bomber Command.
Hours flown at No. 3 L.F.S.
- Daylight 4 Hrs 20 mins, Night 6 Hrs 20 mins
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
Bob Smith's Memoirs
Creator
An entity primarily responsible for making the resource
Bob Smith
Date
A point or period of time associated with an event in the lifecycle of the resource
2003-03
Spatial Coverage
Spatial characteristics of the resource.
Turkey
Turkey--Gallipoli
Australia
Queensland--Brisbane
Queensland--Ipswich
Queensland--Maryborough
New South Wales--Cootamundra
New South Wales--Sydney
New South Wales--Wagga Wagga
New South Wales--Lindfield
New South Wales--Blue Mountains
New South Wales--Neutral Bay
American Samoa
American Samoa--Pago Pago
United States
Hawaii--Honolulu
California--San Francisco
California--Alcatraz Island
California--Oakland
Canada
British Columbia--Vancouver
Oregon
Washington (State)--Seattle
British Columbia--Vancouver
Alberta--Edmonton
Alberta--Jasper
Alberta--Fort Saskatchewan
Germany
Germany--Gelsenkirchen
Alberta--Calgary
Germany--Cologne
Tasmania
Italy
Italy--Foggia
Great Britain
Scotland--Gourock
England--Brighton
Germany--Hamm (North Rhine-Westphalia)
France
France--Laon
Belgium
Belgium--Antwerp
Germany--Wesseling
France--Montdidier (Picardy)
Austria
Austria--Vienna
Germany--Frankfurt am Main
Queensland--Cairns
Saskatchewan--Saskatoon
Manitoba--Winnipeg
Ontario--Toronto
North America--Niagara Falls
New York (State)--New York
Québec--Montréal
Nova Scotia--Halifax
Scotland--Greenock
Scotland--Aberdeen
England--Sidmouth
England--Salisbury
Scotland--Ailsa Craig
Great Britain Miscellaneous Island Dependencies--Isle of Man
Scotland--Gatehouse of Fleet
England--Newcastle upon Tyne
Wales--Holyhead
Scotland--Paisley
France
France--Beauvoir-sur-Mer
Queensland--Bundaberg
Victoria--Melbourne
Ontario--Trenton
Ontario--London
Saskatchewan
Québec
Nova Scotia
Manitoba
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 Australian Air Force
Royal Canadian Air Force
Royal New Zealand Air Force
Description
An account of the resource
Bob's memoirs from his early training until he became operational.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
107 printed sheets
Identifier
An unambiguous reference to the resource within a given context
MSmithRW425992-230825-03 copy
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
106 Squadron
115 Squadron
142 Squadron
15 Squadron
1653 HCU
166 Squadron
3 Group
4 Group
44 Squadron
467 Squadron
49 Squadron
5 Group
619 Squadron
622 Squadron
640 Squadron
76 Squadron
78 Squadron
84 OTU
Advanced Flying Unit
aerial photograph
air gunner
aircrew
Anson
anti-aircraft fire
bale out
Beaufighter
bomb aimer
bombing
Boston
crash
crewing up
Distinguished Flying Cross
entertainment
flight engineer
H2S
Halifax
Hampden
killed in action
Lancaster
Lancaster Finishing School
Master Bomber
mess
Morse-keyed wireless telegraphy
Mosquito
navigator
Nissen hut
Oboe
observer
Operational Training Unit
Oxford
pilot
prisoner of war
RAF Bishops Court
RAF Breighton
RAF Bridlington
RAF Cardington
RAF Chedburgh
RAF Cranwell
RAF Desborough
RAF Dunholme Lodge
RAF Feltwell
RAF Halfpenny Green
RAF Harrington
RAF Kirmington
RAF Leconfield
RAF Mildenhall
RAF Silloth
RAF Stradishall
RAF Tempsford
RAF Waddington
RAF West Freugh
RAF White Waltham
RAF Wigtown
RAF Witchford
Red Cross
sport
Stalag Luft 3
Stalag Luft 7
Stirling
training
V-1
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1359/45953/SSmithRW425992v10003-0002 copy.1.pdf
2b2498c35c56b9b3f87fd35ee89aa604
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Smith, Bob
Robert Wylie Smith
R W Smith
Description
An account of the resource
125 items. An oral history interview with Bob Smith (b. 1924, 425992 Royal Australian Air Force) photographs, documents and navigation logs and charts. He flew operations as a navigator with 15 Squadron at RAF Mildenhall.
The collection was loaned to the IBCC Digital Archive for digitisation by Bob Smith and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-03-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Smith, RW
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A Tour of Operations with RAF Bomber Command No XV/15 Squadron Mildenhall
Description
An account of the resource
The third book of memoirs by Bob Smith.
Covers his operational tour and bombing operations.
Creator
An entity primarily responsible for making the resource
Bob Smith
Temporal Coverage
Temporal characteristics of the resource.
