大象传媒

To illustrate the general activities of a Flight Engineer, this is done from memory, so is an abbreviated version of the pilots notes. We had no check list to work through, only memory. Each member of the crew has his own part of the aircraft to check, such as gun turrets, radio set, bomb site, etc. The pilot and engineer, have many common features to check. First we start with an external examination, looking round to look for loose panels or other unusual interferences to the smooth lines of the aircraft, but in particular the leading edge panels of the inner wing, the pitot head cover which needs to be off, and the elevator hinges which could show signs of cracking. Then we climbed aboard, walking to the flight deck, all bits and pieces need to be secure, and on operations, the oxygen supply has to be turned on. As is the nitrogen, which needs to be checked for pressure, when turned on. On the flight deck all controls and instruments to be checked for normality.

We can now start the engines, having selected and turned on the fuel at one of the tanks on each side. With the engines running, we expect many of the instruments to come to life, and after a few minutes, the engines will be warm enough to check, by pushing the throttle wide open and switching each magneto off in turn to check for 鈥渕ag drop鈥�, the propellers are then exercised through their speed range, whilst the engine oil pressures and temperatures as well as coolant temperature are checked as being satisfactory. If we are satisfied, the pilot will sign the form 700, as a receipt, and we can take off.

When we get to the runway, we go through the cockpit checks prior to take-of; such as engine temperatures, propeller speed, flap setting, carburettor intake 鈥渃old鈥� engine cooling flaps open, and possibly several other items, and then we can take off.

Provided we get a green light from the control caravan, the pilot will gently open the throttles enough to get us moving and steer the plane on to the runway using differential throttling on the engines and possibly a bit of differential braking; he will then give it a bit more throttle to get it rolling down the runway and whilst it is accelerating make sure it is running straight when he can then push the throttles open, leaving the engineer to push them the rest of the way, whilst he concentrates on lifting the machine into the air.

The aircraft, once airborne with its undercarriage up, which the engineer achieves by lifting a leaver beside the pilots seat, then as the speed builds up the flaps can be retracted, the R.P.M. of the engines can be reduced to cruise conditions and we are on our way.

When we are airborne, the engineers task is to record the engine conditions at half an hour intervals, keeping an eye on all instruments, and keep an eye on what is going on in the outside world, such as unfriendly aircraft, either ours, or theirs.

When we come in to land, the procedure is much the reverse to that on take-off. We gradually increase the engine RPM and lower the flaps in increments, whilst the pilot is controlling the speed on the throttles. When we are on the final approach to the runway, we lower the undercarriage. The RPM will be at its maximum, and the flaps fully down, and then its up to the pilot to touch the runway as the aircraft loses lift and then everybody is happy.

The ground crew will be waiting to hear of any problems, and then we can go and have a meal and usually the rest of the day is free.

It is not a bad life and it can be a little boring, but it is better that way, than having a few problems to worry about, because some can be insoluble.

Getting back to the repatriating of ex. POWs, the airfield at Juvincourt, was a bit rough, and there must have been a few tyre failures because when we went to our aircraft for one of our trips to Juvincourt we found the bomb doors clamping two or three spare wheels complete with tyres, in the bomb bay, but ranged along the fuselage [inside], were all the elements of one or two lifting jacks to raise an aircraft to change the wheels.

The next series of trips were called either Cook`s Tours, or Baedekker Tours, which were low level tours around the Ruhr to show ground staff what we had been doing some of these were for staff of H.Q. Bomber Command.

Concentrating on what I consider trips of interest, the next series were known as 鈥淥peration Dodge鈥� which were to Southern Italy, generally to Bari, but occasionally to Naples the purpose of which was to ferry Army personnel going to and from the Middle East, or beyond. The system was to fly out one day, have a days rest, and then fly back home. The camp site was in an orchard of figs and apricots, and we were alongside the blue Mediterranean, so we went prepared to do a bit of swimming. A good time was had by all. There was also a wine shop, in the city of Bari, where alcohol drinks of various sorts was available, paid for initially in sterling, until the powers that be twigged, and the amount of sterling we were allowed was then rather restricted. Of course the exchange rate for the services currency made the purchase of such luxuries hopelessly uneconomic.

At the end of August, the squadron moved to Gravely, near Huntingdon, but still continued with the Dodge operation. We did have an interesting change, when, near the end of September, we were detailed to fly several crews of Mosquito bombers to Berlin. These were the bombers that went out night after night to bomb Berlin, flying at high altitude clear of anti-aircraft fire, and fast enough to out fly the night fighters. They were all pilots and navigators, and we took them to Gatow, and then we were then taken on a tour of Berlin.

In Berlin we went to Hitler`s Chancellery. Here we set about breaking up the marble panelling into bite size pieces to bring home as souvenirs. We also went to the Brandenburg gate and Reichstag where I was able to wander about over the rubble in the building and then on to several other sites mostly in ruins. All the time we were in the presence of Soviet soldiers. We then returned to Gatow, where we spent the night before returning the next day, to drop our passengers off at their home station of Gransden Lodge.

Returning to the trips to Italy, it must have been from Glatton where we picked up our passengers; we were flying south somewhere near Windsor Castle, when Kit wanted to relieve himself. Now normally this was not difficult. This particular aircraft had dual controls which made it very difficult for the pilot to get out of his seat without pushing the control column fully forward. Not to be done whilst airborne! So plan two was for him to open his window, kneel on his seat, and do his best, whilst I hung on to the controls. This operation was satisfactorily achieved. But we subsequently had complaints from the passengers that it was getting a little chilly from slots in the bomb bay roof upon which they were sitting. These slots are for winching the bombs up into the bomb bay and are normally covered by what were called bomb slips. It was these slips that were blowing up, letting cold air in. We had an observation window in the nose of the aircraft where you could see into the bomb bay, and from here we could see that the bomb doors were open. This was no problem, Kit had obviously knelt on the bomb door lever which was beside his seat, when he relieved himself! So he lifted the lever then the doors closed and everybody was happy.

When we arrived at Naples - Pommigliano? after we had come to rest, the passengers climbed out and went to the bomb bay to collect their kit. Unfortunately there was nothing there, it must have blown out when the doors opened, somewhere over Windsor Great Park! I think Kit had to write a report but I cannot remember any repercussions. I felt very sorry for the chaps, because they were probably going out for a two year stint with all their personal comforts, which could not be replaced easily!

It might be of interest to know the route we took to get to Bari; it might seem a little circuitous but one stipulation was that we had to keep below 10,000 ft primarily because we could not supply oxygen to all of our passengers, and it would probably be too cold. From England, the route was southerly over the Normandy invasion beaches, on to Poitier and Toulouse to the sea, then turn eastward, now over the Mediteranean over the finger of Corsica to the Isle of Elba where we turn right on to a southerly course, until we get to Naples. From here if we are going on to Bari, we turn eastward over Mount Visuvius until we have crossed the Appenine mountains, when we can reduce altitude to about 3000 ft for the rest of the journey to Bari at this lower altitude, in the warmer climate it can be a bit bumpy, which can disagree with some of the passengers. It was rather surprising that although there were possibly up to about 50 aircraft involved in the operation, one never saw any enroute.

Flying relative to war activities was more or less concluded by now, and subsequent activities, were designed just to keep us occupied.

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