Remarkable Journeys of the Second World War

A Collection of Untold Stories

Victoria Panton Bacon

• Publisher: The History Press
• Year: 2020
• Print ISBN: 9780750994866
• eBook ISBN: 9780750995900
• Topic: History
• Subtopic: World War II
• Index: History

Those who lived through the Second World War have many stories of bravery, sadness, horror, doubt and longing. Inspired by conversations with veterans following the publication of her grandfather's wartime memoir, Victoria Panton Bacon has gathered a moving collection of their experiences. Their recollections tell of a different time and reveal the courage, actions and sentiments of those whose wartime experiences changed the course of history; stories of ordinary people who lived under the long shadows cast by the war and whose young lives were changed irrevocably. Though many tales are sad, describing being sent into war and the loss of friends and family, there are also stories of joy and love found in the darkest of times. For them, war, the ultimate leveller, threw them into remarkable times, whether they were a merchant seaman, army officer, pilot, young Jewish girl, code breaker or Home Guard recruit. From one extraordinary story to the next, Remarkable Journeys of the Second World War immerses the reader in the lives of real people who lived through conflict.

1

NAVIGATION BY THE STARS – JOHN OTTEWELL

John was a navigator on Lancaster bombers. Here, he tells about the complexity of navigation, and of some of the humanitarian operations he took part in.

John Alan Ottewell, c. 1944. This shows Dad ‘ready for action’. (Chris Ottewell)

Lancaster Crew, 1944. (Chris Ottewell)

John Ottewell wanted to fly for as long as he could remember. One of his earliest memories was of being caught jumping off his parents’ porch roof, holding an umbrella to use as a parachute. Upon learning this, I conjured up an image of a slightly naughty, gung-ho young boy doing something rather unadvisable. Landing in the uncomfortable heap that he did after his exploit with the umbrella could have put him off flying for good – but it didn’t. That ‘flight’ might have been reckless, but he learned what it was like to be up high, look down and – fleetingly – be in the air rather than on the ground. It took courage to jump off that roof and, in spite of the pain of landing, his determination to be an airman was not diminished.

It was this enthusiasm that led him – and thousands like him – to the recruiting office of the Royal Air Force. John’s memories made me think about how these young men must have felt as they signed up to be part of the Second World War. How nervous they must have been, but excited too – lives suddenly full of purpose and meaning, knowing that they were doing this for their country, and for the king.

‘Pathfinder Crew’ is a genuine period shot taken by an unknown person using Dad’s Kodak camera. (Chris Ottewell)

Suddenly, in uniform, from what I have gleaned from the veterans to whom I have spoken for this book, upon joining their unit – be it army, RAF or navy – new recruits were so proud that the risks and dangers that war presented were secondary to the thrill of being accepted as part of the team. It was an enormous team, all with the same aim – at all costs, to win the war. I have to think at this point, though, of those they left behind. As they marched forward, those who remained could only stand still and wait. Every day as the war progressed, new recruits were nervously waved off to begin their journey by mothers, fathers, grandparents, brothers, sisters, cousins, friends and lovers.

Those left behind stood tall with pride, but it almost hurts as I write this to think of the fear of loss that their hearts must have also been pierced with. Of course, we can be certain of nothing, such is human nature, but war creates a level of vulnerability that is hard perhaps to comprehend, unless we have been there. It creates a situation where life can be snatched away at any moment, and every day when it isn’t, is a gift. This is true, of course, for all of us, all of the time, but the consciousness of that must be heightened in war. The vulnerability felt by those fighting and those who remain behind can create inner strength that may be empowering, but at the same time, such vulnerability could be overwhelming if one allowed a fear of dying to prevail.

The occasion when John met his tail gunner in January 2018 (appropriately, he really was called Charlie!) for the first time since 1945. (Chris Ottewell)

Flying Officer John Ottewell began his basic training with the RAF after signing up when he reached the minimum age of 18. Once into his training the painful reality of war soon hit him, hard. Two bombs fell dangerously close to him, wreaking the carnage the enemy had planned for them. It happened while he was doing physical training on a beach at Babbacombe in Devon, on 30 May in 1943. While drilling, he and his fellow trainees – around twenty young men – suddenly heard a roaring noise. They looked out towards the direction of the sound and saw a German FW (Focke Wulf) 190 fighter aircraft flying low towards them, so as to be under the radar. Within moments it had dropped both of the bombs it was carrying.

John as a cheeky 6-year-old (approx.). (Chris Ottewell)

The first bomb, said John, tore through the top of the hotel where they were billeted. It went from ‘front to back’, he recalled, causing a lot of damage and destroying the personal kit he had just been issued. This same bomb eventually went through the house behind the hotel and was dealt with by bomb-disposal experts.

