大象传媒

This story was submitted to the People鈥檚 War site by Bill Ross of the 鈥楢ction Desk 鈥� Sheffield鈥� Team on behalf of Jack Morley and has been added to the site with his permission. Mr. Morley fully understands the site's terms and conditions.
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The stories were transcribed from audio recordings made and supplied by Jack. When some of the foreign place names that are mentioned could not be found very easily in an atlas, they have been typed as they sounded, as have some of the technical and coded terms with which I was not familiar, therefore, they will probably be misspelled.......... Bill Ross, 大象传媒 People鈥檚 War Story Editor.
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Other parts to this story are at:

Part 1: A5041397

Part 2: A5041531

Part 3: A6023701

Part 4: A6039722

Part 5: A6081257

Part 6: A6081301

Part 8: A6126167

Part 9: A6138010

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On the 16th of August, a night trip, a very dangerous night trip this one. This time to bomb Stettin. There was an indication that wherever possible, paddle bladed props were to be fitted and we hoped that by this time, ours would be, but it was not to be. However, this was to be the last trip before paddle bladed props were to be fitted. They gave a distinct advantage when gaining height. But, we had to go and do the job, so off we went to do it. We set out en route across the North Sea towards Denmark, across a bit of Norway, up to Sweden, at a very good height 鈥� above 20,000 feet I believe. Our route was to take us down Sweden and across the Baltic Sea to bomb this port of Stettin. Swedish fighters came up alongside us, not to attack us but to escort us and make sure we didn鈥檛 go any farther, and probably to help keep the German fighters from us. So, we crossed the Baltic Sea, and there were already fires burning when we got there, but we dropped our bombs and there seemed utter devastation; there were fires all over the place, but as we turned and headed back up towards Sweden, we could see the fires for miles and miles.

As we reached Sweden again, the fighters escorted us once more to our turning point, and we turned to come back along the route we鈥檇 travelled, although there were odd fighters about in these other areas outside, no-one attacked us whilst we were over Sweden. There were odd attacks, but we didn鈥檛 have any. We came back home across the North Sea, and we relied on Jock to get us back to Britain at least 鈥� we knew it was touch and go whether we鈥檇 arrive at Ludford or not, or if we鈥檇 run out of fuel. But anyway, he got us back to Ludford. I believe that when we landed, we had five minutes鈥� fuel left. Until we went on operations again, our aircraft 鈥� the props were being altered, fitted with paddle blades. We were on standby whilst this was being done 鈥� to fly in other aircraft if needed. This was the case. During the Normandy campaign, we had to be on standby. We never stood down as a squadron all throughout this period. The odd crews stood down, but they weren鈥檛 on leave, but a squadron as a whole never stood down.

We go forward now to the 29th of August: our plane had had the paddle blade props fitted and we鈥檇 flown in her. It was lovely to be able to get up to 29,000 feet, we really liked that. We could avoid a lot of the damage if we could do this. We were scheduled to return to Stettin. This time was a little different from last time because approximately one hour before we were due to set off, and head for Poland, there was another large raid that was going to Kolamisburg in East Prussia. These were to take the exact same route across the North Sea and turn round by the Baltic, so we expected that when we got into that area, the fighters would already be up, which they were, but as we approached the Danish area, there were fighters about, but none attacked us. We made our way along the same route as before, across Sweden and came down to bomb Stettin, but this time, there was a difference. The paddle blades allowed us to climb up to 29,000 feet on occasions. When we got to 29,000 feet, there were huge bangs and bumps as ice fell from the propellers, and each time this happened, the pilot had to settle for a lower position until the ice cleared, then up again. It was a see-saw trip, but anyway, we managed it alright. We bombed Stettin, but as we set out again up Sweden and back across the North Sea, once again the fighters were in evidence. When we got back this night, they burnt the fuel out to a T, but we were comfortable; we got back to Ludford, as did most of the others.

Pilot Officer Piperel, in SRW, was one who did not return from that trip. I鈥檝e recently met his brother from Canada, and had a chat with him, and I used to write to him, when I could see, but I鈥檓 blind now, so I can鈥檛. It was great to be in his company and to be able to help him with some details about his brother.

