427 Squadron Wartime Log - February 1944

1/2/44

Weather: Cloudy with slight intermttent rain. Visibility good.
Ten aircraft were detailed for a cross country run which marked the first all out effort on the new Mark III Halifax aircraft. F/0 J. M. MATHERLY, who hails from Florida, after all his crew had successfully bailed out, was killed when his aircraft crashed. An investigation is being held in order to ascertain the cause of the accident.
The weather was extremely good for flying but no operations were scheduled as the moon period approaches.

2/2/44

Weather: Cloudy with good visibility, wind forces rather strong.
Although weather permitted full local flying, little or none was carried out. W/C TURNBULL proceeded to GRAFTON UNDERWOOD by aircraft to the scene of F/0 MATHERLY's crash to investigate the cause and interview the remaining six survivors of the crew who had taken to their parachutes.
Air Ministry Orders contained the information re distribution and entitlement of the Canadian Volunteer Service Medal, which was well received by all ranks. It is felt however, that the minimum period of 60 days overseas service will make the clasp rather too common, thereby reducing the distinction between those men who have spent years in this country, and recent arrivals. At any rate groundcrew ard aircrew alike are looking forward with anxious anticipation towards the issue of the ribbon aad clasp.

3/2/44

Weather: Fair to cloudy with squally showers and strong gusty winds.
The moon is increasing in capacity and as a result operations were not called for, although climatic conditions were ideal. Eight aircraft were detailed, on a Bulls Eye exercise in the evening, and all returned safely having successfully completed their mission.

4/2/44

Weather: Fair to fine with good visibility and strong winds. Weather was excellent this date with the sun trying to peep through the slightly overcast skies, but the wind was dangerously gusty.
A terrific explosion about six miles away, which vibrated even the most solid of walls, caused quite a bit of confusion on the camp as the "quake" could only be attributed to either a crashed aircraft or exploded bombs. As investigation later revealed, an ammunition train exploded near R.A.F. Station, Catterick, a distance of 6 miles from Leeeming and did not originate on this Station as was feared.
If one explosion creates as much havoc as was experienced around here, it gives us a very good indication of the agony and devastation that the Berliners are experiencing when we hurl masses of blockbusters on their city, in the space of an hour.

5/2/44

Weather: Fair to cloudy with some occasional rain towards evening. Good visibility and moderate winds.
In the morning fourteen aircraft were detailed for a "X" Country run, in an effort to accustom crews to the new Mark III Halifax. However, in the early part of the afternoon the exercise was cancelled, and instead an all out fighter affiliation exercise was carried out. It is quite a sight whenever a training program of this nature is in progress, with numerous fighter zooming about the aerodrome, forming quite a varied, contrast to the monotonous drone of heavy bombers.

6/2/44

Weather: Fair to cloudy with only moderate visibility.
Operations were not called for this date and aircrews enjoyed a standown as all flying was curtailed owing to ground haze and fog.
The popular consensus of opinion amongst pilots who were engaged on fighter affiliation yesterday, is that the new Hercules powered Halifax 111's are now on a par with the Lancasters insofar as ceiling is concerned. Whereas the former Halifax V could climb to 20/21,000 feet, the new type can reach an altitude of 24/25,000 feet, which will undoubtedly be instrumental in reducing casualties when used on operations.
The increased power and speed in climb will also cut down on the time on long distance raids. Consequently, heavy bomber raids on long trips, will be able to be undertaken in ths shorter dark hours of the early and late Spring. Further the radial engines make it less vulnerable towards fire resulting from enemy bullets, which should further cut down on casualties.
Although it has proven far superior in almost every respect in training, its ultimate performance on operations against the enemy remains to be seen, and aircrews are anxiously awaiting their next trip, in order that its performance over the target can be guaged.

