Chapter 2.3

World War Two

When war against Germany was declared approximately 450 Australian pilots were serving with the Royal Air Force (RAF) in the United Kingdom (UK). Personnel from No 10 Squadron were also en route to the UK to take delivery of nine Short Sunderland flying boats. They remained in Britain for the duration of the War operating with RAF Coastal Command, earning an outstanding reputation. Representatives of Great Britain, Canada, Australia and New Zealand reached agreement at Ottawa, Canada, on 27 November 1939 to participate in the Empire Air Training Scheme (EATS). This scheme was to train aircrew for service with the Royal Air Force. Basic training was completed in Australia before undertaking advanced training in Canada (674 personnel also received training in Rhodesia) before service with the RAF.

The first 34 Australians graduated from RAAF Service Flying Training Schools on 18 November 1940, with a further 37,000 aircrew eventually trained in Australia. To meet this commitment, the RAAF established 2 Air Navigation Schools, 3 Air Observers Schools, 3 Bombing and Gunnery Schools, 12 Elementary Flying Training Schools, 6 Initial Flying Training Schools and 8 Service Flying Training Schools. In addition, 7 Schools of Technical Training and other specialised technical schools were established to train ground crews in the maintenance of aircraft and equipment.

The duration of World War II saw 15,746 RAAF pilots, navigators, wireless operators, gunners and engineers sent to British squadrons and 11,641 to Australian squadrons. These men exemplified themselves in every major campaign front from the Battle of France, Battle of Britain, Normandy invasion, Egypt, the Middle East, Germany, Battle of the Atlantic, the defence of Malta, liberation of Italy, the Battles of the Coral and Bismarck Seas, Defence of Australia, to fighting in India, Burma, China, Singapore, Hong Kong, the Philippines, Papua New Guinea and Pacific. When the armistice with Japan was signed on 15 August 1945, the RAAF in the Pacific had a total strength of 131,662 personnel and 3,187 front line aircraft. First Tactical Air Force, the major operational formation, had grown to 18,894 men in April 1945 and operated 20 operational squadrons. In addition to its execution of numerous air operations, the RAAF had also pioneered the development and operation of radar and operated its own shipping in the South West Pacific Area. The RAAF legacy of the Second World War is a proud one, with it now the world's 4th largest Air Force.

United Kingdom and Europe

10 Squadron RAAF Sunderlands

The Sunderland was a maritime patrol aircraft developed from Short's Empire flying boat, built as a passenger airliner in the 1930s. The prototype first flew in October 1937, and the first production model entered service with the Royal Air Force (RAF) in June 1938. In May 1939, it was decided to equip two Royal Australian Air Force (RAAF) squadrons with Sunderlands. Personnel from the first of these - 10 Squadron - were in the United Kingdom, preparing to take delivery of their aircraft when the Second World War broke out. A second Sunderland squadron - 461 - was formed in Britain in 1941. Sunderlands also served in the Mediterranean, South-East Asian, and Pacific theatres, and as well as their maritime patrol role they were employed as long-range transport aircraft. It was in this latter capacity that 40 Squadron RAAF operated Sunderlands around northern Australia and New Guinea in 1944 and 1945.

No. 10 Squadron, Royal Australian Air Force was the only Australian squadron to serve continuously for the duration of the Second World War in Europe. Formed at Point Cook on 1st July 1939, 10 Squadron was initially equipped with a motley collection of seaplanes with the intention that these would shortly be replaced with six new Shorts Sunderland Mk 1 flying boats. At the end of July 1939 a small group of squadron personnel proceeded to the United Kingdom for training on the new aircraft which, it was planned, they would then fly back to Australia. While these personnel were in Britain the Second World War was declared and on 7 October 1939 the Australian Government ordered the squadron to remain there to assist the British war effort.

The squadron was initially based at Pembroke Dock in Wales and was brought up to strength with drafts of personnel from Australia. Part of 15 Group, Coastal Command, it became operational on 1 February 1940. The squadron’s primary role throughout the war was to locate and destroy German submarines but its flying boats also proved useful for air-sea rescue and transport missions. In 1940 it predominantly escorted Allied convoys passing through the north-western Atlantic Ocean.

When the Squadron became fully operational in February 1940, it was shown that the Squadron meant business. The members were informed that the Aircraft had to be crewed and this required two fitter 2E, ( later to become flight engineers ), two wireless operators, one fitter rigger and one armourer, as part of each Sunderland aircrew. They were all volunteers from the maintenance crews. The flying armourers were to assist with all the guns, bombs, depth charges and mines onboard.

In May of 1940 following failures of anti submarine bombs, trials and adoption of the naval Mk VII, 450lbs depth charges for aerial use, with modified additional fins and fairings to stabilise during flight. Modified depth charges were in service by summer 1940. The normal hydrostatic fuzes were retained for the aerial use. Later the Mk VIII, 250lbs depth charges were also used. Also incorporated at a later date were 250lbs semi armour piercing (SAP) bombs.

In May 1943, 10 Squadron was aware that a new weapon would be needed to combat the German JU 88 aircraft menace. It was announced that the chaps want galley guns. FLTLT Bob Asker the Squadron Armament Officer, had some ideas from the Air Gunners point of view and the new gun took shape, from a Vickers gas operated gun. Within a few days a promising design began to

emerge with components of a gun mount assembly. The gun mount was eventually installed in the Squadrons training aircraft, and the CO decided that it was time to test the system, the sortie was successful.

The concept of the Galley Guns had in fact originated from the efforts of FLTSGT Len Burn NCO I/C of 461 Squadron Airframe maintenance and SGT Jim Lynch of 10 Squadron Armament Section. Lynch was also responsible for the introduction of the FN – 5 twin Browning gun nose turret that replaced the single gun FN – 1 turret,

The Bay of Biscay became the focus of the squadron’s operations in 1941, where it hunted German submarines moving from bases in France to the Atlantic. Its most intensive period of operations was during 1943. Numerous submarines were attacked in the bay, resulting in the sinking of two, but the squadron also lost seven aircraft. The squadron set a record for the number of patrol hours flown in a single month – 1143 – in February 1944 but by this time, submarine activity in the bay was on the decline. 10 Squadron returned to convoy escort duty in 1945.

The squadron’s two main bases were Pembroke Dock (October 1939 – April 1940, June 1941 – January 1942) and Mount Batten, near Plymouth in southern England (April 1940 – June 1941, January 1942 – October 1945) but small detachments also operated from Gibraltar (July – August 1940) and Oban in western Scotland (July 1940 – April 1941).

10 Squadron ceased operations on 1 June 1945, having sunk six submarines since February 1940. It was initially planned that it would redeploy to the Pacific theatre, but the war there ended before this occurred. 10 Squadron disbanded on 26 October 1945, but was destined to reform in 1949.

Short Sunderland Mk III

Type: Reconnaissance flying boat Entered service: 1938 Crew: 10-11 Wing span: 34.39 m Length: 26 m Weight (unladen): 15,663 kg Ceiling: 4,880 m Endurance: Maximum range 4,329 km Speed: 338 km/h Armament: 8-12 x .303-in and 2 x .50-in machine-guns

up to 907 kg of bombs, mines or depth charges

10 Sqn RAAF, Memoirs of Service as an Armourer in Sunderland Flying Boats, extracts of personal records of, Sergeant Guthrie Hore, S/No 13421,

Leading Aircraftman Guthrie Charles Erskine Hore, joined the RAAF on 10th March 1941, as a fitter armourer, and was discharged on 22nd November 1945.

Guthrie Hore and nineteen other fitter armourers completed number 12 Fitter Armourers course at Point Cook on 21st August 1941, and by the 15th October they were on board the TSS Ceramic heading for England via New Zealand, Panama, Halifax Canada, England and on to Pembroke Dock, in Wales serving in 10 Squadron, and starting work on Christmas Day 1941.

Guthrie Hore was amongst the first group of armourers to volunteer as flying armourers on aircrew of the Squadron’s Sunderland aircraft. He was also the first armourer to reach 1,000 flying hours.

The bomb racks for a Sunderland aircraft were fitted in the centre fuselage area, and loaded by the armourers in this configuration. During the flight when the Captain required the ordnance for a submarine attack, he would radio the armourer of the crew who would drive out the bomb racks using a DC motor, and retract the racks after the bomb run.

Practice bombing was rather crude in the early stages. The armourer hung a practice bomb on his finger out of the galley hatch and release it when the pilot called “fire” over the intercom. When the armourer was dropping the practice bomb by hand the bomb racks were out all the time so that the pilot could get the feel of their drag.

On one mission the bomb rack failed to run out fully, Guthrie had to manually download one depth charge into ammunition boxes to prevent the charge being released into the aircraft as the pilot released the other munitions on the submarine target.

AWM Copyright Expired Plymouth, England. C. 1940-07. Heavy bombs on their racks under the wing of a Sunderland aircraft of No. 10 Squadron RAAF based at RAF Station Mount Batten. They can be quickly relocated to their inner position in the fuselage as the racks are retractable.

After his original stint as a flying armourer Guthrie Hore spent six months on the ground at the bombing school for pilots. It was during this time that he was required to assist Flight Sergeant Jim Dewar disarming two unexploded German bombs that had failed to detonate during an air raid, as he was the duty armourer. He has stated that this was the only time he had broken out in a cold sweat.

This disarming of unexploded German bombs post a bombing raid was a regular occurrence for the armourers. Another incident in July 1940, involved Sergeant Eric Long and LAC Basil Thornton, another flying armourer, the bomb was rendered safe after 12 hours, “we steamed the TNT up with a steam pipe and it ran out over the ground. Lucky Long pulled the fuze apart while we stood around and watched. The RAF Inspector General visited Mount Batten three days later and, apart from discussing several policy matters with Squadron Leader Charles Pearce, requested that Sergeant Long be informed of his appreciation for the excellent work has had done in defusing and removing the offending bomb.