It was the second bomb, however, that resulted in the havoc and suffering. It took the lives of thirty people that afternoon – twenty-six of them children. It landed on a village hall in nearby St Marychurch, while Sunday school was taking place. It was ‘terrible’, said John. ‘It all happened in a matter of moments. We heard the bomb and it was soon followed by clouds of paper floating down, onto the beach.’ These were the pages of hymn books, John said, ironically revealing words of praise, forgiveness and courage. John and his comrades went as soon as they could to the scene of the devastation.

Words from the Gospel of Matthew are inscribed on the memorial stone that has been erected near the site of the bombing, to remember those who died, ‘Blessed are the pure in heart, for they shall see God [Matthew 5.8]’. I hope their suffering was short and their last few moments peaceful. It is those who are left behind who subsequently suffer the most.

John Ottewell’s description of what happened that day was very vivid. Since our conversation, an image has been imprinted in my mind of a group of young men on a beach, on a warm sunny day, quietly marching and enjoying the camaraderie – the reality of war still far away. Then suddenly, their peace was shattered. In an instant they were vulnerable, the war had become real. Drilling, marching, teamwork skills – what they were learning probably took on a whole new meaning. There was sudden reasoning behind the orders they were under pressure to obey, and a sense of urgency would, I think, have gripped them. A realisation that the job for which they were being trained was the most important in the world. Lives depended upon their diligence, dedication and – most of all – success. Witnessing the hideous killing and maiming of human beings – particularly those so young, with their lives ahead of them – was not something that could be tolerated.

The Babbacombe bombing took place in May 1943, almost seventy-five years before John Ottewell spoke to me about it. The years may have dulled the initial shock of what he witnessed, but the sadness has clearly remained with him. It was quite exhausting for him to describe this to me. Indeed, it was draining for me even to take it in.

This was the beginning of the Second World War for John Ottewell. It was important that he told me this – and it is why it matters for veterans to tell us their memories because there are, tragically, many accounts such as this; a huge number of significant life-changing battles and happenings that have gone virtually unrecorded, and if not spoken of, are forgotten.

However, after moving on from the sadness of Babbacombe, John lifted the mood with much talk about his job in the war, that of being a navigator on the mighty Lancaster bomber. It was with justifiable pride that he described the skills required and the instruments used. For his abilities and recorded successes, he is the recipient of not only a Distinguished Flying Medal (DFM), but also a Légion d’honneur.

Again, John’s words put pictures in my head. Throughout this part of our conversation I felt almost transported to the cockpit of the Lancaster, sitting, slightly squashed, maps askew, on a stool facing buttons, levers and knobs on a panel displaying numbers and needle gauges which were swinging from left to right. It would have been a cockpit choked with courage, conscientiousness and responsibility. Each and every sortie they undertook was a perilous operation. One of a seven-man crew, John was seated in the cockpit behind the pilot – he was the guide, while the pilot was the driver. The others, with equally important roles to play, were in their hands.

After training, John Ottewell joined 115 Squadron, a main-force Lancaster squadron, which took him to such places as Normandy and the Ruhr. During the Second World War, 115 Squadron’s base moved five times, but always remained in East Anglia.

John was particularly friendly with the rear gunner, their own ‘Tail End Charlie’, who was appropriately called Charlie (Sargeant), and the mid-upper gunner, also called Charlie (Shepherd.) When not on operations, John and ‘the Charlies’ would often cycle to the nearest town for a break and to recharge their batteries. Sometimes they would have a flutter in a betting shop, and in 1944 this resulted in them nicknaming their own Lancaster ‘Tehran’ after successfully betting that a horse of that name would win the famous St Leger horse race, which to this day still takes place annually in Doncaster. Such was his fondness for the Lancaster and crew that, at the time, John made a model of it, decorating it with the names of the crew.

Respect for aeroplanes was a common thread, I discovered, through my conversations with all the RAF veterans. Perhaps for them to feel their plane was the safest, strongest and most robust was a wonderful thing – a sort of emotional security blanket. John Ottewell was clearly very thankful that he had been able to go through the war in a Lancaster – it was probably the aircraft that most RAF trainees ultimately hoped they would fly in and many of them did because it was the RAF’s principal heavy bomber, at least during the latter half of the war. It was also one of the largest aircraft. Powered by four engines that drove four sets of propellers, it was capable of flying even if two of its engines were lost, and its size and durability meant it carried the largest bombs – some weighing up to 12,000lb (5,400kg) – in addition to other, smaller incendiaries.

John’s pride in being in a Lancaster crew was matched by my grandfather, Alastair Panton who flew Bristol Blenheims at the beginning of the war. Even though Alastair’s battle days were cut short with his capture by the Germans in July 1940 after crash-landing his aircraft, he nonetheless had a deep respect for it. He wrote, ‘The affection and trust I had developed for my Blenheim under normal conditions became wondering admiration throughout the six week campaign of the Battle of France.’ Such affection was matched by Colin Bell, who piloted the ‘Wooden Wonder’ – a de Havilland Mosquito – fifty times over Germany, evading many determined attacks of the enemy (Colin’s story is in Chapter 7).

