大象传媒

The World War II autobiography
of Arthur (Tommy ) Thompson

Transcribed by my daughter Janet Newcombe from the handwritten notes provided.

From reserved occupation to a qualified pilot with 463 (RAAF) Squadron and 617 (RAF) Squadron Bomber Command.

This autobiography is dedicated to my wife Muriel who died in 1990

At the outbreak of War in 1939 I was a draughtsman at Chloride Batteries at Swinton, Manchester and they had become involved almost100% on war work and so it was difficult to get release from this occupation.
I was studying Electrical Engineering at Bolton Tech with 3 colleagues from work and they decided to volunteer for the Army Territorials and tried to persuade me to do the same, but I decided to wait and see how the war developed before making a decision about joining up. All 3 were immediately called up and all eventually became Prisoners of War in Burma, their health suffered terribly and one died from Beri Beri in his early thirties.
In the meantime I joined the Little Lever Home Guard (previously the Local Defence Volunteers), at first we were very poorly equipped but later uniforms, helmets, gas masks and rifles were issued. We also received some basic drill training and practised on a rifle range. This was mainly a night time occupation and you were still expected to work during the day. We spent many hours guarding the canal bridge which goes over the road at Potters Brew, but also spent a lot of our off watch time playing cards!
I decided that my wartime ambition was to join the RAF and the first step was to apply to the recruiting office at Bolton and after a long wait I passed my medical Grade 1 in March 1941. I was still having difficulty getting my release from Chloride as draughtsmen were still in a reserved occupation.
However after 8 months I was finally called to Padgate and passed my Aircrew medical and Aircrew selection board. I was then informed that because of my occupation I would only be accepted as a Pilot or Observer and if I failed the training I would be sent back to Chloride.
A further 11 months went by before the long awaited instruction to report to Lords Cricket Ground, which was the aircrew reception centre, where the RAF had requisitioned all the flats, surrounding the ground, for accommodation.. We spent three weeks kitting out etc. then 2 weeks at Ludlow, Shropshire for toughening up!!!!!
Actually it was 鈥榗heap鈥� labour as it was a future camp for the American Army and we went to dig the service trenches.
The ground was mostly waterlogged clay and we kept the same clothes on day and night, approximately ten of us slept in a circular tent with our heads around the outside and our feet complete with Wellingtons resting on the centre tent pole.
What a relief to board the train for ITW at Scarborough and 5 months of hotel accommodation at the Manor Hotel, opposite the Grand Hotel where our NAAFI was situated.
All the large hotels in Scarborough were taken over by the RAF. We studied and were examined in the following subjects and had to pass them all.
Aircraft recognition
Armaments 鈥� machine guns, ammunition etc.
Bombing Theory
Anti-Gas warfare
Physical Training
Engines
Hygiene and Sanitation
Law, Discipline and Administration
Mathematics
Meteorology
Navigation
Principles of Flight
Signals
And in between studying we managed to play football every week and had squadron matches at Seamer Road, the home of Scarborough Town F.C. It was a very mild winter and we played football on the beach on New Years Day with 鈥淪ailor鈥� Brown of Charlton Athletic our P.T.I. I also managed a couple of weekends at home travelling as best I could by bus, train of hitchhiking.

After ITW it was off to a 5-week course at the Elementary Flying Training School at Perth in Scotland where they checked your aptitude for flying. Although it was not essential at this early stage of our training, we all hoped to fly solo. The instruction was in dual control Tiger Moths and after just 11.5 hrs my instructor stepped out of the cockpit and said 鈥� your on your own now鈥� take off, then do a circuit and landing. MY FIRST SOLO FLIGHT 鈥� WHAT A GREAT FEELING !!
Now for further flying training, but where ? Overseas? I went home initially for my first 10 days leave, then to Heaton Park, which was the overseas holding centre for aircrew. Because I was so near to home I immediately applied for a 鈥渟leeping out鈥� pass, which was granted. I had to report by 9am but I was back home again by 4pm, why stay on camp in a Nissan hut when I could still have all the comforts of home !!
During this time I introduced my new aircrew pals to the 鈥渢alent 鈥� at Bury Palais.
A month later we were told our training would continue in Canada and to make our way to Gladstone Dock Liverpool. We boarded the 鈥� Empress of Scotland鈥� but found it strange that all the lifeboats were named 鈥� Empress of Japan鈥�. We were told that there had only been sufficient time to change the name of the ship, which was done because Japan had just entered the war.
It was reasonably comfortable on board and we slept in bunks, there were 3000 of us, including wives of Canadian servicemen who were emigrating.
We were given sentry duties to pass the time, I was on the first watch and given a rifle and told to guard the top deck, but was not sure what from !!
