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RAF Peplow was also called Childs Ercall, it was situated in Shropshire.
In early 1945 the site was taken over by the Fleet Air Arm and renamed HMS Godwit.
Squadrons stationed at RAF Peplow / HMS Godwit
- No.83 Operational Training Unit. July 1943 to Oct 1944
- 758 Squadron. Fleet Air Arm.
I am a retired RAF Officer living in the Evesham area researching histories of war time RAF losses from personnel in this area. At the moment I am interested in any information on the fatal accident to ACW Joan Mary Lord on the 1st of October 1943 who was stationed at RAF Peplow Any information treated in confidence
In July 1943 I was posted to RAF Peplow and left in October 1944. I was the supervisor of the telephone exchange in the Ops Block and had another corporal, two LAC's and three WAAF operators. For the first few months we had charge all private calls from the Officers' and Sergeants' Messes but later, when D-Day started, this was stopped. The CO was Squadron Leader East, he was a gem and a father figure. When he was posted, a dozen of us, RAF and WAAF in the signals section met him and his wife in a local pub for a farewell drink. This was to show him how much we had enjoyed serving with him. It was an evening of mixed feelings and I would guess, was not at all usual. Unfortunately I have no pictures as photography was not encouraged.Sometimes there were nickel raids over France, often dropping leaflets. I was fortunate to attend a talk given by the CFI, a Wing/Co Pathfinder who told of a raid on Hamburg when on the way back the navigator's table was blown away causing him some discomfort at the back of his neck. On reaching his base he was diverted because of fog and later he had to abort. His gunner broke his ankle on landing and his own parachute did not open at first but he managed to claw it open and landed safely. This was all related in a most matter of fact way.
The social life was very good, with the opportunity to attend a concert by Barbirolli with the Halle Orchestra in Shrewsbury and good bus services to Wellington and Market Drayton, which were also within cycling distance. There were the usual section dances, and naturally I think the Signals were the best, for which I did the advertising posters. We also had a cycle race round the airfield perimeter, this took some effort on heavy service bicycles, but was good practice for making the 23.59pm deadline after a night out, but not so good after a session in a far flung hut!
Sometimes on a winter's night one of the airmen from the billet would go to the cookhouse when night flying suppers were being served and would scrounge a few slices of bread. We had a stove in the middle of the hut and the smell of toasted bread still lingers with me today and takes me back to those days when our appetites were in a constant state of readiness! When there was an egg for breakfast one could always rely on someone to shout the good news, then it was a case of getting to the cookhouse on time and often decided whether breakfast was worth the effort. One night, coming from the cookhouse there was a police blockade and I was 'unfortunate' not to have a rear light on my bicycle, this was not unusual on service cycles. I was fined ten shillings which was a lot of money in those days and this was on a road which ran through the camp!
When the Navy was about to take over the airfiled, or at least share it, we occasionally had sailors on the bus from Wellington. The Navy was not always accepted with a spirit of cameraderie but this was mostly a case of inter-service rivalry. I shared a carraige with a sailor for the journey to London on leave. For the last hour he most generously offered me some of his rum. I must say, he was able to drink it with no apparent effect but we were both in good 'spirits' when we arrived in London and considerably warmer!
In October 1944 I was due to be posted again. I saw the Medical Officer who, when I saluted him and was about to take off my cap, said to me 'You are fit, aren't you?', I said 'Yes'. He said 'Good luck then'. That was it and I was off to Burma.
George Reeves
I have happy memories of RAF Peplow because my husband and I met there. I was posted there in 1943, as a driver, it was an Operational Training Unit - Wellington bombers. The crews were wonderful gallant young men who would later go on to Lancaster bombers and probably be killed. Having said that, I remember it as a very light -hearted station - living out in the wilds we had to make our own amusements. My future husband David Akester arrived at Peplow having been a flight engineer on Lancaster bombers stationed at 617 Squadron, Scampton. He was grounded because of severe ear trouble. He wanted to start a jazz band so that we could have some dancing and live entertainment, he apparently took his double bass everywhere - except on raids of course! I was 'discovered' in the MT Section and became the band's pianist. So apart from driving the aircrew bus and other driving duties I would then be on night duty driving the 3 ton lorry with the band and all their instruments to other stations set in the wilds - perform and then drive back! My husband and I married in 1945 -I have the happiest memories of the Shropshire countryside and we have called all our homes "Peplow".
Joan Akester
RAF of Allestree, Derby I was an instructor on Wellingtons at Peplow from 16.8.1943 - 30.10.44. lt was one of only two aerodromes in the UK (out of 600 at the end of the war) which had three runways intersecting at a near central point in the middle of the airfield. I well remember an occasion, catching the last train and walking back from the station to the Camp through the grounds of Peplow Hall. This was rather hazardous in the dark as the cows had a habit of lying down in the pathway. The crew bus into the town of Wellington was always popular in the evenings and our aircrew bicycles were a godsend. A favourite trip was through a small wood at the eastern end of the airfield to a pub which consisted of a trestle table with 1 keg of beer, 1 jug and a few glasses in the front parlour of an agricultural labourer's cottage. I also remember visiting the farm of Mr and Mrs Derbyshire who had two eligible daughters!
