2
25
1845
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1077/MBubbGJ1477939-160322-01.1.pdf
74bc95ec7572d80b6af1bef26370eed5
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Title
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Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-03-22
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined] TABULATION OF INSTRUMENT REPAIRER COURSE [/underlined]
Form
18Y5 Volume 1 General Information of Aircaraft Insurments i.e. Installation etc.
18Y5 Volume 2 Modifications i.e. additions to Instruments or equipment etc.
Y00 Inspection Form (To be signed after each inspection)
[page break]
[underlined] AIRCRAFT MAINTENANCE [/underlined]
All RAF aircraft are inpeced periodically in accordance with specially drawn up schedules. These inspections are under three headings. 1) Daily Inspection
Carried out every day and the aircraft is serviceable for 24 hrs from time of the inspection.
2) Minor Inspection.
Carried out in accordance with U.M.O’s usually after every 300845 hrs.
3) Major inspection
Complete overhaul Is carried out at the end of a flying cycle usually 240 to 320 flying hours. The major cycle is divided into 6 or 8 minor periods, a minor inspection being carried out at the end of each. Thus a 240 major inspection sub-divided into 6 minor periods, would have one major and 5 minor inspections to the cycle. Some items do not require checking every minor inspection and where an item
requires checking every other minor a star is put against the assembly group number in the 17.1.R form. two stars would indicate every third minor and three stars every fourth. Major items are indicated by black capital letters as small letters underlined.
[underlined] FORM Y00 [/underlined]
This has two main sections.
1) Daily Inspection Sheet is used to record signature of airmen carrying out the (D. In) and aircraft cannot fly until the D.1 certificate has been completed
2) Change of Serviceability and Repair is used to record any change of state of an aircraft. When an aircraft is U/S for any reason that reason is stated in this log. Any members of ground or aircrew can put an aircraft U/S but [deleted] permen [/deleted] competent N.C.O or Officer can make it serviceable. All entries must be made in ink or copying ink pencil.
[page break]
[underlined] MAINTENANCE INSPECTION RECORD FORM [/underlined]
Is used to record all work done on minor and major inspections. All items are listed separately, and [deleted] to [/deleted] as each one has been inspected and found satisfactory, the airmen records his initials in column “A”. Should a defect be discovered it is indicated by a cross in column “A” and when rectified is signed for in column “B”, by group 1 tradesman. If an airman is taken off an inspection before completion, he draws a double line below the last item inspected by him, in the appropriate column and signs on it. The airman continuing the inspection initials each following item if satisfactory.
[underlined] A.P. 12Y5 VOLUME 1 – 2 [/underlined]
Is the instrument manual of the Raf Details of all instruments are given with instructions on installation maintenance and calibration. Volume 2 is made up of amendment leaflets to Volume 1.
[underlined] DIRECT TYPE PRESSURE GAUGES [/underlined]
[drawing with annotation]
[underlined] BOURDON TUBE [/underlined]
Iis [sic] a ‘C’ shaped tube, with an elliptical cross-section. One end is fixed and left open, the other end is closed and free to move. Any pressure applied within the tube, will try to make the cross section circular, which will result in the tube straightening out and thus causing a movement of the free end
[underlined] BOURDON TUBE MECHANISM [/underlined]
Connected to the free end is a link, which in turn is connected to the tail of the
[page break]
quadrant gear. In mesh with the quadrant is a pinion to which is attached a pointer. A hair-spring is fitted on the pointer spindle to take up slackness
[underlined] DIRECT TYPE PRESSURE GAUGES
FUEL, OIL AND AIR [/underlined]
Air, oil and fuel is fed direct to the Bourdon tube causing movement. Gauges differ only in range, colour of bezel and strength of Bourdon Tube
[underlined] Fuel [/underlined] – Range 0-5 or 0-10 lbs per sq. inch
Colour of bezel – [underlined] Red [/underlined]
[underlined] Oil [/underlined] – Range 0-200lbs per sq. inch
Colour of bezel – [underlined] Yellow [/underlined]
[underlined] Air [/underlined] – Range 0-250 lbs per sq inch
Colour of bezel [underlined] Black [/underlined]
[drawing of spigot union]
[drawing of hydraulic choke]
[drawing of Nipple adaptor union]
[drawing of layout or brake pressure gauge]
[drawing of spherical union]
[drawing of transmitting gauge (suction)]
[page break]
[underlined] BRAKE PRESSURE GAUGE [/underlined] (Sec. 11 Chap 15)
Range of Instrument 0 – 300 lbs [square] “ Colour of Bezel – Black, three nipple adaptor unions at rear (See standard notes)
[underlined] SUCTION GAUGE [/underlined]
Has an edge-ways scale capsule type mechanism. Range 0 – 10” HG. Colour of Bezel. Black (see standard notes) Spherical type union
[underlined] HYDRAULIC PRESSURE GAUGE [/underlined] (SEC II CHAP 10)
(See standard notes)
Range 0 – 200 lbs [square] “. Colour of Bezel Black nipple adapter union
[underlined] HYDRAULIC CHOKE [/underlined]
Is fitted in the pipe connecting the gauge to the system in order to protect the gauge from damage sue to rapid action of pressure Instal [sic] with arrow in direction of flow when installing the pipe should be primed and the choke connected in
the correct manner The connections should be left slack and the two halves of the choke unscrewed half a turn. This allows the fluid to by-pass the restriction for the purpose of priming. With the gauge slackened fluid should now be forced through the system, until it is seen to be leaking at the gauge connection hand tighten the gauge connection followed by the choke and the lack with lacking-wire. The pipe line is now primed. The filter on the inlet side may be cleaned with clean petrol if the two parts of the choke are unscrewed. The choke sealing must not be adjusted. hipple [sic] adapter unions are used and the filter is cleaned on a minor
[underlined] INSTALATION DIRECT TYPE PRESSURE GAUGES [/underlined]
With the exception of the suction gauge, the above instruments are secured to the panel by means of 2 – 2 SA nuts and bolts
[page break]
and possibly distance pieces. The suction gauge is fitted from the [underlined] front [/underlined] of the panel and is secured by 2 HBA nuts and bolts and a clamping plate. When installing ensure the pipe-line does not exert a strain on the instrument.
[underlined] TRANSMITTING TYPE PRESSURE GAUGE [/underlined]
(See Standard notes) [underlined] FUEL ‘ OIL [/underlined] (SEC II CHPTS 2’8
The two instruments differ only in range and colour of bezel.
[underlined] Fuel [/underlined] Range 0 – 10 lbs [square]”. colour of bezel – Red
[underlined] Oil [/underlined] “ 0 – 300 lbs [square] “ “ “ Yellow
[underlined] Installation [/underlined]
Ensure that the instrument has the correct length of capillary by checking ref. no and test the instrument on the portable Pressure Gauge Callibrater [sic]
[underlined] Maintenance [/underlined]
Daily Inspection – inspect for visible defects and security – clean glass (VD-S,C.G)
Every Minor Inspection – Callibrate [sic] with
pressure gauge calibrator
Every second Minor Inspection – Examine capillaries for kinks, dents and damage
[annotated drawing]
[underlined] TRANSMITTING THE PRESSURE GAUGE
PRESSURE GAUGE CALLIBRATOR
(DEAD WEIGHT TESTER) [/underlined]
Is used to test accuracy of pressure gauge up to 200 lbs per [square]. The pressure of oil is used to support a weight and at the same time to give a reading on the gauge under test. To avoid weight and bulk, each weight is a fraction of its indicated value. The plunger disc
[page break]
weighs 2ozs and its surface area resting on the oil 1/8” sq.in, therefore, if 1/8”sq.in is taken as a basic, the plunger weighs in effect 1lb and this 8:1 ratio as maintained. Various weights are available to represent certain pressures. Direct type gauges are connected straight up, transmitting gauge by means of a hollow bolt adapter Use anti-freezing oil.
[underlined] FUEL PRESSURE WARNING LIGHTS [/underlined] MK 1A 0-10lbs MK 1C 10-20lbs
Is fitted to give the pilot warning by the illumination of a red lamp, when the pressure falls below a safe volume. Consists of a pressure unit, resistance unit, warning lamp, electric leads, fuse, and switch. The supply can be either 12 or 24 volt and is cut down by the resistance to the required 6volts for the lamp
[underlined] Installation. [/underlined] The lamp fits into a housing which is mounted on the
[annotated circuit diagram]
[underlined] CIRCUIT FOR FUEL PRESSURE WARNIGN LIGHT [/underlined]
[annotated drawing of a pressure unit]
[underlined] PRESSURE UNIT [/underlined]
[page break]
instrument panel. The pressure unit must be adjusted to the correct volume for the particular type of engine.
[underlined] Adjusting proceedure [sic] [/underlined] [circled number] 1 [/circled number] ascertain from filter in change of aircraft [circled number] 2 [/circled number] Fit pressure unit onto calibrator [circled number] 3 [/circled number] Put required weights on and adjust until they are raised. [circled number] 4 [/circled number] Adjust pressure unit until the light just flickers on [circled number] 5 [/circled number] how if the pressure is increased the light should go out [circled number] 6 [/circled umber] If the pressure is decreased the light should come on [circled number] 7 [/circled number] Lock grub screw with lock nut or seal with shellac
[underlined] Maintenance [underlined]
Daily Inspection. Switch on the lamp should light that is with engines nit running See that the system is secure and connections are correct
Minor Inspection. Check wiring for security and fray
[annotated drawing]
[underlined] RADIATOR TEMPPERATURE THERMOMETER
PRINCIPAL [/underlined] VAPOUR PRESSURE [underlined] RANGE 40”C – 140”C OR 50”C – 150”C
[annotated drawing]
[underlined] OIL ‘ AIR TEMPERATURE THERMOMETER
NOTE [/underlined] Bulb of Air Thermometer is 18ins long and is coppered
[page break]
[underlined] RADATOR TEMPERATURE THERMOMETER [/underlined] (SEC III CHPT 1)
(See Standard Notes)
Colour of bezel – Blue. Range 50 – 100oC or 40 – 140oC. Copper Capillary 1mm bore.
[underlined] Installation ]/underlined] As for other Capillary Instruments The instrument is secured to the panel by 2.2BA nuts and bolts and possibly distant pieces. Avoid passing the capillary over heated parts of engine or aircraft. Ensure the loop adjoining the bulb is held by the special clip and that the copper washer is in position when the bulb is fitted. Lock nuts with locking wire.
[underlined] Maintenance [/underlined]
Daily Inspection underlined VD.S.C.G
Minor Inspection Test function on ground test
Second Minor Inspection Check capillary for kinks, dents and security
[underlined] OIL AND AIR (MK II) TEMPERATURE THERMOMETERS [/underlined]
(see Standard Notes)
Range – [underlined] Oil [/underlined] 0 – 100oC [underlined] Air [/underlined] – 35o – 0o – 55oC
Bore of Capillary is 006’
[height and air speed chart]
[underlined] COMPRESSIBILITY CORRECTOR CARD [/underlined]
[annotated drawing]
[underlined] MARK III AIR TEMP THERMOMETER [/underlined]
(Cont) [underlined] OIL AND AIR MK II TEMPERATURE THERMOMETERS
INSTALLATION [/underlined] Similar to other capillary instruments and ensure that the
capillary(steel) does not pass nearer
[page break]
than Y” to the compass
[underlined] Maintenance. [/underlined] Daily Inspection – VD.3.C.G should be temperature of the
day
[underlined] Minor Inspection [/underlined] – Check oil temperature for function on ground test
Second Minor Inspection – Check capillary for kinks, dents and security
[underlined] COMPRESSIBILITY CORRECTOR CARD.
For air temperature Mk II[/underlined]
Compression of air around the bulb in the sun shield causes an increased temperature. A card showing the required correction to be applied to the reading is mounted in the panel close to the instruments.
[underlined] AIR TEMPERATURE THEMOMETER [/underlined] MK III
Similar to MK II air temp but the bulb assembly is different Consisting of a 12” bulb made of copper plated steel, sweated through out it’s length to a base of Monel Metal. A then cover also of Monell Metal is fitted
closely over the bulb to increase the rate of transference of heat between base plate and bulb.
[underlined] Installation [/underlined] – Similar to MK II, except that the bulb assembly is flush mounted and recessed into the plane about 3/4”. It’s secured by 10 – 4BA fixing screws and insulated washers which hold the unit in position as well as insulating it from the A/C.
[underlined] Maintenance. [/underlined] As for MK II Air Temp
[underlined] ho [sic] [/underlined] correction card.
[underlined] MASTER THERMOMETER
Range [/underlined] 0o – 220oC – [underlined] Scale [/underlined] – sub divided into 5oC [underlined] Late [/underlined] Ensure that the N.P.L. certificate accompanies the Thermometer
[underlined] Important [/underlined] – when not on use keep in still housing.
[page break]
[annotated drawing]
[underlined] THERMOMETER CALIBRATOR [/underlined]
[annotated drawing]
[underlined] MK I AIR TEMP THERMOMETER [/underlined]
[underlined] DIRECT READING AIR TEMP THERM MK I [/underlined]
Is of the liquid in glass type (Benzene) and is superceding [sic] other types on multi-engine aircraft. The glass bulb is best [sic] at right angles, so as to project through the side of the aircraft. The bulb is protected by a sun shield and the vertical part (cradle) fitted on the Observen’s [sic] panel is fitted with a scale – YO to 40oC
[underlined] Installation [/underlined] The backing plate rubber washer (for insulation purposes) and the sun shield should be attached to the aircraft skin and the thermometer placed so that the bulb projects aprox [sic] 1” through the skin The cradle is fastened to the cabin wall by bolts provided and distant pieces. The glass is marked with a datum line at 0oC The scale should be periodically checked against this point
[page break]
[annotated drawing]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
[underlined] MECHANICAL ENGINE SPEED INDICTOR [/underlined]
(See Standard Notes) (Sec 1 Chpt 1)
[underlined] Installation [/underlined] – The instrument is secured to the panel by 3.2BA nuts and bolts and distant pieces. The drive should be placed along the shortest possible route, sharp bends less than 9” rad being avoided. Ensure that the oil escape hole is at the engine end. No part must pass within 11” of the compass. Support along the whole length at intervals and lock union nuts with lockingwire.
[underlined] Maintenance [/underlined] The flex drive should be periodical examined for wear and tear, and greased with heavy grease. The shaft may be withdrawn from the casing, after carefully removing one of the slip washers. No strand should be badly worn or broken, and the end connections should be secure. Gear boxes should be periodically examined for wear and greased with anti-freezing grease. The drive must have a 1/4” end play.
[page break]
[underlined] Daily Inspection [/underlined] V.D.S.C.G.
[underlined] Minor Inspection [/underlined] Check, functioning on ground test
[underlined] Record Minor Inspection [/underlined] Examine flex drive
[underlined] AIRCRAFT CLOCKS
MK II [/underlined] luminous 8 – day movement. To wind rotate bezel. Centre second hand and dummy hand and minute hand are for time of trip (hour hand set by winding bezel clockwise, minute hand by rotating knob. Lever at top right corner [undecipherable word] up and bezel is rotated to set hands.
[underlined] MK IIC [/underlined] 8 – day movement has no second or dummy hand. Set hands by pulling out knob.
[underlined] MK IID [/underlined] 8 – day movement has centre second and dummy hour and minute hand operated by two smaller knobs in centre of glass. Push winding knob in to set hands.
[underlined] MK IIIA [/underlined] 8 day movement has time of trip dial and second hand Has coloured “tell tale” (red for recording, white for waiting) For recording time of trip, operate by knob at 4 o’clock, successive pressings of knob at 4 o’clock will [inserted] start [/inserted] stop and return to zero the time of trip hand and centre second hand. The knob at 8 o’clock is rotated for winding and by pulling out for setting.
[underlined] PSYCHROMETER. [/underlined]
This instrument is to enable to find the relative humidity of the air at various altitudes for the purpose of compiling weather reports. The pychrometer [sic] consists of the liquid and glass thermometers. The bulb of the air is kept dry whilst the other is left wet by a wick
[page break]
dipping into a tank of distilled water therefore under certain conditions the wet bulb (Thermometer) will give lower readings compared with the dry bulb due to the evaporation of the water on a dry day. This instrument is fitted on the strut of the starboard side with the dry bulb [underlined] forward [/underlined]
[underlined] COMPASSES
“P” TYPE [/underlined] :- consists of 1) Rotatable Grid Ring. 2) Fixed Rubber lie in fore & aft line of A/C. 3) Freely pivoted magnet system 4) Bowl completely filled with liquid and de-aerated 5) Aft marking and scale on securing – lug in 0o
[underlined] “O” TYPE [/underlined] :- consists of 1) Rotatable [underlined] Azermuth [sic] Circle [/underlined] 2) Fixed Rubber Line in Fore and Aft of A/C 3) Truly pivoted magnet system (Compass Card) 4) Bowl completely filled with liquid 5) Clamping device for securing in mounting (O5 – 0.5A STANDARDS)
[chart showing types, uses and A/C]
[page break]
[underlined] Reasons for using Alcohol – Distilled water [/underlined]
1) Low freezing point
2) Low viscosity
3) Helps to take weight off the pivots
4) Damps down movement of magnetic system
[underlined] Requirements of an A/C Compass [/underlined]
1) Must be apperiodic [sic] (dead beat)
2) Must have a large magnetic moment & a small moment of inertia
3) No liquid swirl
4) C.G. below pivoting point (1/20”)
5) Liquid to withstand the temperature change of -50oC & 50oC
6) Device for allowing 12% volume change
7) Must have anti vibrational device
[underlined] “P” TYPE COMPASS [/underlined]
[annotated drawing]
[page break]
[underlined] COMPASSES, CORRECTOR BOXES & COEFFICIENTS “A” “B” & “C”
Coefficient “A” [/underlined] – any error that is the same on all headings – corrected by rotation of compass
[underlined] Coefficient “B” [/underlined] is any deviation or variation from E – W – corrected by Connector Box
[underlined] Coefficient “C” [/underlined] is any deviation or variation from N – S – corrected by Connector Box. Any deviations or variation left over are noted on Corrector Card
[underlined] Installation [/underlined] [circled number] 1 [/circled number] Use only [underlined] Brass [/underlined] screws nuts & washers. [circled number] 2 [/circled number] All magnetic materials must be kept well away from compass [underlined] at least 18” away [/underlined]. [circled number] 3 [/circled number Ensure that it is in the Fore and Aft line of A/C
[underlined] Daily Inspection [/underlined] – Clean glass, Check for visual defects – check freedom locking of lined [sic] Ring & Azemuth [sic] Circle (Clean apties [sic]) – Check Corrector Box for security
[underlined] 40 hr [/underlined] – As D.I. & examine for [circled number] 1 [/circled number] [underlined] Discolouration [/underlined] [circled number] 2 [/circled number] [underlined] Functioning of A.V.M. [/underlined]
[underlined] 40 * hr [/underlined] As 40 hr & [circled number] [underlined] Pivot Fraction Test [/underlined] [circled number] 2 [/circled number] Damping Test
Corrector Box is fitted under mounting of “P” Type compasses and in 0.5 standard “O” Type.
[underlined] Pivot Fraction Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 10” and hold for 30 sec. [circled number] 3 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] [circled number] 4 [/circled number] Deflect to 10” in oposite [sic] direction hold 3 sec [circled number] 5 [/circled number] Allow pointer to return [underlined] NOTE READING [/underlined] – Add the two readings together and [underlined] total should not exceed 2o [/underlined]
[underlined] Damping Test [/underlined] [circled number] 1 [/circled number] Bet N to N [circled number] 2 [/circled number] Deflect 90o and hold 30 seconds [circled number] 3 [/circled number] Allow to return – should take about 5 – 14 secs. [circled number] 4 [/circled number] Deflect 90o opposite direction [circled number] 5 [/circled number] Hold 30 secs and allow to return – time should be as before
[boxed list and times]
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] 1 [/underlined] Set Wind Speed – Zero } To pack into Case
[underlined] 4 [/underlined] “ Air Speed – Max } To pack into Case
[underlined] 5 [/underlined] “ Terminal Velocity [infinity symbol] } To pack into Case
[underlined] 6 [/underlined] “ Height 3500ft } To pack into Case
[underlined] 3 [/underlined] “ Direction 90o } To pack into Case
[underlined] 2 [/underlined] “ Enemy Speed Zero } To pack into Case
[underlined] 7 [/underlined] Fold height bar } To pack into Case
To remove from case :- If equipped with crass levelling bracket, remove this first To remove B/S Pull back small catch at rear front of B/S.
[underlined] Crass levelling Bracket [/underlined] – provides a mean of A.V.M. for the B/S.
[underlined] Azemuth Bracket [/underlined] – as crass levelling bracket but also incorporates a means of giving an indication to pilot as to how many 0o the aircraft has to be turned to bring target in the drift-wires & A/C Fore and Aft line.
[underlined] DRIFT RECORDER [/underlined]
[underlined] Purpose [/underlined] To indicate the drift of the A/C over the ground
[underlined] Construction [/underlined] Consists of a periscope type optical system – also movable chart an graticular [sic] on lens, fixed scale – with centre zero Max 30o – flag operates by movement of penal holder – Computer on top of folding cover
[underlined] Installation [/underlined] Drop plump line from nose and tail and connect with a long piece of string extending 30ft in front of A/C. make several marks on the ground in the sight of recorder choosing a mark which you require. Make mark opposite and describe two arcs and with another centre scribe two more arcs and were arcs intersect draw a line which will be at right-angles to the fore and aft line, line up intersecs [sic] to a parallel and set scale at zero by loosening the two side screws.
[page break]
[underlined] BOMB SIGHT MK IXC [/underlined]
[underlined] BACKLASH TEST [/underlined]
Air Speed 107 MPH or 120 MPH
Wind Speed 38.5 MPH or 60 MPH
Ground Speed 100.0 MPH or MAX
[underlined] DRIFT [/underlined] should read 21 & - 15’ or 30 & - 15’
[underlined] DISTANT READING COMPASS MK.1 [/underlined]
This compass introduced to do away with the errors of the ordinary magnetic compass. These errors are overcome by the pivotting [sic] of the magnet. It is regially [sic] pivotted [sic] in jewel bearings top and bottom and is a solid bar
The compass is also gyroscopically stable. This gyroscope is of unusual feature it is of the three phase squirrel cage induction motor. It is driven at 12 – 13,000 [inserted] per min [/inserted] revs. The A.C. current is derivided [sic] from a rotary converter and taken to the gyroscope As any toques to the gyro will cause precession to the outer ring which in turn will cause the inner frame to rotate due to the action of the frame motor. The system used in this compass is one of remote control, the master unit being in the tail of A/C and instruments in
[page break]
the case of A/C, this is bought about by means of repeater contacts and repeater motors. When the inner frame rotates, rotating with it is a large gear wheel is enmeshed with repeater contacts. Impulses are sent to the V.S.C from there they are distrubuted [sic] to the repeater motor by means of the two separate sets of 60 1 ratio gear
[underlined] Consists [/underlined] of Master Unit, VSC, Repeater, Suppressor Distributor Boxes
[underlined] PROCEEDURE FOR STARTING D.R.C. [/underlined]
1) Set the “on – off” switch to on and the normal setting switch to setting
2) Allow about 5 mins to elapse until M.th oscillates about the constant heading
3) Set the normal setting switch to normal and the system should be ready for use
[underlined] Procedure for before Flight [/underlined]
1) As for starting above
2) Set V.S.C to zero
3) Check that all repeaters are synchronised correctly, that is, they should read the M.ll reading & and A error
4) Check the “hunt” on the scale of the M ll, should be between 1/8 and 3/4 of a degree
5) With the “normal setting switch” to setting till the M ll in an easterly direction, note that the readings – increase on easterly and decrease on westerly
6) Set local variations on V.S.C. if required by local orders
[underlined] Switch “on off switch” to on and normal setting switch to setting for D.I and above [/underlined]
[underlined] Functioning Test [/underlined]
1) As for Starting proceedure [sic].
2) Check the normal hunting 1/8 – 3/4 decree [sic]
3) Turn normal setting switch to setting and note that M ll reading is between 3 and 8 degree.
4) Set normal setting switch to normal
[page break]
and note M ll reading tilt M ll in an easterly direction and when the scale reading has changed by 5o return to the vertical and after 2 minutes note reading, repeat by tilting to the west. The two final readings should not differ by more than 2o. (The movement in this test is due to the Angle of Dip) – ([underlined ] PIVOT FRICTION [/underlined])
5) Switch the normal setting switch to setting and tilt the M ll to the east holding it to it’s limit of travel until the reading changes by 40o, switch back to normal and return M ll to the vertical allow to swing to and fro.
Time the M ll by its travels over the first 20o back to its original heading and note that at all times the M ll and repeaters are within 1o degree of each other.
6) Repeat the above in a westerly direction
7) The time intervals [inserted] of recordings [/inserted] by operations for 5 and 6 should not differ by more
than 3 minutes and neither should take more than 7mins to return ( - DAMPING TEST)
8) Set the V.S.C to zero and note repeater readings, Set V.S.C to 10o East and note the repeaters have changed by 9 – 11o, repeat the setting to 10o West and note the change of readings again
9) Repeat the above by holding knob of pilot’s repeater – there should be no change – [underlined] SWITCH OFF [/underlined]
[underlined] Synchronising Repeaters [/underlined]
1) Start D.R.C as before
2) Set V.S.C to zero
3) Set all repeaters as near as possible to M ll Reading (thought they can only move in 3o movements) plus the “A” error
4) Adjust V.S.C to final readings of repeaters, correct if neccessary [sic]
5) Loosen the two screws holding the scale and set lubber line to zero tighten screws. – [underlined] Switch off [/underlined]
[page break]
[underlined] ENGINE SPEED INDICATOR MK 1
GENERATOR SHUNT RESISTANCE [/underlined]
[2 annotated drawings]
[underlined] 1. INDICATOR [/underlined] [underlined] 2. INDICATORS [/underlined]
This is an electrical means of measuring the crank shaft speed of engine, when engine is situated some distance from the panel and a mechanic type would be impracticable
[underlined] Installation [/underlined] bolt securely to panel and fix into anti-vibration mounting. Care should be taken to ensure that cables are connected correctly, if instrument read backwards it is not necessary to unsolder the lead, but just to reverse the interior of the plug, this is done by unscrewing screw.
[underlined] Maintenance. [/underlined] grease the flex drive on all minor inspections. The brushes and commutators of generators are cleaned on minor inspections also. When indicators are suspected of under reading, check with voltmeter or
strobescope. Check calibrate as A.P. 1275 section I chapter II
[underlined] ENGINE CYLINDER THERMOMETER. [/underlined]
[annotated diagram]
[underlined] USED ONLY IN AIR COOLED ENGINE [/underlined]
[underlined] COMPENSATING LEADS MUST NOT BE CUT [/underlined]
[underlined] Installation – Instruments [/underlined]
Usually mounted in A.V.M. mounting held in by two screws only. The position of the thermo – couple is dependant [sic] upon the manufacturers of the engine. Remove the wire shorting the terminals at the back of the instrument, connect the compensating leads red to red blue to blue Allow to stand on open circuit with Master Thermometer by its side for 1/2 hr, then set the temperature of the day on the
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instrument by means of screw.
[underlined] Maintenance D.I. [/underlined] Ensure that the leads are secure and the instrument is reading the temperature of the day [underlined] Minor Inspections [/underlined] check functioning on ground run.
[underlined] ELECTRICAL FUEL CONTENTS GAUGE. [/underlined]
[circuit diagram]
[underlined] SIMPLIFIED CIRCUIT [/underlined]
[circuit diagram]
[underlined] CIRCUIT FOR 5 TANK SYSTEM [/underlined]
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[underlined] Installation [/underlined] Unslacken screw on arclip [sic] remove arclip [sic] and instal [sic] instrument from front of panel, place arclip [sic] back over instrument, clamp arclip [sic] to instrument and the you tighten screws, which forces arclip [sic] on instrument. See that rubber ring is between instrument and panel. Work on 12 volt system only.
[underlined] PRESSURE HEAD [/underlined]
[diagram]
[underlined] LAYOUT OF PRESSURE HEAD [/underlined]
[underlined] Inspection [/underlined] switch on pressure head circuit for [underlined] not more than [/underlined] 5 mins, test head by feeling for warmth which will ensure that element is working correctly. Mouth of tube and static slots should be kept clean and free from dirt on 40hr. Inspection also check for security.
[underlined] For Insulation Test see Bridge Megger [/underlined]
[underlined] REFLECTOR GUNSIGHT [/underlined] MK. IIIA
[3 drawings]
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[underlined] GUNSIGHT [/underlined] (CONT) This is a typical example of reflector gunsights, which are clamped with special fittings to various guns, to be found mounted in A/C and consists of the following parts 1) Case to which is attached the optical unit, dimmer switch and lamp 2) The optical unit comprising of a translucent ring, and bead graticule [sic] and lens system 3) The reflector and hood complete with dimmer screen 4) The dimmer switch and lamp
[underlined] Maintenance [/underlined] Check electrical circuit for continuity and also check the insulation resistance to earth. When a new lamp is fitted, care must be taken to ensure that the lamp is positioned correctly, a line, a white mark on the lamp, with a corresponding mark on the holder. Care must be taken not to disturb the harmonization of the sight
[underlined] Before Flight Inspection [/underlined]
1.) Ensure sight is secure in it’s mounting
2.) Ensure that the clamping nuts are secure and tight
3) Ensure that the lens and reflector and dimming screen are clean. [underlined] Use Selvit on all lens [/underlined]
4) Ensure that the electrical system is functioning
5) Ensure that there are spare bulbs in the rack and all are serviceable
[underlined] ELECTRICAL TESTING APPARATUS [/underlined]
[underlined] Continuity Tester [/underlined] Consists of case, switch or push-button, battery and bulb. Used for testing low resistant circuits
[drawing]
[underlined] BRIDGE MEGGER [/underlined] Correct to .01 ohms Range to 100MO – accurately
[underlined] WEE MEGGER [/underlined] Correct to 10,000 ohms Range to 20MO – roughly
[underlined] WEE MEGGER [/underlined]
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[underlined] Wee Megger [/underlined] Used for high resistant circuits
1) Continuity of circuit test – reading should be zero – [underlined] For Resistances of over 10,000 ohms. [/underlined]
2) Earthing test – reading should be infinity
3) Insulation test reading should be infinity
Used for insulating and earth testing
A) Reading Infinity equals perfect insulation
B) Reading Zero shorting or bad insulation or good continuity
C) Reading M.O. equals value of insulation
[underlined] Insulation Test [/underlined] – connect line and earth to cable cord – reading should be infinity or a minium [sic] of 3 m.o. If climate is damp 1/2 m.o
[underlined] Earthing Test[/underlined] = connect line to cable cord and earth to airframe or casing of instrument on test
[underlined] Bridge Megger [/underlined] – can be used as the Wee megger but is designed primarily for
measuring unknown resistances accurately from 1/10 ohms to 100 m.o. Also for Darley [sic] Testing (not used in R.A.F.)
[underlined] Insulation Test on Pressure Head [/underlined] (40hr & 40*) Try must head hot reading should be 1/2 mo and cold 3 m.o.
[underlined] SIMMONDS FUEL CONTENTS GAUGE MK IIIA. [/underlined]
[annotated drawing]
(SIMMONDS) [underlined] Free Float Fuel Contents Gauge MKIIIA [/underlined]
Consists of three main parts 1.) [underlined] Tank unit [/underlined] This consists of a long resistance wire
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against which a light, hollow nickel silver ball is kept lightly pressed by means of a spring loaded plate. At the top of the tank unit is a small solenoid which operates the spring loaded damping plate. On depressing the push switch the circuit to the solenoid is made. The clamping plate is attracted by the solenoid releasing the hollow ball which will float or drop to the surface of the fuel
2) [underlined ] Indicator [/underlined] is a moving coil ohmmeter connected electrically to the tank unit. The current flowing in the circuit depends on the position of the ball on the resistance. This is regulated by the amount of fuel
3) [underlined] Push Switch [/underlined] – a wo position three contact switch controlling the clamping plate and indicators. In the half depressed position contacts 1 and 2 are made. In the fully depressed
position contacts 2 and 3 are made. Contacts 1 and 2 release ball to level of fuel, contacts 2 and 3 camp ball and complete indicator circuit
[underlined] Mk IIIB Simmonds Fuel Contents Gauge [/underlined]
Differs from Mk IIIA in that [circled number] 1 [/circled number] Hinged in opposite direction so that ball is normally free
[circled number] 2 [/circled number] Two position switch “in and out” When connecting switch use two terminals on opposite side. As soon as switch is depressed both circuits are completed (Solenoid and Indicator) The solenoid attracts the hinged bar which clamp the ball and gives a reading.
[underlined] Maintenance – Daily Inspection [/underlined] W.D & S. check reading and functioning. [underlined] 30HR , 30*HR [/underlined] – Examine all leads and connections. Check cork sealing washer on tank unit for serviceability
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[underlined] THE DESSYN SYSTEM [/underlined] – MK IV [underlined] FUEL CONTENTS GAUGE [/underlined]
[annotated drawing]
[underlined] Fuel Contents Gauge Mk IV [/underlined] (Dessyn)
Its an electrical means of measuring fuel contents and consisting of – [circled number] 1 [/circled number] Tank unit [circled number] 2 [/circled number] Electrical leads [circled number] 3 [/circled number] Indicators
[underlined] 1. Tank Unit [/underlined] is similar in construction to the Mk II except that a completely circular resistance is employed and five terminals are used.
