George Edward (Ted) Herod DFC
7th August 1920 – 16 th April 2003
1 Introduction
This is the story of my father, George Edward (Ted) Herod, who was a Legal Executive by trade but spent the war years as a RAF wireless operator.
The story is based on information taken from his service record 1, his RAF logbook 2 and RAF Operational Record Books. Information has been crossed referenced where possible, i.e. logbook to operational record books (from the National Archives at Kew.) Photographs are mainly from the family albums.
It has been produced for family use and is not intended for general publication. Paul Herod
1 Appendix 1 contains a copy of his service record 2 Appendix 2 contains a copy of his log book 2 Section 1: The early years
TED’S FAMILY
George Edward (Ted) Herod was born on the 7th August 1920 to Robert Herod and his wife, Caroline.
He had a sister, Madge, and 2 surviving brothers, Thomas and William, Sadly, another brother, Robert, had died at an infant age.
Robert Herod
Born: 08/11/1881 Died: 23/10/1958
and
Caroline Herod (nee Bush)
Born: 07/05/1888 Died: 21/04/1953
Madge Robert Thomas George William
Born: 10/08/1908 Born: 02/09/1911 Born: 03/05/1915 Born: 07/08/1920 Born: 02/01/1925 Died: 12/10/1981 Died: 13/11/1911 Died: 1994 Died: 16/04/2003 Died: 02/04/1987
HIS EARLY YEARS
There was nothing exceptional about the family. His father, Robert, seemed to make ends meet in various jobs, from house porter to salvage collector.
The family lived in the Shoreditch area of London and then moved, firstly to 59 Yeomans Row, South Kensington and then to Sutton Way in Kensington.
Ted received schooling, at the Holy Trinity Church School, Sloane Square and attended evening classes at a nearby technical college 3.
He gained employment as an office boy, then as a solicitor’s clerk at Merrimans Solicitors, Lincolns’ Inn Fields.
He regularly had his midday meal of egg and chips, for 6 old pence, at a Lyons teashop, which met with his limited finances.
War broke out in 1939, when Ted was 19 years old.
3 Source: ERH 04/2010
3 Section 2: Enlisting
ENLISTING AT RAF CARDINGTON
On 5th / 6 th March 1941, Ted reported to 2RC (Reception Centre at RAF Cardington, Bedfordshire) where he was given a basic medical, took a series of aptitude tests and agreed that he was willing to serve his King and country.
Extract from Service Record
He was listed as 5ft 7 inches with a chest of 30½ inches, brown hair, grey eyes, of sallow complexion and with 3 vaccination scars on his left arm.
At the end of this process, he was put on reserve and recommended “for training as a Wireless Operator”.
4 Section 3: Wireless Operator Training
INDUCTION AT RAF BLACKPOOL
The buff envelope advising him of his posting arrived and on 28 th August 1941, Ted set off for No 10 Signal School Recruitment Centre at RAF Blackpool. He would not be home again until he was in an operational squadron.
On arrival, he was billeted in one of the local boarding houses which had been requisitioned by the Air Ministry. He was kitted out with his RAF Uniform and his civilian clothes were packed up and sent home; he was now Service No. 1245754, with a rank of Aircraftman 2 nd Class (AC2).
At RAF Blackpool, he was introduced to the disciplines of service life (square bashing and fatigues), underwent further medicals and took further aptitude tests designed to identify his strengths and weaknesses.
In parallel, he started his initial 3 months training as a wireless operator.
Wireless Operators were trained at the Olympia Amusement Arcade and at Burton’s Ballroom, with Morse code also being taught in the converted Feldman’s Ballroom 4. The “dreaded” Morse code test was carried out above the Burton shop in Church Street 5.
To pass the course, candidates needed to be able to send and receive at up to 12 words per minute.
POSTING TO No 3 SIGNAL SCHOOL
Ted successfully completed the first part of the course on 28 th November 1941 and was posted to No 3 Signal School, based at RAF Compton Bassett, Wiltshire.
Here, he studied advanced training on equipment and increasing Morse speed to 18 words per minute. On 16 th February 1942, he qualified as a Wireless Operator, with a 50% pass rate in his exams and earned his “sparks” badge.
POSTING TO RAF BIGGIN HILL
On 26 th February 1942, he was posted to RAF Biggin Hill in Kent, where he undertook general duties whilst awaiting his next posting.
4 Source: Picture of Feldman’s from www.blackpoolgrand.co.uk/information/6/266/Blackpool-Theatres.htm 5 Source: “Blackpool and District Now and Then (The Chronology of a Holiday Resort)” by Nick Moore 5 Section 4: Posting to India
POSTING TO INDIA
On 27 th July 1942, Ted was posted to India and it is believed that he left from Liverpool / Clyde on 29 th July 1942 (Convoy WS21B) and sailed via Freetown and Cape Town / Durban before arriving in Bombay on 19 th September 1942 6.
The exact nature of the posting and his whereabouts are not fully documented in his service records but it is assumed that it was in support of the Burma Campaign.
At the time of his posting, the RAF were establishing a number of airstrips on the eastern side of India, near the Burmese border, including one at Feni and one at Comilla, so it may have been linked to that operation 7.
His records do show that he spent some time in hospital:
• Admitted Feni Hospital: 16 th February 1943 • Transferred to Comilla: 20 th February 1943 • Returned to Feni: 22 nd February 1943
On the 17 th March 1943, he formed part of the refuelling and rearming party on the incoming convoy WS26B, which had left the UK on 23 January 1943.
He embarked Bombay for the UK on 27 th March 1943, arriving back in the UK in mid, to late, May.
PROMOTIONS / AWARDS DURING THIS PERIOD
On 22 nd December 1942, Ted passed his trade board exams (70% pass rate) and on 1 st January 1943, he was promoted to Aircraftman First Class (AC1).
6Source: www.naval-history.net/xAH-WSConvoys05-1942B.htm 7 Source: www.113squadron.com/id144.htm 6 Section 5: Aircrew Training
AIRCREW TRAINING
Ted continued his Wireless Operator / Air Gunner training. His log book shows that training included bombing exercises, cross-country navigation, circuits and landings and fighter affiliation (dealing with fighter attacks).
Throughout the various training exercises he performed the role of the Wireless Operator.
The following table shows Ted’s postings during his aircrew training.
SUMMARY OF AIRCREW TRAINING Date Posting Location Notes 30 th May 1943 4RS (No 4 Radio Signal School RAF Madley, Herefordshire 24 th August 1943 No.2 (Observer) Advanced RAF Millom, Cumbria Flying Unit 12 th October 1943 No 10 Operational Training Unit RAF Abingdon, Oxfordshire 15 th January 1944 His log book shows that he continued flying at 10 OTU up until 9 th January 1944, when he was granted leave to marry his childhood sweetheart, Edith Rose Street, at Notting Hill on 15 th January 1944. However, the honeymoon must have been short lived as he was back flying on 22 nd January 1944. 1st February 1944 1663 Heavy Conversion Unit RAF 41 Base, Yorkshire Crewed up with: (Rufforth) which consisted of RAF Marston Moor and its satellite airfields • Stanley Gale Rufforth, Riccall and Acaster • Alan Card Malbis. • Lawrence Nicholson • Jimmy Leydon During April 1944 77 Squadron RAF Elvington, Yorkshire 21 st April 1944 78 Squadron RAF Breighton, East Yorkshire The 7 man Lancaster crew was completed by the addition of:
• Eddy Edmondson • ‘Kiwi’ Lawson During June 1944 1652 Heavy Conversion Unit, RAF 41 Base, Yorkshire Marston Moor
PROMOTIONS / AWARDS DURING AIRCREW TRAINING
21 ST August 1943 Qualified as a Wireless Operator / Airgunner and promoted to Temporary Sergeant 24/8/43 (Sergeant being the minimum aircrew rank). Awarded his Wireless Operator brevet. 8th November 1943 Discharged, under King’s Regulations “on appointment to a temporary commission”
9th November 1943 With his new commission, Ted was allocated Service No.158615 and rank of Pilot Officer ( the most junior commission) 9th May 1944 Promoted from Pilot Officer to Flying Officer (see London Gazette 13 th June 1944) 9th November 1945 Promoted from Flying Officer to Flight Lieutenant. 17 th July 1945 Awarded Distinguished Flying Cross
7 Section 5: Aircrew Training (continued)
TED’S TRAINING LOG BOOK
Ted was required to keep a log of his flying activity, which had to be countersigned by his commanding officer on a monthly basis.
The following is a summary of his log, which shows the flight training hours prior to posting to his operational squadron.
Summary of Log Book Information Posting Number of Flights Aircraft Type Total Flying Hours No4 Radio Signal 19 De Havilland Dominie 22 hours 55 minutes School Percival Proctor No.2 (Observer) 7 Avro Anson 22 hours 55 minutes Advanced Flying Unit No 10 Operational 53 Armstrong Whitworth Whitley 120 hours10 minutes Training Unit Avro Anson 1663 Heavy Conversion 19 Handley Page Halifax 23 hours 50 minutes Unit 77 Squadron 3 Handley Page Halifax 9 hours 40 minutes 78 Squadron 4 Handley Page Halifax 11 hours 5 minutes 1652 Heavy Conversion 15 Handley Page Halifax 38 hours 5 minutes Unit
8 Section 5: Aircrew Training (continued)
AIRCRAFT TYPES USED DURING AIRCREW TRAINING
Percival Proctor
De Havilland Dominie
Avro Anson
Armstrong Whitworth Whitley
Handley Page Halifax
9 Section 6: Operational Squadron
POSTING TO 35 SQUADRON PATHFINDER FORCE (8 BOMBER COMMAND)
On 2 nd July 1944, the crew were posted to 35 Squadron, Pathfinder Force, based at RAF Graveley, Cambridgeshire 8.
THE ROLE OF THE PATHFINDERS
As part of the effort to improve bombing accuracy, the “Pathfinder Force” was formed in August 1942, tasked with flying ahead of the main bomber stream and with using the latest available technology to identify the navigational route and to mark the target area. This role evolved throughout the war to make use of technological advances (such as navigational systems and radar) and changes in tactical warfare (such as area bombing).
PATHFINDER NAVIGATIONAL TRAINING On 10 th July 1944, the crew were sent for a weeks training at the Pathfinder’s Navigational Training Unit (NTU) at RAF Warboys, Cambridgeshire.