D.F.Bateman
I was posted to RAF Peplow in 1944 where I was crewed up to fly in Wellington aircraft as a bomber crew. We were here to complete an operational training course prior to joining a squadron. Our crew were; Sgt. (later Pilot Officer) Ken Buchanan, New Zealand pilot. Sgt. W. Harper, navigator. Sgt E. ?, bomb aimer Flight Sgt.Maclean, New Zealand wireless operator. Sgt. J. Vincent, mid-upper gunner. and myself as rear gunner. I remember the airfield and the roads being a hive of activity with airmen and WAAFs cycling to and fro, the whole place buzzing with life and the sun always shining! Pike Cottage was in the middle of it all and I was friendly with the two girls who lived there. The cottage was opposite the Officers Mess. Cycling trips to Market Drayton and the countryside were very popular. Two of us cycled to a school south west of the airfield where the residents and the schoolmaster were setting the classroom up for some sort of function. We were invited into the schoolmaster's house and he entertained us by playing the violin. I remember my mate and myself dating two local girls and meeting them on a footbridge about 600 yards west of the airfield. Their mother came with them on the first date just to check us over (how times have changed!).
Geoffrey Withers
My memories of Peplow are somewhat blurred but I think it was quite an isolated place. I was the only Englishman in an all Canadian crew, I flew as a Wireless Operator/ Air Gunner in a total of 30 flights from June 3 - July 14 1944 and my pilot's name was Flying Officer Daymond. R.D. Barnes
I was stationed at Peplow from Autumn 1943 to January 1945 in the P3 Operational Training Unit then the 23 Heavy Glider Conversion Unit. Most of my time was spent maintaining Link Trainers and AML. Jim Wheeler
I completed my operational training unit course at 83 OTU RAF Peplow and fortunately had a happy time there. I started flying there as an air gunner on Wellingtons. 2 September 1943 (as per my log book) my crew was: Pilot Officer Inkson Flying Officer Taylor DFM Sgt Price Flying Officer Reddy but I finally crewed up with G.T. Hammond as my pilot. My last flight at Peplow was on 17 October Q- Queenie to Laval on a leaflet raid operation, my log book was signed by O.C. 'A' Flight Squadron Leader Vincent G. Ga??? (cant make out the signature!)
My reminiscences I am afriad are rather general, such as nights out in Market Drayton, Hanley and Newcastle in the Potteries. The pilot Gilbert Hammond married Gladys Baker (whom he met whilst at Peplow) at St Marks Church, Gt Wyrley (I still have the invitation).
Jeff Gascoigne
I arrived at RAF Peplow with the first batch of WAAF MT drivers in 1943 and was there until 1945. My stay at Peplow was very happy especially as I met my future husband there, Phil Clark an RAF fitter armourer.On a Sunday morning I used to drive the Stores boys down to Peplow railway station to load up with stores. The Station master and his wife Richard and Rhoda Williams would be at church and I would cook their dinner, which would be ready to eat on their return. In the evening I often cycled to the Station house to listen to Albert Sandlers Half Hour on the radio. They were very nice people and there was always a cup of tea for me when I got off the train at Peplow after leave or a forty eight hour pass. There was always a van or some sort of transport to pick us up and take us back to Camp. I used to drive anything from Staff cars to 5Ocwt lorries or coaches, left or right hand drive. My jobs were varied, including taking Officers to meetings etc. at Group Headquarters and taking the Armament Officer out to crashes.
Gas Course, Rollaston, Salisbury 10 Feb 1944. Nora Beeby , back row 7th from left
After we married in January 1945 we lived at Cold Hatton and cycled to the camp at 7am. Phil was then posted to Northern Ireland and I was posted to Manby, Lincolnshire. I finally joined Phil at Bishops Court, Nl.Names that I remember - Rita Robinson, Joan Smith, Sgt Guthrie, Cpl.Tanner, Kath Pedley (Ginger) and in the Stores Sgt.Thomson.
Nora Clark
I was stationed at Hinstock and moved to RAF Peplow which the Fleet Air Arm took over in about February 1945. I can remember at one time being quartered in one of Hinstock Hall stables with four other chaps. The manger was still in place but it was very comfortable, there was even a wash basin, which was almost civilised! The only local pub I can remember visiting was the Four Crosses at Hinstock. We had few means of transport except bicycles but recreational transport was supplied occasionally to visit the cinema at RAF Tern Hill and they in turn visited ours when we had occupied Peplow. An interesting outcome of these visits to Tern Hill was that we unofficially found their low flying area boundaries and we could then indulge in an exhilarating change from instrument flying. This could be only carried out after we had been equipped with the same Harvard aircraft as Tern Hill so we would not be noticed!!