As we sailed out of the Mersey it had gone dark and the blackout meant it was completely dark, it was a lonely, eerie feeling as I walked alone around the deck.
After 4 days unescorted and on a zigzag course we sailed into Halifax, Nova Scotia bound for Moncton Camp. After a couple of days at Moncton we boarded a train to No11 Elementary Flying School at Regina in Saskatchewan, this was right in the middle of the prairies and the home of The Royal Canadian Mounted Police. We travelled approximately 2000 mile, which took 3 days and 2 nights. The line ran just north of the Canadian-American Border and the Great Lakes provided fantastic scenery. We had frequent daytime stops at the small townships along the route, so that we could stretch our legs. The car attendants served meals and drinks and made our beds up with clean sheets each night.
We spent 2 months at Regina, flying almost everyday in Tiger Moths. All aspect of flying were taught from aerobatics, spins loops and rolls!! to forced landings.
Exercises also repeated during lots of solo flying. It was beautiful mid-summer flying weather, clear blue skies and an average daytime temperature of 90-95 degrees F.
Sadly we witnessed our first casualty, a Canadian pupil pilot. Before our arrival he had spun into the ground from 1000ft on a left hand turn in the circuit. Miraculously he had walked away from the crash and the Commanding Officer agreed that it was just tenseness on the controls and he could continue flying training. However just after our arrival we witnessed his 鈥渄emise鈥� as he made the same mistake again but from 1000 ft and this time, his luck had run out. He was returned to camp in a 鈥渂ody bag鈥� as the aircraft had burst into flames on impact.
On leaving Regina we travelled approximately 100 miles west, to No 39 Service Flying Training School at Swift Current to continue training, this time on the twin engine Oxford aircraft. It was enjoyable to fly with excellent forward vision. We flew most of the days, either dual with an instructor or solo, we also did night flights both dual and solo and I had my first solo flight on a twin-engine aircraft after 11 hours flying.
Apart from all the aspects of flying we also concentrated on navigation with day and night cross-country exercises. There was little chance of getting lost as the railway line ran due East to West so you always knew if you were North or South of this line, and you flew along it until you could read the names of the townships which were painted on top of the grain elevators.
We accrued 140 hours flying time at Swift Current over 4 months; the temperature gradually fell from 90 degrees F to 20 degrees below freezing, which meant some snow on the runways. We had a number of 48hr passes, which gave us the opportunity to return to Regina to meet up with pals from there.
I regret that we did not go west to British Columbia and the Rocky Mountain, which is the most picturesque part of Canada.
I was presented with my 鈥� Pilots Wings鈥� on satisfactory completion of the course.
However the award was marked by tragedy in that during the course I was directly involved in an accident which killed one of my friends and although I was completely blameless it is something which stayed with me.
We were close formation flying with 3 aircraft stepped to the right (starboard) at the same height. I was in the lead aircraft and I decided on a gentle turn to the right, no signals given as per standard practice. The pupil pilot in the second aircraft, directly behind and to the right of me also turned, but the third aircraft behind him did not turn and the leading edge of his wing collided with the trailing edge of the second aircraft. The pupil and the instructor in the third aircraft disappeared from view. The second damaged aircraft returned to base as the trailing edge of the wing is less important than the leading edge. When the third aircraft did not return we took off again to search the area and eventually we found the pieces of wreckage scattered around the ground and the two bodies, which were returned to base for burial, but no pupil was allowed to attend the funeral ceremony.
After a farewell party we made the return journey to Moncton. When queuing for the train to take us from Moncton to Halifax, the temperature had fallen to 30 degrees below freezing. I heard a voice from behind say 鈥測our ears white鈥�, and on touching it I realised it was 鈥渇rozen solid鈥�, fortunately we were soon on the train but it became very painful as it gradually thawed out, glad to say this was my only experience of frostbite.
We sailed back on the 鈥淢auretania鈥� this time, after a 14-day wait in Halifax. It was a larger ship this time 30,000 plus tons and had about 5000 troops on board including American servicemen. It was not as comfortable as the previous crossing, we slept in hammocks or on tables and everything had to be cleared before we could have breakfast. There were guard duties again this time I was given the watertight doors in the 鈥渂owels 鈥� of the ship. I would have had little chance with my rifle if we had been torpedoed !!!
After disembarking on the train to Harrogate, Aircrew Holding Centre. It was then home for a long leave, whilst waiting for further advanced training.
I spent 5 months on the move, first between Harrogate, where all the large hotels had been taken over by the RAF, and Whitley Bay. I managed a night out in South Shields with a pal from home who had moved to Doncaster and was in the Merchant Navy. I arranged to meet him again a week later, but he never turned up or contacted me again. I assumed he had sailed at short notice and was probably lost at sea.