1944
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Heinsberg (Heinsberg)
France
France--Beauvoir-sur-Mer
Germany--Gelsenkirchen
United States
Michigan--Detroit
Germany--Homberg (Kassel)
France--Châlons-en-Champagne
France--Caen
Germany--Kiel
Germany--Flensburg
Germany--Helgoland
Germany--Sylt
France--Somme
France--Aire-sur-la-Lys
France--Amiens
France--Gironde Estuary
Germany--Dortmund-Ems Canal
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Saint-Nazaire
Germany--Braunschweig
France--Falaise Region
France--Royan
Poland--Szczecin
Great Britain
Scotland--Glasgow
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Sweden
Denmark
Sweden--Malmö
Netherlands
Netherlands--Eindhoven
France--Le Havre
Germany--Neuss
Germany--Düsseldorf
France--Calais
France--Pas-de-Calais
France--Boulogne-sur-Mer
Europe--Kattegat Region
Norway
Norway--Oslo
Denmark--Frederikshavn
France--Strasbourg
Germany--Kleve (North Rhine-Westphalia)
Germany--Emmerich
Netherlands--Nijmegen
Germany--Duisburg
Germany--Cologne
Belgium
Belgium--Antwerp
Germany--Essen
Netherlands--Vlissingen
Belgium--Charleroi
Germany--Leverkusen
Netherlands--Veere
Germany--Castrop-Rauxel
Germany--Dortmund
Germany--Aachen Region
Germany--Düren (Cologne)
Germany--Jülich
Germany--Fulda
Germany--Bottrop
Germany--Osterfeld
Germany--Oberhausen (Düsseldorf)
Australia
Victoria--Melbourne
New South Wales--Sydney
Queensland--Brisbane
Scotland--Inverness
England--Blackpool
England--Colchester
Germany--Merseburg Region
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Royal Australian Air Force
Royal Canadian Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
98 printed pages
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Identifier
An unambiguous reference to the resource within a given context
SSmithRW425992v10003-0002 copy
1 Group
115 Squadron
149 Squadron
15 Squadron
186 Squadron
195 Squadron
218 Squadron
3 Group
5 Group
514 Squadron
6 Group
617 Squadron
622 Squadron
75 Squadron
8 Group
90 Squadron
aerial photograph
air gunner
aircrew
anti-aircraft fire
B-17
B-24
Battle
Blenheim
bomb aimer
bombing
Churchill, Winston (1874-1965)
Cook’s tour
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
escaping
flight engineer
Gee
George VI, King of Great Britain (1895-1952)
ground crew
ground personnel
H2S
Harris, Arthur Travers (1892-1984)
Ju 88
killed in action
lack of moral fibre
Lancaster
Lancaster Mk 3
Master Bomber
Me 109
mess
mine laying
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
Pathfinders
pilot
prisoner of war
propaganda
radar
RAF Chedburgh
RAF Feltwell
RAF Honeybourne
RAF Husbands Bosworth
RAF Lakenheath
RAF Lindholme
RAF Mepal
RAF Methwold
RAF Mildenhall
RAF Sealand
RAF Stradishall
RAF Tuddenham
RAF Uxbridge
RAF Waterbeach
RAF Weston Zoyland
RAF Witchford
RAF Wratting Common
RAF Wyton
Spitfire
Stirling
tactical support for Normandy troops
target indicator
target photograph
V-1
V-2
V-weapon
Wellington
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1359/45951/SSmithRW425992v10002-0002 copy.1.pdf
12af6b6dff947f6f4e21b0dbbb02f12a
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Smith, Bob
Robert Wylie Smith
R W Smith
Description
An account of the resource
125 items. An oral history interview with Bob Smith (b. 1924, 425992 Royal Australian Air Force) photographs, documents and navigation logs and charts. He flew operations as a navigator with 15 Squadron at RAF Mildenhall.
The collection was loaned to the IBCC Digital Archive for digitisation by Bob Smith and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-03-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Smith, RW
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
Bob Smith's Memoirs Book 2
Description
An account of the resource
23 pages of Bob's memoirs.
Covers his training.
Creator
An entity primarily responsible for making the resource
Bob Smith
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Brighton
England--Sidmouth
Scotland--Aberdeen
England--Salisbury
Scotland--Stranraer
Scotland--Ailsa Craig
Great Britain Miscellaneous Island Dependencies--Isle of Man
Scotland--Paisley
Scotland--Glasgow
France
France--Beauvoir-sur-Mer
Australia
New South Wales--Sydney
Queensland--Bundaberg
Queensland--Brisbane
New South Wales--Cootamundra
United States
California--San Francisco
Canada
Alberta--Edmonton
Nova Scotia--Halifax
Scotland--Gourock
Victoria--Melbourne
Manitoba--Winnipeg
Ontario--Trenton
Ontario--London
France--Châlons-sur-Marne (Arrondissement)
France--Caen
Germany
Germany--Kiel
France--Gironde Estuary
Poland--Szczecin
Netherlands
Netherlands--Eindhoven
France--Le Havre
Germany--Neuss
France--Calais
France--Pas-de-Calais
Atlantic Ocean--Kattegat (Baltic Sea)
Germany--Kleve (North Rhine-Westphalia)
Germany--Duisburg
Germany--Essen
Germany--Leverkusen
Netherlands--Vlissingen
Netherlands--Veere
Germany--Cologne
Germany--Homberg (Kassel)
Germany--Castrop-Rauxel
Germany--Dortmund
Germany--Fulda
Germany--Bottrop
Germany--Heinsberg (Heinsberg)
Nova Scotia
Manitoba
Poland
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 New Zealand Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
23 printed pages
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Pending review
Identifier
An unambiguous reference to the resource within a given context
SSmithRW425992v10002-0002
1653 HCU
3 Group
467 Squadron
5 Group
84 OTU
Advanced Flying Unit
air gunner
aircrew
Anson
anti-aircraft fire
bomb aimer
crash
crewing up
flight engineer
Gee
Hampden
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
mess
mine laying
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operational Training Unit
Oxford
pilot
prisoner of war
RAF Andover
RAF Bishops Court
RAF Bridlington
RAF Cardington
RAF Chedburgh
RAF Cranwell
RAF Desborough
RAF Feltwell
RAF Halfpenny Green
RAF Harrington
RAF Mildenhall
RAF Silloth
RAF Stradishall
RAF Tempsford
RAF Waddington
RAF West Freugh
RAF White Waltham
RAF Wigtown
Stirling
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2357/45683/PFoskettW23020106.2.jpg
adb711ff29902874771c1ae7332269b0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2357/45683/PFoskettW23020107.2.jpg
814da54016036b852e01a0498da2382b
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
Foskett, William
Description
An account of the resource
104 items. The collection concerns Flight Lieutenant William Foskett (b. 1921, 13230505 Royal Air Force) and contains his log books, correspondence, documents, and photographs.