Leading Aircraftman Basil Thornton, a fitter armourer, acting as site gunner in a Sunderland aircraft of 10 Squadron RAAF based at RAF Station Mount Batten, Plymouth, England. c. July 1940 Chap 2.3 AWM Copyright expired

Guthrie Hore recommenced flying duties during winter, and over the North Atlantic it was very cold conditions in the aircraft, with ice on the wings and the aircraft providing a significant roller coaster ride. Not good conditions and he was quoted to say, “I did not want to go into the drink”.

It was busy times for the armourers. If I wasn’t in a turret during action, and quite often wasn’t, everybody seemed to want the armourer at the same time and, scuttling around the aircraft, quite often from turret to turret, to flare chute, clearing jammed guns as the aircraft pulled out from a bombing run, or retracting the bomb racks into the aircraft. 14 hour flights were the common sortie for 10 Squadron.

11th June 1942, on submarine patrol, while LAC Guthrie Hore was part of a Sunderland crew, the call came out, “we got a sub” the sub U 105, had got some retaliatory damage, one 30mm shell had gone through the port mainplane but did no damage to the vital workings.

During the course of the war two Fitter Armourers were awarded the Distinguished Flying Medal (DFM) for their services in 10 Squadron. One member LAC Bob Scott was part of a 10 Squadron Sunderland crew hunting an Italian submarine in the Mediterranean sea, when the pilot attacked the submarine with depth charges from the starboard bomb rack, then requested the armourer to extend the port bomb rack, however there was a fault in the mechanism so the armourer, LAC Scott transferred the depth charges from port bomb rack to the starboard bomb rack. The pilot reattacked the submarine and caused severe damage to it. For his part LAC Bob Scott was awarded the DFM. Citation for Leading Aircraftsman R. K. Scott, DFM, “In May 1942 during an operational flight this airman displayed great coolness and initiative in the face of a difficult situation. His efforts were of the greatest assistance to his Captain, whilst his complete disregard of danger inspired the whole crew”. (London Gazette No 35712). Robert Keith Scott, service number 13353 and post war number A31523 joined the RAAF on 5th March 1941 and served until 22nd February 1950.

AWM Copyright Expired

PLYMOUTH, ENGLAND. 1943-01-31. Portrait of 13353 Leading Aircraftman R. K. SCOTT DFM of NO. 10 (SUNDERLAND) Squadron RAAF at RAF Station MOUNT BATTEN, who was awarded the DFM for his cool efficiency in action whilst a member of the crew of "R FOR ROBERT".

The second armourer awarded a DFM was during August 1943, whilst over the Bay of Biscay and the aircraft, number DD852/J, was attacked by seven enemy aircraft, Sergeant R. F. Owen received a DFM for action while manning a galley gun against attacking German JU 88 aircraft, he was subsequently wounded by 20mm shells in the legs, however remained at his post, shooting at the attacking aircraft. Rhys Frederick Owen, service number 62056, joined the RAAF on 16th March 1942 and was discharged on 3rd May 1945.

AWM Copyright Expired LONDON, ENGLAND. 1944-07-11. Portrait of 62056 Sergeant R. F. OWEN, of WOY WOY, NSW, air gunner, Sunderland, No 10 Squadron RAAF, at RAAF overseas HQ. He was injured when his aircraft was attacked by enemy fighters while on patrol 1943-08-03 and was awarded a DFM.

Although seven armourers were to pay the supreme sacrifice with their lives, they were; Fitter Armourer, Kenneth James McVigar, 16 April 1941, age 27 of Avoca Vic, Armourer, John Charles Francis, on 29 April 1941, age 22 of Haberfield NSW, Armourer, Francis William Tipping, 21 June 1942, age 36 of Cloverdale WA, Armament Officer, Thomas Wylie Patrick, 17 May 1943, age 37 of West Footscray Vic, Armourer, John Reviere Dallas, on 11 August 1943, age 22 of Bingara NSW, Fitter Armourer, Norman Henry Orford, 18 August 1943, age 25 of Manly Qld, and Armourer, Philip Stanton, 17 November 1943, age 21 of Strathfield NSW.

AWM Copyright Expired PEMBROKE DOCK, WALES, 1941-05-27. Airmen loading a depth charge into a Sunderland flying boat of NO. 10 Squadron RAAF. (WF36D 5381)

AWM 237 (65) NAA : A705, 163/87/72 Commonwealth War Graves Records Aircraft Type: Sunderland, Serial number: T9075, Unit: 10 Sqn RAAF Summary: On the 28th April 1941, Sunderland T9075 took off at 1330 hours, detailed to carry out a cross over patrol with Sunderland T9073. The aircraft had petrol left for quarter of an hour of flying, and the Pilot force landed on water, crashing in the Irish Sea Six of the crew were killed and five were injured. The injured crew members were rescued by RN Buziras at 1130 hours on the 29th April 1941. . Crew: RAAF FO Hodgkinson, V A Captain (Pilot) Injured RAAF 1941 Flt Sgt T A Egerton, (1st Pilot) Injured RAAF 513 FO Joyce, T G (2nd Pilot) Killed RAF Sgt J Bradbury, (Observer) Severely injured RAAF 3332 Cpl C O W Amos, (1st Wireless Operator)) Killed RAAF 205727 Cpl F Hewitt, (2nd Wireless Operator) ) Killed RAAF 207712 LAC R D Bell, (2nd Fitter) Killed RAAF 3683 LAC N Raine, (Fitter 11A) Killed RAAF 15774 AC1 J C Francis, (Armourer) Killed RAAF 3953 Sgt C L Gehrig, (1st Fitter) Injured RAAF 4503 Cpl L G Corcoran., (Air Gunner) Injured The remains of Cpl Amos and of AC1 Francis were recovered from the sea, and both are buried in the Whicham Cemetery, Cumberland, UK.

LAC Raine is buried in the Pwllheli Borough Cemetery, UK. The other three who lost their lives have no known grave, and their names are commemorated on the Memorial to the Missing, Runnymede, UK.

NORMANDY, FRANCE. C. 1944-07. Sergeant S. C. Parker, Warwick, QLD and Leading Aircraftman J. Hornby, Newcastle, England, attend to the 20mm cannon of a Spitfire of No 453 Squadron RAAF at beach-head airstrip, an advanced landing ground, B-11 in Normandy. AWM Copyright expired

455 Squadron RAAF

No. 455 Squadron, Royal Australian Air Force was formed at Williamtown, New South Wales, on 23 May 1941. Formed in accordance with Article XV of the Empire Air Training Scheme, the squadron was destined for service in Europe with Britain’s Royal Air Force (RAF). It’s formative months amply illustrate some of the difficulties then facing Bomber command and the RAAF. The Australian Air Board had intended to supply almost complete ground staff backing for this and other squadrons, and in fact on 23rd May 1941 ground staff in numbers and mustering, including armourers approximately commensurate with the needs of a Wellington squadron had been assembled at Williamtown, New South Wales, styled on No 455 squadron. In June, however, these men were still in Australia awaiting transport, so eventually on 30th June a skeleton RAF ground staff was provided at Swinderby. 455 Squadron came into existence there

on 6 June 1941. Equipped with Handley Page Hampden medium bombers, the squadron joined RAF Bomber Command, as part of 5 Group, becoming the first Australian squadron to do so.

455 Squadron mounted its first bombing raid, against Frankfurt, on the night of 29 August and thus became the first Australian squadron to bomb Germany. The major focus of its operations was the strategic bombing campaign against Germany, although it also took part in mine laying sorties in enemy-frequented waters. Although notionally Australian, 455 Squadron has been described during this period as a “League of Nations” Squadron being composed of Australian, British, Canadian, New Zealand and Rhodesian personnel. On 12 February 1942 the squadron was involved in an attack on the German battlecruisers Scharnhorst and Gneisenau as they ran the gauntlet of the English Channel. The attack was unsuccessful but it foreshadowed the squadron’s next role.

On 27 April 1942, 455 Squadron was transferred to Coastal Command. Still flying Hampdens, it retrained as a torpedo-bomber squadron and operated against German shipping off the Norwegian Coast from its base at Leuchars in Scotland. In September, the squadron temporarily relocated to Vaenga in Russia to protect a Murmansk-bound merchant convoy from attack by German surface vessels. 455 Squadron flew only one mission from Vaenga and returned to Britain by sea in late October, having handed its Hampdens over to the Russians.

Re-equipped with Hampdens, 455 Squadron resumed operations from Leuchars in December 1942 and these continued throughout 1943. On 27th-28th February six of eight Hampdens from No. 455 dropped their bombs on Kiel but the attack was spoilt by bad visibility and severe icing conditions and achieved nothing. One further duty for No 455 was the laying of mines in enemy navigation channels and harbors. This task had been given to No 5 Group of Bomber Command in April 1940, as Hampdens were then the only aircraft available and able to carry the Mark I modified naval mine on its bomb racks. Soon afterwards Beauforts of Coastal Command and Albacores of the Fleet Air Arm joined in mine-laying.

In late December 1943, the long-obsolete Hampdens began to be replaced by Bristol Beaufighters, Mk TFX (Torpedo Fighter Mk X). New tactics were developed around the Beaufighters and 455 Squadron was formed into a strike wing with 489 Squadron, Royal New Zealand Air Force. The ANZAC Wing, as it became known, moved to Langham on 12 April 1944 and subsequently conducted operations to keep German vessels clear of the English Channel during the build-up to, and conduct of, the D-Day landings. During June 1944 the squadron was flying anti flak protection with 20mm cannons to suppress flak while the torpedo carrying Beaufighters attacked merchant ships. They also used armed reconnaissance sorties, working singly or in small groups, carrying 500 pound and 250 pound bombs for use against smaller German boats. The German E boats proved to be a hard target so Coastal Command found that the 250 and 500 pound bombs fuzed with an air burst pistol were effective against these boats.