Back to Harrogate, then 3 weeks at Pre-Advanced flying Unit (11 EFTS) at Perth, flying Tiger Moths, back to Harrogate, then Kirkham, This was where I suffered my only war wound!! I cut my leg through to the shinbone with a scythe whilst cutting the long grass for a new golf course !!!
Then a further 3 weeks at (16 EFTS) Burnaston, Derby with some enjoyable low flying over the Derbyshire countryside on lovely summer evenings, in the now familiar Tiger Moth
On to Darley Moor, Nr Ashbourne on flying control duties 鈥� a new experience. In the meantime 鈥渢he powers that be鈥� in Bomber Command decided that they would gradually return to two pilots on the Lancasters, as they had in some bombers early in the war. This seemed a logical thing to do to have two pilots capable of flying the aircraft on board. It did mean however that the additional pilot would also have to carry out the Flight Engineers duties. So to pass the engineers course I spent 2 months at St Athan in South Wales.
After a weeks leave, a couple of days at Balderton and the 鈥渃rewing-up鈥� for my 18 months association with 4 engine aircraft in Bomber Command.
The initial introduction was 2 months on the Stirling aircraft at 1661 heavy conversion unit at Winthorpe , Nr Newark. Unfortunately we had severe winter weather conditions and we were hanging around for days on end with the aerodrome 鈥渟nowed-up鈥� and flying impossible. Living conditions were not too good a Nissan hut with a coke stove in the middle meant there was always a rush for the beds nearest to the stove!!
On completion of the course, a month at No 5 Lancaster Finishing School at Syerston, Nr Newark. After all the studying and flying training which had taken nearly 2.5 years I eventually reached Waddington, Nr Lincoln for Bomber Command operations with 463 Squadron ( Aircraft identity letters JO ). This was a Royal Australian Airforce squadron and we shared the drome with 467 RAAF squadron (aircraft identity letters PO ). Crews were mixed British and Australian; our crew was 5 British and 2 Australian. My total stay at Waddington was nearly 12 months, which was lucky for me as it had been a 鈥減eace time鈥� permanent station, so it had centrally heated 鈥� barrack blocks鈥� I could have been posted to a wartime station with basic Nissan huts.
On arrival at Waddington we were standing outside our barrack block with another crew waiting for room allocation, when along the road cycled a WAAF warrant officer the first female Warrant Officer we had seen. She was wearing a tight skirt and riding a bicycle, so we all had a glimpse of her 鈥減assion killers鈥� regulation issue navy blue long knickers, and she was clearly embarrassed at the 鈥渨olf-whistles鈥� she received. Little did I realise that a chance meeting later that night with the same WAAF Warrant Officer Welsh at the Horse and Jockey pub in Waddington village would determine my future life. We were together throughout my stay at Waddington and some 2 years later we married at Ormskirk Parish Church, the start of a happy family life, which of course is another story.

I have introduced 鈥渕y wife to be鈥� as Warrant Officer Welsh, but in future all reference will be made by her Christian Name 鈥� Muriel鈥�.
We were very fortunate as in addition to being on the same station, our ranks were such ( Muriel was a Warrant Officer and I was a Flight Sergeant ) that we used the same Sergeant鈥檚 Mess for dining, bar and entertainment facilities.
When she was not on duty and I was not flying, we were able to spend a lot of time together.
Before Waddington, Muriel had been stationed at Biggin Hill throughout the Battle of Britain where life was difficult as they were continually bombed and machine gunned. In one raid a direct hit on an air raid shelter killed many airmen and WAAFS.
Muriel was responsible for station catering at Waddington which led to a number of 鈥減erks鈥�. For instance Smiths Potato Crisps were not always available in the Mess, but as she knew when they would be delivered, we were able to be there that night, so it was pints of beer and crisps on that and subsequent nights while stocks lasted.
Muriel鈥檚 office was in the 鈥渁irmans 鈥� mess and when roast beef was on the dinner menu it was always cooked the previous evening, so we would adjourn to her office after leaving the mess and she would make us 鈥� hot roast beef sandwiches鈥� in the mess kitchen which was 鈥渙fficially 鈥� closed.-thus our secret was maintained.
Meat was one of the foods rationed by the Ministry of Food so we were getting more than our entitlement. Actually food throughout my service life including overseas was 鈥渆xcellent鈥� no wonder I put on 2 stone whilst in the forces.
Within a week of arriving at Waddington we were preparing for our first operation, but an encounter with a German Night Fighter, whilst travelling in an 鈥渙pen back鈥� truck from our aircraft dispersal along the perimeter track to the crew room, nearly put an end to any operations. The German night fighters flew back to England with the returning RAF main force and shot down 20 of our bombers in the vicinity of their own aerodromes. We had just returned from a training exercise and as one of the fighters swept across the drome with all guns firing, we could see the tracer bullets pass within a few feet of the back of our truck- a very near miss and this was on the ground !!