He flew operations as an air gunner and navigator with 214 Squadron. After the war, he was stationed in Italy, France, Germany and North Africa.
The collection was loaned to the IBCC Digital Archive for digitisation by Peter Foskett and catalogued by Barry Hunter with the assistance of Roberto Bassi of the Aeroclub Friulano Campoformido.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-04-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Foskett, W
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Eight Airmen
Description
An account of the resource
Eight airmen including Bill Foskett grouped at the tail of their B-17. Len Roose is holding their lucky horseshoe. On the reverse 'Ray Delisle (Waist Gun) Myself Ted Bonner (WOP) (Radar) (Waist Gun) Fred Barber (Engineer) Len Roose (Mid Upper) with my lucky horseshoe Jack Podger (Navigator)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PFoskettW23020106, PFoskettW23020107
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
air gunner
aircrew
B-17
flight engineer
navigator
superstition
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2357/45500/BFoskettPFoskettWv10003.1.pdf
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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
Foskett, William
Description
An account of the resource
104 items. The collection concerns Flight Lieutenant William Foskett (b. 1921, 13230505 Royal Air Force) and contains his log books, correspondence, documents, and photographs.
He flew operations as an air gunner and navigator with 214 Squadron. After the war, he was stationed in Italy, France, Germany and North Africa.
The collection was loaned to the IBCC Digital Archive for digitisation by Peter Foskett and catalogued by Barry Hunter with the assistance of Roberto Bassi of the Aeroclub Friulano Campoformido.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-04-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Foskett, W
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bill Foskett Biography Chapter Three
Description
An account of the resource
The third chapter of Bill's wartime experiences.
The first two chapters used Bill's words but the third is written by an anonymous friend.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shellingford
United States
Georgia--Atlanta
Georgia--Macon
Georgia--Albany
Florida--Arcadia
Canada
Ontario--Picton
Ontario
France
France--Biarritz
Germany--Karlsruhe
Belgium
Belgium--Antwerp
France--Gennevilliers
Germany--Kiel
France--Saumur
Germany--Gelsenkirchen
Netherlands
Netherlands--Goes
Netherlands--Hoek van Holland
Germany--Stuttgart
Germany--Duisburg
Germany--Frankfurt am Main
Germany--Ostfriesland
Germany--Emden (Lower Saxony)
Germany--Darmstadt
France--Wissembourg
Germany--Karlsruhe
Netherlands--Heerenveen
Germany--Traben-Trarbach
Germany--Fischbach
France--Bischwiller
Germany--Bochum
Germany--Cologne
Germany--Mannheim
Germany--Saarbrücken
Germany--Koblenz
Germany--Gladbeck
Germany--Mönchengladbach
Germany--Krefeld
Germany--Dortmund-Ems Canal
Germany--Giessen (Hesse)
Italy
Italy--Udine
England--Newquay
England--Great Yarmouth
Slovenia--Log pod Mangartom
Slovenia
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
United States Army Air Force
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
25 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BFoskettPFoskettWv10003
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Foskett, William. Biography
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
100 Group
15 OTU
214 Squadron
617 Squadron
Absent Without Leave
Advanced Flying Unit
air gunner
aircrew
Anson
anti-aircraft fire
B-17
Battle
Bolingbroke
bomb aimer
Bombing and Gunnery School
bombing of Cologne (30/31 May 1942)
flight engineer
Flying Training School
Gee
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
Initial Training Wing
Ju 88
lack of moral fibre
Lancaster
Me 110
mine laying
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
RAF Chedburgh
RAF Downham Market
RAF Feltwell
RAF Harwell
RAF Honington
RAF Methwold
RAF Millom
RAF Oulton
RAF Ridgewell
RAF Sculthorpe
RAF Shipdham
RAF Stradishall
RAF Woodbridge
Stearman
Stirling
superstition
Tallboy
target indicator
Tiger Moth
training
V-2
V-weapon
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2601/45292/MHomewoodWR1577093-190724-03.2.jpg
be8b3fd7916b58e27bc07c6685a3f1db
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
Homewood, William Robert
Homewood, W R
Description
An account of the resource
17 items. The collection concerns William Robert Homewood (1577093 Royal Air Force) and contains his log book, documents, photographs and a piece of shrapnel. He flew operations as a bomb aimer with 51 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jeffrey Homewood and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-07-24
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Homewood, WR
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
William Homewood's Operations in 51 Squadron
Description