With the Allied position in France secure, the ANZAC Wing returned to Scotland. It joined two other Beaufighter squadrons at Dallachy on 20 October 1944 to form an even bigger strike wing, which wrought havoc on German shipping, mainly along the Norwegian and Dutch coasts. The weather at Dallachy during the Scottish winters were terrible. The armourers had to contend with all kinds of weather and around the clock activity, their dispersal sites had very little shelter from the elements. They were in attendance at the dispersal sites for hours before an operation and for considerable time after all aircraft had returned from the operation. They had to contend with the

constant changes with the type of operations required, as dictated by the type of the operation being mounted. It was not out of the ordinary for the armourers to have to arm aircraft with bombs and then be told that bombs would not be required, but rearm with rockets or vice versa.

455 Squadron flew its last operation of the war on 3 May 1945 – since April 1942 it had sunk ten merchant ships, one submarine, four minesweepers and three escort vessels. The squadron disbanded on the 26 May 1945

Bristol/DAP Beaufighter 21 (Mk TF.X)

Type: Strike fighter Entered service: 1944 Crew: 2 Wing span: 17.63 m Length: 12.7 m Weight (unladen): 7,076 kg Ceiling: 5,791 m Endurance: Maximum range 2,365 km Speed: 515 km/h Armament: 4 x 20-mm cannons

4 x .5-in machine-guns 907 kg of bombs or 8 x 41-kg rockets

AWM SUK10120 copyright expired

Swinderby, England. C. 1942-01. Portrait of 28037 Leading Aircraftman A. C. H. Marsh of No. 455 Squadron RAAF at an RAF Station, preparing to load a 1000lb bomb to one of the Squadron's Hampden bomber aircraft.

Britain. 1942. Ground staff of No. 455 Squadron RAAF bombing up a Hampden aircraft in the snow of the 1942 winter. AWM Copyright expired

AWM SUK10121 copyright expired

Leuchars, Scotland. C. 1942-04. A group portrait of ground crew of No. 455 Squadron RAAF, at an RAF station. At rear, left to right: 24056 Leading Aircraftman (LAC) R. M.Warner; 26228 Sergeant (Sgt) T. W. Page. In line behind torpedo: 6161 Flight Sergeant W. Mabe; 23509 Corporal (Cpl) H. F. Howlett; 10125 Sgt S. E. Rowe; 12133 Cpl A. J. W. Taylor; 6837 LAC S. J. McLure; 6707 Cpl D. N. Nelson; 14520 LAC Clifford; 14456 Cpl A. R. Powell; 8083 LAC L. J. Berry; 6615 LAC J. A. Moore; 19482 LAC W. R. Castell; 18779 LAC L. G. Glew; 6756 Sgt H. W. Luker (accidentally killed in Great Britain 18 June 1943); 6843 Sgt E. J. Schifferle.

AWM SUK12387 copyright expired RAF Station Leuchars, Scotland. C. 1944-06. Rockets being fitted on rails on the wing of a Beaufighter aircraft of No. 455 Squadron RAAF.

At sea, 1944-06-06. Bristol Beaufighter aircraft of No 455 Squadron RAAF, attacking enemy shipping with 60 pound rockets. AWM Copyright expired

Attaching 60-pdr SAP warheads onto 3 in rocket projectile bodies

In 1943, rockets were one of the new weapons in the anti shipping role introduced by the Tactics Directorate of the British Air Ministry. The rocket body was a steel tube 3 inches (76 mm) in diameter, hence the name. The tube was filled with 11 pounds (5 kg) of cordite which was the propellant; this was fired electrically. A warhead was screwed into the forward end, initially a solid 25 lb (11 kg), 3.44 inch armour piercing shell which was quickly supplemented by a 6 in diameter, 60 lb (27 kg) high explosive head filled with TNT or Amatol. Another type of head was a 25 lb (11 kg) mild steel (later concrete) practice head. Once the rocket had been mounted on the rails, an electrical lead (nicknamed "pigtail") was plugged into the exhaust of the rocket.

Four small tailfins were fitted which gave enough spin to stabilize the rocket, though it was unguided and targeting was a matter of judgment and experience. For a start the approach to the target needed to be precise, with no sideslip or yaw which could throw the RP off line. Aircraft speed also had to be precise at the moment of launch, and because the launch rails were a fixture, the angle of attack also required precision. Trajectory drop was also a problem, especially at longer ranges.

http://en.wikipedia.org/wiki/Cordite�http://en.wikipedia.org/wiki/Armour_piercing�http://en.wikipedia.org/wiki/High_explosive�http://en.wikipedia.org/wiki/Sideslip�http://en.wikipedia.org/wiki/Yaw_angle�http://en.wikipedia.org/wiki/Trajectory�

460 Squadron RAAF

No. 460 Squadron, Royal Australian Air Force, was formed at Molesworth in the United Kingdom on 15 November 1941. It was an “Article XV Squadron”, formed in accordance with agreements that implemented the Empire Air Training Scheme. The squadron became part of the Royal Air Force’s Bomber Command and joined the strategic bombing campaign against Germany. Equipped with Vickers Wellington bombers, it mounted its first raid, against the German city of Emden, on 12 March 1942.

In the ensuing three years the squadron was heavily committed to operations over Germany, Italy and German-occupied Europe. It operated, in succession, from airfields at Molesworth (15 November 1941 – 3 January 1942), Breighton (4 January 1942 – 14 May 1943), and Binbrook (14 May 1943 – 27 July 1945). Although it had originally been planned to re-equip the squadron with Handley Page Halifaxes in September 1942, it began operating Avro Lancasters in the following month and joined Bomber Command’s 1 Group. The bulk of the squadron’s operations formed part of the strategic bombing offensive against Germany, although prior to, and during, the D-Day landings in June 1944, it was employed in support of Allied ground operations. The squadron flew its last raid, against Berchtesgarden, on ANZAC Day 1945.

The squadron is regarded as having been the most efficient of the Australian bomber squadrons. It maintained consistently higher serviceability rates among its aircraft, set numerous operational records within Bomber Command, flew the most bombing raids of any Australian squadron, and was credited with the greatest tonnage of bombs dropped – 24,856 tons. The Australian War Memorial’s Lancaster “G for George” was a 460 Squadron aircraft. The squadron, however, suffered heavily. It lost 181 aircraft on operations and suffered 1,018 fatal casualties (589 Australian) – the highest number of any of the Australian squadrons.

Following the end of hostilities in Europe in April 1945, the squadron participated in Operation Manna, which involved the air-dropping of food to Dutch civilians during the first week of May 1945. It was subsequently employed to transport liberated Commonwealth prisoners of war to Britain. With this role complete, 460 Squadron was selected to form part of “Tiger Force”, Bomber Command’s intended contribution to the strategic bombing of Japan, which necessitated a transfer to No. 5 Group and a move to East Kirby. The war in the Pacific ended, however, before “Tiger Force” was deployed. The squadron relinquished its aircraft in early October 1945, and disbanded on the 25th of that month.

Avro Lancaster Mk I

Type: Heavy bomber Entered service: December 1941 Crew: 7 Wing span: 31.1 m Length: 20.98 m Weight (laden): 18,600 kg Ceiling: 7,465 m Endurance: Maximum range 4,310 km

Speed: 462 km/h Armament: 8 or 10 x .303-in machine-guns

6,350 kg of bombs

Avro Lancaster "G for George"

Since it was first installed in Aircraft Hall in June 1955 Avro Lancaster, serial number W4783, "G for George" has been one of the icons of the Australian War Memorial's collection. It is now one of only 17 Lancasters left in the world from the 7,378 originally manufactured. W4783 is a Mk I Lancaster and was built by Metropolitan-Vickers Limited in Manchester in the United Kingdom in mid-1942. It was taken on charge by the RAF on 22 October 1942 and then allocated to A Flight of 460 Squadron RAAF. The aircraft's popular name was derived from its radio call sign - 'G'. The word 'George' represented 'G' in the phonetic alphabets in use during the Second World War. During its 17 month operational career with 460 Squadron, W4783 flew 89 missions. The first was on the night of 5 December 1942 to attack Mannheim, and the last on the night of 20 April 1944 against Cologne. Having been identified for the purpose as early as November 1943, W4783 was flown to Australia in late 1944 to publicize the victory loans drive. It left the United Kingdom on 11 October and, flying via Iceland, Canada, the United States and various Pacific Islands, arrived at Amberley outside of Brisbane on 8 November. W4783 toured Australia during 1945, and made its last flight, to RAAF base Canberra, on 24 September 1945. W4738 spent almost ten years, most of them exposed to the elements, at RAAF Canberra before being installed at the AWM. It was the centre piece of Aircraft Hall for 44 years before being disassembled and removed for an extensive conservation program in March 1999. In the second half of 2003 it was reassembled, and returned to display, in Anzac Hall.

BINBROOK, LINCOLNSHIRE, ENGLAND, 1943. ARMOURERS of No 460 Squadron, Royal Australian Air Force bombing up "G FOR GEORGE", the squadrons famous Avro Lancaster at the RAF station. AWM Copyright expired

The Armourers loading 500lb bombs from the bomb dump. In the background 4000lb cookies lined up ready for loading.

AWM Copyright expired During the cold winter days around Bomber Command airfields in England and Scotland, armourers in the bomb dumps, positioned away from the airfield perimeter in case of an incident or accident, prepare and fuze the bombs ordered by the station Armament Officer, their and fingers blued by the cold, and then load the bombs onto low bomb trolleys to be towed by tractor to the awaiting aircraft at the dispersals around the runway. Squadron armourers then load the bombs into and on the aircraft bomb racks.