On the 31st of August, we were off once again, this time to Saint Ricoa, in Manchester LL756 once more, our own SRZ. This target was a dumpsite for the latest V2 rockets, and it had been reported by the French people as to where it was, so we set off to go there and try to destroy this site, and we made a thoroughly good job of doing so. We arrived back at 1717 and we were quite pleased about the good job we鈥檇 made of the operation, because these V2 rockets were the ones that were fired up into the atmosphere and then came down onto London. They weren鈥檛 particular as to where abouts in London, just so long as they came down on London.

Off once again, on the 3rd of September, to another aerodrome in Holland. We went off at 1553 and down again at 2013. I鈥檓 pleased to say that once more, we made a good attack and we got back safely. On the 5th of September, we went to Le Havre to bomb the German headquarters. We made a good job of that, total flying time was only 3 hours 25 minutes. We went to Le Havre again on the 6th of September. We set off there, but we were more or less only half way along the bombing strip this time. We took off at 1748 and came back down at 2050. This was the day that we had a full complement of bombs on board, and as we approached the channel, we were told by the master bomber to return, as enough damage had been done the previous day and up to the time that we got there that day, we were to take our bombs back and land with them, so our skipper said, 鈥淩ight lads, I don鈥檛 like this idea, but we鈥檝e got a lot of bombs on board, I think there鈥檚 13,000 pounds of 鈥榚m, but I鈥檓 not sure, but we鈥檒l see if we can be first back because we don鈥檛 want the whole squadron on this job.鈥�

He anticipated that there would be some trouble when we got back home, so after 3 hours and 5 minutes, we were back home. We鈥檇 raced to get back and we were first back. But as we got back to Ludford, we called in, and as we actually got preparing to land, we could actually see the windsock blowing, so the pilot called in and asked for permission to land, and they said, 鈥淵es, yer can land on (I believe it was) runway 2 鈥� 0.鈥� The skipper queried it because they were landing us downwind, so as the skipper queried the order, the voice came: 鈥淭his is Group Captain King, you will land as ordered.鈥� Group Captain King, at that time, was sitting in his bungalow at the top of the village, but he was connected up and he interceded with flying control orders.

So, on his orders, we proceeded and the skipper said, 鈥淣ow lads, I don鈥檛 think we鈥檒l be able to manage this, so, as soon as we touch down, get into craft positions, because I know we shan鈥檛 be able to stop, not with the wind behind us. Flying into the wind, we may have had a chance but flying downwind, no chance.鈥� So we landed at the extreme beginning of the runway, and I knew we wouldn鈥檛 be able to stop anyway, so, came the order from the skipper to the engineer, 鈥淲heels up.鈥� We were down belly landing then, bumping and banging along, sparks flying outside, we didn鈥檛 know what was happening. As we approached the end of the runway, it was impossible for us to stop, we were in craft positions, and we were soon off the end of the runway taking the tido pipes (sp?) with us, rising over the crest of the hill, and down towards the Black Horse in the village, where we came to rest.

I鈥檇 already anticipated that we鈥檇 to get out quickly, so, I was half way along the fuselage when Don dropped out of his turret in front of me and we went out of the door and passed Colin along the way; he hadn鈥檛 got out of his seat when I passed. Out of the door, then we set off running, and Don said, 鈥淓yup Jack, Ginger,鈥� 鈥� the rear gunner, y鈥檚ee, when there was any anticipation of a crash, the rear gunner was to turn his gun turret sideways, so that he could roll forward over the guns, and out 鈥� he said, 鈥淕inger鈥檚 stuck, look.鈥� We both turned back, I got there first and I gave the quick release on his armour, a bang and down Ginger fell, between the guns, onto the floor. The three of us set off across the runway with no thoughts of any danger. We knew other aircraft would be landing, but we鈥檇 no thoughts for that. All our thoughts were of the bombs on board and they were glowing red hot beneath the aircraft, we could see that, so we set off and ran across the runway into flying control. Shortly afterwards, the rest of the crew arrived with a crash tender, and we were already drinking our cups of coffee by this time, but I can tell you this, WE were the first to do the four minute mile, not the famous doctor. We did a four minute mile with our harnesses on. But that was that.

This incident was on the 6th of September and as far as we were concerned, it was a complete write-off. We鈥檇 no aircraft of our own for the present, we anticipated having to fly another aircraft; this we did. On the 12th of September, with the NS 954, a brand new W. Willey, we were detailed to go to Stuttgart. Once again, we knew this would be a long trip, so we set off down towards southern Germany, taking off at 1855 and came down at 0222 鈥� a flying time of 7 hours and 27 minutes. It was a very good attack; we hit the works and industrial areas we鈥檇 been sent to do, and so now, we were well on the way to finishing our tour.