An account of the resource
A list of William and crew with the date, aircraft and 37 operations.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Oberhausen (Düsseldorf)
Germany--Kleve (North Rhine-Westphalia)
Germany--Bochum
Germany--Duisburg
Germany--Wilhelmshaven
Germany--Cologne
Germany--Düsseldorf
Germany--Gelsenkirchen
Germany--Jülich
Germany--Münster in Westfalen
Germany--Essen
Germany--Hagen (Arnsberg)
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Hannover
Germany--Hanau
Germany--Saarbrücken
Germany--Dülmen
Germany--Magdeburg
Germany--Stuttgart
Germany--Mainz (Rhineland-Palatinate)
Germany--Wanne-Eickel
Germany--Gelsenkirchen
Germany--Worms
Germany--Mainz
Germany--Heide (Schleswig-Holstein)
Germany--Hamburg
Germany--Dortmund
Germany--Wuppertal
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
MHomewoodWR1577093-190724-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
51 Squadron
air gunner
aircrew
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
navigator
pilot
RAF Carnaby
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1979/45245/PEdmondsonF1705.2.jpg
e527e3e0dfe3ef2f2108bc10f54dc34a
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
Edmondson, Eddie
Fred Edmondson
F Edmondson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edmondson, F
Description
An account of the resource
8 items. The collection concerns Sergeant Fred 'Eddie' Edmondson (Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer and bomb aimer with 35 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Ron and Catherine Eccles and catalogued by Lynn Corrigan.
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
Fred 'Eddie' Edmondson
Description
An account of the resource
A bareheaded Eddie, in uniform, his hands in his pockets, standing in a garden.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
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
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PEdmondsonF1705
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
flight engineer
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1979/45241/PEdmondsonF1701.1.jpg
dfa1d2b8c3c50dcc6c036ec8705427ac
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
Edmondson, Eddie
Fred Edmondson
F Edmondson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edmondson, F
Description
An account of the resource
8 items. The collection concerns Sergeant Fred 'Eddie' Edmondson (Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer and bomb aimer with 35 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Ron and Catherine Eccles and catalogued by Lynn Corrigan.
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
Fred 'Eddie' Edmondson
Description
An account of the resource
A studio head and shoulders portrait of Eddie in uniform showing his sergeant's stripes and engineer's brevet.
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
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
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PEdmondsonF1701
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
flight engineer
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1979/45240/LEdmondsonF[Ser -DoB]v1.pdf
7a146889b699c1463fdc89e5e893e97b
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
Edmondson, Eddie
Fred Edmondson
F Edmondson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-11-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edmondson, F
Description
An account of the resource
8 items. The collection concerns Sergeant Fred 'Eddie' Edmondson (Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer and bomb aimer with 35 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Ron and Catherine Eccles and catalogued by Lynn Corrigan.
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
Fred 'Eddie' Edmondson's navigator's, air bomber's and air gunner's flying log book
Description
An account of the resource
Navigator's, air bomber's and air gunner's flying log book for Fred 'Eddie' Edmondson, flight engineer and bomb aimer, covering the period 20 March 1944 to 18 April 1945, detailing his training and operations flown. He was stationed at 1663 Heavy Conversion Unit RAF Rufforth, 77 Squadron RAF Elvington, 78 Squadron RAF Breighton, 1652 Heavy Conversion Unit RAF Upwood, 35 Squadron and RAF Graveley. Aircraft flown in were Halifax and Lancaster, He flew a total of 57 operations including 26 night and 31 day operations with 35 Squadron. Targets were, Kiel, Stuttgart, Caen, Bois de Cassan, Trossy St. Maximin, Acquet, Forêt de Nieppe, Falaise, Le Culot, Stettin, Emden, Le Havre, Wanne Eickel, Calais, Cap Griz Nez, Dortmund, Duisburg, Wilhelmshaven, Essen, Walcheren, Westkapelle, Oberhausen, Gelsenkirchen, Freiburg, Urft dam, Leuna oil plant, Ulm, Cologne, St. Vith, Rheydt, Bonn, Mannheim, Mainz, Dresden, Chemnitz, benzol plant at Borttrod-Stinnes, oil plant at Heide-Hemmingstedt, Gladbeck, Munster, Nordhausen, Hamburg, Bayreuth, Potsdam and Helgoland. His pilot on 56 operations was Flight Lieutenant L B Lawson and for one was Wing Commander L E Good. In 29 operations Eddie was flight engineer and in 28 was bomb aimer and flight engineer.<br /><br /><span data-contrast="auto" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW66706776 BCX0"><span class="NormalTextRun SCXW66706776 BCX0">This item was sent to the IBCC Digital Archive already in digital form. No </span><span class="ContextualSpellingAndGrammarError SCXW66706776 BCX0">better quality</span><span class="NormalTextRun SCXW66706776 BCX0"> copies are available.</span></span>