[underlined] 2. Electrical Leads [/underlined] – from transmitter to indicator five core cable is used, from A/C supply to indicator two core cable is used
[underlined] 3 Indicator [/underlined] is similar in design to an electric motor, the armature being a permanent magnetic to which the pointer is attracted. The instrument is so designed that the armature of the indicator (and so the pointer too) will alway [sic] follow the same
position as the brush on the transmitter. The dial has a scale of nearly 300o giving clear reading with accuracy. There are seven connections to the indicator 1, 2 & 3 are the phase connections, 4 & 5 are the supply from the accumulator 6 & 7 are the limiting resistance terminals. The tank unit is identical except that terminals 4 & 5 are missing 6 & 7 being supply. The limiting resistances reduce the working current to avoid danger of short circuit to the tank. The leads and terminals are numbered to reduce the possibility of wrongly connected circuits. When switched off the indicator pointer will always assume a vertical position [underlined] and not zero [/underlined]
[underlined] Maintenance [/underlined] – Daily Inspection W D & B test for correct functioning when switching on
[underlined] 30HR [/underlined] [circled number] 1 [/circled number] Check all electrical connections for tightness. [circled number] 2 [/circled number] Ensure that the cork sealing washer fitted under the tank unit is petrol tight. Presence of petrol leak will show a light grey deposit around the poterntioometer [sic], If a leak is found remove the tank unit and replace cork washer, sealing with HERMITE.
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[underlined] TELEGONS [/underlined]
[annotated drawing]
TRANSMITTER INDICATOR
[underlined] TELEGON TESTING LAYOUT [/underlined]
[annotated drawing]
[underlined] TELEGONS [/underlined]
The telegon system is American, and is used to transmit a mechanical movement electrically, the electrical construction of transmitted and indicator are identical.
The transmitter is magnetically coupled to an instrument mechanism, which will vary with the nature of the instrument. Engine instrument transmitters are situated in an anti-vibrational breeze box in the engine nacelle. Connections to the indicator are made by five core cable in the breeze wiring system.
The telegon system operates on 2HV [sic] aircraft accumulator supply through a dynamotor. This supply is 110V single phase A C at 400 cycles. This system may be applied to almost any type of instrument the mast usual being [circled number] 1 [/circled number] Oil is Fuel Pressure. [circled number] 2 [/circled number] Oil & Caburetter [sic] intake temperature [circled number] 3 [/circled number] Fuel & Oil contents [circled number] 4 [/circled number] Flap and under-carriage positions [circled number] 5 [/circled number] Manifold (Boast
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[underlined] Telegon Four Dial Indicators [/circled number] – the most usual type being [circled number] 1 [/circled number] Engine Indicators [circled letter] A [/circled letter] Oil pressure [circled letter] B [/circled letter] Fuel pressure [circled letter] C [/circled letter] Oil temperature [circled letter] D [/circled letter] Caburretter [sic] air temperature [circled number] 2 [/circled number] Position indicator [circled letter] A [/circled letter] Flaps [circled letter] B [/circled letter] Port wheel [circled letter] C [/circled letter] base wheel [circled letter] D [/circled letter] Starboard wheel
[underlined] Telegon Testing [/circled number] – for single dial indicators and transmitters.
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values up to 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 to indicator and tester
[circled number] 5 [/circled number] Connect plug no.1 to breeze socket and test transmitter through its wiring
[circled number] 6 [/circled number] Set following number and letters on tester
[box chart showing switch numbers and resistance]
[underlined] Testing [/circled number] – for four dial indicators
[circled number] 1 [/circled number] Set up avometer [sic] for testing resistance values 10,000 ohms.
[circled number] 2 [/circled number] Check avometer [sic] zero.
[circled number] 3 [/circled number] Connect single leads on telegon – tester to avometer [sic] terminals
[circled number] 4 [/circled number] Connect socket no.1 on tester to plug No.1 on indicator
[circled number] 5 [/circled number] connect socket No.2 on tester to plug No.2 on indicator
[circled number] 6 [/circled number] Set following number and letters on Tester
[underlined] Maintenance [/underlined] – same as for ordinary English instruments but with additional testing resistance of coils – continuity and insulation tests
[table]
[underlined] Daily Inspection [/underlined] – switch on main supply and all that dynamotor operates. Check readings of all dials, S, D & B and switch off. [underlined] Rate [/underlined] above readings on DI applicable only when engines have not been run. On engine run-up pointers
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Should travel smoothly over dials.
[table of transmitter readings]
[underlined] BREEZE BOX [/underlined] (Transmitting Box)
[drawing of breeze box]
The Breeze Box provides an anti-vibrational mounting for the Telegon engine transmitter. It is mounted in the rear of the engine nacelles
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[underlined] BREEZE WIRING [/underlined]
Consists of the following [circled 1] Flexible consolidated conduit system assembled in sections. [circled 2] Mautiple [sic] plugs sockets and junction boxes. Circuits are identified by code lettering detailed in the reference hand book. Leads and mouldings are numbered or lettered for assembly purposes. Sections or single leads are replaceable. Spray-proof screened conduits are used and the system is waterproof.
[underlined] Maintenance [/underlined] [circled 1] Examine all conduits for damage and junction box for security [circled 2] Blacken coupling nuts before fixing or removing any sockets using a strap wrench [circled 3] Grease threads with D.T.D. 143 (an animal grease) or lanoline [circled 4] Fault finding carried out with a Wee Megger and Continuity Tester
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[underlined] TESTMETER TYPE “D” OR AVOMETER [/underlined]
[diagram of testmeter] [underlined] ANTI-PARALLAX MIRROR [underlined]
Z. VOLTE AND AMPS ZERO ADJUSTMENT
Q. DUMMY KNOB
R. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
P. OHMS ZERO ADJUSTMENT FOR 1000 [symbol] RANGE
[underlined] D.C. SWITCH [/underlined] [amp & volt tables]
The type “D” Tester provides a mean of measuring a wide range of A6 & D6 volts & current as well as resistance values in one instrument.
[underlined] Explanation of Control [circled 1] A6 & D6 switches
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Are used for setting of various voltage, current and resistance values (for range of scales and controls see below
[circled 2] K1 & K2 multiplies switch.
[circled 3] P. adjustment for zero on Ohm’s scale 10,000 [symbol] range.
[circled 4] R. as above at 1,000 [symbol] range
[circled 5] Z. for zero adjustment of volts and amps scale
[underlined] Operation [/underlined] Instrument should always be laid on flat surface.
[circled 1] To measure volts and amps & set pointer to zero by Z. If measuring D6, turn A6 switch to D6 all adjustments are to be made with D.6. switch, if measuring A.6. turn D6 switch to A.6. all adjustments made with A6 switch. If voltage and amperage values are not known set range switches to highest value, use K.2. Readings on switch may then be decreased as necessary, until correct range is obtained. Multipliers switch (K1 & K2)
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will give multiplication in every case except A. 6. 300 volts where the readings will be doubled and quadrupled ie K.1 will give twice full scale deflection on 300 volts K. 2 will give four-times full scale deflection on 600 volts.
[circled 2] To measure resistance values – connect ends of leads together with A. 6 switch to D.6, set D.6 switch to 10,000 [symbol] multipliers to K. 2 adjust knob “P” until pointer reads zero D 6 switch to 1000 [symbol] adjust on knob “R” until zero is obtained, repeat this until pointer is balanced at zero on both 1000 [symbol] and 10000 [symbol] ranges. If balance cannot be obtained replace internal Avometer cell.
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[underlined] AUTO-SYN [/underlined]
[diagram of transmitter]
Provides for a means of electrical transmission for the following instrument mechanisms
[circled 1] Tachometer (E.B.I.) [circled 2] Oil Pressure Gauge [circled 3] Fuel Pressure Gauge [circled 4] Oil Thermometer [circled 5] Manifold Pressure (Boost Gauge) [circled 6] Fuel Contents Gauge [circled 7] Fuel Flow Indicator [circled 8] Wheels. Flaps etc indicators. The Auto-syn system consists of [circled 1] [underlined] Transmitter [/underlined] – is mounted on an anti-vibrational panel, similar to the Breeze Box, as near as possible to the attachment position. The Transmitter consists of a gauge
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mechanism, having a quadrant in mesh with the motor spindle of the Auto-syn motors
[circled 2] [underlined] Indicators [/underlined] (single) – has a mechanism similar to the transmitter, except that instead of a pinion a pointer is attached to the shaft which operates over a suitable dial
[circled 3] [underlined] Indicators [/underlined] (dual) – consists of two Auto-syn motors mounted in line. The shaft of the foremast being hollow. The spindle from the rear motor passing through it. The pointers are marked 1 & 2 and 3 & 4. The Auto-syn system operates on 24 volts. A/c accumulator supply through a dynomotor, this supplies A. 6 at 26 volts – 400 cycles at 52 volts – 800 cycles as required.
[underlined] Transmitter Mechanisms [/underlined] – fitted with quadrant coupling [circled 1] Oil Pressure simple Bourdon tube [circled 2] Fuel Pressure – diaphragm type [circled 3] Manifold Pressure – diaphragm type in a pressure tight housing with linkage [circled 4] Tachometer centrefugal mechanism driven by a short flexible drive [circled 5] Oil Temperature – simple
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Bourdon tube having a bulb and short capillary working on the vapour pressure principle – no bends in the capillary are to be less than 4” rad [underlined] [indecipherable word] [/underlined]. Fuel, Oil and Manifold pressure gauges have direct type connections. All the above mechanisms are fitted on the anti-vibration mounting on the engine.
[underlined] Transmitting Mechanisms [/underlined] – operating through a magnetic coupling. [circled 1] Fuel contents fitted on fuel tank. It has a flack operated gear system. The Auto-syn motor is completely separate from the gear mechanism. This ensures fuel does not enter the Auto-syn motor. [circled 2] Fuel Flow has a vane mechanism operated by fuel flow
[underlined] Transmitter Mechanism [/underlined operated by special linkage. Position a gear and sector mechanism operated by Flaps, wheels, and Bomb doors etc.
[underlined] Transmitter Wiring Chart [/underlined]
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[Terminal connection Table]
[underlined] DUAL INDICATOR WIRING CHART [/underlined]
[ Rear and front Motor Table of wiring]
nos 1 & 2 are the motor leads, nos 3, 4 & 5 are status leads
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[underlined] Recognition [/underlined] [circled 1] Type of instrument shown on small plate attached to transmitter unit.
[circled 2] By colour coding
[circled 3] By code numbering indicator and transmitter
[circled 4] Type of connection to transmitter
[underlined] Maintenance [/underlined] As for Telegons
[underlined] MK IV ENGINE SPEED INDICATOR AND GENERATOR [/underlined]
This instrument operates on 3 phase. A. 6, in contrast to the MK II & III Engine Speed Indicator which are D. 6 operated. There are two main parts [circled 1] Generator [circled 2] Indicator
[underlined] Generator [/underlined] – is drawn from the engine by a flex-drive and is mounted on the engine bolt-head. A gear Box to step up the revs of the flex-drive is built in the generator casing. Connection to the Indicator is made by three core cable from terminals 1-2-3 on the generator.
[underlined] Indicator [/underlined] – is a synchronous motor designed
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[diagram]
To run at the same speed as the generator. The motor drives a magnet attracting a copper drum to which the pointers indicating hundreds and thousands of R.P.M are geared. The indicator is connected to the supply from the generator by three terminals 1, 2 & 3 on the rear of the case.
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For clock-wise rotation of the generator, connect red to T1, blue to T2, and green to T3. For anti-clockwise rotation of generator connect red to T1, green to T2, blue to T3.
[underlined] Maintenance Dial [underlined] S. D & B If pointers are not on zero and engines [underlined] not [/underlined] running, slight tapping of the glass should return the pointers.
[underlined] 30HR [/underlined] , [underlined] 30HR [/underlined] [symbol] – [circled 1] Examine flex-drive for signs of excessive wear. [circled 2] Remove inner cable and lubricate with anti-freezing grease (stores ref. 34A/49). [circled 3] Replace, ensuring that locking nuts are secure and locked with locking wire. [circled 4] Examine gear-box on generator for wear, then lubricate with grease high-smelting point (stores ref 3HA/84 & 89) [circled 5] Examine all electrical connections for security
[underlined] Calibration [/underlined] – carried out against a Stroboscope.
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[underlined] OXYGEN [/underlined]
MK VIIA [symbol] OXYGEN VALVE
[diagram of valve]
[underlined] OXYGEN EQUIPMENT [/underlined]
Oxygen equipment is installed in all A/C through out the R.A.F. with increase of altitude the air density decreases with a resultant decrease of O2 available for the aircrew. Exhaustion and fatigue would soon follow if an additional supply was not available. The apparatus allows adjustment for the varied heights.
Each A/C will need the following
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equipment [circled 1] Banks of cylinders for storage of oxygen. [circled 2] 1 or more regulators [circled 3] High pressure and low pressure pipe lines with various connecting pieces and fittings [circled 4] Bayonet plugs and sockets. [circled 5] Oxygen masks with flexible tubing
In addition an a/c may have flow readers, line valves, and portable sets. Recent changes in installation for the larger type of a/c are the modific to facilitate the changing of O2 bubbles in the aircraft. This is known as insitu installation
[underlined] Cylinders [/underlined] Mk V & Vc – both filled to a pressure 1800 lbs [symbol] Made of seamless steel capacity 750 litres. A brass collar around the neck is marked with the date of last test for pressure, if more than 2 years of age return to stores. Mk Vc bottle differs from the Mk V in that it is bound with wire to prevent fragmentation of bottle when struck by canon shell etc.
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[diagram of layout if MK VIIIB pilots and crew]
[underlined] LAYOUT OF MK VIIIB PILOTS & CREW [/underlined]
Each bottle is fitted with Mk VIIA [symbol] valve or a Mk V three-way connecting piece.
[underlined] Mk [/underlined] VA or VB [underlined] Cylinder [/underlined] these are portable cylinders. Capacity 75 litres – pressure 1800 lbs [symbol] These are used on portable sets Mk I or IA and are fitted with a Mk IX A [symbol] regulator. [underlined] Mk [/underlined] VII & VII A [underlined] Transport Cylinders [/underlined] – these are used for transit of O2 from the manufact to the unit. It is fitted with a standard valve for which a key is used, when
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changing open very slowly – capacity 1600 litres at 3600 lbs [symbol] weight 240-290 lbs.
[underlined] Cylinder Valve Mk [/underlined] VII A [symbol] – fitted to cylinder in normal systems where these are taken out for charging. When using always open fully to prevent leaking over gland. Oil as grease must not be used as a lubricant if too stiff strip and lubricate with special fluid graphite.
[underlined] Line Valve Mk [/underlined] VIII – this valve is used as a means of cutting off the whole supply when not required. It is especially useful in the insitu installations also when cylinder valves are not easily accessible, similar internally to Mk VII but has an inlet and outlet union for fitting in pipe lines also a base plate for installation.
When installing ensure that the lower inlet union is onto the cylinder as the other connection allows oxygen to leak over the glands. The
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valve is also used on the charging line. Again the lower connection is towards the bank of cylinders.
[underlined] High Pressure Tubing [/underlined] – used between cylinders and regulators 1/4 or 3/16 O.D. copper tubing. With soft soldered spherical nipple. Unions are made with two, three or four-way connection pieces Mk III III A or IV.
[underlined] Mk [/underlined] III [underlined] Connecting Pieces [/underlined] – 2, 3 or 4-way – Plain connection pieces for junctions in H.P pipe line – Core 3/32” approx.
[underlined] Mk [/underlined] IV [underlined] Connecting Pieces [/underlined] 2, 3 or 4-way. Used for junctions in H.P pipe-lines where a non-return is needed in one or more of the junctions. It is similar to the Mk III but the bore is screwed to take a captive ball type N.R.V in one or more of the ways.
[underlined] Mk [/underlined] III A [underlined] Connecting Pieces [/underlined] 23, 3 or 4-way, similar in design and supercedes Mk III and IV connecting pieces. The bore is 1/4 seam approx.
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so that a filter unit or a Mk I N.R.V. can be fitted. Can be fitted into any way required. The filter unit is normally fitted in a two-way piece between the line-valve and the regulator and before changing line-valve (insitu) Always indicate where N.R.V or filters are fitted by attaching labels to pipe-line.
[drawings of MK III, IV and V connecting pipes]
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[underlined] Mk [/underlined] V [underlined] Three-way Connecting Piece [/underlined]
This replaces the Mk VII A valve in the cylinders in insitu installations. One way contains a Mk I ball type NRV. held in by the nipple of the pipe connection of the charging pipe line. The other end is open to the supply pipe line an arrow indicates direction of flow.
[underlined] Mk [/underlined] VIII A [underlined] Regulator [/underlined] – Contains all the necessary controls and indicating apparatus. The oxygen enters the high-pressure inlet passing through a filter Here a pipe is T’d off to the supply indicator (line carries choke) which is a Bourdon tube type pressure gauge calibrated in a full bottle in 1/8th diversion. The oxygen then passes through to the reducing chamber where the high [inserted] pressure [/inserted] is reduced to 35 lbs [symbol] In case the pressure builds up there is a safety valve fitted blowing off at 80-100 lbs [symbol] The rate of flow. from the chamber is controlled by the regulator valve. When this valve is closed it has
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a slight leak which will give a reading of 5,000 ft. After leaving the regulator valve the oxygen passes through to the delivery indicator which has a moving vane type of mechanism. Dials calibrated in multiples of 5,000 ft from 0-40,000 ft when the control valve is adjusted and the pointer reads say 15,000 ft, the resultant flow will be equivalent to the requirement of 15,000 ft.
The flow leaves the regulator through a filter and then by the low pressure pipe line to the bayonet unit
[underlined] Mk VIIIA [/underlined] [symbol] For Pilot (No Economises)
[underlined] Mk VIII A [/underlined] For Crew (“ “)
[underlined] Mk VIII [/underlined] For Pilot (with Economises)
[underlined] Mk VIII [/underlined] For Crew (“ “)
[underlined] Low Pressure Safety Valve Mk I [/underlined]
Fitted so that when the arrangement is such that the pressure may build up in L.P pipe-line it would “blow-off” at about 35 lbs [symbol] chief use, when used in two
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[diagrams of Mk II Economiser]
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positions with economisers and 1 regulator MK VIIID
[underlined] Bayonet Sockets [/underlined]
These provide a quick means of attachment and release for the bayonet union plug attached to the flexible tubing the mask
[underlined] Mk [/underlined] III A plain bayonet socket without valve used when regulator controls supply to one socket only
[underlined] Mk [/underlined] III B. Bayonet socket with a valve (N.R.V.) Oxygen will only flow when the plug is attached. It is used when two sockets are available from one regulator. Oxygen will not leak when the other is in use. A slight leak is incorporated to prevent a pressure build-up in L.P. tubing when neither socket is in use
[underlined] Mk [/underlined] III c – similar to Mk III B but without calibrated leak. On the Mk X system use Mk III A on pilot’s position so that the pressure will not build up in
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L.P. system Use a Mk III B or III a sockets in all Mk X systems, other than the pilot’s.
[underlined] Mk [/underlined] IV – used on the end of the flexible tubing from Economisers and is fixed on the tubing by a [indecipherable word]. Will only fit the Mk IV plug as on the end of type E, E[symbol] & G
[underlined] Mask Type “D” [/underlined] – arranged for use with flying helmet and microphone it has rubber tubing connection from Mk III B [symbol] plug.
[underlined] Mask Type ‘E’ & ‘E [symbol]’[/underlined] – is similar to type D but it is used with Economiser. It has an inspiratory and exspiratory [sic] valve to enable it to be used with Economisers. It has Mk IV bayonet plug to fit into Mk IV socket on the Economiser flexible tubing. Type ‘E’ has a single need valve for inspiration and expiration. Type ‘E [symbol]’ has a separate inspiratory valve embodied. Must be airtight and fit closely to face
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[underlined] Mask Type ‘[indecipherable letter]’ [/underlined] similar to type E [symbol] but has a disc type respiratory valve
[underlined] Cut-off Valve Mk I [/underlined] – fitted in LP pipe line between regulator and economiser. It prevents damage to economiser and subsequent waste of oxygen by cutting of the flow when the Mk IV bayonet socket is pushed inti the clip. It is spring loaded, the spring being covered to prevent inginees of [indecipherable word]. Seals are affected by means of rubber washers on the plunger in both on and off positions
[table]
[page break]
[diagram of oxygen layout Mk X A]
[page break]
Mark X Regulator [/underlined] – this is the latest type used in aircraft oxygen installations where only one regulator is required this is controlled by the pilot:
This regulator controls the flow for the entire crew. It is similar in principal to the Mk VIII series but has a modified reduction chamber and is fitted with filters and drain plugs.
The oxygen supply is carried to the “On Off” valve which is rendered leak proof by means of bellows that are fitted round the operating spindle. It is fitted with a drain plug.
When the valve is open, the supply flow to the reduction chamber via a filter and also to supply indicator. The spring control of the reduction chamber is adjustable by means of the Flow as Regulator knob. The high pressure is reduced to medium pressure the valve of which is dependant upon the spring
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tension. Both high pressure and low pressure are fitted with drain plugs. The reduced pressure leaves the reduction chamber by a filter and lubricating box. This box is fitted with a safety valve operating pressure 80-100 lbs [symbol] and three outlet leads. One goes to the delivery indicator which is a Bourdon Tube pressure gauge and has a small scale similar to the Mk VIII. The other two feed the manifolds with 1/4” copper or light alloy medium pressure tubing. The system can [indecipherable word] 8 men without Economisers or 20 men with Economisers. The Mk X A is calibrated for use with economisers.
[underlined] Medium Pressure Tubing [/underlined]
Use from [indecipherable word] box to manifolds. Copper or light alloy 1/4" tubing (O.D) If pipe connections are necessary use a Mk VI three-way connecting piece.
[underlined] Manifolds [/underlined]
Each manifold has a filtered
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inlet and four outlets, one to each member of the crew (blank-off those not required) In each of the outlets is a metered jet. When the flow control knob on the regulator is set to give a pressure in the reducing chamber equivalent to a given altitude, the jet will pass sufficient oxygen for each man at that altitude.
Mk I manifolds used where no economisers are installed. Mk I A used where economisers are installed, the difference is in the size if the jets. The Mk I being the larger. In an installation using economisers the turret position may have a bayonet socket and no economisers. In this case a Mk I is fitted to the manifold outlet, feeding the turret and the Mk clearly indicated at the connection.
[underlined] Low Pressure Tubing [/underlined]
This is used from manifolds to bayonet sockets, and economisers and
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from Mk VIII regulators and economisers 5/16” O.D. aluminium tubing, connections being made with L.P. Unions. Sealing is made by the compression of the rubber washer against the tubing and union body by means of the union nut. To seal tighten union finger-tight and then 1/2 a turn with the spanner.
[underlined] Economisers [/underlined] – This has been slowed to reduce consumption and improve conditions at high altitude as when working high. It will be fitted in due course to all installations and will save approx. 50% oxygen.
Inlet connection is from Mk I cut-off valve by means of low pressure tubing and is adjustable. Outlet is adjustable in flow positions and has a length of flex-tubing (fixed by Aerobix clips) to a Mk IV Bayonet socket. The oxygen flows from the low pressure pipe line into a rubberised canvas bag, which is
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spring loaded. From here it passes through a filter through a mica disc valve to the Mk types E E [symbol] or G mask when the wearer of the mask inhales the valve opens and she will fill up his lungs with air. As he breathes out the pressure closes the two valves and opens a respiratory valve through which the used air passes to atmosphere. During this breathing out period the bag is filling up from the R.P. pipe line.
[underlined] To Check [/underlined] [circled 1] Remove encom. [sic] from a/c and set up flat on bench [circled 2] Connect L.P of spare regulator to the inlet.
[circled 3] Turn on oxygen supply & set flow meter to 5 litres per min [underlined] MK VIIIA [symbol] or VIIIB [/underlined] 22-25,000 ft [underlined] MK VIII C or D [/underlined] or [underlined] MK VIIIA [symbol] or VIIIB (with calibrated mask [indecipherable word]). 30,000ft. [underlined] MKX [/underlined] with 1A manifold 40,000ft [underlined] MK XA with manifold [inserted] Emergency [/inserted] 40
[underlined] MK T [/underlined] A [underlined] Flow Meter [/underlined]
Is used where two bayonet sockets are needed for on Mk VIII regulator and one is a good distance away from the regulator – the flow meter is fitted in the pipe-line prior to the bayonet sockets so that the one can know the
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amount of flow at the farthest point.
[underlined] Flow Inidicator Mk II and III [/underlined]
Used in the Mk X system for each point so that each member of crew can see if he is getting oxygen supply. Similar toi Mk I A [symbol] meter but it is not calibrated.
Mk II infos crew fuselage fitting, Mk III for pilot – panel fitting.
[underlined] Portable Sets [/underlined] Mk I, IA : I B
For use by a member of the crew who cannot remain at one supply point. Consists of a 75 litre cylinder Mk V or VB with a Mk IXA [symbol] regulator fitting; this regulator has the following [circled 1] Charging connection [circled 2]”On Off” valve [circled 3] A pressure gauge calibrated and marked in terms of minutes 0-10 [circled 4] A reducing valve which reduces high pressure to approx 50 lbs [symbol] [circled 5] A bayonet socket is for a Mk 3B [symbol] or Mk I or Mk IA as the Mk IV socket and flex tube on Mk Io. The delivery will be
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controlled by a jet and vary with the altitude.
[diagram]
[underlined] Portable Set Changing Procedure [/underlined]
[circled 1] Turn on off valve off
[circled 2] Remove blanking nut and connect charging connector to charging regulator with Mk II H.P. flexible hose
[circled 3] Ensure all joints are leak-proof
[circled 4] Turn on charging regulator valve and
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then the portable set valve.
[circled 5] Allow to charge until indicator reachs [sic] or passes the 10 min mark (1950 lbs [symbol] on charging gauge
[circled 6] Turn off portable set valve and then the charging regulator valve.
[circled 7] Disconnect from charging set first replacing blanking nut
[underlined] Rack Charging Procedure for A/c Cylinders [/underlined]
Before charging a blast of hip Oxygen should be allowed through the rack to clear piping of moisture etc, also open cylinder valves and check for same defects. Inspect cylinder for state of last list and test contents for [indecipherable word] and serviceability of valve.
[circled 1] Connect up transpoint cylinder and open its valve with a key until regulator pressure gauge reads 3,600 lbs [symbol] [circled 3] Open valve 1/4 – 1/2 a turn watching to
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see that low pressure is correct
[circled 4] Shut valve when pressure reaches a steady 1800 lbs [symbol] this should take approx. 20 mins.
[circled 5] Allow to cool for 20 mins when pressure will have fallen. Open valve again and top up to 1,800 lbs [symbol]
[circled 6] Close cylinder valves and disconnect.
[underlined] In Situ Charging [/underlined]
The charging regulator is mounted on a truck and connected to a charging point in the a/c with high pressure hose, before connecting up send blast through pipe-line to remove foreign matter. Charge up to 1900 lbs [symbol] to allow for lose in cooling. Close line valve before closing charging regulator valve. Disconnect and [indecipherable word] for leaks at charging point (glass tube.)
[underlined] Installation [/underlined]
[circled 1] Keep system free from oil and grease
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[circled 2] Test for leaks with soap solution [indecipherable word] off after testing.
[circled 3] H.P/ tubing where connected to cylinders should have a loop of at least 4” Diam to prevent hardening and cracking with constant disconnecting and connecting of unions low pressure unions should be tight and leak-proof. Examine rubber washers.
[circled 4] New tubing should be washed through with Trichoethylene and dried with blast of hot air.
[underlined] Boldering nipples [/underlined]
[circled 1] Clean off and square end of tubing
[circled 2] Use soft solder and killed spirits (soldering solution)
[circled 3] Tin end of copper tubing and use blow lamp and see that solder runs well down inside of nipple
[circled 4] See that end of nipple is clear of solder
[circled 5] Wash out with 1% hydrochloric Acid solution (to get rid of the flux) and
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then wash out in boiling water
[circled 6] Test new pipe line. Cover ends with linen if not to be used immediately
[underlined] Regulator Tests [/underlined]
[circled 1] Connect one full cylinder to each regulator and ensure all H.P and L.P unions are tight
[circled 2] See that pointers are at zero
[circled 3] Turn on cylinder valve and adjust delivery to 5,000 ft. Supply indicators should not read less than 7/8 Test H.P Unions for leaks
[circled 4] Adjust delivery to 35,000 ft. Test L P connections including bezel of Delivery Indicators and gland of Control Valve.
[circled 5] Turn off cylinder valve and note that delivery does not drop below 25,000 ft until Supply is below 1/16th
[circled 6] Read Supply accurately and allow regulator to stand for one hour with cylinder valve open and control valve closed. Fall in reading should be about 1/8th
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[underlined] Daily Inspection [/underlined]
[circled 1] Check contents of cylinder. Change if less than 7/8th: In case of replacement test the following
a) Cylinder valve gland nut
b) Cylinder valve spindle outlet
c) Recess in top of valve handle
d) Joint between cylinder valve and hip tubing
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[underlined] THE ATMOSPHERE. [/underlined]
The earth is surrounded by a belt of air about 200 miles deep and consists of a mixture of gases which have a definite weight. 1 su. ft at sea level weighs approx .08 lbs. Air therefore exerts a pressure on everything it surrounds which is about 14.71 lbs per square inch at sea level and it is obvious that this pressure will decrease with an increase of height. The pressure about 3 1/2 miles up is almost half owing to the fact that air is compressible. Atmosphere pressure varies from day to day at any given point due to temperature and humidity. The unit of absolute pressure is the ‘Bar’ which is equal to 1 megadyne per sq. cm. The practical unit is the millibar which is 1/1000th part of the bar. From this name is derived ‘Barometer’ which is the name given to the standard instrument for measuring atmosphere pressure
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[underlined] Portable Barometer Mk I [/underlined] is an instrument that makes use of the fact that atmospheric pressure will support a column of H G and has a scale of contracted inches which require no setting when taking a reading. It is designed to read inches of pressure and is also used in conjunction with Altimeter calibration. For a given pressure changes of temperature and the force of gravity (change in latitude), varing [sic] headings will be given and thus definite conditions must be laid down for these two factors. Kew Type Barometer
[temperature table]
[page break]
[diagram]
[underlined] The Fortin Barometer [/underlined] differs slightly in construction in the fact that it measures to three decimal places, using a special Dennier scale which is in true inches. Before reading, the adjustable reservoir must be adjusted to bring mercury to its Feducial Point.
[underlined] The Newman Barometer [\underlined] again is of different construction and has a true inch scale which must be adjusted before taking a reading.
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[underlined] ALTIMETER [/underlined]
Are designed to register changes in atmosphere of an evacuated capsule whose position is controlled by a flat leaf spring. Any changes in atmosphere pressure on the capsule means that the spring has a movement which is transmitted by means of a suitable system of links and levers to a pointer which rotates over a scale marked in terms of height i.e. thousands of feet, Arrangement is usually made up for setting pointer to a zero position
[diagram of altimeter]
[underlined] SIMPLE ALTIMETER [/underlined]
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[underlined] Calibration Lanes. [/underlined] Altimeters may be calibrated under two lanes
[underlined] 1 Isothermal lane [/underlined] – assumes that the pressure is 1013.2 mbs and that the temperature at all places and heights is 10%. This lane requires large correction at high altitudes
[underlined 2 I.C.A.K Lane [/underlined] – assumes the pressure on the ground to be 1013.2 mbs and the temperature falls at a rate of 1.98o C for every 1000 feet from 15o on ground to -56.5o C at 36,000 ft after which it remains constant [underlined] Mk [/underlined] XIII [underlined] Altimeter [/underlined] – Range from 0.20, 0.30 0-40,000 ft. Has a simple altimeter mechanism enclosed in a moulded airtight case, there is a nipple at the rear of case for connection to a static line. Has an adjusting knob which usually rotates the main scale, and there is a small hole in the dial with lines engraved on each side, when these lines are coincident with a line seen below the hole and
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brought about by rotating the knob the altimeter should read zero, providing the pressure of the day is 1013.2 mbs. Is calibrated to the isothermal low
[underlined] Mk [/underlined] XIV [underlined] Altimeter [/underlined] – working range 0-40,000 ft Works on same principal as Mk XIII but mechanism is on a very different kind of construction. Has a moulded airtight case and nippled at the rear. Three pointers geared and indicates 100, 1000 & 10,000 ft. An adjustable barometric scale is also provided. This instrument is calibrated to the I.C.A.K Lane. The pointer and subsidary [sic] scale are so related that if zero height is indicated, the subsidary [sic] scale should indicate barometric pressure of the day at that particular time and place. A permissable [sic] error is allowed of plus or minus 50 ft. If the knob is rotated both pointers and subsidary [sic] scale move but during normal use as an altimeter only pointer move, the above relationship
[page break]
means 1). If height scale is at zero, subsidary [sic] scale will read pressure of the day at that particular time 2) If pointers are set to the height of the aerdrome [sic] above sea level, subsidary [sic] should read barometric pressure at sea level at that time. 3) If a pilot is landing at another aerdrome [sic] he can find by wireless barometric pressure at that aerdrome [sic] and set this on subsidary [sic] scale, and upon landing, his pointer should read zero.
