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RAF 100 GRoup MeMoRiAl MuseuM AssociAtion newsletteR

100 Group Association Chairman Wg Cdr John Stubbington: 01420 562722 100 Group Association Secretary Janine Harrington: 01723 512939

Home to RAF 100 Group Association City of Norwich Aviation Museum Old Norwich Road, Horsham St Faith, Norwich, Norfolk NR10 3JF Telephone: 01603 893080

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Each dot represents an area where there is a cluster of members Big dots show where members of the RAF 100 Group Association Committee live

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2

Dear Friends,

I am deeply touched by your cards, gifts, letters, emails and telephone calls wishing me well. Thank you. In July I went by train to spend my birthday with my daughter, in Brighton. I saw Ian briefly at a London station. He looked so gaunt and thin and ill. Later I learned he was rushed to hospital early one morning with a suspected heart attack. I have absolutely no idea what the future may hold for either of us.

However, while in Brighton, as an unexpected birthday treat, my daughter Jo took me to a very different and thought provoking art exhibition by Drew Cameron, a remarkable achievement by a man who served a tour of duty in Iraq who uses a unique art and book form to make a statement about the war. I have included something about it here, together with images, and I am most interested to share members’ feelings and the concept behind it.

A particular joy as Editor comes in re-living through the written word and photos shared the wartime experiences of various people. It is like travelling back through Time to an age of Respect, Dignity and Pride, when everyone worked together for the sake of our country as a whole. Eric Dickens’ rare photographs of Oulton in our Summer edition sparked many members into writing, and more of these photographs are shared here. Leslie Barker also kindly sent a CD of his uncle, Flight Sergeant Hadder, 214 Squadron which I will be happy to share in the next Winter edition when there is more room to do justice to him. However, the following pages do include a memorial piece to Bryan Gale, 157 Squadron who passed away on 2nd January. Bryan and I corresponded through the years and so I consider him a friend. It is therefore a privilege, on behalf of his daughter Valerie and son Chris, to share some of his past writings with you. They join me in welcoming any further information about Bryan that anyone might like to offer. News of the sudden death of another valued member is Alan Mercer, 214 Squadron, who passed away on 6th June while visiting his daughter in America. Thanks for the phone call Ken to let us know.

On a brighter note, a totally unexpected surprise arrived in the post - a book by Stephen Hutton which I would urge members to read. ‘Squadron of Deception’ is a beautifully bound and colourful volume in which many names and photographs are familiar. Stephen, thank you again for the touching dedication. I just hope I can live up to being ‘… a faithful Servant of the Valiant RAF 100 Group Association …’ Stephen shares his father Iredell Hutton’s wartime experiences in this Newsletter.

Enjoy the bumper read! Janine X Items for Newsletter should be sent to: Janine Harrington ‘New Dawn’, 7 Ashley Court, Filey, North Yorkshire YO14 9LS

Telephone: 01723 512939 Email: [email protected]

4

Letter from the Chairman

Members, It has been very pleasing to hear from many of you that the Reunion in May was so well regarded. Thank you for those comments. The Committee – and especially Janine – really appreciate hearing from you. We are now thinking about the planning for the next Reunion, in May 2010. We shall have to be more conservative with the costs for this. The outline concept that we are thinking about has the following possible topics: 1. For those members who like to arrive on Friday, there could be a visit arranged in the afternoon to the RAF Radar Museum at Neatishead. A simple snack lunch will be available at the Radar Museum, which is about 10 miles North-East from Norwich along the A1151. For dinner in the evening, we could meet together for an informal meal, perhaps at The Plough at Marsham or some other local Inn. 2. We have been offered a slide show by Eric Dickens, based on photographs taken at RAF Oulton when his father was the Station Commander during the war. We have not yet been able to arrange where or when to have that slide show. It is more likely to be on Friday, because Saturday is always very busy. 3. The programme for Saturday will be as usual. The Annual General Meeting and buffet lunch will be at the Norwich Aviation Museum. Visits to the local airfields will take place as members wish, on an individual basis. There will be no coach this year, as a cost saving measure. We expect that Tea in the afternoon will be provided at Oulton, to whom we are always greatly indebted. The choice of location for the Dinner on Saturday evening is open at this time. I am looking at several options during the first week of September, when I shall be staying at Marsham. Our after-dinner Speaker will be Air Vice Marshal Grahame Jones. 4. Morning Service on Sunday will be at Horsham-St-Faith with The Reverend Andrew Beane. By no means least, I say “Thank You” to the Committee members for their help and support.

John E G Stubbington, Wg Cdr (ret’d) Chairman

PS. There will be a one-day seminar at the Defence Academy, Shrivenham, on 14th October. Some members have already expressed interest. The subject will be World War 2 and Cold War military electronics. I shall be presenting a paper that will address the task of No. 192 Sqn within 100 Group and the intervening history through the re-numbering to 51 Sqn and the latest aircraft, the RAF Nimrod R that supports current operations in Iraq and Afghanistan. Members who are interested should contact me directly.

5

Dear Janine,

Just to say an immense thank you for all the hard work you must have put in to make the weekend such an enormous success. It was all excellent and went like clockwork. The committee has done a first class job and we are all so grateful. The folk of Foulsham & Oulton are so welcoming and generous and it is all very touching.

The only blip, and it was a minor one, during the whole weekend was the layout at The Plough where those of us at the extremities of the long thin area we occupied could hear absolutely nothing from the speakers. This is where the Aylsham Lodge scored - but that was about its only good thing latterly!

With my best wishes - and again, my sincere thanks,

Alan Thomsett

Hello Janine,

What a superb weekend! Thanks to the Committee and especially to you. Even the weather played its part, but I cannot claim any kudos for that! The welcome we received from everyone was touching. The time and trouble taken by all in preparing food for us was tremendous. Thanks to all. The only snag was having to wait at Norwich airport for 4 hours due to planes being u/s. Flybe had to play musical chairs with the aircraft to get all the passengers home. My good neighbours were there to meet me at Manchester and I eventually arrived home at 11pm.

Keep in touch and take care, Love Dorothy Hudson

Dear Janine,

We would like to thank you and the Association Committee for all the effort you put into the organizing of the 100 Group Reunion. Although we didn’t attend all the functions, we enjoyed the full day on Friday and the evening meal on Saturday albeit that we had to leave a little early to get the last bus which dropped us off outside the Norfolk Club where we were staying.

Roy Smith

Dear Janine,

Eric Dickens’ letter and photographs were enjoyed and I just can’t wait for the next batch of his photos to follow in the next Newsletter. I can’t help over identifying folk to be seen in the photos, but I’d say definitely not Queen Mary in the one on page 5. The lady always stood out in pictures – regal in every respect! And not to be trifled with!!

6 Can I put forward my thoughts on the photos – page 12? The aircraft in the top one is a Fairey Battle and the serial number is L524- (shame about the last digit), and I would say ‘taken in France between September ’39 and May ‘40’. The bottom picture looks ‘French’ and we didn’t camouflage with trees our small buildings on UK airfields.

If Eric has his father’s log book that will give him the Squadron number for the Battle, also dates. And if Eric could list his father’s Op sorties that would be most interesting. The losses sustained by the Battle units in trying to stem the German advance tells you they were suicide missions, leaving you with the utmost respect for the RAF aircrews who didn’t come back.

Thank you, Eric, and please give us more details about your father, plus the photographs as we learn so much. I just can’t wait!!

Ron Durand

Dear Janine,

I am not a great lover of poetry, but the one printed on page 31 Summer edition, is the one exception. It is so expressive and makes your heart and mind take to the air! Written by a very young man, what a great loss to the human race when he was taken from us.

But I just have to write to tell you. After reading the poem I finished up aghast at the name and details quoted. Where did they come from? The poet’s name is John Gillespie Magee, and I would like to give you what I know of this young man, if I may?

Born an American, enlisted in the Royal Canadian Air Force as he was appalled over what was going on in Europe in 1940. Started training in Canada and got his ‘wings’ in June 1941, then to the UK and 53 OUT knowing he was going to a fighter Squadron. He was posted to 412 Squadron flying Spitfires, the unit was involved in sorties across the Channel and he clashed with Me.109s but without any results. Sadly it was over the UK on a routine flight when he was killed after colliding with another ‘plane in cloud. The date: 11th December 1941 and the young man was buried in Scopwick Village Cemetery.

The magazine ‘This England’ published a biography and I have a copy. Perhaps it can still be purchased. I treasure it and have added one or two of John’s poems as folk have found them in letters, etc. he wrote back in those dark days.

I just had to write. The least we can do to honour the memory of a person is to record in print the correct details, as errors will be repeated.