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-30
1944-07-31
1944-08-03
1944-08-04
1944-08-05
1944-08-06
1944-08-14
1944-08-15
1944-08-16
1944-08-17
1944-09-06
1944-09-10
1944-09-11
1944-09-12
1944-08-15
1944-08-16
1944-09-20
1944-09-25
1944-09-26
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-10-16
1944-10-22
1944-10-23
1944-10-28
1944-10-29
1944-11-01
1944-11-02
1944-11-06
1944-11-27
1944-11-28
1944-11-29
1944-12-04
1944-12-06
1944-12-07
1944-12-17
1944-12-18
1944-12-23
1944-12-26
1944-12-27
1944-12-28
1944-12-29
1944-12-30
1945-01-02
1945-01-03
1945-01-22
1945-02-23
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-13
1945-02-14
1945-02-15
1945-02-20
1945-02-21
1945-02-27
1945-03-01
1945-03-15
1945-03-20
1945-03-21
1945-03-24
1945-03-25
1945-04-03
1945-04-08
1945-04-09
1945-04-11
1945-04-14
1945-04-15
1945-04-08
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--North Sea
Belgium
France
Germany
Germany--Ruhr (Region)
Great Britain
Netherlands
Belgium--Beauvechain
Belgium--Saint-Vith
France--Abbeville Region
France--Auxi-le-Château
France--Caen
France--Calais
France--Creil
France--Falaise
France--L'Isle-Adam
France--Le Havre
Germany--Bayreuth
Germany--Bonn
Germany--Bottrop
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dresden
Germany--Duisburg
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Freiburg im Breisgau
Germany--Gelsenkirchen
Germany--Gladbeck
Germany--Hamburg
Germany--Heide (Schleswig-Holstein)
Germany--Helgoland
Germany--Kiel
Germany--Leuna
Germany--Mainz (Rhineland-Palatinate)
Germany--Mannheim
Germany--Münster in Westfalen
Germany--Nordhausen (Thuringia)
Germany--Oberhausen (Düsseldorf)
Germany--Potsdam
Germany--Rheydt
Germany--Stuttgart
Germany--Ulm
Germany--Urft Dam
Germany--Wanne-Eickel
England--Cambridgeshire
England--Yorkshire
Netherlands--Walcheren
Netherlands--Westkapelle
Poland--Szczecin
France--Nieppe Forest
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
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LEdmondonF[Ser#-DoB]v1
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
Lynn Corrigan
1652 HCU
1663 HCU
35 Squadron
77 Squadron
78 Squadron
aircrew
bomb aimer
bombing of Dresden (13 - 15 February 1945)
bombing of Helgoland (18 April 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Breighton
RAF Elvington
RAF Graveley
RAF Marston Moor
RAF Rufforth
RAF Upwood
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2601/45189/MHomewoodWR1577093-190724-01.2.jpg
924464bde09a4c8144d1543895d38c7b
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
Homewood, William Robert
Homewood, W R
Description
An account of the resource
17 items. The collection concerns William Robert Homewood (1577093 Royal Air Force) and contains his log book, documents, photographs and a piece of shrapnel. He flew operations as a bomb aimer with 51 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jeffrey Homewood and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-07-24
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Homewood, WR
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
William Homewood and Crew
Description
An account of the resource
A list and photograph of the crew.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Format
The file format, physical medium, or dimensions of the resource
One printed sheet
Identifier
An unambiguous reference to the resource within a given context
MHomewoodWR1577093-190724-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
air gunner
aircrew
bomb aimer
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
navigator
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2601/45188/SHomewoodWR1577093v1.1.pdf
1aa64a69dde4f9184207fd0fc4c1ed3c
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
Homewood, William Robert
Homewood, W R
Description
An account of the resource
17 items. The collection concerns William Robert Homewood (1577093 Royal Air Force) and contains his log book, documents, photographs and a piece of shrapnel. He flew operations as a bomb aimer with 51 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jeffrey Homewood and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-07-24
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Homewood, WR
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
51 Squadron, 4 Group, RAF Bomber Command
Description
An account of the resource
A detailed account of William's service in 51 Squadron including copies of the squadron's operational record books.