[underlined] Altimeter Leak Tests [/underlined]
[underlined] Mk [/underlined] XIII – Apply a suction [underlined] carefully [/underlined] till pointer indicates 4,000 ft. Trap suction, pointer should not drop to below the 1000 ft mark in less than one minute (3,000 ft in one min)
[underlined] Mk [/underlined] XIV – Apply suction carefully till pointers indicate 1,000 ft, trap suction, pointers should not drop below the 950 ft mark in less than one minute (50 ft in one min.)
[page break]
[underlined] BOOST GAUGES [/underlined]
[diagram of boost gauges]
To indicate pressure of the fuel mixture in the induction system of a super-charged engine relative ti normal atmospheric pressure. The mechanism is similar in principle to a simple altimeter and is contained in an airtight case, [inserted] (MK III TYPE ONLY) [/inserted] at the back of which is a threaded nipple to connect a copper pipe, between the instrument and the induction system is a fuel trap situated usually at the lowest point of the pipe line. The instrument nipple contains a removable filter and it is so constructed that
[page break]
between the instrument and filter there is a choke to prevent damage which would be caused by an engine backfire. The pointer indicates at the positive and negative boost lbs per [symbol] relative to normal atmospheric pressure and is therefore only at zero when pressure in induction system is 14.71 lbs per [symbol] or 1013.2 mbs. When engine is stopped, pointer will read slightly above zero if barometric pressure is above normal and slightly below zero is barometric pressure is below normal.
[underlined] Types of Boost Gauges Used [/underlined] – are as follows.
Mk III c - -4- + 8 lbs, Mk III G – 4 + 16 lbs, Mk III e [symbol] -4- + 8 lbs. Mk III c [symbol] -4- + 16 lbs
[underlined] Mk [/underlined] III [symbol] type differ slightly in construction, which allows a none airtight case, but principle remains the same, (no filter).
[underlined] To Check Zero Reading [/underlined]
Method [circled 1] Draw a graph from figures given in a 1875 Sect II Chapter [underlined] 6 [/underlined] Table 1
[page break]
[diagram]
MK III [symbol] TYPE
Obtain barometric pressure of day in mbs, correct reading can be fixed by checking on graph.
Method [circled 2] a). 1 lb pressure is equal to a difference of level of 2.04 inches of h.g.
b) With a pressure of 29.44 inches h.g gauge should read zero
c) Therefore if amount of days pressure above or below 20.99 is divided by 2.04 (for practical purposes can be 1/2 ) the result will be correct boost gauge reading
[underlined] Leak Test [/underlined]
Carried out, [circled 1] Before a new gauge is installed.
[page break]
[circled 2] When a reserve aircraft is being fitted for flight
[circled 3] Before gauge is calibrated at a major inspection
[circled 4] When accuracy of gauge is suspected
[underlined] Test as follows [/underlined]
[circled 1] Remove wire locking bezel, slacken lubber mark locking screw [inserted] and tighten bezel hand tight. [/inserted]
[circled 2] Connect boost gauge to calibrating apparatus apply pressure to give reading of + 7 lbs per [symbol]
[circled 3] The time taken for pointer to fall 1/2 lb should not be less than one minute
[circled 4] If leak is outside this limit a new sealing washer must be fitted and the instruments re-tested
[underlined] AIR SPEED INDICATORS [/underlined]
This instrument indicates the speed of the aircraft relative to the air, but [underlined] not [/underlined] relative to the ground. It is a differential pressure gauge, whose pointer moves a certain distance which depends
[page break]
on the difference in pressure between still and moving air at any height. The dial is calibrated in M.P.H in and planes and knots in seaplanes and flying boats There are two L.P supplies at the back of a moulded airtight case which are mark Static (S) and Pressure (P), which are connected by 5/16 aluminium tubing and L.P unions to their respective connections ion the Pressure-head – Air Speed Indicators are filled in the Pilots, Navigators and Bomb-airmens instrument panels.
[underlined] Leak Test [/underlined] (Instrument only)
Apply suction carefully to static connection till pointer indicates 150 M.P.H and trap suction pointer should not drop more than [inserted] (13 KNOTS) [/inserted] 15 M.P.H in less than 10 secs
[underlined] Pressure Head [/underlined]
Consists of a pressure tube with an open end facing direction of travel and a static tube closed at the end, but with holes or slats cut in at right
[page break]
angles to the airflow of aircraft. In the Mk VII these tubes are set parallel with the static above the pressure. There is a special trapsion thin tube (pressure) to prevent dent entering and ice forming. In the Mk VIII the pressure tube is fitted inside the static – tube and the pressure-head is electrically heated.
[underlined] RATE OF CLIMB INDICATORS [/underlined]
[diagram]
RATE OF CLIMB INDICATOR
[underlined] Mk [/underlined] IB – range +- 4000 ft per min – this indicator is a type of differential pressure head, it’s pointer indicating the difference of pressure
[page break]
between the inside of a capsule and the outer case in one type, and between a small chamber with a diaphram [sic] and the instrument case in the other type. A nipple at the back of the moulded airtight case, leads atmospheric at any height into the interior and the two parts of the instrument are divided by chokes. which allow pressure to leak between one part and the other at a definite rate. Thus if the chokes are suitably designed the pointer will indicate the rate of change of altitude and so the scale or dial can be marked off in 1000 ft per min. climbs or dives. There is usually incorporated a zero adjusting screw, situated at the bottom right-hand corner of the case.
[underlined] Leak Test [/underlined]
[circled 1] Connect instrument to a U. tube of water and a ‘T’ piece.
[circled 2] Apply a pressure [underlined] carefully [/underlined] to give a difference in level of water of 11.4 inches
[page break]
[circled 3] Trap pressure and water should not fall faster than 1” in 10 secs
[diagram of Leak Test Layout for Rate of Climb]
[underlined] BLIND FLYING PANEL [/underlined]
[diagram]
[page break]
[underlined] TURN AND BANK INDICATOR [/underlined]
[underlined] Turn Indicator [/underlined] – Object to aid the pilot to maintain straight and laterally level flights. Instrument has two pointers. The top one operated by a pendulum weight and indicates side clip. The lower pointer indicates rate of turn, and is operated by an air-driven gyroscope. A union att he rear of the air-tight case is connected to a vacuum supply, which causes the outside air to pass through a filter and jet, impinges on the rotor. The angle of tilt of the inner ring is controlled by a spring which is attached to it. The instrument should be mounted with the top points at zero when aircraft is laterally level.
[underlined] BLIND FLYING PANEL [/underlined]
Has been adopted to standardise the grouping and types of instruments used. Holds six instruments [circled 1] A.S.I top left.
[circled 2] Mk XIV Alt bottom left.) [circled 3] Art, Horizon top centre [circled 4] Direct. Ind. Bottom centre [circled 5] T & S Ind. bottom right. These instruments
[page break]
have been chosen so that if one becomes u/s there always remains an alternative by which blind flying can be completed. The B.F.P is supported in three places by anti-vibrational mountings which use both rubber buffer and metal spring to prevent excessive vibration from effecting [sic] the instruments.
[underlined] PIPE LINE SYSTEM [/underlined]
[underlined] Installation [/underlined]
The following precautions should be taken when fitting low-pressure tubing in the system. [circled 1] The pressure head must always be facing head forward and horizontal with a/c in flying position.
[circled 2] The static holes should always be kept clean and free from burns.
[circled 3] When fitting L.P unions, the aluminium tubing should be filed off square, and pushed intio union as far as it will go.
[circled 4] A new rubber ring should be
[page break]
fitted every time union is broken.
[circled 5] When fitting unions nuts should be done up finger tight, then a extra half turn with a spanner.
[circled 6] There should be no sharp bends but elbow unions should be used.
[circled 7] Drain traps for both static and pressure lines should be fitted at lowest point of installation.
[circled 8] System should be tested for leaks at frequent intervals.
[underlined] Installation Leak Test [/underlined]
a) [underlined] Pressure line. [/underlined] Disconnect from first L.P joint behind pressure head and attach rubber tubing and apply a pressure till A.S.I reads 150 miles per hr and trap pressure pointer should not drop below the 135 mark in less time than is given by following formula. 5/8 [indecipherable word] Y = length of pipe-line.
b) [underlined] Static Line [/underlined] Disconnect from first L.P joint behind pressure head, attach tubing and apply suction till A.S.I reads 150 MPH
[page break]
trap suction, pointer should not drop to 135 mark in less time than as given by the following formula 1/2 x 1/16 (N + 1/16) secs L = length of pipe N = no of instruments
[diagram]
[underlined] PESCO SUCTION PUMP [/underlined]
[underlined] Venture Head [/underlined] – Depends for it’s action on the increase of velocity of moving air due to the conical shape of the head. This increase of velocity causes a partial vacuum in an annular groove over which the air passes, so causing the
[page break]
air to be drawn out of the pipe-line
[underlined] Maintenance [/underlined] Ensure that groove is clean and the head secure and properly aligned.
[underlined] Pesco Vacuum Pipe [/underlined] Consists of a rotor out of centre with the case, with 30 blades passing through it at right-angles to each other. Air is drawn out of the pipe-lines and discharged, thus creating a partial vacuum in the pipe-line and instrument connected to it. The pump is engine driven and is supplied with oil under pressure for a) Lubrication b) Cooling c) Sealing. The pump can be driven in either direction
[diagram of relief valve]
[underlined] A.M RELIEF VALVE [/underlined] (VENTURE HEAD)
[page break]
[diagram]
[underlined] PESCO RELIEF VALVE [/underlined]
[diagram]
[underlined] CHANGE OVER COCK [/underlined]
[page break]
[underlined] Change Over Cock [/underlined] – To enable the pilot to use either the Pesco Pump or the Venture when fitted as to change over from one pump to another on other than single-engine a/c. Consists of a metal body containing four ports over which can be rotated an inner drum covering air opening the necessary ports. The cock incorporates two filters (see diagram)
[diagram]
[underlined] LAYOUT SHOWING USE FOR CHANGE OVER COCK
[underlined] Aircraft Inspections [/underlined]. All aircraft inspections are laid down in the appropriate maintenance schedule, this is the only official guide for any particular a/c and should always be consulted. The first item on daily inspection of any instrument or piece of apparatus is check for D.D./a. This will of course be interperated [sic] differently for different instruments. When any particular inspection is carried out all groups of previous inspections must also be done.
[Table showing instrument inspections]
[Page break]
[Continuation of table showing instrument inspections]
[Page break]
[Continuation of table showing instrument inspections]
[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Sperrys rule of Preccession [sic] [/underlined]
This is used to determine the direction in which a gyroscope will process if a torque is applied to it as follows :- Transfer the torque from the ring to the rim of the rotor then carry it around 90o in the direction of the spin. A push at that point will indicate the direction of the preccess [sic]. Two things govern the rate of the preccession [sic]. [cirlcled 1] The strength of the torque which if increased will increase the rate of preccessions [sic] [circled 2] The rotor speed which if decreased will result in an increase rate
[page break]
[Diagram of SPERRY GYRO PILOT OIL LAYOUT]
[page break]
[Diagram of DIRECTIONAL INDICATOR]
of preccession [sic]
[underlined] Space Gyro [/underlined]
Maintains its axis of spin relative to space always pointing towards the same fixed star.
[underlined] Earth Gyro [/underlined] This gyroscope preccesses [sic] at the same rate as the earth’s rotation and
[page break]
therefore maintains its axis of spin relative to earth.
[underlined] Directional Gyro [/underlined]
[underlined] Purpose :- [/underlined] To indicate to the pilot the course of a/c in[one decipherable word]. It is independent of acceleration error and northly [sic] turning error, to which the magnetic compass is subjected.
[underlined] Description :- [/underlined] Consists essentially of a control free gyro, having its axis of spin horizontal. The outer ring is pivotted [sic] about a vertical axis, and is used to carry a compass card, marked off in degrees and read in relation to the lubber line on the front of the case. A union at the rear of the case is connected to the suction system 31/2” H G. giving a rotor speed of 10,000 R.P.M.) Air passes into the case through a filter at the bottom and thence through the outer ring to two parallel jets impinging on the rotor. A caging knot on the front of the case is used [circled 1] To work
[page break]
the gyro for take off and landing [circled 2] To set the compass card coincident with magnetic compass [circled 3] To work the gyro when manoeuvres outside the 60o limit of climbs, dives, and rolls are executed.
[underlined] Installation [/underlined] Mounted on the B.F.P it has four alternative unions for connection to the suction system. These connections are made by means of an olive and nut, and special pieces of tubing to a distributor on the panel. For lengths up to twelve feet 3/8’ O.D. tubing is used, lengths 12’-25’ 7/16” O.D. tubing is required. A test flight is necessary after installation.
[underlined] Maintenance [/underlined] - [underlined] D.J. [/underlined] [indecipherable letters] check caging device and leave caged.
[underlined] 30 & 30* Inspection [/underlined] Clean filter by removing gauge discs. Clean discs in petrol and renew tissue part.
[page break]
[underlined] ARTIFICIAL HORIZON [/underlined]
[underlined] Purpose [/underlined] - to indicate to the pilot the altitude of the A/c in pitch and roll in relation to the horizon, also when night flying or conditions in which the true horizon is not visible.
[underlined] Description [/underlined] consists of a gravity controlled earth gyro having its axis of spin vertical and enclosed in a case pivotted [sic] [one unknown word], and which form the inner most ring. The horizon bar is pivotted [sic] at the rear of the outer [inserted] ring [/inserted] and engages with a pin on the inner ring, moving in a curved slot in the outer ring. This bar indicates the pitch altitude of the a/c in relation to a model a/c attached to the case. A curved dome is secured to the outer ring, a small extension of it in the form of a pointer registering against a scale of 90o - 0o – 90o on the case, thus indicating the Bank angle of the a/c. In a bank or roll the gyro and horizon bar maintain their position,
[page break]
while the case and model a/c move with the a/c. The rotor is spun by similar means to the D.G. air entering through a filter at the rear of the case. The preccession [sic] housing forms an erecting device to maintain the axis of spin vertical and thus ensure that the inner ring conforms to the curvature of the earth.
[underlined] Installation [/underlined] Exactly the same as for the D.G. After installation, the locking screw must be removed, and the blanking screw and washer put in its place. It is found in a canvas bag on the instrument. The locking screw must be re-inserted in the instrument on packing the instrument for transit.
[underlined] Maintenance. D.I.[/underlined] [set of initials]
[underlined] 1st 2nd Minor [/underlined – D, I and clean filter as for D.G.
[page break]
[Diagram of Artificial Horizon]
[page break]
[Diagram of SPERRY G.P. AIR LAYOUT]
[page break]
[underlined] SPERRY GYRO PILOT [underlined]
[underlined] Purpose [/underlined] To maintain a/c on true course, level fore and aft and laterally.
To increase the accuracy of bombing and aerial photography, and to increase the safety factor when flying in poor conditions.
To relieve pilot of strain and stress on long flights.
The Sperry Gyro Pilot employs a modified version of the sperry D.G. and Artificial Horizon as the control units Both units are housed in a mounting unit fitted in front of the Pilot where the B.F.P. is usually placed. The D.G. unit controls ‘course’ and rudders, while the Bank and Climb unit controls ‘pitch’ and elevators and ‘roll’ actions.
[underlined[ Method of Establishing Control [underlined]
Attached to the respective rings of the gyro are ‘D’ shaped knife edges. Placed adjacent to the knife edges and attached to the units are the pick off tubes, so arranged that the slots in the pick offs
[page break]
are half covered by the knife edged discs. The two components detect movement of the a/c relative to the gyro. The pick offs are connected to each side of an air relay on the mounting unit, and flow of air passes through the air relay unit into the units via the pick offs. The diaphram [sic] of the air relay is connected by a spindle to the piston of the B.O.V. toward air relay transmits control. The B.O.V. transmits oil pressure down to the servo motors which are the means of operating the a/c control.
[underlined] Action [/underlined] When the a/c is disturbed the gyro and knife edge discs maintain their position but the pick offs moving with the a/c pass over the knife edge discs. This unbalances the pressure in the air relay, therefore the diaphragm will move, this in turn will move the piston of the B.O.V. Thus oil is allowed to flow down to one side of the servo motor and the building
[page break]
up of pressure causes the piston of the servo motor to move, control is then applied to check the disturbance. In order to limit the control to an amount proportional to the disturbance the pick offs are geared and connected by a follow up cable to the servo-motor which centralise the pick offs to the knife edge discs.
[underlined] Bank and Climb Unit [/underlined]
Consists of a gravity controlled earth gyroscope having its axis of spin vertical. The inner ring is pivotted [sic][one indecipherable word] and controls the elevator. A vertical bale ring is also pivotted [sic] [one indecipherable word] in the case and moves identically with the inner ring. It serves to detect movement of the aircraft in pitch and has mounted at the right hand [one indecipherable word] pivot a baffle plate and knife edge disc, while the elevator pick off is attached to the unit. Also attached to the bale ring is the
[page break]
model aircraft, which in relation to the longer bar indicates the pitch altitude of the aircraft. The outer ring is pivotted [sic] fore and aft and controls the a/c totally [one indecipherable word in brackets]. The baffle plate and knife edge discs are attached to the rear pivot of the outer ring, with the pick off at the rear of the case. Rolling is indicated on the dial by movement of the model a/c in relation to the longer bar on the outer ring. Follow up is arranged by gearing the pick offs to the p/up pulley on the mounting unit, which is connected to the servo motors by cable. The follow up [one decipherable word] indicate the relative position of pick offs and knife edged plate. A [one decipherable word] gauge is fitted on the front of the unit (range 0.8 HG) also fitted are elevator and [one indecipherable word] control knobs. Level flight control knob and caging knob. At the rear of the unit are Grommet connections to the air – relays, main suction and electrical circuit
[page break]
A large filter at the base allows air into the unit there are also two spring loaded follow up clutches which contact the follow up pulleys in the mounting unit.
[underlined] Pesso Suction Relief Valve [/underlined]
[underlined] Purpose [/underlined] Is the means to adjusting the suction in the system.
1. Prevents excessive operation of the Sperry Relief Valve.
2. To protect the air system pipe lines and fittings against excessive suction . It is always fitted close to the Pesco Pump, where the suction is a maximum, approx 7”H.G. It should be used for course adjustment, which is effected by releasing the lock nut and turning the adjusting screw anti-clockwise to increase. The filter cap should be removed to enable the filter to be cleaned with petrol (filter cleaned on the 1st & 2nd minor inspection)
[page break]
[underlined] Directional Gyro Unit. [/underlined]
This unit embodies a free gyro having its axis of spin horizontal. The outer ring is pivotted [sic] vertically and controls the rudder. The knife edge plate is attached to the top pivot of the outer ring while the pick off is on the top of the unit. The directional compass card is also attached to the outer ring being used in relation to a lubber line on the case. The follow up index card is attached to the pick offs and is placed above the compass card, and indicates to the pilot the relative position of pick offs and knife edge plates. [one indecipherable word] wander is not compensated for and gyro is reset every 15 mins. A deliberate course change knob and crass level indicator are fitted in the front of the case, the latter consisting of a curved glass tube, alcohol filled and containing a steel ball. At the back of the unit are to be found the spring – loaded F/U discs electrical,
[page break]
connect, grommet connections to the air relay and main suction. The unit is secured to the mounting unit by two bolts.
[underlined] Sperry Suction Relief Valve [/underlined]
To enable a fine asyustment [sic] to be made for the suction in the system and allows for difference of suction between the two extreme ends of the suction pipe line. It is bolted to either end of the mounting unit in one of six alternative positions. The four unions are marked P for pressure, H for Bank & Climb Unit. G for directional gyro and T for Turn and Bank Indio [sic] when fitted. To adjust the suction remove the cap and turn adjusting screw clockwise to increase suction and tighten up the locking nut.
[underlined] Check Valve [/underlined]
This is fitted in the suction pipe line to protect the gyro unit against back pressure of air in the system should the Pesco Pump reverse its direction of rotation
[page break]
[Diagram of Balanced Oil Valve]
[page break]
[underlined] Air Relay Valve [/underlined]
[underlined] Purpose [/underlined] To transmit the control from the gyro to the B.O.V.
[underlined] Description [/underlined] Consists of two alloys castings bolted together and having a rendered skin diaphragm between them. The diaphragm by two metal discs and has a spindle attached to the centre which connects with the B.O.V. System. Air is drawn in through a filter at each side and then passes to the pick off in the unit. Normally the slots are half covered and the pressures in the air relay are equal. If the aircraft is disturbed then the movement of the pick offs over the knife edged plate causes the pressures to be unbalanced in the air relay. The diaphragm is deflected and causes a movement of the B.O.V. piston which allows oil to flow to one side of the servo motor. To test the A.R.V. hold it horizontal with the spindle upper most then with the [one indecipherable word]
[page break]
lightly push the spindle up release and it should fall back to its original position.
[underlined] The Oil System [/underlined]
[underlined] The Sump [/underlined]
To supply the system with oil and to collect drainage oil from the system.
Is simply a narrow container having a number of unions, filter plug, drain plug and an inspection window. Normally in most a/c a sump will be fitted which supplies oil for the operation of the hydraulic system and in this case the Sperry system may be connected to the same sump. Where such a system does not exist, the Sperry sump must be fitted below the level of the mounting unit in order to provide gravity drainage into the sump. It should be maintained 3/4 full in the daily inspection.
[underlined] The Pump [/underlined]
To provide a note of flow of oil
[page break]
throughout the system.
[underlined] Description [/underlined] Consists of an alloy casing having a phaspho [sic] bronze lining in which are two gears meshing with each other. One gear is an idler gear the other is connected to the engine crank shaft. The inlet union is the side of the pump, where the gears move away from each other. The oil is drawn in at this point and carried round by the gears and forced out at the outlet union, 180o opposite. The unions are not inter-changeable to do so would affect the lubrication system of the pump. Care must be taken therefore to ensure that the rotation of the pump coincides with the direction of the engine, to the effect there is an arrow on the back of the casing. A drain plug at the rear allows drainage of engine oil which has leaked along the driving shaft.
[page break]
[underlined] Oil Pressure Regulator [/underlined]
[underlined] Purpose [/underlined] To regulate the pressure in the system to within + or – 10lbs □” of the working pressure.
[underlined] Description [/underlined] Consists of an alloy casting having three unions leading to the pump gyro pilot and sump. Down the centre of the regulator is a hollow spring loaded plunger which covers the outlet to the pump. As the outlet to the gyro pilot is smaller than the inlet union pressure is built up when at a predetermined figure, lifts the plunger off its sitting and allows excess oil back to the pump. A channel is cut from behind the plunger to a by pass connection in the casting, whose entrance is covered by a spring loaded ball valve. This channel allows oil which has leaked passed the plunger to return into the sump outlet and thus prevents build up of pressure inside the plunger. To prevent leakage of oil passed the adjusting screw a gland consisting of
[page break]
two dural [sic]washers and asbestos yarn soaked in tallow and graphite is placed around the spindle and kept in place by a gland nut. To increase the pressure the adjusting screw should be turned clockwise.
[underlined] Oil Filter [/underlined]
[underlined] Purpose [/underlined] To ensure that the oil is clean before passing to the B.O.V.
[underlined] Description [/underlined] Consists of an alloy casting having a filter element (old type maltese [sic]cross new type wire mesh) mounted on a spindle each staggered 1/8th of a turn, this forms a number of spaces thro’ which the oil can pass. The collar securing the filter has eight bolts through which the oil passes through before going out the outlet union. The casting should be mounted with the unions at the top so that dirt which has collected in the chamber comes out when the filter is removed for cleaning on a 1st & 2nd minor inspection.
[page break]
[underlined] Two Way Back [/underlined] This is fitted between the oil filter and the mounting unit and provides a means of by-passing the oil back to the sump when carrying out any repairs or inspections in the mounting unit side of the circuit where air might enter the system. Also to enable the pilot either direct or by remote control to by pass oil back to the sump, in case of leaked of oil during flight.
[underlined] Mounting Unit [/underlined] Consists of a frame supported on the four ‘load’ type. A V.M in the cockpit in place of the B.T.P. The two units slide into this cradle and are secured by two bolts. Attached to the unit are three air relays, 3 B.O.V’s electrical connections, main suction connection drain and pressure manifolds. At one end is placed the Sperry Relief Valve and all pipe lines leading from the B.O.V.’s and mounting unit must be flexible hose.
[page break]
[underlined] Balanced Oil Valve [/underlined]
[underlined] Purpose [/underlined] To transmit oil pressure to the servo motors in order to apply control.
[underlined] Description [/underlined] The valve is operated by the air relay to which the piston is attached. The valve consists of a six load piston moving inside a valve casing on the mounting unit, and has an inlet union connected to the servo motors. In addition an exhaust union leads away the exhaust oil from the side of the servo motor opposite the side under pressure, to the sump via the speed control valve and a drain union leads away oil which has leaked over the lands of the piston back to the sump on the drain manifold. The piston is spring loaded in order to assist centralisation of the air relay and to avoid all end play on the B.O.V. piston.
[underlined] Assembly of Piston [/underlined] On to the piston fit,
[page break]
a collar, spring and second collar, ensuring that the collar of the washer engages the spring. Then fit on the small bush and the sleeve and onto the end screw the clamp. Adjust by the clamp unfit the assembly is held securely without any tension on the spring, then lock the clamp from the opposite end of the piston, fit on the large bush, screwing it on to the small bush until the two collars and spring are held between the two bushes without tension of the spring, then tighten lock nut on the small bush. There must be no compression of the spring and no end play in the assembly otherwise lagging and restricted movement of the control surfaces or oscillation of the control surfaces will occur.
[underlined] Centralisation of Piston [/underlined] Screw the piston assembly right into the casting and after starting the engines put engaging lever on and the servo motor will move over its
[page break]
full travel. Unscrew the piston assembly until servo-motor just starts to move mark datiums [sic] on casting and screws. Screw piston assembly in again until servomotor just starts to move in opposite direction. Mark a second datium [sic] on the casting coincident with datium [sic] already on screw. Mark central position between the two datiums [sic] and unscrew piston assembly until datiums [sic] on screw and casting are coincident. The lock nut should then be tightened up with a ‘C’ spanner.
[underlined] Servo Motor [/underlined]
[underlined] Purpose [/underlined] To operate the control surfaces and follow up system.
[underlined] Description [/underlined] The three servo-motors are set in one block but each is a self-contained unit. They consists of a cylinder in which the pistons are a loose fit, compression being obtained by an assembly consisting of two cup shaped washers
[page break]
(leather), supported by the metal washers and held in position on the central sleeve by two nuts which should be drilled through and secured by two tapered pins. To make the cylinders oil tight, a gland is provided at each end consisting of dural [sic] and metal washers, held in place by a spring in the gland nut. So that manual control is possible, a by pass channel has been cut between the two ends of the servo cylinders and in the centre of this a simple on and off switch, connected to the engaging lever in the cockpit. With the lever on the sides of the servo motor are isolated from each other and movement of the B.O.V causes servo-action. With the lever off any movement of the manual controls causes the oil to flow around the by-pass. Incorporated in each is a relief or override valve which enables the pilot to regain manual control in an emergency
[page break]
without using the engaging lever to disengage the auto control. These valves are spring controlled to lift at 25lbs □ “ above the normal working pressure of 150lbs □ “. For installations with pressure above 150lbs □ “ the valve is screwed in fully until the spring is fully compressed.
[underlined] Testing Override Valves [/underlined]
1. Connect two direct-type pressure gauges to the manifold block or servo motor union.
2. Start up a/c engine and put engaging lever on.
3 .Apply manuel [sic] control until gauge reads 25lbs □ “ above working pressure, when the valve concerned should blow off.
4. Repeat by testing in the opposite direction adjusting by the grub screws if neccessary [sic].
[underlined] Manifold Block [/underlined] This is fitted close to the mounting unit and has two purposes.
1. It forms a junction between the flexible
[page break]
base from the B.O.V. and the ridged metal pipes from the servo motors.
2. By tapping in the two pressure gauges at the side unions access is obtained to each servo motor pipe line for testing the override valve. This gauge indicates to the pilot the working pressure of the system. It is of the direct Bourdon Tube type and is connected into the main supply line at the pressure manifold, bung inserted on a small panel on the mounting unit.
[underlined] Drain Trap [/underlined]
[underlined] Purpose [/underlined] to provide gravity drainage from the drain manifold when the mounting unit is below the level of the sump and to prevent air being drawn into the system.
[underlined] Description [/underlined] It consists of a copper float carrying a needle valve which is normally kept closed by a spring bearing down on the top of the flow. Two ounces of oil always remain in the trap, [one indecipherable word]
[page break]
when this quantity has increased by the flow of oil by the drip tray and manifold the float is raised and the valve opened. This allows oil to flow back to the sump, the float falling and the valve closing as the oil drains off. As the valve closes before all the oil is drawn off, air cannot be drawn into the system. The drain trap should always be fitted below the level of the drain manifold but not more than 5ft below the level of the pump. The outlet union at the base is connected to the sump pipe-line.
[underlined] Non Return Valve [/underlined]
This is fitted in the return pipe line from the drain trap to the pump. It’s purpose is to prevent any Blow back of oil into the drain trap should the pump reverse due to engine back fire. This will only happen if there is sufficient oil in the trap to lift the float at the time of the blow back.
[page break]
[Diagram of Servo Motor]
[underlined] Speed Control Valve [underlined]
[underlined] Purpose [/underlined] To provide the pilot with a variable rate of control depending upon varying weather conditions and different types of a/c. The same rate of control is obtained irrespective of the working pressure.
[underlined] Description [/underlined] Consist of an alloy casting having three inlet unions connected to the exhausts of the B.O.V.’s and one outlet union connected to the sump. The valve screws into the casting and terminates into a slotted shank which regulates the flow
[page break]
of oil to the sump. Behind the shank is a spring loaded plunger the land of which covers and uncovers the inlet from the B.O.Vs and thus allows oil to pass through the valve. Should the pressure build up in the system, the plunger is forced back and the land blanks off the inlet union, thus stopping the flow of oil except for a small quantity allowed to flow over the two dampers on the land. Thus prevents stoppage of the control. The dual setting 0-6, indicates the amount by which the valve is open. The return channels permit drainage oil to return into the sump outlet and a gland of leather and dural washers prevents leakage of oil passed the adjusting spindle. On a D.I. the valves should be set to the figure laid down of if unknown to 3 & 4. They are fitted below the mounting unit.
[page break]
[underlined] Daily Inspection [/underlined]
1. Check oil level in sump – 3 /4 full.
2. Check for air in servo motors as follows :- set a/c controls central and put engaging lever [underlined] on [/underlined]. Apply light pressure to controls each way and they should act as though locked. If there is any servo action it will be accompanied with movement of F/U indices and there is air in the servo motors which [underlined] must [/underlined] be removed during the engine run up.
But the engaging lever “off” and start up engine. Move each control to the extremity of its travel, holding it for 30 secs at each end to allow oil to wash the air along the pipelines to the sump. Repeat the operation with control in the opposite direction. In the initial check do not confuse springiness of the control with the resilient action of air in the servo.
3. Check the vacuum it should 3 HG
[page break]
at 1000 REM and 5” HG at maximum ground [one indecipherable word].
4. Check oil pressure, it should be ± 10lbs per □” of working pressure.
5. Uncage Bank and Climb Unit – if a/c not level the gyro should slowly move towards an indication of the a/c’s altitude.
6. Set and uncage Directional Gyro to coincide with the compass card.
7. Open Speed Control Valve to the figure laid down.
8. Using the control knobs set the F/U indices to match the gyro indications.
9. Set level Flight Control knob to “Off”.
10. Engage gyro pilot “O”. Test operation by moving Control knobs and noting that controls move in the correct direction at approx equal speed way and do not oscillate or hunt, but come to rest immediately. It is possible the elevators will move faster down then up owing
[page break]
to the state of balance.
11. Disengage Gyro Pilot.
[underlined] 1st Minor Inspection [/underlined]
1. Inspect all piping and fittings including flexible. Tighten and replace all pipe and oil fittings where necessary to stop leaks. Replace any flexible hose showing signs of seepage at joints or connections or pimples on the surface. Tighten the servo motor packing glands if leakage is observed.
2. Inspect all cables all connections and pulleys should be free and no sign of fraying should be visible.
3. Check follow up pulleys on mounting unit with both units removed. If necessary add a few drops of anti freezing oil to the F/U springs.
[underlined] 2nd Minor Inspection [/underlined]
1. Clean or change all filters.
2. Drain, rinse out and refill sump.
3. Inspect all the AVMs on the mounting
[page break]
unit for deterioration of rubber – replace if necessary.
4. Check override valves for blow-off pressure.
[underlined] Filters [/underlined]
[Description of Air and Oil Filters]
Oil Sump
[underlined] Follow Up [/underlined]
[underlined] Purpose [/underlined] To limit the amount of control so that it is proportional to the amount as the aircraft assumes its original position.
[underlined] Description [/underlined]
When the aircraft a disturbance the action between the pick-offs and
[page break]
cut off discs causes servo action in which the piston would move through its full range and apply full control irrespective of the amount of the disturbance. In order to limit the servo motor action it is necessary to return pick off central with the cut off disc. This is done by mounting the pick off on a quadrant which is geared through a differential and clutch drive to a F/U pulley on the mounting unit which is connected by cable to one end of the servo-motor piston. Hence when the servo-motor moves the quadrant causes the pick-off to centralise over the cut-off thus limiting the flow of oil to the servo-action and the amount of control applied.
