207 SQUADRON ROYAL AIR FORCE HISTORY
WORLD WAR I
PERSONAL ACCOUNTS
HAROLD PETERSON
For the late Harold Peterson - 'HP' or 'Sauce' to his friends - the
war offered not only excitement but an escape from the drudgery of his
job as a baker's assistant, working up to 12 hours a day for six days a
week after leaving school at the age of 14. By 1916, still only aged 16,
he forged his birth certificate to make himself appear a year older and
volunteered to join the RNAS as a mechanic.
By 1917 he was a Leading Mechanic and acting Gunlayer with 7(N) Sqn at
Coudekerque: 'My main job was ground maintenance, of course, but I
managed to wangle a few actual raids as a gunlayer thanks to my Petty
Officer, who knew how keen I was to fly. Our CO was John Babington, an
Australian, who later became an Air Marshal in the RAF. We rankers
thought him fairly strict on discipline generally, but very efficient
and a fair man.
The first raid I took part in was to bomb plenty of searchlights and
anti-aircraft gunfire around the target as we arrived. I was in the back
fuselage open cockpit with three Lewis guns to attend to - one poked
through a hole in the fuselage floor - so had plenty to do. I also had
some 20 lb bombs with me which I'd been told to throw down when the main
bomb load was dropped, which I did - and thankful to get rid of them, I
might add!
I'd been warned before take-off to be very careful how I used the two
top Lewis machine guns - apparently a previous gunlayer had got too
excited on one raid and nearly shot the aircraft's tail off. Over the
target I only used the floor gun, firing at whatever came into view
below as we swept over the hangars and sheds at something like 200-300ft
height. This was our second run; we'd already dropped our bombs from
much higher on the first run, of course.
'In all, I flew on 12 bombing trips with different crews and was lucky
to get back alive on one or two of these. One raid against Bruges docks
was made despite very bad weather, with heavy rain and squally winds
which soaked me to the skin in my rear cockpit and bumped the big plane
all over the place at times, making me feel distinctly queasy in my
stomach. Over the docks a searchlight found and held us for what seemed
ages and the machine was hit in several places by gunfire, ripping
fabric off the lower wings, which flapped alarmingly on our return
flight. I was scared the wing was going to fall off, but we made the
airfield without any trouble and landed safely. Afterwards the lower
wings had to be changed for new ones - they found both main spars
broken.
I only once occupied the nose gunlayers's cockpit, on my last raid.
Stuck way out in front, I had a marvellous view ahead and made good use
of the paired Lewis guns when we strafed the target at Ghistelles after
our first bombing run. Firing ahead at a downward angle meant that I
could watch my tracers as they tracked across the aerodrome, some
ricocheting upwards again in brilliant long streaks, just like a Guy
Fawkes fireworks display. At our strafing height - probably only 200 ft
or so - I could actually see and hear the German ground gunners firing
at us from various spots around the aerodrome, and when we got back to
Coudekerque I discovered six neat bullet holes in the plywood sides of
my cockpit and a seventh through the right sleeve of my outer flying
suit ... I'd been very lucky that time."
source: Chaz Bowyer: Handley Page Bombers of the First World War
(based on Chaz Bowyer correspondence/interview with Harold Peterson in
1972). Still only 18 when demobilized, Mr Peterson died in February
1974.
LESLIE BLACKING
The late Leslie Blacking was 19 years old when he flew O/400s with 207
Sqn from Ligescourt in 1918. 'I remember this big bomber chiefly for the
heaviness of its controls and the height of its cockpit above the
ground. It had to be flown all the time and it was particularly heavy on
lateral control. When you put bank on it didn't respond at once. When it
did you had to reverse the joystick wheel immediately to take the bank
off, and if you went over 45 degrees you were in trouble. I've actually
had to stand up to exert all my strength to get the 'bus' back on an
even keel.
The Handleys were used for night bombing attacks on strategic targets,
such as railway marshalling yards, and ammunition and fuel dumps, to
help stem the German offensive of 1918. I had done only 10 hours' flying
on O/400s before joining the squadron and had previously flown the
tricycle-undercarriage FE2bs; consequently I found it difficult to judge
height before touch-down. The Observer helped my landing problem by
leaning over the side and yelling, 'Back, back, more - OK!' As we always
switched off the engines and glided in I could hear him quite clearly,
and knew when to pull back on the wheel to get the tail down.