Creator
An entity primarily responsible for making the resource
William Homewood
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
South Africa
Germany
Germany--Oberhausen (Düsseldorf)
Germany--Kleve (North Rhine-Westphalia)
Germany--Bochum
Germany--Wilhelmshaven
Germany--Duisburg
Germany--Cologne
Germany--Düsseldorf
Germany--Gelsenkirchen
Germany--Jülich
Germany--Münster in Westfalen
Germany--Essen
Germany--Hagen (Arnsberg)
Germany--Osnabrück
Germany--Oppau
Germany--Hannover
Germany--Hanau
Germany--Saarbrücken
Germany--Magdeburg
Germany--Stuttgart
Germany--Mainz (Rhineland-Palatinate)
Germany--Wanne-Eickel
Germany--Worms
Germany--Kamen
Germany--Heide (Schleswig-Holstein)
Germany--Hamburg
Germany--Dortmund
Germany--Wuppertal
Netherlands
Netherlands--Nijmegen
Germany--Helgoland
Germany--Düsseldorf
Germany--Dülmen
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
94 page book
Identifier
An unambiguous reference to the resource within a given context
SHomewoodWR1577093v1
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
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
4 Group
5 Group
51 Squadron
578 Squadron
6 Group
8 Group
air gunner
aircrew
anti-aircraft fire
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
ground crew
ground personnel
Halifax
Halifax Mk 3
Lancaster
Master Bomber
mess
mid-air collision
mine laying
Mosquito
navigator
Oboe
Oxford
Pathfinders
pilot
RAF Burn
RAF Carnaby
RAF Elvington
RAF Kirmington
RAF Leconfield
RAF Lissett
RAF Marston Moor
RAF Odiham
RAF Snaith
RAF Tangmere
Red Cross
Spitfire
Stirling
target indicator
Typhoon
Wellington
Whitley
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2557/44703/PBlamiresRG2207.1.jpg
a139e249973c217dffa4696a3e7c1914
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2557/44703/PBlamiresRG2208.1.jpg
74ad92152387b161d7f4e5310a91cb39
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
Blamires, Robert Geoffrey
R G Blamires
Description
An account of the resource
99 items. The collection concerns Robert Geoffrey Blamires (b. 1921, 139996 Royal Air Force) and contains his log book, diary, correspondence, documents, charts and an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2645">Album</a>. He flew operations as a navigator with 103 Squadron. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Judith Coad and catalogued by Trevor Hardcastle.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Blamires, RG
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
Geoff Blamires and crew
Description
An account of the resource
Geoff with four aircrew that he flew with. On the reverse captioned 'L to R Geoff Blamires - Nav, Doug Maycroft - Bomb Aimer, Den Barton - Flight Engineer, Frank Farnham - Mid upper gunner, Dennis 'Danny' Josey - Pilot. The last two are bracketed together with a note. Killed flying as stand- in on another aircraft 15/7/44 Lanc III NE136 PM-L'.
It was Frank Farnham. mid upper gunner, who was killed. Dennis "Danny" Josey went on to complete his tour and to stay in the RAF after the war. He was awarded two DFC's and honoured to lead the Queen's Coronation flypast in 1953. Danny died in 2011 aged 91.
Additional information about this item was kindly provided by the donor.
Temporal Coverage
Temporal characteristics of the resource.
1944-07-15
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PBlamiresRG2207, PBlamiresRG2208
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
103 Squadron
air gunner
aircrew
bomb aimer
flight engineer
killed in action
Lancaster
navigator
pilot
RAF Elsham Wolds
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2573/44638/BUreILUreILv2.2.pdf
a87581cb66c4d8dae556d3359dde9c1b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ure, Ivan Lochlyn
I L Ure
Description
An account of the resource
27 items. The collection concerns Ivan Lochlyn Ure (b. 1922, 1323004 Royal Air Force) and contains his memoirs, prisoner of war log, correspondence, documents, and photographs. He flew operations as an air gunner with 10 Squadron before he became a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Tim and Heather Wright and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ure, IL
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Years up to the Outbreak of the Second World War and How it Affected Me
Description
An account of the resource
A part autobiography of Ivan's pre-war life.
Creator
An entity primarily responsible for making the resource
Ivan Ure
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Wales--Colwyn Bay
England--London
England--Lancing
England--Blackpool
Scotland--Edzell
Scotland--Arbroath
England--Whitley Bay
Germany
Germany--Mannheim
Germany--Hamburg
Germany--Nuremberg
France
France--Le Tréport
France--Abbeville
France--Paris
Germany--Frankfurt am Main
Lithuania--Klaipėda
Poland--Świnoujście
Poland--Białogard
Europe--Elbe River
Germany--Lüneburg
Germany--Rheine
Germany--Dresden
Lithuania--Klaipėda
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Wehrmacht
Wehrmacht. Luftwaffe
Royal Air Force
Polskie Siły Powietrzne
United States Army Air Force
Royal Australian Air Force
Royal Canadian Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
23 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BUreILUreILv2
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
10 Squadron
4 Group
air gunner
Air Gunnery School
aircrew
Anson
B-24
Blenheim
bomb aimer
bombing
Botha
Chamberlain, Neville (1869-1940)
Churchill, Winston (1874-1965)
crewing up
ditching
Dominie
Dulag Luft
flight engineer
George VI, King of Great Britain (1895-1952)
Halifax
Halifax Mk 1
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Ju 88
lack of moral fibre
Lancaster
Lysander
Me 109
Me 110
Morse-keyed wireless telegraphy
navigator
Operational Training Unit
Oxford
pilot
prisoner of war
Proctor
RAF Barrow in Furness
RAF Hendon
RAF Lossiemouth
RAF Madley
RAF Marston Moor
RAF Melbourne
RAF Padgate
RAF Wittering
RAF Yatesbury
Red Cross
Roosevelt, Franklin Delano (1882-1945)
Spitfire
Stalag Luft 1
Stalag Luft 4
Stalag Luft 6
Stalin, Joseph (1878-1953)
Stirling
the long march
training
Typhoon
Wallis, Barnes Neville (1887-1979)
Wellington
Whitley
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2573/44630/BUreILUreILv1.2.pdf
33ef94d4b6b42cee0b9e403dc49f120a
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ure, Ivan Lochlyn
I L Ure
Description
An account of the resource
27 items. The collection concerns Ivan Lochlyn Ure (b. 1922, 1323004 Royal Air Force) and contains his memoirs, prisoner of war log, correspondence, documents, and photographs. He flew operations as an air gunner with 10 Squadron before he became a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Tim and Heather Wright and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ure, IL
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
... just ... Chapters in a Life .. and some History
Description
An account of the resource
A detailed autobiography by Ivan Ure.