They flew 4 navigational and bombing training exercises (3 during the day and 1 at night) perfecting their navigational and bombing techniques.
It was here that they undertook their first flights in a Lancaster Bomber.
Further training took place back at Graveley and on the 23 rd July 1944, the 7 man crew undertook their first operational sortie.
8 Appendix 3 contains more information regarding RAF station Graveley 10 Section 6: Operational Squadron (continued)
AIRCRAFT TYPES USED AT OPERATIONAL SQUADRON
Handley Page Halifax
Avro Lancaster
11 Section 7: “Kiwi” Lawson’s Lancaster Crew
THE CREW
WE GUIDE TO STRIKE, BY GIL COHEN
F/O L.B.LAWSON (“KIWI”) (The pilot) sat on the port side (left) on a raised section of the floor.
SGT F. EDMUNDSON (The flight engineer) sat next to the pilot, on a fold down seat which was hinged to enable the bomb-aimer / front gunner to access his compartment in the nose of the aircraft. His position enabled him to observe and access the instruments on the pilot’s panel as well as those on the engineer’s panel, which was attached to the fuselage behind the seat. F/O J.P.LEYDON (The navigator) sat behind the pilot / flight engineer, facing the port side, with a large chart table in front of him. An instrument panel showing the airspeed, altitude and other details required for navigation was mounted on the side of the fuselage above the chart table.
F/O G.E.HEROD (The wireless operator) sat facing forwards, with his radio equipment mounted on the left-hand end of the chart table.
F/O A.J.CARD (The bomb aimer / front gunner) was stationed in the nose of the aircraft. He would lie down on the floor when acting as the bomb aimer or standing up to operate the front guns.
SGT S.R.GALE (The mid-upper gunner) was stationed in the dome shaped mid-upper turret which provided a 360 degree view over the top of the aircraft. He was in the unheated section of the aircraft and therefore wore an electrically heated suit to prevent hypothermia and frost bite. SGT L. NICHOLSON (The rear gunner - “Tail End Charlie”) was stationed in the rear turret. Again, his position meant that he was in the unheated section of the aircraft and had to wear an electrically heated suit.
PETER LEEVES (Radar Navigator) joined the crew in late 1944; he too would have sat at the navigator’s table.
12 Section 7: “Kiwi” Lawson’s Lancaster Crew (continued)
TED’S ROLE AS THE WIRELESS OPERATOR 9
In the cramped fuselage space above the bomb bay, Ted listened for transmissions from base which might include vital instructions on changes of targets or updated weather conditions.
He also used his fishpond indicator unit to monitor for incoming enemy aircraft
The equipment used included:
• Receiver (R1155) • Transmitter (T1154) • Crew Intercommunication Amplifier (A1134) • Aerial Switch (Type J) • Morse key (Type F) • Oxygen Flow Meter • Aerial Ammeter • Aerial Capacitor • Fishpond Indicator Unit (Type 182A) • Crystal Monitor (calibrator)
Don’t know if any of this is right … was just trying to find something which explained the WOP role but can’t find much
9 Photo from www.war44.com/showthread.php?t=490&page=1 13 Section 8: Operational Sorties
OPERATIONAL TOURS
An operational tour for a bomber crew consisted of thirty, non-aborted, operational sorties. Upon completion of their tour, the crew would normally be rested and transferred to non-operational units as instructors. However, it was not uncommon for a rested crew member to volunteer for a second bomber tour.
The exception to the thirty rule applied to the crews of Pathfinder Force (No. 8 Group) Squadron's. Pathfinder crew were required to complete forty-five (45) sorties before being rested due to the amount of training / practice that was required to become proficient in target marking. Again, it was not uncommon for Pathfinder crews to continue in the hopes of reaching the magic sixty operations, or the equivalent of two full bomber tours.
OPERATIONAL RECORD BOOKS
Operational Record Books (ORBs) were kept by the adjutant of each squadron.
Although not always 100% accurate, they served as a written document similar to a daily diary. They show the targets, dates, losses, crews, bomb-loads and de-briefing comments by the crews.
Copies of all ORB’s relating to Ted’s operational sorties have been obtained from National Archives
14 Section 8: Operational Sorties (continued)
OPERATIONAL SORTIES
EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 23/07/1944 PB197(H) Kiel Bombers 22.17 City (incl. Naval Facilities) Halifax: 100 04.08 Supporter Lancaster: 519 Mosquito: 10 25/07/1944 ND928(Q) Stuttgart Bombers 21.51 City Halifax: 153 05.03 Supporter Lancaster: 461 Mosquito: 0 30/07/1944 ND653(L) Caen Battle Area Bombers 06.58 German Positions Halifax: 250 10.14 Lancaster: 462 Mosquito: 30 03/08/1944 ND646(U) Bois de Cassan Bombers 12.25 Flying Bomb Stores Halifax: 492 15.27 Bomber Lancaster: 601 Mosquito: 21 04/08/1944 ND933(S) Trossy Bombers 11.30 Flying Bomb Stores Halifax: 169 14.25 Bomber Lancaster: 112 Mosquito: 10 05/08/1944 ND696(L) Acquet Bombers 17.59 Launch Site Halifax: 0 21.13 (Abortive) Lancaster: 31 Bomber Mosquito: 8 06/08/1944 PA971(J) Foret de Nieppe Bombers 11.43 V-Bomb Site Halifax: 105 13.57 Supporter Lancaster: 107 Mosquito: 10 15/08/1944 PB343(E) Le Culot Airfield Bombers 10.43 (1 of 9 airfields bombed in Halifax: 385 13.02 Holland/Belgium) Lancaster: 599 Supporter Mosquito: 15 16/08/1944 PB343(E) Stettin Bombers 21.03 Port and Industrial Areas Halifax: 0 04.45 Supporter Lancaster: 461 Supporter Mosquito: 0
06/09/1944 ND933(S) Emden Bombers 7 aircraft took off in the 16.21 Dockyards Halifax: 105 afternoon to Emden. The 20.12 Bomber Lancaster: 76 dockyards were visually identified and heavily bombed.
10/09/1944 ND690(C) Le Havre Bombers During the afternoon, 10 aircraft 15.20 German Defences Halifax: 426 took off to attack targets at Le 17.53 Backer up Lancaster: 521 Havre. Excellent weather Mosquito: 45 conditions prevailed and most accurate, concentrated bombing was reported. 11/09/1944 ND690(C) Le Havre Bombers 11 aircraft took part in yet 06.18 German Defences Halifax: 105 another attack on Le Havre. 08.31 Backer up Lancaster: 103 Bombing seemed fairly Mosquito: 10 accurate.
15 EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 12/09/1944 PB364(B) Wanne-Eickel Bombers 7 aircraft set out shortly after 12.07 Synthetic Oil Plant Halifax: 315 noon to bomb Wanne-Eickel. 15.26 Supporter Lancaster: 75 Heavy flak was encountered Mosquito: 22 and a smoke screen hampered the attackers.
1 aircraft went on to bomb Bochum (secondary target).
2 aircraft, captained by F/L PC Granger and F/O D Campbell failed to return. 15/09/1944 PB364(B) Kiel Bombers 13 aircraft took part in a night 22.29 City Halifax: 173 attack over Kiel. Visibility was 03.37 Visual centrer Lancaster: 310 good and an accurate attack Mosquito: 7 was reported. 20/09/1944 ND755(J) Calais Area Bombers 14 aircraft successfully attacked 16.31 Halifax: 169 the Calais defence area in German Defences 18.51 Lancaster: 437 daylight and returned safely to Backer up Mosquito: 40 base. 25/09/1944 PB343(F) Calais Area Bombers 11 aircraft which set out to 08.02 Halifax: 397 attack targets in the Calais area German Defences 10.03 Lancaster: 430 abandoned their mission as the (Aborted) Mosquito: 45 target was obscured by 10/10ths cloud. Backer up 26/09/1944 PB343(E) Cape Griz Nez, Calais Bombers 10 aircraft carried out a daylight 10.59 Area Halifax: 289 attack on the Calais area. 12.03 Lancaster: 388 Visibility was quite good and the Backer up Mosquito: 45 target was identified without difficulty. 06/10/1944 ND646(U) Dortmund Bombers 11 aircraft carried out a night 17.26 Halifax: 248 attack on Dortmund. Target City 22.26 Lancaster: 247 indicators appeared to be well Backer up Mosquito: 28 concentrated, indicating a successful attack. 14/10/1944 PB343(E) Duisburg Bombers Shortly after 07.00hrs 15 aircraft 23.29 Backer up Halifax: 474 set out to attack targets in 03.32 Lancaster: 519 Duisburg. Mosquito: 20 Duisburg was again heavily attacked at night with 15 squadron aircraft taking part; all returned safely to base. 15/10/1944 PB305(F) Wilhelmshaven Bombers 15 aircraft took off to attack 17.28 Supporter Halifax: 257 Wilhelmshaven at night. There 21.56 Lancaster: 241 was little cloud but much haze Mosquito: 8 despite which concentrated bombing was effected. 23/10/1044 PB576(B) Essen Bombers Of 13 aircraft detailed to attack 17.22 Visual centrer Halifax: 463 Essen, 1 failed to take off and 2 21.56 Lancaster: 561 returned early due to technical Mosquito: 31 defects. The remainder attacked in poor conditions and returned safely to base. 25/10/1944 PB535(J) Essen Bombers 16 aircraft took part in a daylight 13.07 Industrial Targets Halifax: 251 attack on targets in Essen. A 17.01 Supporter Lancaster: 508 gap in the 10/10ths prevailing Mosquito: 12 cloud made visual identification possible and bombing appeared fairly accurate. 28/10/1944 PB355(J) Walcheren Island Bombers In the morning 6 aircraft carried 9.41 Gun Positions Halifax: 155 out an attack on Walcheren 11.47 Lancaster: 86 and returned safely to base. Supporter Mosquito: 36 29/10/1944 PB555(J) Westkapelle Bombers 8 aircraft took off to attack 10.32 Deputy master bomber Halifax: 128 Walcheren in daylight. Two 12.53 Lancaster: 194 aiming points were bombed Mosquito: 36 and all aircraft returned safely to base. 16 EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 01/11/1944 PB555(J) Oberhausen Bombers 7 aircraft took part in a night 18.10 Supporter Halifax: 202 attack on Oberhausen. 22.35 Lancaster: 74 Bombing seemed to be fairly Mosquito: 12 concentrated.