[underlined] Installation of Follow-Up Cable [/underlined]
Fit the follow-up pulley on to the axle of the serrated disc taking care that the clutch pin engages and that
[page break]
change by 9-11o – repeat to [underlined] West [/underlined] and note change of readings.
9. Repeat above holding knob on pilot’s repeates [sic] – there should be no change in readings.
10. [underlined] Switch-off [/underlined[]
[underlined] SYNCHRONISING REPEATERS [/underlined]
1. As for starting.
2. Set V.S.C. to zero.
3. Set repeaters as near as possible to M.U. readings plus “A” error (note repeaters can only move in 3o movements.
4. Adjust V.S.C. to final readings of repeaters.
5. Loosen the two screws holding scale and set rubber line to zero – tighten screws and [underlined] switch-off [/underlined].
7. [underlined] Switch-off [/underlined].
[underlined] FUNCTIONING TEST [/underlined]
1 .As for starting.
2. [Indecipherable sentence.]
[page break]
[Blank page]
[page break]
[underlined] DIRECT READING COMPASS [/underlined]
[underlined] Starting [/underlined] “On and off” switch to [underlined] “On” [/underlined]
Normal Setting Switch to [underlined] Setting [/underlined]
[underlined] Allow to run for 5 mins [/underlined] (until M.U. has a comparative steady reading)
Normal setting switch to [underlined] Normal [/underlined]
System should be then ready for use.
[underlined] DAILY INSPECTION [/underlined]
1 .As for starting
2. Set V.S.C to Zero
3. Check repeaters – should be synchronised with M.U. – i.e. should be M.U. reading plus “A” error
4. Check the “hunt” on M.U. scale - i.e. should be between 1/8 and 3/4 of a degree.
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to [underlined] East [/underlined] – readings should increase – repeat to the West – readings should decrease.
6. Set for local variations on V.S.C. if required.
7. [underlined] Switch-off [/underlined]
[underlined] FUNCTIONING TEST [ /underlined]
1. As for starting.
2. [Indecipherable sentence]
[page break]
3. Switch to [underlined] “setting” [/underlined] – M.U. should then “hunt” between 3-8 degrees.
4. Switch to [underlined] “normal” [/underlined] - note M.U. reading – tilt M.U. to [underlined] East [/underlined] until scale has changed by 5o – return to vertical – after 2 minutes rate reading – repeat to [underlined] west [/underlined] – difference between final readings should not differ by more than 2o (Angle of Dep.)
5. Switch to [underlined] “setting” [/underlined] – tilt M.U. to East to limit of its travel until reading changes by 40o – switch to [underlined] “normal” [/underlined] and allow M.U. to return to vertical swinging to and fro time M.U. over the first 20o back to original heading – note M.U. reading and repeater readings should not differ by more than 1o.
6. Repeat to the [underlined] West [/underlined].
7. Time intervals of 5-6 should not differ by more than 3 mins and neither should take more than 7 min to return.
8. Set V.S.C to zero – note repeater reading, set V.S.C. 10o East – repeaters should
[page break]
[underlined] Inspections [/underlined]
[underlined] Between Flights [/underlined]
1. Set Clutch Lever “IN”. Ensure correct engagement by full movement of control column.
2. Set Main Control back to “OUT” position.
3. Set steering Lever central.
4. Set Altitude Control to zero.
5. See Test Lock is locked at “Flying” position. [circled number 6] Check oil level in Resevoir [sic].
[underlined] Daily Inspection [/underlined]
[underlined] R.E Plate [/underlined]
Remove cover. De-centralise and test motor for freedom. Inner ring must not have excessive end play. Play of .005” is permissible on outer ring. Oil all moving parts with one drop of anti-freezing oil. Check cork washer for deterioration. Examine all Bawden Cables – ensuring that they do not foul when the plate is rotated. Remove any surplus oil from the cover and replace. When re-centralising, there should not be any [one indecipherable word] in gimbal system.
[page break]
[underlined] Aitenon Plate [/underlined]
Remove cover and centralise cap. Fit centralise clip and decentralise. Test motor for freedom. Both rings should be free and without play. All weights must be secure. Apply one drop of anti-freezing oil to each moving part. Remove centraliser clip ensuring that the centralises lock the system. Remove surplus oil from cover and replace.
[underlined] Compressor [/underlined]
Examine for leaks and security of pipes. Ensure unions are locked.
[underlined] Oil Cooler [/underlined] [underlined] Automatic Valve [/underlined]
Test for security Examine for security.
[underlined] Oil Reservoir [/underlined]
Check level of oil top up if necessary. Check security of all unions! If Mk V lock tops on gauge.
[underlined] Chemical Air Drier [/underlined]
Change as necessary, but just before a flight.
[page break]
[underlined] Main Control Lock [/underlined]
Test for freedom of movement and leave in OUT position.
[underlined] Automatic Test Lock [/underlined]
Leave Mk IV locked in FLYING position. MkIV ensure that BakeliteBlanking cap is fitted Test for security and visable [sic] defects.
[underlined] Air Intake Throttle [/underlined]
Examine for security and visible defects.
[underlined] Steering Lever & Steering Control [/underlined]
Test for freedom and leave in central position.
[underlined] Pitch Altitude Control [/underlined]
Test for functioning and leave in zero position.
[underlined] Pressure Gauge [/underlined]
V.D. & B.
[underlined] Turn Regulator [/underlined]
Remove cover, test [one indecipherable word] for freedom and [two inserted words] on valve [/inserted] with one drop if necessary. Make the contact switch and decentralise the gimbal system. Ensure correct operation
[page break]
[underlined] Servo Motors [/underlined]
Test for freedom of movement by movement of control column. Check for security and visible defects.
[underlined] Clutches [/underlined]
Set to IN, ensuring that they are correctly engaged, set to Out and make sure of clearance (on clutch tongues) at 40/1000. Leave at IN.
[underlined] [one indecipherable word] Inspection [/underlined]
[circled 1] Clean all main filters with petrol and watchmakers brush.
[circled 2] Apply one drop of oil to pitch altitude control.
[circled 3] Test clearance on clutch tongues should be 50/1000.
[circled 4] Flush out automatic valve, oil cooler and oil pipe lines.
[circled 5] Flush all main valves with 40% anti-freezing oil and 60% petrol. Connect rubber tubing to inlet and with valve central force solution through also with controls at other two extremes
Dublin Core
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Title
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Instrument course notebook
Description
An account of the resource
166 pages of instrument course including notes with details and hand-drawn colour diagrams of aircraft instruments and gauges including pressure gauges, warning systems, clocks, compasses, bomb and gun sights, flight instruments and telecoms equipment.
Creator
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George Bubb
Format
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Cover and 83 double pages
Language
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eng
Type
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Text
Text. Training material
Identifier
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MBubbGJ1477939-160322-01
Coverage
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Royal Air Force
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
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Great Britain
Contributor
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Anita Raine
Tricia Marshall
Gemma Clapton
David Bloomfield
ground crew
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1078/MBubbGJ1477939-160322-02.1.pdf
8c66263bade7e2b33a613146df0da748
Dublin Core
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Title
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Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Bubb, GJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] BUBB. G.J. [/underlined]
1477939-020001
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BUBB. G.J. 1477939
ENTRY 35.
BERRYFIELDS, MELKSHAM. SEPT 2.21 1943.
[underlined] CAMERA COURSE [/underlined]
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Formula for batteries
BATTERIES
Formula [underlined] LEAD. ACID CELL [/underlined]
Formula [underlined] CHARGED [/underlined]
Formula for [underlined] DISCHARGED [/underlined]
Formula for [underlined] ALKALINE CELL [underlined]
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[underlined] Batteries [/underlined] or [underlined] Accumulators [/underlined] are used for storing electrical energy in the form known as. D.C. the capacity of the battery is the quantity of energy it can store and is expressed as ampere hours. There are two common types of storage batteries – [underlined] lead acid [/underlined] having lead plates with diluted sulphuric acid as electrolite [sic] . – the [underlined] Alkaline [/underlined] type having nickel and cadmium or nickel and iron plates with caustic potash as electrolite [sic] ([underlined] caustic potash [/underlined] is supplied as a granulated powder or solid and is a caustic.)
[underlined] Lead Acid [/underlined] . The battery consists of several cells, each cell having a number of plates spaced alternatively positive and negative with their pieces of insulating material between them, each positive plate in a cell is connected to one
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terminal and each negative is connected to the other terminal. The cells in the battery are connected by metal strips [underlined] in series [/underlined] (positive to negative) when charged positive plates are charged chemically into [underlined] lead peroxide [/underlined] and in colour a deep reddish brown. The negative plates become [underlined] salt lead caused [/underlined] spongy lead [/underlined] coloured silvery grey. The electrolite [sic] should have a specific gravity between 1.27O – 1.285 according to type, when discharged all the plates are changed to [underlined] lead sulphate [/underlined], a dirty grey in colour, the specific gravity of the electrolite [sic] has now fallen to 1.150, the voltage of a single cell on open circuit will vary between 2.3 volts charged and 1.8 volts when discharged, so that a 12 volt battery when fully
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charged, will read on open circuit 13.8 volts and when discharged 10.8 volts. Cells must never be discharged below 1.8 volts.
[underlined] Charging [/underlined]
The capacity of a lead acid battery is usually given at a 10 hr rate for a continuous discharge so that a 12 volt 4O A.H. battery should give for 10 hrs 4 amps of current and the battery should not be charged at a higher rate than 4 amps, unless there are special instructions. Capacity depends upon surface area of positive plates and is roughly .04 amps per square inch. Positive plate always has negative each side. Voltage to allow for the charging is 2.5 volts per cell. Temperature during charging should not exceed 100 ̊ F, if it does it reduces the current The battery
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is fully charged when each cell in it has maintained for about 1 hr the correct S.G. and P.D of 2.7 volts obtained whilst the cell is charging. Batteries must only be charged in series. Before charging check level of electrolyte in each cell, this should be at least 3/16” above the plates, top up with pure distilled water only. Keep vents clear. The advantages of a lead –acid battery are. Low internal resistance giving high P.D.
Big capacity relative to weight and size
[underlined] Do not [/underlined] short circuit, heavily discharge for long periods, discharge below 1.8 volts or S.G. 1.150, charge too fast, treat rough or leave in a discharged condition for any length of time.
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[underline] Alkaline Cells [/underlined] . positive plates – nickel oxide and negative cadmium and or iron. Containers are welded steel with terminals fitted in insulated collars, to prevent short circuiting. The electrolyte is a solution of caustic potash and pure distilled water to a S.G of 1.190 when fresh. S.G. does not change with charge and discharge so it is no indication of the batteries condition. After about 18 months the S.G. will have fallen to 1.160 it is then poured away the cells rinsed out with pure water and refilled with fresh solution. The voltage of a single alkaline cell on open circuit will vary between 1.4 volts charged and 1.1 volts discharged.
[underlined] Charging [/underlined] is done similarly as the lead acid cell, but is accomplished at higher amperage.
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Normal charging amperage is stated on makers label and varies with design. A safe rate is 1 ½ times the capacity divided by eight. The battery is fully charged when each cell has maintained for an hour a P.D. of 1. 7 volts. Top up with distilled water, keep vents clear, allow 1.5 volts to charge it.
Advantages, high rates of charge and discharge possible without harm, no deterioration if left discharged for some time, strong construction giving longer life
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[underlined] MOTORS. [/underlined]
Simple electric motor consists of a curved permenant [sic] magnet, known as the [underlined] field magnet. [/underlined] Between the poles is a shaft free to notate on bearings, on the shaft is a [underlined] ‘former’ [/underlined] upon which wire is wound, this is the [underlined] armature [/underlined] the ends of the armature windings are attached to brass segments, forming a collar around the shaft these are the commutators, each segment is electrically insulated from the others and current is fed to the segments and so through the armature by brushes of coppered carbon or other suitable substance. When current is switched on the combined magnetic fields cause rotation of the shaft, its speed depending on the voltage supply and load reversing the supply polarity will reverse the motor. Because the field of strength in the permenant [sic] magnets cannot
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be made very large and decreases with time a strong magnetic field is produced by coils of wire, wound round an iron core. In a series wound motor the field coil and the armature windings are in series. The characteristics in a series motor are, big starting torque, speed variable with load or voltage variation, but is good for a steady load. In a shunt wound motor the field coil and armature windings are connected in parallel to each other, this gives a different characteristic to the series motor as follows, small starting torque, steady speed, irrespective of slight current variation or of load. From then it will be seen that a series motor is very suitable for photography where immediate high operating speed is necessary and the load on the motor is steady. The series motor
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used in the F.24 and G.45 cameras have a speed of 6,000 revs per minute and, 5,700 revs per minute respectively The shunt motor is used in the Torpedo Training Camera F.46 at 6,500 R.P.M. and the T.35 Electrically controlled at 3,500 – 4000 RPM.
[underlined] Care and maintenance [/underlined] of electric motors consists of bearing lubrication cleaning the commutators and renewing or adjusting the brushes combined with general cleanliness. In camera the lubrication should be as little as possible, surplus oil always being wiped off, the commutator can be cleaned with a soft cloth and motor spirit or meths, aviation spirit is not to be used, brushes require little attention, but when renewed make sure that good contact is made. G 45 camera motor has a type of centrifugal governor, which operates a switch
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cutting in a resistance and limiting the motor speed. There are two adjustments one coarse and one fine, the coarse adjustment should not need tension after leaving the depot or works, it is regulated by altering the tension of a spring controlling the C.F. weight. Increased compression of the spring requires more R.PM to throw out the weight and produce the movement which separates the spring contacts.
[underlined] Fine Adjustment [/underlined] – is by grub screw to set the position of the fixed contacts, this needs only about a ¼ of a turn.
[underlined] F 24 Motor Maintenance [/underlined] – bearings examined and oiled every six months every 12 months partly dismantle clean casing, examine brushes, renew if down to 3/8 nh or less, the friction clutch of F.24 motor adjust by the spring compression between two drums
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when motor shaft is held, the extension shaft can, by an effort, be turned by hand
[underlined] F46 Motor Maintenance. [/underlined] one drop of oil in top bearing weekly, monthly if camera not in use, examine brushes
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[underlined] AIR – CAMERA. F. 24 [/underlined]
This camera may be used as “hand held” or fixed camera having various mountings as follows,
[underlined] Type 16 [/underlined] for flying boats, hand or electrical operation, stows on the bracket and can be hand held or mounted on a bracket outside the hole in use camera secured in mounting by two spindle ended screws, has adjustable handgrips and trigger release, tubular sights.
[underlined] Type 21 [/underlined]
has two adjustable handgrips and trigger release, tubular or frame sights for 8” cone interchangeable stows in frame.
[underlined] Type 25 [/underlined] . for mounting on camera rails in aircraft, camera secures y screws. camera will tilt and lock in a gimble system – fitted with levels and fore and aft scales.
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has big shock absorbers, quick release fitting and drift scale
[underlined] Type 24 [/underlined] – similar, smaller, going out of date.
[underlined] Type 26 [/underlined] – similar to 25, but has extension arms giving clearance for oblique photography and long cones
[underlined] F24 [/underlined] is used for either vertical or oblique photography and with an electrical timing control for making ‘mosaics’, the camera is made on the unit system for interchangeability of parts – these parts are, the [underlined] body magazine, shutter, gear-box [/underlined] and [underlined] lens cone [/underlined]
[underlined] Camera body. [/underlined] – houses the shutter frame and provides a mounting for the magazine, lens cone, and gear-box and includes the register glass
[underlined] Magazine [/underlined] – houses the spools of exposed and un-exposed films it has
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two parts, the spool carrier and the magazine couple, the mechanism for releasing film during winding for measuring and operating an exposure counter and film wind indicator are part of the spool carrier the cover makes the assembly light-proof, except for the aperture left for making the exposure, which is covered on the inside by the pressure [inserted] pad [/inserted] exposures are 5” square with a 3/16” margin for clearance 125 exposures are made on 56 feet of film, loaded in a dark room. The pressure pad is supported by a bar secured to it by a hinge, the bar is hinged at one end and has a projecting piece at the other end, this piece goes through a slot in the magazine and rests on the meshing lever. Light proofing of the slot is obtained by two large steel washers having between them a felt pad and
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a spring. Pressure is adjusted by moving an end of the spring along the toothed rack below the pressure bar. Feed spool roller has an adjustable friction loader, the receive spool roller is geared to the film measuring roller and has a friction drive.
[underlined] Magazine Friction Test [/underlined] – have magazine level and spare spool in receive side, put tester between feed spool holders with its weight at feed and arm at right . angles and away from feed adjust tension so that arm will just fall from horizontal with light tapping. Testing receive spool holder, the weight is put to “receive” and arm at right angles over the bridge, spare spool in feed side, adjust friction drive so that when turned by measuring roller gear, the weight arm just
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lifts and falls again
[underlined] Universal Shutter Mk I [/underlined]
Is a fixed slit variable speed focal plane self capping type. Two interchangeable blinds are supplied and are easily changed by sliding the brass rod at each end through the slot in the correct roller and then making adjustments The blinds are, [underlined] Type B. [/underlined] 3/8” slit, exposure speed 1/150 – 1/300 of a sec. [underlined] Type C [/underlined] 3/16” slit, exposure 1/350th – 1/500th of a sec. Adjustments on main blind, when replacing worn blind or changing blind. A) Initial tension 15 turns counter clock. B) With trailing edge of blind 90 ̊ over pinion roller when in set position, the toe of the brake lever should be in the root of the cam, allow to run back and toe should be on the highest part of the cam. C) Anti-acceleration spring tension – disengage
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A.A. gear wheel from pinion and release tension, re tension gear – wheel anti-clockwise a ¼ turn for B, 1 ¼ turns for C – re-engage gear and pinion. Pinion fractions should not slip when drawing blinds, but can be by hand if roll is held.
[underlined Capping Blind [/underlined] . Tension with 6 turns of roller spindle anti-clockwise. Blinds should be renewed when cracks or wear on material begins to show light.
[underlined] Gear-Box [/underlined] . has the following component. worm wheel with spring clutch gap wheel with cam and contact plate, driving pinion, handle with snail clutch, locking lever, locating lever, meshing lever, release block and post main blind pinion locking post. A worm gear driven by flexible drive operates the gear box when power is used. Adjustments :- by eccentric bear of meshing lever, if
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all other points easy running, 2.) of locating pin by eccentric bearing
[underlined] Lens Cable [/underlined] – mounts the lens the correct distance from focal plane and has mechanism for adjusting the diaphragm opening sizes 3 ¼” & 5” wide angle, 8” 10” 12” & 14” and tele-photo 20”, 30”, 36” & 40”. Capital F usual indicates focal length and indicates the cone’s size, F/2.9 = stop number = [underlined] FOCAL LENGTH APERTURE [/underlined]
[underlined] Testing [/underlined] (1). Load camera with complete length of waste film, having 100 exposures on receive spool operate 6 exposures. (3.) Remove magazine and pencil line across aperture H. (4) Fit magazine and operate once, pencil again as in (3) and so on to end of film (5) Unload and measure overlap of marked spaces, this must not exceed a ¼” if variable or camera fails to wind over last few feet that remain tension is incorrect. Ref.. 1355 Vol 1 Part 2 Chapter 1. Para 76-93 for [underlined] Maintenance [/underlined]
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[underlined] Push switch control [/underlined] is used for remote operation of the camera from the cock-pit or observers position. This has a feeder type counter and a green lamp to show camera re-wind.
[underlined] RUNNING FAULTS [/underlined]
(1.).[underlined] NO EXPOSURE MADE AND FILM NOT WOUND [/underlined]
Indicated by failure of green lamp in electrical control to light. or, when hand or semi. automatic operation, by film wind indicator failing to rotate.
1.). Magazine fouling meshing lever.
2.). Faulty or broken spring tooth.
3.). Broken meshing lever spring.
4.). Broken release post spring.
5.). Faulty timing or push button switch in electrical control.
II.). [underlined] EXPOSURE MADE BUT FILM WOUND [/underlined]
1.) Broken spring in main or capping blinds.
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Graph of [underlined] F.24 TYPE E. GEAR-BOX. DUAL VOLTAGE [/underlined]
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2.). Main blind pinion slipping.
3.). Failure of spring post of locking lever to hold the shutter in the wound position when hand operated.
3.). [underlined] CAMERA. “RUNAWAY” [/underlined]
Indicated by continuous rotation of film wind indicator or continuous burning of green lamp.
1.). Broken spring on locking lever
2) Failure of time switch in control box.
3.) Push button or switch jammed
4.) [underlined] MOTOR FAILING TO OPERATE CAMERA [/underlined]
Indicated by failure of film wind indicator to rotate on power, but can be operated by hand.
1.). Broken or faulty clutch spring on worm wheel.
2). Faulty motor or clutch in motor
3). Broken pin on worm in camera or motor driving shaft.
5.) [underlined] INCORRECT SPACING OF NEGATIVES [/underlined]
1.). Incorrect tension on feed or receive spool pinions.
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2). Damaged film spool
3.) Failure of locating lever spring.
[underlined] T.35. ELECTRICAL CONTROL OF. F 24 [/underlined]
This is to enable photographs to be taken at pre-determined intervals of time, range of time interval is from 2 secs to 50 secs being controlled by [underlined] interval setting [/underlined] knob which moves over a scale. The control is mounted on a cast base and is made up of units designed for easy dismantling necessary wiring from the plugs is in the base, circuit being made to the components by spring contacts. Units are :- (1) [underlined] The movement [/underlined] consisting of a DC shunt motor coupled through a friction drive to an escapement which is geared to the timing wheels. A push [underlined] exposing button [/underlined], a [underlined] counter [/underlined]and [underlined] warning light contacts [/underlined] are on the same framework. (2) [underlined] The Base [/underlined]
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with plug connections, warning lights, pilot’s indicator lamp plug, and the wiring. (3) [underlined] The Main Switch [/underlined] with delayed action control and a safety switch. (4) [underlined] The Camera Contacts [/underlined] for operating camera release solenoid, there is a front cover and back with wedge fittings. (5) [underlined] The Timing Gear [/underlined] in the movement consists of an escapement, vibrating about 240 times per minute, (that is 120 oscillations) a brass outer case driven by a crown wheel from the motor and two timing wheels geared to a driving pinion on the escape wheel shaft, the front timing wheel turns anti-clockwise and the rear clockwise Between the timing wheels is the radius arm turning on the same bearings but free from the wheels, a triangular steel plate against each wheel acts as a friction loading between wheels
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and radius arm to take up play. The base of the radius arm is fitted with a metal shoe which works the delayed action on the main switch The top as a projecting steel pin at right angles through it (the wiping pin) Pivotted [sic] to the top of the radius arm are two catch claws at an angle of about 160 ̊ from each other so that when one claw engages with the teeth of the front timing wheel, the other is just clear of the rear wheel. Engagement of the claws is controlled by what is known as the heart shaped cam and trip plate, contacts in the form of spring buffers projecting up from the base of the radius arm close the red warning light circuit for about 4 secs. The heart shaped cam is operated by the trip plate which is spring loaded to each side of the
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radius arm, the plate is free to move up and down in the slot in the radius arm and also has side play so that it can rack the claw as it moves over the cam. With front catch claw engaged the radius arm will turn anti-clockwise till the trip plate comes up against a fixed stop which in some models is made capable of adjustment, the radius arm continuing it’s rotation a little, causes the trip plate to move over the cam on the claw shaft, which then pivots and disengages the front claw but engages the rear claw in the clockwise timing wheel. Radius arm moves clockwise until reaching the variable stop positioned by the interval setting knob, the time taken by the radius arm to travel from rest to the variable stop may be any interval between about 1 sec and 25 secs
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thus giving 2-50 secs complete cycle. The exposure contacts are closed by the wiping pin about 2 ½ secs after the warning light contacts are closed and remain closed for slightly over ½ sec. this action takes place [inserted] generally [/inserted] just after the radius arm has reached the fixed stop and begun to travel clockwise
graph for [underlined] TYPE 35 ELECTRICAL CONTROL OF F.24 CAMERA [/underlined]
[underlined] REAR VIEW [/underlined]
[underlined] The Main Switch [/underlined] has delayed action so that the machines arm will always stop in the same position, although the main switch was turned off some seconds before. In [one indecipherable word] model this ensures that as soon as the main switch is turned on an exposure will be made for the switch is spring loaded and has on the under side[sic] of the knob two dowel[?] holes which fit a peg on the body of the unit to turn on the switch, draw knob out and twist quickly 180º, allow to re-engage to prevent it returning by accident. If safety switch has been included in the circuit between exposure contacts and operating solenoids to counteract the closing[?] of the camera contacts if bumps[?] cause main switch to close or camera contacts to close, this does not affect the operation of the push switch. The push exposure switch is operated
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by pushing the white centre of the interval setting knob, this completes a circuit to the operating solenoid in the F.24 [one indecipherable word]box and makes one exposure re-winding camera ready for an other[sic].
[Diagram of camera mechanism?]
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[underlined] The Counter [/underlined] – is a large disc numbered around its edge from 0-125 by fives with a knob for resetting. The disc is mounted by a spring friction plate upon a free running gear wheel with 130 teeth. A lightly sprung [one indecipherable word] prevents the wheel turning backwards. In operation the wheel is turned one tooth at a time by a spring tension lever operated by the counter solenoid, the solenoid draws the lever back and the spring returns it and moves round the gear[?] wheel. The movement of the counter lever can be limited by loosening three screws and adjusting the [one indecipherable word] and eccentric stop respectively.
[underlined] Exposure Contact Unit [/underlined] - consists of one or two phosphor bronze strips bent over at the ends. The strips are fixed to metal blocks which are separately pivotted[sic] and tensioned by long springs mounted on the unit
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body. The block holding the shortest[?] strip pivots about the centre of its length while the other pivots about a 1/3rd from the top, this causes friction between the contacts which are situated at the back of the metal blocks being insulated from them with leads taken to an attached terminal block contacting steel spring strips at the base.
[underlined] Action [/underlined]
The [one indecipherable word] pin comes down on the bent part of the strip, bends them forward and slips through the “gate” cut in them . Wiping[?] pin now changes its direction and returns to press up on the bent over strip making the camera release contacts.
[underlined] Maintenance [/underlined] – contacts are all self-cleaned. Test for [one indecipherable word] and insulation – keep screws tight, lubricate very sparingly with anti-
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freeze[?] oil, keep a log book with running times, intervals, height and faults if any. Every three months or when required dismantle, clean and examine.
[underlined] N.B. [/underlined] Take care to adjust escapement if hair-spring has been loosed from balance staff or its end[?] unpinned. Impulse [inserted] pin [/inserted]dead between balance staff and pallet staff when spring normal.
[diagram]
[underlined] ESCAPEMENT MOVEMENT {/underlined]
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[vertically printed] [underlined] TYPE 35 No. 19 [/underlined]
[underlined] ELECTRICAL CONTROL OF F24 [/underlined]
[underlined] REAR VIEW [/underlined] [/vertically printed]
[diagram]
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[underlined] Y[?] 35: [/underlined] 15 & 6 two sec minium [sic] intervals for several cameras with distribution for P.R.U’s only. 11 & 12, 1y:18 now modified to 19 & 20.
[underlined] [one indecipherable word] 19 & 20 [/underlined] Are for use with night camera. Y.504 for altitudes between 2,000 ft & 22,000 ft. This control operates the electro. Magnetic release of the flare [one indecipherable word] so launching the flash at the instant the bomb release is operated and control started. A photograph of the area beneath (about 6,300 ft square from 10,000 ft height) is obtained about 6 secs before bomb impact, which is accurate enough for plotting the a/c position relative to the target, To prevent film “fogging” two frames are wound over about 8 secs before flash explosion and two frames, including exposure about 4 or 5 secs after flash explosion, failure of control or camera means that the aircrew
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will lack positive evidence of their success of attack. The differences are the camera contact phosphor bronze strip is re-shaped to contact on both transits of wiping pin and give time for two frames to be wound over by high speed gear-box. Push switch in knob for dial lumination. Single exposure main switch and solenoid operation. A plug and socket each for bomb release and flash release circuits. Fixed stop gives 12 sec interval between main contacts making on left hand transits. Red[?] warning flashes to show that flash is released. Green shows time for level altitude and connects to pilot’s indicator.
[underlined] Action [/underlined] Bombs and flash are released together and controls start clockwise notation to meet variable stop and returns after pre-set
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Interval, wiping pin closes camera contacts for about 2 ½ secs and camera winds over two[?] frames. Green light and pilot’s warning light glow. Trip plate reaches fixed[?] stop flash explodes about now and arm returns and after about 4 ½ secs makes camera contacts and operates camera winding over two frames, control switches off.
[underlined] Night Photography Mk[?] III – Simplified [/underlined]
The layout consists of – lens core with 8” focal length lens stopped to f2.9, aperture is always at that setting. A light [two indecipherable words] type is fitted to the base of the cone to prevent light from the exploding flash being directly thrown onto the film and ‘fogging’ it. Except for the shutter other parts are standard F.24 equipment. Control T35 19 & 20 is used and
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pilots indicator may have the word “level” shown in read.
[underlined] Procedure for Use [/underlined]
Test bench[?] to be level and camera mounting installed with camera levelled off or set to operational tilt, the angle being taken from table supplied, depending on height and speed. Give[?] several testing cycles in workshop and after installation [inserted] in A/c [/inserted] test again, first making certain that bombs are safe and/or bomb doors closed. That photo flash is not in shute and magazine if fitted, is not loaded – remove if loaded. Turn Y35 knob to start control, run a complete cycle and after fitting magazine wind over one frame by pressing release [one indecipherable word] (The photographer will have written start and a/c details on this exposure), before fitting magazine to a/c. A rubber draught excluder and heater[?] muff are fitted to camera, the
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muff is switched on when a/c is airborne. When bomb aimer intends to take the photograph he must put his No 3 shute flare selector switch to CAMERA” before pressing bomb release
[underlined] NOTE [/underlined] Variations in the use of the Universal shutter and type N [one indecipherable word] may be found in different Bomber Groups, but principle is similar
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[underlined] TORPEDO TRAINING CAMERA TYPE F.46 [/underlined]
Replaces P.39 for torpedo attack training and conformation of the results of the attack. The second special camera is mounted in the cock-pit to record photographically the instrument dials at the moment of release. This is the airspeed recording camera. The F.46 may be mounted in the wing on type 2Y mounting or may be under the fuselage or wing where special mounting type 30 is required Type 30 is a steel cradle to which type 2Y is bolted either above or below. If under-slung in the lower position the usual plain top plate of the camera is replaced for one with the dove tail fitting so that the camera is held by a stop grip. Type 30 mounting secures beneath the wing or fuselage to the lugs provided for the light series
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bomb racks which it replaces when the aircraft is on torpedo practice or attack. The F.46 is made up of interchangeable units, principal items being the body, lens heaters and optical flats magazine and mechanism panel which carries the motor and gearing, switches, wiring and shutter with its operating gear.
[underlined] The body [/underlined] is a strong casting having a lens mount in front, slides for the mechanism panel while the rear is cut away to make the aperture or focal plane. The surface of the aperture is burnished to provide a smooth face for the film to slide over. In the body are three spring contacts for the heater curcuit [sic] and watch lamp circuit. The watch holder fits in a slide beneath the body and is spring locked to it. On the side are the shutter manual control lever, the magazine catch and
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the safety catch for booth[sic]
[underlined] The lens [/underlined] is a [indecipherable symbol] 5’ wide angle with Extra Maginal [sic] Illumination (E.M.I.). This unit and heater assemblies are held in a tube which secures to the body by a flange, neither lens or mounting should be moved or disturbed from its position on the body. The [one indecipherable word] diaphragmets[?] adjust the aperture is between the lenses and the setting ring is bracketted [sic] to the outer setting ring which has a spring locating pin pressing into notches to hold the ring at the required aperture setting. Spring loaded plugs make the contacts for both heaters. The front heater is of cross-wires bedded on a ring of insulation, the rear heater has the element wound around slots in the periphery of the insulation ring, vents are cut in the ring to allow free
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circulation of the warm air. A thin piece of insulation is stuck round the ring to prevent electrical contact with the lens holder tube.
[underlined] The Front Heater [/underlined] consists of a clamp ring, shim ring, broad sealing washer of rubber or linotex, the filter flat, enamelled sealing washer and possibly packing ring or rings. If the clamp ring does not compress the sealing washer add packing rings. In the rear assembly are the retaining ring, clear optical flat, seating[?] ring and heater.
[underlined[ The magazine [/underlined] consists of the cover and bottom panel which supports all mechanism, is day light loaded, usually 4 exposes. The bridge piece on the panel mounts the pressure pad and spool holders. Three one-to-one gears form the drive from re-wind dogs[?] to receive spool, which has a spring loaded [one indecipherable word], coloured
[page break]
datum marks on the dog plates of both drives must be aligned with the datum on each unit before fitting magazine to body. The pressure plate should depress with the weight of over 1 ½ lbs but under 2. Flat[?] friction spring bearings and each spool should be adjusted to give even feeding from the feed spool without slack and reasonably tight winding on the receive spool.