Having survived his first tour of duty, during which he was awarded the Distinguished Flying Medal (DFM), John Ottewell and most of his crew volunteered to go directly on to a second tour, this time in the elite Pathfinder Force. They joined 7 Squadron, and he was promoted from the position of Flight Sergeant to Flying Officer.

Pathfinders were tasked with the responsibility of dropping coloured makers on targets for the following main-force bombers, indicating where they should drop their bombs if the targets were obscured by cloud. They did this by releasing flares which ignited and burned under parachutes as they slowly descended from about 1,000ft above the clouds. The main bomber aircraft then used these as an aiming point, correcting for wind and altitude, in order to try and hit a target they couldn’t see.

The Pathfinders’ job was to drop the flares as accurately as possible, and in all raids there would have been a ‘Master Bomber’ whose job it was to keep an eye on the markers (which might drift quite rapidly in the wind) and call for new markers as required, while informing the main-force bombers which markers to use and which to ignore. It was a technique called ‘Wanganui’ – it was very difficult, particularly in the wind. John knew that misplaced flares would have led to misplaced bombs, and misplaced bombs could lead to civilian lives destroyed. They did their best, but of course the scene was already set. This was war.

So, to navigation. There is no doubt, and John certainly did not pretend otherwise, that the task of guiding huge aircraft from A to B, often in darkness, in skies busy with the enemy, was extremely challenging. Even with the introduction of radar, which arrived in the early part of the war, intense levels of concentration and attention to detail were continually required.

Accuracy was essential in the meeting of objectives on the first occasion as failure could not only result in the loss of civilian life but also, for John and his crew, in having to return to the same target to finish the job. John explained to me how, without today’s radio aids and GPS systems, navigators had to rely on their charts, two watches, their compass and a sextant to navigate across the dark skies of Europe to find a target that might well be camouflaged or disguised by the use of a ‘clever’ dummy target nearby. But, said John, ‘German decoy flares and markers never quite matched those dropped by the Allies’ red, green and orange markers.’

He explained to me:

The sextant was very similar to the type that sailors have used for centuries; but because aircraft move much faster than ships it was difficult to take an accurate star altitude, by that I mean taking an angle with the horizon. It had a bubble like a spirit level, and a little clockwork mechanism which gave an average of six shots, resulting in the altitude appearing on the counter, and a hook on the top that hung in a dome.

John told me that ‘later versions had a more complicated averaging mechanism’.

From the way John described the sextant, it was clearly an ingenious and essential piece of kit, but not at all easy to use, and I wasn’t surprised when he said that sometimes it felt that he was only able to navigate and find his way at all by the stars. How much easier it must have been when the sky was clear. John said that even though they did have good maps, often they simply did not know with any degree of accuracy where anywhere was and, ‘sometimes’, he told me with a twinkle in his eye, ‘the instruction was to fly somewhere, with even the starting point not well mapped. Tricky! Not something we can appreciate today with so many ridiculously easy to use sat nav kits.’

Seated in front of the radio operator, John was one of the Lancaster’s crew of seven. The bomb aimer sat at the front of the plane, in its nose, the pilot and flight engineer sat behind and just above him. Behind them were the navigator and radio operator and towards the middle and back of the plane were the mid-upper and rear gunners. Teamwork was paramount – each had a vital role to play to keep the others safe. They were all able to talk to each other through their communication kit, able to quickly alert each other to potential dangers. And in a Lancaster, John said, at least they could feel relatively safe, because of the altitude and speed at which she could fly.

With a wingspan of 102ft (31m) and equipped with four 1,280 horsepower Merlin engines, she was comparatively fast for a heavy bomber, but with a cruising speed of 180 knots could not outrun an enemy fighter. The crew relied on their well-trained gunners to alert them to enemy fighters and instruct the pilot to take the appropriate evasive action. ‘Corkscrew port skipper – now!’ might be the instruction that wo...

Table of contents

• Cover
• Title
• Copyright
• Contents
• Endorsements
• Foreword by Elizabeth Halls
• Foreword by Lieutenant General James Bashall
• Preface
• 1 Navigation by the Stars – John Ottewell
• 2 Land of Hope and Glory – Bill Carter
• 3 Patient Endurance – Pat Rorke
• 4 Aft the Poop Deck – Douglas Huke
• 5 Dripping Tap – Fred Hooker
• 6 The Weighing of the Dice – Piers de Bernière-Smart
• 7 Confetti – Colin Bell
• 8 Creativity is Good for the Soul – Mady Gerrard
• 9 ‘Thet Luk Loike a Gret Ol’ Pig!’ – Peter Blackburn
• 10 Rabbit’s Locker – Wally Newby
• 11 Circle of Uncertainty – Dr Noble Frankland
• 12 Prisoner of War – Five Short Stories by Alastair Panton’, aka ‘Adrian Blair’
• Epilogue
• Bibliography
• Acknowledgements