Creator
An entity primarily responsible for making the resource
Ivan Ure
Date
A point or period of time associated with an event in the lifecycle of the resource
1997
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Isle of Wight
Norway
Scotland--Argyllshire
England--Yorkshire
England--Sussex
England--Westbourne (West Sussex)
England--London
England--Hayling Island
England--Evenley
England--Somerset
England--Blackpool
Germany
Germany--Mannheim
Germany--Nuremberg
France
France--Abbeville
France--Paris
Germany--Frankfurt am Main
Poland
Poland--Gdańsk
Lithuania
Lithuania--Šilutė
Lithuania--Klaipėda
Poland--Szczecin
Poland--Białogard
Poland--Pyrzyce (Powiat)
Germany--Lauenburg
Germany--Lüneburg
Germany--Rheine
England--London
Germany--Dresden
Ireland
Ireland--Dublin
Ireland--Cork
Austria
Austria--Vienna
Libya
Libya--Tripoli
Libya--Banghāzī
Egypt
Egypt--Cairo
Egypt--Jīzah
Egypt--Port Said
Kuwait
Bahrain
Iran
Iran--Tehran
Scotland--Oban
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Polskie Siły Powietrzne
Royal Navy
Wehrmacht
Wehrmacht. Luftwaffe
Royal Australian Air Force
Royal Canadian Air Force
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
140 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BUreILUreILv1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
10 Squadron
4 Group
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
Blenheim
bomb aimer
Botha
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
Defiant
ditching
Dominie
Dulag Luft
entertainment
flight engineer
Goldfish Club
ground personnel
Halifax
Hampden
Harris, Arthur Travers (1892-1984)
Hitler, Adolf (1889-1945)
Hurricane
Ju 88
Lancaster
Lysander
Me 109
Me 110
Morse-keyed wireless telegraphy
navigator
Operational Training Unit
perception of bombing war
physical training
pilot
prisoner of war
Proctor
radar
RAF Barrow in Furness
RAF Brize Norton
RAF Cosford
RAF Hendon
RAF Lossiemouth
RAF Madley
RAF Marston Moor
RAF Melbourne
RAF Padgate
RAF Sywell
RAF Uxbridge
RAF Yatesbury
Red Cross
Spitfire
sport
Stalag Luft 1
Stalag Luft 4
Stalag Luft 6
Stirling
the long march
training
Typhoon
Wellington
wireless operator / air gunner
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44428/MParryWE1172401-220531-06.1.pdf
d7b2535d59dc5249b5da2b66d602bece
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
Parry, William Edward
Parry, W E
Description
An account of the resource
34 items. The collection concerns Pilot Officer William Edward Parry DFC (1912 - 1996, 1177401 Royal Air Force) and contains his decorations, documents and photographs. He flew operations as a pilot with 9 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Frances Lee and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-31
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Parry, WE
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
Andover's Lancasters
Description
An account of the resource
A lecture given to Andover's Archaeology and Local History Society on 23 February 1996.
Date
A point or period of time associated with an event in the lifecycle of the resource
1996-02-23
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Andover
Germany
Germany--Essen
Germany--Krefeld
Germany--Berlin
Germany--Nuremberg
France
France--Paris
Germany--Munich
Germany--Dortmund-Ems Canal
Italy
Italy--La Spezia
Poland--Szczecin
Germany--Ruhr (Region)
Germany--Oberhausen (Düsseldorf)
Poland
Germany--Braunschweig
England--Great Yarmouth
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Eight printed sheets
Identifier
An unambiguous reference to the resource within a given context
MParryWE1172401-220531-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
156 Squadron
44 Squadron
50 Squadron
617 Squadron
9 Squadron
air gunner
aircrew
anti-aircraft fire
bomb aimer
bombing of Nuremberg (30 / 31 March 1944)
crash
ditching
flight engineer
Grand Slam
Harris, Arthur Travers (1892-1984)
killed in action
Lancaster
Lancaster Mk 1
Lancaster Mk 3
military discipline
navigator
Operational Training Unit
Pathfinders
pilot
prisoner of war
RAF Bardney
RAF Dunholme Lodge
RAF hospital Rauceby
RAF Skellingthorpe
RAF Upwood
RAF Warboys
Spitfire
take-off crash
Tallboy
Tirpitz
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1457/44426/MTowersG2205169-151002-01.1.jpg
f364a3d190fb3dfd06b325405746be6f
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
Towers, Geoff
G Towers
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Towers, G
Description
An account of the resource
Four items. The collection concerns Geoff Towers (2205169 Royal Air Force) and contains documents. He flew operations as an air gunner with 158 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Geoff Towers and catalogued by Trevor Hardcastle.
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 of Halifax K for King
Description
An account of the resource
Crew posed in two rows in front of plain background. Crew are listed, Back row, Ken Casey (Australian Wireless Operator), Fred McCarten (Air Gunner), Geoff Towers (Air Gunner), George Fairless (Flight Engineer), Front row Mick Miller (Australian Bomb Aimer), Bill Sharp (Pilot) Johnny Sessions (Navigator).
