大象传媒

This story has been written onto the 大象传媒 People鈥檚 War site by CSV Storygatherer Robin.D.Bailey on behalf of the author John Boaden. They fully understand the terms and conditions of the site.

I reached the age of 19 in October 1940, and worked in Helston Post Office. Early in 1941, I volunteered for aircrew duties in the RAF, and was required to attend a Selection Board in Oxford in April 1941. I was accepted for pilot training and joined the RAF in July 1941. I spent
six weeks initial training at Paignton, South Devon. Then after 7 days leave in September 1941, I found myself on a troopship from Liverpool to Halifax, Nova Scotia in Canada. It was a most uncomfortable journey, having to sleep in a hammock at nights, as well as being seasick.

From Halifax we travelled by train to a holding depot in Toronto, and then on to Alabama in the U.S. for pilot training in October 1941. As this was before Pearl Harbour, we were required to wear ill-fitting grey flannel suits.

Flying training starting at Tuscaloosa, Alabama was carried out by the U.S. Army Air Corps. Numerous cadets, myself included, were considered unsuitable for pilot training, and we were promptly sent back to Canada.

It was a 3 day train trip to Moncton, New Brunswick. I attended another Selection Board, and was selected for Navigator training. I spent 5 months in 1942 at a station near Hamilton, Ontario. This was very agreeable as I was able to visit Cornish friends in Toronto at weekends. On more than one occasion I was a guest of the Toronto Cornish Association.

Navigator training was completed in September 1942, and I was shipped back to England as a Sergeant-Navigator. Further training, carried out in North Wales, was necessary to get used to the black-out. Finally, in January 1943, I was posted to an Operational Training Unit (OTU) to join a crew of 5 to fly in Wellington aircraft.

By April 1943, we were considered ready to fly in four-engined aircraft, the Lancaster. But, first curcuits and bumps were carried out in Manchester aircraft, for the pilot鈥檚 benefit. Then onto the Lancaster, when we were joined by two more crew, a flight-engineer and a mid-upper gunner.

In early June 1943, we were posted to an operational squadron, No. 106, then based at Syerston, Notts; but later at Metheringham, Lincolnshire. This squadron had as it鈥檚 previous Commanding Officer, the late Wing Commander Guy Gibson, V.C.; who left No. 106 Squadron to form No. 617 Squadron in March 1943 and carry out the famous Dam Busters Raid.

Heavy losses were being sustained by Bomber Command, and we carried out 30 operational flights, which constituted one tour. I was involved in several long flights to Italy, but mostly to Germany, especially Berlin.

By some miracle, I had survived 30 operational flights by the end of January 1944 and was awarded the Distinguished Flying Medal 鈥淒FM鈥�, which I received from King George VI at Buckingham Palace in February 1945, in the presence of my parents.

By March 1945, my 鈥渞est鈥� period as an instructor at an operational training unit was over, and I returned to Lancaster training with a view to carrying out a further 20 operations. This was completed by August 1945, and I was sent on leave. - The Atomic Bomb, had by then, been dropped on Japan and the war was over.

I was posted to Transport Command to fly in Stirling aircraft, fitted with seats, with the view to bringing home troops from the Far East. I flew twice to India and to Malta. On that occasion, one of my passengers was a V.I.P., the Governor of Malta.

By February 1946, Stirlings were being replaced by York aircraft, but as I was due for release in June 1946, I did not fly in Yorks. However, I remained in the RAF as an instructor on educational duties, which was very interesting.

I returned to Helston Post Office in February 1947. I am still in touch with my former pilot and bomb-aimer and attended reunions at Woodhall Spa in Lincolnshire up to 5 years ago (2000).

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