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Letter Received
from Alan Peters
Henley-on Thames,
Oxon.
23rd April 1995.
Dear Colin
Thank you for your letter requesting my
version of a "typical days work" at RAY Banff during my time with 248
Squadron. As I was a very young Flight Sergeant Navigator (W), I had my
21st birthday at Banff in September 1944, my memories are somewhat clouded
after more than 50 years ago but here goes.
My pilot (W 0 Compton DFC) and I arrived
at Banff from Portreath in Cornwall, after more than forty operations over
France and the Bay of Biscay, on the 9th of September 1944. As part of the
Squadrons above party we had a somewhat mixed reaction from the Flying
Training Command who were in occupation of the airfield and did not know
in advance of our arrival. After sorting out our Billets (nissen huts) and
Squadron Offices (wooden huts) we settled in and flew an air test on
Mosquito MRK VI "F" on the 12th of September. During this air test we took
the opportunity to familiarise ourselves with the local area. On the
morning of the 13th of September the "May Fly" list for the 14th September
was put up in the Sergeants Mess. As our names were on the list with "F"
we had a quiet night and were awakened at 04.30 am by the "Despatching
Sergeant" (an NCO detailed to make sure that crews due to fly on
operations would report for briefing at the appropriate time). A quick
breakfast of egg and bacon in the Mess and then we caught the crew
transport (a three ton lorry with a canvas top) to the Operations Building
there we checked that our names were on the "Battle Order" which confirmed
which crews were to go on the operation. Briefing followed mainly by the
248 Squadron C/O (W/C Bill Sise). This gave us details of the formation,
in this case 20 Mosquito MRK VI, we were to the right located in the
formation of 3 aircraft to the leader (WIC Sise). Our role was
initially to be anti-flak (using our four 20mm cannon and eight rocket
projectiles) and if time permitted to drop four 5001b bombs. I drew the
appropriate maps and charts (target area Egero-Hombersund) and after
drawing up my flight plan checked my figures with the Squadron Navigators
Leaders (Ray Price - Bill Sise’s navigator). My maps included a Mercutor
Chart (for navigation) and Topographical Maps of Scotland and Norway
(scale 1:500,000) and most useful of all a Norwegian lighthouse chart
showing each individual lighthouse in detail. Further briefing from the
Met Officer (reasonable forecaster) giving low level winds and cloud base
etc. Then the Intelligence Officer spoke of German aircraft known to be in
the area, mainly FW 190’s and the report of the Norwegian crew of 333
Squadron that had just left the Norwegian coast after a pre-dawn
reconnaissance of the target area. They reported enemy shipping including
a large MIV and Trawler type auxiliary. After picking up our evasion
packages (Norwegian currency, local maps, button compasses etc) we set off
to collect our parachutes, dinghies and cameras (hand held 5" by 4"
F24 or Vi .20) and so out to the aircraft at dispersal’s. After stowing
our parachutes, dinghy’s, and navigation bag I checked that I had a list
of all the call signs and radio frequencies, we then clambered aboard and
settled in the Mosquito. It was a typical De Havilland aircraft with very
restricted space for the crews (e.g. Dove, Vampire, Venom and even the
Comet). A green light (verey light) from the Control Tower was the signal
to start the engines. After cockpit checks were complete we taxied out in
turn (radio silence strictly maintained). As we lined up on the runway the
armourers plugged in the rocket projectiles and we were ready to go.
A green light from the aldis lamp of the
runway controller and we were rolling down the runway buffeted by the
slipstream of the proceeding aircraft. After becoming airborne, wheels up
and flaps retracted a gentle left turn to join up with the main formation
at about 1500 feet. A wide circuit and then to the wing waggling of the
leader we set course gradually losing height until by the time we were
abeam Peterhead we levelled out at between 50 and 80 feet above the sea.
This low-level was maintained until we sighted the Norwegian Coast. As
soon as there was room in the main fuel tanks petrol was transferred from
the wing tip drop tanks. This was essential as we intended to drop these
wing tip drop tanks before any attack. Navigation consisted of checking
the wind velocity (usually by drift and wind lanes) and sometimes by
visual reference (usually Fair Isle or the Shetlands). After about two
hours the Norwegian Coast appears as a blur on the horizon. Dawn is
approaching and we identify our landfall, a slight alteration of course
and we start to look for our target ships. Suddenly the R/T bursts into
life - it is the leader.
"Target sighted - drop tanks away" then
"Attack, Attack, Attack". We climb in formation to 1500 feet and turn in
formation and line up for the attack. Our guns open up and the rockets
whoosh away as the tracer bullets begin to concentrate on the target ship
- bombs gone, bomb doors closed and we weave our way through the cotton
wool clouds that are the bursting anti-aircraft shells. The target was a
large Merchant Vessel and its escort of auxiliaries. We claim strikes but
have no idea where our bombs have gone - a few photos as we pull over the
target.
We turn and maintaining maximum boost
head Westwards towards Scotland. About 100 miles West of Norway we reduce
to normal cruising conditions and fly at a comfortable height of 300 - 400
feet. Back at Banff we await our turn to land. Several aircraft have
damage and are given priority to land. Back to the Operations building for
de-briefing. As it was my birthday I am given an extra tot of rum. Then
off for a post-operational meal at the aircrew mess (both Officers and
NCO’s). This time steak and chips and free drinks courtesy of Group
Captain Max Aitken and his wife, then to bed.
I do have a some what tatty copy of an
article on Banff (Daily Express Feb 4th 1945? and if you cannot obtain a
copy from the Daily Express I will try and photo copy it for you. Also a
book called "Mosquito At War" by Chaz Bowyer and published by lan Allan
LTD has several photographs of RAF Banff. I hope to join wartime friends
at the Banff Springs Hotel on May 5/6th for a church service at
Banff on 6th May.
All the best
Alan Peters. (Flight
Sergeant Navigator) |