Sincerely, Ron Durand Note from the Editor: Ron, you ask about how I came by this poem written, as you say, by a remarkable young man. In fact, I came across it in my father’s possessions after he died. I got the feeling they knew one another, my father having served in the RAF as a Flight Sergeant 1938-1950 – also involved with the British Legion Club and entertaining the troops by radio broadcasts and live in the form of socials, comedies and plays which he continued doing for many years as a ‘civvy’.

7 Dear Janine,

DICKEN’S PHOTOGRAPHS FROM WW2

I was fascinated to see the initial release of photos from the Group Capt Dickens’ collection, especially those on pages 12 and 13 of the Summer Newsletter. My comments are as follows:

Top of Page 12 – This excellent shot of Wg Cdr Dickens taken standing by the tail plane of Fairey Battle L 5244 of 103 Squadron (you can see the M of the Sqn code PM) is almost certainly at Betheniville in France in the Spring of 1940. The aircraft was initially delivered to 40 Sqn on 1 Aug ’40. It then joined the Advanced Air Striking Force (AASF) in France being allocated to 103 Sqn at Betheniville, just to the east of Rheims on 12 March ’40. The Wg Cdr would have had a very brief period of relative calm before the ‘Phoney War’ came to an abrupt end in early May and the German forces began their breakout and dash to the Channel. Things happened very quickly and 103 Sqn were forced to retreat with the other AASF Sqns. They moved to St Lucien Ferme on 16 May, to Ouzouer-le-Boyen on 3 June and finally to Souge on 14 June. The Sqn then withdrew from France reforming initially at RAF Honington on 18 June, before moving to RAF Newton on 3 July. This would also appear to be the day that Wg Cdr Dickens handed over command of the Sqn to his successor Wg Cdr C E R Tait. A very hectic 4 months in command I would suggest.

L 5244 survived the fighting in France returning with the 103 Sqn to England. Later it was returned to Fairey Aviation, presumably for modifications and/or repair, before entering storage with 9 and 47 MUs. It was struck off RAF charge on 27 July ’41 for allotment to the Royal Australian Air Force.

Another feature of the photo is the bomb trolley showing two of the four 250lb bombs carried by the Battle in the bomb cells located in the inner stub main plane.

Bottom of Page 12 – The image in the Newsletter is too indistinct to make an informed comment. Are you sure the buildings are camouflaged? They do not appear to carry the usual wartime camouflage or are you referring to the branches which seem to have been laid against the building? Over to Chris Lambert and the Oulton Street residents for this one.

Top of Page 13 – Again, too indistinct to recognise detail or faces. They appear to be walking by something draped with camouflage netting. There appears to be building in the background which can be seen through the netting. Looks to be on the airfield, in which case the buildings should help to identify the location.

Bottom of Page 13 – These are almost certainly 214 Sqn personnel photographed with Grp Capt Dickens. Flt Lt George Wright, the greatly respected and well liked Adjutant, is definitely the man standing on the right in the back row. The man standing next to him is Sqn Ldr Bill Day DFC, RCAF, Flt Cdr. I would suggest that Wg Cdr D J McGlinn, the Sqn CO is sitting on Dickens’ right with Sqn Ldr Jeffrey, Flt Cdr, is sitting on his left. I believe the photo was taken outside the 214 Sqn HQ Offices at the end of August ’44 on the occasion of Wg Cdr McGlinn’s temporary posting to 233 Sqn as CO.

Top of Page 14 – I would guess this is a photo of Gp Capt Dickens with his SHQ staff.

8 Page 14 – These 2 photos were obviously taken at the same occasion. I assume it is Aylsham or some other local town. Possibly, a church or thanksgiving parade to celebrate VE Day. ‘Queen Mary’ appears to be carrying a Bible.

A fascinating set of photographs and I look forward to seeing more of them in due course.

Richard Forder

Dear Janine,

Received the Newsletters this morning – super as usual, you’re doing a grand job! Thank you. The picture of a Fortress on page 25 top of the Summer issue (Dickens collection) – it is in fact SR 384 BU-A – I took it myself having flown on it during the day before it was shot down. I still have the negative and enclose a copy.

Fortress II SR 384 BU-A, 25.5.1944, lost that night with P/O Hockley

Top photo on page 12 – my guess is that this was taken early in the war and that the aircraft could be a Fairey Battle.

Bottom photo page 13 – standing left is Sqn/Ldr Day RCAF, standing right the 214 Squadron Adjutant George Wright a much loved man, sitting left 214 CO W/C McGlinn, sitting right face familiar but cannot put a name to him.

Warmest regards Gerhard Heilig

Dear Janine,

… I was hoping to be at this year’s Reunion but circumstances did not permit. However, I thought you might be interested in an experience I had last year whilst on a Pacific sea voyage from Sydney to Los Angeles which lasted some 31 days. During this voyage, which carried some 29 different nationalities of passengers, the ship’s newspaper announced a meeting in the lounge for anyone interested in aviation. My wife persuaded me to attend and I found myself amongst about 60 other passengers already gathered in a circle. Our MC went around the circle asking each one of their interest. There was a middle-aged woman aerobatics pilot showing a photo of her own sleek bright red monoplane, another older woman became a pilot

9 because her husband had bought his own aircraft and she wanted to learn how to land it in case he was taken ill. Many of the others were retired commercial airline pilots and mechanics and there was one recently retired commanding officer of a Canadian fighter school.

When it came to me, I appeared to be the oldest person present. I replied I was with the RAF Bomber Command, 100 Group during WW2. ‘Did I go on flying operations and how many?’ I had barely answered those questions when a man stood up about two seats from me and said: ‘You RAF, bombed my house to the ground in Munich, thank you very much’. I sat temporarily flabbergasted whilst he came over to me, shook my hand and proceeded to tell me his story.

He was a young boy about 10 years old when his house was bombed. This house was apparently a heritage house which did not allow any modifications beyond the footprint of that house. When it was reduced to rubble, with great happiness, his family was ultimately allowed to build a much larger home; the photograph he showed me resembled a four storey castle! He invited me and my wife to join him and his wife next day for lunch and we had a very joyful time with him inviting us to visit him any time we were in Germany.

Sincerely, Ron Simmons ex 223 Sqn, Mark Levy’s Navigator, aircraft A for Apple, name ‘AD LIB’

Dear Janine,

I came across this reference to electronic counter measures of fifty-five years ago recently and though that it might of interest to members, especially those connected with 141 Squadron. I am not certain the references to Oboe, a blind bombing device and Monica, an active tail warning device, are entirely correct but the mention of Serrate is accurate. In fact 141 was one of the first squadrons to be transferred from Fighter Command to the new Group on its formation in December 1943. This unit had previously been commanded by that most decorated of WW2 fighter pilots Wg. Cdr. Bob Braham, DSO and two bars, DFC and two bars:

‘HEADLINE NEWS FROM AUTUMN 1943 Electronic countermeasures assist RAF

Molly Baker from Sidcup writes about the headline of November 1943:

My late husband was a Navigator in 100 Group, 141 Squadron at West Raynham in Norfolk. I understand the 100 Group Squadrons were hand picked for the job and were the first to get Oboe, Serrate and Monica radar. It was probably the only time that Navigators took charge of the aircraft as the pilots had to follow their instructions as they read out what appeared on the radar screen – at least with the Mosquito Squadrons. The CO of 141 Squadron was W/Cdr Bob Braham, the top night fighter ace, with 29 kills – more than Cats Eyes Cunningham – but Braham received little publicity as he shunned the press like the plague. His Navigator was pure magic with the radar – Sticks Gregory – Sticks because he played the drums in a jazz band prior to the war. Bob Braham was the most decorated pilot of WWII with three DSOs and three DFCs. Tony Spooner’s book ‘Night Fighter Ace’ tells his story and is well worth reading. He became the RAF’s youngest Wing Commander at the age of 23.’

Best wishes, Peter Lovatt

10 Dear Janine, … as I said when we spoke on the telephone, LAC Harris is in the photo of B for Babe Halifax and pictured in the front row, next to the WAAF in the centre.

‘A’ Flight 192: Halifax ‘B’, LAC Harris is on front row left of the WAAF, centre

I have also got another photo of D for Donald Duck, a Wellington, where LAC Harris is shown in the group – front row, second left:

Brooks, Jock McGregor, …, …, John Cox, … Musty, B Watson, Gordon, … Pope, John Morgan Spike Milligan, Allan Roach & Crew Sgt George Flt/E … Harris, Ben Beeney, Naybour, Charlie Haywood, Cpl Betts, Cpl Oddy, …

11 LAC Harris worked as a Flight Mechanic Airframe ground crew with John Morgan, a Flight Mechanic Engineer. They both worked on G for Gertie, whose picture was of a Landgirl:

I first met Harris at RAF Feltwell, where 192 was formed. We then went on to Foulsham; from there we went to Watton where we were discharged in 1946. The photograph below shows LAC Harris on the front row third from the left. I am sitting next to him on his left. The dog was called Chum who was with us all the time.