[underlined] The mechanism panel [/underlined] forms the left hand side of the body and part of the base where the gear frame to the film re-wind dogs is positioned. On the side is the Y pin plug. The front of the [inserted] panel [/inserted] supports the [inserted]motor [/inserted] [one indecipherable word] type shutter and mechanism. The side of panel holds the release solenoid and bracket for part of the gearing, whilst the remainder of the gearing is on the bottom
[page break]
panel, with the change-over switch and three knife contacts for the heaters and watch lamp circuits. The connections engage when panel is pushed in and screwed up. The shunt motor (6,500 RPM) mounts vertically and drives a twelve toothed pinion, through a loose self-aligning coupling. Motor can be withdrawn without touching the gearing, brushes and [one indecipherable word] are visible for inspection and a shield is fitted around to prevent sparks fogging the film. Epicyclic [?] gearing gives reduction of 1400-1. Re-wind dog-wheel 4 revs in about 51 secs loaded.
[underlined] The shutter [/underlined] is a louvre type operated by a solenoid, the blades are grooved on one edge with a strand of wool stuck in for light proofing. A spring loaded rack turns the blades 90° to spin the shutter, the rack being depressed by a spring
[page break]
panel[?] on the solenoid carriage. As the blades reach the open position the panel[?] is tripped by an adjustable trip rod, so allowing the shutter to close. Exposure time is about 1/100th of a sec. and cannot be adjusted to much less without great loss of light and intensity. When the armature reaches its’ full travel, it closes a pair of contacts known as the release switch the exact instant of closure can be adjusted by means of a screw bearing on the lower contact so as to vary the distance between them these operate the release solenoid. The change-over switch before and during operation keep the motor contacts open and the shutter lamp circuit closed. When the release solenoid operates it allows a cam to turn under the spring pressure of the set-off lever
[page break]
this forces the switch lever out of the cam depression and operates the change-over switch to break the shutter contacts and make the motor contacts, motor starts and re-wind continues for one revolution of the cam. When the switch lever again drops into the cam depression motor circuit breaks, shutter and lamp circuit makes at change-over switch, release solenoid armature has locked the cam and camera is ready for further exposure.
The above sequence of operations is begun by pressing the torpedo release switch so energising the solenoid and watch lamp circuits, at the same time a second parallel circuit exposes the [underlined] air-speed recording camera [/underlined] in the cock-pit, this photographs the A.S.I and other instrument so recording their readings at instant of release. This small camera takes
[page break]
a picture 1½” x 1” on standard 35mm 8 exposure film. F 4.5 for mk I and 5.6 mk II they will focus to a minimum distance of 4 feet for nearer objects put scale to 4 feet, remove set screw from lens mount and turn lens mount anti-clockwise the distance stated in the table in A.P.1355 vol II B.34. A special holder for this camera has solenoid release arm. Re-wind of camera 1½ complete turns of winding handle. [underlined] The test adaptor [/underlined] is a skeleton magazine cover so that film wind can be watched. Film should wind over evenly and should not rock the pressure pad, if it does gently adjust the spring tension pressing the film on the spools. A sighting unit is for harmonizing the camera with the torpedo aiming sights. It is in two parts, framed ground glass screen and a plain mirror set at
[page break]
45° in a mounting which slides into the frame. A vertical hair line is ground on the glass for centering [sic] [underlined] Installation and Maintenance [/underlined] 1355 vol I Part II [one indecipherable word] Y 83.85 para. And 91.96
[page break]
[underlined] CINÉ CAMERA GUN G 45 [/underlined]
[detailed diagram]
[page break]
This can be used with suitable mountings in place of any existing British aircraft Machine Gun for training as for recording actual combat.
[circled] 1 [/circled] With type 2Y wing mounting and 32 adaptor plate in place of a fixed gun [circled] 2 [/circled] With type 29 mounting and 32 adaptor plate in place of Dickens[?] gas-operated m. gun
[circled]3 [/circled] With type 31 adaptor plate and modified gun-handle and switch mounts on the V.G.O. [one indecipherable word] in place of the magazine. [circled] 4 [/circled] With 33, 34 & 35 adaptors it replaces usually the upper right hand Browning in [two indecipherable words] type 4, Boulton-Paul and F.h type 16 Turrets respectively
Extensions lenses are always used in turrets with F.2”. Cameras in 12 & 24 volts – 18 having red label.
G.45 builds up in 10 units some [one indecipherable word] inter-changeable with similar units
[page break]
of same voltage. The body with gears lens unit and claw unit are not inter-changeable.
[underlined] The [circled]1 [/circled] body and [circled] 2 [/circled] lens units are optically matched to each other and must not be otherwise fitted to different ones. Lenses are of 2”, 2.2” or 2.4”. indicated by coloured bands on mounting yellow for 2” green 2.2” red for 2.4” all have f 3.5 and an infinity of over 30 ft. G.45B has optional stop f.6.3all lenses are fitted with heaters.
[circled] 3 [/circled] [underlined]Magazine container [/underlined] is hinged at top of body and can be loaded from top or through a door inside of body. When using side door take care not to foul the claw.
[circled] 4 [/circled] [underlined]Magazine [/underlined] is just a spool carried with 4 toothed sprocket to work footage indicator and a grooved pressure pad behind the gate. Feed spool is lightly friction loaded and
[page break]
in G.45B the receive spool holder has spring device to check reversal.
[circled] 5 [/circled] [underlined] Motor [/underlined] passes 16 frames per sec. at about 5.YOO R.P.M. G.45B is adjusted to 20 frames per sec. [one indecipherable word/symbol] repairs to be made.
[circled] 6 [/circled] [underlined] Claw Unit [/underlined] for drawing film over the exposure aperture and is driven by the large intermediate gear through a small pinion carrying on it’s shaft a cam and an eccentric pin. The pin works in a slot in the lever on which is mounted a spring loaded claw, as this claw moves down it draws the film with it and on it’s return upwards is forced by it’s shape, out of the perforation of the film which is kept still during the operation by the register pin held in engagement with the next hole but one by the action of the cam
[circled] 7 [/circled] [underlined] The shutter unit [/underlined] is a sector shutter
[page break]
driven by a pinion and helical gears from the intermediate gears. Has a normal open sector of 45° for “cloudy” and a reduced aperture of 13½° for “sunny” . Sector is reduced by a solenoid which causes magnetic & frictional drag to be exerted on the auxillary [sic] shutter blade against the pull of a coiled spring so that the auxillary [sic] shutter is [one indecipherable word] until the pin on it reachs [sic] the end of a slot in the main shutter and both turn [one indecipherable word]
[circled] 8 [/circled] [underlined Electrical wiring [/underlined] can be removed as a unit, all connections to other parts being made by plugs or contacts. This unit carries the thermostat control which operates at 65°F + 5°. Adjusts by small grub screw in front of body after removal of the lens unit.
[circled] 9 [/circled] [underlined] The intermediate gears [/underlined] are:- large motor gear, driven by armature pinion of the motor and having frictionally
[page break]
Connected to it is a small pinion. A large rewind gear with friction driven core[?] to magazine. A small intermediate pinion and a large intermediate gear driving the claw & shutter.
[circled] 10 [/circled] [underlined] Motor Speed Test [/underlined]. Load with waste film mark film with pencil at top edge of magazine aperture – run for 10 secs mark again, repeat several times. Amount of film passed in 10 secs to give 16 frames per sec is 4 ft + 3”. G45B will be 5ft + 6”. Depress plunger of release solenoid when not in use – this released spring tension.
[underlined] Maintenance – Sect II – 1Y49 Chap. 10 Para 103-114
[underlined] Footage Indicator [/underlined] includes the –“sunny-cloudy” switch. Footage is operated by a solenoid which draws down one
[page break]
end of a spring-loaded pivotted[sic] lever the rising end of the lever lifts a lightly sprung pawl resting on a toothed wheel. When the circuit is broken the pawl returns and moves the wheel round one tooth. Another pawl prevents the toothed wheel from returning backwards. Friction loaded pointer for zero setting. Adjustment for one tooth movement by screwed stop and/or solenoid position.
[underlined] Titling [?]Unit [/underlined] is operated by clock-work and is fully wound by six turns of the handle. When releases this exposes about 9” of film which photographs the title and details of the pictures previously written in black pencil on the ground side of a cellon tablet, this is placed in the slot on the front of the lens a second slot can be used to insert a clean cellon tablet for
[page break]
varying the lighting intensity for varying the exposure. Speed control is by a pre-set mechanical governor. Camera arrangements similar to G.45. Maintenance similar to camera. Repairs on squadrons only very minor. Replacements nil
[underlined] [one indecipherable word] Unit or Harmonyed [?] must be treated with care and will then need little attention. Do not breathe upon or finger the stainless steel mirror [one indecipherable word] clothe[sic] or camel hair brush only to be used for cleaning. Do not carry the unit loose in the pocket or leave lying about – use the box
[underlined] Type 29 Mounting. [/underlined] This is used with type 32 adaptor plate and provides a free gun mounting in the shape of a dummy gun and is designed from the Vickers “K” Gun. It incorporates all the external wiring circuits including footage indicator Type 44. Dummy barrels carry ordinary bead[?]
[page break]
and ring sights which are adjustable for harmonization and a socket is provided for a reflector gun-sight. Camera secures by type 32 adaptor. Footage indicator works similarly to type 45, plugs into mounting and is a replaceable unit. Electrical circuits are the same as for a fixed camera gun, except that push-button firing switch is replaced by two micro-switches in series with each other and operated by the cocking handle and trigger.
[underlined] Action. [/underlined] On drawing back cocking handle a spring loaded sear secures it and a friction loaded sleeve presses back the locking spring. When cocking handle released [inserted] new[?] [/inserted] spring of front switch contact breaks. When pressing back sleeve [one indecipherable word] releases button and makes contact in rear[?] switch. When trigger is pressed sear is rocked
[page break]
cocking handle returns forward under tension of long return spring running round a pulley [?], sleeve does not move from it’s position because the locking spring is held by a locking plate on the heel of the sear lever, when cocking handle reaches the end of its travel it depresses leaf spring of front micro-switch and makes contact, both switches are now made and camera runs so long as trigger is depressed. A rubber pad and a steel collar makes a shock absorber for cocking handle return. When trigger is released sear is rocked in opposite direction under its spring tension so that the locking plate on the heel releases the locking spring, which pushes the sleeve forward so pressing up the stud so breaking the circuit, camera stops. In this movement the locking spring [one indecipherable word] over the top of
[page break]
the locking plate and prevents the trigger being pressed again until the cocking handle is re-set
[underlined] Maintenance ]/underlined] Sect 3. Chap 2 Para 49-51
[page break]
[blank page
[page break]
[Coloured drawing of an animal holding a stick with caption “The Camera Gremlin” and a signature]
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
Camera course notebook
Description
An account of the resource
64 pages of course notes. Inside front page ' Bubb G J 1477939, Entry 35, Berryfields, Melksham, Sept 2-21 1943' Contains information of batteries and motors in general then specific notes on F24 camera and controls, night photography MkIII, torpedo training camera type F46, cine camera gun G45. Last page has hand-drawn colour cartoon figure of camera gremlin.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
The file format, physical medium, or dimensions of the resource
Cover and 32 double page notebook
Language
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eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-02
Coverage
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Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Melksham
England--Wiltshire
Temporal Coverage
Temporal characteristics of the resource.
1943-09
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.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Karl Williams
David Bloomfield
Trevor Hardcastle
Tricia Marshall
gremlin
ground crew
ground personnel
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/110/1079/MBubbGJ1477939-160322-03.2.pdf
3af8e2d4f48d11c69a7fec7722b429f8
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
Bubb, George
G J Bubb
Description
An account of the resource
13 items. Collection covers the wartime service of Leading Aircraftsman George Joseph Bubb (b. 1911, 1477909 Royal Air Force), an instrument fitter on 44 Squadron. the collection contains notebooks from training courses, a service bible and 1946 diary as well as the contents of a scrapbook which include personal documents and photographs of people and bombing operations.
The collection has been loaned to the IBCC Digital Archive for digitisation by Dave Pilsworth and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2016-03-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Bubb, GJ
Transcribed document
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Transcription
Text transcribed from audio recording or document
[Front cover]
1477939 LAC. BUBB
GROUP A
Form 714.
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[page break]
[blank page, inside of front cover]
[page break]
[diagram of Fahrenheit and centigrade scales]
[underlined] MERCURY IN STEEL THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] BOURDEN TUBE [/underlined]
[hand drawn diagram of a Bourden tube]
[hand drawn diagram of a bi-metal strip]
[underlined] RADIATOR THERMOMETER [/underlined]
[hand drawn diagram of a thermometer]
[underlined] Vapour Pressure Thermometer
Water B P. [/underlined]
Boiling Point at 10,000 ft is 92o C
Boiling Point at 20,000 ft is 86o C.
[page break]
[underlined] ENGINE CYLINDER THERMOMETER [/underlined]
THERMO COUPLE
[two hand drawn diagrams of thermo-coupling]
[underlined] MAGNETISM [/underlined]
[eight hand drawn diagrams of magnetic fields]
[page break]
[underlined] ELECTRICITY [/underlined]
Matter is made up of one or more of the 92 elements on this earth. The smallest particle of any element is an ATOM. Every atom consists of nucleus around which revolves small units of negative electricity called ELECTRONS
[two diagrams of helium and hydrogen atoms]
A [underlined] Conducter [sic] [/underlined] is a [underlined] substance [/underlined] in which there are a number of free electrons. A [underlined] Current [/underlined] of electricity is said to flow when these free electrons are made to move along the conductor by the application of a force called an ELECTROMOTIVE FORCE (E.M.F.)
E.M.F. is measured in VOLTS
An insulator contains very few free electrons and so a flow cannot be so easily set up.
Conditions for a electric current to flow are a complete circuit of conducters [sic]and E.M.F.
An E.M.F. causes a fall of pressure as potential along a conducter [sic] and between any two points in the circuit, there will be a [one indecipherable word] [underlined] potential difference [/underlined] (P.D.) which is also measured in [underlined] VOLTS. [/underlined]
page break]
[underlined] Resistance [/underlined] is the opposition to a conducter [sic] to the flow the electrons.
Resistance is measured in OHMS.
Thin wire has a greater resistance than thick wire.
Resistance of a wire is based upon material and increases with length and temperature.
The electrical energy carried by a current in a circuit is converted into [underlined] Heat [/underlined]
[underlined] Energy, Magnetic Energy [/underlined] and may be converted into [underlined] Chemical Energy. [/underlined] eg. breaking up water into hydrogen and oxygen.
The quantity of electricity is measured in [underlined] Conlombs [sic] [/underlined]
Current strength or quantity per sec is measured in [underlined] amperes [/underlined]
1 AMPERE = 1 CONLOMB [sic] per sec.
i.e. 6.23 x 1018 electrons per sec.
Work = Distance (ft) x Force (lbs)
= Volume or Quantity x Pressure
Power = Work per sec.
(1 HP = 550ft per sec)
Electrical Power = Elect [symbol] work per sec.
Electrical Power = Elect [symbol] quantity x Elect pressure per sec.
Watts = Amps x Volts.
1 KILOWATT = 1000 AMPS (1 HP = 746 watts)
1 BOARD OF TRADE UNIT = 1 KILOWATT for 1 HOUR
100 WATTS for 10 HOURS
[page break]
[underlined] Resistances [/underlined]
[six hand drawn electrical diagrams]
The ammeter has a very low resistance and is connected in series with the circuit.
The voltmeter has a very large resistance and is connected in parallel with the conducter. [sic]
[page break]
[underlined] OHM’S LAW [/underlined]
This states that for a given conducter [sic] the current flowing is proportional to P.D applied.
[table showing Volts, Current and V/I]
Thus we show V/I is constant. If the above figures are for copper then for a similar gauge iron wire V/I = 14 . Thus V/I for Iron is 7 times as great as for copper. These ratios express the resistance of the conducter [sic] in ohms.
Therefore ohm’s law can be written
V/I = R. I = V/R V = I x R
WATTS = I x V
[page break]
[underlined] Costings of Work Done by Electricity [/underlined]
The rate at which work is done by electricity is measured in [underlined] Watts [/underlined] the cost is measured in kilowatt hrs = 1000 watts for 1 hr = A Board of Trade Unit = 1 B.O.T.O [sic] = [underlined] 1 UNIT [/underlined]
Find the cost of supply a 500 watt fire. 100 watt lamp. 100w Radio for 5 hrs a day - 7 day week @ 1D per unit 2/-1/2
How many 60w on 5 amp @ 240 volts.
60 = 5 x 240
60 = 1200
20
[page break]
[underlined] MAGNETIC OF CURRENT [/underlined]
[a page of hand drawn magnetic diagrams]
[page break]
Current in the coil makes on face N the other south. Coil moves to bring it’s north opposite south of permenant [sic] magnet and south opposite north. It turns against the hairsprings so that the pointer measures strength of current
[hand drawn diagram of an electric motor]
[underlined] ELECTRO MAGNETIC INDUCTION [/underlined]
[hand drawn diagram of an electro magnet]
When a magnet is plunged into a coil current flows in one direction. When magnet is removed current is reversed. There is only an induced current when lines of force are being cut. The size of the [inserted] induced [/inserted] E.M.F is proportional to the rate at which lines of force are cut.
[underlined] Lenz’s Law. [/underlined] The direction of an induced
[page break]
E.M.F. is such as to oppose the motion producing it.
[underlined] The Simple Dynamo [/underlined]
[hand drawn diagram of a simple dynamo]
Rotating coil in a magnetic field is the easiest way of continuously cutting lines of force and hence of producing a continuous induced E.M.F.
The size of the E.M.F. depends upon 1.) Speed of rotation 2.) Strength of the magnetic field 3.) The number of turns on the coil.
[underlined] D. C. Dynamo [/underlined]
[hand drawn diagram of a brush and commutator]
A commutator is joined to each end of the coil - note that the gap between the two halves is opposite the brushes when the coils vertical. As the induced E.M.F changes its direction the brushes make contact with the reverse ends of the coil. The current therefore always flows out at one brush and always flows in at the other, although it continues to alternate in the coil itself.
[underlined] Modifications to the Simple Dynamo [/underlined]
1) A soft iron armature is used to increase the effect of the magnetic field the iron is laminated in order to reduce eddy.
[page break]
[underlined] PRIMARY CELLS [/underlined]
1.) [underlined] SIMPLE CELL [/underlined]
[hand drawn diagram of a simple cell]
Bubbles will eventually form (HYDROGEN) on Copper plate and so stop current.
2.) [underlined] LACLANCHÉ [sic] CELL [/underlined]
[hand drawn diagram of a Leclanché cell]
3.) [underlined] DRY CELL [/underlined]
[hand drawn diagram of a dry cell]
[underlined] SECONDARY CELL [/underlined]
[hand drawn diagram of a secondary cell]
[underlined] On Charging [/underlined] - By passing an electric current through + plate it becomes lead peroxide, - plate is reduced to spongy lead.
[underlined] On Discharge [/underlined] - Both plates tend to become lead sulphate (white.)
[page break]
[five hand drawn diagrams of electrical circuits]
6 Compare Current passed by
a) Two 3 [ohm symbol] in series
b) Two 3 [ohm symbol] in parallel
at a pressure of 24V.
[hand drawn diagram of an electrical circuit]
[page break]
currents
2). Many turns of wire on H shaped armature
3). Turns are distributed round the core
[hand drawn graph showing electrical output of coils]
The curve is made smoother by circular pole pieces.
The curve is made smoother by diagonal slotting.
Electric magnets used instead of permanant [sic] magnetics.
More than one pair of poles.
[underlined] 2. Phase A.C. [/underlined]
[hand drawn diagrams of electric generation]
[page break]
Suppose two separate but similar A.C. supplies to be plotted on the same graph. It is unlikely to have the maximal of the would occur at the same time. The result shown in the graph could be obtained by having two coils mounted on the same axis at right angles to one another and rotating in the same field. The ends of the coils would be lead to separate slip rings. The result would be two phase A.C. Alternatively the coils could be stationary and the field magnets made to rotate (The Rotor). Advantage equals small currents for field excitation can be fed through brushes and slit [sic] rings while large currents and voltages from the armature are led away through stationary leads.
[underlined] 3. Phase A.C. [/underlined]
See next page.
[page break]
[underlined] Mark IV ENGINE SPEED INDICATOR [/underlined]
Consists of 1 3 phase A. C. Generator 2 Indicator (A.C. Induction Motor Type)
[underlined] 3. Phase A. C.Generator [/underlined]
Consists of 4 pole permenant [sic] magnet which rotates between 3 Stator Coils. 3 seperate [sic] A. Cs will be produced within the coils differing in phase by a 120o hence 3 phase A. C.
It can be seen by fig 2. that the total algebraic sum of the 3. E.M.Fs is zero.
Also it is seen that since the 3 coils of the indicator have equal resistances (i.e. it is a balanced lode) then no wires are necessary to take current back to generator.
[hand drawn diagram of a 3 phase generator]
[hand drawn graph showing 3 phase output, fig 2 mentioned above]
[page break]
[underlined] INDICATOR [/underlined]
A.C. INDUCTION MOTOR
[hand draw diagram of an A.C. induction motor]
4 Pole permenant [sic] magnet surrounded by copper sleeve rotates against tension of hairspring carrying the R.P.M pointer.
[page break]
[underlined] The Atmosphere
Composition [/underlined] An ocean of air round the earth. Air is a mixture of 79% Nitrogen 20% Oxygen 04% Carbon di-oxide water vapour and dust.
[underlined] Air Pressure [/underlined] At S.L. 1 cu. ft of air weighs .08lb. Air pressure is the [underlined] total [/underlined] weight of a column of air to the top of the atmosphere. It can be measured by the mercury Barometer ([one indecipherable word] type very accurate) aneroid Barometer (without liquid therefore portable).
[underlined] The Altimeter [/underlined] the Altimeter is fitted in all aircraft and it measures the height of the aircraft above sea level. [underlined] It is an aneroid Barometer [/underlined] with the scale calibrated in feet. This is possible because air pressure [underlined] falls with height [/underlined] 1 in of mercury per 1000 ft or 1 [indecipherable character] millibar 30 ft. The air tight case is connected with the static tube. [deleted] Atmen [/deleted] At mean S.L. air pressure is 14 lbs per [square symbol] “ or 30” of mercury or 1013.2 millibars.
[underlined] Calibration [/underlined] since the pressure at a height is affected by the temperature of the an altimeter has to be calibrated by assuming certain atmospheric temperatures etc.
A formula connecting height with
[page break]
pressure can be worked out knowing 1 M.S.L. pressure 2 M.S.L. temperature. 3 Temperature at a given height.
[hand drawn table of temperature and pressure]
[page break]
[underlined] Conversion HG - MB [/underlined]
[hand drawn graph of Inches of Mercury and Millibars]
[page break]
[underlined] BOOST GAUGE [/underlined]
1/2 LB [square symbol] “ = 1” H.G. (APPROX)
HENCE 1” HG ABOVE 30” DEDUCT 1/2 LB [square symbol] “
1” HG BELOW 30” ADD 1/2 LB [square symbol] “
[page break]
[underlined] The Gyroscope [/underlined]
[two hand drawn diagrams of a gyroscope]
[underlined] Properties of Gyroscope [/underlined]
1 The rotor tends to maintain its plane of spin in space.
2 A force tending to twist the outer ring (torque) causes precession of the inner ring. Torque on inner presses outer ring.
[underlined] Sperry’s rule of precession [/underlined]
Replace the torque by push on rim of the rotor. A point 90o in direct of spin will by [sic] in direction of precession.
[underlined] Earth Gyro.[/underlined]
If the inner ring is purposely unbalanced by a weight it can be made to precess the outer ring round in step with earths rotation.
[underlined] Connection between Size of Torque & Speed of Precession [/underlined]
The size of torque required :- Increases with 1 rate of precession
[page break]
2 Speed of Rotor 3 Weight of Rotor, 4 Diameter of Rotor.
Simple fractions - Cent - Fahren - inches to miles - Ohm’s law - amps, watts, volts.
Electricity - accumulator - dynamos. Electric Motors. AC - DC. Generators. - Atmosphere. [two indecipherable words]
[page break]
[underlined] Installation of Follow Up Cable [/underlined] (Cont)
the loop in the end of the spring slips over the pin projecting from the mounting unit.
The servo-motor piston must be placed in an extreme position so that the cable may be attached to the short end. Attach the cable to the piston by a shackle, the pin of which must locate in the slot of a Clevis plate underneath the servo-motors. Pass the cable around free pulleys where necessary and lead it to the rear of the mounting unit. Before attaching cable to the pulley rotate it round until it is fully wound and release 1/4 of a turn. Pass the cable once round the pulley and through the hole provided and mark where it passes through the hole. (Disconnect the pulley and cable and then solder the nipple on the end of the cable). Apply opposite extreme [one indecipherable word] holding tension on pulley, now pull slack cable through the pulley and tie knot where marked. Tin the cable before
[page break]
cutting off the waste correct installation may be checked by the direction of movement of the follow up pulleys or the follow up indices.
1 Elevator [underlined] down. [/underlined] [symbol] index moves up: [symbol] pulley moves anti - clockwise
2 Right aileron [underlined] up. [/underlined] - [symbol] index moves right. [symbol] pulley moves anti - clockwise.
3 Right rudder. [symbol] index moves left. [symbol] pulley moves anti - clockwise. The servo - motor piston must be central before this check is carried out.
[page break]
[hand drawn diagram of a automatic control pipe lay-out]
[page break]
[underlined] Mk IV Auto Pilot - George
Compressor [/underlined] This is the eccentric type of rotary compressor, having the two compression chambers set at 180o apart. Each chamber contains a light alloy rotor with 10 steel blades. Free to slide in slots. The blades are thrown out by centrifugal force into contact with the linings of the compressor. This is drawn in as the space between the rotor and the casing increases and when the space is decreasing, is compressed and forced out at high pressure. Oil is admitted to the chamber through two jets size 42 thousandth front and 63,000th rear and is required to seal the compartment for air tightness and to lubricate. There are three unions, air inlet, oil inlet, and delivery from which air at 60lbs per [square symbol] “ is emitted. Filters are fitted in the inlet union oil and air. Before fitting new compressor check the following. 1 Correct type 2 Removal of inhibitor [deleted] gun [/deleted] [inserted] oil [/inserted] by washing out with anti - freezing oil 3 Check gland asbestos yarn gasket etc 4 Check copper washers for correct size and
[page break]
anneal.
[two hand drawn diagrams one of an Oil Reservoir and Separator and one of an Automatic valve]
[underlined] Oil Reservoir & Seperator [sic] [/underlined]
The lower part of this is for the oil, the upper part being the seperator, [sic] air & oil from the compressor impinge on the wall of the reservoir the oil falling to the bottom to be re-used, and the air going up through the union to the next
[page break]
component, the chemical Air Dryer. From the lower part, oil is fed through a filter to the oil cooler which has a finned radiator. The oil then passes to the Automatic Valve which can be situated between the reservoir and the cooler or between the cooler and compressor. If the reservoir is fitted lower than the compressor the valve ensures an oil supply to the compressor on starting. If the compressor is lower than the reservoir the valve prevents the former from being flooded with oil when it is not in use. It is fitted in the lowest part of the oil system. Oil changed on each minor. Automatic Valve and Oil Cooler flushed with 50 - 50 anti - freeze and petrol and system re - pressured [inserted] [underlined] NB [/inserted] [/underlined] There are fibre washers on Oil Reservoir. Oil level [inserted] to be [/inserted] maintained. Arrow of Auto - valve points in direction of Compressor.
[page break]
[five hand drawn diagrams showing Chemical air Dryer, Automatic Test Cock and Main Control Cock]
[page break]
[underlined] Chemical Air Dryer [/underlined] (To prevent freezing up)
The Chemical Air Dryer consists of an inner and outer container, the former being filled as follows, 1 gauze disc, 2 silica Gel, (To within approx 1/2” from the top) 3 gauze filter, 4 Half inch cotton wool and then the perforated lid. Recharging must be done immediately prior to flight. 1 Wash container with hot water and allow to dry before using. 2 Silica Gel must be returned to stores in tins provided when u/s. Silica gel is u/s when colour changes from white to brown.
[underlined] Test Cock. [underlined]
This is a three - way cock having two positions. In the test position air is supplied to the units from an outside source. In the flying position, air from the a/c compressor passes straight through the cock to the main control cock. 1 On a Mk IV ensure that cock is lock [sic] in flying position on D. I and between flight inspections. 2 Mk IV A Check that locking tab is in position on
[page break]
D. I and between flight Inspection. If it is necessary to strip the cock ensure when replacing together that plunger is put in the correct way - blanked - off end to the top of Test Cock.
[underlined] Main Control Cock [/underlined]
This has three positions, 1 [underlined] Out [/underlined] :- the jets and centraliser are connected to atmosphere by annular groove air passes back to regenerated system through a choke which is fitted to maintain a pressure so that; a There is always an adequate supply of oil to the compressor b So that [one indecipherable word] seperation [sic] is ensured.
2 [underlined] Spin [/underlined] :- air is fed to the jets, relay valve, torque valve and steering control. The centraliser pipe-line is still exhausted to atmosphere.
3 [underlined] In [/underlined] :- air is fed to the above components and the centralisers, to de-centralise the gymbal system and feed the main valve
1 With datums coincident on the
[page break]
inner and outer barrels M.C.C is then in the out position.
2 The handle can be fitted in any six positions
3 Name plate fitted with the “Out” in line with the handle when datums are coincident.
4 Ensure distance pieces fitted between name plate and outer casing
[hand drawn diagram of an Air Intake Throttle]
[page break]
[underlined] Air Intake Throttle
Purpose [/underlined] To maintain and regulate a pressure not exceeding 60lbs [square symbol] “ in the system, and to act as a non-return valve to prevent air from Compressor (Oil Reservoir & C.A.D) carrying oil along regenerative pipe lines.
[underlined] Description [/underlined]
Has three connections, to Compressor, Regen & Supply systems. Consists of a sylphon bellow the outside of which is sealed off. Inside is a powerful spring which normally holds them open, a piston runs down the centre and when engine is not running, a small return spring pressing against a collar on the piston holds the piston on the seating and gives a non - return action. When engine is started the piston is drawn of its seating as the Compressor commences to draw air in.
The lower connection (supply) feeds the air round the bellows. As pressure increases in the system this pressure will increase and the bellows
[page break]
will be contracted against tension of spring the piston will then be forced up off its seating and air supply to Compressor will be cut off.
An inlet or breather at top of A.I.T. allows an additional supply of air to be sucked in when starting - up it also acts as a compensator for slight leaks. An arrow indicates direction of flow to Compressor.
Is situated on teed piece between A I Cock and Main Control Cock.
[underlined] Steering Control [/underlined]
Is used by Bomb aimer or Pilot can do a course change. Filter in inlet (centre connection) gauze and cotton, through which air passes into the two compartments beneath the knife edge valves which are held in position by a spring. Air leaves the compartment by the two outside unions at base and on to course change valve via turn regulator.
When steering control is operated, the pulley rotates the rotor arm which forces
[page break]
[underlined] STEERING CONTROL [/underlined]
[hand drawn diagram of steering control system]
[page break]
one of the leak valves resting on the springs in the compartment. This valve depresses the knife edge valve and so prevents air from entering. At the same time air escapes through the leak valve and so pressure in compartment will fall. This will effect the the [sic] pressure on that side of the course change valve, and as the pressure on oposite [sic] still remains at 60lbs [square symbol] “ the valve will move and through links and levers will apply torque to the inner ring of gyro which will precess outer ring. As rudder control valve is connected to outer ring there will be a movement of the rudder via the servo.
The filter is cleaned on every Major inspection.
[underlined] Steering lever [/underlined] To enable pilot to change course of a/c - is connected to steering control by a bowden cable.
[underlined] Steering Control [/underlined] - Test before installation by applying pressure of 60 lbs and attaching U tube of wow water to outlet - allowance of 1/2” on each side
[page break]
[underlined] AILERON CENTRALISER [/underlined]
[hand drawn diagram of an Aileron Centraliser]
[page break]
[underlined] Servo Motors
Follow Up [one indecipherable word] Guide [/underlined]
[hand drawn diagram of a disc with numbers on and a corresponding chart of numbers and letters]
[underlined] Clutches
D I [/underlined] 1 Take clutch lever out and test a/c controls by moving pulley in all all [sic] directions (reason to prove a/c controls are OK.) Put clutch lever in move each a/c at control singly should hear clutch slip in. Test a/c controls with clutch in. [underlined] Leave clutch in [/underlined]
There is an overide [sic] on the servo. Movement of a/c controls with clutches in is not so great as when clutches are out.