I have never seen a WAAF driver accelerate so quickly. Incidentally they hit the 鈥渂omb dump鈥� but it was only incendiary bombs which went up.
There had always been dangers in flying training but we would now have anti-aircraft fire, German fighters and collisions with other aircraft to contend with. However it was going to be a 鈥渨onderful鈥� and everlasting experience for the people who survived, 55,000 Bomber Command aircrew were killed, so the odds in doing a full tour of ops (30) were not great.
I was always glad to get back to home territory and eventually see the light on Lincoln Cathedral, but I somehow expected to survive and actually one was kept so busy there was little time to think otherwise.
My first operation on a bright Sunday afternoon in JO-Z was a raid on Essen with 1079 aircraft, mainly Lancasters but also Halifaxes and Mosquitoes, it was the largest attack of the war. In approx 40 mins 4660 tons of bombs were dropped on sky markers through complete cloud cover. It was an accurate attack which paralysed Essen until American troops entered the city. German statistics state that the pre-war population of Essen had fallen from 648,000 to 310,000. No losses for 463 squadron.
The actual flight time was 5 hours 30 mins, as we bombed over 10/10 cloud which was a 10,000ft high we did not see the ground, but turning for home after passing over the target it was very noticeable that the heat from the fires on the ground, were causing the cloud top to 鈥渂illow鈥� upwards. Our bomb load was 5.5.tons.
Unfortunately the same evening the aircraft which we had flown the previous day JO-N was taken up by a 鈥渘ew鈥� crew prior to ops and they collided with a Hurricane fighter whilst carrying out of a night time fighter affiliation exercise. All seven bomber crew plus the New Zealand fighter pilot were killed. A great pity that after 2 years of training they died before their first operation.
When turning on to the runway to take off it was nice to get a wave from the small number of airmen and WAAFS, who had gathered by the 鈥渃ontrol van鈥�. Muriel was there on a number of occasions when convenient and when take offs were in daylight. On night ops we often took off at dusk, the idea being to spend all the time over enemy territory in darkeness, of course the distance of the target was a deciding factor on take off time.
The second raid was on the Monday afternoon, the day after Essen in JO-O. This time it was Dortmund and in almost identical conditions 10/10 cloud with 1,108 aircraft dropping 4,850 tons of bombs, a record that stood to the end of the war. Our fighter escort added to the numbers and it was estimated that more than 2000 British Aircraft were airbourne during the attack. Later investigations on the effects of the bombing, record that the raid, put the city out of the war. The trip was 5hrs 50 mins carrying 5.5.tons of bombs.
A days rest then our third raid was on Lutzkendorf (Wintershal synthetic oil refinery in Central East Germany) in JO-T. A long tiring trip 9hrs 50 mins with the continual 鈥渢hrob鈥� of 4 Rolls Royce Engines with no sound proofing in the aircraft, a full fuel load of 2154 gallons and 4.5 tons of bombs. There were 255 aircraft on the raid and 18 were lost, fortunately none from Waddington. We were hit by anti-aircraft fire on the bombing run but luckily none of the holes in the aircraft were in vulnerable areas.It was annoying to be told when crossing the East coast that Waddington was 鈥渇og 鈥渂ound and that we had to divert to Alconbury a US Airforce station.
But it was nice to enjoy a few hours sleep with all the American comforts and interesting to have a look round their Fortress Aircraft , complete with ashtrays!! We then returned to Waddington, later in the morning, for a day鈥檚 rest.
The following day and our 4th raid another long night raid of 8 hours to Wurzburg (Central South Germany) in JO-W, 236 Aircraft took part and 6 were lost, one from 467 squadron (6 killed and 1 prisoner). 1207 tons of bombs were dropped with great accuracy in 17 minutes.We carried 2 tons of H.E.Bombs plus 15 cans of incendiaries to create a 鈥� Fire Storm鈥�
Surveys claim that 89% of the industrial part of the city was destroyed. We did not take part in the next night raid on Boheen but the crew occupying the seven beds opposite in the billet did so. They should have been back in the early hours, but when I woke in the morning I could see that the beds were still empty and I feared the worst, initially they were just missing but by mid-morning all there gear had been removed and later that day all 7 beds were occupied by a new crew.
We later learned that all 7 had been killed and they are buried in the War cemetery in Berlin. My best pal who was opposite me was rushing around making up his bed before heading off to briefing and I jokingly said 鈥測ou鈥檇 no need to bother tonight, little did I know I would never see him again.
It was always the practice on a night raid to make up our beds beforehand, so that after the usual breakfast of egg, bacon, sausage and fried bread we could slip into bed without disturbing anyone else in the billet. Although we were issued with flying rations, boiled sweets etc. we always had a good meal before and after an op.