Sometimes, if we were free, we would walk to our nearest bus stop on a Saturday afternoon or Sunday and take a trip into nearby Market Drayton. The local private Butters coach company at Childs Ercall ran daily to Wellington and their evening service was well used. The return journey after the cinemas and pubs closed was quite unforgettable, no one was ever left behind, so you can imagine what it was like, a gallon into a pint pot not a quart! I remember four of us going up the Wrekin one weekend and managing to get a welcome cup of tea at the cafe there. I don't think it was really open but whoever was there kindly obliged. Mostly we stayed in the Mess in the evenings as flying instructing was quite tiring and we had night flying as well.
My wife was a WREN aircraft mechanic at Hinstock and Peplow. The saying was that we, the pilots, broke them (the aircraft) and they mended them. When we were both off duty on a Saturday or Sunday we would go to the cinema but always had to leave before the end of the main film to ensure she was back in Quarters on time. These days we watch some of the old films on TV just to see the endings! We were married after my demob in 1946.
After VE Day our flying intensified in preparation for the assault on Japan. We expanded by sending a detached flight to Henstridge and also to Australia, I went to Henstridge.
Peter Sirett
I worked as a civilian electrician at Eaton upon Tern's RAF Peplow, renamed HMS Godwit, after the Fleet Air Arm took over in 1945. I was a member of a gang of electricians looking after the runway lights. We were mostly on call 24 four hours a day, 7 days a week and were responsible for changing the runway lights whilst crews were away flying, when the aircraft came into land you had an optical illusion that they were coming straight at you till at the last moment they turned away, it was not a nice feeling. Another hair-raising job was climbing on top of the hangars to replace the red lamps, the roof used to creak and give as you walked across. All around the airfield there was overhead wiring to feed lights guiding the aircraft onto the runways. Once after a storm some wires dropped onto a barbed wire fence and didn't blow the fuses so unfortunately electrocuted some cows.
Horsa and Hamlicar gliders were used for training, they landed full of troops who then attacked the firing range which was held by the RAF regiment. One day we were amused to see the battle interrupted mid way for tea and cakes ! I can only remember one accident with the gliders. When landing they came in steeply then levelled off to break the speed but this one came in with a long glide hitting the ground hard breaking the wheels off. This turned the glider up into the air and it came back down, and being wood, it crumpled up. It was full of men but luckily no-one was really hurt. The break-down men chopped it up with axes, loaded it onto a 'Queen Mary' (a lorry used for transporting aircraft without their wings on) and took it to the dump at the far end of the airfield. I seem to remember a Wellington crashing in that area and also a Whiley bomber which after being repaired was taken up for a trial flight but when it landed the undercarraige collapsed.
One day we were in the Operations block putting up 10 fluorescent lights onto a solid concrete ceiling, no joke with only hand tools, when they had a mock gas attack. We had not been warned about this and did not have our gas masks with us, it was a kind of tear gas and was a horrible experience. It could be very dangerous too when the gliders were flying, the planes that towed them up released the gliders then were supposed to drop the tow ropes in a designated area but a lot strayed.
We did not realise at the time that these glider men were training for D-Day. The Battle of Britain pilots used to come to Peplow for a rest from operational duty and were used to train the pilots. They certainly liked to enjoy themselves at weekends !
My mate George Gregory married a local girl and they moved in as squatters in the old sergeants mess for a time before moving to Wales. George and myself helped a Naval Officer build a short wheeled base lorry and trailer caravan so he could go home to Australia by land, I never heard if he succeeded.
I also worked on the airfield at Ollerton when it was being built, they had a hard time draining it. They used a big traction engine each side of the airfield with a large drum underneath and towed a mole drainer about the field. This had a large blade with a round piece of steel at the end which cut through the soil, then the water was drained into large manholes and piped away. At Childs Ercall there was a picture house and near the church there were some Nissen huts which were used to house Lithuanian refugees. The WRENs were billetted in Hinstock Hall.
We used to know where the bombers were going each night but were not allowed to talk about it. Some came back with holes in them which were 'repaired' by having material stuck over them and painted with what was called 'dope' which then went stiff. To simulate crashing into the sea one of the hangars had a Wellington up on blocks and the aircrews practiced getting out onto the floor (which represented the sea) and then into a dinghy within a time limit. The rear gunner had a difficult time getting out and you would hear the instructor saying 'sorry you didn't make it, you are sunk, try again' ! There was also a bombing tutor building, it was great, we had a few goes on it but we never hit anything. It was all done by film and when you pressed to release your imaginary bomb it registered on the film.
The Fleet Air Arm marked out one runway to represent an aircraft carrier and a man with two bats brought the aircraft in as if they were out at sea. Quite a few would have ended up in the sea, one plane did crash and the pilot was killed. The WRENs used to repair the radios then take them up in airspeed Oxfords to test them. One day we were in the control tower when an Oxford burst a tyre as it took off, as control talked to the pilot you could hear the WREN crying in the background. The pilot managed to land by tilting the plane to one side and as the punctured wheel touched the ground the plane swung round a bit, but everything was OK.