02/11/1944 PB555(J) Dusseldorf Bombers 16 aircraft formed part of a 17.02 Halifax: 400 force which carried out what 21.18 Lancaster: 561 appeared to be a heavy and Mosquito: 31 well directed attack on Dusseldorf. All returned safely to base. 06/11/1944 PB555(J) Gelsenkirchen Bombers 13 aircraft took off to attack in 12.33 Synthetic Oil Plant Halifax: 383 daylight industrial targets in 16.04 Visual backer up Lancaster: 324 Gelsenkirchen. Conditions were Mosquito: 31 only moderate but a heavy attack was effected. 27/11/1994 PB555(J) Frieburg Bombers 12 aircraft took off to attack 17.18 German Troop Halifax: 0 targets at Frieburg whilst a 22.42 Movements Lancaster: 341 further 4 bombed Neuss. Both Visual centrer Mosquito: 10 raids appeared to be quite successful in spite of scattered marking early in the attacks. 29/11/1994 PB555(J) Dortmund Bombers 16 aircraft carried out a daylight 13.05 Supporter Halifax: 0 attack against Dortmund. 16.51 Lancaster: 294 Owing to rather poor visibility Mosquito: 10 assessment of results was difficult.
1 aircraft, captained by F/O Thorpe, failed to return. 04/12/1944 PB555(J) Hainbach Bombers 18 aircraft carried out a daylight 12.55 Urft River Dam Halifax: 0 attack in formation on the Urft 17.04 Bomber Lancaster: 27 river dam at Hainbach. Mosquito: 10 1 aircraft returned early owing to unserviceable aileron controls; the remainder attacked successfully and returned to base. 06/12/1944 PB555(J) Leuna Bombers 15 aircraft took off to attack oil 17.36 Synthetic Oil Plant Halifax: 0 refineries at Merseburg Leuna in 23.59 Visual centrer Lancaster: 475 10/10ths cloud which Mosquito: 12 necessitated a Skymarker attack. Early impressions suggested a concentrated attack.
17 EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 17/12/1944 PB555(J) Ulm Bombers 10 aircraft carried out a night 15.17 Lorry Factory / Military Halifax: 0 raid against Ulm. Weather was 22.40 Depot Lancaster: 317 10/10ths cloud despite which TI’s Visual centrer Mosquito: 13 could be seen. The raid appeared to be successful and there were several explosions.
23/12/1944 PB555(J) Gemburg (Cologne) Bombers 10 aircraft took off to attack in 10.42 Railway yards Halifax: 0 daylight the Gremburg 14.18 Visual centrer Lancaster: 27 marshalling yards, Cologne, MANSTON Mosquito: 3 where the conditions were clear. Formation was maintained until about ten minutes before the target was reached when, owing to the excellent conditions, crews bomber visually.
Aircraft “F” and “H” collided over the sea on the outward journey and both were lost.
3 aircraft “J”, “Z” and “X” after being seriously damaged over the target landed at Manston. F/O Card and F/O Herod received slight injuries 10 22/01/1945 ME369(J) Gelsenkirchen Bombers 14 aircraft took part in an attack 20.10 Visual centrer Halifax: 107 on Gelsenkirchen. Bombing was 00.06 Lancaster: 29 mainly “blind” as the target Mosquito: 16 area was obscured by 10/10ths cloud, but it seemed like an accurate attack was delivered. 28/01/1945 ME369(J) Stuttgart Bombers 12 aircraft took off to bomb 17.29 Marshalling Yards Halifax: 316 marshalling yards at Stuttgart; 23.26 Lancaster: 258 weather conditions were very Mosquito: 28 poor and several aircraft arrived late at the target; 1 aircraft did not attack due to the adverse conditions. 01/02/1945 PB614(G) Mainz Bombers 16 aircraft took part in a night 17.04 Visual centrer Halifax: 293 attack on Mainz. Blind marking 22.12 Lancaster: 40 was used owing to 10/10ths Mosquito: 8 cloud which obscured the target, despite which a concentrated raid appeared probable. 02/02/1945 ME369(J) Wanne-Eickel Bombers 11 aircraft took off to bomb 22.10 Oil Refinery Halifax: 277 Wanne-Eickel; 10/10ths cloud 1.25 Visual centrer Lancaster: 27 obscured the target and little Mosquito: 19 could be seen of bombing results. 04/02/1945 ME369(J) Bonn Bombers 14 aircraft detailed to attack 18.29 Visual centrer Halifax: 202 BONN taking off at dusk.10/10ths 23.24 Lancaster: 20 cloud again obscured the Mosquito: 16 target necessitating blind bombing.
Aircraft ‘Q’ captained by F/L AE JOHNSON failed to return. 1 aircraft returned early through engine trouble and 1 bombed COBLENZ in error. 13/02/1945 ME369(J) Dresden Bombers 10 aircraft took off to attack 22.10 Visual centrer Halifax: 0 Dresden; weather was clear and 06.20 Lancaster: 796 a heavy concentrated attack Mosquito: 9 was delivered; many fires were observed.
10 Appendix 4 contains more details regarding this mission and the injuries sustained 18 EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 14/02/1945 ME369(J) Chemnitz Bombers Shortly before dusk, 10 aircraft 17.41 Visual centrer Halifax: 218 took off to attack Chemnitz; 00.31 Lancaster: 499 there were thin layers of cloud Mosquito: 0 across the target making identification and accurate bombing most difficult. 20/02/1945 ME369(J) Dortmund Bombers 7 aircraft took part in an attack 22.18 Visual centrer Halifax: 0 against Dortmund. There was 03.19 Lancaster: 514 some thin cloud over the target Mosquito: 14 but the raid appeared to be accurate and concentrated. 27/02/1945 ME369(J) Mainz Bombers 14 aircraft took part in a daylight 13.56 Visual centrer Halifax: 311 attack on Mainz. Despite 19.07 Lancaster: 131 10/10ths cloud an accurate Mosquito: 16 attack was developed. All the aircraft returned safely to base. 01/03/1945 ME369(J) Mannheim Shortly after midday, 11 aircraft 12.26 Visual centrer took off to bomb Mannheim. 17.44 10/10ths cloud obscured the target, necessitating a blind attack. All the aircraft returned safely. 15/03/19450 ME369(J) Bottrop Bombers 7 aircraft took off to bomb a 13.18 Benzol Oil Plant Halifax: 150 Benzol Oil Plant at Bottrop. In fair 18.45 Deputy master bomber Lancaster: 14 conditions the attack was Mosquito: 10 carefully and accurately directed. 20/03/1945 ME369(J) Heide Bombers Taking off soon after 02.00hrs, 15 02.18 Hemmingstedt Oil Plant Halifax: 0 aircraft took part in an attack on 07.07 Primary visual marker Lancaster: 166 an oil plant at Heide. Weather Mosquito: 0 conditions were excellent and the raid appeared to be exceptionally successful. 24/03/1945 ME369(J) Gladbeck Bombers 16 aircraft took part in a daylight 10.02 Master bomber Halifax: 153 attack against Gladbeck in 14.44 Lancaster: 16 good conditions. A carefully Mosquito: 6 directed attack resulted in concentrated bombing. 25/03/1945 ME369(J) Munster Bombers 4 aircraft were involved in a 07.51 Primary visual marker Halifax: 151 successful attack of Munster, 11.56 Lancaster: 14 where bombing was most Mosquito: 10 accurate and concentrated. 03/04/1945 PB676(E) Nordhausen Bombers 16 aircraft took part in a daily 13.51 Halifax: 0 raid on barracks in Nordhausen. 19.32 Barracks Lancaster: 247 10/10ths cloud obscured the Visual centrer Mosquito: 8 target and the raid was believed to be scattered. Several aircraft brought back their entire bomb load. 08/04/1945 ME369(J) Hamburg Bombers 10 aircraft participated in a 19.35 Primary visual marker Halifax: 263 night attack against the Blohm 00.46 Lancaster: 160 and Voes works in Hamburg. Mosquito: 17 Despite obscuring cloud, the target was clearly marked by a heavy and accurate concentration of indicators.
1 aircraft, captained by F/L Muller failed to return. 11/04/1945 PB684(B) Bayreuth Bombers In excellent visibility, 6 aircraft 12.04 Railway Centre Halifax: 100 took part in a raid on the railway 17.45 Supporter Lancaster: 14 centre at Bayreuth. Sticks of Mosquito: 8 bombs were seen to burst across the railway lines.
19 EXTRACTS FROM 35 SQUADRON OPERATIONAL RECORD BOOKS (ORB) Date / Time Aircraft No Operation and Role Bombers Used 35 Squadron ORB Report (excl. USAAF) 14/04/1945 PB676(E) Potsdam Bombers 15 aircraft were detailed for a 18.39 Master bomber Halifax: 0 night attack on Potsdam. In 02.55 Lancaster: 500 excellent visibility many Mosquito: 12 explosions were observed. Pilot W/cmd Le Good 1 aircraft caught fire over the target area; the captain F/O Bowen-Morris quickly baled out his crew and ultimately left the aircraft himself over Holland. 18/04/1945 PB980(C) Heligoland Bombers 7 aircraft participated in a 11.08 Naval Base Halifax: 332 daylight attack of Heligoland. A 15.20 Deputy master bomber Lancaster: 617 heavy attack was delivered in Mosquito: 20 excellent conditions and many explosions were observed.
A total of 51 missions over occupied territory, 45 being the first tour cut off thus onto second tour.
INJURIES SUSTAINED
Ted was “hit by a piece of flak in the right orbital margin” (eye margin) on the sortie to Gremburg (Cologne) on 23 rd December 1944 11 .
PROMOTIONS / AWARDS DURING OPERATIONAL DUTIES
9TH May 1944 Promoted to Flying Officer (see London Gazette 16 th June 1944) 4th October 1944 Temporary award of Pathfinder Badge 1st March 1945 Appointed as Acting Flight Lieutenant
Section 9 – Post War Era
35 SQUADRON POST WAR OPERATIONS
Ted continued to fly with 35 squadron although the “Kiwi” Lawson crew had started to go their separate ways.