Our grass airfield wasn't very big, but it had a wide valley on two
sides where the River Authic ran, and this helped us to get our heavily
laden planes into the air. The instrument panel was quite simple;
compass, airspeed indicator, bubble, altimeter and clock. There was a
large compass on the floor beside the pilot, who sat on the right. The
counters were outside the cockpit, on the engine nacelles.
We had no armour-plating or parachutes, just fabric and wood around us
and thin duck-boarding under our feet. Our greatest fear was fire in the
air, if we were hit by any of the green 'flaming onions' or white
phosphorus balls which arched up through the darkness from the ground
defences... We could stay airborne for about four and a half hours
normally - if we would stand the cold, for it was intense, despite our
heavy flying gear in that big open cockpit.'
source: Chaz Bowyer: Handley Page Bombers of the First World War.
Leslie Blacking was also the source of the factual material used by
author Humphrey Wynn in his factional account of life on a WWI Bomber
Squadron Darkness Shall Cover Me
WILLIAM WARDROP
William E. ('Bill' or 'Tiny') Wardrop, over 6ft tall, joined the RNAS
in August 1915 and was trained as a gunlayer/mechanic, and eventually
was posted to No 7 Sqn RNAS at Coudekerque in 1917, becoming a gunlayer
in Herbert Brackley's aircrew initially. During the following 16 months
he completed 66 operational sorties and on 1 January, 1919, the London
Gazette announced the award of a DFM to him.
He recalled: 'A normal day on the squadron was similar to the routine
in World War II. Inspections, night flying tests, etc, were carried out
during the early part of the day, but in 1917 we were usually informed
only an hour before take-off of any raids to be carried out that night.
Called to the mapping office and given our orders, we worked out the
routes then went back to the billets, put on flying gear, and off we
would go.
I used to put a silk stocking over my head under my helmet, and
Vaseline over my face. Some of the lads used whale oil. We wore
sheepskin clothing and I always put a pair of silk gloves under the
leather one. One night, however, whilst on a raid, our bombs jammed. So
as to free them more easily I took off my gloves, suffering severe
frostbite as a result. One arm felt as if it had been in a furnace and
was one big blister from wrist to elbow. The MO (Medical officer) gave
me a real ticking off, and as the arm seemed to be getting worse he
lanced it. This seemed to do the trick and after several days it started
to heal.
It was a practice of mine to use the coast as a datum line and take a
bearing from a known landmark. Whenever possible we flew along the
coastline about 10 miles out to sea and in this way dodged many of
Jerry's trouble-spots, for the Belgian ports and key towns were heavily
defended. If our route took us near Holland we also took the opportunity
of crossing into neutral territory, for we preferred the Dutch defences
to those of the Germans! Twice we were attacked by night fighters.
Little damage was done apart from a few holes in the wings; you could
say though that they had the best of the argument. Our biggest danger
came from ground fire, which was heavy at times. When in the bombing run
I would operate five pushes which were connected to five lights in the
pilot's cockpit, two red, one white, two green. By pushing these I could
signal the pilot to turn to port or starboard. The white light signified
'On target'.
During the winter of 1917-18 we flew many sorties, some of which were
roving commissions on which we could choose our own targets, shooting up
trains, searchlights or whatever. One favourite trick was to find a
German aerodrome showing lights, enter the landing pattern with our
navigation lights on, then on the final approach sweep down and drop
bombs on any hangars or buildings to be seen, whilst the gunlayer in the
back added his contribution by shooting up all and sundry with his two
Lewis guns.
Coudekerque was heavily bombed on 5/6 June, 1918, causing a great deal
of damage to buildings, so the following night we repaid the compliment
by heading for the German airfield at St Denis Westrem, near Loos. On
arrival there we found the lights on and an aircraft making a landing
approach. Our first bombs were dropped from 7000ft and immediately all
the lights were turned off. Deciding to stay in the vicinity, we came
down to a lower level and in the end our vigil was rewarded when Very
lights were fired by a circling aircraft, to be answered from the ground
by a signal lamp. For some unknown reason the aircraft dropped a flare,
which illuminated the airfield, and we were able to drop our Cooper
bombs on the hangar. The job completed, we turned for home and all went
well until over the sands at Graveline. I remember looking at the
altimeter, which registered 200 ft, then we crashed. Buried head and
shoulders in the sand and choking for breath, I pulled myself clear and
went to the aid of the pilot, who was mixed up in the wreckage. Our
gunlayer, a chap by the name of Thomas, was seriously injured, was flown
back to England, and I understand he died soon afterwards. The black eye
I sustained in the crash was the only injury I suffered during my entire
war service.