The first Lockheed Lightening we saw landed at Eaton, it did seem fast compared to other planes but we were not allowed to go near it. During the RAF time an American B15 landed being unable to get back to his base. It was parked in the middle of the airfield and then we found out why, it still had a load of bombs on board ! a special team came and made them safe. There was some amusement that all the American crew went to the Officers Mess not like our own lads who, when they landed, had to go to their respective messes.
There was a mobile unit at the end of the main runway which sent a signal up the centre of the runway, this guided the pilots in to land. At the other end of the runway there was an angle box on the ground with a green glass and a red glass with a little fan in it. This fan passed in front of the light to make it look as if it was flashing on and off. It could be seen from some distance and if the pilot could see the red part he was too low. It was a very modern system in those days.
Now on a lighter note - I can remember an air display, the highlight of which was a Tiger Moth which was parked on the side of the runway. An old lady went over to it, over the tannoy a voice told her to keep away but she ignored this and boarded the plane. After two attempts she took off and flew round rather precariously then made a horrible landing. The RAF Police then went over to have words with her, 'She' then undressed, it was one of the test pilots in drag !
The Navy had an area by the main office with flag poles, called the Quarter Deck I think, here they used to splice the mainbrace - rum issue - I tasted it, strong stuff indeed !
A Ward
In 1943 I was posted to RAF Peplow as a flight mechanic along with several other WAAFs. We assembled in a hangar for roll call with a row of airmen behind us. Standing directly behind me was my future husband Corporal Jim Renshaw, Fitter IIA. It wasn't long before he was getting to know me better by climbing up beside me as I worked on the engine of a Wellington. In summer when there was a lot of flying we all had to work late. In the winter, when there was snow, we swept out the hangars then cleared the runways of snow and were rewarded with a rum ration after. Jim used to tow the gliders on to the runway with a tractor. One day I had to take a message to him and found him in the fields on the airfield perimeter catching rabbits. He had a white ferret which he sent down the burrows and he caught the rabbits in a net as they came out. He used to give the rabbits to his mates to send home or to take on leave. He once parcelled two up and posted them to my parents in Manchester. Jim referred to his billet as 'out on the flights' away from the regular RAF site, things were pretty primitive out there and it was where he kept his ferret. One day I met him with string in his boots instead of laces, I wondered how we were ever going to win the war! We cycled or walked all around the countryside and to the cinema at RAF Tern Hill.
In May 1944 I had to take compassionate leave after receiving a telegram from home to say that my brother, a navigator in Air Transport Command had been killed along with his best friend, a New Zealand airman. Their plane was coming in from Canada and was shot down over Iceland, they were buried at Reykjavic. I cried all the way to Hodnet Station and most of the way home.
Jim asked me to go on a weekend pass with him to meet his parents in Oxford. I set off to meet Jim wearing a pair of grey silk stockings instead of the regulation air-force blue lisle ones but was stopped by the WAAF Sergeant and ordered back to the hut to change them! We became officially engaged that weekend as Jim had managed to buy an engagement ring despite being very hard up on RAF pay. Jim's parents were very nice but also very religeous which we were not. Whilst they were at church on the Sunday we were fooling about and accidently broke a statue of the Virgin Mary which was on a stand in the corner of my bedroom. Her hand fell off so we frantically searched for some glue and stuck it back on. We can't have made a very good job of it as Jim's mother remarked on it and gave us a few stern looks but his father probably smiled to himself - I hoped!
To make amends I thought I would go to church the following Sunday morning, as we could have time off to do so. I went to the Church of The Good Shepherd, now demolished, which was behind the WAAF quarters. Anyone of any denomination could use it. After church I went to late breakfast, which I have never forgotten, it was half a rasher of bacon and half a tomato with bread, of course, lovely! Arriving late back in the hangar I explained that I had been to church which was treated with some scepticism by the airmen, in fact a joke. My feelings were slightly hurt but I went to work with zeal to make up for lost time.
Joan Biggs (nee Thornton) was a flight mechanic in the same hut as me and I was lucky enough to be put in touch with her recently. I remembered her well and between us we recalled other flight mechanics in our hut - 'Darkie' (lovely black hair) Agnes Mulholland, 'Rusty' Thomas, Molly McGeachie, Betty Snee, Sheila Smith, Peggy Hanley, Dorothy 'Fergie' Ferguson, Betty Lomas and May Porter. Joan said there was also a tall blonde girl at the end of the hut under the window we called her the 'Dizzie Blonde' she was always up to mischief - that was me!
After we were posted away from Peplow Jim and I got married. Jim was with me for 55 years - I was very lucky.
Jean Renshaw
As a newly-promoted sergeant, I arrived at Peplow from No 40 Course of No 4 Air Gunners School Morpeth, after completion of 17 hours flying in Ansons. The No 5 Course of 83 O.T.U. in October 1943 began with circuits and landings, with an instructor as captain, the trainee pilot taking command after solo check flights. This was followed by stick bombing and high level practices, making a total of 38 hours day flying on the unit's Wellingtons.