He was involved in a number of post war operations including:
• OPERATION EXODUS (APRIL / MAY 1945)
An operation to bring back 75,000 British prisoners of war, who had been liberated from their camps, back to England by the fastest possible means 12 .
• OPERATION DODGE (AUGUST / SEPTEMBER 1945)
An operation where the Lancaster fleet was used to transport soldiers of the 8th Army back home from holding units in Italy - especially those who had been away from home for 4-5 years. The pick-up points in Italy were Bari on the South east coast and Pomigliano, near Naples 13 .
11 Appendix 4 contains more details regarding this mission and the injuries sustained 12 Source: www.raf.mod.uk/bombercommand/apr45.html 13 Source: www.bbc.co.uk/ww2peopleswar/stories/38/a2241938.shtml 20 POSTINGS AFTER LEAVING RAF GRAVELEY
POSTINGS AFTER LEAVING RAF GRAVELEY Date Posting Location Notes 18 th November 1945 Transport Command HQ RAF Hendon Signals Briefing Duties 4th January 1946 HQ No 47 Transport Group RAF Hendon Signals Briefing Duties 1ST May 1946 HQ No 46 Transport Group Harrow, London Signals Briefing Duties 29 th May 1946 100 RAF Personnel Discharge RAF Uxbridge Class A Release Centre Here he would have received his ’civilian’ clothes, a suit hat shoes etc- and not forgetting ration book to equip him for return to ‘normal’ life.
PROMOTIONS / AWARDS DURING POST WAR OPERATIONS
28 th May 1945 Permanent award of Pathfinder Badge 17 th July 1945 Awarded the Distinguished Flying Cross (see London Gazette 13 th July 1945) 29 th August 1945 Relinquished role as Acting Flight Lieutenant 9th November 1945 Promoted to Flight Lieutenant (see London Gazette 27 th November 1945)
21 Section 10 – Service Awards
• Non-immediate DFC (Probably for continuous devotion to duty after completing the first tour).
• 1939-1945 Star (For operational service during World War 2)
• Burma Star (For operational service in Burma Campaign)
• France and Germany Star (For service in France, Belgium, Holland, Germany)
• War Medal 1939-1945 George VI (For operational service during World War 2)
• Pathfinder Eagle Badge
22 Appendix 1 – Service Record
23 Appendix 1 – Service Record (continued)
24 Appendix 1 – Service Record (continued)
25 Appendix 1 – Service Record (continued)
26 Appendix 2 – Log Book
27 Appendix 2 – Log Book (continued)
28 Appendix 2 – Log Book (continued)
29 Appendix 2 – Log Book (continued)
30 Appendix 2 – Log Book (continued)
31 Appendix 2 – Log Book (continued)
32 Appendix 2 – Log Book (continued)
33 Appendix 2 – Log Book (continued)
34 Appendix 2 – Log Book (continued)
35 Appendix 2 – Log Book (continued)
36 Appendix 2 – Log Book (continued)
37 Appendix 2 – Log Book (continued)
38 Appendix 2 – Log Book (continued)
39 Appendix 2 – Log Book (continued)
40 Appendix 2 – Log Book (continued)
41 Appendix 3 – RAF Graveley
The layout of RAF Graveley was typical of a standard WWII Bomber Base, with a triangle of runways which allowed take off and landing from six different directions according to operational needs, weather conditions etc.
The 'pan' aircraft dispersals ensured that, as far as possible, no aircraft would be an immediate danger to another.
The bomb store was located in open country to the south-west and dispersed camp sites laid to the north and east of the airfield. The dispersed sites were built to house the aircrew and ground staff away from the main airfield, thereby increasing their safety in the event of an attack. The sites ranged from small groups of eight to ten “domestic” huts to larger “communal sites” with dining halls, shower blocks etc.
Graveley had nine domestic sites, three communal sites and sick quarters, with maximum accommodation for 2,300 males and 299 females.
42 Appendix 3 – RAF Graveley (continued)
The following photos show the last remaining buildings at RAF Graveley. These buildings formed part of Communal Area 4 of the dispersed site, north of the airfield.
43 44 45 Appendix 4 – 23 rd December 1944 sortie to Cologne
SGT L. NICHOLSON’S MEMORIES OF THE SORTIE 14
On the afternoon of 20th December we went to be briefed for a raid scheduled for that night on the Gremburg marshalling yards at Cologne but it was later called off, due to bad weather. It was cancelled again the following night and so with time to myself my thoughts turned to Christmas and to my family back in Hull. Little did I know then that I would be very lucky to see Christmas Day.
On the 23rd it was obviously decided that due to the importance of the target the raid would have to be mounted as a daylight sortie comprising of 30, all Pathfinder aircraft. We were to go in three waves of 10, each led by an OBOE Lancaster backed up by an OBOE Mosquito. Due to the shocking weather I really thought the raid would be impossible. Graveley was covered with fog and I couldn't see how we could possibly take off in such conditions. But although we were the last aircraft airborne, take off we did, using FIDO, an experimental fog dispersal device.
Tragically, the raid got off to a bad start when two of our squadron's Lancs collided over the Thames estuary. Although we learnt later that the crews were picked up within half an hour it would have been impossible for them to have survived in the freezing cold water. But our troubles had only just begun. The weather forecasters had promised 10/10th, or total cloud cover all the way to and over the target area in Cologne, and so I was not anticipating any further problems. However, just before we started our bomb run the cloud suddenly vanished completely and the sky above Cologne was clear blue for miles. Sitting in the rear turret I couldn't see the thick wall of flack that we were fast approaching but suddenly it seemed as if every gun in Germany had opened up on us and it was then that we received the prearranged codeword, "Cowboy" which meant that we were to break formation and bomb independently.
Just as we commenced the bomb run our bomb aimer, Alan Card was hit in the face by flak and became temporarily blind and deaf. At the same time our wireless operator, Ted Herod volunteered to put his head into the astrodome to look out for fighters and almost immediately fell to the floor his head covered in blood as the astrodome was hit by flak. 'Kiwi' had to circle around the target again before Alan was in any fit state to continue the bomb run and I remember saying, "I recon we've had it!"
The sky was literally full of flak - and I mean full, and I could see enemy fighters circling around the perimeter of the flak zone waiting to pick us off, if by some miracle we managed to get through the target. By now Alan had recovered sufficiently and made a perfect bomb drop, as his film later showed we hit the target and so, all we had to do now was turn around and go home. Then the Flight Engineer, Eddy Edmonson was hit on top of the head but fortunately for him the shrapnel hit his flying helmet which deflected the impact and luckily he was not seriously injured. At the same time I had a lucky escape too when flak burst just to the side of my turret and a piece of shrapnel shot through and impacted behind my head just above my left shoulder - 6 " to the right and I would have been a gonna!
Our Lanc was by now very badly shot up and limping along on three engines so I wasn't surprised when I heard 'Kiwi' talking to an Allied airfield in Belgium asking for permission to make an emergency landing. I was far too busy looking for fighters to think of anything else but the next thing I recall was 'Kiwi' saying that he going to try to make it across the channel and contacting the emergency landing base at Manston, Kent to tell them we were coming in. As we approached the Kent coast our predicament worsened as five German ME109's were seen closing in to finish us off. Miraculously, a flight of United States Air Force Mustangs was scrambled and escorted us into Manston without any problems. Despite having no brake pressure, and only three engines 'Kiwi' managed to land the crippled Lancaster safely, bringing it to a halt just off the end of the long runway - fortunately the longest in England!
When I got out Eddy and I started to count the holes . . . we lost count after 100 - and that was just on one side between the wing and my rear turret. Sadly that was the end of 'J' for 'Johnny' which was written off after faithfully seeing us home on 33 missions in just exactly 5 months to the day.
14 Source: www.bbc.co.uk/ww2peopleswar/stories/21/a3114721.shtml 46 Appendix 4 – 23 rd December 1944 sortie to Cologne (continued)
TEXT OF LETTER FROM AIR HISTORICAL BRANCH (RAF)
47 The Air Historical Branch (RAF) MINISTRY OF DEFENCE Bentley Priory Building RAF Northolt West End Road Ruislip Middlesex HA4 6NG
11 January 2011
Dear Mr Herod
Thank you for your e-mail of 15 December 2010 in which you state that your father's Record of Service indicates that he was wounded by flak in December 1944.
I am afraid that our internet security system would not permit me to download the Record of Service which you attached as a pdf file and so I have had to work from the quotation you supplied in your e-mail.
You say that you understand that we hold Casualty Lists and have asked to see the Confirmed Casualty List no 1644 or have a transcription thereof. I am afraid that you have been misinformed; our casualty records do not include Casualty Lists and therefore I am unable to provide you with a copy of Confirmed Casualty List 1644.
I have, however called back from the Ministry of Defence central archive the casualty record relating to your father Flying Officer G E Herod. I am afraid that this contains very little information other than that he was the Wireless Operator/Air Gunner of Lancaster PB685 belonging to 35 Squadron when he was wounded.
Squadron aircraft took off on the morning of 23 December to attack Cologne. The casualty records do not indicate that Lancaster PB685 was part of this force but they do say the aircraft was operationally equipped it is likely. The record also says that Lancaster PB685 landed at RAF Manston at 1420 hours. It confirms the Record of Service entry you quoted in which it said that he was hit by a piece of flak in the right orbital margin. The casualty record states "flak wound right eyebrow slight" and Flying Officer Herod was treated in the Station Sick Quarters at RAF Manston.
Yours sincerely
Flight Lieutenant M Hudson MA BA
48 Aircraft movement card for Lancaster PB685.
Damaged by flak 23 December 1944,over Cologne and made an emergency landing at Manston (Kent)
49 Air Vice-Marshal Donald Bennett wrote a letter Pathfinder Force at the end of the Second World War (April, 1945)
Great Britain and the Commonwealth have made a contribution to the civilised world so magnificent that history alone will be able to appreciate it fully. Through disaster and triumph, sometimes supported and sometimes alone, the British races have steadfastly and energetically over many long years flung their forces against the international criminals. They have fought the war from end to end without a moment's respite, in all theatres, and with all arms - land, sea and air.