His grandson might wish to get in touch with William J and John E Rees who are members of our group. They advertised in a Bomber Command Newsletter photographs of 192 were for sale. I hope this helps Harris’ grandson in his research.

Yours sincerely, Alf Cooke (192 Squadron)

12 To expand on this business of code letters and 'nose-art': a rather absurd term that has become commonly used - it refers to any picture or form of words or the symbols indicating what sort of operations that aircraft had at any time been involved in. It was always painted on the port (left) side of the aircraft's nose (front end) area & normally under the cockpit. The pilot always sat on the port side. In DT-G's case (G for Gertie) the operations it had done when the photo was taken - 14 I think - were represented by something like lightning flashes, suggesting electronics. Main force Bomber Command would frequently use a series of bombs, Fighter Command swastikas Halifax BIII PN434 DT-B ‘Babe’ (J.Cook) for each German aircraft destroyed etc. Of course, not every Squadron did this & in 192 I don't recall C Flight having anything on the Mosquitoes.

After the Squadron letters, 192 was DT, came the aeroplane identification letter. After an aeroplane had been sent elsewhere or scrapped that letter would probably have gone to its replacement. So over the life of the Squadron two or three could have the same letter allocated. To add to the confusion A Flt used Wellingtons until late 1944 then changed to Halifaxes so letters were transferred from one type of aeroplane to another. For those reasons letters were never used in recording flights in log-books - the serial number, always different, was always used. Apart from identifying a particular aeroplane the letters before the numbers indicate place of manufacture, eg: LP345 would indicate Vickers at Hawarden as the factory.

DT-A is a case in point: LN398 (Vickers at Hawarden built) was with 192 from July 1943 until it crash landed July 1944 and was 'struck off charge' in August 1944. NC706 (Vickers at Blackpool built) with 192 from July 1944 until Oct 1944 when it went to 29 Operational Training Unit (OTU). Both these were Wellingtons. PN431 however was a Halifax (built by London Aircraft Production Group) delivered to 192 in February 1945 & 'struck off charge' in October 1945. To stir the mud even further DT-A2 was HZ415 (Blackpool) & was the last Wellington to operate in 192.

Information used I have taken from ‘Espionage in the Ether’ and may prove helpful to those who want to know more about ‘nose-art’. However, there is a further point I should add. Individual aeroplanes were always referred to by the phonetic alphabet of the time, ie Able, Baker, Charlie, Dog, Easy, Fox, George etc. A radio call from a pilot in the circuit prior to landing would be ‘F Fox – downwind’. If there was a reply it could be ‘F Fox you are clear to land’. The awful nose-art on F Fox happened to be ‘Miss Carriage’, always an embarrassing thing to have written under your cockpit window when landing at another aerodrome! I flew that one a lot & I was not the only one who loathed the name. Names like Gertie for G George were never used.

Nowadays the alphabet used is different, viz Alpha, Bravo, Charlie, Delta, Echo, Foxtrot etc. That just confuses us ancients!

Alf Cooke (192 Squadron)

13 Dear Jan,

Firstly thank you so much for organising a most enjoyable but emotional day. Lalla and I were made most welcome and it was a bonus to be able to talk to people who knew my father. I'm sorry that we did not get much time to talk, but time just flew by.

I'm also sorry that I forgot to bring in the photo of the tea party which we think was in the garden of Green Farm, so here is it attached to this email:

Eric and Lalla Dickens enjoying tea at Oulton

Many asked about Green Farm, where we lived as the C/Os quarters. These following are three photos, taken in 1945, about 1965 and yesterday, 2009.

The quality varies as technology moves on, just as the trees have grown!

Green Farm, 1945 Green Farm, 1965

Green Farm, 2009 14 This photo is of the control tower, which many members asked after. This was taken about 1964 as it was falling into disrepair.

I would also be interested to know if the following photograph is RAF Oulton. There is nothing written on it, but it is in the correct place in my father’s album, plus I notice that there is a fuel train in the background of the medal ceremony. I know my father was a Group Captain, so I feel that it must be RAF Oulton, but it could be RAF Digby in Lincolnshire, although the countryside there is even flatter and I don’t think they had a railway line. It looks so different!

RAF Oulton or RAF Digby, Lincs?

Other photographs not included in the Summer Newsletter are as follows, and again, information about them from members would be most appreciated:

15 Part of VE Day Celebrations?

Members at the Reunion asked about their relatives and how to get Service Records. I obtained my father’s and any direct relation can get a copy by looking on this website – http://www.raf.mod.uk/links/contacts.cfm where the following information can be found:

Royal Air Force Service Records

Personnel Records

Royal Air Force personnel records are held at RAF Cranwell. If service number and details are known, please quote it in the correspondence. The personnel records department will only divulge information to the person to whom it refers or, if he or she has died, to his or her immediate next of kin. Anyone else must obtain written permission from the person about whom they are enquiring, or from his or her next of kin, before any information will be given to them.

A charge of £30.00 will be made for any information they provide; If cheques are submitted with queries, they should be made payable to 'HMG Sub-Account 3627'. This applies to personnel records only. The only people exempt from charge are the person to whom the records refer to or their widow or widower. The address is: RAF Disclosures Section, Room 221b, Trenchard Hall, RAF Cranwell, Sleaford, Lincs NG34 8HB

I obtained my father's service record by providing my birth certificate which proved my being the next of kin. Eric Dickens

16

Stephen Hutton Author of ‘Squadron of Deception – The 36th Bomb Squadron in World War II’

Dear Janine,

Your name and address came to me from correspondence via Rob and Jill Histed when I last wrote to the late Martin Staunton. In the past I had corresponded with Martin and earlier with his sister Eileen Boorman. For many years I have been most interested in RAF 100 Group in that my father, Iredell Hutton (deceased 2005) flew as a tail gunner with the USAAF 803rd and 36th Bomb Squadron Radar Counter Measure Units that served in 100 Group. During May of 2000, my wife Pam and I visited your beautiful country, saw the City of Norwich Aviation Museum, and attended the RAF 100 Group Reunion. There I met Martin Staunton, Robert and Steph Walden, Kelvin Sloper, Kim Barwick, and other fine attendees. In order to honour and remember our veterans I am pleased to have donated 803rd and 36th Bomb Squadron RCM photographs and memorabilia to the Museum and to displays at Blickling Hall.

Rob and Jill were most kind and sent me a copy of ‘Confound and Destroy’ which I have thoroughly enjoyed. In particular, I loved seeing the stories and the letters by the Group veterans … I would ask that you please encourage City of Norwich Aviation Museum bookstore to offer my book ‘Squadron of Deception – The 36th Bomb Squadron in World War II’ as the 36th operated more than half its life with RAF 100 Group. Your membership might want to learn more about the American participation and contribution to the famous Group. They can also view my Squadron internet website at www.36rcm.com. The website compliments my book.

Finally, I recently heard from my good English friend Chas Jellis about a special ceremony in the UK to honour airmen of the 36th Bomb Squadron. The event is scheduled for noon on Sunday, November 15th, 2009 near Station 113 Cheddington – the Gremlins old World War II airbase. The ceremony is to dedicate a memorial to honour and remember the 36th Bomb Squadron and pilot Lt. Norman Landberg’s two crewmen, Navigator Lt. Walter Lamson and Gunner, Pfc. Leonard Smith who perished in a take-off crash 65 years ago. If any RAF 100 Group members would enjoy attending, please let me know so I can send programme details as they develop. At this time I’m seeking participation by the U.S. Air Force and quite naturally inviting former veterans of the 36th or Gremlins as they were called.

Please say a big thank you to Rob and Jill Histed for connecting me with you and say hello to Rob and Steph, Kelvin, and Kim. I’ll have you know that Rob Walden and I did some digging around Alconbury for some 36th Squadron .50 caliber machine guns, but that’s another story.

Again, allow me to congratulate you on the excellent job you are doing to produce a most wonderful and meaningful Newsletter. My hat’s off to you! I look forward to hearing from you at your earliest convenience.

My kindest regards,

Stephen Hutton

Contact details: website: www.36rcm.com email: [email protected] 4016 Old Sturbridge Drive, Apex, NC 27539. Tel: 919-772-8413 or 919-662-3799. I welcome all communications from your membership. Author - Squadron of Deception 36th Bomb Squadron RCM Unit Contact 8th Air Force Historical Society 17 Stephen’s book is about the 8th Air Force’s 36th Bomb Squadron (RCM), a secret radar countermeasure unit not involved in typical bombing runs. It only compared to other bomb Squadrons due to the fact that heavy B17 and B24 bombers were used. The 36th Bomb Squadron was born out of the 803rd Bomb Squadron (Provisional). This special unit worked initially with the RAF 100 Bomb Group at Sculthorpe in January of 1944 and was first commanded by Capt. George E. Paris. This first detachment had already completed an operational tour. The radar countermeasure effort came under RAF Bomber Command where they performed a variety of special operational activities. The secret missions included Window (Chaff), Jostle, Carpet, Mandrel, and other ramifications. Many of the aircraft jamming systems were developed and tested by Allied scientists associated with the Telecommunications Research Establishment, namely the American-British Laboratory Division 15 (ABL-15) located at Great Malvern, near London. RCM operations were designed to deny the Germans effective utilization of radar and radio equipment.