7/2/44

Weather: Cloudy to fair with some slight rain in early morning. Visibility good.
Under most ideal weather conditions including clear, sunshiny weather, an intensive flying training program was carried out in the forenoon, after information was received from Group that no operations were scheduled for the evening.
Sixteen aircraft wore detailed for a "X" Country run, for the evening. One of the crews piloted by F/S A.W. NICOL, who was flying on a further familiarisation flight in the early afternoon, although scheduled to participate in the "X" country, was unfortunately killed, after a rather unfortunate incident. After F/S NICOL had completed his flight and was coming in to land, it appears from all reports, that one wheel remained retracted which as he neared the ground with flaps down, caused the aircraft to dip into the ground, and immediately was enveloped in flames, with ammunition exploding all around. The crashed aircraft immediately on impact broke into two pieces, the badly mutilated wing, housing the four motors, was found a distance of 20 yards from the mid-upper turret and remainder of the fuselage. F/S Nicol was not entirely unfamiliar with this new type of Halifax, having already flown several hours on them in training exercises.
As they were just coming in to land as the crash occurred, all occupants of the aircraft other than the pilot were in the rest position, and were in this position all found dead, either instantly killed as the result of the impact, or burned alive in the inferno which followed.
The aircraft "E Eddie", was crewed with following members, the pilot, F/S V.R. POLOWY, Air Bomber, SGT. J.D. ROBERTSON, RAF, the WOP, F/S J.W.H. VIDAL, the mid-upper gunner, SGT. D.W. HOWARD, the rear air gunner and SGT.S.H. SHORT. The latter, SGT. SHORT was quite a versatile and popular member of the squadron. In civilian life he had been a talented variety artist on the London stage, and when he came to the Lions he promoted the welfare of the airmen by producing a splendid Christmas Review, and his untimely death came as he had another show in production.
The only member of the full crew who is still alive is 08861116 Lieutenant F.S. SHOVE of the U.S.A.A.F. Since the crew were only engaged on local flying and the presence of a Navigator was not necessarily required Lt. SHOVE was not flying.
The fifteen aircraft which proceeded in the evening on the Cross Country Exercise all returned safely having successfully completed their duties.

8/2/44

Weather: Fair to fine with good visibility.
No operations were scheduled this date.
As a cross country exercise was detailed for the evening, only two crews participated in daylight flying training, one engaged on a local familiarizatio flight and the other on air to sea firing, both using the new Halifax III.
The Cross Country scheduled for the evening, was canceled later in the afternoon.

9/2/44

Weather: Cloudy with some occasional rain at mid-day. Visibility good.
One of the most interesting items of human appreciation ever to bs recorded in the Squadron history, came to light this date in the form of a one pound money order received from the mother of one of the Lion's former members. It seems that 1586257 F/S ALFRED RICHARDS, RAF, the bomb aimer in P/0 BIGGS crew, RAF, which failed to return from an operation on the night of 6/7th SEPTEMBER 1943, bailed out of his aircraft and was taken prisoner in Germany. In grateful appreciation, he wrote to his mother from a Stalag in Germany, requesting her to forward a one pound note, to the parachute packers of this squadron, who were indirectly instrumental in saving his life. The note has already been turned over to the proper persons.

Squadron personnel are somewhat elated by the fact that yards of the Canadian Volunteer Service Medal and Mapel Leaf clasps arrived to all those authorised to wear it, which includes almost the total strength. At any rate ground crews who have gone for so long without any recognition, will now have a "gong"to sway the hearts of the local female populace. It seems pointless to mention, that they have been doing quite well, without this additional inducement.

The noon period again kept operations at a standstill but nevertheless, the intensive training program was continued, by detailing twelve aircraft on a Bulls Eye Exercise scheduled to take off approx, 1800 hours. However, this was not meant to be, as weather interfered by becoming hazy, with wind developing to gale velocity, and consequently, it was cancelled shortly after dinner time. As a result no flying training was carried out during the day.