[underlined] Stripping of Servo Motor Clutches [/underlined]
1 Remove 2 BA nuts and locking tap from top of operating spindle
[page break]
2 Remove split pins and take out clutch locking assembly pins, remove clutch claw arm.
3 Remove spring tension assembly with box spanner.
4 Remove clutch plate from splined shaft with special tool (Extractor)
5 Remove follow - up pulley and dowel plate by means of two 4 BA screws taking care not to damage flange underneath.
6 Remove stop plate assembly.
[hand draw diagram of a R. E. Centraliser assembly]
[underlined] R. E. CENTRALISER [/underlined]
[page break]
[two hand drawn diagrams of Clutch Cable Layouts]
[underlined] CLUTCH CABLE LAYOUT [/underlined]
[page break]
[hand drawn diagram of a Rudder and Elevator Unit]
[underlined] RUDDER AND ELEVATOR UNIT [/underlined]
[page break]
[underlined] RUDDER & ELEVATOR UNIT [/underlined]
[hand drawn diagram]
[underlined] The Gyroscope [/underlined] is pivotted [sic] 15o off the vertical and also off centre. [underlined] The Azimuth Balance [inserted] Adjustment weight [/inserted] [/underlined] is attached to the inner ring and controls the amount of precession on the outer ring. [underlined] The Out of Balance weight [/underlined] precesses the inner ring to [inserted] conform to [/inserted] the earth’s curvature. [underlined] The Azimuth Balance [/underlined] helps to precess outer ring to the earths rotation. [underlined] Watts weight [/underlined] 1. Counteract the effect of centrifugal force on out of balance mass when [inserted] flying straight [/inserted] 3 To give extra stabilisation.
[underlined] Cross Balance Weight [/underlined] is to steadily
[page break]
balance outer ring. [underlined] Top and Bottom balance weight [/underlined] is to steadily balance inner ring
[hand drawn diagram of component layout]
[underlined] PRECESSION OF OUTER RING CAUSED BY AIRCRAFT TURNING AND FOLLOW UP [/underlined]
[page break]
[underlined] PRECESSING VALVE AND TORQUE MOTOR [/underlined]
[hand drawn diagram of a Precessing Valve and Torque Motor]
[page break]
[hand drawn diagram of a Relay Valve]
[underlined] RELAY VALVE [/underlined]
[page break]
[hand drawn diagram of Elevator Movement Mechanism]
[underlined] ELEVATOR MOVEMENT
Aileron Plate [/underlined]
Force of Gravity Control Weight counteracts the forces in either direction of fore and aft of the a/c.
[page break]
[underlined FILTERS
Rudder and Elevator Plate. Subsidiary Main [/underlined]
Rudder Main Valve. 3
Elevator and Elevator Valve 3
Relay Valve 1
Course Change Gear 2
Spinning Jet 1
Centraliser 2
Servo motor pipes 2
[underlined] Components [/underlined]
Anti Intake Throttle 1
Compressor (Air & Oil inlets.) 2
Oil Reservoir Outlet 1
Chemical Air Dryer 1
Steering Control 1
[page break]
[underlined] CABLE LAYOUT MK IV [/underlined]
[hand drawn diagram of a cable layout]
[page break]
6. Look for cable fraying or cracking and test spring tension of Spring Tensioner.
[page break]
[underlined] BREEZE WIRING CONDUIT [/underlined]
[hand drawn diagram of components]
[page break]
[underlined] Fault Finding [/underlined]
FAULT
1 Indic reads above zero when empty.
2 Pointer does not move off vertical when switched on or tank being filled.
3 Pointer comes 180o in advance when switched on and rotates correctly.
4 Pointer gives a fixed reading when tanks are known to be empty.
CAUSE
Bent plunger.
Broken supply lead.
Brush not contacting resistance.
Bad contact at indicator.
Crossed supply leads.
Locating [inserted] pin [/inserted] dislodged from brush.
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
Instrument course notebook
Description
An account of the resource
56 pages of course notes. Contains basic theory of thermometers, electricity, magnets, dynamos and batteries. Has more detailed notes on the atmosphere and gyroscopes followed by detailed description of Mk IV autopilot and all its component systems including flight controls. Includes hand-drawn colour diagrams.
Creator
An entity primarily responsible for making the resource
George Bubb
Format
The file format, physical medium, or dimensions of the resource
Cover and 32 double page notebook
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
MBubbGJ1477939-160322-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
David Bloomfield
ground crew
ground personnel
training
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Bubb and memorabilia
Description
An account of the resource
At the top, a photograph of George Bubb in battledress uniform standing in a field with low hedge in the background. In the middle a red dog tag and aircraftsman rank badge. At the bottom red and green dog tags, leading aircraftsman and lance corporal rank badges.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph with four objects
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010005, PBubbGJ16010006
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
Physical object
Physical object. Clothing
Photograph
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
ground crew
ground personnel
heirloom
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1105/PBubbGJ16010033.1.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
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
Private bicycle certificate with train times written on the reverse
Description
An account of the resource
States that G Bubb is the authorized owner of a bicycle with its frame number and details. Royal Air Force Spilsby guardroom stamp dated 17 October 1945.
On the reverse, On the left side, four numbered train times from Preston to Birmingham with departure and arrival times, The second one down is ticked. Underneath the via Crewe with arrival and departure times. On the right Warrington arrive depart with no times.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-10-17
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Service material
Text
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010033, PBubbGJ16010034, PBubbGJ16010035
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-10
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.
Format
The file format, physical medium, or dimensions of the resource
One sheet
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
44 Squadron
ground crew
ground personnel
RAF Spilsby
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1107/PBubbGJ16010036.1.jpg
031cfc40a79531eeb4e5d8697311d711
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
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
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 filming of "one of our aircraft is missing" and other memorabilia
Description
An account of the resource
Contains three photographs. Top photograph shows group of men and women sitting and standing on grass. Some are wearing football kit others in civilian clothes or a mixture of civilian and military attire. In the background centre a cine camera, further back trees and to the right part of a tent. Michael Powell, one of the film's directors is standing on the left. Captioned 'With the film crew whilst making the movie "one of our aircraft is missing" (now on DVD)'.
Bottom left photograph shows house with roof and part of wall destroyed and blown out windows. In the foreground a shed with two wooden barrels in front. To the right a gate and garden shrubs. Label 'Grandpa's house destroyed by German bomb, everything lost'. Caption 'Grandpa was a member or [sic] the football game sequence during filming, (second row from the bottom - third from right)'.
Middle right photograph head and shoulder portrait of George Bubb with side cap standing in front of a Nissan hut. Captioned 'the foreman' and 'Foremen of ground crew, cameras/reconnaissance'.
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs mounted on scrapbook page
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010036, PBubbGJ16010037, PBubbGJ16010038, PBubbGJ16010039
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
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.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1942
entertainment
ground personnel
propaganda
sport
-
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53e157063f6f65693adafbb4846a5bd3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1111/PBubbGJ16010040.2.jpg
a33a2e19f2a759fc4647f1c045aef54e
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
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
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
Personnel in front of Lancaster
Lancaster ND578 KM-Y
Description
An account of the resource
A group of 27 people in front of a Lancaster. Captioned 'Aircrew, ground crew on opposite page'. Photograph shows 26 air force personnel in two rows. The back row standing all have aircrew brevet. 12 are wearing side caps and one an officer's peaked cap. Front row sitting all wearing battledress and side caps apart from seventh from left who is wearing a tunic and has a small boy sitting on his lap. In the background the nose and port inner engine of a Lancaster. On the nose in front of cockpit 107 bomb symbols.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph mounted on a scrapbook page
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010040, PBubbGJ16010041
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
Civilian
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.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1945-03
44 Squadron
aircrew
childhood in wartime
ground personnel
Lancaster
nose art
-
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545e600bf6f4d21b4ee3133cf163637e
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
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
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
Ground crew and aircrew of 'J' 44 Squadron
Description
An account of the resource
Top is photograph of 13 ground crew and aircrew in two rows. Front row has five non commissioned officers and one officer in the centre sitting on a trolley. All apart from right hand man are aircrew. All are wearing tunic or battledress. At the front on the right side is a dog sitting. Rear row of seven non commissioned officers standing. The left and right men are aircrew. Two are in shirt sleeves and the rest in various uniforms. In the background a Lancaster cockpit and port engines. In front of the cockpit 19 bomb symbols in two rows. The bomb doors are open. George Bubb is third from left on the back row. On the reverse
[underlined] Left to Right [underlined]
Ground Crew and Aircrew
of ‘J’. 44 QQD. Dunholme Lodge
Sep. 1944
[underlined] Back Row [underlined]
Laurie (WOP) Len Carlisle (Fitter A) Me (Instruments)
SGT (Steffie) Green. Paddy (Fitter E0 Fred Benbow (Fitter A)
Jimmie (Rear Gunner)
[underlined] Front Row [underlined]
Jock (Titch) (Mid Upper), Bomb Aimer, PO Mitchell (Skipper)
Johnny (Navigator) “Brummy” (Flight Engineer) Bob Thrasher.
(Fitter E)
Sandy.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph and one handwritten document mounted on a scrapbook page
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010042, PBubbGJ16010043, PBubbGJ16010044, PBubbGJ16010045
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944
Type
The nature or genre of the resource
Text
Photograph
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
44 Squadron
air gunner
aircrew
animal
bomb aimer
bomb trolley
flight engineer
ground crew
ground personnel
Lancaster
navigator
Nissen hut
pilot
RAF Dunholme Lodge
service vehicle
wireless operator
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1126/PBubbGJ16010058.2.jpg
00f58738c3da19e05666f32fce7b1fd2
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
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Bubb with ground crew at RAF Spilsby
Grandpa with ground crew, Spilsby 1945
Description
An account of the resource
Five airmen, three sitting on ground, are in front; two are kneeling behind. All are wearing battledress. In the background parts of two buildings. Caption 'Grandpa with ground crew, Spilsby 1945'; on the reverse of one photograph 'Spilsby 1945'.
Format
The file format, physical medium, or dimensions of the resource
Two b/w identical photographs on a scrapbook page
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010058, PBubbGJ16010059, PBubbGJ16010060, BubbGJ16010061
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.
Type
The nature or genre of the resource
Photograph
ground crew
ground personnel
RAF Spilsby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010065.2.jpg
eb380114c9557e5403443ed146b15d0c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010066.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010067.2.jpg
e59dcf6d0d9400a0b050be22af9682cf
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010068.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010069.2.jpg
755236af5c060ca469f36ca5374f09a7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/272/1127/PBubbGJ16010064.2.jpg
c638b1976fa930a1b0cbb13826979a6f
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
Bubb, George. Album
Description
An account of the resource
32 items. The album contains photographs, propaganda, service material, memorabilia and research concerning George Bubb's service with 44 Squadron at RAF Spilsby.
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
Bubb, GJ
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Bubb - leave travel passes
Description
An account of the resource
Label at the top 'Leave/travel passes'. Top and bottom are two Form 295B leave documents. The top one just has an address. The bottom one is made out for Leading Aircraftsman Bubb with a leave address in Birmingham for leave between 19 October 1945 and 22 October 1945. On the reverse of both F295Bs are instructions for use. The document in between the two leave documents contains train times from Preston to Birmingham via Crewe.
Format
The file format, physical medium, or dimensions of the resource
Three documents mounted on a scrapbook page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Physical object
Identifier
An unambiguous reference to the resource within a given context
PBubbGJ16010064, PBubbGJ16010065, PBubbGJ16010066, PBubbGJ16010067, PBubbGJ160100648, PBubbGJ16010069
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1945-10
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
ground personnel
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/111/1168/PTaylorJF1606.2.jpg
f97459c91f0328d793c55e1cc42b156d
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
Taylor, Jack
John Frederick Taylor
J F Taylor
Description
An account of the resource
Seven items. The collection concerns the career of Warrant Officer John Frederick ‘Jack’ Taylor DFC (630955, Royal Air Force). Jack Taylor completed 66 operations as a flight engineer with 15 and 138 Squadrons flying Stirlings and Halifaxes. The collection contains photographs of personnel and of Halifaxes both in flight and on the ground.
The collection has been donated to the IBCC Digital Archive for digitisation by his grandson John Hurt and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-25
Identifier
An unambiguous reference to the resource within a given context
Taylor, JF
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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
Servicemen in front of Stirling
Squadron photograph
Description
An account of the resource
Squadron photograph of 99 servicemen in four rows in front of Stirling. All are in uniform, some are in shirt sleeves and some are without hats. Aircrew and ground crew, officers and other ranks appear in the picture.
Additional information about this item has been kindly provided by the donor.
Identifier
An unambiguous reference to the resource within a given context
PTaylorJF1606
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
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.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
aircrew
ground personnel
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/116/1176/PBridgesB1602.1.jpg
cfc50021229f7a5f264ae32fe61db989
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
Milling, Edward
E Milling
Description
An account of the resource
20 Items. The collection concerns Sergeant Edward Milling DFM (656624 Royal Air Force) and contains his log book, correspondence, newspaper cuttings and four photographs. Edward Milling was a navigator with 103 and 166 Squadrons at RAF Elsham Wolds and RAF Kirmington. He was killed 27/28 September 1943 when his Lancaster crashed in Germany while on an operation to Hannover. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Bren Bridges and catalogued by IBCC Digital Archive Staff.<br /><br />Additional information on Edward Milling is available via the <a href="https://internationalbcc.co.uk/losses/116227/">IBCC Losses Database</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
2016-03-31
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
Milling, E
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
Aircrew and ground personnel with a Lancaster
Description
An account of the resource
Aircrew and ground crew stand in front of and on a Lancaster, which has the letter 'S', a cartoon of walking person on the port nose plus a bomb log of 24 operations, three of which are ice-cream cones. There is also a beer tankard. Some crew sit on top of the fuselage and engines and their clothing is a mixture of tunics, battledress and overalls. One man is stripped to the waist.
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
PBridgesB1602
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
aircrew
ground crew
ground personnel
Lancaster
nose art
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/119/1215/PThomasWH1501.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/119/1215/AThomasWH150711.1.mp3
b0bbf81f2421a7d15357a2b007230236
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BB: Ok Bill.
WT: Yeah.
BB: Thank you for allowing me to come into your home and interview you. It’s a real pleasure to meet with a veteran like yourself.
WT: I’ll give you, I’ll give you the bill later on.
BB: Thank you very much. Ok. What’s your birthday date?
WT: 28th January 1922.
BB: And place of birth?
WT: Redruth in Cornwall.
BB: Redruth. And did you go to school there as well?
WT: Yes I did.
BB: And you did your school certificate and all that kind of thing.
WT: I did.
BB: Ok. When did you, did you volunteer to join the RAF or were you conscripted and then decide for aircrew?
WT: Volunteered because as I said I’ve got that thing all written out. We had, in 1938 they started a flight of the Air Defence Cadet Corp.
BB: Yeah
WT: I joined that because our headmaster was an ex-fighter pilot in the First World War. And then I left school to start work so I couldn’t carry on with the flight but I managed to find the town flight and joined them
BB: And what was your pre-war occupation?
WT: In local government.
BB: Ok.
WT: On the health department side.
BB: And what attracted you to wanting to volunteer for aircrew?
WT: I think it, it was our headmaster who was, as I say, he was a fighter pilot.
BB: The ex RAF sea pilot. Yes.
WT: Ex RAF.
BB: Yeah. Good. He encouraged you to do that.
WT: Not only do that when I, when I was working, walking down past his house, as I had to, I heard, ‘Thomas. Why haven’t you joined the ATC?’ I said, ‘Well,’ ‘It’s the school.’ ‘There’s one down the end of your road. I’ll see you tomorrow night at three.’
BB: Good. So you, you volunteered for aircrew. You obviously went for air crew selection.
WT: Yeah.
BB: And they obviously graded you as, as a bomb aimer or did you go for a particular -
WT: I wanted to be a pilot.
BB: Right. And what happened with that that you couldn’t be. Were they oversubscribed or they just needed bomb aimers?
WT: No well I came out from doing the stuff. I went up to Sywell.
BB: Yeah.
WT: Tiger Moths.
BB: Yeah.
WT: Well I got twelve and a bit hours in but I never saw it
BB: And then you were scrubbed.
WT: Well I could take off. I could do everything in the air
BB: But the landing was a problem.
WT: Landing was a problem. On the little mini run, place -
BB: Yes.
WT: We had.
BB: Yes
WT: But the big one I could get in at. The chief flying instructor
BB: Right.
WT: Took me on a check and he said, ‘I’ll try my best but I don’t know what I can do,’ but he couldn’t.
BB: Anyway, so you were remustered as a bomb aimer.
WT: No. As a NavB.
BB: Oh as a Nav oh as a NavB. Ok. Right.
Other: Excuse me for just a second. Turn it off and press that to start again. Hold that down to this constant.
BB: Ok.
Other: Ok, right.
BB: So -
Other: I want to go and check on my dog.
BB: Ok. So -
Other: I’d better check on the dog in the car.
BB: Ok.
WT: Oh alright my dear.
BB: A NavB.
Do you want me to get up?
BB: A navigator bracket bomb aimer ok. Now, was that the half brevet with the B on it?
WT: No the old-
BB: Oh as the old observer. Ok.
WT: Oh yes.
BB: The flying O.
WT: That’s what I got.
BB: Right.
WT: ‘cause I went to Canada. Eventually.
BB: Oh you went, part of the old Empire Training School.
WT: I did. And I did my bomb aiming and gunnery. And then to oh I’ve forgotten what it’s called now - L’Ancienne-Lorette. And I did my navigation training there. I must have come out fairly well because I got granted a commission.
BB: Right.
WT: So the first six, we never knew which ones out of thirty two were commissioned and then I went to Prince Edward Island and we did three or four weeks special training there to go out over the sea. Navigation and all that. So -
BB: Ok.
WT: That finished.
BB: Right.
WT: Back to Moncton and that was the holding unit.
BB: Yeah.
WT: There for ages waiting to go back to England and eventually doing so. I had come over to Canada on the Queen Elizabeth.
BB: Wow.
WT: Came back on the Aquitania.
BB: Which of course had been converted to a trooper so it wasn’t very luxurious.
WT: Luxurious oh it was luxurious enough.
BB: It was enough, still luxurious.
WT: oh it was alright. And then down to the holding unit waiting to be, go somewhere. We were pushed here there and everywhere and eventually back again and told we were then going to Scotland to something, I said, ‘What is that for? Bomb aimers.
BB: Bomber aimer.
WT: So they converted us from that to bomb aiming.
BB: I see. Right. And so what time, at what date did you actually go, finish that training?
WT: Oh I can do it.
BB: Ok.
WT: Do it from here. [?]
BB: Roughly.
WT: Monckton. Harrogate. Oh back to England in November ’43.
BB: November ‘43 so -
WT: And then to Harrogate.
BB: Yeah.
WT: And then we were at Sidmouth, back to Harrogate again and eventually up to Wigtown.
BB: Oh.
WT: That was April ’44.
BB: Ok and you joined so your OTU where you crewed up. Where was that?
WT: That was down at Castle Donington in May.
BB: Castle.
WT: ’44.
BB: And was that? When my uncle was flying for 9th squadron at Bardney, an Australian pilot he did his OTU at Kinloss.
WT: Ah huh.
BB: And they threw them in to a big hangar and all the navs and the pilots and the air gunners and the bomb aimers were all in this big hangar and they virtually crewed up until they found their own crew.
WT: This is what we did.
BB: Good. So it seemed to have been an RAF -
WT: That was the way of doing it. Yes.
BB: Programme.
WT: Yeah.
BB: And it was, it was very good because each crew kind of found the people they kind of trusted to fly with and they’d ask questions like, to the pilot particularly, ‘Were you alright on your course?’ ‘What were you?’ ‘Oh I was above average.’ ‘You’ll do.’ And it was usually the navigator that found the pilot.
WT: Yeah.
BB: And once they’d got those two, ‘oh I met a bomb aimer over there. A guy I liked.’
WT: This was the way we did it.
BB: And that was exactly the same -
WT: We did it the same way.
BB: That you did it.
WT: Yeah.
BB: Ok and so you were all taking each other on trust at that stage.
WT: Sure and then we went on from there to Prangtoft sorry, Sandtoft.
BB: Sandtoft.
WT: And then Hemswell for Lanc finishing school and then I did what, I was transferred then from there to 166 at Kirmington and 166 squadron was there and we were the 3rd flight. AB. I think it was C flight. And they -
BB: And what were they flying at the time? Lancs?
WT: Well that was Lancs.
BB: Lancs. Yeah.
WT: And what they did was they they nearly burst C flight ready and then we went back actually down to Scampton.
BB: Right.
WT: As 153.
BB: Ok.
WT: And we were the first aircraft to land at Scampton ’cause they had just put the stuff in. We were the first aircraft to land there. In A Able which was somebody else’s kite anyway.
BB: Yes.
WT: But er yeah we went along the runway the lads were all waving. He said, ‘There’s mine’
BB: Now, when my uncle was on 9 squadron in ’43 of course. This was a bit later on in the war. The pilot i.e. my uncle and his navigator flew a second observer, a second crew. They went with a regular crew on a raid.
WT: Yeah.
BB: Who were about to finish their tour so the pilot and the navigator flew on that raid as supernumerary just to see what it was like.
WT: Only one. It was only the pilot went from our -
BB: Ok. Right.
WT: ‘cause he -
BB: They still did that in that place by the time you -
WT: Yes.
BB: Yeah.
WT: They did one trip.
BB: Yeah. As a spare bod. And -
WT: That’s right.
BB: They came back.
WT: That’s right.
BB: And then got their own crew.
WT: That’s right.
BB: Was the air, was the Lancaster you had on 153 a brand new one or was it, had it been recycled?
WT: Well -
BB: From another crew?
WT: Well it was one of the, it was one of the -
BB: One of them.
WT: In fact we didn’t get I Item until about four or five and then it was regular hours.
BB: Ok.
WT: Flying. That’s what it says up there.
BB: Yeah my uncle did much the same thing. He did, he did it seemed to be a Bomber Command practice.
WT: Yeah.
BB: That they got the pilot and the nav to fly these initial sorties.
WT: Ahum.
BB: And then they were given a gash not gash but spare Lancs or –
WT; Yeah.
BB: To fly one or two trips.
WT: Yeah. Yeah.
BB: And then their own brand shiny new Lancaster arrived from the factory and they had that for the whole of the rest of their tour. My uncle’s Lancaster was called Spirit of Russia and it finished the war with a hundred and nine ops.
WT: Did it?
BB: And so it was lucky. But anyway we’re not talking about my uncle we’re talking about.
WT: Thomas.
BB: So there you are on ops.
WT: Yeah and we -
BB: With your scratch crew. Yeah.
WT: Yes and we carried on right up until well we did one on the 3rd of February ’45. No sorry the 7th of March ’45. And on the 8th we did a grand loop.
BB: Ah.
WT: Our pilot passed out.
BB: Oh.
WT: We think it was a fit and we were on our way to Castle.
BB: Ah.
WT: And we came out and [wing co Piley?] said, ‘You’ll be flying tonight’ and we said, ‘Not [so and so] likely until we know what’s happened to the skipper.’ He said, ‘You’ll be on a charge.’ I said, ‘I’ll see you there. Sir’ and left it at that.
BB: So, what, the was pilot was
WT: He -
BB: Obviously written off.
WT: Yes he was pretty.
BB: Wrtten off.
WT: He was gone. By that time they’d taken him away. By the time we’d got gathered together and he came back, tapped me on the shoulder and said, ‘It’s alright. The spare crew are going.’ so I saw him in the mess.
BB: He didn’t give you a spare pilot to fly that night.
WT: No. Well he wanted us to fly.
BB: Fly. So you didn’t do that.
WT: We didn’t go. No. We just didn’t. It was -
BB: That was your last trip?
WT: No.
BB: No.
WT: So what happened then, Bruce went into hospital and eventually they realised he wasn’t coming out. They sent us home on leave and brought us back and I can’t remember whether they gave us three weeks or anyway we came back again and we did our last three with a Canadian no an Aussie pilot who’d lost his crew and had three to do.
BB: Right. Ok that -
WT: So he did three.
BB: That was usually the way.
WT: We thought we should have done one more so what we did was twenty nine and a half ‘cause we had an abortion in the middle of it.
BB: Right. Right. Ok and I gather that rather unfairly French targets counted for half.
WT: No.
BB: At that time of the war.
WT: No.
BB: No.
WT: No.
BB: No.
WT: In fact the first one was Fort [Frederick Heinrich] just on the Dutch coast.
BB: Oh right. Ok.
WT: But that was a full.
BB: Ok.
WT: That was full.
BB: Yeah.
WT: They were all full.
BB: Yeah.
WT: ‘Cause we didn’t do very many French ones.
BB: No. Not at that stage. No.
WT: No. We were going out.
BB: No. No. Right.
WT: Including Dresden.
BB: Yes. Now what was you’re, ok we’ll get to Dresden later.
WT: Yes.
BB: ‘Cause it’s been quite controversial and everybody sees that as the bad thing that Bomber Command did. Um what what’s your opinion of that?
WT: My opinion is as I’ve said to many people we bombed Dresden because we, one, we were told to. But it turns out afterwards that Mr Churchill was given from the Russians three, three targets that needed to be hit, Dresden and two others. I don’t know which they were. And he was given to us, he gave them to Bomber Harris and said, ‘There’s the three. You do them whenever you think right.’ And we went on the Dresden -
BB: Yeah.
WT: Trip.
BB: Yeah Churchill gave them to Portal who was chief of the air staff.
WT: Yes and he -
BB: And Portal gave them to Harris.
WT: Yeah and Harris, Harris sent them.
BB: Just did what he was told basically.
WT: Yeah.
BB: Yeah [?]
WT: But Harris said to us, you know, we didn’t, he chose them.
BB: Yes.
WT: He chose Dresden. Ten hours twenty that was.
BB: Yes it was a long trip.
WT: It was. And it was the best bonfire night I’ve ever seen.
BB: Yes it did. It was rather grand.
WT: But -
BB: As far as the crews were concerned –
WT: I found out afterwards and I’ve got the book saying -
BB: Yes.
WT: That Dresden was a target. It was full of troops. They were making very small arms stuff.
BB: Yeah.
WT: For submarines and things like that all scattered all over the place.
BB: Yeah it was a -
WT: So -
BB: Legitimate target.
WT: A legitimate target.
BB: Legitimate target. Yes. So that was Dresden and I think in the post war my own opinion and this is my own opinion and you know Churchill wanted to stand in the Conservative government. Labour were coming up and what we understand of labour it’s now called Labour it was a socialist government coming up and he wanted to back away from the actual how effective Bomber Command had been and um and more or less threw Harris to, to the wolves.
WT: And washed his hands.
BB: And washed his hands of it. But he did the same with Dowding after the Battle of Britain so there we go it says something about the great Churchill doesn’t it?
WT: No. I don’t, don’t respect him.
BB: No.
WT: Anymore.
BB: Anyway -
WT: Sorry.
BB: Enough of that.
WT: Go on.
BB: No. No. It’s ok but I saw Dresden on your bookcase and I thought I’d ask about it.
WT: I got it there.
BB: Now getting back to the crew.
WT: Yeah.
BB: And how you all trusted each other and had to rely on each other.
WT: Yeah.
BB: What, were there any, I mean were you scared?
WT: No.
BB: You weren’t scared.
WT: Never scared.
BB: Ok. Funny I’ve heard this a lot from Bomber Command crews. They weren’t, they were apprehensive but they weren’t particularly scared.
WT: No. We just went in and did it.
BB: And did it. Yeah ok. Now we’ve read a lot, or I’ve read a lot, there’s been a lot of post-war um study on LMF issues.
WT: Yes.
BB: Lack of moral fibre issues. In your time in Bomber Command did you ever come across anything of that sort?
WT: I think there was one. One night that I never found out true there was three of us three kites on a set of pads.
BB: Yeah.
WT: Or whatever you call them.
BB: Yeah.
WT: And we did a run up and then we used to come outside -
BB: Yeah.
WT: For a smoke or whatever knowing that the signal would go up, get in your kites, and there was a pilot on one of those things and I didn’t know him sat in the hedge smoking a cigarette and there was a little bit of a kafuffle and three staff cars came down and he went with them. Now, that was the bloke who had refused to go that night. When we got back everything was hushed.
BB: Was he commissioned?
WT: Yes.
BB: Yeah.
WT: We didn’t, I don’t know what had happened to him. I didn’t know the guy.
BB: He was just posted. That was it. Gone.
WT: It was just, he was just taken off. Yeah.
BB: Yeah ok. What year would that be roughly? Roughly. Doesn’t have to be exact.
WT: I can’t remember. It was certainly in ’44.
BB: Ok.
WT: ’45 I mean.
BB: ’45.
WT: The beginning of ’45.
BB: Because, coming back to my late uncle’s crew his rear gunner um Sergeant Clegg had been a pre-war warrant officer but had been busted down to sergeant many times for doing nasty things, naughty things I should say. I won’t go into details.
WT: Right. No.
BB: But he was always in and out of Sheffield. You know what Sheffield was?
WT: Yeah.
BB: Yeah. He was always in and out of Sheffield and that’s another place that doesn’t have much publicity. It was the air crew rehabilitation centre or whatever they wanted to call it.
WT: Ahum.
BB: But I only found this out by looking at the form 500, 540.
WT: 540.
BB: Yeah and it had all the missions for my uncle and the crews and you’d see Sergeant Clegg and then you’d see three or four trips no Sergeant Clegg some other gash gunner had gone in and I asked some survivors on my late uncle’s crew what about Clegg? At first they were all very protective and then they said well actually Clegg was a bit of a lad and he got into trouble with drink and women and was always been sent to Sheffield but in in the air he was a perfect rigger just I mean you know my uncle trusted him implicitly and when he was at Sheffield my uncle felt really, really uncomfortable with this gash gunner sitting at the back who he didn’t know. But you know he got, he got through his tour unfortunately my uncle but was killed instructing.
WT: Our wireless op he was, he was an Australian and he was a silly B really and he drank like old boots so when he got in the kite he would do everything he had to do but Jack, our navigator was a great guy ‘cause he knew there was a group, a message to come. I’ve forgotten was it half hourly -
BB: Yeah.
WT: Quarter hourly.
BB: Half hourly.
WT: He’d give Digger a kick.
BB: Usually the weather and, yeah.
WT: We’d could usually hear, ‘Digger wake up you silly B.’ And he’d be, ‘Oh oh alright,’ he says and he never missed, he had everything down, he never missed a thing. He knew exactly where we were going.
BB: Yeah. That’s great. My uncle’s navigator was the old man of the crew. He was -
WT: Yeah.
BB: He was thirty two.
WT: Yeah. Yeah.
BB: He’d been a postmaster in the Isle of Man and had volunteered to be a navigator because he was very good at maths but he was the old man of the crew and the rest of the crew called him Pop. Because the average age on, the average age on my uncle’s crew was what nineteen, twenty.
WT: Ahum.
BB: My uncle himself he was twenty one when he was killed. And that’s having done thirty trips.
WT: I was, I got I was twenty one in Canada. While I was in Canada.
BB: Yeah.
WT: I got deferred service so so such a long time.
BB: Yeah.
WT: In fact I registered as I had to do.
BB: Was that because you were local government job that was deferred?
WT: No nothing to do with that at all. ‘cause they were happy.
BB: It wasn’t a reserved occupation or anything.
WT: No it wasn’t.
BB: No.
WT: It wasn’t reserved. What happened was I signed on as we had to do and I said look here’s my number. Oh yes well that’s ok. Three weeks later I got called up for the army and [noise off] that’s somebody downstairs.
BB: Oh right.
WT: Don’t take any notice of that. And I got called up for the army and I managed to get out of that with a big brigadier somebody that we well knew. He rang them up and he said silly B. He told you what was happening because they were going to come and fetch me.
BB: Yeah.
WT: So that worked out alright.
BB: Good.
WT: Because, you know it didn’t always go right.
BB: No.
WT: I was lucky.
BB: So there were, there were evidence of LMF when you were on the squadron.
WT: Just that one.
BB: Just that one.
WT: Just that I know of.
BB: Yeah. Exactly. Just that you know of. And he was commissioned.
WT: Yeah.
BB: Yeah. I’ve heard other stories where had it been a sergeant air crew Harris was so worried about this kind of thing that we would call it post-traumatic stress disorder.
WT: Yeah.
BB: Today um they were, they were lined up in front of the whole squadron, stripped of their chevrons.
WT: That’s right.
BB: And their brevets taken off. Which was very very harsh but it did get the message. And other aircrews I’ve spoken to they were more scared of that happening to them.
WT: That they -
BB: Then facing the Germans.
WT: So that kept them going.
BB: And I suppose that was Harris’ view. You can either be scared of me or you can be scared of them.
WT: Sure.
BB: Make your choice.
WT: Yeah.
BB: Um but it now the Americans had a completely different attitude to it in the 8th air force and they were flying daylight raids.
WT: Ahum.
BB: As you know. So there was a different thing. The other commands, coastal, fighter, transport they had their, it wasn’t so prevalent.
WT: No.
BB: In those commands. But it’s, it’s, it’s an issue that is very interesting academically and the Sheffield thing. So that might be something that might be an aspect of the Bomber Command research.
WT: [?]
BB: No I’m just saying but you knew of it, it happened on your squadron and that was -
WT: That’s it.
BB: Quietly posted away.
WT: Didn’t take no notice of it.
BB: Yes, that’s right. I mean, you know, a very good friend of my father’s, a chap called Musgrave who was a pathfinder, a pre-war fitter when the heavies came in he volunteered to be a flight engineer, went to St Athan, came out with [E] joined his crew at the Heavy Conversion Unit and went on and did his thing but he did ninety three ops at the end and I said to him once, sadly he’s no longer with us but I have his log books and he said, ‘Well, you know we were dead anyway after four,’ four to five ops in that tour no statistically, statistically -
WT: I know. Yes.
BB: Dead. So let’s go.
WT: I’m going to empty that.
BB: Oh I’m sorry. Right.
WT: Are you going to switch it off or not? Whichever you want to do.