For Stephen writing the book was a labour of love.

‘Not unlike my many friends that I played with as a young boy, I was naturally curious about my father’s service during WWII. I recall when I was about 10 years old (circa 1960), he told me that he had served in the Eighth Air Force. He said his outfit performed radar countermeasures (RCM), dropped tin foil, and electronically jammed German radar. He had served in a B24 Liberator, flying 54 missions over Europe with the U.S Eighth Air Force and British Royal Air Force. He also told me that one day another crew had taken his plane, nicknamed ‘The Jigs Up’, and never came back. Of course, this story piqued my interest to find out the how, when, where and why. So my quest began.

In time I saw Dad’s wartime photographs and naturally sought more information about his special outfit. I learned that Dad had served in the 803rd and 36th Bomb Squadron, but unfortunately, after extensive research, I discovered very little had been written about this radar countermeasure Squadron …’

Photographs above show Iredell Hutton, Stephen’s father, while in the 8th Air Force in England. The one of him kneeling was made when he was on furlough: Dec. 26, 1944. My father as a Sergeant on the bike was probably at Oulton.

Stephen’s story is taken up by an article which came out in ‘The News & Observer’. Photographs below are:

1. Iredell with brothers Norwood (502d Parachute Infantry Regiment - captured Operation Market-Garden) and Marion (15th Bomb Squadron - the first in 8AF to serve in England) taken in Trafalgar Square;

2. Radio Code School Instructor Charles Preston with Iredell & brother Marion Hutton.

18

The people of Holyhead, Wales, never met the men of the B-24 Bomber affectionately called The Jigs Up. It was a time of war, 50 years ago, and thousands of bombers and fighters flew into, out of and over the town on the rugged Welsh coast.

And even when The Jigs Up slammed into a coastal mountain near the town, spreading its wreckage out into the Irish Sea, well, horrible and senseless things happen in war. The countryside was scarred with hundreds of wrecked aircraft that never made it home.

It was a worldwide war and millions died in it, but something about those eight flying Yanks from The Jigs Up became part of the soul and legend of Holyhead. It only took the interest of a Wake County man to bring back the old memories and to make sure that, for all time, the ill-fated crew of flying strangers would be remembered.

Stephen Hutton had no grand scheme in mind when he began to research the story of the last flight of The Jigs Up. It had been his father Iredell’s plane during the war, and the 36th Bomb Squadron’s secret mission to jam German radars was interesting enough. His father was not on board the last time it flew. But other men were, and they died and his father lived because fate is like that. Stephen Hutton dug up the story, he says, to honour all the men of the valiant 8th Air Force who must not be forgotten, but in part he did it to thank the fates for sending his dad home. It didn’t have to be that way.

The Squadron’s seven planes were heading home from a bomb run to Germany that December day of 1944. The Battle of the Bulge was raging, but everyone knew the war was in its last days. The planes approached their base at Cheddington, England, but the notoriously bad English weather caused them to divert to Manston. The weather got marginally better after three days, so the crews took on a small amount of fuel to head home.

No-one is sure why now, but Iredell Hutton and the crew of The Jigs Up were assigned another plane to fly back to Cheddington that day. Another crew of 10 men was given their plane. Four of the Squadron’s seven planes made the short trip safely. Then the accursed weather turned bad again, leaving three planes trapped above the clouds.

The three – the Miss B Haven, The Jigs Up and the Ramp Rooster – were soon in big trouble. Diverted to a field near Holyhead, they arrived to find a solid cloud layer beneath them and mountains all around, and they were low on gas in the middle of a raging storm. Afraid that the signal would draw German fighters, the controllers on the ground would not send up landing instructions. All they would do was fire flares into the clouds. And when the situation couldn’t get more deadly, it did as The Jigs Up lost its navigational equipment.

The Miss B Haven followed the flares, made it to the tarmac and ran out of gas before it got to the end of the runway. The crew of the Ramp Rooster was so grateful to land that the members fell to their knees and kissed the field. But above them, lost in the storm, was The Jigs Up.

19 The crew flew in a big circle for a while, hoping something, anything would happen to bring the plane to safety. One engine went out, then another and that’s when the pilot gave the order to ‘stand by to bail out’, or did he say ‘bail out?’

In any event, eight of the crew jumped immediately. What none of them knew was that they were over the Irish Sea, and when they hit the freezing water without survival gear or life vests, they never had a chance. Because the pilot and the co-pilot had waited until the crew was out, they jumped over land and survived. The now empty plane slammed into a mountain at the sea’s edge. There the wreckage would remain for 49 years until a visit Hutton made while doing research spurred the townspeople to action. Last year (1993) with Iredell Hutton doing the honours, the people of Holyhead unveiled a memorial to the men who flew over their town one terrifying night.

The memorial included a piece of the propeller from The Jigs Up, an artifact salvaged from the Irish Sea by diver Brendan Maguire. He also brought up a propeller for the Huttons to remember the plane in which Iredell served …’

This propeller was presented to the North Carolina Military History Museum at Fort Fisher on March 12 1994.

‘People need to know the sacrifices those men made during WWII’, Hutton said. ‘It has been 50 years and they’re getting older now, but we can’t forget what they did’.

Dennis Rogers ‘The News & Observer’

Stephen Hutton has now become an Association member. His book includes photographs of Eric Dickens’ father Thomas Charles Dickens (pages 19 & 31), and Eric and Stephen are now in touch with one another. Other names and faces in this extra-ordinary book will also be familiar.

On a final note, Stephen says:

‘I do hope members get to see the book and learn how much the Americans enjoyed working beside the British for the common cause. Not so different from what we're trying to do now, right? Must keep the story alive! You know, no one ever dies as long as they are remembered.

I was just happy to finally put the story together about my father's special Unit. It was truly a labor of love that came to fruition only after a lot of inspiration and help from the Gremlins, their families and related associates.

Thank you for your offer to mention it in the next RAF 100 Group Newsletter, because as you can see the 8AF's 803rd and 36th Bomb Squadrons were really flying on the coattails of the RAF.

Again my hat's off to you for all of your fine work and efforts. Do let me hear from you again soon.’

Stephen Hutton

20

Bryan D Gale Flt/Lt RAF

Bryan Gale passed away 2nd January this year, 2009 and it is only when we find the time to look that it becomes clear what a courageous man our Dad was. I only wish he had talked more when he was here. Mum unfortunately had heard it many times when she was alive, had lived through his days as a pilot’s wife during the war, so tended to steer his talk of war and RAF days elsewhere. They were thrilled when they received their Diamond Wedding Anniversary card from the Queen on 25th September 2004. All the family, children, grandchildren and great grandchildren were there to celebrate the day with them. The following writings offer a clue to our father’s experiences and the kind of work he was involved in. Valerie Rudd (nee Gale)

‘Dear Mr Salgado, I have your letter forwarded by Bill Wilson of the Mosquito Aircrew Association from which I see that you are researching the Battle of the Atlantic as it was affected by the operations in the Bay of Biscay.

I was indeed involved with my navigator, Jeff Edwards, in 157 Squadron flying Mosquito aircraft at the time, from 15th November until 23rd March 1944, based at RAF Predamack near Mullion Cove in Cornwall. In this time I completed 17 operations which were code-named ‘INSTEP’. The details I have are from my second log book of which I have five because I hold a Permanent Commission in the RAF and served until 1966.

As with most RAF pilots, the ‘written history’ in our Log Books is rather sparse, since it was usual to one line per flight, only 10cm length of which consisted of the destination, details of any action or points of interest seen. Navigators are more likely to keep diary style entries in their Log Books, but unfortunately Jeff Edwards was killed in December 1944 whilst flying with another pilot. (Photograph shows back row: Wilde, Astley, Jeff Edwards, Tweedale, another Front row: Barnard, Crowther, Bryan Gale

21 The missions were mainly of the type where a ‘finger four’ of Mossies would be patrolling at about 50 feet above the sea to a given point, given by latitude and longitude. From this point of origin an expanding, or creeping, search would be carried out in the hope of finding the Ju 88s which were looking for the Sunderlands/Liberators which were looking for the U-boats or blockade runners. The low altitude was adopted in order to silhouette any other a/c against the sky, which in theory should have been a lighter background than the sea. In fact, often the two were grey with a poor horizon in winter which made for eye strain and fatigue due to boredom. The flights were of up to 5 hour 30 duration, depending on the position of the origin of the search, and as you say, they could vary from Finistern to Ortugal or Bishops Rock.

