Archive for the 'Waddington' Category

Nose Art

It’s quite uncommon to get artwork on aeroplanes these days. ‘Nose art’ usually conjures up visions of pin-ups, bomber jackets and B-17s. Ahh yes, the old Memphis Belle effect:  clearly Hollywood has a lot to answer for.

But of course, painting (usually) scantily-clad women onto aeroplanes is not the sole preserve of the USAAF or Hollywood’s interpretation of it. I once flew a light aeroplane that had some rather alarming airbrushed artwork on the tail:

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VH-RWK was a somewhat older Cessna 182Q, with a great big two-bladed propeller which gave it a distinctive sound in the air. It had sheepskin seat covers and was a very comfortable aeroplane to fly. But then, one night in September 2009, for reasons that were never determined, the aeroplane caught alight and burnt to the ground. All that was left? That tail with the scary witch!

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Poor old RWK was an exception though. It’s far more common to find nose art on military aircraft, and particularly vintage military aircraft. And it turns out that there’s a fair bit of interest in the phenomenon. I even found an academic paper about it: Caitlin McWilliams (2010), Camaraderie, Morale and Material Culture: Reflections on the Nose Art of No. 6 Group Royal Canadian Air Force, Canadian Military History: Vol. 19: Iss. 4, Article 3.[1]

“Airmen were notoriously superstitious, and nose art became part a distinct “bomber culture” of good luck charms and rituals, the emblazoned designs linking the entire crew with their aircraft,” McWilliams writes. This link, she says, extended to the groundcrew assigned to each aircraft – and it was frequently the ground staff who actually got up on a ladder and did the painting. Indeed, some squadrons might have been blessed with a particularly talented artist among their ground staff who henceforth did all the nose art. 61 Squadron pilot John Boland, in an interview in the Australians at War Film Archive, described the man who painted his aircraft: a “little short artist” named Webb who created a classic nude-reclining-with-bomb in such detail that the CO “made him put a towel over her”!

“Nose art showcasing pin-up girls and other risqué subjects are most prominent, followed by designs which feature Walt Disney characters”, McWilliams writes. “More interestingly,” she continues, “many of the designs signal ties to Canada, sometimes through national symbols but also in more subtle ways.”

Not surprisingly similar patterns can be seen coming out of the nominally Australian units. The following images are all from The Waddington Collection, a series of photo albums which trace the ‘official’ history of RAF Waddington at war. There’s the pin-up girl: cd file 164

Here’s a Disney character: cd file 150

And where else could these pilots be from but Australia?cd file 291

cd file 181

(I think my favourite part of this one is the beer mugs used to denote completed ops)

In many cases the characters used in nose art were inspired in some way by the code letters assigned to the aircraft.

Witness JO-J Jumpin’ Jive, showing a man playing a trumpet.cd file 073

Or JO-N Nick the Nazi Neutralizer, with a grinning devil. Vol XI Pt1 137

Piratical Pete, below a skull and crossbones motif, was JO-P. cd file 120

All of which raises a question.

What, if any, nose art was on B for Baker?

Nose art being what it is, it is necessarily temporary. “By its nature, nose art is adaptable and accommodating, there when airmen need it but gone as soon as the conflict is finished,” says McWilliams. Many of the Lancasters depicted here were lost during the war, in action or accident. And even those that survived the conflict didn’t survive their subsequent encounters with the scrap man. And so out of all the artwork in the photos in this post, nothing – not a single bit – survives in its original form. All we have are those photographs. And, as you’ll have heard me whining about for quite some time now, of B for Baker there isn’t even one of those.

In short, there’s a reason that my painting of the aircraft shows its starboard side. Any nose art, should any have existed, would traditionally appear on the port side (under the pilot’s side window). By orienting the aircraft the way we did, we leave open the possibility that should a photograph float out of a dusty box somewhere  and prove one way or the other that B for Baker did or didn’t have nose art, my painting won’t be wrong.

But it’s probably likely that, even if I do find that magical photograph one day in the future, it will show an unadorned space below the pilot’s window. Phil Smith wrote a letter to his mother in July 1942 from the Operational Training Unit in Honeybourne, Worcestershire, where he was an instructor between his operational tours. When he was second pilot during the first part of his tour on Wellingtons, he wrote, the captain, a man named Taffy Jones, had a boomerang painted on the side of the aeroplane. But…

“I never went in for emblems however, always feeling superstitious about them”

And as it would appear that it was the captain’s call about what, if anything, was painted on their aeroplanes, there’s a good chance that Phil’s superstitions carried through to his second tour and B for Baker did not have nose art.

 

[1] Available at: http://scholars.wlu.ca/cmh/vol19/iss4/3

(c) 2015 Adam Purcell

Flying around the bases

In the very back of my great uncle Jack’s wartime logbook is a list of places and dates. It records the places at which he served, from Air Observer School right through to the Squadron. Jack evidently wasn’t the world’s most fastidious record keeper because the list is missing some places that are shown on his service record, but it does list all of the airfields he was stationed at.

jacklog-postings copyThe last eight names on the list are in the UK. When I was over that side of the world in 2009 I hired a light aeroplane and a local instructor from Tatenhill Aviation and flew over four of them, plus a number of others.

Tatenhill was a satellite airfield for 27 Operational Training Unit, RAF Lichfield. As it turns out, Lichfield itself is not very far away. Just after we took off we turned left – and there it was, less than seven miles to the south.

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At first it took me a moment to recognise it as an airfield. Parts of a runway and a number of hangars are still extant, but on top of what used to be a runway is now a great big Tesco warehouse. The northern corner, with half a runway, some taxiways and a couple of blister hangars, is the best-preserved section of the old airfield, though now in considerable disrepair.