In early December, night flying training began with further circuits and landings followed by cross country flights, air firing, stick bombing, high level bombing and air-to-sea firing. During the month, my crew flew a total of 42 hours night flying and 6 hours day flying. Gunnery exercises brought my total flying time at the O.T.U. to 94 hours by completion of his course in early January 1944.
In common with many wartime O.T.U's Peplow saw a number of flying accidents as newly-matched crews learned unfamiliar techniques. The sight of aircraft burning around the aerodrome became familiar to crews returning from night flights. My own pilot apparantly experienced difficulty in controlling his aircraft on the ground during the early stages of the course, earning the nickname "Bogger" A memorable end came to one night flight when the aircraft left the runway on landing and came to a halt with the nose embedded in soft earth. Fortunately, no-one was injured, but as the rear gunner, I found myself firmly trapped in the turret over 20 feet above ground level! After being urged by spectators to jump, I was eventually rescued by means of a ladder.
During off-duty nights, I was able to go home by either cycling or hitch-hiking some twelve miles to Dawley. A road construction gang which travelled from Bridgnorth to the Peplow area co-operated by offering lifts, their reward being a jug of tea from the Sergeant's Mess each morning. Evenings spent in Market Drayton often ended with scuffles on the returning bus between R.A.F. servicemen and Naval personnel from H.M.S. Godwit, a Fleet Air Arm unit at neighbouring Hinstock.
The O.T.U course was followed by flying training at no 1481 (Bomber) Gunnery Flight, R.A.F. Binbrook, Lincs, during February 1944. From Binbrook, I was was posted to Blyton for crew conversion onto heavy bombers at 57 course, No 1662 Conversion Unit. Here, a flight engineer joined the crews for training on Halifax Mk.1 and Mk2 bombers. The course consisted of circuits and landings, a solo check flight and cross-country exercises during a total of 13 hours day and 14 night flying.
In early April 1944, the final stages of flying training began with posting to No 8 Course of No1 Lancaster finishing school, Hemswell, Lincs where 9 hours day and 3 hours night flying were completed on Lancaster familiarisation, circuits, fighter affiliation exercises and bombing practice. With training completed and a total of 96 hours day and 60 hours night flying logged, our crew joined 625 Squadron R.A.F. Kelstern, Lincs to begin operational duties. Our first "Op" was on May 3rd when Lancaster "Q" took off at 22.30 hours for Mailly-Le-Camps, a 4.5 hour sortie during which a Junkers 88 was sighted and fired on. Two further missions during May were supplemented by training flights. After completing two operations in June, flights over enemy-occupied territory became more frequent, with three missions to targets in France, and raids on Gelsenkirchen, Kiel and Stuttgart in July. However, August proved to be the peak month for operations, nine being completed, with targets including Russelsheim, Kiel and two flights to Stettin, one of which is marked in my log book as "Too damn long" being of 8 hours duration. The operational hours for the month totalled 20 hours day and 37 hours night flying, bringing the total number of missions to 19. September operations reflect Bomber Command's changing task in bombing tactical targets as the allied land forces advanced across the Continent. The targets attacked by day Gilze-Rijen airfield in Holland, Le Harve, and Calais, with one 5- hour night operation to Neuss, Western Germany, a total of six missions. By mid-September, I had left the rear turret and taken up duties as a mid- upper gunner. From October, the pattern of day and night bombing continued until the end of the year. Day targets including Duiserg, Donburg, Fort-Frederick-Hendrick and St. Vith, with night attacks against the German industrial towns of Cologne, Bochum, Freiburg, and Ulm, making a total of 34 operational missions. Our final "op" came on 14th january, 1945, when Lancaster "K" took off at 18.47 hours on an 8.5 hour mission to Meuresburg.
My log-book records:
Total operational time. - 52.45 hours (day) - 121.47 hours (night) Total non operational time. - 25.30 hours (day - 2.15 hours (night)
Total time 625 Sqn - 78.15 hours (day) - 124.12 hours (night) Total 202 hours 27 minutes Certified completion of first tour with 35 sorties.
Despite this total of operations, I made several other special missions which deserve attention. These were not recorded in normal log book entries due to their secret nature. Individual aircrew members would be flown to Newmarket from different units to form a complete Halifax Bomber crew. All were complete strangers to each other, and briefing was conducted in conditions of utmost secrecy. After a final warning that the forthcoming mission should not be discussed by crews on returning to their individual squadrons, all were required to sign a security declaration document. Shortly before take off, two French resistance agents would boad the aircraft. On reaching their destination, the agents would bail out and the aircraft return to Newmarket, where the crew would disperse to their own units.
The extreme danger of these missions may be appreciated if one thinks of the consequences of being captured with such "passengers". In recognition of service beyond the normal order of duty, I was awarded the second highest reward bestowed by the French people - The Croix de Guerre.
A request to stay on flying duties at the end of the tour took me to R.A .F. Acklington for target-towing duties on Vultee Vengeance aircraft of 291 and 288 Squadrons. Between April and August, 1945 a total of 87 hours were flown, towing targets for trainee gunners and Merchant Navy vessels. Flying log entries end on 29th August when a Vengeance of 288 squadron took off at 0940 hours, my final two hour flight as target-tug operator.