Following this trip, we had a meal in the sergeants鈥� mess and then made our way up to the billets, where we found two other crews in our sleeping quarters, besides our own. There was clashing and banging and all sorts of noises going on. When we arrived there, we found out the sleeping hut had been invaded by earwigs, just thousands of them, so whilst it was cleared out by some of the ground staff personnel, using paraffin etc., we were down in the sergeants鈥� mess, drinking tea and sleeping in the chairs, until the all clear came the following morning.

The next trip was to the Ruhr Valley, a very short trip really because it was straight there and straight back. The total flying time was 3 hours and 51 minutes, but this was in Lancaster 3 NF 954 SRW, the brand new aeroplane that we鈥檇 taken over a couple of days before. The bombing was very concentrated and we did a very good job.

On the 17th of September, in the same aircraft, to an island off the coast of Europe. The reason for bombing this place was the big guns that were making the supply lines very difficult up the coast. Our bombs undershot the target, we were after the big guns, but half of them undershot. Some knocked the guns out, but the others made a break in the sea wall, which was a start of what was to happen later on when further raids caused considerable flooding.

On the 23rd of September, we went to a place called Neus. This was likened to a place the size of Rotherham by the briefing officer, when he gave his information. It was very concentrated bombing and I鈥檇 be surprised if anyone was alive after this, because it was a large force that went there, and we all dropped our bombs on the target and there were fires and allsorts going on down below.

On the next operation, we were in support of the people of Dover because the guns that had been firing across the channel to Dover, were based at Cap Gris Nez, just a short distance across the channel. We were up at 1114 and down at 1349. It was intended that once and for all, the guns at Cap Gris Nez should be silenced. Once again, this was an F954. It was a wonderful attack, and what pleased us most was that on that occasion, the gunners were allowed to fire at anything down below, if they saw anything. I don鈥檛 know whether our gunners did or not, but it was a concentrated attack. I鈥檓 pleased to say that in the Daily Express, the next morning, there were photographs on the front page of guns with their barrels broken, all down on the floor. This was great because these went back and forwards on a railing; they sheltered under the cliffs, whatever, we managed to cop 鈥榚m that day.

On the fifth of October, we flew in a brand new Lancaster, SRZ, a replacement for the one that we鈥檇 crashed on the sixth of September. I didn鈥檛 go on this one, but the rest of my crew did and I understand it was a very good mission. On the ninth of October, 1944, I happened to walk across to the wireless section to find out if I could get on a spare trip, to catch up with my crew. In there was Flying Officer Hoults, he said his crew had already done 29 operations and were looking for a wireless operator for their last one, as their own wireless operator had already done thirty trips and did not want to fly with them, so, there was a young wireless operator, new on the station. The Flying Officer said to the wireless leader, 鈥淚鈥檓 not taking him, he鈥檚 never been on any operations, and this will be our last operation.鈥� He said, 鈥淎nd I want to come off it.鈥� As I walked in, he said, 鈥淥h, hello Jack, what yer doing here? I鈥檓 looking for a wireless operator for our last trip.鈥� I said, 鈥淲ell, I鈥檝e come to volunteer for a spare trip, so I can catch my own crew. They went to Sarbrucken and I want to do a trip to catch them up.鈥� 鈥淥h,鈥� he said, 鈥淚鈥檒l be ever so pleased to take you with us.鈥� He sez, 鈥淚 know you鈥檙e well on your way to finishing your tour, we鈥檒l be very pleased to take you with us.鈥� And that was it. The target this time was Bochum, a steel town similar to Sheffield. We were off at 1732 and down at 2228. We bombed the marker flares and we were supposed to be bombing the oil tanks, but I think we hit most of the steelworks as well but, there were numerous fires among the oil tanks. I was a little uneasy on this trip because this crew wasn鈥檛 as disciplined as my own crew. My own crew only spoke when we needed to, this lot were shouting and talking to one another all the time and, we almost got shot down because of this. I was giving direction of a fighter coming in our direction to attack us and they just weren鈥檛 interested, these two gunners. The pilot told them to shut up and listen to what I鈥檇 got to say. But we avoided this fighter attack, we turned our guns towards it and off he went, he didn鈥檛 attack us.

Pr-BR

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