10/2/44

Weather: Fair generally but some occasional showers most of day, with snow showers before mid day. Visibility good. Strong squally winds.
An isolated case, diverting from the co-operation usually received from the R..A.F., presented itself in the form of a strong protest which went forward today to No. 6 Group, with regard to the casual manner in which the circumstances surrounding the funeral of the late F/0 J.M.. MATHERLY who was killed in a flying accident on 1st Feb., was handled. The comprehensive report of F/0 A.J.F. CLARK, an R.A.F. bomb Aimer of this Squadron is herewith quoted in full.
"At 12;30 pa on 4.2.44, I was tasked in company with F/0 Fogg, to journey to Oxford and attend the funeral of F/0 Matherly who had been killed in a flying accident. The funeral was scheduled to take place at 11.30am on 5th Feb., 1944.
F/0 Fogg and myself left Northallerton on the next available train at 3:45 p.m., and arrived in London at 11 p.m. At King's Cross Station we reported to the R.T. Office and were advised to catch the midnight train from Paddington Station to Oxford. In view of the lack of accommodation in London we decided to proceed to Oxford and also notify R.A.F. Station Bicester who were in charge of the funeral arrangements of our intention and time of arrival. The ICO in charge of the R.T. Office phoned Bicester in my presence and requested from the M.T. Section that transport be provided to meet two officers, who were proceeding on duty, at Oxford Station at 2:15 am. The Orderly Officer was not available and the message was left with the M.T. Section.
F/0 Fogg and myself proceeded to Paddington, caught the midnight train and arrived at Oxford at 02:15 hours. Enquiry at the R.T. Office, Oxford, revealed that no transportation had so far reported. In view of this I phoned the M.T. Section at Bicester and was informed that the S.D.O. refused to sign Form 658 for our transport and we were instructed to wait in Oxford and catch the 6:35 am train to Bicester. I enquired of the R.T. Officer the prospect of getting accommodation in Oxford and was told it was next to impossible. I then asked Bicester to permit me to speak to the S.D.O. The duty batmen returned to the telephone and stated that "if I was enquiring about transport there was nothing doing". I asked who was the S.D.O. and was informed it was Squadron Leader Davey. I requested to be allowed to speak to him, and mentioned the difficulty of accommodation in Oxford. The batman left the telephone and eventually returned with the message that "Squadron Leader Davey flatly refuses to come to the telephone and says his original order still stands."
F/0 Fogg and myself then started on a tour of Oxford in an effort to find accommodation, Many unsuccessful enquiries were made, but at 5:15 am, an American N.C.O. offered us accommodation at the American Red Cross Club. This we were only too pleased to accept.
At 09:00 hrs. on Feb. 5th, I phoned the Station Adjutant at Bicester and notified him of our arrival and what had taken. place and requested his instructions re the funeral arrangements. He was very apologetic about our early morning experience and advised us now to report at the cemetry at ll00 hrs.
We made our own way to Borley Regional Cemetry and met the Rev. W. Batty, Squadron Leader attached to R.C.A.F. HQ, who was conducting the service.
A party of six bearers was provided by Bicester and the whole funeral party consisted of the Padre, F/0 Fogg and myself and the six bearers. A photographer was present and took several photo- graphs of the cortege and of the party alongside the grave. After a short service two of the bearers played' "Last Post" and Reveille" on bugles. The salute was given and the party left the graveside.
No firing party was present at the cemetry, although I was given to understand a firing party would be in attendance for the ceremony.
Although, from necessity under war conditions, a simple ceremony must prevail, I do feel that a man who has made the supreme sacrifice whilst serving his country should be given a better funeral and the photographs sent overseas to next-of-kin should show that the honour due has been paid." (Sgd) 127281 F/0 A.J.F. Clark.
What F/0 Clark neglected to mention was that the late F/0 Matherly not only deserved a fitting honour as a member of his Majesty's Forces, but his sacrifice is considerably enhanced, by the fact that as a citizen of the United States, he offered his life in defence of a cause before his own contry became involved in the present conflict.
Although snow came down in the forenoon, thirteen aircraft were provisionally detailed for a Cross Cojntry run, to take place in the evening, providing, the weather cleared up. However, the snow later turned to rain which continued throughout the best part of the afternoon, and as a consequence, the exercise was cancelled.