The deeds, experiences, tensions and dangers of a wartime Bomber Command tour can be comprehended only by the few young men who survived. With characteristic modesty however, my most poignant memories are being the sound of rain beating against the fuselage, the intense cold and loneliness of the rear turret, the strangely frightening sight of guns, wing tips and propeller blades glowing during electrical storms, of wearing a parachute in the cramped turret in preference to leaving it in its stowage, and the frustration of reaching the target to find the bomb sight unserviceable, a technical fault which resulted in the mission being discounted despite the tremendous dangers encountered.
We had some good times and some bad, I suppose we were just lucky.
William Bates
I have many stories from RAF and WAAF personnel describing their experiences at RAF Peplow airfield situated in the village of Eaton upon Tern. These were collected and typed on a word processor for inclusion in a millennium project for the village. The original letters are buried in a time capsule in the village. I am always interested in more information about this airfield and would welcome any input.
I arrived at RAF Peplow by train in the spring of 1944 straight from an electricians course at RAF Credenhill. The first thing I was issued with was a sit-up and beg bicycle. I was billeted in a Nissen hut on a site with no hot water, this meant you carried your toilet gear together with your knife, fork and spoon plus mug in a side pack with you everywhere.The only hot water available was in a wash house behind the cook house, you washed there before breakfast and in the evening after coming from Dispersal. Laundry was done on site but your stiff separate collars, of which you had two, or more if possible, had to be sent to the Chinese laundry in the nearby town of Wellington for special treatment, they came back stiff and shiny and could worn for several days.
To reach the Dispersal site near Childs Ercall we used our RAF bikes. One chap, an instrument fitter could not ride a bike so must have walked miles unless he was lucky enough to get a lift. The electricians had half a Nissen hut and the instrument fitters the other half. I was matey with an instrument fitter Charlie Davis who came from Birmingham. He had his own bike and every week, on his day off, he would cycle to Birmingham to see his wife. One day Charlie was refilling the oxygen tanks on the Wellingtons. There was a fitting on the outside of the aircraft which was connected to cylinders on a trailer drawn by a tractor. Whilst still connected to the aircraft the NAAFI tea wagon arrived and Charlie, not wanting to miss it, jumped on the tractor and started to move off at a rate of knots until a severe jolt reminded him that he had an aircraft in tow!
Charlie and I used to like dancing and we used to cycle to Newport several times a week, we use to go out through the perimeter wire near Childs Ercall, without a pass of course.
On Dispersal there was an electrician called Alf Banner who like myself came from East Ham, we became great friends. He was a professional stage artist, a song and dance man - a very good tap dancer. He got the job of arranging the camp concerts. I went with him to perform at Donnington Army camp where we were treated like royalty! He later went into the army continuing his stage shows "Stars in Battledress", and finally with his wife appeared in theatres and clubs until his death from a heart attack in his dressing room.
One day a Warrant Officer Pilot came into Dispersal asking if anyone lived in London. He was taking his Wellington to RAF Wing near Leighton Buzzard, from there you could catch a train and be in London in two hours. Just then Alf walked into the hut and I said grab your bag we are going home, he didn't know what had hit him, we ran to the plane which was revving up and climbed the ladder in the nose. We pulled up the ladder, shut the door and were told to stand in the middle of the plane by the astrodome and away we went. When we landed we asked the pilot to sign our passes as we had left Peplow without anyone knowing. Eventually after avoiding awkward questions from Officers as to who we were etc. the pilot told them that our names and numbers had been taken by the Duty Officer at Peplow, which of course they hadn't! In the end bull baffled brains and an officer signed our passes.
We were still in our working uniform, oil stained, black plastic buttons and badges and wellington boots so we had a wash and a shave in the wash house, then washed our boots and pulled our trousers over them. We caught a bus to Aylesbury, boarded a train to London and arrived in East Ham during an air raid. At my home I had a job making my parents hear me banging on the door as they were in the air raid shelter in the back garden.
The following day, after a stroll round East Ham, Alf decided he wanted to see a West End show. So with wellington boots blacked to try and get some sort of shine on them! we headed for the London Palladium to see Tommy Trinder and Zoe Gail in "Best Bib and Tucker". We paid 2/6 to stand at the back of the stalls, looking around us we spotted a young chap, of military age, with his girlfriend in a box overlooking the stage. We, of course, passed comment - like service dodger etc. and then thinking no more about it. Suddenly there was a tap on my shoulder, we think it is the M.P's, but no, it's the chap from the box inviting us to share it. Alf couldn't get there fast enough, there were just four ordinary chairs and he grabbed the one next to the girl leaving the boyfriend and myself to sit behind them. There we sat, dirty uniforms and wellington boots in a box at the London Palladium! It was a great show and I have never sat in a box since.
On arriving back at Peplow our Corporal reprimanded us for leaving without permission as he had wasted time asking where Willis and Banner were only to be told eventually that we had gone off in a Wellington.
