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This story was submitted to the People's War Website by Elizabeth Perez of Stockport Libraries on behalf of Leslie Landells and has been added to the site with his permission. He fully understands the site's terms and conditions.

Bomber Crew -

Pilot: Les Landells, Distington, Cumbria
Navigator: Albert 鈥楤ud鈥� Storey, Harrington, Cumbria
Bomb Aimer: Boris Threadgold, East Mosely, Surrey
Flight Engineer: Eric 鈥楳arty鈥� Martindale, Carlisle, Cumbria
Wireless Operator: Pat Dwyer, Perth, Australia
Rear Gunner: Fred Dartnell, Hainault, Essex
Mid Upper Gunner: George Gregory, Laindon, Essex

Crewing Up (at Peplow, Operational Training Unit) by Pat Dwyer

On 6 April 1944, I met our crew on this station. Selection was carried out in a very democratic way. I arrived at Peplow about 9:00 am. I took my kitbag and gear to my allocated Nissan Hut quarters. It was time to eat and I headed for the Sergeants鈥� Mess. I was sitting by myself at the table eating my food, when I was approached by an English Sergeant Pilot, who was with three other English aircrew. His first words were 鈥淲ould you like to be in my crew?鈥� Without hesitation, I replied, 鈥淚 would love to鈥� and that was the beginning of an association, that is now into its 61st year, with six Englishmen, with whom I shared the highs and lows of flying with RAF Bomber Command. The bonding and comradeship of a crew from Bomber Command is something you do not think of initially, but it soon became an essential part of my life as you shared the fears, the dangers, and the highs and lows of such an uncertain lifestyle. Crew members gave each other strength to face up to fear with courage, and the will to stay with your crew to complete a tour of thirty operations in Europe. This experience gave us the strength to face up to the trials and tribulations of life after the R.A.F., and made us much better citizens, who were able to appreciate life.

Initial operational training by Les Landells (Pilot)

My first training flight as a Pilot at Peplow was with Flight Sergeant Price (Instructor), Flying Officer Spurr (another Pilot in training) acting as Wireless Operator. We were to do 鈥榗ircuits and bumps鈥� i.e. take off, circle the airfield and land. Pat and our crew were on the tarmac waiting to judge the quality of their new Skipper. I had only spoken to all of them once or twice, as they were undergoing separate instruction in their operational categories. Just imagine they had never flown with me. Then at a few hundred feet, an engine suddenly failed and you can鈥檛 control a Wellington bomber on one engine, in that situation. All you can do is to feather the propeller of the other engine. Put the stick forward immediately to prevent stalling. Don鈥檛 put the wheels down as there were only fields below and the aircraft would have tipped over on its nose. We all escaped serious injury but the aircraft was in pieces spread over two to three fields. Fortunately, very muddy, therefore it softened the impact, which reduces the chances of fire. Actually there was mud and fuel spraying all over the place. We went through two to three hawthorn hedges, lost at least one engine, part of a wing and the rear turret. So you can imagine the spectators鈥� reaction. Some thought we had had it, as Wellington bombers, a good aircraft, were still very vulnerable to crashing on landings. (They caught fire fairly easily). Flight Sergeant Price鈥檚 alertness and skill helped save all our lives. After 24 hours in Sick Bay, I was asked to fly on 鈥榗ircuits and bumps鈥� again. It was standard practice to see whether or not you could face up to it again.

Pat mentions Joe Spurr and crew being killed on their leaflet raid to Creil, France (they took off from Peplow O.T.U.) alongside us. He had escaped injury on our 鈥榗ircuit and bumps鈥� flight and then got killed when on his first trip as a Pilot to France, on a so-called 鈥榮afe鈥� mission. Rather ironic perhaps? Of course, there was no such thing as a safe mission, flying over Europe at that time. Pat again, could not and neither could I, separate the dangers and our feelings between war and peace. Actually Flying Officer Spurr had already completed a tour of bomber operations earlier during the war, as a Navigator but was keen to qualify as a Pilot. A most likeable character, said to be 26/28 years of age and married with two children. We all remember him with absolute respect, but tinged with sadness for him and his family.

As confirmed by Pat, we had an engine problem on take-off in our Wellington Bomber, at a speed of 90mph, causing the aircraft to swerve off the runway. I took corrective action, but to no avail. We were then heading straight towards the Main Administration Block. To avoid a head-on collision, I tried to retract the undercarriage, but this did not work. So immediately I applied the left rudder/brake pedal. The aircraft turned to the left away from the buildings, went into a series of ground loops. But fortunately, came to a halt yards away from a deep drainage ditch, which was being repaired. If we had carried on to the left, we would have tipped over on our nose with serious consequences. So again, thank the Lord. As it was, the plane was badly stressed. The CO was not too understanding, he never even said 鈥済ood show鈥� for avoiding crashing into the Administration Block, which could have resulted in loss of lives and casualties.

On 30 July 1944, I was posted from Peplow, to a HCU (heavy conversion unit) at RAF Sandtoft in Yorkshire,to learn how to fly Halifax 4-engined Bombers. Here I asked Eric Martindale 鈥楳arty鈥� to join us, making up a full crew. Marty had just survived a very serious crash on a training flight in a Halifax with his original crew. All were killed except Marty, but he still had the will and courage to continue (a very brave young friend and comrade). Although before too long it became evident that his nerves were 鈥榮hot鈥�. But that is another story. He should never have been allowed to fly so soon after seeing all his friends die. So for our final operations we were allocated a reserve Flight Engineer. A long time later we heard that Marty had recovered and flew in the Middle East, still as brave as ever. I still correspond with some of his relatives in Carlisle, Cumbria. (As indeed I do with all the families of those of our crew who have gone to that 鈥楨agle's Eyrie in the Sky鈥� reserved for flyers).

I was then posted to R.A.F. Hemswell, Lincolnshire for conversion to Lancaster Bombers on the 8th September 1944. From there I was posted to R.A.F. Wickenby, 626 Squadron (an operational squadron) on 16 September 1944. Squadron Crest: 鈥淭o Strive And Not To Yield鈥�.

Go to, "Bombing Missions over Germany in October 1944" by Pat Dwyer and Leslie Landells

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