11.2.44

Weather: Fair to cloudy becoming fine towards midnight. Visibility good with moderate wind force.
Operations were not called for this date, but as excellent flying weather conditions prevailed in this vicinity, a Cross Country training flight consisting of 15 aircraft, was detailed for the evening. In order that the crews detailed might be rested for the evenings effort, a standown on all daylight flying was declared. At the request of W/C TURNBULL, The Royal Air Force Club in London, has accepted to receive the Lion's Squadron crest for display in their club rooms. It has been a practice since formation of the R.A.F. in 1918, to display unit badges in the R.A.F. club, as presented by interested members of the units represented and to the many already adorning the walls of that club is added the Lion's badge.
The Cross Country was carried out without any undue incidents to report, and all crews returned safely.

12.2.44

Weather: Fair becoming cloudy with moderate visibility.
No operations were scheduled this date. As weather conditions continued ideal for local flying training, an air firing exercise consisting of four aircraft, was carried out in the afternoon. Other than this, the date was very uneventful.

13.2.44

Weather: Cloudy becoming overcast with fog developing in the late afternoon. It was welcome news, to learn that the Lions were again to become operational, and the twelve crews which were detailed for a night raid on enemy territory, enjoyed a standown. Consequently, no flying was carried oat throughout the morning, although the weather was clear and permitted.
However, in the late hours of the afternoon, haze set in which turned to fog and the hopes of the squadron to estimate the performance of the Mark III, under operational conditions, were frustrated another evening, as operations were scrubbed as take-off time approached.

14.2.44

Weather: Overcast with slight rain and drizzle. Visibility poor.
Even though fog and most were setting in fast, ten aircraft were detailed for a Cross Country training exercise, with the hope that by evening and take-off time, the weather would clear up. However, as the inclement weather persisted, the flight was cancelled. Operations were not scheduled for this date.
F/L J.H. BISSETT, DFM, who has just completed his post operational rest and who waived his operational leave to Canada, was posted to this unit to fill a Squadron Leader Post. He did a complete tour as an an U.C.O. with 78 Squadron, where be also received the award of his non-immediate gong. With him, came five of his former crew, all of which have completed their first tour, and four of which hold the D.F.M.

15.2.44

Weather: Overcast. Visibility poor.
At long last the Squadron became operational after the rather extended lull, with fourteen experienced crews being detailed for a raid on BERLIN. This was to mark the first venture on operations with the Mark III Halifax, the performance of which everone on the squadron, is hoping will be as satisfactory as training flights have proven. One aircraft of those detailed, failed to take off, when "Y" became u/s at the last moment with a gill motor. The pilot, F/0 R.H. LAUT, who immediately transferred his complete crew to "A", one of the standbys, was not destined to take part in this raid, as this latter aircraft also proved defective, having faulty plugs, and he remained grounded. For a time it was felt that of the fourteen aircraft detailed, only twelve would take off, because "R" piloted by F/0 WELDON, also developed plug trouble and could not be taken out on ops. However, he and crew scrambled out of their aircraft, and made a mad dash towards "G" dispersal, and at the last possible moment became airborne in that aircraft.
From all reports the target was well pranged. Enemy opposition over the target was very weak, with very few fighters seen, and the negligible flak did not interfere with the bombing. Weather was as briefed, with 10/10 clouds encountered over the target and throughout the route. This weather probably accounted for the absence of fighters. P.F.F. markers were considered by most crews as well concentrated, possibly spreading a bit during the latter part of the attack.
All crews which became airborne, reached and pranged the target, and the most astonishing thing of all, was that on return all aircraft were reported as serviceable and ready to take-off, just as soon as weather permitted, in order that they might return to base from their various diversion, points.
It was a very good show,and an excellent start on the Hark III aircraft, which equalled the standards set on training programs. The target was well pranged.