Late 1944 I was posted to the satellite station at Sleaford and as far as I can remember we were snowed in most of that winter.
Sid Wills
Back row (L to R)Boris Threadgold (Bomb Aimer), Les Landells (Pilot), Pat Dwyer (Wireless Operator), Fred Dartnell (Rear Gunner). Front Row, Albert 'Bud' Storey (Navigator), George Gregory (Mid Upper Gunner), Eric 'Marty' Martindale (Flight Engineer).
On 6 April 1944, I met our crew on this station. Selection was carried out in a very democratic way. I arrived at Peplow about 9:00 am. I took my kitbag and gear to my allocated Nissan Hut quarters. It was time to eat and I headed for the Sergeants’ Mess. I was sitting by myself at the table eating my food, when I was approached by an English Sergeant Pilot, who was with three other English aircrew. His first words were “Would you like to be in my crew?” Without hesitation, I replied, “I would love to” and that was the beginning of an association, that is now into its 61st year, with six Englishmen, with whom I shared the highs and lows of flying with RAF Bomber Command. The bonding and comradeship of a crew from Bomber Command is something you do not think of initially, but it soon became an essential part of my life as you shared the fears, the dangers, and the highs and lows of such an uncertain lifestyle. Crew members gave each other strength to face up to fear with courage, and the will to stay with your crew to complete a tour of thirty operations in Europe. This experience gave us the strength to face up to the trials and tribulations of life after the R.A.F., and made us much better citizens, who were able to appreciate life.
Pat Dwyer
My first training flight as a Pilot at Peplow was with Flight Sergeant Price (Instructor), Flying Officer Joe Spurr (another Pilot in training) acting as Wireless Operator. We were to do ‘circuits and bumps’ i.e. take off, circle the airfield and land. Pat and our crew were on the tarmac waiting to judge the quality of their new Skipper. I had only spoken to all of them once or twice, as they were undergoing separate instruction in their operational categories. Just imagine they had never flown with me. Then at a few hundred feet, an engine suddenly failed and you can’t control a Wellington bomber on one engine, in that situation. All you can do is to feather the propeller of the other engine. Put the stick forward immediately to prevent stalling. Don’t put the wheels down as there were only fields below and the aircraft would have tipped over on its nose. We all escaped serious injury but the aircraft was in pieces spread over two to three fields. Fortunately, very muddy, therefore it softened the impact, which reduces the chances of fire. Actually there was mud and fuel spraying all over the place. We went through two to three hawthorn hedges, lost at least one engine, part of a wing and the rear turret. So you can imagine the spectators’ reaction. Some thought we had had it, as Wellington bombers, a good aircraft, were still very vulnerable to crashing on landings. (They caught fire fairly easily). Flight Sergeant Price’s alertness and skill helped save all our lives. After 24 hours in Sick Bay, I was asked to fly on ‘circuits and bumps’ again. It was standard practice to see whether or not you could face up to it again.
Joe Spurr and crew were all killed on their leaflet raid to Creil, France (they took off from Peplow O.T.U.) alongside us. He had escaped injury on our ‘circuit and bumps’ flight and then got killed when on his first trip as a Pilot to France, on a so-called ‘safe’ mission. Rather ironic perhaps? Of course, there was no such thing as a safe mission, flying over Europe at that time. Pat again, could not and neither could I, separate the dangers and our feelings between war and peace. Actually Flying Officer Spurr had already completed a tour of bomber operations earlier during the war, as a Navigator but was keen to qualify as a Pilot. A most likeable character, said to be 26/28 years of age and married with two children. We all remember him with absolute respect, but tinged with sadness for him and his family.
We had an engine problem on take-off in our Wellington Bomber, at a speed of 90mph, causing the aircraft to swerve off the runway. I took corrective action, but to no avail. We were then heading straight towards the Main Administration Block. To avoid a head-on collision, I tried to retract the undercarriage, but this did not work. So immediately I applied the left rudder/brake pedal. The aircraft turned to the left away from the buildings, went into a series of ground loops. But fortunately, came to a halt yards away from a deep drainage ditch, which was being repaired. If we had carried on to the left, we would have tipped over on our nose with serious consequences. So again, thank the Lord. As it was, the plane was badly stressed. The CO was not too understanding, he never even said “good show” for avoiding crashing into the Administration Block, which could have resulted in loss of lives and casualties.
My crew were: Navigator: Albert ‘Bud’ Storey of Harrington, Cumbria, Bomb Aimer: Boris Threadgold, of East Mosely, Surrey Wireless Operator: Pat Dwyer from Perth, Australia Rear Gunner: Fred Dartnell from Hainault, Essex Mid Upper Gunner: George Gregory from Laindon, Essex
On 30 July 1944, I was posted from Peplow, to a HCU (heavy conversion unit) at RAF Sandtoft in Yorkshire,to learn how to fly Halifax 4-engined Bombers. Here I asked Eric Martindale ‘Marty’ to join us, making up a full crew. Marty had just survived a very serious crash on a training flight in a Halifax with his original crew. All were killed except Marty, but he still had the will and courage to continue (a very brave young friend and comrade). Although before too long it became evident that his nerves were ‘shot’. But that is another story. He should never have been allowed to fly so soon after seeing all his friends die. So for our final operations we were allocated a reserve Flight Engineer. A long time later we heard that Marty had recovered and flew in the Middle East, still as brave as ever. I still correspond with some of his relatives in Carlisle, Cumbria. (As indeed I do with all the families of those of our crew who have gone to that ‘Eagle's Eyrie in the Sky’ reserved for flyers).