A few days rest then our 5th raid in JO-O a daylight raid on a railway bridge at Bremen, 102 Lancasters took part, a 5 hour trip with 6 ton of bombs. Luck was with us on our bombing run, with the bomb doors open we could hear the shrapnel from the anti-aircraft shells 鈥減inging鈥� on the bomb casings. We got our bombs away but could not shut our bomb doors, the hydraulic lines had been fractured. The extra 鈥渄rag鈥� meant that our air speed dropped and we were miles behind the main bomber stream, but fortunately the German fighters had disappeared. We had another lucky escape when the German anti-aircraft guns on the islands off the Dutch coast had a 鈥済o鈥漚t us. After using 鈥渆mergency air鈥� for our undercarriage and flaps we landed safely at Waddington, what a relief !! In the end damage to the bridge at Bremen was not as great as expected, hundreds of near misses.
Crews liked to fly in the same aircraft and half our ops were in JO-O. Naturally aircraft were quite often unserviceable due to damage or mechanical defects and this applied to 鈥渙ur鈥� JO-O after the Bremen raid. After repairs the aircraft had to have an 鈥渁irtest鈥� before we could use it again on Ops. Another crew carried out this test on our behalf, but they made a major mistake when deciding to fly the aircraft with 3 engines 鈥渟topped鈥� , without a full bomb load and a part fuel load the Lancaster could be flown on one engine but it would gradually lose height. It was essential that this engine was the one with the electric generator for re-starting the other three. Unfortunately they stopped this engine and therefore they were on their way 鈥� downwards鈥� with no chance of reaching the drome on one engine. They managed a 鈥� belly 鈥� landing (with wheelsup) on a nearby road. All the crew walked away from the aircraft which was a 鈥渨rite-off鈥�. We were allocated a replacement for JO-O later.
On the 6th raid this time in JO-Z, on Wesel, was probably our most accurate bombing attack, a 5.5 hour trip with 6.5 tons of bombs. 195 Lancasters and 23 marker Mosquitoes took part. The British Army under Field Marshall Montgomery had pushed the Germans back across the Rhine. The Germans had fortified Wesel and blown up the bridge over the river, the army had called for a concentrated attack on the town but ensuring that no bombs fell on the British held side of the river. The 195 Lancasters dropped 1000 tons of high explosive bombs in 9 minutes from 9000 ft. The effects on the defenders was devastating, the bombing was completed at approx 22.39 hours and the British army was crossing the river in assault craft, aided by searchlights before the bombers had left the area. Wesel was in British hands by midnight!!!
A message of appreciation from Montgomery to Air Chief Marshall, Sir Arthur (Bomber) Harris was received and read to all air and ground crews who took part. No losses from Waddington and Wesel city records claim that Wesel was the most heavily bombed town in Germany, 97% of buildings were destroyed in the main town area. The population, which was 25,000 at the outbreak of the war was only 1900 in 1945. We were the first aircraft to bomb and photographs show that the bombs were 鈥渟pot on鈥� the target markers.and we were commended for this. Unfortunately we were a minute or so early and we should have delayed our bomb drop. For this we were punished by being sent up the following day on a 1.5 hour high level bombing practice, rather harsh we thought.
Rather a shock a couple of days later, I was lay on my bed having a late afternoon 鈥渒ip鈥� when I was shaken by a loud explosion. Intially I thought it was plane down on the drome. I was first out of the billet and round the side of the block to find a body on the ground with most of it鈥檚 stomach missing, not a pleasant sight just before dinner. He was a bomb aimer and we accepted the explanation without further discussion, that he was trying to dismantle a hand grenade (a Mills Bomb). He is buried at Wigan cemetery.
The following day we were on our 7th Op,in JO-S, a short daylight trip, 4.5 hours carrying 6.5 tons of bombs to Farge on the German border to bomb the Oils storage depot, 120 aircraft took part, easy trip. We had a rest for a fortnight during which time two 463 Squadron aircraft were lost on a further raid on Lutzkendorf, one crew bailed out sfaely, and the other crew 6 were killed and one survived.
We then carried out our 8th Op, in JO-O,our new replacement aircraft, a long night raid to bomb the rail yards at Pilsen in Czechoslovakia, 5tons of bombs, 233 aircraft took part. 463 Squadron lost 1 aircraft, attacked by fighters, crew bailed out and all safe.
Diverted to Boscombe Down for a short stop whilst fog cleared at Waddington.
Next our 9th Op, in JO-O, and last long night raid, 8hrs and 40 mins to bomb the railway town of Komotau in Czechoslovakia, 123 aircraft took part, our bombsight was U/S and so we brought or bombs back, diverted to Coleone until fog cleared at Waddington, a long wasted journey.