Bryan Gale front row sitting 2nd on right – Course 33, Squad 1, 5.1.42 Boston, Light Bomber, Bryan Gale back row left as a Sergeant Pilot

22 The majority of the actions by our Squadron were against small-boat shipping, fishing boats etc since if these were far out from the French coast they were assumed to be collaboraters in order to have permission. From our own Y Service (Radio Intelligence) we were aware that they were reporting our time and position back to German Intelligence. We also often met FW190s attempting to intercept us off Brett Peninsula on the return trip, which had been initiated by their chaps, who had been accompanied by German ships who had used small-arms and cannon against us!!

Things were a little hotter on the 28th December 43. My Flight Commander, Squadron Leader H E Tappin, DFC, was leading a four consisting of himself, and his Nav F/O Thomas, F/O Huckin and Nav F/Sgt Graham, F/Lt Benson, F/O Landrey (Nav) and myself and F/Sgt Edwards. On a normal INSTEP offensive patrol, when south of Bret and well into the Bay, we saw a large a/c to port and above us. S/L Tappin immediately ordered battle formation and full power and we all turned to port and gave chase at sea level, managing to get quite close before we were seen. The aircraft was a German Hinkel 177 which turned for the coast at full throttle, diving slightly to gain speed and firing from a tail and dorsal turrets with what appeared to be large cannons. However, he stood little chance against four Mossies with four 20mm cannons and four Brownings machine guns each and superior speed and maneuverability. ‘Taffs’ got in a good burst with the rest of us jockeying for position to ‘give it a squirt’ as well but it was going down towards the sea smoking heavily. Jeff Edwards & Bryan Gale

One of our number, however, F/O Hackin, was most anxious to get in a burst, quite unnecessarily and followed it right down, firing as he went, until it hit the water. By this time he was so low he too clipped his propellers on a wave crest and attempted to climb away, without a great deal of success as he had to ditch a couple of miles away from the Gerry. Both Huckin and Gregory survived their ditching and made it, uninjured into their dingy. We climbed and established their position by GEE-fix before reluctantly leaving them for Predamack.

The next day our sister Flight ‘A’ Flight escorted a Wellington a/c carrying airborne lifeboat, which was successfully dropped to our two chaps after a square search to find them. There was no sign of the German a/c or any of its crew. Huckin and Graham successfully sailed the dingy all the way back to Falmouth without further alarm except for spending the night in one of

23 our minefields close to the Scilly Isles. Huckin was awarded the DFC, Graham the DFM and I believe both spent the rest of the war telling ‘everyone how to do it’!

It wasn’t all ‘shell and shot’. On 21st March 1944, my Nav and I were scrambled on an Air Sea Rescue flight to search for a 248 Beaufighter crew who ditched out beyond the Scillies somewhere. It was a night operation and as we were ex-night fighters we were considered better experienced at this than 248 Sqn. who were Coastal Command proper. We found a torch floating on the water, fixed its position by Dead Reckoning, confirmed by GEE fix, and radioed the position back to 10 Group, Fighter Command, and proceeded to orbit the light which kept disappearing in the wave troughs. An hour and a half later two sets of nav lights appeared on the water and we were contacted by Aldis lamp after we had exchanged recognition signals. We led the boats which turned out later to be high speed naval launches to the light which was soon doused and we returned home after 3hr 35mins ‘floating about’ at low speed. There was a body in a Mae West recovered at dawn, not sooner, again because of the Scilly minefield and they put a swimmer in to try to recover it before but could not.

On 24th March 44, we were again involved with a Warwick and an airborne lifeboat. This was a 5hr 15min operation acting as fighter escort to the Air Sea Rescue lifeboat down into the Bay. His flat out speed was 160mph which is only 40mph above the approach speed of a Mossie, causing that a/c to wallow about like a sea sick pig and making straight and level flight difficult and formation flying and turns almost impossible. Hence one has to fly orbits round it at a more conventional speed, or flying with undercarriage down and partial flap which can cause the radiators to over heat and you may then need the lifeboat you were taking to someone else.

The following day the whole Squadron set course for RAF Valley and 9 Group Fighter Command to re-equip with new high level Mossies and ‘work up’ for operations in B100 Group, Special Duties. D-Day was just around the corner!

157 Squadron was a ‘guinea-pig’ or experimental Squadron. We formed in February 43 at RAF Castle Camps near Cambridge then as follows –

15.3.43 Bradwell Bay (Essex) 14.5.43 Hunsdon (Hertford) 9.10.43 Predamack (Cornwall) 25.3.44 Valley (Anglesey-Re-equip) 6.5.44 Swannington (Norfolk) to 26.5.45 Disbanded

During these two years we were ‘straight’ night fighters, Coastal Fighters, Bomber Support which was a specialist job escorting the Bomber Stream to and from the target area and also anti-flying bomb Nightfighters.

The Mosquito was a beautiful aircraft, in appearance and to fly, and could have been purpose built for any of the roles in which I flew it in and was capable of doing many of the jobs which are currently done by modern jet a/c most of which I was to fly in later years.

To sum up, the INSTEP role was one of hard slog across miles of ocean, out of sight of land, at very low level in close formation, with the windscreen crusted in salt and was not a very pleasant exercise at all. Rewards were few and far between and the only thing which was good about it was the use of the Polurian Hotel, a five star one, as our Officers Mess. My room was next to the Bar which was very handy.

24 I am still in touch with several other members of the ‘One Hundred and Fifty Seventh Night Pursuit’ as we laughingly called it at the time, but of course we are none of us getting any younger (I am now 73) and one after another we keep falling out of the tree.

I terminated my RAF career in 1966 as a Captain flying Britannia transport a/c with No 99 Squadron and entered civil aviation management then, finally retiring as Airport Director of Operations at Birmingham International Airport in 1983.

I hope some of this stuff may be useful to you for your book and if there are any specific questions I may be able to answer, please contact me direct. Good luck with the ‘scribbling’.

Yours sincerely, Bryan D Gale, Flt/Lt RAF Ret’d

From the Memoir of Flying Officer G T Long Original at Imperial War Museum

‘There followed five more High Level Intruders with Syd Astley, then at the end of the month, while we were making a night flying test in preparation for a sixth, the air speed indicator failed, and Syd had the tricky job of flying without knowing how fast the Mosquito was going – or, more importantly, how slowly, except for the feel of the controls.

As the plane was on its take-off run I thought the ASI seemed sluggish, but it wasn’t until we were two thirds of the way down the runway that I was sure, and by then it was too late to try to stop. When we were in the air the most the instrument would read was 120.

So Syd headed for Woodbridge, the emergency airfield on the Suffolk coast. It had a specially long and wide runway for aircraft with landing problems (and also a FIDO installation to burn off fog).

Syd brought the Mosquito in fast to avert danger of stalling – and made a beautiful landing. We had to spend the night at Woodbridge until the ASI could be seen to.

At the beginning of December W/O Astley was classified as tour-expired and posted away from Swannington for a ‘rest’, or change of activity, and once more I had to find another pilot.

In the middle of the month I found him, Flying Officer Bryan Gale, who had just split up with his Navigator, Flying Officer Jeff Edwards, after they had flown half a tour together.

After a couple of operational sorties, Bryan and I left Swannington for Christmas Leave, and Jeff Edwards kindly drove us into Norwich to catch our train. That same night he was killed with his new pilot, Flight Lieutenant W Taylor when Taylor attempted to land a damaged Mosquito at Swannington on returning from a High Level Bomber Support operation. Bryan and I were most shocked by this news which awaited us on our return.

Jeff Edwards was such a cheery character that he was much missed. ‘Shorty’ Taylor was fairly new to the Squadron, a quiet man who had already done a tour on Lysanders flying SOE agents into and out of occupied France.

25 The fatal crash of our friends was another instance of the ‘on-off’ war the air crews in Britain experienced all the time, from civilised life to combat death, all on the same day.

Bryan and I flew to the Ruhr on December 28, bringing me to a total of 13 completed trips – three others were uncompleted due to equipment failures.

Bryan and I made our first operational flight of the New Year on January 7 1945, a High Level Intruder flight over Munich, the Bavarian capital, which I recalled was the last city on the honeymoon route Marjorie and I took to Garmisch-Partenkirchen nine and a half years before. How things had changed, but I would still have hated having to drop the bombs.

My birthday on January 15 was spent in the discomfort of Woodbridge, to which Bryan had turned back the evening before when the Mosquito’s air pressure failed, and the Mosquito is useless without pneumatics.