Bomber Command's share in this great effort has been a major one. You, each one of you, have made that possible. The PathFinder Force has shouldered a grave responsibility. It has led Bomber Command, the greatest striking force ever known. That we have been successful can be seen in the far-reaching results which the Bomber offensive has achieved. That is the greatest reward the PathFinder Force ever hopes to receive, for those results have benefited all law-abiding peoples.
Whilst you have been hard at work through these vital years, I have not interrupted you, as I would like to have done, with messages of praise and congratulation. You were too busy; but now that your great contribution to the world has been made, I want to thank you each man and woman of you personally and to congratulate you on your unrelenting spirit and energy and on the results you have achieved.
50 British Pathfinder Operations as at March 1944
Issued by Luftwaffenfuhrungsstab Ic/Fremde
Luftwaffen West
Preface
The success of a large-scale night raid by the RAF is in increasing measure dependent on the conscientious flying of the Pathfinder crews. The frictionless functioning of the attack is only possible when the turning points on the inward and courses, as well as the target itself, are properly marked. Lately, these attacks have been compressed into about 4 minutes for each wave averaging 120-150 aircraft
Dense and high reaching clouds, which hide the sky markers over the target and exceptionally strong winds, which blow the markers away quickly, represent an unpredictable barrier to Pathfinder operations and can often appreciably, decrease the efficiency of an attack.
Another reason for the failure of a raid may lie in the partial failure of the first Pathfinders, the 'Initial Markers', to arrive, since experience has shown that succeeding Pathfinders, in spite of being equipped with H2S and blind marking equipment, have allowed themselves to be influenced, to a certain extent, by the Initial Markers.
A: DEVELOPMENT
1. The concentrated large-scale RAF raid on Cologne on 30/31 May 1942, during a full moon night and with an alleged strength of more than 900 aircraft, was the first attempt to imitate the 'Focal Point' raids initiated by the German Air Force during this strategic air war against the British Isles during the years 1940 and 1941.
The lessons taught by this first large-scale raid, the increasingly high losses and the fact that the Hyperbola (Gee) navigation system could only be used in certain conditions forced the AOC-in-C of Bomber Command to develop new systems of attack.
Using the German system of 'Illuminators' and 'Fire Raisers' as a model, the use of Pathfinders was developed towards the middle of August 1942, in order to bring on to the target all the aircraft, some with inexperienced, others with only medium- trained crews, and to allow the dropping of the bombs without loss of time.
2. Air Vice-Marshall BENNET, at present still in command of these special units, was appointed Chief of the Pathfinder formations.
This 35 year old Australian - known as one of the most resourceful officers of the RAF - had distinguished himself as long ago as 1938 by a record long-range flight to South Africa in a four- engined seaplane which was launched in the air from a Sunderland flying boat (composite aircraft). In 1940 BENNET established the Transatlantic Ferry Command with aircraft of the Hudson type. As an example of his personal
51 operational capabilities, an attack may be cited which he made on the German Fleet base at Trondheim.
BENNET's appointment as Commander of the Pathfinder Formations is also based on the fact that he has written two standard books on astro-navigation.
3. The use of Pathfinders in the first large-scale raids was comparatively primitive. Several particularly experienced crews were sent out first as Fire Raisers ahead of the Main Bomber Force and, in order to facilitate and ensure the location of the target, moonlit nights were especially favoured.
Shortly after the formation of these Pathfinder groups, however, the principle of raids during moonlit nights was dropped and raids in dark cloudless periods began to take place.
BENNET strove to render the raids independent of the weather and at the same time to make it easier for the less experienced crews to locate the target.
4. At first there were only four bomber squadrons, equipped with Stirlings, Halifaxes, Lancasters and Wellingtons, and in January 1943 these units were organised into No 8 Bomber Group, the Pathfinder Group.
The grouping of the Pathfinders into a Bomber Group of their own made it possible to standardise the equipment and the training, to put new ideas into operation and to immediately evaluate all experiences.
During the course of 1943, the number of Pathfinder squadrons was increased to meet the increased demands, and among others, several Mosquito squadrons were detailed to the Pathfinder Group.
B: ORGANISATION AND EQUIPMENT
I: Organisation and Aircraft Types
1. Eighth Bomber Group at present consists: Five Lancaster squadrons, one Halifax squadron, four Mosquito squadrons (including two special bomber squadrons with 'Bumerang' [Oboe] equipment) and one Mosquito Met Flight.
For further information concerning the organisation of these units, see 'Blue Book Series', Book 1: The British Heavy Bomber Squadron.
2. In addition to the normal navigational aids (see also 'Blue Book Series', Book 7: British Navigation Systems) the aircraft carry the following special equipment: a) Four-engined aircraft (Lancaster and Halifax):
Rotterdam (H2S) for location of target and bombing without ground visibility;
Hyperbola navigation instrument (Gee);
Identification Friend-Foe (IFF); acoustic night-fighter warning instrument 'Monica'; 52 visual night-fighter warning instrument (Cathode ray oscilloscope) 'Fish Pond' provision for bomb-release in the cabin as well as in the navigation room.
b) Twin-engined aircraft (Mosquito)
Hyperbola navigation instrument (Gee); special equipment according to mission, for example 'Bumerang' (Oboe) the existence of Mosquitos equipped with H2S have not as yet been definitely established. According to latest information, this special equipment does not yet seem to have been installed in the Mosquito.
II: Personnel
1. The crews are no longer composed mainly of volunteers as was formerly the case. Owing to the great demand and the heavy losses, crews are either posted to Pathfinder units immediately after completing their training, or are transferred from ordinary bomber squadrons. As in the past, however, special promotion and the Golden Eagle badge are big inducements to the crews.
At first Pathfinder crews had to commit themselves to 60 operational flights, but due to this high number there were insufficient volunteers, and the figure was decreased to 45.
After transfer to a Pathfinder squadron, a certain probationary period is undergone. The crews are not appointed Pathfinders and awarded the Golden Eagle until they have proved themselves capable of fulfilling the equipments by flying several operations (about 14) over Germany. Before the award of the Golden Eagle each member of the crew has to pass a special examination to show that he is fully capable, of performing two functions on board, for example gunner and mechanic, or mechanic and bomb-aimer, etc.
2. There is a special Pathfinder school (NTU Upwood Special School). All new crews, however, are sent on a special navigational course lasting 8-14 days at a Navigation Training Unit, where particularly experienced instructors, who have already completed their pathfinder tours, train the crews in the operation of the special equipment and put final polish on their already good navigational training.
New Pathfinder crews fly training flights over Great Britain. These are usually made southwest from the Cambridge area, course being set for the Isle of Man. On the return flight, a large city, such as Birmingham or Manchester is approached, dummy bombing using H2S is carried out, and target photographs are brought back to the home base. Flights of this kind are flown to a strict time schedule, just as in the case of a large-scale raid on Germany or the Occupied Western Territories, and are taken into consideration in the assessment of the crews as Pathfinders. If, on several occasions the schedule is not adhered to, the crew is transferred to an ordinary bomber squadron.
53 C: PATHFINDER OPERATIONS
I: General
The operational tactics of the Pathfinders have been under constant development ever since the earliest days, and even now cannot be considered as firmly established or completed. New methods of target location and marking, as well as extensive deceptive and diversionary measures against German defences are evident in almost ever operation.
Whereas the attacks of the British heavy bombers during the years 19421-43 lasted over an hour , the duration of the attack has been progressively shortened so that today, a raid of 800-900 aircraft is compressed into 20 minutes at the most. According to captured enemy information, the plan for the raid on Berlin on 15/16 February 1944 called for about 900 aircraft in five waves of 4 minutes each.
In spite of the increased danger of collision or of dropping bombs on other aircraft which must be taken into account, the aim has been achieved of allowing the German defences, the Commands as well as the defence weapons themselves, only a fraction of the time available to them during raids in the past.
The realisation of these aims was made possible by the conscientious work of the Pathfinder group and by the high training standard (especially regarding navigation) of the crews.
The markers over the approach and withdrawal courses serve as navigational aids for all aircraft and above all they help them to keep to the exact schedule of tines and positions along the briefed course. Over the target, the markers of the Pathfinders enable all aircraft to bomb accurately without loss of time.
II: Markers
Up to date, the following markers have been identified:
TARGET MARKERS a) Ground Markers : also called cascade bombs, are red, green and yellow. Weather conditions govern the setting of the barometric fuse, whereby the Ground Marker container is detonated at a height varying from 800 to 5,000 metres, thereby releasing 60 flares which fall burning and burn out of the ground.
Ground markers are mainly dropped in the target area, but they are also sometimes used as Route Markers. Ground Markers are also dropped in 10/10ths cloud in order to illuminate the cloud base from below. When the clouds are thin, the crew can see the glare without difficulty. The average duration of burning of a Ground Marker is 3-4 minutes.
54 b) Sky Markers : parachute flares, of which several are usually placed simultaneously. As a rule, the flares used are red ones from which, at regular intervals, quick-burning green flares ('dripping green stars') drop out.
Besides these, green Sky Markers with red stars asn , although comparatively seldon, green Sky Markers with yellow stars are also used.
The bomb aimers are for the most part briefed to drop their bombs into the middle of a group od Sky Markers. This corrects the opinion held until now that two sky markers are set, one to indicate the point of bomb release and the other to indicate the target.
c) White and Yellowish Flares: used chiefly to illuminate a target. They are also sometimes used as dummy markers.
During raids in the autumn of 1943, the enemy attempted to mark a target approach corridor by setting numerous flares. It may be assumed that he dropped this system because of the heavy losses inflicted by German single-engined fighters in the target area.
ROUTE MARKERS a) As Track Markers : or Indicators, Sky Markers are used in 10/10ths cloud. b) Ground Markers : (Spotfires) are red, green or yellow; red and yellow are mainly used. A ground marker does not split up into different traces, but burns with a single bright light for from 3-8 minutes.
NEW KINDS OF MARKERS (as yet not clearly identified)
The enemy has often tried to introduce new kinds of markers with varying lighting effects: a) Among others, a quick-falling flare bomb was observed lately. After it hit the ground, 1 90 metre high column of sparks was observed, which slowly descended in many colours. Confirmation, however, is not yet available. b) To designate the beginning and the end of the attack, a large reddish-yellow 'Fireball' has often been observed. Red flares fall from the Fireball and at low heights these again split up into green stars. The light intensity of these bombs is unusually high. c) The so-called red 'Multi-Flashes' are apparently used as Route Markers,. They have been observed sparkling to the ground at intervals of 2-3 seconds. d) The enemy seem to have stopped using enormous 1,800 kg size flare bombs. The reason for this could not be determined.