K2 "Killer"'s regular ground crew who did a marvelous job with the servicing and in doing so helped to save our lives. Unfortunately names have become lost in the passage of time but from left to right: unknown, Arty who flew with us to Emmerich, Sgt. Bill Young, Ted Owen, pilot, Bill (engines), unknown; front kneeling: unknown, Cpl. Jack Hill, (armourer), unknown.

In the group 4th from the left, the Duke of Gloucester visiting on July 20th watching the loading of the bombs in Lancaster D2 of "C" Flight prior to the raid on the railway marshalling yards at Courtrai in Belgium. The Duke is speaking with the Station Commander Hughie Edwqards. The bomb load on this raid was 13000lb, 11 1000lb and 2 500lb bombs. AWM Copyright expired

NORFOLK, ENGLAND. 1943-12-08. Armourers loading bombs into the wing position on a Mosquito fighter bomber, No 464 Squadron RAAF at RAF Station METHWOLD. AWM Copyright Expired

KENT, ENGLAND. 1944-05-25. Armourers loading 500 Lb bombs onto the wing racks of a Mosquito of No 464 Squadron RAAF at RAF Station GRAVESEND. AWM Copyright Expired

KENT, ENGLAND. 1944-05. Armourers on a tractor bring up the bomb load for a Mosquito aircraft of No. 464 Squadron RAAF at RAF Station GRAVESEND. AWM Copyright Expired

Anglesey, Wales. C. 1941-12. Two armourers of No. 456 (night fighter) Squadron RAAF at RAF Station Valley, give machine-gun bullets and cannon shells the once over. They both wear the digger's slouch hat. AWM Copyright expired Norman Read Bruce, RAAF 20550, Pilot Officer, 457 Squadron Born in Gunnedah NSW on 12th November 1922 Bruce Read applied to join the ground staff of the RAAF a day or so after his 18th birthday in 1940. A trade test followed in early December and shortly after, he was advised to present himself at the Plunkett St. Woolloomooloo Recruit Centre on 16th December, to be inducted into the Service. On that day, Bruce and about thirty other recruits were sworn into the Service. They were then transported by open truck to No.2 Recruit Depot Richmond, to begin their obligatory Recruit Training course. These raw AC1s quickly found that they had to watch their Ps and Qs with anyone wearing two stripes or more, including how to keep their .303 Lee Enfields shiny and clean, and to be able to present arms with the precision of a Grenadier Guardsman. Twelve weeks later, having perfected the drill squad routines and performing endless guard and fatigue duties, his squad went before the CO for their passing out parade. They then went their separate ways to an appropriate training school, which in Bruce's case, was the Armament School at Point Cook Victoria. He arrived there on 10th. April 1941, joined No. 10 Course which went about learning how to strip, assemble and maintain every type of machine gun the RAAF had at it's disposal and become familiar with it's vast array of bombs, flares, fuses and bomb racks. Bruce, along with the other trainees, graduated on 25th. May 1941 and on volunteering for the RAF Infiltration Scheme, which was offered to one and all, he was posted to No. 454 Bomber Squadron RAAF, whose ground staff were forming up at Williamtown Embarkation Depot NSW and making

ready for their departure for the Middle East. Not long after arriving there however, the hierarchy changed its' mind and altered his posting to No. 457 Spitfire Fighter Squadron RAAF, then forming up at Bagington in the UK. . On 8th. August 1941, his 457 SQDN colleagues and ground staff from various other RAAF squadrons bound for the UK, were lumped together as the Yellow Draft and went aboard the "Awatea" in Darling Harbour Sydney and travelled as regular passengers to Vancouver Canada via Auckland NZ and Suva Fiji. From there a Canadian National troop train bore the travelers to Halifax Nova Scotia, arriving at the RCAF's Y Depot on 14th September. On 29th. August, after the infamous "Halifax Mutiny' incident, some of the draft crossed the Atlantic in convoy aboard the SS "Empress of Asia" and those who had refused to take on the "Asia", made a solo crossing journey a few days later aboard the SS "Pasteur", made in the month German U Boats sank the highest tonnage of Allied shipping, in WWII. The two groups came together again at No. 3 RAF Reception Centre Bournemouth, where they were broken up into parties of eleven or so men and dispatched to various RAF Spitfire Fighter Squadrons dotted around the UK, to learn the ropes, so to speak. No. 74 Squadron RAF, Bruce's group's temporary home, had just come off many months of operations in the South of England and its members enjoying a rest period at LLanbedr in North Wales when the twelve of them arrived there. Their presence surprised the Pommie Erks, but we had no trouble settling in and enjoying their well earned rest from operations with them.

Photo: Corporal Bruce Read (right) and his Armourer's Mate LAC H. Nipperess carry out routine maintenance on 457 Squadron's Mk.Vc Spitfire ZP-K, on Livingston Strip Darwin, August 1943. Six weeks later, the beginning of the coldest Winter of WWII, their group rejoined their 457 Squadron mates and the RAF "Erks" and senior NCOs who had joined them to bring the Squadron's ground staff up to full strength, at Andreas on the Isle of Man and more importantly meeting their RAAF pilots and their leader, Squadron Leader Peter Brothers DFC, a distinguished Battle of Britain veteran, for the first time. Bruce was assigned to A Flight and BP-B, the Mark V Spit reserved for A Flight's Commander, Flt Lt. Brian "Knockers" North DFC, another Battle of Britain Ace. Could he fly a Spitfire?

Instead of making a conventional approach and touch down returning from a night flying exercise one wintry night, he was seen barreling down the runway, inverted, with nothing on the clock but the hands and followed this up with three or four flawless vertical upward rolls. "Knockers" kept Bruce busier than my fellow armourers, as he always returned from a coastal patrol (a good deal of flying time was spent on these on the Isle of Man), without a single round of .303 or 20 mm Canon ammunition left in BP-B's bins and drums. Mr. North kept his shooting eye in on the flotsam and jetsam of the Irish Sea. Early in the Spring of 1942, all ranks climbed into a fleet of Ancient Handley-Page Harrows and headed for Redhill Aerodrome in Surrey for the main event ---"The Battle for Europe", to take over the duties of No. 452 Squadron RAAF, the top scoring fighter squadron for the period. Bad weather halted their progress over Liverpool however and with that and the balloon barrage, the armada took refuge at RAF Speke, where British Rail took over the remainder of the journey. Bruce was made a LAC in February and worked arming Vb Spitfires from dawn till dusk for their cross Channel Sorties, three a day on some occasions on a six working day week, until one day Dr. "Doc" Evatt, the Australian Minister of Foreign Affairs paid Redhill a visit, to break the news to one and all, that he had Churchill's approval to dispatch 452 and 457 RAAF Squadrons and 54 Squadron RAF to Australia to form No.1 Fighter Wing and defend Northern Australia against the Japanese invasion that the Government thought could happen at any time. The Squadron was stood down immediately and in due course the three units assembled in the Midlands, went aboard the SS "Sterling Castle" in Liverpool and sailed for Melbourne via Freetown Sierra Leone and Durbin SA, arriving there in August, almost 12 months to the day Bruce had left their shores. Later, the Wing traveling by land, sea and air, arrived in Darwin shortly after Xmas 1942 and soon after, began locking horns with the large formations of Japanese Betty bombers and Zero Fighters, bent on demolishing our bomber and fighter bases clustered around Darwin proper and giving our Spitfire Boys a lesson they would wish to forget, into the bargain. All did not go so well for them in the early encounters, as a spate of Vc airscrew malfunctions had us in serious trouble as did some strategic problems with Fighter Control, but when the technical difficulties were sorted and new strategies put in place by Wing Commander Flying, Clive "Killer" Caldwell, the tide turned to such an extent, that by September 1943, the Japanese forces gave up on the North West Area altogether. In August however, Bruce recently elevated to Corporal rank, and several other 457 Squadron ground crew, re-mustered to aircrew and were posted to Adelaide's Mitchum PD to enter the Empire Air Training Scheme and a month later began their new RAAF careers at No 4 ITS Victor Harbour. There he was selected for Pilot training and his Elementary flying training on Tiger Moths followed at No.1 EFTS Parafield. Next step on the way, Bruce travelled on a Liberty ship to the US and on to Canada for the second time, where after a spell at the RCAF's PD Edmonton, he joined 121 Course at No 15 SFTS Claresholm Alberta, where he graduated on Mk II Ansons and was presented with his Wings Brevet on 30th. March 1945. Bruce was granted a commission off course and on his way back to Australia, VE Day was declared. Back home, he was attached to the Air Medicine Unit at No.2 PD Bradfield Park until VP Day and was discharged (15 Aug 1945), from the Service the very same day.

North Africa

Ground Crew, A Middle East Story, By SGT Felix W. Sainsbury, Armament Section, 3 Squadron This is the true story of desert warfare compiled from Felix’s diary during his service with No 3 RAAF Fighter Bomber Squadron in the Middle East. It includes detailed events of action during the Squadron's campaigns in Syria, Lebanon, Palestine, Egypt, Libya, Cyrenaica, Tripolitania, and Tunisia.

Felix has written a very interesting and descriptive story of events as they happened in a day by day scene of action in service with the Squadron. No 3 squadron is the most senior RAAF squadron, having served in World War 1 as the Australian Flying Corps. It still operates today at Williamtown Air Base NSW, flying FA18 Hornets. It was the first Australian Squadron to serve in the Middle East, arriving at Port Tewfik, Egypt, in 1940.