BB: No I’ll just.
WT: I’ll run.
BB: No don’t run. Take your time.
WT: No. No.
BB: Take your time.
WT: It’s only two minutes.
BB: Yeah.
[Pause]
BB: Ok.
WT: Sorry about that.
BB: No, don’t be. No, it’s fine.
WT: You can’t stop it you see.
BB: No. I know you can’t. Thank you very much.
WT: You know.
BB: So that’s great.
WT: You know.
BB: That’s great.
That’s great. Sure
BB: We’ve covered why you wanted to join, you joined, you got re-mustered from pilot to bomb aimer sorry NavB er went to Canada for your initial training.
WT: Yeah.
BB: And then came back to the Heavy Conversion Unit. Lancaster finishing school.
WT: Right.
BB: And went to the OTU and got your crew.
WT: Yes. That’s right.
BB: And you did your, you did your trip. Was it twenty nine do you remember? You told me.
WT: We did twenty nine. I always say one was a half.
BB: Ok.
WT: We got out one night and we had an engine go.
BB: A boomerang.
WT: And she wasn’t very, we weren’t very happy but we carried on for a while and then another one started to go sick so we turned -
BB: Now -
WT: So we turned and came back.
BB: Yeah.
WT: That was about -
BB: What mission, what sortie was that?
WT: That was about the 8th of February.
BB: 8th of, yeah.
WT: Politz I think it was called.
BB: 8th of February 45.
WT: Hmmn?
BB: 8th of February 45. Yeah.
WT: Yes.
BB: Yeah.
WT: And er when we got back somebody said, ‘Why didn’t you go on?’ And he had a few rings there and I said, ‘Sir look out on the pan. There’s an aircraft out there. It’s got two good engines. One is alright I think. The other one’s rough.’ I said, ‘There’s seven of us here.’
BB: What did the flight engineer think about it? He must have made the judgement on that?
WT: No, he had -
BB: The captain.
WT: He had to shut it down. It was -
BB: Yeah.
WT: So I said, ‘And you’ve got the seven of us are here are ready to go again.’ I said, ‘We didn’t go over and get a VC and lose your aircraft for you.’ Cause that -
BB: What did he say to that?
WT: So he said, ‘Well forget it.’ I said, ‘just as well [stress] sir.’
BB: Station commander?
WT: Hmmn?
BB: Was that the station commander?
WT: Yeah. No. It was the er -
BB: Squadron commander?
WT: No. It was the station commander. He happened to be there, yes.
BB: Yeah. Station master as they used to call them.
WT: They usually had four rings.
BB: Yeah. Group captain. Yes.
WT: There was the AOC there. He was there. He was great ‘cause I was friendly with his WAAF lady.
BB: Yeah.
WT: I used we used very friendly just chatted and all that and had a drink and I was saying good night to her outside his house one night and suddenly he tapped me on the shoulder, he was coming in. He said, ‘Don’t keep her up all night because she’s got to get me breakfast in the morning.’ He said, ‘This isn’t a -
BB: Yeah, but they knew what was going on.
WT: He knew.
BB: They loved their aircrew. Yeah.
WT: He was happy.
BB: Now -
WT: I’ve done a whole lot screed on me.
BB: I’ll look at that later.
WT: Yeah that’s what I wanted to -
BB: One other thing I wanted to mention to you because -
WT: Yeah.
BB: Bomber Command had a high instance of venereal disease. VD.
WT: Yeah.
BB: And it was, it was a big a big issue because crews were getting sick and having to go to Halton and all these other hospitals and Harris had a view of it that, ‘cause the chief medical officer in Bomber Command went to see him about it, right. Went to see Harris
WT: Ahum.
BB: To, you know, tell him, you know, it’s got to stop and he said, ‘If my old lags want to have a bit of fun let them have it because they could be dead tomorrow. Now get out of my office.’ He said something like that. But I mean did you, were you aware of any of that?
WT: No. No.
BB: Were there any kind of big posters?
WT: No it was -
BB: Or lectures?
WT: No. It was a good squadron as far as that was concerned. No. We had good fun. We had this -
BB: Yeah
WT: We did a lot of that.
BB: Right. But less of the other.
WT: As far as I’m concerned.
BB: Apparently it was a big problem in Bomber Command but probably in certain areas.
WT: We, we were lucky. I was lucky. I think we had a good squadron there.
BB: Yeah.
WT: They really were. I didn’t know all of them or anything.
BB: No. No, of course.
WT: I didn’t get to know them.
BB: No. No. No. You didn’t.
WT: No.
BB: And I suppose there was the usual horror story in the morning when you went in for breakfast and there were blank chairs. Guys didn’t come back.
WT: Yeah but then I mean people weren’t in because I was lucky I was in the mess lower ground floor. All I had to do was come out of my room turn left and right and there was the dining room.
BB: Right.
WT: So I was dead lucky. Well the bar well there was no bar because it was a peacetime mess.
BB: Sure.
WT: I mean we had to go down a little alleyway.
BB: Sure.
WT: And get served in the trap hatch as we called it.
BB: Right.
WT: The [corps?] was very good.
BB: Now inter relationships within the crew between commissioned and non-commissioned crew members? Any, now you flew as a crew and that was it but of course when you landed you went to your separate messes.
WT: Yes well the, Bruce and I were in -
BB: The other mess, officer’s mess.
WT: The other -
BB: Sergeant’s mess.
WT: Five were together in a house.
BB: In a house ok they were billeted in a house.
WT: One of the wartime houses they were in.
BB: Ok. Ok. Right. I’ve heard a lot of stories where they couldn’t mix formally on base so they went to the local pub and the crew got out all together.
WT: Well you couldn’t do it on base.
BB: No. I know.
WT: You couldn’t be walking -
BB: No. I know.
WT: Around chatting.
BB: No but I meant there was the officer’s mess and the sergeants mess.
WT: They couldn’t mix them up. No.
BB: So they went off base to do it. At least that’s what my uncle did.
WT: The only time we, the only time we mixed was the pre-ops meal.
Interview: Yeah.
WT: And usually that was the sergeant’s mess because it was bigger because of their numbers so we could join them there for the meal.
BB: That’s right.
WT: ‘We had our pre-op meal there altogether.
BB: Because you were one of the privileged guys in the Lancasters. PNB pilot/navigator/bombardier. They were the three main crew PNB and they were recruited -
WT: Ahum.
BB: You know as slightly more rigorously selected and recruited more rigorously than let’s say the gunners because you had the, had to have the education to do those jobs.
WT: Oh you did. Yes.
BB: And you had to have the right characteristics.
WT: Yeah.
BB: So -
WT: I had my London General School Certificate.
BB: Well that’s right. That’s right um well that was, that was good. Let’s see, course you came, I mean I’m not, the time you got into the squadron -
WT: Yeah.
BB: It was late ‘43 or early ’44?
WT: Do you know my memory.
BB: Yeah.
WT: It’s the age.
BB: It’s ok.
WT: Alright. My first op was on the 15th of October ‘44.
BB: ’44. So the war was, the war was still there. And -
WT: Oh yes.
BB: Still brutal.
WT: Oh yes.
BB: Bombers were still being lost.
WT: Yes.
BB: Right up to the last day.
WT: Yeah. Yeah.
BB: But was there any feeling of it can’t be long now or did you think it was just going to go on and on until it stopped. I mean did you have any sense that we were winning?
WT: No.
BB: And doing all that stuff?
WT: We were, as I said.
BB: D-day had finished of course.
WT: No, no, yeah it didn’t. D day, D-day, D-day was over, yes.
BB: Yes.
WT: When I was at OTU.
BB: Yeah but there was still, you know -
WT: Yes.
BB: Still the fighting.
WT: Oh yes well we were the old line.
BB: Still bombing.
WT: The line went further -
BB: Yes.
WT: And further back.
BB: Yes, that’s right.
WT: But there was still a line.
BB: Oh a lot of day -
WT: There was.
BB: Yeah. And did you go on any daylights? Because there were a lot of daylight raids coming in
WT: We did, we did the odd daylights. We did one, two, three. About three. No four. I think there were four -
BB: Four daylights and at that stage of the war was the Luftwaffe still effective or were they -.
WT: Hang on. The last one we did was in April.
BB: April.
WT: ‘45.
BB: Ok.
WT: That was at Nordhausen. Wherever that was.
BB: Nordhausen ok but the um but the Luftwaffe by that stage was essentially gone. I mean no fuel, and losses had been high.
WT: They were up in the air.
BB: Yeah.
WT: And I spotted and -
BB: Did you ever see any of the new jets? ME262 or -
WT: I was going to say because I spotted some one night when we were out and we couldn’t understand. We thought they were rockets and they seemed to be going straight up and this happened a couple of times. It was more over Holland.
BB: Oh the V2s coming off.
WT: No. It was, it was the -
BB: Oh the exhaust from the -
WT: New jets.
BB: The new jets. Oh ok.
WT: The new jets no the V2s had finished by that time.
BB: You didn’t, you didn’t
WT: But we, I reported it but didn’t know anything.
BB: Yeah.
WT: I just said I didn’t know what they were.
BB: Yeah ok.
WT: So that was up to them. I, I didn’t know what they were.
BB: No.
WT: Until after the war. I found out.
BB: Yes. Yes and the German night fighters were still around, prowling around um did you, did you at that time they had Junkers 88s and Messerschmitt’s 110s with the Schräge Musik. Upward firing guns.
WT: Yeah. That was yeah.
BB: When they started to appear crews would just see this massive explosion in the sky and -
WT: Ahum.
BB: Thought they’d been hit by flak. They hadn’t, they hadn’t realised that they were getting under the -
WT: No.
BB: The belly and er it took a long time for Bomber Command to actually tell the crews -
WT: Yeah.
BB: About it.
WT: We knew about it.
BB: You knew about it but it, it was a very effective night fighter technique and -
WT: We only, we used to see searchlights in the sky.
BB: Yes.
WT: And there was the old master one.
BB: Yes.
WT: The red one.
BB: Yes and that was the radar and if that locked on to you the radar guided one -
WT: That was radar but one of them was coming towards us and I was screaming to Bruce and he said give me an idea of timing and I said, ‘Now,’ and what we did then we went straight through it.
BB: Yeah.
WT: As quick we could and he went like this and he disappeared.
BB: Yeah.
WT: So in other words he’d he’ll find somebody else.
Instructor: Yeah he’d find somebody else and ‘cause once you’d been combed that was it.
WT: We did it twice.
BB: More or less. Did it twice.
WT: That happened twice.
BB: Yeah.
WT: Ahum.
BB: That was it to get out.
WT: We didn’t get fired at.
BB: Well it happened to my uncle once and he actually put the aircraft straight down the path of the searchlight as best he could.
WT: The front gunner.
BB: With the front gunner blazing like mad.
WT: I would that’s right.
BB: And quick get out of the way and that ‘cause they changed that but it was -
WT: No. But we were, we were lucky.
BB: The [line was still] well ok with the advance of the allies but the German night fighter force went on quite effectively until more or less the end were constrained by fuel at the end and losses.
WT: It was.
BB: And losses of course. But what would between the flak and the night fighters and collisions and all that sort of thing what would you say was the main, the main fear? Night fighters?
WT: I don’t think we had fear.
BB: No.
WT: I’m sorry if -
BB: You put it away.
WT: It sounds big headed but -
BB: No, no, no.
WT: I don’t. I don’t think.
BB: No. I’m not I’m not. Yeah.
WT: We knew we had a job to do. If we didn’t do it -
BB: Ok. I’ll put it -
WT: We were in trouble.
BB: I’ll put it I’ll put it another way.
WT: Yeah. Go on.
BB: When you had the intelligence briefing.
WT: Yeah.
BB: At the brief.
WT: Yeah.
BB: Obviously they briefed you on night fighter tactics
WT: Yeah
Instructor: And where the flak concentrations -
WT: Yeah.
BB: Were and your route was planned.
WT: Yeah.
BB: To avoid these things and you had Window ah Window.
WT: Window.
BB: Were you dropping Window at that stage as a regular thing?
WT: All the way. All the way we could.
BB: And you had Boozer giving you the electronic aid that latched on to the night fighter radar.
WT: I didn’t do anything about that.
BB: Ok. That must have been with the wireless op.
WT: Wireless op had that.
BB: Yeah.
WT: Because he had, he had a little book.
BB: Yeah. That’s right because the Germans countered that by finding the frequency and all the -
WT: That’s right.
Instructor: And all the rest of it.
WT: That’s right.
BB: Everything like that. It went back and forth I think on the -
WT: Yeah he had that on his table.
BB: Yes. Ok. Rebecca and Boozer and all this stuff.
WT: Yeah we had [?]
BB: Yeah but window was quite effective, yeah.
WT: We did that religiously.
BB: Yes.
WT: I was glad to get rid of it mind.
BB: Yes.
WT: Get in the blooming way.
BB: Now the, my uncle’s wireless operator, he was the warmest guy on the Lanc. Everybody else was cold but he was the warmest behind his little curtain.
WT: Yeah.
BB: Um so he was either too hot or too cold but usually hot.
WT: I was happy.
BB: You were alright in your -
WT: I was alright.
BB: Your place.
WT: Where I was.
Instructor: Could you, you were usually you were at the front of course.
WT: Yeah.
BB: Yeah and I mean for take-off you weren’t there you were probably back -
WT: For take-off we had an arrangement. When we were on OTU -
BB: Yeah.
WT: They trained the, what do you call it, to take off with Bruce?
BB: Yeah.
WT: What’s the, God -
BB: Flight engineer.
WT: Flight engineer. Sorry, I’ve got amnesia.
BB: It’s alright.
WT: No the flight engineer he trained, he was trained to take off and land so -
BB: Yes. That’s right.
WT: Fine. Instead of me being down in the nose which was a bad place to be -
BB: Yeah, Yeah.
WT: I’d be sitting on the engineer’s seat and there were two red wheels and those were the fuel.
BB: Yeah.
WT: And they said to me if I ever saw a red light come up.
BB: Scream.
WT: Do that.
BB: Turn it off.
WT: No turn them both off.
Instructor: Yeah.
WT: And that’s what I did until he poked me in the back and he said, ‘I’ve finished Bob, now’ and I’d say, ‘Cheers.’ and I’d go back to my office. We did that. I came up to landing the same way.
BB: Right. Now again I’m sorry to go back again to my uncle’s crew because it’s, it’s not him we’re talking about but they were representative. His bomb aimer, every time they were approaching the target, the whole crew would get on you know well the captain would say, ‘Try and make it one run this time will you?’ ‘Cause you know, ‘Sorry I’ve got to go around again boss. You know it was like it was never did so it was -
WT: Never did one more round. We went in every time.
BB: Excellent. Excellent.
WT: ‘cause I think it was a question of where you were.
BB: Yes, I understand. In the bomber stream. Yes.
WT: You know, in the stream. But I never had to once.
BB: Because you know the Germans were great at having dummy markers and flares.
WT: Sure.
BB: And changing the, trying to get a feel for the aiming point and, you know.
WT: And the whole thing when you worked it out the whole cross wind.
BB: Yes. Yes.
WT: You could pick it up
Instructor: Yes,
WT: Ages before you
BB: Right.
WT: And I’d get Bruce to change so that we had a good direction.
BB: Right. Ok.
WT: And he was very good ‘cause he just used the pedals to to do
BB: [the rudder bar] yes that’s right to correct the [yaw] My uncle’s bomb aimer only went around I think twice on one target but it was, it was, it was an important one. Um ‘cause my uncle went to Peenemunde. He did the Peenemunde raid. Well he was lucky. He was in the first wave. The diversion raids had, there were no night fighters because -
WT: No.
BB: They had, they weren’t there.
WT: They were somewhere else.
BB: They were somewhere else.
WT: Yeah.
BB: But the guys in the third wave-
WT: They copped it didn’t they?
BB: They copped it. Yeah. But of course they weren’t told what it was for.
WT: We were very, very lucky. I really think we were.
BB: I think luck had a big part to play whether you survived your tour or not
WT: I think so.
BB: And that yes as well
WT: Yes.
BB: That and a great crew and a competent crew.
WT: Well our navigator was red hot.
BB: Yeah.
WT: ‘cause one day Bruce said to him, ‘Jack, why don’t you let Bill take over?’ And before I could say anything he said, Bill you don’t mind or Bobs they used to call me. ‘Bobs you don’t mind but I’d rather be responsible myself for what’s happening.’ I said, ‘I’d rather you did.’ And he did. And he didn’t want me to help with the Gee. He did it all himself.
BB: No. Yeah. Yeah.
WT: He wanted to do it all himself. No, he did it all himself.
BB: Yeah. My uncle’s navigator too. He had all these aids.
WT: Yeah.
BB: But he liked to do it himself and used Gee as a backup you know and -
WT: You know Jack was a good navigator.
Instructor: Yeah.
WT: In fact I contacted him after the war. He was over in er, on the east, west coast somewhere and I had a couple of words with him, He got taken ill and died just like that within nine months of my knowing him.
BB: Oh dear.
WT: There’s one of our crew left still here. Harry the rear gunner. He’s down in Yorkshire.
BB: Oh right I must get his -
WT: He’s not a hundred percent.
BB: No.
WT: At the moment.
BB: No.
WT: And we have a reunion of 153 but it’s got that about there’s only about two members.
BB: No.
WT: That go. It’s all the associate members.
BB: I know.
WT: But they meet every year down in err oh down the road -
BB: Scampton oh in Yorkshire. No in -
WT: Lincoln.
BB: Lincoln. Scampton, Waddington.
WT: No. In Lincoln itself.
BB: Oh Lincoln. Ok
WT: In a pub, in a, in a hotel
BB: Yes.
WT: And go to BBMF.
BB: Yes.
WT: And BBMF -
BB: Yes
WT: Bring them in.
BB: Yeah it’s great. I’ve been there.
WT: They are very much with us.
BB: I had the very great privilege of flying in the BBMF Lancaster.
WT: Did you?
BB: Yeah I was on duty as a reservist and briefing and debriefing crews. Modern crews.
WT: Yeah.
BB: And they said do you want, do you want a flight? And I said yeah. They said, ‘There’s Jacko Jackson over there.’
WT: Ah.
BB: ‘He’s the captain.’ He said, ‘Go and see Jacko.’
WT: Yeah.
BB: And he’ll fix you up and I went across and I said, I was a flying officer at the time and I said, ‘Good morning sir.’ And he said, ‘Yeah. I know about you. You’re coming with me on a one hour flip around in the Lanc.’ We were doing a test, air test of something so
WT: Ahum.
BB: It was wonderful and I told him about my uncle and all that and I went to every position except the rear gunner position.
WT: Yeah.
BB: They wouldn’t let you in there but I went mid upper gunner, I went down the bomb aimer and it was the bomb aimer’s place. It was, it was great but you get a sense of how that main spar going across could be a real hindrance if you had to get out.
WT: I’ve got some photographs I don’t know where they are now of our people in that one going over the main spar.
BB: With all the kit on?
WT: No. Well we didn’t have that. We used to throw that down over the top but there’s one of the ladies, she took over as the squadron scribe, association scribe and I still keep in touch with her and there’s one of her looking over the top and all I could see was her backside so it appeared on the thing
Instructor: Yeah.
WT: Guess who?
BB: Guess who. Because you either went out the main door at the back.
WT: Yeah.
BB: Or you went out the bomb aimers hatch at the top.
WT: Hatch.
BB: Yeah and when that, if that’s in a spin or you know it was difficult but it was difficult getting out of the Lancaster but it was quite difficult when those things -
WT: Sure.
BB: When they caught you.
WT: I say, you know, we were so lucky.
BB: Yeah.
WT: So lucky.
BB: Yeah. So did all your crew that you trained with and flew with survive the war?
WT: Yes we all survived.
BB: All survived.
WT: Together yes we all survived together and after that we were dispersed to various place
BB: Of course. Yes.
WT: I went one way, somebody went, Harry funnily enough he was a sergeant he was sent to India and he was in the post office out there somewhere and they dropped him to corporal.
BB: Yeah. That happened a lot.
WT: Terrible that was. I couldn’t understand that.
BB: Wartime temporary. Now you’re a corporal. Yes.
WT: Yeah.
Instructor: That’s right. Yeah. And err in your own case when the war finished when did you actually leave the air force? Was it ‘46 sometime or -
WT: Yeah. I think, ohI can’t remember offhand.
BB: Well just vaguely?
WT: It’s in my in -
BB: Logbook?
WT: No. It’s in my script somewhere.
BB: Oh ok. Well anyway it was most. Most were let loose by 1947.
WT: Yeah.
BB: Yeah. Most.
WT: Where did I put my scribe script?
BB: Oh don’t worry about it but where
WT: Oh, here it is in my hand.
BB: What did they have you do in that time?
WT: Oh.
BB: Were you supernumerary somewhere or were you -
WT: No they wanted, wanted us to train as something and I trained as an equipment officer.
BB: Right ok so the whole surplus aircrew thing.
WT: Yes.
BB: Because of the war
WT: Yeah.
Instructor: They said you can go home, you’re a good bloke, you’re commissioned we need you blah blah blah but you got to remuster as something else.
WT: Yeah.
BB: And, and -
WT: And I was told that’s what I was going to be. I did a course for six weeks on equipment. Got sent to RAF Strubby.
BB: Oh I know where -
WT: Which had been -
BB: Strubby is in Lincolnshire.
WT: Coldest place on earth. Was shut down and it was ready to be everything taken out.
BB: Right.
WT: And I had a few bods there to do that and we had trucks coming out
BB: Taking -
WT: Getting rid of stuff and so on.
BB: That’s right
WT: And I had another guy ‘cause I was attached to some maintenance unit over on the coast and they sent a guy to help me Frank Wilkes bless him a brummy and we worked together and we both got our going off together so we, we, we went off down to London to get our -
BB: Right got your demob suit and out you went.
WT: I didn’t want a hat so he put his, he put my hat that I would have on. I took it outside and I gave it to - [laughs]
BB: So, ok. So you were demobbed.
WT: Yeah.
BB: After all of that. Having gone through that having gone through all that with Bomber Command being demobbed, done your trips with all the trials and tribulations and terror of what could have happened. What did you do then?
WT: I went back to my job.
BB: You went back to your job.
WT: It was reserved. I joined the health department of the Cornwall County Council in September ‘39, no August ’39.
BB: Yeah.
WT: So I was there then until I joined up but my job was held for me, my, while I was only on my two bob or whatever it was a week my pay was made up.
BB: Right.
WT: But as soon as I got more that stopped and I had to go in and pay the, pay the difference
BB: And obviously you rebuilt your life.
WT: Yeah.
BB: After that and here we are and well done.
WT: My wife, my wife was -
BB: I was going to ask about that.
WT: She was -
BB: Did you meet her in the RAF?
WT: No I met her in, at work.
BB: At work.
WT: I remember it was -
BB: Post war work.
WT: Yeah. The uniform did it.
BB: Ah the uniform did it.
WT: So what I would -
BB: It still had the pull of the air crew.
WT: Well I always went up in my full uniform.
BB: Of course you did.
WT: And it was funny when we had that grand loop.
BB: Yeah.
WT: I went home on leave. I went up to see somebody and I went in see the boss ‘cause I was his favourite. He was the first boy post boy he’d ever appointed ‘cause he was new.
BB: Ah.
WT: Dr Curnow and
BB: Curnow?
WT: Curnow same as Cornwall
BB: Yeah.
WT: Curnow.
BB: Yeah.
WT: C u r n o w.
BB: Yes I had, one of my medical officers was from Cornwall. His name was Curnow.
WT: Yeah. He, he stayed there all the time. For a long, long time and he said to me, when I’d finished I went back, and there was a brr brr and his secretary said that, ‘Yes he is.’ She said, ‘He says go in.’ He said, ‘Sit down. Have you finished?’ I said, ‘Yes.’ He said, ‘Hold your hands out.’ He said, ‘You couldn’t do that last time you were here,’ he said, ‘You had the twitch.‘
BB: I was going to come to that
WT: [?] yeah
BB: This chap Musgrave I was telling you about. The guy that did the ninety three trips. He had a permanent twitch. It was sort of –
WT: Ahum.
BB: Like that.
WT: No. No.
BB: But he had a twitch and everybody knew you know he had been
WT: Yeah.
BB: Bomber command but he was very, not because he was boasting about it they just knew that he got out. He finished the war with DFC, DFM and God knows else what but he’d been a pre-war guy but he had a twitch and I asked him once where he got it. How it started. And he said he’d had a crash and er he survived. One or two guys didn’t and that affected him.
WT: That was, that was from when it started because he had said he hadn’t noticed it before.
BB: Yeah.
WT: He was a good chief was Doc Curnow.
BB: So
WT: I was his boy.
BB: Yeah. So these things did have a knock on, knock on affect.
WT: Sure.
BB: Now, the, and then you had all that post war thing you know getting a job, getting married, a family and all of that. Most of the Bomber Command people that I have met and indeed other wartime aircrew not just Bomber Command they never, ever talked about it for years and years. Never.
WT: I agree.
BB: And some of them really still are reticent to talk um either it’s too painful for them one way or another.
WT: I don’t know.
BB: Or it’s just that was that was a bit of my life I’ve now put it in a cupboard.
WT: That was me.
BB: And get on with life.
WT: For a long, long time.
BB: Yeah.
WT: Until eventually I joined you know the Aircrew Association and so on
BB: Yes. That’s right.
WT: Especially when I came up here.
BB: Well I mean you guys were young and you’d gone through such a lot.
WT: Ahum.
BB: And it was very hectic and life was for today.
WT: Yes.
BB: Tomorrow you didn’t know if it was going to happen.
WT: I was, I was getting, I was married.
BB: Yeah. You had responsibilities.
WT: And we had our -
BB: And other things took priority over all of that.
WT: Yes, there were.
BB: And then of course there was this post war denial about Bomber Command.
WT: Yeah.
BB: And what they did and all the rest of it. How did that make you feel? Did it make you feel angry? Did it make you feel what the hell did we do it all for?
WT: I could have killed Churchill. Easily. You know, without any argument.
BB: Because of what he did.
WT: Because of Bomber Harris.
BB: I mean they called him Butch.
WT: Yeah.
BB: Because you know but he he loved his crews and -
WT: He was, he came to Scampton once and he was great.
BB: And they loved him
WT: Yeah.
BB: Despite you know sending them off every night knowing that x number of Lancaster’s wouldn’t come back or Halifaxes or whatever. But that’s how he got his name Butch, Butcher.
WT: Yes.
BB: Butcher Harris but they seemed to get on with him.
WT: Yeah.
BB: They seemed to like, you know, his manner.
WT: Yeah.
BB: And his we’re going to do this, we’re going to do that.
WT: The one person on the squadron the squadron we didn’t like was the four ringer.
BB: The group captain.
WT: The group. He was not a nice fellow at all. We didn’t like him a bit and he used to come in to get his fags so we’d push him to the top of the queue so he could get the hell out.
BB: Did he ever fly? Did he ever go off?
WT: Yes he did a few.
BB: Yeah.
WT: He did one or two.
BB: Yeah.
WT: And he was, fortunately not with us but the AOC was there. He was -
BB: Was that Cochrane? Or Saunby?
WT: I don’t know what he was called.
BB: Yeah.
WT: He was a lovely fellow.
BB: Yeah.
WT: He had his own little [?]
BB: Yeah.
WT: In fact his WAAF
BB: Driver.
WT: No.
BB: His PA.
WT: No. Looked after him.
BB: Oh right.
WT: Looked after him. I got courting with her a bit.
BB: Ahh.
WT: Nothing like, nothing
BB: Nothing like going for the top.
WT: Untoward and one night we were saying goodnight and suddenly there was this tap on my shoulder, ‘Hurry up, don’t keep her up all night. She’s got to get my breakfast in the morning.’
BB: The morning. You said, ‘Yes sir.’
WT: Now who would have said that?
BB: They knew and, they knew and they let the guys get on with it.
WT: I saw her afterwards.
BB: In that respect.
WT: And she said that he laughed his head off.
BB: Oh that’s great. That’s great.
WT: They were a good lot.
BB: And now you’ve got your grandchildren, great grandchildren.
WT: Great grandchildren.
BB: And you’re going to be giving them your logbook and one thing and another.
WT: Paul my grandson. I’ve got a grandson and a granddaughter. Paul is supposed to inherit all my stuff.
BB: Yes.
WT: Which he will do.
BB: Yes. Good.
WT: But in the meantime.
BB: I hope you’ve written that down in a will or something?
WT: I don’t. My son knows.
BB: Ok.
WT: He knows. He’s as good as gold but Paul sorry my oldest grandson, great grandson Jack is very keen on Lancasters ‘cause they live in Lancaster.
BB: Yes of course.
WT: And he knows all about that so Jack has got lots of stuff to do with Lancasters and I said I’ve got all these books I don’t know whether I ought to be getting rid of them sometime. Pete said to me, that’s my son, the other day, ‘Dad don’t do anything until August. Jack’s coming up. He’s mad on the Lancaster’s and things, he’s got stuff all over the place so, in his room.’ so there’s four Lancaster – one, two, three, four, five books.
BB: Yeah.
WT: But you know
BB: Garbett and Goulding books.
WT: Yeah I met him and one other there and he’ll have those whatever happens. What, what about the others in the bottom lot I don’t know ‘cause the top one is all Cornwall but they’re spoken for one way or another.
BB: I have four hundred such books and I do a lot of research and I write occasionally in Flypast and other magazines um and they’re just for my own research. I mean, for example you said you were 153 I went to the books oh yes but now coming back to the controversial issue of medals.
WT: Sorry.
BB: Did you have to apply for your medals or did they come through the post eventually to you?
WT: I had to apply for them.
BB: You had to apply for them. And when did you apply for them
WT: Lord knows. I can’t remember.
BB: Yeah because they ok they had a lot to get through.
WT: No. That’s not true. I, I when I was an equipment officer before while I was still under training a bit with another thing.
BB: Yeah.
WT: I was asked to go up the headquarters somewhere and I took the logbook with me and I went through about my medals then and then I said, ‘Yes but I want the Air Crew Europe.’ ‘Well you can’t have it.’ ‘Well I said I don’t want any more.’ I went to go out and they pushed me back in again and they insisted that I had to have these four.
BB: Right, so now the, I had a very, my father knew another very nice man and his name was Slim Summerville. He had been a pre-war regular but he was a wireless operator I gather on Whitleys the one’s that flew like that -
WT: Ahum.
BB: And he hated them. But then he was shot down in November 1940 in France he made a crash landing. All the crew got out, sorry Holland, all the crew got out still fly, they flew in their number ones. Odd. But anyway they were all sitting around, standing around this aircraft trying to get it to burn and they couldn’t burn it. The Germans came. November ‘40 Battle of Britain had just finished. There they were. This Luftwaffe feldwebel came to them and said, ‘look we’ve got nowhere to put you but this Dutch, this Dutch farmer will look after you, we’ll put one of our guards there promise you won’t try and escape.’ ‘We can’t do that,’ they said but, ‘Never mind you go there.’ A month they were in this farmhouse having a life, they thought this is alright. This is ok. And then things got, they were then they were sent back in to Germany and they were sent towards the east. They were part of the great march but and he finished the war all the rest of it. When he was ill he came, I went to see him and he said, ‘Look,’ he said, ‘Bruce I never claimed my medals because I didn’t think I’d have very many being a POW but I’d like to pass them on to my grandchild.’ So I said, ‘Well ok.’ He said, ‘I can’t give you my logbook because it was when I was taken prisoner it was all lost and whatever.’ So I had to go to the National Archive in Kew and reconstruct his logbook and I took all this stuff and I said right your entitled to the Aircrew Europe, you’ve done, you’ve done all these missions between the qualifying dates of the -
WT: Yes sure.
BB: Award. Why, they said he wasn’t entitled to it. That he was only going to get the ‘39 to ‘45 star, the defence medal and a war medal. That’s all he was going to get.
WT: Oooh there’s one -
BB: Because he was -
WT: There’s one missing there really.
BB: So -
WT: France and Germany.
BB: Yeah but he was a POW. He wasn’t there.
WT: But did he -
BB: So -
WT: But he’d been doing work.
BB: Yeah but he was captured in 1940. So anyway so I went back and I said no you did x number of missions on the Whitleys you’re entitled to the Air Crew Europe so he said, ‘Well you write. I’ll give you permission and you write.’ So I wrote back to them first to air historical branch then to RAF records and they sent, they said, ‘Yes you’re right.’ So they reissued it. But with, but with the Air Crew Europe and I had them mounted for him and I took them to the hospital to see him in hospital and I pinned them to his pillow and he died three hours later. But he was so happy -
WT: Lovely.
BB: To have got them.
WT: Of course he was.
BB: Yeah. And he said -
WT: I’ve got mine here somewhere.
BB: All the rest was rubbish but Air Crew Europe’s the one so I am going to take your fight up.
WT: No.
BB: If I can do it for him, I can do it for you.
WT: Oh, there’s no point.
BB: Yes there is.
WT: I shouldn’t bother.
BB: Your grandchildren need it. I understand how you feel but if you’re entitled to it why don’t you take it?
WT: I’ve got them somewhere. I thought I had them there.
BB: Let’s have a look. Oh there they are. Right.
WT: They’re a replacement ‘cause I lost mine.
BB: Did you?
WT: And I lost the -
BB: What happened?
WT: Hmmn?
BB: What happened?