Bryan chose Woodbridge because the Mosquito had no brakes and needed the longer runway. Then, to make matters worse as the aircraft was touching down, the starboard tyre burst, and even Bryan’s use of full starboard motor power failed to stop a swing off the runway on to the grass.

We then spent the whole of my birthday waiting for work to start on the Mosquito, but nothing was done till next day. By teatime it was fixed, but the weather closed in and we could not return to Swannington till the third day.

Woodbridge was a great haven for aircraft which had been badly shot up, or which had serious mechanical problems like ours, but for the aircrew seeking shelter there the messing and billeting arrangements ranked among the poorest.

We were fed in the Airmen’s Mess, where the food was exceptionally poor, and the place itself dirty. We were unable to wash as we had neither soap nor towels, and we slept 18 to a Nissen hut which was so cold that January we had to keep most of our clothing on. The one civilising comfort was that we could have a shave, as the station barber had instructions to shave any visiting aircrew who requested a shave – free of charge if necessary. But when you need the help of Woodbridge and you have it to thank for your safe arrival back on earth; that is three-star treatment in itself.

It was a great joy to get back to Swannington on the morning of the 17th and to have the luxury of a hot bath and shave, followed by an edible meal – but the meal had to be rushed to be ready for an early afternoon NFT before briefing for the night’s programme.

26 We were in a different Mosquito now. This one was Q Queenie, and we took off in her at 1413 hours. As we sped along the runway Q Queenie kept absolutely straight, and I thought to myself what a smashing take-off Bryan was making.

As the wheels left the deck I leaned forward to switch on my A.I. set. Simultaneously I felt the aircraft lurch and heard an engine falter. I looked up to see Bryan moving one throttle forwards and backwards.

“The port engine’s cut out,” he said.

We had just crossed the perimeter, and were no more than 100 to 150ft off the deck, with a church spire just ahead. Speed was 140 to 150mph, and a Mossie needs 170 for single-engine flying with proper control.

Bryan feathered the propeller of the dead engine.

Then we saw that the port leg of the undercarriage had not fully retracted. I tried to pump it up manually, but could not make any impression on it.

So there we were, like a wounded bird with one leg hanging down, making flight even more difficult, and control by the pilot harder still. Bryan had to keep his foot jammed hard against the rudder to counteract the thrust of the good engine, which seemed to be doing its best to pull us into a death spiral.

Although the physical strain of fighting the rudder was becoming almost unbearable, Bryan managed to keep Q Queenie turning slightly starboard. After about 10 minutes he managed to reach about 500ft, but the drag of the leg lost 200ft of that.

Norfolk had always seemed to have such a mass of airfields, until now when we so desperately needed one. Then I spotted one about two miles away to starboard, and Bryan orbited towards it, but we were approaching downwind, and couldn’t try to land that time.

Bryan’s leg was nearly breaking, and he called up Docile Control on the R/T to say he would have to try to land in a field. Control called back: “Good luck, 43!”

I had never known my mouth to be so dry. Bryan asked me if I wanted to jump, but we were no more than 400ft and I didn’t fancy it. Then we saw the airfield again, and Bryan turned so steeply towards it I thought we should slip into the ground any time. Bryan had managed the approach nicely and put the nose down as I fired off some red Very cartridges as a warning of our plight.

Q Queenie shot over the grass beside the runway, and I thought she would float forever. Then more than halfway across the field the propellers hit the ground. The feathered propeller hit edge on and would not bend, so snapped off. The Mosquito slithered 200 yards on its belly before the starboard propeller dug in and spun the aircraft round till it faced the way it had come.

I pulled the red handle above my head, then punched the hatch open with my fist. We were both quickly through it, and then saw that poor Q Queenie had broken in two behind the cockpit, and the tail-plane was now neatly tucked underneath the main wing.

Petrol was pouring from a hole in the nose of one of the drop tanks, but luckily there was no fire, and we were able to return to the cockpit and retrieve our parachutes.

27 Mosquito NFXIX – RSOQ, TA 44G Mosquito NFXIX of 85 & 157 Squadrons. Crashed in a meadow by F/Lt Bryan D Gale while doing circuits at Shipham, Norfolk on 17.1.45. Neither Gale or his Observer, F/O G T Lang were injured

This was the way we arrived, uninvited, at the American Air Force base of Shipdham. Very quickly two Jeeps and an ambulance arrived, for they were very practised at helping casualties at Shipdham. Fortunately we were unscratched and did not need the help, but as we were to see later that afternoon, many of their own comrades did.

We were, of course, somewhat shaken, for we had just had an agonising 22 minutes in the air, the longest 22 minutes of my life. Such was my 13th Mosquito flight with Bryan Gale.

And that was my third scare in the RAF.

One of the Jeeps took us to the Flying Control complex to wait for transport from Swannington to pick us up, and as we waited we watched Shipdham’s Liberator bombers returning from a long-range daylight raid deep into Germany.

Many of the Liberators were firing off white Very lights as they approached the runway. Those were the ones with wounded on board, and there were many of them.

As soon as a shot-up bomber touched down there was an ambulance to turn in behind it, and race after it along the runway to take off its injured as soon as it came to a stop.

The price our American allies were paying was a very heavy one.

Later examination of the engines of Q Queenie revealed that the port motor had cut because a fire extinguisher had inadvertently gone off and quenched the engine. Such an accident should not have been enough to stop a healthy engine, but, of course, it had.

As I had promised I would do, I told Marjorie what had happened, and finished my letter by saying: ‘So you see, darling, it’s been rather a trying day, and at the end of it I feel I’ve been very lucky to get away with it’.

Next day I told her: ‘Bryan and I did an NFT this afternoon, and managed to land with both engines going. The weather was awful, low cloud, rain and a gale, and we bumped about all over the place. All the same, I feel better for the flight.’ It was rather like getting back on a horse after falling off.

Meanwhile, Marjorie had started to compile a census of cases in Longwood of children who might be spastics, and soon had a list of about a dozen. Of course, she had no medical training and no formal authority to diagnose, but with medical 28 knowledge of the matter as we then knew it to be she was probably more likely to be correct than the average GP. Marjorie decided that a number on her list were not spastics, but several certainly were.

Bryan and I flew a High Level Intruder to Stuttgart on January 28, bringing my trips to 15 and Bryan’s to 29.

‘We were glad to get the trip done’, I wrote to Marjorie, ‘for it seems to have been a bit of a bogey to us. It’s like playing a game of darts, and sticking at one number for a long time. We tried to do the trip on January 14, and had to land at Woodbridge through lack of air pressure. We stayed there three days, and immediately on our return we pranged on the NFT. The following day we did another NFT, but ops were cancelled, and the same thing happened the next day but one.

A day or two later we were setting off at night, and when halfway down the runway Bryan closed the throttles because the air speed indicator was not registering (it had frozen up). So you see we worked quite hard to get the trip done.’

In fact, the ‘bogey’ trip had taken no less than a fortnight to accomplish! With that out of the way, we managed three High Level Intruders – to the Ruhr, Wiesbaden and Dortmund – in the next six days.’

Reprinted with kind permission of Valerie and Chris, Bryan Gale’s family

Bryan Gale front row standing 6th from left – back signed by Squadron names

Valerie, Bryan Gale’s daughter writes:

‘Thank you for your e-mail. I'm sorry it was as much a shock to learn of my Dad’s passing for you as for us. He died peacefully in his sleep on the 2nd of January.

Since my Mothers death eight months prior he felt so alone, we feel he lost the will to live. He was a very private quiet man who had loved the life of an RAF pilot.

Dad, I know, enjoyed reading your Newsletter it was always kept by his side we often talked about some of the articles written in it. At the grand age of 86 his memories of yesteryear were very much clearer than here and now.

Dad was at RAF Swannington in 157 Squadron during the war. His rank when he retired from the RAF was Flight Lieutenant.

Born 2nd May 1922 - died 2nd January 2009’ 29

A collaboration initiated by Drew Matott and Drew Cameron, involving war veterans, activists and artists

From uniform to pulp, Battlefield to workshop, Warrior to artist

On Saturday 4th July, as a birthday treat, I was privileged to attend the Phoenix Gallery in Brighton with my daughter Jo to experience the thought provoking exhibition entitled ‘Fabric of War’, an exhibit of work from the Combat Paper Project. The images are unique and amazing, shocking and inspired, totally unlike anything I had seen before. Immediately I wanted to know more. Drew Cameron the instigator and artist, was involved in workshops elsewhere. However, I contacted him on my return and he shared with me its beginnings and the ethos behind it. Now I am sharing it with you, with permission to show some of the many images I have seen.

The story of the soldier, the marine, the men and the women and the journeys within the military service in a time of war is the basis for this project. The goal is to utilize art as a means of helping veterans reconcile their personal experiences and to broaden the traditional narrative surrounding service, honour and military culture.

