My thanks to Cliff and all who wished me a Happy Birthday, yesterday. Does this mean I am "The Oldest Member" of this thread? Fredjhh
TO Petet 2385
Have you been aboard the re-built Halifax in the Yorkshire Air Museum at Elvington? I strongly recommend a booked visit to go on board. A guided tour of four will explain everything, and they even have the sound effects of take off, etc. I told the engineer in charge that the only thing missing was the smell, - a mixture of Elsan fluid, oils, cordite fumes and others difficult to name. He promised to work on that!
Tiny orange lights were in the Navigators, Bomb Aimers and Wireless
compartments, which could all be blacked out with curtains. Torches were not issued but I had a "Waterproof" torch which I acquired from Coastal Command in 1942. Pilot and F/E worked entirely by the luminous dials and by knowing exactly where each switch or knob was. Fifty-five years later the the Elvington engineer tested me blindfold, and the only mistake I made was on the position of the Landing Light switch. BUT the Elvington cockpit was for a Mk 111 and I only flew Mk 11. - the switch had been repositioned.
Flasks, night flying rations in steel boxes, pigeons, and navigation equipment were shared among the crew. The Wireless operator was responsible for collecting the pigeon. The Locker room was next to the Parachute Section and, when we collected parachutes, we could also plug in and test headphones, mikes and the oxygen flow before boarding the crew bus, which dropped us at dispersals.
We exchange greetings with "the owners," who let us fly their 'plane, and dumped parachutes, etc. inside the rear door.
The pilot and F/E walked round for the usual inspection, then went on board for the internal check, starting by removing the rudder locks. In the cock-pit the ground staff Sergeant, usually a Fitter 1, A & E, would have removed the control column lock when he did his earlier engine tests. The crew stowed 'chutes, checked in to the pilot to say all was well, then the pilot switched on oxygen to 10,000 feet and each crew point was checked - a little kicker on each flow meter showed oxygen was being delivered.
Then we started the engines, ran them up and checked mag drop, rotated the turrets and closed down. The Fitter would then hand the Form 700 to the pilot to sign in column 14 and so transfer the responsibility to the pilot. Then we all got out so the smokers could have a final cigarette, and others could relief themselves. There was an AM order prohibiting the practice of urinating on the port wheel (or the tail wheel) - it caused problems with the metal!
During this time the Wing Commander or the Night Flying Officer would drive by each aircraft to ask if all was well and wish good luck.
Shortly after that a Green Very Flare would be fired from the Watch Office and, within minutes, the airfield would erupt as engines were started up, then "Chocks away" and the slow crawl round the perimeter track to take off point.
There was usually a small group of well wishers standing by the caravan to wave us off.
We turned onto the runway in turn, the rear gunner called "No aircraft on the approach," the ACP flashed a Green Aldis and we were away.
There are dozens of books which describe operations far better than I could, but an Elvington on board tour will give you the best impression.
My flying ended in 1943, courtesy of an 88mm shell. 1944/45 brought more aircraft on target and lynchings by the Germans on aircrew who baled out. Fredjhh.