Very little has been documented on the experiences, hardship and dangers faced and endured by ground crews serving in the extreme situations and conditions of desert warfare. The desert convoys were easily identified from the air and made prime targets for the German aircraft. The seemingly never-ending sand and dust storms wreaked havoc with transport and aircraft alike. Other difficulties experienced were the crossing of rugged waddis, climbing up high escarpments, miles of hot desert travel, the allied advances and the panic of those life threatening retreats, arriving and establishing an advanced landing ground, consistent day and night strafing and bombing raids, the shortage of water (only a bottle per day for drinking and washing), blazing heat by day and freezing nights, the ever present loss of life with landmines and S mines hidden all through large areas of the desert waiting for a victim.

Sainsbury details the legendary exploits of some of our ace pilots who were unstinting in their praise and respect for their ground crews. He recalls time spent on leave in Lebanon, Palestine, Alexandria and Cairo, passing through well-known places of battle - Sidi Barrani, Sollum Pass, Gambut, El Adem, Tobruk, Benghazi and Tripoli.

Out of all this emerged the most important asset of all; the comradeship, the mateship born out of loyalty and determination to get the job done. The Australian ground crews were outstanding in these unforgiving conditions. They met and challenged the unexpected dangers to achieve a brilliant record of service, bravery and devotion.

The author has presented this true story as it happened in those unforgettable days of action and life in the far off deserts of North Africa.

Felix Sainsbury

28 October 1940. Felix Sainsbury joined the RAAF. They were transported to Pearce Air Base, where they were billeted in huts of approximately 30 to a hut. They were issued their uniforms and all necessary gear, and then commenced an intensive three week course on marching and rifle drill.

7 December 1940. Felix and the others were moved by troop train to Laverton, Victoria to await their Armament Course at Point Cook Air Base.

8 January 1941. Left Laverton for Point Cook to do No 8 Armament Course at the Bombing and Gunnery School. The course of eight weeks covered every aspect of Armament, service and fitting of all types of machine guns, rifles, pistols, revolvers, automatics, pyrotechnics, arming bombs up on all types of aircraft, bomb disposal and air gunnery. On passing the Armament Course, Felix was posted to Cunderin Initial Flying Training School (IFTS). Here he instructed trainee pilots in the use of rifles, machine guns, hand guns and air gunnery. After 8 weeks he received a posting to 14 squadron RAAF Pearce, May 1941. In the middle of June he was posted direct to 3 Squadron RAAF Fighter Unit Middle East.

1 July 1941. Felix and 39 other ground crew of 3 Squadron, were loaded on the “Zepher” and proceeded down the good old Swan and then headed for the Middle East. At last arriving at Port Tewfik, and then onto army trucks for transport to a transit camp. Then by train to Syria, and finally by truck to into Lebanon, and at last Rayak Aerodome, from where 3 Squadron RAAF are operating in the Syrian Campaign.

During WW ll : NORTH AFRICA:

During the first LIBYAN Campaign, it took 5 months for the Squadron, and the 6th Division AIF forces they supported, to advance approx 400 air miles (700 km) westward as far as BENINA, from their starting point at GERAWLA. To get there, they occupied 9 airfields and their duties were to carry out bombing, reconnaissance, and air warfare in a succession of Lysanders, Gauntlets, Gladiators and Hurricanes. At the end of March and early April, the German-Italian forces forced the Allied armies into retreat. The Squadron's rapid retreat from BENINA to SIDI HANEISH was carried out in under 10 days in which they occupied 7 airstrips. During August 1941. Felix and others Armourers were busy with the usual rearming and checking of guns in Tomahawk and Hurricane aircraft, and also carrying out aircraft maintenance. Felix was part of 3 Squadron’s B Flight. 3 September 1941. Syrian Campaign is over, they are going back to the North African Western Desert. Packing to move out tomorrow.

9 September 1941. Arrived at Sidi Aneash at 5.00pm, another typical dusty desert place. During September all the normal activities for Armourers, rearming, bombing up and cleaning guns. All performed in very hot and dusty conditions. By mid October they were on the move again. Packing up ammunition and bombs for transport to the next Landing Ground. Early November saw the normal tasks being carried out in cold and windy conditions, down time spent belting up ammunition. Mid to late November they were on the move again.

23 November 1941, Sunday. A day of heavy bombing and fighter escorts. Dozens went over most of the day. We expect to be bombed and strafed in retaliation anytime, but have been lucky so far.

24 November 1941, Monday. Five German aircraft attacked us this morning. No-one hurt much. Ack ack shot down one. More bombers for escort today. Ten different types of aircraft on our ALG. Hope the Jerries don't see all these aircraft or we'll cop it. Enemy tanks in our vicinity all last night, so we packed up ready to go. German tanks didn't find us, will hang on a few more days. My tent mate, Bill Gordon, jumped off a truck and sprained his ankle.

26 November 1941, Wednesday. Operations again today. Enemy aircraft around last night. F/O Hiller shot down, but bailed out and went down under silk over enemy territory. P/O Glostier shot down and taken prisoner. Ground crews extended to the limit. During all these ops fixing engines, rigging, landing gear, bullet, shell and shrapnel holes, guns and ammo, service requires a maximum effort from all ground staff in these dusty conditions.

27 November 1941, Thursday. Trying to get all aircraft serviced and ready for more ops. Hot and dusty.

28 November 1941, Friday. More bombing patrols. Our aircraft as escorts - big convoys moving. Moving back? We may have to retreat!!

29 November 1941, Saturday. Our Tomahawks doing escort duty with bombers again. Otherwise quiet at the front. Cool day.

30 November 1941, Sunday. Our boys went out looking for a fight and ran into a mixture of Italian and German aircraft. In the ensuing battle, we got eight enemy aircraft confirmed, with a probable 13. We lost three aircraft. One pilot, "Woof" Arthur still missing. Scotty shot down two, the guns must be working well!

Tiny Cameron crash landed in the desert and a German plane saw him and strafed him as he got out of his kite. He got out of it all with a few shrapnel cuts. "Winca" Pete Jeffries saw what was happening and drove off the enemy aircraft, landed in the desert next to Tiny, who diced his parachute and climbed in with Pete and sat on his knee. Tiny is about 6'4", and Pete is about 6'0", so they can't close the cockpit hood.

Pete said "I'll do the foot controls, you take the joystick". So they took off from the desert, hoping not to run into any enemy on the way home. This would be a first. Two up in a single cockpit with one parachute! They landed safely back at the ALG. What a surprise when we saw the two clamber out!! Some quick service of aircraft and off again to escort 32 bombers. All returned safely. Scotty and Tiny both pleased with my guns.

SIDI HENEISH, 9 Sep 1941 to 13 Nov 1941

MADALENA, 13 Nov 1941 to 20 Dec 1941 EL ADEM, 20 Dec 1941 to 27 Dec 1941

Still using Tomahawks (until they were replaced by Kittyhawks in December 1941), the Squadron reached ANTELAT during the second LIBYAN Campaign. Beginning in January 1942, the enemy forced another retreat, this time to GAMBUT from where they operated for almost 4 months before again having to fall back beyond SIDI HANESH to EL DABA and later to AMARIYA (near EL ALAMEIN).

27 December 1941. The Derna area was extensively farmed by Italians pre-war, and some are still there. The Germans forced them into uniforms of war and they were not the least interested in leaving their farms and fighting. The Italians living in North Africa never ever performed to the German expectations, and thousands laid down their arms if the opportunity arose. They were not regarded very highly by their German allies.

Our next problem was traversing from the top of the escarpment, down Derna Pass to the valley below. The road wound down the hillside in a series of "S" bends, the drop was 1100' in two miles). Very tight corners and slow. A favorite place for Jerry to bomb and strafe, and, by the looks of the wrecked and burned trucks over the sides, he must have paid some visits recently. We made it okay to the bottom and noticed many wrecked enemy aircraft on Derna aerodrome. Before leaving in a hurry, they scattered their bombs all over the whole area.

28 December 1941, Sunday. Departed Derna at 10.00am, after sleeping next to the trucks overnight. Not long up the road, and up another pass to the top of the escarpment again. Raining a little bit. Lovely and green looking back.

Back in the desert again, on top of the escarpment. We passed two Italian trucks, strafed and burned, with eight or nine dead Italian soldiers in and around the wrecks. Arrived about 4.30pm at the top of the Barce Valley Pass. Another damned pass to wind down as quick as we can. We feel like sitting ducks on these open passes. Camped at the bottom overnight. The sight of the rich Barce Valley, with its nice green farmland was great to the eyes after the desert.

29 December 1941, Monday. Set out from Barce Village at 10.00am in a fair downfall of rain. Travelled along the only road, when, up front, appeared another pass. This one, Tocra Pass. Half way up, we had to make a very rough detour, as the Germans had blown up the roadway whilst retreating a day or two before. We were glad to be out of this area, as we had been lucky on these passes, up until now.

Back on top again, we travelled through the desert until we sighted Benghazi at 2.30pm. A large and important Port, which was full of bombed out and sunken ships. Our bombs sure did a great job of all the harbour and surrounding area, some of it is still burning.

Benghazi is a big town, and almost totally deserted. I couldn't believe the number of shops, complete with all stock intact, just left, as if in the middle of trading for the day. We stopped at a suitable shop and cliftied some blankets, pillows, etc, while the orderly room clerk grabbed a typewriter or two. "Jykus"and "Pud" backed their Crossley truck up to the local brewery gates and pulled them out. They loaded up with large basket crates of Italian Chianti wine. Each bottle in its own woven raffia cover.

We couldn't stay in town too long, as we had to find a place to bed down, away from the town. We drove out of town past El Berka aerodrome, which had many captured German and Italian

aircraft on it. We stopped about 30 miles out in a wog village in the grounds of the local mosque.

As an advance group, there were not many of us (or transport), so the large crate of Chianti was more than enough for treble our number, and, over the next few days, started to have a devastating effect on our fitness level.