Drew Cameron explains: ‘The story of the fibre, the blood, sweat and tears, the months of hardship and brutal violence are held within these old uniforms. The uniforms often become inhabitants of closets or boxes in the attic. Reclaiming that association of subordination, of warfare and service into something collective and beautiful is our inspiration.’

So often these uniforms host our feelings and memories, our guilt and fears. Yet they are relegated to a box in the attic or a corner of a closet. Tucked away, these personal artifacts are held in reverence, a symbol of our relationship to ourselves, in another time and place. There, they remain. At best a reminder of our strength. At worst a festering memory of lost humanity. Reclaiming the uniform as art enables us to move toward a new relationship, one of honesty and openness, a true respect for ourselves and an accounting of our actions while shrouded in the uniform.’

Drew Cameron (Dcam) and Drew Luan Matott conceived the Combat Paper Project in 2006. Dcam studied Japanese Paper with his father in Iowa. When Dcam finished his service in Iraq he was stationed in Burlington VT where Drew Luan Matott co- produced the Green Door Studio and People's Republic of Paper. (Above: Untitled, John LaFalce, 2009 – below: ‘We are all Free now’, Drew Cameron, 2008)

30 Dcam had become involved with the group ‘Iraq Veterans Against the War’ and developed the Warrior Writers Workshop with Lovella Calica and Aaron Hughes, hosting a workshop and setting up paper as a creative and social activity.

Meanwhile Drew Luan Matott devised a street performance, asking pedestrians to cut pieces of uniform from Iraq Veterans, which were put in a peddle-operated beater to make sheets responding to a series of questions: ‘Who is responsible for the Iraq War?’ ‘Who is affected and what does it mean to be victorious?’ But unable to get support or permits, Dcam did the next best thing, coupling the concept of making paper with veterans out of uniforms and taking the initiative by cutting his own uniform from his body.

They discussed what cutting up the uniform was like, the outcome of which was to create more formalized workshops. Drew Luan Matott applied for grants and institutional support to make it happen, while Dcam began working with veterans from the Iraq Veterans Against War group, pulping uniforms and making books and art. On Armistice Day 2007 Combat Paper Project hosted its first workshop

Now, through papermaking workshops veterans use their uniforms worn in combat to create cathartic works of art. The uniforms are cut up, beat and formed into sheets of paper. Veterans use the transformative process of papermaking to reclaim their uniform as art and begin to embrace their experiences as a soldier in war. (Left: ‘Elements’, by Jon Michael Turner, 2007)

The Combat Paper Project, based at Green Door Studio in Burlington, VT (www.greendoorstudio.net) travels throughout the United States, now reaching other parts of the world, including the UK. Through ongoing participation in the papermaking process, combat papermakers are attempting to progress from creating works specific to their military experiences, to expressing a broader vision on militarism and society. The work reflects both the anger of the past and hope for the future. Through this collaboration between civilians and veterans, a much needed conversation is generated regarding responsibilities to the returned veteran and an understanding of the de-humanising effects of warfare.

‘The first step in papermaking is liberating rag. Each fibre is selected for a different reason, specific to the intended result. We call upon the uniforms we once wore in service, to now serve us, by sharing their sweat and blood, their memories and stories, as we turn them into paper pulp. These uniforms, that once protected our minds and memories, are transformed to tell our individual and collective stories. We call our fibre, Combat Paper.

War pervades the history of humanity, it transcends every era. Our Lineage Fibre unites us. It is made from the uniforms of men and woman who served from distant battles to current occupations. A little bit of fibre from each pulped uniform is added to the mix; each sheet of paper created contains the spirit of us all. It unites our experience, lets us speak together. Our stories are told in the fibres of all our uniforms. To those who have served, it feels like the same old war.

We have worked with veterans from WWII, Korea, Vietnam, Desert Storm, Bosnia, Haiti, Afghanistan and Iraq. Some have served in combat, some in support, some have served multiple tours. All these veterans have a story to tell.

31 There is power to the ritual, the process of deconstructing the uniform. Some tear it to shreds in anger, some reverently remove insignia and buttons, carefully setting them aside, perhaps as tokens or memories. This ritual has seen Marines break down after they first cut off their dress blues. Some cry, some shout. Each act is highly personal and liberating. It is called ‘liberating rag’. It is the first step in recognizing the story held within the fibre.

And in the end, after shredding and pulping, the uniform has been transformed into paper art. Sheets are pulled for journals or broadsides, pulp for sculpture and painting. Some of the work is stunning, some is not. Some is articulate and provocative, some is mundane. Yet each holds a personal story - a story of pride or anger, guilt or tragedy, a personal voice of reconciliation. The art is in the process, not the artifact. (Above entitled: ‘We are all still here’, by Nate Lewis, 2008)

It is a time-honored tradition for the soldier to keep a journal, to document travels and experiences, to record their thoughts to share with friends and family, or for personal reflection. Similarly symbolic, we use the artistic medium of papermaking. Historically, papermaking spread from Asia to the middle-east to the west through war and conquest. Because of wars, the once secret art of papermaking travelled and it was the warrior who first shared the art form.

Papermaking is our catharsis, it allows us to build communities of veterans and civilians who want to learn the lessons of war and begin to heal. Paper is our means of communication; however, it is not ours alone, it is as much yours.

The process of coming home is a hard, life-long journey. It can only happen by removing the barriers placed between the veteran and their experiences, between veteran and civilian. Papermaking gives us direction and a sense of place. It gives us our individual and collective voice. We are no longer just surviving … we are beginning to live again.

When someone says I cannot know what it was like over there, we want them to. When someone says I cannot know, we really need them to. When someone says I cannot know, they have just sent another one over.

When we avoid our empathy and close our eyes, the veterans walk isolated to a depressed and self-destructive end.

If for just a moment, our communities can also carry the psychological burden of conflict, we all can glimpse into the minds of those who have served and say, I, too, know what it was like over there, I am glad you are home.

21st Century CPP Mantra,

Thanks Drew Cameron for permission to use information & images: www.combatpaper.org

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A place where members can keep in touch

Our thoughts and prayers are with the family of Bryan Gale, Flt. Lt, 157 Sqn. If anyone has any memories of Bryan his family would welcome hearing them.

Our thoughts and prayers also go out to John McLaren in Cornwall whose wife passed away in April.

Happy Birthday Phil James MBE, 85 years young on 15th July. Phil took his daughter this year to the Garden Party at Buckingham Palace. He seems to be becoming a regular visitor!

I can thoroughly recommend to members Stephen Hutton’s book ‘Squadron of Deception’, beautifully bound, and with photographs and names which will be familiar to you. Thank you again, Stephen, for sending me a copy with the touching dedication inside.

On behalf of the Association I would like to welcome Sandra (Sandy) Willford as a new member. She comes from a slightly different perspective:

‘My name is Miss Sandy Willford and I am a World War II Re-enactor. As such, I am a WAAF Flight Officer. My uniform I had tailor-made and I was able to obtain original Kings Crown buttons. The cap in wartime issue was very hard to find. I visit Pickering, North Yorkshire, for our annual wartime weekend and feel so proud when I wear the uniform as I think of all those who actually served. I was born after the war in 1958.

I have only just joined RAF 100 Group and I know Janine personally who does a wonderful editing job of this Newsletter full of interest with lovely photographs, readers’ letters and memoirs. I wish all members very best wishes for the future. Long may the Association continue!’ Sandy Willford

Always a believer in something positive coming out of a negative especially during the hardest times of all; in October Janine Harrington is putting on an exhibition entitled: ‘Journey Through Brokenness … CELEBRATION OF LIFE!’ Along with her writings, hymns & songs, poetry, sculpture, stone-craft, drawings, Feeling & Spirit Art, and North Yorkshire landscapes featuring characters from her books, it also involves inter-active workshops. The Exhibition will be held at the 149 year old Westborough Church in Scarborough and will include live music throughout.

Don Francis, our latest new member, celebrated his 90th birthday on July 5th this year – belatedly we wish you a very happy birthday and year ahead, Don. And we will be hearing more from you in our next Newsletter out in time for Christmas.

33 Final Postings

Death is but crossing the world as friends do the seas - they live in one another still.

Martin Albert Staunton, Eileen Boorman (nee Staunton), Len Bartram Founders of RAF 100 Group Association – remembered with love.