Our last operation the 10th, in JO-O, was to be on the rail yards and port area of Flensburg, a German town near the Danish border., but the Master Bomber eventually ordered the raid to be abandoned as the target was completely cloud covered and marking was impossible.
We brought our bombs back. Most of the flight was over the North Sea and it was interesting to carry out low level flying just above the sea. 463 Squadron flew 2,525 Lancaster sorties from Waddington and lost 69 aircraft (2.7%) in 180 bombing raids, 10 further Lancasters were lost in flying accidents.

When it was announced that VE day would be on the 8th May and all hostilities in Europe would end on that day, we decided to get drunk on the previous night to celebrate, unfortunately the mess closed at 11pm as no extension had been granted. As we had been flying it was 10pm when we reached the mess, so we decided the quickest way to get drunk would be on half pints of gin and orange. The next day we certainly regretted especially when were told on VE day that we had to fly to Judincourt in France, a round trip of 5.5 hours, to bring back 24 prisoners of war. It was a good job there was no breathalyser in operation !!! The POW鈥檚 had to sit on the floor of the fusilage, down both sides, not very comfortable as Lancasters were not made to carry passengers, but I guess it was worth it to arrive home in a few hours. Incidentally they had no parachutes, so for moral purposes on these trips only, we also flew without.
Now the war in Europe was over it was decided to disband 463 + 467 Squadrons so the aircrew who were mainly Australian and had been away from home for 2 or 3 years, could return home as soon as possible.
Temporary crews were formed from the remaining British aircrew and we were posted away for a week to 106 Squadron at Metheringham, Nr Lincoln and we spent our time dropping redundant incendiary bombs in the North Sea.
On return to Waddington I was faced with accepting that most aircrew would not be required for further flying and would have to wait for their 鈥渄emob鈥�, but as this was on a pre-determined rota system it could mean hanging around for months with little to occupy ones time.
Quickly, however an alternative choice was offered, which was to volunteer for 鈥淭iger Force鈥� and join 617 ( Dambuster Squadron) which together with 9 Squadron was being reformed at Waddington for the Japanese War which still had to be won. Although I realised I would be repeating the dangers already faced over Europe, there were two main attractions, which influenced my decision to volunteer. Firstly I would continue flying and possibly the most important was that Muriel would still be at Waddington until her demob and we could continue our courting and in fact we had another 6 months together at Waddington.
Numerous bases in the Far East were mentioned, but initially our destination was Chittagong in the East of India ( now Bangladesh} but later as the Americans closed in on Okinawa, the nearest large island to the mainland of Japan it was decided that we would eventually use it as a bomber base.
After re-forming our new crew, we undertook further training whilst awaiting the delivery of new aircraft, these would be slightly modified Lancasters for far East operations and incidentally painted black and white.
One exercise we were permitted to carry out was an interesting trip known as the 鈥淐ooks Tour鈥� which was a 4hr 30min low level flight over the Ruhr to view the bomb damaged cities such as Essen, Dortmund and Cologne which were in ruins, but it was amazing that in Cologne the Cathedral with its tall spire appeared to be undamaged. We were allowed to take ground staff with us, we took 3 WAAFS, Muriel was due to fly with us but unfortunately she was on leave.
However the war in Japan was rapidly coming to a close and the atom bombs eventually brought about VJ day on the 15th August, thus the chance of bombing Japan was now over.
It meant that further decisions would now have to be made on our future. In the meantime we did 3 trips to Bari in South East Italy to bring home further POW鈥檚, on these occasions we had 20 army passengers. The last trip home was the most frightening as bad weather over the Mediterranean meant the normal 2 night stay in Bari had become nearly 3 weeks and unfortunately the day we flew back, due to incorrect Met. Reports, the weather was at its worst. There were repeated lightening strikes from the cloud top at over 10,000ft to sea level. All the aircraft on route home had to make a decision, it was certainly too dangerous to fly through the cloud, so we decided to find our way underneath at sea level. Some aircraft came over the cloud, but as it was over 10,000ft and no oxygen was available for the POW鈥檚 they were taking a further risk of oxygen starvation. We found out that one or more Lancasters were struck by lightening, but as they were not from our squadron we did not know the extent of the damage.
Whilst waiting for the weather to improve over the Mediterranean and the South of France we had an amusing interlude diving on the fishing boats in Bari harbour at just over mast height to give our former enemies the 鈥榯he Italians鈥� a real fright.
Also on our Bari trips information was passed on to us as to how we could smuggle brandy back to the UK and also finish up with a nice little profit on our transactions.