I was then posted to R.A.F. Hemswell, Lincolnshire for conversion to Lancaster Bombers on the 8th September 1944. From there I was posted to R.A.F. Wickenby, 626 Squadron (an operational squadron) on 16 September 1944.
Les Landells
Photographs
List of those who served at RAF Peplow during WW2
- David Akester. Read his story
- LAC Joseph Arblaster. 83 OTU Read his story
- William Bates. rear gunner. 83 OTU Read his story
- Sgt. R.D. Barnes. W/Op air gunner. Read his story FL/Lt D.F.Bateman. Instructor. Read his story
- WAAF Nora Beeby. Mechanical Transport Driver Read her story
- Flying Officer Vernon Bolton. navigator RCAF Read his story
- Sgt. Ken Buchanan. pilot. RNZAF
- Sergeant John Butterfiled. air gunner. Read his story
- Sgt Gerald Callow. air gunner Read his story
- Sergeant James Clarke. wireless operator Read his story
- Phil Clark. fitter armourer Read his story
- Flying Officer Norman Cousins. air bomber. RCAF. Read his story
- Fred Dartnell rear gunner Read his story
- Flying Officer Daymond. pilot. RCAF
- Sergeant Jack Lambe Dove. air gnr. 83 OTU.
- Pat Dwyer. wireless operator RAAFRead his story
- Squadron Leader East
- Sergeant Eric Evans. w/op air gnr. 83 OTU.
- Sgt. van Every
- WAAF Dorothy "Fergie" Ferguson.
- Sergeant Patrick Noel Gent. pilot. 83 OTU.
- Flight Sergeant Thomas Robert Terrence Gooding. nav. 83 OTU.
- Sgt Guthrie
- George Gregory. mid upper gunner Read his story
- G.T. Hammond. pilot. 83 OTU.
- WAAF Peggy Hanley.
- Sgt. W. Harper. navigator
- Flt Lt R Hooper Read his story
- Pilot Officer James Claude Hubble. pilot. 83 OTU
- Pilot Officer Inkson 83 OTU.
- Pilot Officer Ronald Junor. navigator Read his story
- Les Landells. pilot Read his story
- WAAF Betty Lomas
- ACW Joan Mary Lord (d. 1st Oct 1943) Read her story
- WAAF Rita Robinson Read her story
- Flight Sgt. Maclean. wireless operator. RNZAF
- WAAF Molly McGeachie.
- Sergeant James McMurtrie. air gunner. RCAF Read his story
- Sergeant John Eaton Maddocks. air gnr. 83 OTU.
- F/O Erik Frits Karel Michielsen KvV. dutch 83 OTU Sqd (d. 26/08/1944 ) Read his story
- WAAF Agnes "Darkie" Mulholland.
- WAAF Kath "Ginger" Pedley
- WAAF May Porter
- Sergeant John Poston. wireless operator Read his story
- Flight Sergeant Price (Instructor)
- Flying Officer Reddy 83 OTU.
- Corporal George Reeves Read his story
- Corporal Jim Renshaw. fitter Read his story
- WAAF Rita Robinson
- Sergeant Raymond Sander. air gunner. RCAF Read his story
- Instrument Flying Instructor Peter Sirett. 758 Squadron Read his story
- Flying Officer Elwood Smith. pilot RCAF Read his story
- LACW Jean "Blondie" Smith. flight mechanic Read her story
- WAAF Joan Skerratt Smith Read her story
- WAAF Sheila Smith.
- WAAF Betty Snee.
- Joe Spurr. pilot Read his story
- Albert "Bud" Storey. nav Read his story
- Stowell
- Pilot Officer John Sutherin. air bomber Read his story
- Cpl. Tanner
- Flying Officer Taylor DFM 83 OTU.
- WAAF "Rusty" Thomas.
- Sgt.Thomson.
- WAAF Joan Thornton. flight mechanic
- Boris Threadgold. bomb aimer Read his story
- Sgt. J. Vincent. mid-upper gunner
- A Ward. civilian electrician Read his story
- P/O Watson.
- Sgt Jim Wheeler Read his story
- Sid Willis. electrician. Read his story
- Sgt. Geoffrey Withers. rear gunner. Read his story
- W.O. Wally Young. Read his story
- Jeff Gascoigne. air gunner 83 OTU. Read his story
If you have any names to add to this list, or any recollections or photos of those listed, please get in touch.
If you have a story which you would like to share, or a website dedicated to an airfield or aircrew, please get in touch.
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