192 Squadron George Ward DFC Sqd/Ldr; Phil James’ Canadian pilot

192 Squadron Kenneth ‘Paddy’ Passmore: DFC Flt/Lt; Canadian, died 2005.

192 Squadron John Cooke has left memorabilia to the Museum archive collection.

192 Squadron Ron Phillips passed away in late 2005.

192 Squadron Ted Gomersall passed away on 30th November 2004,

192 Squadron Hank Cooper DSO, DFC passed away in 2005.

192 Squadron Michael Simpson W/Op & F/O passed away on the Isle of Man.

192 Squadron ‘Richie’ Richards Rear Airgunner flying Wellingtons has passed on.

192 Squadron Air Commodore Vic Willis, C.O of RAF Foulsham passed away 30.7.06

192 Squadron Group Captain Jack Short passed away December 2006. Chair of RAF 100 Group Association until 1996.

192 Squadron W.O (later P/O) A G McEachern RCAF died 15th August 2007 at home in Lanigan, Saskatchewan aged 85.

192 Squadron LAC Harris, Ground Crew passed away 15th August 2007. Grandson James Kerslake is now a member of the Association.

192 Squadron Wing Commander David Donaldson passed away 15.1.2004.

192 Squadron Wilhelmson,F/O Sander Willie Raymond (J10026).Distinguished Flying Cross. Home in Elbow, Saskatchewan.

192 Squadron Flight Lieutenant Richard (Dick or Dobbie) William Dobson, died 1996, remembered by his son, Roger and daughter Susan, both new members.

192 Squadron W/O John Rhys Powell, rear gunner flying Wellingtons, died 1992 remembered by son John Powell.

192 Squadron Sgt George Richards, tail gunner, posted missing evening of 4th/5th July 1944. Remembered by niece Cheryl Cairns nee Colgan & sister Agnes Colgan (nee Richards).

199 Squadron F/O Ed Emmerson, Navigator to Flt/Lt Paddy Passmore DFC, a Canadian Pilot, has passed away.

199 Squadron Arthur Fitch, former RAF Bomber, passed away July 2006.

199/171 Sqdn Group Captain George Cubby, MBE, FRMets; passed away in 2005. His wife donated memorabilia to the Museum. He is also remembered by Roy Smith, only surviving member of his crew.

34 171 Squadron Joe Brogan, Halifax pilot, who finished the war at North Creake; passed away 2004, remembered by his widow Sheila.

171 Squadron Arthur Adcock passed away February 2008 & Syd Love, Canadian crew member, passed away April 2008. ‘Friends to the end!’

157 Squadron Bryan Gale Flt/Lt passed away 2nd January 2009 and is remembered by daughter Valerie & son Chris (see In Memoriam in this issue).

214 Squadron Geoff Liles, pilot, passed away 4 March 2006.

214 Squadron Mr J Creech passed away April 2006.

214 Squadron Don Austin passed on and is remembered by Les Bostock.

214 Squadron Air Vice Marshall Jack Furner passed away 1st Jan 2007.

214 Squadron Squadron Leader/Flight Commander Bob Davies passed away June 2007.

214 Squadron Bill Howard passed away October 2007.

214 Squadron Flt Lt Blair passed away Sept 2007.

214 Squadron John Hereford, Spec Op, has passed on.

214 Squadron Robert Moorby W/Op passed away January 2008. His two sons gave memorabilia to the Museum. He is also remembered by Shirley Whitlock.

214 Squadron Ft/Sg Hadder, Air Gunner in Fortress III HB815, bearing code letters "BU- th J" killed 3/4 March 1945, remembered by nephew Leslie Barker (his story will be told in our next Winter edition).

214 Squadron Alan Mercer passed away 6th June.

223 Squadron Flt Lt A E L Morris (Tony) died June 2005. He is remembered by Andrew Barron, his skipper: Oct 44 – 1945.

223 Squadron Tom Butler ‘Bishop’, is remembered by Peter Witts.

223 Squadron C. L. Matthews (Les) rear gunner, Peter Witts nose gunner in Flt/L Stan Woodward DFC crew before Peter went on to 214 Squadron.

223 Squadron Arthur Anthony, Flight Engineer, passed away May 13th 2006. A member of our Committee at the start of the Association.

223 Squadron F/Lt Jack Brigham DFC passed away 2008. Original Captain when 223 reformed. Flew mainly Liberator TS 524, 6G-0; 36 ops. Remembered by Len Davies, Waste Gunner only surviving member of crew.

88 Squadron F/Lt Len Dellow passed away Christmas/New Year 2006-7; veteran of 88 Squadron, 2 Group & rear gunner/wireless operator on Bostons.

49 Squadron Len Bradfield passed away Nov 2005. Len & pilot Johnny Moss survived as war prisoners when their Lancaster ED625 was shot. Len returned to Britain with injuries sustained in escape attempt, nursed back to health by Nora, who he married.

462 RAAF F/O H .R. Anderson DFC ‘Andy’ passed away 6th April 2008 at home in Squadron New South Wales with family around him.

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Night of 23/24th November 1944

Bomber Command had laid on a raid To be carried out with 100 Group’s aid, But Bomber considered the weather poor So Group took a hand at alerting the Ruhr. They put up a suitably placed MANDREL Screen Through which, so they hoped, not a thing would be seen. They sang to the Hun a Serrate serenade Round the beacons they danced a Perfectos parade. They intruded up high, they intruded down low (just to be beastly they’d put on this show).

The WINDOW force WINDOWed 100 percent And came through the Screen with offensive intent. The Hun plotted hundreds of heavies around, But hadn’t a hope of control from the ground. He put up some fighters and led them astray In a huge mass of blips that faded away. Our immediate analysis shows in the main That the poor bloody Hun had been fooled once again.

L W Wells Wing Commander Group Intelligence Officer

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2009

1st October Deadline for inclusions in winter issue of Newsletter due out in time for Christmas.

14th October One day Seminar at the Defence Academy, Shrivenham. John Stubbington, Chair, will present a paper addressing the task of 192 Squadron within 100 Group and intervening history through re-numbering to 51 Squadron and latest aircraft, the RAF Nimrod R that supports current operations in Iraq and Afghanistan.

Contact John direct for further details which appear on first page of this Newsletter.

15th November Members are invited to attend an event being held on Sunday, 12 noon near Station 113, Cheddington – the Gremlins old WWII airbase (after Oulton). It is the setting for a ceremony dedicating a memorial to honour and remember the 36th Bomb Squadron and Squadron pilot Lt. Norman Landberg’s two crewmen, Navigator Lt Walter Lamson and Gunner Pfc Leonard Smith who perished in a take-off crash 65 years ago.

They are currently trying to get a P51 Mustang flyover or an F15 Strike Eagle from Lakenheath.

For details about this event please contact: Stephen Hutton, 4016 Old Sturbridge Drive, Apex, NC 27539, USA. His website is www.36rcm.com which will be updated to reflect this new event, email: [email protected]

31st December Please please could members send cheques for 2010 Association membership with the Renewal Form which will be in the December issue to Secretary Janine Harrington. It is easy to let it drift after Christmas, which means that you won’t then receive the Spring 2010 Newsletter and those which come after. It takes time and money sending out reminders. Cheques should be made out to: RAF 100 Group Association, and sent to Secretary Janine Harrington (address on Editor’s page).

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SQD AIRCRAFT 1st 100 BASE SORTIES, GROUP LOSSES ROLL OPERATION 192 Mosquito, Dec 1943 Foulsham 2171/5 Losses Halifax Electronic Wellington Intel/Elint Lightnings 141 Beaufighters, Dec 1943 West 1214/11 Losses Mosquito Raynham 80 EA, 58 Trains, 7 Ships Dest 219/239 Mosquito Jan 1944 West 1394/9 Losses Raynham 51 En AC Dest 515 Mosquito March 1944 Little 1366/21 losses Snoring 29 En AC Dest 169 Mosquito Jan 1944 Little 1247/13 Losses Snoring, 25 En AC + 1 V1 Dest Great Massingham 214 Fortress April 1944 Sculthorpe, 1225/13 Losses Oulton Electronic Jamming 199 Stirling, May 1944 North 1707/6 Losses Halifax Creake Electronic Jamming 157 Mosquito May 1944 Swannington 1336/6 Losses West Malling 37 En AC +39 V1 Dest 85 Mosquito June 1944 Swannington 1190/7 Losses West Malling 71 En AC+30 V1 Dest 23 Mosquito July 1944 Little 1067/8 Losses Snoring 18 En AC Dest 223 Liberator Sept 1944 Oulton 625/3 Losses Fortress Electronic Jamming 171 Stirling, Sept 1944 North 1583/4 Losses Halifax Creake Electronic Jamming 462 Halifax Jan 1945 Foulsham 621/7 Losses RAAF Jamming/Windows 36 & 803 Boeing B-17F Jan 1944 Sculthorpe, 1211/0 Losses BS P38 Oulton Electronic Jamming 857 & Consolidated Jan 1944 Oulton 280/2 Losses 858 BS B-24G Electronic Jamming 38

Produced and printed by JANINE HARRINGTON

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