Morton Hall was not an airfield, though it is very close to the remains of RAF Swinderby. It became No. 5 Group Headquarters a few months later but it appears that it was a venue for lectures about security and significant physical training at the time that Jack was there (C07-014-067). It was a prison when I drove by in 2009 and is now an immigration detention centre, so no photos. On my flight however we did see Swinderby.

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I was quite pleased to discover what appeared to be a relatively well-preserved RAF airfield when I visited on the ground a day or so later – but just a few months later the whole site was flattened for development.

But enough of that. Onwards with the aerial tour through Jack’s logbook. Winthorpe was a Heavy Conversion Unit, where Jack and his crew got to grips with the Lancaster for the first time.

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One corner of the airfield is now the Newark Showgrounds, and across from those is the fantastic Newark Air Museum.  There’s very little remaining of the original airfield, and the runways, which were used for gliding until recently, are no longer fit for use. But at least one corner of the old airfield still has some sort of aviation activity taking place on it.

Bardney is only a few miles from Lincoln. From the air, the triangle of the runway layout is still visible, though most of the hard surface has been removed.

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The old airfield has reverted to the farmland it one was, with thousands of chickens now occupying sheds on what used to be the runways. Jack was only here for a few months serving on 9 Squadron, losing his pilot in a ‘second dickey trip before flying operationally himself. The crew did record some training flights from here however.

After losing their pilot Jack and (most of) his crew were posted to another Heavy Conversion Unit, this time at Syerston, where they joined up with Phil Smith. We skirted around Syerston on my flight but didn’t actually go over the top so I have no aerial photos of it – though I did visit the RAF Gliding squadron that now occupies the site on weekends.

The last unit in Jack’s logbook is of course 467 Squadron at RAF Waddington. This is where, on 10 May 1944, he and his crew climbed aboard B for Baker and took off in the direction of Lille on their final flight. Waddington remains an active RAF station and retains very little of its wartime ‘feel’, though remnants of the original triangle runway layout are still used as taxiways.

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There were a number of other airfields that we also flew over on this trip, with names like East Kirkby, Conningsby, Metheringham, Bottesford and Tollerton. What was perhaps most telling for me, used to the wide open spaces you get flying in Australia, was how close by everything is. I logged 1.5 hours for this trip, out and back, and we flew over at least ten separate wartime airfields that I could recognise, with a good few others nearby that I couldn’t identify. It’s not hard to imagine how crews could get lost and land at the wrong airfield, particularly during the wartime blackout, and the proximity of the bases would have considerably heightened the collision risk.

Most poignant, however, was at the most easterly point of our flight, near East Kirkby. From there, the coast is about fifteen miles away. That coast line was extraordinarily significant to the aircrew of Bomber Command. On the way out, it marked the end of friendly territory – beyond it was the enemy. And on the way home some hours later, it meant they were back among friends.

© 2013 Adam Purcell

Sergeant Taylor

On 10 May 1944, the crew of B for Baker failed to return from an operation to Lille in France. As the next day dawned at Waddington and the survivors of the raid began to come to terms with what had been the worst night of the war for the station, a new crew was posted in to 463 Squadron. Led by 16203 P/O J.F. Martin, it was made up mainly by Australians. The Flight Engineer, one 1324017 Sgt P.D. Taylor, was the sole Englishman. This crew, flying Lancaster LM571 JO-E, would make eleven un-eventful trips, mainly to targets supporting the invasion in France, but would be lost on their twelfth, to Prouville on 24/25 June 1944. The bomb aimer would be the only survivor, and his six crewmates today lie in Bussuss-Bussuel Communal Cemetery in France. They were one of three 463 Sqn crews to be lost that night, while 467 Sqn lost two. Only the 10 May Lille raid was more costly.

I received an email last night from Phil Bonner, who was the Squadron Leader who showed me around RAF Waddington when I visited in 2009. Now retired from the RAF, he runs Aviation Heritage Lincolnshire and remains a key contact for me in the area. Phil passed on a query from the sister-in-law of Sgt Taylor, a Mrs Joni Taylor, who is searching for relatives of the Australians in this crew. He wondered if I might be able to help.

The full crew list is as follows:

Pilot: 16203 P/O J.F. Martin

Flight Engineer: 1324017 Sgt P.D. Taylor

Navigator: 415430 W/O B.E. Kelly

Bomb Aimer: F/S T.A. Malcolm

Wireless Operator: 417327 F/S G.W. Bateman

Mid-Upper Gunner: 424761 F/S L.G.L. Hunter

Rear Gunner: 408433 F/S B.R. Barber

The National Archives of Australia has digitised records for W/O Kelly and F/S Barber. Before enlistment Kelly was a ‘Junior Clerk’ with the Chief Secretary’s Department of the Government of Western Australia. His next-of-kin was listed as an aunt, Mary O’Grady of 70 Lindsay St, Perth, WA. Also to be informed of any news was Miss Valerie O’Sullivan, 45 London St, Mt.   Hawthorn, WA. Barber was a bank clerk from Ulverstone in Tasmania. His next of kin was recorded as his father, Fletcher Bramwell Barber, 12 Richards Ave, Launceston, TAS.

I’ve pointed Phil towards the secretaries of the Queensland and the NSW Branches of the 463-467 Squadron Association, and in the meantime thought I’d try to publicise Mrs Taylor’s search online. If anyone has any leads that may be of assistance, please leave a comment below or drop me an email – details through this link.

© 2012 Adam Purcell