16.2.44

Weather: Cloudy with rain and poor visibility all morning, improving to fair with good visibility later.
Yesterdays mist had entirely cleared up, and again the squadron was called on for operations. In addition to all the crews who had participated in the BERLIN raid, including those who had been diverted, and as yet had not returned, four other crews were scheduled to go out this evening, which included the Wing Commander. This made a total of 18 aircraft to be detailed and after the shellacking BERLIN took as a result of last night's raid, the operation scheduled for this evening would prove even more devestating. However, the operation was cancelled in the early afternoon.
F/S T.H. COATHUP was the only pilot to do any flying, when in the late evening he and crew went out on a cross-country run, in order to break in recently received "I", a Hally III.

17.2.44

Weather: Mainly fair with occasional showers of rain and sleet. Visibility moderate.
Only seven aircraft were detailed for operations this date, as a great many still remain diverted after the raid on BERLIN, and adverse weather conditions are curtailling their return. All day the weather has been spasmodically drizzly with skies overcast, and as a result it came as no surprise when the information was received at l600 hours, cancelling operations.

18.2.44

Weather: Cloudy with some slight occasional sleet. Visibility moderate.
Aircraft began dribbling in from diversion bases in the morning, and consequently when Group called for a big effort, it seemed likely that we could send out quite an offering. Sixteen aircraft were detailed for a raid on enemy territory, but as the day progressed the weather deteriorated, becoming overcast with occasional rain, which resulted in the scrubbing of the raid. Several of the Lion alumni paid a short visit to the squadron between their instructional duties. P/0 "Indian" Schmitt, DFC, whose carefree and reckless antics of the days he spent with the Lions; will long be remembered, flew in from 1666 Con. Unit, where he is presently an Instructor. F/L "Moe" "Morrison and F/0 "Bun" Plaster, attended an Air Bomber's briefing to revive memories of the past, when they were a part of our bombing'section. F/0 M.H. "Buck" ALBERS returned from No. 303 Station Hospital, Nr. Grafton Underwood, an American Hospital down south, where he has been recuperating from the consequences of a mishap incurred while on the fateful cross country flight of F/0 J.M. MATHERLY, on 1st February. On reaching "terra firma", after being forced to take to his parachute, he sprained his ankle and has been bed-riddsn ever since.