III: Execution of Pathfinder Operations
55 DIVIDING OF THE PATHFINDER CREWS a) At present, Pathfinder crews are divided into the following categories: Blind Markers, Blind Backers-up, Visual Backers-up, Visual Markers, Supporters - Pathfinder Main Force.
About 15% of the bombers used for a large-scale operation are Pathfinders. For example, out of a strength of 900 aircraft, 120 would be Pathfinders, of which about 20 to 25 would be Blind Markers, 30 to 45 would be Blind and Visual Backers-up and 60 to 70 would be Pathfinder Main Force. b) Blind Markers : It is the duty of the Blind Markers to locate the target using H2S and to set Ground or Sky Markers, or both, according to weather conditions, at zero hour minus 2 to 5 minutes.
The Blind Marker crew are responsible for the success or the failure of the raid. They are more strictly bound to the time schedule than all the other aircraft taking part in the raid. They are not allowed to drop their markers if the schedule is deviated from by more than one or two minutes, or if the instruments fail, or fail to indicate accurately. In such cases the Blind Marker aircraft automatically becomes part of the Pathfinder Main Force and must drop its HE bomb load exactly at zero hour.
With smaller targets, it is the duty of the Blind Markers to set flares over the target area, in order to illuminate it.
Another duty of good Blind Marker crews during the initial stages of the attack is not only to set new markers, but also to re-centre the attack. Experience has shown that the first aircraft of the Main Force drop their bombs near the Markers but that succeeding aircraft tend drop them short of the target area during the progress of the attack. It is the duty of the Blind Markers detailed for this purpose to bring the bombing back to the original target by resetting the Markers past the first aiming point in the direction of withdrawal.
For several months past, the Blind Markers have had a further duty, In several operations it was repeatedly shown that errors in the navigation of the Main Force occurred owing to inaccurate wind forecasts. Experienced Pathfinders were therefore instructed to transmit their established wind calculations to England by W/T. Each Group picks up these reports and transmits them every half-hour to the airborne bombers. c) Blind Backers-Up : The duties of the Blind Backers-up are similar to those of the Blind Markers, except that they fly in the bomber stream. Thus, they drop their Markers during the attack, also in accordance with a strict previously laid down time schedule. Blind Backers-up are used to set Ground Markers and, above all, Sky Markers, which are always renewed by means of H2S and never visually. d) Visual Backers-Up : In order to give new Pathfinder crews a chance to gain experience for future operations as Visual or Blind Markers, they are allowed to set the new Markers visually; these, however are always of a different colour. Theoretically, these Markers should be on, or very near, to the original Markers, but as
56 in practice this is very seldom the case, the impression given is that of the target being framed by markers. The bomb-aimers of the succeeding bombers are therefore briefed to release their bombs in the centre of the markers dropped by the Backers-up. e) Visual Markers : An attack on a small or pin-point target (definite industrial installations, dockyards, etc) necessitates still more accurate marking than is possible by the Blind Markers. The Visual Markers, therefore, locate the target visually from medium height, sometimes from as low as 1,500 metres, and then release their Ground Markers on the centre of the target, in order to concentrate the attack of the high-flying bombers. The Visual Markers are aided by the illumination of the target area aided by several Blind Markers (Newhaven attack). f) Supporters : New crews who come from training units or other squadrons and who are to be trained as Pathfinders, fly their first operations in the Pathfinder Main Force. They carry only mines or HE bombs, arrive exactly at zero hour and try, at the first concentric bombing, to create conditions necessary to allow the incendiary bombs of the succeeding waves to take full effect.
ROUTE MARKERS
Route Markers are set buy good Blind Marker crews and are renewed during the approach of the Bomber Stream by further good Blind Marker crews. Ground Markers (Spotfires) are sometimes set visually, and sometimes by instruments, but Sky Markers used as Track Markers or Indicators are set only by means of H2S.
The route of approach and withdrawal are generally identified by three Markers set at especially prominent points or turning points. The colours of these markers for any single night raid are usually the same: either red, green, yellow or white. It has often been observed that the Route Markers do not always lie exactly on course. They are set somewhat to one side so that the approaching bombers are not unnecessarily exposed to the danger of German night-fighters.
TARGET MARKERS
The Target Markers will differ according to weather conditions. More Sky or Ground Markers are set, according to the visibility and cloud conditions prevailing. Up to date, the following methods of attack and target marking have been recognised: a) The 'Parramatta' attack under a clear sky and with good visibilty. Ground Markers are used only. b) The 'Wanganui' attack with 8-10/10ths cloud cover. Sky Markers only. c) The 'Musical Parramatta' attack with 5-8/10ths cloud cover. Mainly Ground Markers, but some Sky Markers. d) The 'Newhaven' attack, in which the target area is illuminated by means of parachute flares, coupled with several Ground Markers.
57 e) The 'Musical Wanganui' attack with 8-10/10ths cloud cover. Mainly Sky Markers, but some Ground Markers. This system of target marking has been used to a great extent lately during bad-weather operations.
DROPPING THE MARKERS
The setting of the Pathfinder Markers requires a great deal of experience. For this reason, training flights with Markers of all kinds are often carried out over Great Britain, serving for practical experiments with flares as well as for training purposes.
When the target area is already illuminated by previously dropped flares, the Ground Markers are released visually by means of the ordinary bomb-sight. In cases where 10/10ths cloud or dark conditions are found over the target area, H2S is used for dropping all Markers.
A great deal of experience is required for the setting of Blind Markers. Close co- operation between the navigator and the H2S operator (see 'Blue Book Series', Book 7: British Navigations Systems for the difference between the two) who sit side by side in the navigation room, is the first essential for the precise setting of Markers by means of H2S. Above all, drift must be calculated before the Markers are set, so that the Main attacking force has only to navigate on the Markers themselves.
NAVIGATION
The basis for all Pathfinder navigation is dead reckoning, and all other systems are only aids to check and supplement this. H2S equipment is valueless without dead reckoning because the ground is not shown on the cathode ray tube as it is on a map.
To facilitate the location of the target, an auxiliary target, which experience shows to give a clear picture on the cathode ray tube, is given during briefing. This auxiliary target should be as close to the actual as possible, in order to eliminate all sources of error. Cities, large lakes, or sometimes even coastline features are used as auxiliary targets.
The course and the time of flight from the auxiliary target to the actual target are calculated in advance, taking the wind into consideration. The H2S operator then knows that the main target will appear on the screen a given number of seconds after the auxiliary target has been identified.
D:CONCLUSIONS
1. Strong criticism from amongst their own units was at first levelled against the British Pathfinder operations, but they were able to prevail because of the successes achieved during the years 1943/44.
2. The original assumption that the majority of bomber crews would be less careful in their navigation once they became used to the help of the Pathfinders, and that therefore the total efficiency and success of raids would diminish, has hitherto not 58 been confirmed. The navigational training and equipment of the ordinary British bomber crews has also been improved.
3. The operational tactics of the Pathfinders cannot be considered as complete even today. There are, in particular, continual changes of all markers and marking systems.
4. The trend of development will be towards making possible on one and the same night two or more large raids on the present scale, each with the usual Pathfinder accompaniment.
(Source: No 61008 Secret Ic/ Foreign Air Forces; A/Evaluation West)
59 ROUTE TO INDIA.
Departure from Liverpool to Durban via Cape of Good Hope in convoy WS21. Then 6 ships from Durban to Bombay convoy WS21B. From WS (Winstons Specials) Convoys in WW2 –1942 sailings (http://www.naval-history.net/xAH-WSConvoys05-1942B.htm)
60 WIRELESS TRAINING IN BLACKPOOL
Courtesy of the Imperial War Museum website
61 Photo of G E Herod, probably around 1944
62 Period photpgraphs Photo 1 Photo 2
Photo 3 Photo 4
Photo 5
63 PHOTO 1. GEH as a late teenager PHOTO 2. Taken soon after enlistment in January 1941. Rank of AC1 or AC2 PHOTO 3. Part of photo taken at wedding 15/1/1944. Pilot officers uniform (rank shown on wedding certificate) Showing ‘AG’ wings-w/op or ‘S’ wings became separate trade in 1943 but insignia not issued until July 1944. PHOTO 4 . Taken after Jan 1944 possibly in 1945- ‘S’ wings now worn and medal ribbon for what looks like 1939-45 star which was promulgated in 1945. PHOTO 5. Now showing flight lieutenants uniform (rank given 1/3/1945), the pathfinder albatross broach on tunic pocket flap, and full set of medal ribbons. Probably taken in early 1946 before discharge (June 1946.)
64 Correspondence from India
The left hand image is a Christmas message from Ted, in India, dated 8 th November 1942 to his mother and father in London . It confirms his location as Feni and serving with 234 Group as an AC2 (aircraftsman class two) number 1245754
The right hand image is from Mrs Vera ? from South Africa dated 14 th November 1944, and refers to Ted’s stop over on way back to UK with his pal Alf from Uxbridge, some near 2 years ago ( i.e. March 1943.)
65 Contributors.
There are too many individuals who have helped me with this project to mention individually. The internet has been a valuable source of information and photos. I would like to express my thanks to ‘Pete’, the partner of the granddaughter of Cecil Butcher-who was KIA over Bonn 4/2/1945-a flight engineer in 35 squadron. Pete took my rough drafted notes and created a presentable document. Also to Peter Leeves, a surviving crew member, whose recollections have brought the records to life. The project is not finished and research will continue trying to fill out Ted’s various postings. PRH 02/11/2011
GEHerod-edit v8.1
Addition-2012 copy of article by Nick Nicholson(rear gunner) for BBC website.
Contributed by mrpeternicholson People in story: Lawrence 'Nick' Nichoson Location of story: RAF Graveley Background to story: Royal Air Force Article ID: A3114721 Contributed on: 11 October 2004
W/O "Nick" Nicholson 1591786
When war broke out in 1939 I was 14 years old and living in Hull. I had left school the previous year when my father died, aged just 38, to become the family breadwinner - there was no such thing in those days as the State Benefits so I had taken a job working as a delivery boy for the local Chemist. As it turned out, he was a German sympathiser who took great delight in telling everyone that the Germans would be here any day now and that it was simply pointless to fight or resist. I remember one morning he told me to clean off a large swastika someone had painted on his shop window the previous night and I decided, there and then, that he could stick his job! The next week I started a new job at the Blackburn Aircraft factor in Brough which is where I decided that, as soon as I possibly could, I would join the RAF.