The wog village went under the name of Chemines. By now, we were getting hungry, so traded some biscuits for eggs from the Arabs. It's very cold, but the Chianti helps!

30 December 1941, Tuesday. Did nothing today. Still a bit crook, all of us. That plonk is pretty powerful medicine. Still waiting for some convoy to come through to give us an idea of where our advanced landing ground is situated. Bartered for more eggs. The cook made us a bully beef stew, for those well enough to eat it

MSUS, 27 Dec 1941 to 13 Jan 1942 ANTELAT, 13 Jan 1942 to 22 Jan 1942

22 January 1942, Thursday. Real good fine day. 32 bombers and our planes went into action to hold up the enemy. Stukas are bombing our retreating troops. Our aircraft are strafing and attacking the enemy. We shoot down two Jerry planes (F/O Bradbury shot down one JU87). Bad news. We pack up again, ready to move back again any minute. The German tanks are just a few miles away. We don't know the whereabouts of our advance party! We may not move out tonight. No tents, no slit trench - no time for those luxuries.

GAZALA, 22 Jan 1942 to 26 Feb 1942

23 January 1942, Friday. Slept out in the open last night. I could hear the tanks during the night. Not so good, they must be close now. I was told last night that a few of us must stay behind to see the aircraft get away okay. That means we are separated from the rest of B Flight. We are on our own.

24 January 1942, Saturday. F/O Pace down in the desert. Motor seized, had to pick him up. German tanks too close to be healthy. The retreat is in full swing now. Everybody, army and air forces are moving back. Just before leaving, we take our truck over to a NAAFI Depot (comfort funds' stores) who have panicked and left everything. We load up with tins of peaches and tinned stuff of different varieties, stuff that we didn't think existed in the desert. We only had bully beef and biscuits in our ration allocation. We get back to the convoy and are out of there as quick as possible, at about 10.00am. We head somewhere out in the desert as the German tanks close in on the other end of the drome perimeter. We head out, flat out, and don't stop until about 70 or 80 miles into the desert, and we are lost!

25 January 1942, Sunday. After a bit of a conference, having had a bit of a restless night, as we were not sure where the Jerry tanks were heading, we decide to head back to a previous area we had used on the way up, called Meckilli. After an early start (having slept next to our trucks overnight), we see dust in the distance and arrive at Meckilli at 10.00am. A bit of luck. B Flight were there waiting for us, but another panic. We must leave again within the hour.

We take off again. After an hour or so we find ourselves slap bang in the middle of a series of big minefields. Sometimes they are marked at their perimeters with an odd metal stake, if you're lucky. We couldn't see any, so we concluded that I had driven a long way into the minefield. I

told the boys to stay in the truck and guide me out, backwards, in our own wheel tracks, for several hundred yards and we will try a different direction. (We might get lucky!) We kept backing on our tracks and eventually found some minefield stakes. We went quietly parallel to them and eventually picked our way out of the minefield area. We were pretty lucky to get away with it.

Stopped at 12.30am for some bully beef and biscuits, plus some tins of peaches we'd cliftied from the NAAFI dump. However, one tin looked a bit swollen and out of shape. Anyway, Mudgy stabbed it with a bayonet (no tin openers) and it exploded everywhere. Us, and all the gear, covered with rotten peaches and syrup. Only a short stop and we are on our way again. The Jerries have broken through everywhere, and we will have to drive all day, and well into the night to stay in front of them. It is a full retreat. Everyone for themselves now!

We are driving the trucks as fast as they will go over this rough desert terrain. It's pitch black and we have no lights. Hitting slit trenches is our worst problem. I went through one and broke the right front spring off at the rear hangar. I am unable to stop. Nothing I can do about it under these circumstances, must keep going if possible.

We belted through the dark until we reached an old drome we operated from on the way up, El Gazala No.2 Advanced Landing Ground, at about midnight.

During April 1942, they were operating from Sidi Haneish (LG 102).

8 April 1942. Felix is back at work after a short break in Alexandria, removing all guns from his aircraft. Did a complete service, checked gun sights and bomb racks. No dust today. Six new aircraft arrive during April, plenty of work servicing and checking out planes. Mid April hot and very dusty.

25 April 1942. Anzac Day, and we are in a desert area where a lot of our Aussie men have been killed.

26 April 1942. Our Kittyhawks arrive at our Gambut advance landing strip. Felix has two aircraft to service now. A hot day. They are waiting for the fuel tankers to arrive before starting operations.

2 May 1942. Due to the hot dusty conditions, they dug a hole to store ammo and detonators, which was a regular activity in these conditions.

8 May 1942. Some beer arrives today. Boiling hot, we’ll have to dig a hole, put the bottles in it and pour 100 octane aircraft fuel on it to cool it.

14 May 1942. Gee I’m getting old, I am 22 years old today. Felix hopes were that he would not spend another birthday in this god forsaken country. Hot and dusty and over 100 degrees each day. Also finished digging a hole for ammo. Also dug up three sticks of gelignite while doing it.

GAMBUT, 26 Feb 1942 to 17 Jun 1942 SIDI AZEIZ, 17 Jun 1942 to 18 Jun 1942 MICHEIFA (LG 075), 18 Jun 1942 to 23 Jun 1942 SIDI HANEISH (LG 102), 23 Jun 1942 to 27 Jun 1942

26 June 1942, Friday. Another high pressure day. Aircraft on dive bombing and strafing missions all day. At 7.30pm ack ack suddenly opened up with everything. We all panicked a bit, but the bomber turned out to be one of ours. We could see flashes in the distance, and hear the rumble of artillery. We are told to leave immediately.

Another big panic to pack up, and we leave at 10.00pm. Enemy planes are over us as we roar into the desert night. We saw one enemy plane shot down by ack ack. We pressed on in the darkness, no lights can be shown. We pulled up at 4.30am and slept next to the truck on the prairie. I had been driving all night, pushing the truck pretty hard and hoping not to hit anything in the dark, so the stop was a relief.

27 June 1942, Saturday. Up and on our way again at 6.00am. We travel well spread out over the desert, trying to pick the best bit of territory to travel over without getting into trouble. The

desert often changes suddenly, so being alert and trying to anticipate the best section to navigate over is the way to go. You soon learn the hard way if you get careless.

At midday we arrive at an area where Wellington Bombers are operating. This drome is called Landing Ground 106. A large area, well stocked with bombs and ammo and some Wimpy bombers. We reckon this big drome will be a cert to get bombed, so bugger the tents, let's put the slitty down first!

EL DABA (LG 106), 27 Jun 1942 to 29 Jun 1942

28 June 1942, Sunday. Our aircraft have arrived, so it's up at 7.00am and straight into ops. Bombing up and checking guns and they are away again. Glad we put down our slit trench. We were bombed and strafed and two Wellingtons, (which had taxied into one another earlier) were both hit and exploded and burned into a tangled mess of metal. Both were to be destroyed the next day anyway. C Flight to move back to Base, 22 miles out of Alexandria LG 91.

29 June 1942, Monday. Enemy planes around all night, only one dropped bombs close. We are on immediate notice to move, so packed up in a rush to move out at noon. We hit the Coast Road again. It's jammed with every type of transport you could name. All retreating, one behind the other, in the direction of Alex.

The road is packed. A pommie staff car ran into our bomb trailer, which we tow behind our truck (it carries eight bombs when loaded). It was pretty slow going, and we just hoped Jerry aircraft would not discover this transport mess, or it would be curtains for the lot of us!

We arrived at our destination about 5.30pm at Landing Ground 91. We were bloody glad to get off that Coast Road, the sides of which were littered with strafed and burnt out trucks of luckless people before us.

The base chaps were in a bit of a panic and were ready to move out. They weren't so used to this sudden movement lurk!

AMARIYA (LG 91), 29 Jun 1942 to 19 Oct 1942

The final TUNIS Campaign stage of the Squadron's war in the Middle East's North African deserts began just before the history-making, and deciding, Battle of EL ALAMEIN (23 October 1942) in which constant air support to the 8th Army was provided. From then, the enemy forces were on the run.

During the next 6 months, an approx 1,300 air mile (2,200km) Allied advance, involving 20 airfield locations, ended when the Squadron finally reached KAIROUAN in TUNIS before they moved to ZUARA in anticipation of their next Campaign.

30 June 1942, Tuesday. Not much doing. Dug slit trench. I wonder how many miles of rotten slit trenches we have dug. Planes unable to return to this drome until sunset, when dust storm has subsided. Payday, if we want any. There is nowhere to spend it anyway. Base has moved out and headed for Miena Camp near the pyramids and Cairo.

22 July 1942. Up before dawn. Loading up the truck with bombs and ammo. Drove down the line of Kittyhawks rolling a bomb out of the back of the truck, one for in front of each aircraft. Then we roll them under the kite and manually lift each bomb onto the bomb rack protruding

from under the belly of the plane. Screw in the nose pistol and exploder on the American 500lb bomb, or the detonator and nose pistol on the English 250lb bomb, clamp them up tight and fit the fuse wire that arms the bomb when released. Having bombed up and rearmed the six cannons on each kite, they are ready for to take off on a sortie. The squadron drops its 1,000 th bomb today.

During August, in hot dry and dusty conditions all the standard Armourers work continued, rearming, bombing up and cleaning the guns, plus servicing of the aircraft. During September all the usual tasks completed, sorting out supplies of ammo and bombs, however a few days leave approved in Alexandria. Early October saw the first rain for months, and it was very welcomed in lieu of the dust storms. Late October they were on the move again.

AMARIYA (LG 175), 19 Oct 1942 to 6 Nov 1942

23 October 1942. All the armourers, fitters and riggers are at full throttle again. We are operating close to enemy lines and can do a lot more sorties a day, which means a lot more bombing up and rearming our aircraft.