19.2.44

Weather: Cloudy with some sleet or snow. Visibility, moderate.
Sixteen aircraft were this date detailed for a raid on LEIPZIG. Slightly after midnight, with the night very dark, and clouds low in the vicinity of base, our aircraft began taking off. Unfortunately, three of our aircraft failed to leave the ground. On the run up, two engines in aircraft "S", piloted by F/L J.R.G. MILTON, RAF, proved u/s, and investigation later disclosed that plugs and three of the cylinders were faulty. P/0 H.K. HOLLAND in aircraft "L" found difficulty in building up brake pressure while taxying, and under, the circumstances, failed to take-off. Another aircraft through faulty plugs, rendered an engine u/s; this aircraft "R", was piloted by F/S J. KING.
Of the thirteen aircraft which becaine airborne, four returned early without reaching the target. Aircraft "A", captained by F/S C.H. FISCHER, developed hydraulic motor trouble which rendered the tail turret unserviceable, when it was 50 miles inside enemy territory. F/L F.N. MURRAY, in "P", developed a u/s starboard inner engine, when the block tube control broke and caused the butterfly valves to close. F/0 R.H. LAUT in "Y", found difficulty in climbing. Captain F/S C.H. COATHUP in aircraft "U" encountered icing which reduced climb to about l6,000 feet, and any attempt he made to exceed that height, caused the aircraft to stagger and become sluggish, and consequently he returned early.
The remaining nine aircraft proceeded to the target in 10/10ths clouds with continued haze all the way on the inward journey reaching to a height of 20,000 feet. In an effort to confuse the enemy defences, our aircraft headed direct for BERLIN, and when reaching a point about 40 miles west of the capital, turned their main force due south in the direction of LEIPZIG, while a small force of aircraft continued on to BERLIN. But as results later showed, the enemy were not baffled by this strategy, and over the target uhich was completely obscured by cloud cover, many combats were seen with enemy aircraft. Our crews dropped their loads on P.F.F., and although results could not be seen, it was felt that those who reached the target, bombed it, dead on.
As the result of this raid one of our aircraft failed to return. P/0 D.O. OLSVIK was flying "B", and carring as second pilot the captain of a recently acquired crew, F/S C.G. BURKE. Ths loss of OLSVIK, was a sad blow to the Squadron, who during the twenty-five sorties he had already completed with the Lions, had proven himself to be one of the most capable pilots on the Squadron with the attribute of possessing a grim determination to reach the target at all costs." He loved his work, and had an urgent desire to transfer to the P.F.F., where he felt he would be able to continue on operations until he had a total of 45 trips, instead of the usual 30 on bombing squadrons. There is no doubt that he was an inspiration to all crews, and his quiet demeanor and simplicity of conduct, certainly will be missed by his follow aircrew members.
This raid proved very unsuccessfuL insofar as the Lion's were concerned. Of the total number of aircraft which were detailed, only seven bombed the target and returned, and this definitely is not in keeping with the motto of the Squadron to "Strike Sure". After the excellent beginning on the Mark III aircraft, this is rather a let down, and here's hoping that a similar performance does not recur.
F/0 "W.E.P. "Red" SOEDER, a navigator in S/L G.J. LAIRD's crew, celebrated his 26th birthday over LEIPZIG. On the same date a year ago, in celebrating his 25th birthday, he was guiding his Wellington aircraft on a raid to WILHEIMSHAVEN. Now "Red" wonders whether he will ever be able to celebrate a birthday in the Mess, or at least on the ground, during the course of this war.

20/2/44

Fourteen aircraft were detailed on an operation to STUTTGART, but of this number only thirteen became airborne, as F/S C.H. COATHUP, remained grounded in aircraft "R". Two aircraft failed to reach the target due to early returns when "C" piloted by F/S C.H. FISHER, developed a u/s starborad inner generator with the port outer generator working spasmodically and registering variable voltage. Aircraft "Q" piloted by F/S W.M. PATRICK after approximately two hours on the inward journey, was unable to restart his cut star- board inner engine, and he too, returned early.
This night suddenly ended the promising career of F/0 R.K. LAUT and crew who were flying in aircraft "'W". Approximately nine minutes after disappearing into the clouds after take-off, the aircraft was seen diving straight for the ground, where it was seen to crash in a cultivated field 1 mile N.W. of Northailerton, instantly killing the entire crew. Investigation has revealed no clue as to the cause of the accident, because on impact the plane immediately broke into flames, as it was carrying only incendiaries, and was scattered over a wide area. It is surmised, that only two reasons could have accounted for the accident. Either the late take off accompanied by the strain of early briefing, might have resulted in fatigue or nervousness, which caused the pilot to lose control of his aircraft, or the take off in the rain might have caused the A.S.I. to fail and if at the same time the gyro horizon was unserviceable unknown to the pilot, this might have accounted for the fact that the pilot made no attempt to pull his aircraft out of the dive. F/0 R.K. Laut was an above average pilot, who had the full confidence of his crew, and although he had not been with the Lions very long, he showed great promise of becoming a first class operational captain. Another bad blow to the squadron.
The remaining ten aircraft proceeded to the target through a cloud covered route, finding that in the vicinity of the target the clouds began letting up until finally directly over the target, vertical visibility was perfect, permitting ground detail to be easily depicted. The attack was very well concentrated, and our aircraft left leaving intense fires burning in the vicinity of the markers, which could be seen for a hundred miles from the targets. Only moderate ground opposition was experienced, with fighters completely absent from the scene, no doubt due to other diversionary raids, which drew the fighter opposition towards the Heligoland.
Bomb Aimer F/0 C.V. BIDDULPH, RAF, in F/L G.J. CRIBB'S, RAF, crew, from his position in the aircraft, followed tne path of an 4,000 pounder dropped from a neighbouring aircraft, and saw it completely demolish several buildings, and particularly uprooting a full wall of a well sized building, and hurling it through mid-air.
P/0 A.G. McAULEY in aircraft "H" after just having bombed, the target, was hit by incendiaries from a Lancaster above and ahead, which tore three gaping holes in the port wing, and began a fire on the starborad wing. He had only time to shout "Look out boys" between the time he first saw ths falling incendiaries and the impact, which caused the aircraft to go into a steep dive. After a loss of 3,000 feet the fire extinguished itself. A Lancaster flying behind P/0 McAULEY was also struck by the falling incendiaries and in the same manner set alight, but it didn't fare as well, and a few moments later the crew of "Y" saw it explode and disintegrate in mid-air, apparently carrying its bomb load. No damage was caused to the controls of "Y", and McAULEY, did a good job in bringing back his badly banged up aircraft.