On arrival at Bari all the crew changed one English pound for 400 Italian lire and to confirm this exchange was given a 鈥榗hitty鈥� (signed piece of paper). We then went into Bari town where the black market was operating and changed a further 拢3 for 5000 Lire. This enabled us to purchase 3 or 4 bottles of excellent Yugoslavian peach or cherry brandy but we ensured that we always had 1200 Lire left over. The resulting total purchase of say 25 bottles was carefully packed into a large kit bag, which was then roped inside the undercarriage compartment to the leg supports, ensuring that there was sufficient clearance when the wheels were retracted, otherwise there would have been broken bottles and leaking brandy!!
We then changed the figure 1 on the chitty to 4 (easy!) handed in our remaining 1200 Lire and received 拢3 sterling thus making a profit of 拢2.
We were subject to customs inspection when we arrived with our POW鈥檚 at Tibbenham, but our hiding place was never discovered and we could then remove our kitbag back at Waddington. We kept the odd bottle of brandy for ourselves and sold the surplus to one of the local publicans 鈥� more profit!!

Standing outside our crew room a few days after the arrival of the new aircraft, I watched one Lancaster take off on an air test. It rose over the boundary hedge at the end of the runway with its wheels lifting, when it suddenly dropped out of sight with a small bang and a cloud of smoke. I jumped on my bicycle and headed off across the airfield, curiosity spurred me on as I knew I could not do much on my own, in any case I was left well behind by the crash tender and ambulance. The aircraft had done a 鈥榖elly landing鈥� but all the crew were safe. It transpired that the cause of the crash was a 鈥榖ird strike鈥� as the birds hit the front windows the pilot had raised one hand to protect his face and then had insufficient strength to lift the aircraft, lost height and made an accidental 鈥榖elly landing鈥� .
In the meantime the powers that be at the Air Ministry had decided that with two fully trained squadrons and all the new aircraft we should be transferred from Bomber Command to Air Command South East Asia based in Bengal, India, 617 Squadron at Digri and 9 Squadron at Salbani, both dromes being a hundred or so miles north of Calcutta.
After an air test on New Years day 1946, we took off 2 days later for India, Muriel was at the end of the runway to wave us off, it was goodbye to our 12 months together at Waddington.
The first leg of the flight was 7hr 40mins to Castel Benito aerodrome in Libya, an overnight stay then 5hr 15mins at low level west to east above the Sahara Desert to Cairo ( West) in Egypt. It was interesting to see the remains of tanks, motor transport, guns etc. which had taken part in the desert battles, particularly around Knightsbridge. Two days at Cairo ( West), enabled us to have the strange experience of finding ourselves in probably the largest city in the Middle East with its thriving population and customs.
Next it was eastwards for 4hr 40 min to Shaibah in Iraq ( the nearest city to the base is Basra ). There were thousands of RAF personnel stationed in Iraq during the war and it was not a very popular posting, it was referred to as 鈥� the arsehole of the
world !! 鈥� One night was enough for us although one Lancaster from 9 Squadron had an engine failure and they were there for a month or more until a replacement engine could be flown from England - tough luck !!.
We then flew a further 5hr 50 mins to Drigh Rd , Karachi which was then in India but soon to be Pakistan after independence.
We had two days at Drigh Rd, so we were able to visit the city of Karachi. Not a very imposing place, the population were mainly Muslim and some of them had a very unfriendly attitude towards us.
However it was nice to fly on for 5hrs 50 mins eastwards across India to our base at Digri in Bengal province. We had flown some 5500 miles in 29 hrs flying time.
Apart from the small villages some distance from the base, the only Indians we saw were those working in the camps. Our main contact was our 鈥楥har鈥� (tea ) wallah who was always on hand to provide us with an excellent cup of tea. We ensured that he was well rewarded. Somewhere on the base were the Dobi ( laundry) wallahs. We had no actual contact with them, but they did an excellent job on our laundry.
We could now look forward to a rather restful period in the Far East. The accommodation, although very basic was quite comfortable, it was wooden huts with canvas and wooden beds. Although we were not greatly troubled by mosquitoes it was important at night that we 鈥榩ulled down鈥� our mosquito nets so that we were completely covered. The day temperature was always in the the mid 90鈥檚 and fortunately we were at Digri at the most comfortable time of year, just prior to the Monsoon period, so we did not see any rain. It was cooler in the evenings and after our evening meal we usually spent our time in the mess with a few cool beers then back to our huts for a game of cards.
Throughout our time at Digri we carried out routine cross country flights, bombing exercises etc. We had plenty of time on our hands in the afternoons for sport, football, cricket or tennis. This of course was the hottest part of the day when all the natives would retire for their afternoon siesta. Noel Cowards was correct when he sung about 鈥� Mad dogs and Englishmen going out in the Midday sun鈥� !!!
There was some Squadron activity when the Indian Navy mutinied at the Naval Base in Bombay and all our aircraft were armed with ammunition in the gun turrets in case they were needed to quell the mutiny. Happily it was put down before we were needed.