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
MTowersG2205169-151002-01
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
air gunner
aircrew
bomb aimer
flight engineer
Halifax
navigator
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1457/44425/MTowersG2205169-151002-04.1.jpg
d40756d212a68f6ac6bd72a99b92756e
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
Towers, Geoff
G Towers
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Towers, G
Description
An account of the resource
Four items. The collection concerns Geoff Towers (2205169 Royal Air Force) and contains documents. He flew operations as an air gunner with 158 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Geoff Towers and catalogued by Trevor Hardcastle.
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
Remembering sixty years ago
Description
An account of the resource
Recollections and thoughts by Geoff Towers about his service with 158 Squadron, he was a rear gunner and flew in the Halifax, he flew 40 operations. He lists his crew, Bill Sharp Pilot, Mick Miller Bomb Aimer, John Sessions Navigator, Georg Fairless Flight engineer, Ken Casey Wireless operator, Fred McCarten M Upper gunner, Geoff Towers Rear Gunner.
He also summarises 158 Squadrons war achievements.
Creator
An entity primarily responsible for making the resource
Geoff Towers
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
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. Memoir
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
MTowersG2205169-151002-04
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
158 Squadron
air gunner
aircrew
bomb aimer
flight engineer
Halifax
killed in action
navigator
pilot
RAF Lissett
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1435/44422/MTatleyHT1310893-150908-03.1.jpg
ee690004c485e40327b08f4e20a5bb75
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
Tatley, Hubert Thomas
H T Tatley
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
2015-08-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Tatley, HT
Description
An account of the resource
14 items. The collection concerns Sergeant Hubert Thomas Tatley (1310893 Royal Air Force) and contains documents and photographs. He flew operations as a bomb aimer with 9 Squadron and was killed 20/21 December 1942. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Ian Blackmore and catalogued by Trevor Hardcastle. <br /><br />Additional information on Hubert Thomas Tatley is available via the <a href="https://losses.internationalbcc.co.uk/loss/122930/">IBCC Losses Database</a>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Information about Lancaster W4182 WS-B of 9 Squadron
Description
An account of the resource
Lists the previous nine operations of Lancaster W4182 and recording that on an operation to Duisburg on the 20 December 1942 just after take off the aircraft collided with Lancaster W4259 from 44 Squadron. There were no survivors. The crews are listed.
Temporal Coverage
Temporal characteristics of the resource.
1942-12-20
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
One typewritten page
Identifier
An unambiguous reference to the resource within a given context
MTatleyHT1310893-150908-03
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
44 Squadron
9 Squadron
air gunner
aircrew
bomb aimer
flight engineer
killed in action
Lancaster
mid-air collision
navigator
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44391/PParryWE2217.2.jpg
3cb559a3bef823ba68778b7542a24bc0
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
Parry, William Edward
Parry, W E
Description
An account of the resource
34 items. The collection concerns Pilot Officer William Edward Parry DFC (1912 - 1996, 1177401 Royal Air Force) and contains his decorations, documents and photographs. He flew operations as a pilot with 9 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Frances Lee and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-31
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Parry, WE
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
Wedding photograph
Description
An account of the resource
An airman and his bride, two bridesmaids, a best man and the father of the bride. They are standing outside Holy Cross Shrewsbury.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PParryWE2217
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
England--Shrewsbury
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
flight engineer
love and romance
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44384/PParryWE2208.1.jpg
2eee71527f24a9248d458d0def5c337e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2563/44384/PParryWE2209.1.jpg
6380730311634cefa83a322ca1dbd5f5
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
Parry, William Edward
Parry, W E
Description
An account of the resource
34 items. The collection concerns Pilot Officer William Edward Parry DFC (1912 - 1996, 1177401 Royal Air Force) and contains his decorations, documents and photographs. He flew operations as a pilot with 9 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Frances Lee and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-05-31
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Parry, WE
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Sgt Lees B.A (Geoff)
Sgt Daswell F. E (Dassy)
P.O Brown Nav (Sam)
FO Cowan Pilot (Jim)
Sgt R.G. Brown (Dickie)
Sgt Hewinson W.O.P. (Hewie)
Sgt Talbot M.U.G. (John)
December 1942
Waddington
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
Seven Airmen and a Lancaster
Description
An account of the resource
Seven crew, in flying kit, standing in front of a Lancaster. Each man is named on the reverse.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-12
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PParryWE2208, PParryWE2209
Temporal Coverage
Temporal characteristics of the resource.
1942-12
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Alan Brammer
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
air gunner
aircrew
bomb aimer
flight engineer
Lancaster
navigator
pilot
RAF Waddington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1409/44360/PTaplinJA1607.2.jpg
1d62e72ac7bcc1f90ce28a8abd49c04c
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
Taplin, J A
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-01-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Taplin, JA
Description
An account of the resource
128 items. The collection concerns Flight Sergeant John Albert Taplin (b.1919, 1268696 Royal Air Force) and contains correspondence, documents photographs and two audio interviews. He flew operations as an air gunner with 408 Squadron before he was shot down and became a prisoner of war.
The collection was loaned to the IBCC Digital Archive for digitisation by Kevan Taplin 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
Eleven Men
Description
An account of the resource
Six soldiers, three airmen and two civilians.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
British Army
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PTaplinJA1607
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
flight engineer
pilot