21/2/44

Weather: It somewhat deteriorated today, with cold wintry showers coming down intermittently throughout the day.
In view of the weather no operations were scheduled and as a result aircrews spent the day resting after the previous two evenings work, and the early morning return from operations.
Only a meagre amount of flying training was carried out, and consisted of one air test and one cross-country flight.

22/2/44

Weather: Showers were frequent throughout the day, accompanied by thick heavy clouds, which reduced visibility to moderate.
Eleven of the Lion's aircraft were detailed for a raid on enemy territory which was to take place in the late evening, but as the weather failed to clear up, the operation was later cancelled. In view of the weather, no flying of any type was carried out this date.

23/2/44

Weather: THe spasmodic drizzles persisted, accompanied by cloudy skies.
Between dull spots in the weather a minimum amount of flying was attempted. Our newly acquired "A" Flight Commander, S/L BISSETT, practised, several circuits and landings, with another two aircraft engaged on cross country and local familiarization flights, respectively.
Otherwise it was a very uneventful day.

24/2/44

Weather: Cloudy with rain and drizale. Visibility moderate.
Twelve aircraft were detailed for & raid on SCHWEINFURT and aircraft took off accordingly between 1821 and 1840 hours. Four aircraft failed to reach the target due to early returns. Approximately an hour after take-off aircraft "L", piloted by F/S J. KING, while making an attempt to climb from 9,000 feet on reaching the enemy coast, found the port inner engine rapidly overheating. The pilot then flew the aircraft level, but it began to vibrate and stagger through the air and consequently, he decided to return to base, recrossing the coast at BOURNEMOUTH. F/S C.N. COATHUP in aircraft "R" returned early due to electrical defects throughout the aircraft. F/S A.P. CLIBBERY, DFM, encountered engine trouble after he was well on his way to the target, when both port engines began to vibrate violently and he too, decided to return. The other early return was F/L J.R.G. MILTON, RAF, in aircraft "U", who returned before crossing the English coast, because the rear gunner was not getting any oxygen in the turret.
On the inward journey to the target the remaining eight aircraft encountered severe head winds, which did not permit them to reach the target at the briefed time. In spite of the delay, they found the target still alight with flares, with visibility clear and unlimited. The enemy defences in the area were plentiful, with numerous fighter flares, S/L's and heavy flak lighting up the sky. One pilot went as far as to say that "the sky was lit up like the 4th of July, and target area was as bright as daylight."
The target was heavily pranged, on the markers, and the last aircraft which entered the target area reported huge and concentrated flares, which could be seen as far as FRANKFURT on the homeward journey.
A very good prang, and all our aircraft returned safely, none the worse for the evening's social call on SCHWEINFURT.