When I was sixteen my two best pals and I decided that we would all join up, that way we could choose which service we entered rather than await the 'call-up' and be put wherever the Ministry of Defence decided. One of my friend was accepted into the Army and the other became a Naval Commando. I on the other hand was rejected on the grounds of being unfit. I'd had TB in my early teens, which had left me rather weak and short of breath and consiquently I failed one of the tests which involved blowing into a tube and holding my breath and a column of mercury at a certain level for 60 seconds.
I returned home fealing totally devastated but that evening my mother gave the local paper with my tea and I noticed an advert in it which read, 'Charles Atlas, holder of the title "The World's Most Perfectly Developed Man" - founder of the fastest health, strength and physque building system known.'
The next day I wrote off to Mr Atlas explaining my predicament and to my suprise he enrolled me in his 12 week correspondence course, which obviously worked because exactly three months later I was passed 'A1+' and accepted for RAF Aircrew.
I was ordered to report to London for two weeks of intensive training. This was divided into three parts consisting of ; square bashing (we marched everywhere), gymnastics and keep fit at Lords cricket ground and thirdly, instructions on how 66 to avoid catching VD! - clearly a priority for the Ministry of Defence! I remember the food was very good indeed compared to the miserable rashions I had become used to at home and in particular I recall we had tinned peaches - every day. What luxury!
After that I was sent Driffield for yet more square bashing where the daily rashions changed to stew, potatoes and beetroot, all ladled out with a very large spoon smashed onto your plate - just like an episode of 'Porridge'. We had 20 minutes to eat the lot and then it was outside for more marching. Quick March, Quick March, Quick March . . .
For a change, on the last day we all went to Bridlington, a seaside town where I thought at last we'd have a bit of well earned rest and recouperation but as it turned out the Pysical Training Instuctor had a slightly different idea in mind. "Right lads, now you're all going to jump off the end of the pier, into the sea and swim out to those dingys." he said in a very matter of fact way as if that was something we would do every day. It must have been a good 20 foot drop into the sea, which had a good swell on at the time, and I didn't know what on earth to do as I couldn't swim. "But I can't swim sir!" I said in a state of blind panic, fully expecting to be exused. Instead he just passed me a 'Mae West' and said, "Well, what will you do if your plane crashes in the sea? Now are you going to jump or do you want me to push you in laddie!". I opted to jump - a terrifying experience for a none swimmer I can tell you but somehow by a combination of paddling, flapping and floating I made it to the dingy!
Next, came a spell at No 1 Gunnery School, Pembrey where I had my first taste of flying, in Ansons and Blenheims. I remember vividly one particular Polish pilot who, just after take off come over the intercom and said in broken English, "OK. Now we go UP! . . . and when you are all sick, we come down.' He then proceeded to 'loop the loop' his way around the Welsh valleys until we were all very sick - and then we came down. This was without doubt the most terrifying experience of my war as two planes had already crashed on training flights whilst I had been there.
Still, I had survived thus far and on September 20th 1943 I passed out with a final average of 5.49% hits to rounds fired. To this day I have no idea if that was good or bad but my logbook was signed by the C/O with the remark. 'Quiet type. Satisfactory pupil - has worked well.'
On 9th October I arrived at Abingdon to be 'crewed up'. We were alloted a pilot who for reasons that will become evident as you read on shall remain nameless. Our first flight over enemy territory was a 'nickle raid' or leaflet drop to Le Mans. For some reason, it didn't count as an official 'op' but we did encounter some flack on the way home and our pilot panicked and was conviced that we were over England and thus ordered the Wireless Operator, Ted Herod to fire a Vary Pistol with a red flare to allert the gunners below to fact we were 'friendly'. Ted at first refused but under orders and against his better judgement fired it. Immediately the gunners below opened up on us again and, as it turned out Ted was right - we were indeed over enemy territory!
On 21st March 1944 we were posted to the Conversion Unit at Rufforth, flying Halifax Mk III's on local night flights, bombing practice and cross country firing exercises. From there we went on to Elvington and then to Breighton. On one our training trips this same pilot urinated all over the Wireless Operator who was positioned below him. Ted at first thought this was an accident and said nothing but the very next flight the same thing happened again and so he and the officers in our crew all refused to fly with this chap again. As an NCO I didn't know anything about this until, along with the other NCO's, I was summond to the C/O's office to find that we were all facing a court marshall for 'Lack of moral fibre.' By a stroke of luck the C/O was himself a Wireless Operator and had great sympathy with Ted's predicament. He asked whether we were actualy refusing to fly, period, OR simply refusing to fly with this particular pilot. We all agreed with one voice that it was the latter and so no charges were brough and instead of being court marshalled we had what was without a shadow of doubt the greatest stroke of good fortune - we were allocated a new pilot, a brilliant New Zealander by the name of P/O 'Kiwi' Lawson.
'Kiwi' was older than the rest of us, probably about 30, and already an exceptional pilot and so, when he volunteer for the 'Pathfinder Force' he asked the rest of the crew if we wanted to come along with him. I hadn't even heard of the Pathfinders but it seemed like a good idea at the time and so I went along with it. The next thing I knew we were all off to 1652 Pathfinder Conversion Unit at Warboys where I was introduced to the other exceptional thing that saved my bacon throughout the war, the magnificent Lancaster bomber.
And so it was that in early July of 1944 we all arrived at No 35 Squadron, Pathfinder Force based at Graveley in Cambridgeshire, which was to become our home for the next 11 months. We were assigned Lancaster 'J' for 'Johnny' and our first opperation was a daylight raid on 23rd July to Kiel where we dropped six 2000lb bombs onto the U-Boat yards. After almost 5 years of being powerless and having to sit back and watch as my home city of Hull took a nightly pounding I was at last at war and I felt proud to be doing my bit.
On Friday 4th August the target was Trossy St Maximim. It was an all PFF raid with 61 Lancasters sent to bomb the V1 storage depot and although we endured heavy flack we returned safely to base. Squadron Leader Ian Bazalgette DFC, of 635 Squadron wasn't so lucky. His Lancaster was hit on the bomb run and two of his crew wounded. He ordered the rest to bail out but he chose to stay with the two injured men and attempt a crash landing. Tragically he landed the plane perfectly
67 but it then exploded killing all three of them. Bazalgette was later awarded what was to be the first of Pathfinder Forces' three Victoria Crosses.
Throughout that Summer and into Autumn we bombed more V1 sites in the Foret de Nieppe, synthetic oil plants at Wanne Eickel, airfields in Holland and Belgium and port and industrial areas around Stettin. On 6th August the targets were 7 German troop positions in and around the Falaise battle area where the Canadians were facing stiff opposition. Unfortunately, some bombs fell on the Canadian positions by mistake - the first time bomber command had hit friendly troops during the battle of Normandy. Our Target Indicater markers were yellow and unfortunately so were the flares that the Canadians were using to mark their positions and the results were tragic. Although I only learned of this recently and whilst clearly we were in no way to blame, it is not something I shall forget easily.
On October 14th the target was Duisberg. This was part of a special operation code named, "Hurricane" the purpose of which was to demonstrate to the Germans the maximum combined effort of the RAF and US Bommer Command against densly populated industrial areas in and arround the Rhur. During the day of the 14th the RAF sent 1013 bombers, and that night we were one of a futher 1005 bombers. Then the following day 1251 US bombers attacked the same targets. Over all, 9000 tons of bombs were dropped in less than 48 hours! It must have been one hell of a demonstration.
Later that same month we bombed the Krupps steel works in Essen and German troop positions on the newly flooded island of Walcheren and in November more oil plants in Gelsenkirchen and further German troop positions in Freiburg.
On the 4th December, along with 29 other Lancasters crews we became 'Dambusters' when we carried out a special bombing raid on the Urft dam Although we hit the dam and knocked 13' off the top we didn't succeed in breaching it. Unbeknown to us, Air Vice Marshall Don Bennett had also been up with us on this trip in a Mosquito, to observe the raid for himself. I remember him coming into the debriefing still in his flying suit. He was a truly exceptional man and frequently accompanied his men to see at first hand the job being done. No other Group Commander ever flew on operations but this was typical of Bennett and although he demanded and accepted only excellence from his men he was respected and admired by everyone - except of course his so called 'superiors' who saw fit to dishonour him after the war by not bestowing on him the knighthood he so richly earned and undoubtedly deserved, more so than any other RAF Group Commander, all of whom were knighted.
On 6th we were part of the first major attack on a synthetic oil plant in Eastern Germany at Leuna, causing considerable damage and on the 17th we destroyed two lorry factories, a barracks and unfortunately, a military hospital at Ulm.
The Allies suffered a serious setback on the 16th December when General von Rundstedt launched an offensive penatrating 60 miles deep into Allied lines. At the request of General Eisenhower, RAF Bomber Command were asked to disrupt German lines of transportation by bombing their railway marshalling yards thus preventing reinforcement of men and supplies. By now the Winter had really set in and the weather was cold, cloudy and foggy. On the afternoon of 20th December we went to be briefed for a raid scheduled for that night on the Gremburg marshalling yards at Cologne but it was leter called off, due to bad weather. It was cancelled again the following night and so with time to myself my thoughts turned to Christmas and to my family back in Hull. Little did I know then that I would be very lucky to see Christmas Day.