An invite was received from the Indian Government to take part in the Delhi Air Show and to provide dummy Paratroop drops at Palham aerodrome in Delhi, one of the shows was attended by Lord Wavell, the Viceroy of India.
The invite gave us the chance to spend a week in New Delhi, a beautiful city with all its Government buildings, really enjoyable, it was however only a short distance from Old Delhi with its lower class Hindus in poor housing conditions and poverty, the streets were crowded with market traders and I must admit they took advantage of the 鈥楤ritish Visitors鈥�. I thought I had got a real bargain when I bought a lovely leather case, unfortunately when I had used it a few times at home, the handle parted company with the case and I discovered that it was actually made of cardboard covered with a thin skin of leather.
On our flight back from Delhi to Digri we took a small diversion, so that we could fly over the Taj Mahal at Agra, the beautiful white palace of world reknown.
We had a few 48hr passes whilst at Digri and we took the opportunity to visit the only place of interest, the city of Calcutta.
It was a large overcrowded city, but very interesting, Chowrinjee Road was the focal point, a long wide road with all the large shops, hotels and restaurants. The only problem was that in the evening you had to step over the sleeping bodies of the destitute, beggars and homeless on the pavements. The natives however were friendlier than those in Karachi. Hotel accommodation was clean and quite comfortable, and English food was always available. We also saw the occasional street cremations, which took place away from the main roads. On one occasion on a rail journey to Calcutta we had a few hours stopover at the main railway depot and administration centre at Kharagpur and walking past the railway institute we heard the sound of voices and were surprised to find it full of ladies mainly British playing Bingo, or as it was then called 鈥榟ousey-housey鈥�, they provided us with tea and biscuits and a reminder of home. The railways were operated mainly by the British, before Independence.
After 3 months at Digri we were informed that we would soon be heading home to the UK. It was rumoured that the Indian Government was subsidising the cost of basing Lancaster Bombers with 7 men crew and the necessary ground staff in India and that they were considering replacement with single pilot Typhoon fighter bombers. Although we were in no hurry to give up the easy life we were leading it was obvious that the best of the Indian weather was coming to an end as we had seen the first signs of the coming Monsoon season.
We flew a slightly different route back to the UK but it only took an extra 11/2 hours
Digri 鈥� Palam ( Delhi) then Mauripur (Karachi) then on to Shaibah (Iraq) and next to Lydda in Palestine. We asked if we could spend a few hours in Tel Aviv but our request was refused for safety reasons. The Jewish element in the country was pushing for an independent state of Israel and there had been some attacks on British Servicemen. Now on to Castel Benito in Lybia, where we spent two nights, all the other stops had been for one night only. The last leg of our flight was to St Mawgan in Cornwall where the Lancasters were parked in dispersals on the cliff tops overlooking the sea. These aircraft with not much more than 100 hours flying time, would later be scrapped, what a pity a few were not retained to supplement our only flying 鈥楤attle of Britain鈥� Lancaster.
This was the end of my flying time in Lancasters, 7374 Lancasters were built and I had every faith in this wonderful aircraft, the best and most effective bomber in World War II. From St Mawgan I was looking forward to a few weeks restful leave, but it was not to be, a week after arriving home my mother died in hospital, a devastating blow especially to the immediate family, my father, my younger sister and myself. I received the news when visiting Muriel who had already been demobilised.
Returning from leave to Binbrook near Grimsby I spent a couple of days saying farewell to my fellow members of 617 Squadron with whom I had spent the last 12 months. Then it was on to No11 Air Crew Holding Unit at Bruntingthorpe (between Leicester and Rugby) to await my demob date which was in 2 1/2 months time.
I spent the time keeping-fit doing drill exercises and PT and we also had lectures to prepare us for civvy street. In the evenings and weekends I organised Football matches against the local village teams.
Finally it was the journey to 100 PDC at Uxbridge Nr London for official demob documents and the issue of civilian clothes, then away home on the same day.

Postscript
After a months paid leave, it was back to my original occupation as a draughtsman at Chloride Batteries (Exide). The next 32 years were spent as a Design Engineer and eventually Chief Draughtsman on Submarine Batteries. We accepted an invitation from the Navy to spend a few days at HMS Dolphin, which was the Submarine base at Portsmouth. During the visit we spent 6 hours at sea (surfaced and submerged ) in an 鈥淎鈥� Class Submarine, a very enjoyable experience, but if I had to choose between serving in the Navy or the RAF, I would still choose the RAF because of the greater freedom flying gave. Although the chance of survival in Bomber Command was less than in the Submarine Service if the 鈥渇inal chop鈥� came it was generally much quicker if one was 鈥渟hot down鈥� or in an aircraft collision than being slowly 鈥渟uffocated鈥� in a sunken submarine

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