25/2/44

Weather: Cloudy with rain during morning. Visibility moderate to good.
The U.S.A.A.F. had during the day carried out a devestating daylight raid on specific targets in AUGSBURG, in an attempt to destroy the MESSERSCHMITT works in that area, leaving that city a mass of flames and debris. To ensure the success of the allied intention, a similar raid of heavy bombers were detailed for the evening, and Lions sent out ten experienced crews.
One of the ten which became airborne returned early, soon after take-off, when the oil pressure in the starborad outer engine seriously dropped and caused a dangerous overheating. This aircraft was "R", piloted by F/S C.H. COATHUP.
The remaining aircraft proceeded to the target and found it clear, with no cloud and visibility good. To find the target was an easy matter, because fires were still burning after the daylight offensive, which could be seen from a distance of 100 miles on the inward journey. Crews had been briefed not to be mislead by previous fires, and were exceedingly careful that their loads of incendiaries were dropped on the P.F.F. marker.
Fires were to be seen everywhere, which soon became welded into a solid mass from which the pall of smoke lay like a cloud over the city, rising from 8,000 to a height of 15,000 feet, with almost daylight visibility below. It was an excellent evening for taking photographs and the amount of film exposed exceeded all previous records.
Unfortunately, the "B" Flight deputy Flight Commander, F/L J.R.G. "Taffy", MiLTON, RAF, failed to return from the operation. It was one year ago that a "sprog" crew, captained by SGT. MILTON, (as he was then), arrived to the LIONS from 22 0.T.U., bringing with him excellent recommendations relating to his capabilities as a pilot and a captain. He did very well with the squadron during that time, but of late was experiencing difficulty in completing the few remaining sorties in his tour, due in most cases to faulty aircraft, and in the others to flying strain. The sombre-Welshman, was very methodical and precise in all he undertook, and prior to each operation he would inspect his whole aircraft with a fine tooth comb, to ensure that every instrument and electrical device was functioning in perfect order. He will be missed.

26/2/44

Weather: Cloudy with rain turning to snow later. Visibility moderate but poor in snow.
No operations were scheduled for this date and aircrews enjoyed a standown, in order that they might rest up after the work of the last two nights. Weather was poor for any local flying, and consequently no flying of any type and description was carried out.
Canada could not have sent better "AMBASSADORS of Moral Fibre Rebuilders" than those comprising the cast of the all-Canadian revue "Blackouts", which.ran for several performances on this station. It" was a snappy show filled with fast flowing wit, gorgeous costumes and lively dances which captivated the enthusiastic interest of all Canadians on the Squadron. More that just another good show, it carried with it a message of what Canadian shows, and Canuck humour, used to be like before its sons were scattered over the length and breadth of the universe. As the months turn into years away from Canadian shores, the memories of the olden days are hidden in obscurity, while realities of the present are met and faced, and "Blackouts" certainly helped to revive all those memories. What Canadians need in England, are more Canadian travelling entertainment units, of a similar quality.

27/2/44

Weather: Cloudy with snow and later snow showers. Visibility moderate and very poor in snow.
The snow curtailed all local flying and no operations were scheduled for this date. This weather is the closest we have come to a Canadian winter for some time, when a solid blanket of snow covered the whole camp and runways.

28/2/44

Weather: Clear and sunshine, with a few scattered clouds and slight wind.
Fourteen aircraft were this date detailed for an operation on enemy territory, which included amongst the crews W/C R.S. TURNBULL, AFC, DPM, who was to take with him the Station Commander, G/C J.G. BRYANS, as second pilot. By night fall the weather began closing in and prior to take-off time the operation was cancelled.

29/2/44

Weathers Continued clear with sunshine. Visibility excellent.
Again operations were not called for, but crews were out as an intensive flying training program, consisting of H2S tests, air test, local practice and familiarisation flights, cross country and a variety of other requisites in the training line. They certainly took advantage of the ideal flying conditions.