On the 23rd it was obviously decided that due to the importance of the target the raid would have to be mounted as a daylight sortie comprising of 30, all Pathfinder aircraft. We were to go in three waves of 10, each led by an OBOE Lancaster backed up by an OBOE Mosquito. Due to the shocking weather I really thought the raid would be impossible. Graveley was covered with fog and I couldn't see how we could possibly take off in such conditions. But although we were the last aircraft airborn, take off we did, using FIDO, an experimental fog dispersal device. Tragically, the raid got off to a bad start when two of our squadron's Lancs collied over the Thames estuary. Although we learnt later that the crews were picked up within half an hour it would have been impossible for them to have survived in the freezing cold water. But our troubles had only just begun. The weather forcasters had promised 10/10th, or total cloud cover all the way to and over the target area in Cologne, and so I was not anticipating any further problems. However, just before we started our bomb run the cloud suddenly vanished completely and the sky above Cologne was clear blue for miles. Sitting in the rear turret I couldn't see the thick wall of flack that we were fast approaching but suddenly it seemed as if every gun in Germany had opened up on us and it was then that we received the prearranged codeword, "Cowboy" which ment that we were to break formation and bomb independantly. Just as we commenced the bomb run our bomb aimer, Alan Card was hit in the face by flak and became temporarily blind and deaf . At the same time our wireless operator, Ted Herod volunteered to put his head into the astrodome to look out for fighters and almost immediatly fell to the floor his head covered in blood as the astrodome was hit by flak. 'Kiwi' had to circle around the target again before Alan was in any fit state to continue the bomb run and I remember saying, "I recon we've had it!" The sky was literally full of flak - and I mean full, and I could see enemy fighters circling around the perimmiter of the flak zone waiting to pick us off, if by some miracle we managed to get through the target. By now Alan had recovered sufficiently and made a perfect bomb drop, as his film later showed we hit the target and so , all we had to do now was turn around and go home. Then the Flight Engineer, Eddy Edmonson was hit on top of the head but fortunately for him the shapnel hit his flying helmet which deflected the impact and luckily he was not seriously injured. At the same time I had a
68 lucky escape too when flak burst just to the side of my turret and a piece of shapnel shot through and impacted behind my head just above my left shoulder - 6 " to the right and I would have been a gonna! Our Lanc was by now very badly shot up and limping along on three engines so I wasn't supprised when I heard 'Kiwi' talking to an Allied airfield in Belgium asking for permission to make an emergency landing. I was far too busy looking for fighters to think of anything else but the next thing I recall was 'Kiwi' saying that he going to try to make it across the channel and contacting the emergency landing base at Manston, Kent to tell them we were coming in. As we approached the Kent coast our predicament worsened as five German ME109's were seen closing in to finish us off. Miraculously, a flight of United States Air Force Mustangs was scambled and escorted us into Manston without any problems. Despite having no brake pressure, and only three engines 'Kiwi' managed to land the crippled Lancaster safely, bringing it to a halt just off the end of the long runway - fortunately the longest in England! When I got out Eddy and I started to count the holes . . . we lost count after 100 - and that was just on one side between the wing and my rear turret. Sadly that was the end of 'J' for 'Johnny' which was written off after faithfully seeing us home on 33 missions in just exactly 5 months to the day. The Master Bomber that night was Squadron Leader Robert Palmer, DFC and Bar. He had gone down in the target area of Cologne on his 110th mission and the citation on the postumous Victoria Cross he won that night described his record of prolonged and heroic endevours as, 'beyond praise'. Alan and Ted went off to hospital and both were awarded immediate DFC's. Also on this same Cologne raid was Captain Edwin Swales, a South African pilot who was also awarded the DFC that day only to die two months later performing his duty as Master Bomber on a raid to Pforzheim for which he too was awarded a postumous Victoria Cross - one of only 3 Pathfinder VC's of the entire war.
The next day Kiwi went off to identify the bodies of the two crews from our squadron who had collied on the way out, whilst Eddy and I made our way back to base. I remember arriving back at Graveley where only one of our planes had managed to return and heard that the C/O., Group Captain 'Dixie' Dean, an experienced and battle hardend, marvelous man, had been very upset, asking "What have they done to my Squadron?" Of the 30 aircraft that set out that morning at least 8 were lost and some reports put the figure as high as 11 , either way the loss rate was between 26-30% making this one of the highest loss rates for a single raid during the entire war.
Like everyone else I lived from day to day and no matter how traumatic the raids were, there was always plenty of drinking and dancing to take your mind of the war and on Christmas Day I celebrated the best present I've ever had - my life! There is no doubt that we had been very, very fortunate indeed to get back that day.
But in Pathfinder Force there was never time to reflect on what might have been and over the course of the next 96 hours we flew 4 raids; two daylight sorties; to St Vith and Rheydt and two night raids; to Bonn and Gelsenkirhen - all railway marshalling yards in the same area. After that I slept for 48 hours solid, something I had never done before, nor since. Thankfully, Group Captain 'Dixie' Dean must have realised that we desparately needed a rest and although we went to Mannheim Ludwighaven on 2nd January we didn't do any more ops until 22nd when once again the target was Gelsenkirchen.
February saw us back in the saddle with another 3 consecutive days of ops on the 1st, 2nd and 3rd to Mainz, Wanne Eickel and Bonn respectively and then came the raid that history recalls now as the most 'infamous' of all Allied raids, Dresden. The raid was carried out in two separate waves, three hours apart. We were in the second wave and all together we dropped some 2,600 tons of bombs onto the City. As we turned for home I had a clear view from my rear turret across the whole of Dresden. All I could see was a flaming red glow which filled the horizon from one side of my turret to the other and the like of which I had never seen before. All I can remember sayings was, "Bloody Hell!" as I sat and watched the glowing skyscape slowly fading for mile after mile as we made our way home. More than 50,000 people died in Dresden that night and I recall feeling very sorry for the poor people on the ground at the time although I feel no remorse about it now. We did our job that night and we did it well. There is no such thing as a 'fair war' and whilst the politically correct historians of today, most of whom were not even born in 1945, talk of Dresden, war crimes and attrocities all in the same breath, they would do well to remember that it was the Germans who started the war and they who bombed the hell out of my home city of Hull, devastated Coventry and blitzed London. Dresden was just one of a number of key targets which we had to destroy in order to prevent the Germans from redeploying reinforcements from the Western front to fight the advancing Russians.
By now we were 'senior crew' at Graveley and our roll in future raids began to take on more important duties. In March we flew 5 ops, 3 as Primary Visual Marker, one as Deputy Master Bomber and one, to Gladbeck as Master Bomber, where the target was 'Devestated'
On 3rd April the target was Nordhausen, where there was supposed to have been a German military barracks. Unfortunately, the barracks in fact housed a large number of concentration-camp prisoners who worked in a complex of underground tunnels where various secret weapons were made. Unfortunately for them the bombing was extremely accurate and many people in the camp were killed.
The Nordhausen op was my 52nd trip and, with the war almost at an end, our crew began to disperse. In the early morning of April 14th I was sitting around the mess waiting for my discharge to come through when the Station Gunnery Officer,
69 Squadron Leader Frazer-Petherbridge came up to me and casually said, 'We're short of a gunner, would you care to join us in the briefing room?' Well, what could I - a 19 year old Flight Sergent, possibly say to a Squadron Leader when asked such a direct question, other than, "Yes sir". I discovered at the briefing that we were to be Master Bomber and my pilot, the new C/O., Group Captain Le Good. As I was about to clamber into my usual rear gunner position, I was tapped on the shoulder by Frazer-Petherbridge who said, in a very friendly manner, "That's alright, you go in the mid-upper for a change, I'll take the rear." This raid to Potsdam, Berlin was to be my longest trip - 8 hours 15 minutes and as it turned out, the last raid of the war by a major Bomber Command force on a German city.
For what was to be my final operation of the war I was reunited with 'Kiwi', this time as Deputy Master Bomber on a raid to Heligoland where the targets were a navel base and an airfield. The bombing report on the RAF's official website now states that, 'The bombing was accurate and the target areas were turned almost into crater-pitted moonscapes!' We had become experts.
At the end of it all I had flown 57 missions with a total flying time of 509 hours 15 mins and my log book was signed off by 'Wing Commander' Le Good - he had 'demoted' himself from Group Captain in order to fly on opperational duty!
I had the very great privilledge and good fortune to fly, not only with an exceptional pilot, 'Kiwi' Lawson and a great 'crew' but also with men like 'Le Good' who was legend in his own lifetime.
I was finally posted to No16 OTU., Heyford as a Night Vision Instructor and to celebrate I went out on the town. Next day, I arrived at Heyford with a thumping handover and was immediatly summond to the C/O's office. Ihonestly couldn't remember what I'd been up to the previous night but as I marched over to his office I was preparing for the worst. All I could think was that after all I'd done for 'King and Country' I was going to end up on a charge. I knocked the door . . . "Come" shouted the voice from inside. I marched in and saluted, my heart nearly pounding out of my chest but to my astonishment the C/O stood up, return my saluted and shook my hand. He said how proud he was to have a Pathfinder as an instructer on his base and promoted me, Warrant Officer. Six weeks later my discharge came through and that same year I met, and later married my wife, Jenny. We lived in Leicester for many years before moving to Loughborough in 1973 - When I read his obitury in the Telegraph a few years ago I discovered that 'Dixie' Dean had lived just down the road and I hadn't realised!
In 1995, on the 50th Anniversary of the end of the war in Europe, I suddenly had the urge to go down to London to take part in the Rememberance Day march. After all those years I don't know what I was expecting but as it turned out I didn't know a soul and, being the 'quiet type', I came straight home afterwards. The next year my son took me down and, as I came off Horse Guards Parade, he suddenly appeared out of the crowd and turning to the chap next to me said, 'Are you going for a drink?' Stunned at being asked such a question by a total stranger this chap froze in amazement, lent back on his heels and snapped, "Who the hell are you?" "Oh", said my son Peter, and pointing at me apologetically replied, "That's my dad and I just wondered . . ." and before he could say another word this chap had flung one arm arround me and the other arround Peter saying, "Well, why didn't you say so! We're all going to the RAF Club on Piccadilly and you and 'dad' will be my guests for Air Crew Breakfast." The 'chap' turned out to be Air Marshall Sir Ivor Broom KCB, CBE, DSO, DFC and two bars, AFC.. Like me, he had been a Pathfinder and like me he had started out as a Sargent and although he had risen to the highest rank he treated me like a long lost friend that day - as indeed he did when I met him every year after that. I was greatly saddened to read of his death in Jan 2003. He was, like Don Bennett, that rarest of men; a leader who led from the front and was much loved and respected by all his men. That was the spirit of the Pathfinders and of everyone in Bommer Command both during the war and still today after more than 60 years. Indeed, every year we Pathfinders are made most welcome guests for an annual luncheon hosted by the Station Commander at Wyton, the home of the Pathfinder Force during the war, and now.
Nick Nicholson.
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