24 October 1942. We are working day and night, bombing up and rearming our kites. We have just got back to our tent as we have been bombing up in the moonlight. Putting detonators in the business end of bombs with just a cigarette glow.

27 October 1942. Felix is now in charge of B Flight Armourers, so has plenty to do, with a lot of picking up the bombs and ammo from the dump, load up with bombs, exploders, detonators and nose pistols, ammunition belts of .50 cal, and off to the aircraft dispersal points to load up the kites with ammo and bombs. Early November they receive orders to move out immediately, load up the truck with ammo and bombs, heading for El Daba.

EL DABA (LG 106), 6 Nov 1942 to 9 Nov 1942

SIDI HANEISH (LG 101), 9 Nov 1942 to 11 Nov 1942

During mid to late November they experience wet and cold conditions, whilst still rearming and bombing up the aircraft.

3 December 1942. A black day today. We had an accident that cost the life of one of our armourers and tentmates, Don Riley, from Gunedah NSW. We were cleaning machine guns at the front of our tent, sitting on empty ammo boxes. Don had just finished cleaning his gun and was walking past his mate, who was feeding his barrel and breech block assembly back into the barrel casing. It accidentally fed a number of rounds into the breech block and fired at the exact moment Don passed in front of it. A million to one chance. Five rounds struck his body killing him instantly.

BELANDAH, 8 Dec 1942 to 18 Dec 1942

MARBLE ARCH, 18 Dec 1942 to 31 Dec 1942

During January 1943, more aircraft arrive and the Squadron splits up into 3 flights, A, B and C Flights. Felix is now Corporal in charge of A Flight Armament. And again, mid January, on the move, traveling west all day. Late January saw them bombing up the aircraft with 40lb anti personnel and 500lb bombs. We were hard at it all day, as our kites returned for more bombs and ammo, continuing attacks through the night, until 3.00am, with only the moonlight to assist us.

CASTEL BENITO, 24 Jan 1943 to 15 Feb 1943

By mid February they were on the move again, with the truck loaded with 40lb, 250lb and 500lb bombs and ammo. Most of February saw the normal bombing up and rearming of the aircraft for their sorties. Late February the weather is warming up again, and by early March it is very hot.

21 March 1943. A great day, 35 reinforcements arrive to the Squadron, however on the 22 March they were on the move again, heading for Medinine Maine, a satellite drome. What an introduction to the Desert Air Force for some of the replacements. We could not resist telling them that this was one of the quiet nights. It only gets worse. Some of the old boys who have done their time are left for Alexandria this morning. Boy, are they happy to be going home to good old Aussie.

EL ASSA, 15 Feb 1943 to 8 Mar 1943

NEFFATIA, 8 Mar 1943 to 21 Mar 1943

MEDENIN MAIN, 21 Mar 1943 to 3 Apr 1943

Late March 1943. Felix and some of the advance party are due to go home, and have been issued with their clearance from 3 Squadron. Preparing to travel by truck to Tripoli, and from there try to get a boat to Alexandria and home. However they spent most of April waiting for further movement home. Finally boarding the ship “Neuralia” bound for Australia. After other delays through the middle east they arrived in Perth 29 June 1943.

July 1943. Armourers of No. 3 Squadron RAAF preparing a Curtiss P40 Kittyhawk aircraft for another sortie over Sicily. Identified is Corporal Jack Sedgebeer, standing right.

AWM Copyright expired

Ground Crew Blokes, By a fighter pilot in the Western Desert We chaps of the air crews seem to get all the praise for the knocks we give the Ities and Nazis, but you can take it from me, the chaps of the ground crew are doing the hard work. They are the cogs that keep us flying, and they are the dynamite that blasts the enemy. They are never off the job, they live alongside our fighter aircraft in holes they have dug in the ground, they seldom sleep. When night falls, they keep on working, and they work by touch. If they must have light, they pull a blanket over their heads and do the job in the pin point of light from a masked torch. They’re marvellous. Sometimes we come back a bit shot up by the enemy. The ground crew seize hold of our aircraft, and there is no rest for them until they have repaired all parts and put us back in the air again, fixed, refuelled and rearmed. Raids can come and go, but the crews on the ground seem too busy to notice the falling bombs. And they get plenty, too, for one of the favourite targets for the Hun is the dispersal area, and that is where these boys are living and working. Let me tell you about something that happened the other night. Two aircraftmen were working on one of the fighter aircraft landing grounds, with bombs dropping all about them. Suddenly an incendiary dropped on a canvas covering, and started a fire. The two lads scrambled on to the aircraft, undid the burning cover, and got it away before even the fuselage was scorched. Then they brushed the dust from their hands and went on with the job. Another chap found an unexploded anti personnel bomb beneath the wing of the aircraft he was looking after. A few minutes later he reported that he had disposed of it using every precaution. It turned out his precautions consisted of hauling the bomb away with a piece of rope three feet long. That’s the ground crew! These chaps are our pals, and we are proud of it. They would do anything, and work any hours, to keep us in the air. In dust storms and heat, in darkness and cold night dews, they keep the aircraft primed and armed. Our crates are always ready, refuelled, reloaded, guns and fuselage repaired and patched. I dips me lid to the ground crews, they’re tops.

The Desert Harassers, 450 Squadron RAAF The Squadron was formed at Willaimtown , NSW in February of 1941, and in its compliment of ground staff were 5 Fitter Armourers and 15 Armourers. An interesting point is that in the ground staff there were 50 Aircraft General Handlers. All personnel left from Woolloomooloo in Sydney onboard the Cunard Shipping Company liner SS Queen Elizabeth which left on the 11th April 1941 and arrived at Abu Sueir in Syria mid 1941, where the Squadron had a compliment of 16 Hurricane fighters. Upon arriving in the Middle East the Armourers had to familiarise themselves with World War II Armament. However in January of 1942 they were re-equipped with Kittyhawks, the guns in this aircraft were 2 by .5” browning guns. During June and July the Armourers, along with the other ground staff had to operate from 10 different landing grounds across the Middle East, in typical dry, dusty and hot conditions, with advanced air ammunition parks pre deployed. During this time all Armourers worked continuously on aircraft rearming and fitting bombs. It was during July 1942 that the Kittyhawks were fitted to carry 500lbs bombs, previous bomb were restricted to 250bs. On the 2nd of October the Squadron and its Armourers were moved to landing ground 224 at Mena for the defence of Cairo. They were now re-equipped with Kittyhawk Mk III aircraft. On the 14th October 1942 the Squadron returned to landing ground 91 at El Alamein, during this period the Armourers worked incessantly re-arming, re-fuelling and servicing the aircraft. Following this, moves were made towards landing ground 76 at Martuba, then in November to El Daba, during which time the Squadron completed 54 operations, 600 sorties of bombing and straffing, obviously keeping the Armourers very busy. At this time 3 Squadron RAAF formed with 450 Squadron to be part of No 230 Wing and part of No 211 Group. By December they found themselves operating from Marble Arch, with each and every move the Armourers had to pack up the ammunition and bombs into trucks and move forward following the Squadron to new landing grounds. By March 1943 they were operating from Mareth area in the battle for Tunisia, next month April moved to El Hamma and El Adjam, by the end of May Tunis fell, 5 days later was the last of German resistance in North Africa. July of 1943 the Squadron had moved to Malta and then Sicily, this move was conducted by use of landing barges, by December they were in Taranto, Italy and then onto Cutella. All this time the Armourers still had the monotonous job of arming aircraft. To some it seemed the more they loaded bombs the more the pilots dropped them, and of course re-arming the guns at each turnaround. In most areas they had no facilities for lifting or loading the bombs, this had to be manually. At this stage the Mk IV Kittyhawks could carry a 1,000lb bomb on the centre fuselage station and 500lb bombs on the wing stations

Cutella, Italy, 1944. Curtiss P40 Kittyhawk aircraft. The aircraft has been covered for the night and is loaded for the next sortie with two 500 pound bombs on wings and 1,000lb bomb on centre station. Note the hardstanding is made of perforated steel planking

AWM Copyright expired

Italy. c. 1944. Curtiss P40 Kittyhawk aircraft of the Desert Harassers No. 450 Squadron RAAF, in line for take-off on an operation over Yugoslavia. Note the bombs in the foreground.

AWM Copyright expired

In January of 1944 the Armourers of 450 Squadron along with the rest of the staff were awarded the Africa Star with Rossette 8th Army. During this period they were operating in winter with cold and rainy conditions making working tasks very difficult, especially in make shift and temporary work environments. Again, constant movements from Cutella to Cassino to Crete and then Ancona for the Adriatic Front. During September of 1944 whilst operating from Jesi, there were 3 air armament incidents which resulted in 3 pilots being killed. At this stage the Armourers were working with British bombs on the American Kittyhawk aircraft, which were loaded onto the wing stations. These bombs were design for internal carriage in bomber aircraft and not on external carriage for fighter aircraft. In the following investigation it was ascertained that the British bombs arming wires were subject to intense air vibration and fatiguing and hence breaking allowing the vibration to set off the bomb pistols. A change over to utilising American bombs designed for external carriage resolved this problem. In May of 1945 saw the Squadron operating in Lavariano, however by August the outfit commenced disbanding, at this stage the Armourers along with all other Squadron personnel had been overseas for more than 4 years.

Cutella, Italy. April 1944. Armourers and fitters of No. 450 Squadron RAAF engaged in an inspection on the squadrons Curtiss P40 Kittyhawk aircraft.

AWM Copyright expired

Cutella, Italy. April 1944. Armourers and fitters of No. 450 Squadron RAAF engaged in an inspection on the squadrons Curtiss P40 Kittyhawk aircraft. Note the bombs in the foreground.

AWM Copyright expired

33469, Corporal, Robert Charles Lenard JAGGERS, Armourer, RAAF.