WT: I don’t know it was -
BB: They were all issued unnamed.
WT: It was in a move.
BB: They were all issued unnamed.
WT: Yeah.
BB: Now you see if I get you the Air Crew Europe. Right. Just say, let’s just say no this annoys me with the the whole medal thing you did all of that. Now I know you’re very proud and, and, and you don’t particularly want it but you earned it and this parsimonious government took their bloody time in giving you the Bomber Command clasp which I, did you ever claim it?
WT: No.
BB: Right.
WT: Yes I got that.
BB: Right.
WT: Yes.
BB: You need to sew that on.
WT: Yeah.
BB: Now, if I get you the Air Crew Europe if by chance we’re successful they’ll probably give you the Air Crew Europe with the France and Germany clasp.
WT: Ahum.
BB: ‘cause you couldn’t have both.
WT: Ahum.
BB: So you have to give that one back.
WT: I think the other one’s still there ‘cause I always said I can’t sew so
BB: So what I’m saying is they’ll probably take that one probably ask you to return that one.
WT: I’m not fussed about it you know.
BB: I’m just going through the procedure.
WT: I know.
BB: And um they that’s what they would do. Um but it is such a prestigious, it was only it was the only thing of the stars that I’ve talked to with the guys before that meant anything was the Air Crew, Air Crew Europe whether your coastal, bomber or whatever -
WT: Yes. Exactly.
BB: It was. Because they didn’t get a medal. That was only medal they actually got that was you know air force.
WT: I got mine. Those are replacements.
BB: Yes.
WT: Because -
BB: Exactly I’ll take a photo of those later.
WT: In transferring -
BB: Well -
WT: Something got lost and we never found them. I didn’t, I didn’t -
BB: Let me put it this way let me see what I can do and if I can do it you’ll take it. Right? You’ll take it if I can get it for you.
WT: Alright.
BB: Fine. Good.
WT: You’ve won.
BB: I feel very strongly about that ’cause you know medals are very emotive things even today.
WT: I won’t argue with you.
BB: No. Good. Ok well I’m going to stop the interview now. I think we’ve covered all the ground. Is there anything else you’d like to say that I may have forgotten?
WT: No.
BB: To ask?
WT: [If you]
BB: Are these your target pictures?
WT: Target pictures.
BB: Yeah.
WT: We were allowed to have those as the crew, the crew -
BB: Now -
WT: Took some as well.
BB: The other thing that used to get people a bit jumpy, ‘Have you got the flash skip? I’ve got to go around again.’ And, ‘Oh go on then.’
WT: No.
BB: Because a lot of crews were really ‘cause that was flying straight and level for a bit of a time to get that flash picture and if you missed it the first time you had to go back and at debriefing as you know once they processed the film -
WT: [?] that’s right.
BB: You were kind of ticked in the box that it was ok.
WT: The problem was the bottom of those it was -
BB: Yeah.
WT: A job to read
BB: Yeah.
WT: Very difficult to read
BB: It is.
WT: All the stuff.
BB: It is but -
WT: But the one there the first one Fort [Frederick Heindricks].
BB: Yeah.
WT: That was an aiming point.
BB: Yeah.
WT: So I was told.
BB: Right.
WT: You could see the smoke coming away.
BB: How, we hear a lot about the pathfinders and the marking and all these different marking techniques. Were they, were they good? I mean were they -
WT: They were good as far as we were concerned. We would come up and every now and again they would say please you know bomb on so and so -
BB: Yeah they had the master bomber saying forget that that’s a spoof yeah go to -
WT: That’s right.
BB: Bomb on the greens.
WT: Yeah.
BB: Bomb on the greens. That kind of thing.
WT: Yeah. We had that.
BB: Yeah and because so -
WT: And that, that’s they’re all the same
BB: Oh ground zero.
WT: That’s, no that that’s Dresden.
BB: That’s what I’m saying ground zero at Dresden
WT: I wouldn’t know. With, you can see the modern building.
BB: Yeah.
WT: And the one that’s been destroyed.
BB: Yes.
WT: A friend of mine he lives here in Morpeth and they went over to Dresden and he came back he said, ‘Bill I thought I’d take a photograph. This is what you did you B.’
BB: Well yeah tough it was a legitimate target.
WT: Oh yeah as far as I was concerned it was.
BB: Thank you very much. They’re very interesting.
WT: Yes, I, those are, you know, to me, the crew had some you know.
BB: Yeah.
WT: So -
BB: My uncle had some and they used to put them in their logbook.
WT: Yeah.
BB: Because the pilot’s logbooks were different as you know.
WT: Yeah.
BB: They were slightly bigger.
WT: Yeah well they were. That’s why mine is a bit of a mess and just written on. You know, scrolled
BB: I’ll have a look at that later. So I’m going to stop the interview now. Are you happy with that?
WT: Yes you -
BB: Ok.
WT: I don’t know if you saw those. That’s my doings. That’s, that’s how I got to know you.
BB: That’s all the stuff.
WT: And that was the newsletter. Yes.
BB: Yeah.
WT: And that’s, yeah, that’s ok.
BB: And there’s your medals back.
WT: Oh there’s, ok.
BB: Give those back to you there.
Yeah oh don’t worry about that. Oh yes that’s the Bomber Command clasp in there.
BB: Oh yes well let’s have a look, you’ve got to sew that on haven’t you?
WT: Well yes I said my daughter and grand daughter.
BB: Well why don’t you. Is it still in it’s envelope? Let me just take a picture of that ‘cause that’s you. That’s-
WT: You can undo that clip better than I can.
BB: That’s very nice.
WT: That’s what it should be.
BB: About bloody time too.
WT: I think -
BB: I was -
WT: I, I hated the thing actually it should have been a blooming thing like the other people had.
BB: Yeah. I was I was privileged in being selected to be an usher at the Bomber Command memorial opening in London.
WT: Lovely.
BB: And I was in my squadron leader stuff and all my own medals on and it was great and I was given, I was given six, three Australian, three New Zealand, three Australian and three New Zealand air crew to look after. To host.
WT: [?]
BB: Yeah and they were all of your vintage, your age, you know, now.
WT: Yeah.
BB: And they’d come all the way from Australia and New Zealand for free business class with [doorbell] New Zealand sorry
WT: That could be your wife.
BB: Could be my wife.
WT: Oh she’ll be, open the door.
BB: Oh I can get that for you sorry.
WT: No that’s alright. It could be somebody else. Hello.
Other: Hello.
WT: I’ve got someone with me. We thought it was his wife.
Other: Oh a parcel for me.
WT: Oh yes darling.
Other: That’s why I came. That’s very kind of you, Bill.
WT: That’s alright.
Other: Thank you very much indeed.
WT: I’ll keep the sixpence you’ll, I’ll send you the bill.
Other: Sixpence and you’ll send me the bill.
WT: We do things for one another.
BB: Yeah of course you do.
WT: Only around the corner. She’s a dear.
BB: Well done for that.
WT: When I came home last time from hospital I weren’t all that brilliant and she was doing shopping, she was insisting on doing my laundry and all that and I said -
BB: So -
WT: So I took a parcel in for her today.
BB: Right so -
WT: Where’s that going in there wasn’t it
BB: It’s with your medals yeah. Yeah yeah. So I’m with these guys and we’re all sitting them all down and I was getting and it was a pretty hot day and one of the Australians said ‘cause my name’s Bruce you see.
WT: Yeah.
BB: ‘Here, Brucie go and get us a beer mate.’ So I went and got them the beer and they ate this up and, ‘Here, I’m pretty hungry mate. Got any sandwiches?’ And we were going away and they said, ‘Look mate it’s getting hot here when’s this thing going to you know finish?’ I said, ‘Well, you know, the royals are going to be there. The Queen’s going to open it and so on and Prince Charles and Camilla will come and see you.’ ‘Right. Right. Ok.’ So this went on and the RAF BBMF Lancaster flew down and dropped these poppies but it got it wrong got it, slightly, slightly off track and all the poppies ended up in Piccadilly all over the place and -
WT: That’s one of them,
BB: Yes. Yes I know. I recognised that,
WT: Yeah.
BB: And this Australian looked up and he said, ‘Oh Christ the navig, the navs all wrong you know’ and, you know, ‘I suppose you can’t get the people these days’ and all that sort of talk, you know. Anyway I sent one of my little one of my helpers, one of my guys in our squadron, a corporal. I said, ‘Go and pick up as many of those as you can get.’
WT: Sure.
BB: And he met a policemen, this guy, with his helmet -
WT: Yeah.
BB: Just doing this you see and the policeman kept some in his pocket and he gave the rest to this guy so he gave each one of these guys one of the poppies and that was great but this Australian who was really quite vocal, nice bloke but he had with him a group captain Royal Australian Air Force from the embassy must have been the air attaché standing maybe just about there and you’re the guy right and he said, ‘Brucie, look when the royals come down can I ask when I’m going to get my’ dot dot ‘medal because I’m getting old and I’m going to fall of my perch mate and I’d rather like it.’ And I said, ‘Well you could but I don’t think it would be, you know, polite.’ He said, ‘[Dot dot] polite mate I’ve been waiting a long time.’ And then the group captain came across and said, ‘Look I’ve told you about that. That’s my job. Leave that to me.’ You know. Blah. ‘Well you’d better hurry up mate.’ And that was the end of that conversation and of course you get your, get the clasp.
WT: Oh dear.
BB: But it all went it all went it all went very well and every time I’m in London and I’ll be there next week I always get one of those British Legion wooden little wooden crosses.
WT: Yes.
BB: With the poppy on.
WT: Yeah.
BB: And I take my uncle’s crew and -
WT: Put their names down
BB: Just the one name. So my uncle first, then the bomb aimer, then and I put them all down and I look at the little little book they’ve got there.
WT: Yeah
BB: And its people write things down.
WT: Yeah
BB: And there’s obviously flowers. There’s things that gets me is this little one flower and an old plastic see through bag or
WT: Yeah.
BB: Something. With, ‘To Uncle George’ killed blah blah blah blah and you think gosh, you know and it’s such a focus that place for everybody to come and do stuff.
WT: Standing there with tears streaming down my eyes that day
BB: Yeah. Yeah.
WT: I couldn’t even -
BB: And I said to the Ben Fund people
WT: I shouted once, ‘Excuse me I’ve got to go to the toilet. Don’t do anything.’ [laughs]
BB: And I said to the Ben Fund guys who run it you know I hope someone collects all this stuff and takes it away.
WT: Yeah.
BB: Because -
WT: Sure.
BB: You should do a book after five years or something with all the, ‘cause they leave copies of pictures.
WT: Sure.
BB: And crew pictures and -
WT: Yeah.
BB: You know, it’s a great archive there just on its own.
WT: Yeah.
BB: Yeah.
WT: One of their associate members who’s a bit of a B really but he rang up and said Bill I’ve got a poppy that came falling down. Did you want one? And he sent it up to me.
BB: Oh excellent.
WT: So that’s why I popped it on there.
BB: Yeah.
WT: And it keeps falling down but it fell behind one day so I put it there -
BB: I think -
WT: So it doesn’t go anywhere else.
BB: I think –
And by the way that -
BB: Yes.
WT: Is as good a representation of a lot of us coming off -
BB: Ops.
WT: Off ops yes.
BB: I’ll take a picture of that.
WT: The actual depth of that thing.
BB: Yeah. I’ll take a picture of that but -
WT: It’s terrific.
BB: I think I have at home a programme from that day. I’ll send it to you. From the Bomber memorial.
WT: I was here then.
BB: Yes I know but I’ve got -
WT: Yeah.
BB: You know I think I’ve got a number of spares. I will send it to you.
WT: But I would love to have been there.
BB: Well it was such a privilege.
WT: Two or three of our members were there.
BB: Yeah it was a privilege to be there and, and
WT: ‘cause we had a, I started a help doing it with Johnny [Johns?] on, who by the way has written a lovely book on our stuff. Did I have that out? No I didn’t
BB: That’s ok well I’ve got a feeling -
WT: That is
BB: Ok.
WT: That’s on.
BB: 153.
WT: That is done. Is on the internet somewhere or something.
BB: Is it?
Yeah.
BB: I’ll try and find it when I go back.
WT: Johnny’s done it. He’s got -
BB: When was that written? Let’s have a look
WT: Just inside is by the date its a few years ago. I don’t know if
BB: Oh here we are. April 1998.
WT: Yeah Johnny was one of the pilots that came just after when the war was more or less finished. He started just when we were just finishing the war but he became the chairman of our Association.
BB: Yes. How lovely.
WT: It’s a terrific book because it’s got -
BB: It’s a lovely book.
WT: You know you can see when everybody did everything.
BB: Yeah it was a lovely book. And it’s, it’s -
BB: It’s terrific.
BB: I have one similar for 9 squadron but not in so much detail.
WT: That, that has got every op was done and who was on it and everything else.
BB: Yes.
WT: And about all these tables.
BB: Has anybody got all these for the national -
WT: And the aircraft.
BB: We would have got these for the national archive.
WT: Oh no. No he -
BB: Logbooks.
WT: He was down there. He used to go down and, and -
BB: Yes at the archive.
WT: Yeah, he’d go down there.
BB: Oh I was down. It’s a great place to be it really is.
WT: He lived down in York way.
BB: Yeah.
WT: No he didn’t Salisbury sorry it was Salisbury ‘cause his daughter, one of his daughter is still there.
BB: Yes, That’s lovely.
WT: He used to come regularly to our dos.
BB: And you were on C flight yeah.
WT: Hmmn?
BB: C flight.
WT: No A.
BB: A flight. Ok.
WT: I was A flight. Yeah.
BB: A flight. Ok.
WT: Yeah there was -
BB: Sorry.
WT: You will see our crew there somewhere.
BB: Yes. I’m just looking for it here.
WT: Bruce Potter at the top.
BB: Potter’s crew eh.
WT: Did you not see it?
BB: Yeah hold on.
WT: He was on A flight.
BB: Potter.
WT: Almost where you had your thumb there.
BB: Potter.
WT: Is it over that side somewhere?
BB: Oh here he is. Potter. There we are.
WT: Yeah.
BB: I’ll take a note of that.
WT: His name was Bruce.
10859
BB: Well he’s got an Australian name mate.
WT: Certainly has, yes mate.
BB: Except mine’s more Scottish than Australian. In fact one of my objectives for this when I was down here my uncle who was the Australian he married my mother’s sister ‘cause I was born in Gainsborough which is Bomber Command Hemswell not too far from Hemswell.
WT: Yes, Hemswell. Yeah.
BB: And my brother was born in Newark and my, this Australian pilot was courting my mother’s sister while he was on ops but he wouldn’t marry her while he was on ops ‘cause he didn’t feel, he’d had so many young ladies coming to the mess after their husband’s had died and he wouldn’t do it. He said he would marry her when he’d finished ops but he was killed instructing and they were only married four months but my cousin was born you know shortly thereafter well you know nine months later basically and so he, he was born in the place where I was brought up by my grandmother at Coldstream in Berwickshire and the family claimed, the family claimed the body.
WT: Oh yeah.
BB: And he was brought up by train to Cornhill station and lay overnight in the family house and my grandfather had, was a commander of the local home guard having been an old soldier and he wanted to open the coffin ‘cause it lay in the front room with a flag on it and my mother was a nurse and my mother said I don’t think we should do that ‘cause he was burnt. She knew he had been burnt and so they didn’t do it. They said let’s just remember him.
WT: As we thought he was.
BB: As we was and when the guys came up from, from the RAF station he was at for the funeral his widow, my aunt, said I’d like his watch or his flying jacket please. Sorry all we’ve got is this this and which you’ll get from the committee of adjustment and they’ll send to you and all the rest but so when you go to this little Scottish cemetery you’ll see this Australian AF war grave.
WT: Right.
BB: That’s him.
WT: That’s him. Well I never.
BB: But he was only twenty one and the last time his mother saw him was when he was seventeen and a half to leave, leave Australia to come home come here.
WT: Yeah.
BB: You know.
WT: Yeah.
BB: It was just one of those awful things.
WT: What are you trying to do there?
BB: He had finished his, he had finished his, his ops and was screened and funny you know the crew all got together you know.
WT: Ah huh.
BB: And they said, ‘We’ll go on pathfinders. We’re safer on pathfinders than we are instructing.’ And that was the view and he said, ‘No, I can’t. I’ve got to, I want to get married and I’m not going to that.’ but if he had done that he probably would have been alright.
WT: Yeah.
BB: Yeah.
WT: Exactly.
BB: There we go. It wasn’t to be I suppose. These things are always -
WT: Yeah.
BB: Sad.
WT: Sent to, sent to try us.
BB: They are. Well Bill thanks very much.
WT: That’s alright my friend.
BB: And I’ll be back I’m sure if I’m down this way again. It’s so lovely to talk to you.
WT: Yeah.
BB: There’s all your bits.
WT: Yeah. You’ve got, you’ve got the medals.
BB: I’ve got that picture you leant me and I’ll send that back when I get home tonight and I’ve got -
WT: You didn’t, you didn’t take the medals.
BB: No. No.
WT: No.
BB: No you’ve got them. Better check I don’t want you to, there they are in the bag
WT: That’s alright, they’re in the bag.
BB: They are in your just check please just check. No, no, no I haven’t got them. There they are
WT: I don’t know why, yeah they’re there such as they are.
BB: Well we’ll try and change that.
WT: I’m never bothered about medals.
BB: No. Well a lot of people don’t but the gran
WT: I’m not a medal man.
BB: No. A lot of people weren’t but you know there’s things like grandchildren who, who -
WT: Well. Paul -
BB: You’ve got, you’ve got your grandchildren now.
WT: My grandson.
BB: Who you would obviously like.
WT: They’re down in Salisbury at the moment I’m hoping they’re going to move a bit nearer but he’s interested but his nephew bless him is he’s only seven and a half at the moment.
BB: Yeah.
WT: But there’s a photograph of him up there. Jack. He’s very, very keen on it. Very keen.
BB: Well so he should be. It’s a great honour that you’ve done this.
WT: There’s the office.
BB: There’s the office, that’s right.
WT: These were, these were taken from the just, what is she called the one over, Just Jane over there in, we used to go down there a lot to the Panton Brothers where they’ve got the aircraft that taxies around.
BB: Yeah. Ok what have I got to do here now?
WT: [yawn] excuse me. This is all to do with the Lincolnshire arrangement that going, the spire’s gone up hasn’t it?
BB: Not yet. No, no, no, not -
WT: Oh I thought they’d already lifted it because our lot were down on oh a month and a half ago to their, to the reunion and that was the day when it was going to be delivered. They moved, had to move away because time was going on they’d only just got down the road and they saw it going back up.
BB: Right.
WT: Just coming. So they couldn’t do anything about it.
BB: No.
WT: I thought they said they put it up that night. Erected it.
BB: What? The spire?
WT: Yeah.
BB: In Lincoln?
WT: Yeah.
BB: Well to tell you the truth it might have done but I haven’t heard of it yet but -
WT: Well I thought that’s what they it had happened. They brought that in and the lorries or whatever was carrying it were going to get it upright for them to to anchor it down or whatever. I don’t know. Because they are going to build a great big wall around it aren’t t they with the name of the people who died
BB: Yes
WT: Or were killed. So [they’ll have old Giffords?] down on that one bless him. My room-mate.
BB: Oh God. There’s more bumph here.
WT: Cost you more money now.
BB: Yeah. Yeah. Right so we’d better get on with the paperwork. Let me just have a look at it
WT: Oh I thought you’d done it.
BB: No I’ve just been reading it here so we’ll better get on with it. Won’t be a minute. I think I’ll just call my wife up I’m a bit worried about her. See where she is
WT: I was going to say from my bedroom you can probably see the car.
BB: So when’s your next medical people coming in. When, when do they come in, every day to see you?
WT: No. No. No Wednesday is the day when everything normally happens.
BB: Yeah.
WT: At the moment I’ve got ear trouble but I’m off for another week but on Wednesday they come in to change your leg bag and do all kinds of things so I have to watch it but I’m alright I’m off for the next week or two I’m not doing too badly.
BB: Hi Jeannie. It’s me. I’m finished with Bill. I wonder if you could come back to to look at this documentation. It might need a witness. I’m not sure. Ok I’ll call you later. Or you can give me a call now. Thanks bye.
WT: Oh you’ve left her a message have you?
BB: Yeah she’s -
WT: Oh.
BB: She’s probably walking the dog.
WT: Stay where you are I think I can see the car from here.
BB: Ok thanks.
From the bedroom.
[pause]
WT: No the trees are in the way. I said the tree is in the way.
BB: Oh its William [Headley] Thomas isn’t it?
WT: [Headley].
BB: Oh that’s worth, that’s worthy of a photograph.
WT: Oh I don’t know I was just going to show you that. They were taken more or less the same time. You see what she’s wearing?
BB: Yes.
WT: A new pair of wings.
BB: Oh that’s lovely. May I take a picture of that one?
WT: Oh, go on. You don’t want that man.
BB: Yes I do. You’re, now that, now that you’ve been interviewed my dear boy you are now part of the national archive.
WT: Don’t.
BB: You are going to be in the Bomber Command archive.
WT: Am I?
BB: Yeah, you are.
WT: I thought, I thought it was the Lincolnshire.
BB: Yeah but it’s going to the University of Lincoln.
WT: Yeah.
BB: Yeah.
WT: Yeah.
BB: But that’s why we’ve got to sign this other stuff.
WT: While you’re doing that it’s happened again this damned bag.
BB: Oh I’m sorry.
WT: No it’s alright ‘cause it just happens like that I have a big bag to put on the end of it at night thank God.
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 Bill Thomas
Description
An account of the resource
Bill had joined the Air Defence Cadet Corps and Air Training Corps. He volunteered as a pilot in the Royal Air Force and flew Tiger Moths at RAF Sywell but was re-mustered as a navigator. Bill went to Canada as part of the Empire Air Training Scheme, where he did bomb aiming, gunnery and navigation training. He was offered a commission and did some special training on Prince Edward Island before going to the holding unit at Moncton.
Bill returned to Scotland and converted to bomb aiming. He crewed up at RAF Castle Donington and went to RAF Sandtoft and RAF Hemswell to the Lancaster Finishing School. Bill was transferred to 166 Squadron at RAF Kirmington, flying Lancasters. They then went to RAF Scampton as 153 Squadron. Bill conducted 29 operations and one which was aborted because of engine problems. Bill then trained as an equipment officer, being sent to RAF Strubby. He then demobilised and returned to his job in local government.
The interview discusses relationships between commissioned and non-commissioned crew, Bill’s thoughts on Dresden, Bomber Command and Arthur Harris, and the awarding of medals.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AThomasWH150711
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Canada
Alberta
Ontario
Ontario--Toronto
Prince Edward Island
Québec
England--Cornwall (County)
England--Harrogate
England--Hastings
England--Lancashire
England--Leicestershire
England--Lincolnshire
England--London
England--Manchester
England--Northamptonshire
England--Redruth
England--Sussex
England--Yorkshire
Scotland--Wigtown
Wales--Aberystwyth
Germany
Germany--Ruhr (Region)
Germany--Cologne
Germany--Dresden
Germany--Kassel
Germany--Kleve (North Rhine-Westphalia)
Germany--Stuttgart
Germany--Wanne-Eickel
New Brunswick
New Brunswick--Moncton
United States
New York (State)
New York (State)--New York
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-11
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Sally Coulter
Creator
An entity primarily responsible for making the resource
Bruce Blanche
Format
The file format, physical medium, or dimensions of the resource
01:19:53 audio recording
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
153 Squadron
166 Squadron
aerial photograph
aircrew
bomb aimer
bombing
bombing of Dresden (13 - 15 February 1945)
Bombing of Peenemünde (17/18 August 1943)
Churchill, Winston (1874-1965)
crewing up
ground personnel
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
lack of moral fibre
Lancaster
Lancaster Finishing School
memorial
observer
Operational Training Unit
perception of bombing war
promotion
RAF Bicester
RAF Castle Donington
RAF Hemswell
RAF Kirmington
RAF Sandtoft
RAF Scampton
RAF Strubby
RAF Sywell
target photograph
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/121/1229/PEadyIET1607.1.jpg
b1ad1e122e02d22d71eea389efa21697
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
Eady, Liz
Liz Eady
I E T Eady
Description
An account of the resource
The collection consists of one oral history interview with Aircraftswoman Second Class Idina Elizabeth Tolley Eady (2131607 Royal Air Force), her service and pay book and three photographs. Liz Eady served as a telephonist at RAF Waddington.
The collection has been donated to the IBCC Digital Archive for digitisation by Liz Eady and catalogued by Terry Hancock.
Identifier
An unambiguous reference to the resource within a given context
Eady, IET
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
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Liz Eady
Description
An account of the resource
Head and shoulders portrait of Liz Eady in Women’s Auxiliary Air Force uniform, looking at the camera. She is wearing shirt, tie, and tunic.
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
PEadyIET1607
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
ground personnel
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/121/1230/PEadyIET1608.1.jpg
7313fdc1d8f592ad1c03372de22744e8
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
Eady, Liz
Liz Eady
I E T Eady
Description
An account of the resource
The collection consists of one oral history interview with Aircraftswoman Second Class Idina Elizabeth Tolley Eady (2131607 Royal Air Force), her service and pay book and three photographs. Liz Eady served as a telephonist at RAF Waddington.
The collection has been donated to the IBCC Digital Archive for digitisation by Liz Eady and catalogued by Terry Hancock.
Identifier
An unambiguous reference to the resource within a given context
Eady, IET
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
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Liz Eady
Description
An account of the resource
Head and shoulders portrait of Liz Eady in Women’s Auxiliary Air Force uniform, looking sideways. She wears shirt, tie, and tunic and cap.
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
PEadyIET1608
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
ground personnel
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/121/1231/PEadyIET1605.1.jpg
b8976432fcfc33ff051ebf39c748a64b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/121/1231/PEadyIET1606.1.jpg
c69361d3087688f37a2e2c7b99a6d051
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
Eady, Liz
Liz Eady
I E T Eady
Description
An account of the resource
The collection consists of one oral history interview with Aircraftswoman Second Class Idina Elizabeth Tolley Eady (2131607 Royal Air Force), her service and pay book and three photographs. Liz Eady served as a telephonist at RAF Waddington.
The collection has been donated to the IBCC Digital Archive for digitisation by Liz Eady and catalogued by Terry Hancock.
Identifier
An unambiguous reference to the resource within a given context
Eady, IET
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
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
RAF Waddington signals section
Description
An account of the resource
Five Women’s Auxiliary Air Force personnel, three standing and two crouched, are in front of a brick building. One is without tunic, another wears non-standard headscarf. A dog is partially visible. On the reverse:
'RAF
Waddington
May 1945
At time of RAAF 463
RAAF & 467
Sqdns
Signals section, back row L TO R
LACW Nancy Harries telest [sic]
Cpl Florence Clark "
LACW Freda Mealor W/OP
Front LACW Betty Eady telest [sic]
LACW Joyce Swift (with dog)
Radar'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-05
Identifier
An unambiguous reference to the resource within a given context
PEadyIET1605, PEadyIET1606
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-05
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.
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
one b/w photograph
463 Squadron
467 Squadron
animal
ground personnel
RAF Waddington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/121/1235/OEadyIET2131607-160705-01.1.pdf
edd21ec88d81ce49fb68d9916594596a
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
Eady, Liz
Liz Eady
I E T Eady
Description
An account of the resource
The collection consists of one oral history interview with Aircraftswoman Second Class Idina Elizabeth Tolley Eady (2131607 Royal Air Force), her service and pay book and three photographs. Liz Eady served as a telephonist at RAF Waddington.
The collection has been donated to the IBCC Digital Archive for digitisation by Liz Eady and catalogued by Terry Hancock.
Identifier
An unambiguous reference to the resource within a given context
Eady, IET
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
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Liz Eady's Airman’s Service and Pay Book
Description
An account of the resource
Entries cover the period from 29 October 1942 (call up) to 4 May 1941 (discharge).
Creator
An entity primarily responsible for making the resource
Liz Eady
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-05-04
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
OEadyIET2131607-160705-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending review
ground personnel
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1241/PBaggJG1615-1.2.jpg
e761131a595a0a87d5b98efcb8e72da5
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Bagg by a Wellington
Description
An account of the resource
Leading Aircraftsman John Bagg is standing next to the rear turret of a Wellington.
Additional information about this item has been kindly provided by the donor.
Identifier
An unambiguous reference to the resource within a given context
PBaggJG1615-1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Photograph
ground personnel
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1243/PBaggJG1614-1.1.jpg
82051887cb17d2db598d54ac1d231d3f
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Bagg playing bowls
Description
An account of the resource
Three men in shirts and ties are playing bowls. One is wearing dark glasses. John Bagg is in the middle. A wall covered in vegetation and a bench with items of clothing on it are in the background.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
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
PBaggJG1614-1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
England--Grinshill
Temporal Coverage
Temporal characteristics of the resource.
1945-06
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.
Type
The nature or genre of the resource
Photograph
ground personnel
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1244/PBaggJG1610-1.1.jpg
bca5f6daa99f0e7462367c0856f0b5c1
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Baggs off duty
Taking a break
Description
An account of the resource
John Baggs is sitting on a bench type bed, in a brick built room, smoking a cigarette in front of a wood burning stove. He is wearing gumboots. Posters, including a pin-up, are on the walls.
Additional information about this item has been kindly provided by the donor.
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.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Identifier
An unambiguous reference to the resource within a given context
PBaggJG1610-1
ground personnel
military living conditions
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1246/PBaggJG1609-1.2.jpg
5cd6e96ca508160dce6b3af90a35b18b
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ground personnel on a motorcycle and sidecar
Description
An account of the resource
Four personnel on a RAF Norton Big4 motorcycle combination (with driven sidecar wheel). A leading aircraftsman in the sidecar is holding a reconnaissance camera. Two men are in uniform, the others are in shirt and tie; the rider is wearing a crash helmet. A building and bicycle are visible in the background. John Bagg is siting on the pillion, second from left.
Additional information about this item has been kindly provided by the donor.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
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
Contributor
An entity responsible for making contributions to the resource
Rob van den Brink
Identifier
An unambiguous reference to the resource within a given context
PBaggJG1609-1
ground personnel
RAF Tilstock
service vehicle
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1249/PBaggJG1607-1.1.jpg
dfeec97b5e763b91494d65302c24b235
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Bagg in the camera workshop
Description
An account of the resource
Leading aircraftsman John Bagg using a screwdriver at a work bench with a vice. Controllers are on racks in the background.
Additional information about this item has been kindly provided by the donor.
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
PBaggJG1607-1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Photograph
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
ground personnel
RAF Tilstock
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1250/PBaggJG1606-1.1.jpg
3ebecb54caccd1bd68e0d2f52fe16859
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-02
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.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
YMCA tea car at RAF Sleap
Description
An account of the resource
A group of 18 RAF personnel are standing or seated around a YMCA tea car, some are holding mugs, others are smoking, others are standing in lines in front of the open side of the van. John Bagg is sitting on the running board with the white mug.
Additional information about this item has been kindly provided by the donor.
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
PBaggJG1606-1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
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.
Type
The nature or genre of the resource
Photograph
ground personnel
Nissen hut
RAF Sleap
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/124/1254/PCloddLGT1605.2.jpg
1d5cd773fc6d46333a02dc8b916424d9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/124/1254/PCloddLGT1606.2.jpg
d8763b9800f4a8a948ecbc69a3dab3a2
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
Clodd, Leslie
Leslie Clodd
L Clodd
Description
An account of the resource
Eight items. The collection consists of photographs, medals, national insurance and service documents for Corporal Leslie George Thomas Clodd (b. 1922, 1219816 Royal Air Force). He served in the Royal Air Force Volunteer Reserve as ground personnel between 19 March 1941 and 27 September 1946. The collection has been loaned to the IBCC Digital Archive for digitisation by Ann Rowlett and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Clodd, LGT
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
69 ground personnel in front of a Lancaster
Description
An account of the resource
69 ground personnel in four rows. All are wearing tunics and most wear side caps. In the background is a Lancaster. The head of another man can be seen in the bomb aimer's position. On the reverse 'Dad Leslie Clodd third row down second from right'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PCloddLGT1605, PCloddLGT1606
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Type
The nature or genre of the resource
Photograph
ground personnel
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/124/1257/PCloddLGT1607.2.jpg
46eec20dd45e150b8f53840d3c66ffe1
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/124/1257/PCloddLGT1608.2.jpg
7892ae2a9b8996843cd851af219e1a29
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
Clodd, Leslie
Leslie Clodd
L Clodd
Description
An account of the resource
Eight items. The collection consists of photographs, medals, national insurance and service documents for Corporal Leslie George Thomas Clodd (b. 1922, 1219816 Royal Air Force). He served in the Royal Air Force Volunteer Reserve as ground personnel between 19 March 1941 and 27 September 1946. The collection has been loaned to the IBCC Digital Archive for digitisation by Ann Rowlett and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Clodd, LGT
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
30 ground personnel in front of Lancaster
Description
An account of the resource
30 ground personnel wearing tunic and side caps in four rows. Front row seated on chairs back three rows standing on benches. In the background a part of a Lancaster showing front of fuselage and inboard engines. On the reverse 'Dad Leslie Clodd, Top row second from right'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PCloddLGT1607, PCloddLGT1608
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Type
The nature or genre of the resource
Photograph
ground personnel
Lancaster