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DUTIES OF CREW MEMBERS - The pilot was overall captain of the aircraft. Prior to take off he would have gone through a check list of approximately 30 items to ensure that everything was in order. In addition to doing the actual flying, it was his responsibility to see that the plane was in operational readiness, and to see that all crew members had performed their pre-flight duties and were ready to go.
The flight engineer sat alongside the pilot and assisted him in take-offs and landings. He kept careful record of fuel consumption, engine temperature and instrument readings from the control panel during the course of the flight.
The chief duty of the navigator was to get the bomber to the target and back home at the assigned times and on the routes given at briefing. He did this by using special navigational equipment such as GEE, H2S and LOREN to keep us on route. Should equipment fail, then getting a fix from a star or sun shot might get us safely home.
The bomb aimer was a sort of “Jack of all trades”. Map reading and pin pointing to assist the navigator was his responsibility when the weather was clear. His main role, of course, was to drop the bombs accurately on the target. When the navigator advised the pilot to turn onto the bombing run, the bomb aimer then became captain of the aircraft. Poised over the bombsight, he would snap down the appropriate switches to the assigned bombing stations and advise the pilot to “open the bomb doors”. He would then, by a series of instructions such as “Left, left, steady! RIGHT — STEADY — STEADY” guide the pilot over the target. When the target intersected the cross lines on the bombsight and “BOMBS AWAY” was given, it was still necessary to fly absolutely straight and level for another 20 to 25 seconds, to ensure getting a good picture. When the bomb aimer announced “bomb doors closed”, his role of Captain was over. Normally while still in the target area, he would then stand up and man the front turret in readiness for fighter attack. Within a half hour or so, he would then check to see that all bombs had gone, and that there were no “hang ups” (bombs which had not been released). This was known as the “after bombing check”. The bomb aimer would then continue with dropping “window” which tended to foul up the enemy radar, and assisted the navigator with map reading.
The wireless operator who sat in a little booth behind the navigator, received messages from Command with respect to wind velocity, weather conditions and changed plans and passed this information to the pilot and navigator. He could, under special conditions, “transmit”, but primarily his duty was to maintain radio silence, and to see that all incoming messages were received by the plane.
Alerting the pilot and crew of the presence of fighters, flak and unusual situations was the role of the mid-upper and rear gunners. Although not encouraged to initiate attack on fighters, they had to be ready to defend and to give the pilot instructions to best achieve that purpose. Prior to “take-off” on an “op”, crew members were “briefed” or fully informed of the many aspects of the trip. Such things as weather conditions expected, possible opposition, fuel and bomb load to be carried were discussed. Crews listed on the “battle order” got an especially good meal before reporting to the equipment room to draw flying gear, parachute and other paraphernalia. They were then driven to the dispersal area where the plane was parked. Each crew member loaded his stuff aboard, did the necessary “pre flight checks” and awaited the signal to get rolling. Taxiing along the perimeter track and turning on to the main runway and receiving the green light for GO never failed to excite me (or scare me).The feeling as you rose into the air was hard to describe. Fortunately, crew members were usually so busy that there was little time to be afraid.
Landing at base on the return trip could, at times, be hectic but the control tower generally did a good job. Normally one plane would have landed and be turning off the main runway at the same time as another was “touching down”, while a third was entering the “funnel” (still several hundred feet up but on a direct line for the runway). After being picked up by the bus and returning equipment to the crew room, we were normally met by the Padre or Minister, who greeted us with coffee or a shot of rum, which was usually very welcome. Proceeding to “debriefing” we normally met with the Intelligence Officer and senior officers, and gave detailed information as to how the operation had gone. They were interested in target defences, how accurate the bombing had been, and many other details. After debriefing, crews would have another good meal, and perhaps some much needed sleep.

OPERATIONAL LINGO. At this time it would be helpful to become familiar with some of the terms and expressions that were commonplace with respect to squadron life and operations. A 2tour of ops” consisted of 30 completed raids. After a completed tour, crew members would normally be stationed at training bases for about a year performing instructional duties, prior to recrewing for a second tour. “Sprog crew” referred to a crew that was fresh off course, and just beginning their tour of operations.
“Bought the chop” meant that an airman or crew was killed in the process of an “op”.
“Operation scrubbed” meant that a raid was called off, usually at the last minute, primarily due to weather, but sometimes, as in close support of the army, the target may already been taken.
A “virgin target” was a target which had not previously been attacked. Very few of these existed at the time I was on ops.
“Pathfinder force” was composed of outstanding crews having specialised training, flying Lancaster or Mosquito bombers in advance of the main force, whose duty it was to mark or identify the target. This was done in a number of ways. The main “aiming point” might be marked by brilliant red or green target indicators (T.I.’s), burning on the ground. If cloud or smoke should obscure the ground, then sky marking or “Wanganui” might be used. These were flares dropped by parachutes, and could appear as green balls of fire dripping brilliant red stars, or some other colour combinations, as set out in the pre op briefing. Bombers would use these as aiming points as they hung above the clouds, and if they were properly placed, would allow the target on the ground to be hit.
“Dummy markers” dropped miles from the actual target were sometimes used by the enemy to confuse the bomb aimers, but they could not match the brilliance of the R.A.F. markers, and so the gimmick was not generally successful.
To improve the accuracy of the bombing, a “Master Bomber” would circle the target at a much lower level, to be in radio contact with all crews, and advise them orally with such instructions as “Ignore the dummy markers” or “Bomb two seconds later than normal”. Arguments between our Master Bomber and the enemy(on our wave length) and trying to confuse the issue were not uncommon.
“Flak” was the name for shells fired from the ground, designed to hit or explode so close to the bombers that they would be destroyed. Flak could be described as heavy, medium or light. Bursts were brilliant in colour, and puffs of black, orange or yellow smoke would hang in the air for a long time.
“Scarecrows” were often used to demoralise, and had the greatest effect on sprog crews. These shells bursting at the level of the bomber stream were designed to look like a Pathfinder Bomber which had suffered a direct hit and was emanating a variety of brilliant colours as it fell earthward. The most fabulous of peacetime firework displays could not even begin to match the colour and brilliance of a night raid, when enemy defences were prepared.
In the following reports I will indicate certain strategic features of the targets which our crew attacked, but in some cases my own personal feelings, before, during or after the attack will also be indicated.
Perhaps the most traumatic phase of any raid was when the Squadron Commander stood up during the briefing of pilots, navigators and bomb aimers and announced, “Gentlemen, our target for tonight (today) is -----------“ It was either a moment of great consternation or great relief, depending on the target named.

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