Robert Jaggers was born 05th September 1919, at Inverell NSW, and worked in mechanical engineering in a foundry. On the 24th January 1939 he joined the local Militia Forces and was assigned to the 33rd Battalion, service number N269500 with the rank of Private, he was 19 years and 5 months old on joining. He was then transferred to the 35th Battalion on 28th August 1939.

However on the 26th August 1940 he was transferred to the RAAF, most likely due to his work background, his RAAF service number allocated was 33469. Robert Jaggers’ mustering on appointment was Trainee Armourer, and on 21st November 1940 was appointed as an Armourer. His promotions during his service were Aircraftman 1, on enlistment, 26th August 1940, Leading Aircraftman (LAC), 25th March 1941, and to Corporal (CPL) on 01st January 1943.

He Joined 451 Squadron at Bankstown and was deployed to the Middle East with the squadron in 1941 and served throughout the Middle East campaigns and Europe.

No. 451 Squadron, Royal Australian Air Force was raised at Bankstown, on the outskirts of Sydney, on 12 February 1941. It sailed from Sydney on 9 April 1941 and became operational in Egypt on 1 July. Equipped with Hawker Hurricane fighters and Westland Lysander utility aircraft, the squadron was employed in an army co-operation role

The squadron supported British Commonwealth operations in the Western Desert from July 1941 until January 1942. It operated a two-aircraft detachment from within the besieged fortress of Tobruk between 13 September and 8 December 1941. In the meantime, the rest of the squadron was attached to the British Army’s 13 Corps and was at the forefront of operations during the “Crusader” offensive in November and December 1941.

In February 1942, 451 Squadron relocated to Syria to join the British 9th Army as part of the Syria garrison. In early 1944, 451 Squadron was re-equipped with Spitfire fighters and on 19 February it arrived on Corsica. The island would be its base for its next assignment: the support of Allied operations in southern Europe, including the campaign in Italy and the Allied invasions of Elba and southern France. Italy would only be a lay-by for the squadron on journey that would ultimately end in Britain on December 1944.

The last months of the war in Europe were 451 Squadron’s most active since 1941. Operating from several airfields in Britain, it escorted heavy bombers, conducted fighter sweeps, and attacked targets on the ground, including V2 rocket launch sites, across the steadily diminishing German-controlled territory in western Europe.

His Postings were;

2 RAAF Recruit Centre Sydney 26-08-1940 2 RAAF Recruit Depot Richmond 26-08-1940 Air Armament School Point Cook 06-10-1940 1 Bomb and Gunnery School Evans Head 24-11-1940 451 Squadron Bankstown 15-02-1941 Embarked Sydney 08-04-1941 Disembarked Egypt 05-05-1941 Moved Middle East Command 05-05-1941 Moved Corsica 03-03-1944 Moved South France 31-08-1944 Moved Italy 23-10-1944 Embarked Naples 17-11-1944 Disembarked United Kingdom 01-12-1944 Embarked Middle East 11-03-1945 Disembarked Melbourne 14-04-1945 1 Personnel Depot Ransford 14-04-1945 2 Personnel Depot Bradfield Park 28-05-1945

His Attachments were;

Middle East Pool Middle East 05-05-1941 to 11-05-1941 103 Maintenance Unit Aboukir 11-05-1941 to 01-07-1941 111 Maintenance Unit Tura 30-06-1943 to 08-07-1943 RAAF Liasion Office Middle East 22-09-1943 to 27-09-1943 213 Squadron Air Defences Eastern Mediterranean 27-11-1943 to 11-12-1943 RAF Station Kabit 15-01-1944 to 23-01-1944 458 Squadron Mediterranean Allied Coastal Air force not dated to 21-01-1945

Medals Awarded to him were;

1939 – 45 Star, Africa Star, Italy Star, France and Germany Star, Defence Medal, War Medal 1939 – 45 and Australian Service Medal 1939 – 45.

Corporal, Robert Charles Lenard Jaggers, RAAF service number 33469 was discharged from the RAAF on 10th August 1945.

Bone, Algeria. c. 1943. Armourers of No. 458 Squadron RAAF based in Algeria, loading one of the Vickers Wellington aircraft with depth charges.

AWM Copyright expired

Hosc Raui, Cyrenaica, Libya. 25 October 1943. Armourers bombing up showing the terrible amount of high explosives in the belly of one of the Halifax aircraft. Huge Handley-Page Halifax bomber aircraft of No. 462 Squadron RAAF based in the Middle East, are pounding the enemy nightly in heavy raids on Greece and the Dodecanese Islands. Rhodes the largest of these islands, has received many visits from these giant aircraft. Night photographs taken during these raids show the accuracy of their bombing. Aerodromes, harbours and communications suffered heavily when the Halifaxes fly through the night skies to deliver their tremendous blows on enemy bases north of the Mediterranean.

AWM Copyright expired

Berca, Cyrenaica, Libya. c. June 1944. Armourers of No. 454 Squadron RAAF at work on the mid-upper gun turret of a Martin Baltimore aircraft.

AWM Copyright expired

Asia Pacific Area

An Aircraftsman’s Story by George Pierce Howells (1913 –1994) A2208, Warrant Officer, Armament Fitter, RAAF Joined 20th March 1940, Discharged 30th April 1965 George Howells was born on a farm called “Merrill Vale, three kilometers from the small town of Ariah Park, south western NSW. His father was a farmer and an accomplished pianist. In the first two chapters of his autobiography, George writes about his youth as a “bushy” and how he enjoyed life experiencing the country life that eventually gave him the skills in mechanics and the ability to repair tractors and engines. This issue begins where George enters WWII and from this event his life was changed that lead him into the wonderful career as a gunnie. I hope readers will reflex of what life was during those infamous years. Please enjoy. Ed.

The War Comes

War came in 1939. Everyone was joining-up. I wanted to be in the Air Force. My partner in the service station and I closed it in January 1940, and went to join up. My friend was a carpenter, so joined the Army in a unit making huts for soldiers. When I told the recruiting NCO that I wanted to join the Air Force, he told me that with no special qualifications, I would not stand a chance. I told him that as the only son of a farmer, I would be exempt from conscription, and that this was the only chance he had to get a recruit. His objections seemed to fade away. I joined up and was posted to Parkes on 20 March 1940 to do my “Rookies”, a course of six weeks. This initial training taught us how to march, salute, and wear the uniform. When we marched in, the only uniforms available were overalls. On the first two weekends we went into town on leave, we had to go in civilian clothes. On the second weekend a friend and I were stopped by the Police Sergeant. He wanted to know who we were. We told him, and he couldn’t stop laughing. We had apparently spooked the SP Bookmakers in the town, no-one was prepared to make a bet. Some months previously, a couple of under cover coppers had come to town and arrested the Bookmakers, and their clients. The fellow I was with when stopped by the policeman was a very good pianist. I can remember walking past the music shop in Parkes one day, when I heard beautiful piano playing from within. I meandered and listened, after a while I ventured into the shop to check out the source, only to find it was my fellow courseman. Just before we finished our training one fellow said he had been robbed. He showed us how the top of his suitcase had been slit open. We all put in 2/- (20¢) each on pay day to help him out (a lot of money, we were only on 5/- (50¢) per day). I heard later that the same bloke later pulled the same scam at another base. This time the service police were too cunning for him, he hadn’t been robbed at all, and was just after the money from a collection to “help him out” on pay day. I remember another fellow rookie as a real malingerer. He claimed he had a bad knee, and used to stand on the sideline and watch us march all day, a real con. On our pass out, the Warrant Officer sent him to clean the lavatories, he did not want him spoiling the drill.

I had joined the Air Force as a flight mechanic, so was with the technical rookies sent to Sydney Technical College at Ultimo to do a fitters course. We worked all day filing and scraping metal into spanners, cutting shapes into metal, then shaping metal to fit the holes. We had lectures on Wednesday nights. Nearing the end of my course I caught the mumps. I graduated with the next course. On Saturday nights, some of us would go to the Trocadero for a dance. One Saturday this red headed chap suggested we go ice skating instead. I met this young lady there, she was very good at skating; it took a lot of effort for me to stay upright. The young lady was Rosalie Augusta Hession; we were eventually to marry. My next posting was to Point Cook (near Melbourne). The day I arrived a light plane had crashed on the airstrip, killing the pilot. My mustering had been changed, and I was about to do an armourer’s course. On marched in, we were each given a pile of books about a metre high with a rope tied around them. I took one look at the pile, and thought “I will never pass this”; there were 41 on the course, 19 failed, I was not one of them……………. Rosalie and I were married on 8 November 1941. It was a double wedding, Jean Campbell and her husband Jack, another Air Force member being married at the same time. We had a great wedding, Rosalie had gone to a lot of trouble; she looked stunning. My mum came down from the bush, and as Rosalie’s father was a newsagent, our photo appeared in the paper. My mum was very proud of this………. My next posting was to Wagga, then the flying school. My job was to service the guns and keep the ammunition up to them. The aircraft were all Wirraways, fitted with Vickers 5 machine guns. They were a modified Vickers 1 ground mounted gun. The water cooling system had been removed and a steel tube with holes fitted. The lug spring and firing lock had also been altered. These guns were fired hydraulically; a spring loaded piston in a cylinder filled with kerosene and oil supplied both liquid and pressure. This cylinder was attached to the floor between the pilot’s legs so that he could pull up the piston and make sure he had sufficient pressure in the system. The guns had a plunger system fitted to the top cover. When an impulse was sent to the plunger, it would fire the gun. The firing was synchronised to shoot through the propeller. Synchronisation was achieved by removing the locks to make it possible to see through the barrel. The aircraft was then put into flying position and two round targets placed 200 metres to the front. Looking through the barrel of the gun, you