On the night of 16 June [1918] we were back over Bruges again when we
were caught in an intense AA barrage. A propeller and radiator were hit
on the starboard engine and we had to throttle back on the other. Then
we headed for home in what I can only describe as a powered glide. With
the prevailing wind against us we came down lower and lower. Meanwhile
the searchlights held us in their beams whilst Archie gave us a real
roasting. Luckily all of us escaped injury, although our machine (D5401)
eventually crashed in No-Man's Land near Nieuport.
Struggling from the wrecked machine we quickly took cover in a large
shell hole, but were soon approached by soldiers we. took to be Germans.
In one of those accidents of war, opening fire with a Webley, I shot one
of them. They turned out to be Belgians, sent out from their front line
to bring us in! Our luck held again for we were taken prisoner instead
of being shot. During the time we had spent in their dugout our Handley
Page had been ranged by the German guns and had literally been blown to
smithereens.
A sequel to this affair came when we arrived back on the squadron. I
was sent for by the Armament Officer. He was angry and inquired as to
the whereabouts of the five Lewis guns we had on board, reminding me
that it was a court-martial offence to lose one's guns. I replied, 'How
was I expected to bring back five machine guns from No-Man's Land -
stick them up my jumper?' After the war Wardrop pursued a career in the
electrical industry, rising to senior executive status, and in the
1939-45 war became a Company commander in the Home Guard with the rank
of major, and on retirement in 1961 was awarded an MBE to add to his DFM
award.
source: Chaz Bowyer: Handley Page Bombers of the First World War.
CYRIL BOX (Pilot RFC & RAF, 1/19-8/19)
Cyril was the oldest member of 207 Squadron RAF Association and was
delighted to find us via the RAF Museum and join us. He provided an
excellent reminiscence of his time on the Squadron for our 75th
Anniversary Commemorative Supplement. David Dick, (our then President)
visited Cyril and was fascinated by his tales of early flying
techniques. Raymond Glynne-Owen represented the Association at Cyril's
funeral service.
One of Cyril's sons, John, wrote: 'Cyril was born in Leeds and
educated at the Grammar School in Ilkley. He was a keen sportsman and an
average academic.
Following a short spell with the Ilkley Volunteers, he joined the
Royal Flying Corps. After military training he was stationed at No.14
Training Squadron, Tadcaster, where he learned the skills of flying on a
Maurice Farman Shorthorn.
On one flight Cyril landed on the school playing fields at Ilkley
where the aircraft was left in the custody of the local constabulary
whilst Cyril took his instructor home for lunch, before returning to
Tadcaster. The log book entry read 'Engine trouble'!
His first solo flight was on February 25th 1918, after 5h4Omin
instruction, just a few days after friend of his had been killed whilst
on his first solo flight. He was posted to Spitalgate for acrobatic
training on AW90 and BE2e aircraft. At Worthy Down he took courses in
artillery and map reading, logging flights in RESs and AW190s.
At this time volunteers were being sought for bomber training and
Cyril moved to Tern Hill for conversion to Handley Page O/400 bombers
and night flying training. He mastered the arts of night navigation and
bomb dropping at Stonehenge.
22916 2nd Lt C A Box RAF was ordered to collect a Handley Page O/400
from Lympne for delivery to 115 Sqn in France. The Armistice was
imminent. He moved on for a brief spell with 100 Sqn before joining 207
Sqn. There followed several months of patrolling the Rhine and the
French/German border area - his time on 207 has already been described
in the Commemorative Supplement. By the time he left the RAF in August
1919 he had, remarkably, completed 163 hours of accident free flying, of
which 20 were at night.
Cyril stayed with his family in Bristol until 1922 when he joined the
jam and marmalade makers Chivers & Sons of Histon, as their sales
representative for the Yorkshire area. Although having no mechanical
knowledge whatsoever, he was able to transfer his sympathetic touch for
aircraft to a Morris Tourer within half an hour!
In 1930 he married and set up home in Leeds where two sons were born.
In 1936 he moved to the southern Lake District where Cyril worked until
his retirement in 1963. A holiday in Germany in 1939 to see friends with
whom he was billeted in 1919 was finely tuned to end just before war was
declared. He served as a sergeant in the Home Guard, attached to the
Border Regiment.
He was an enthusiastic and able golfer and played at the Silverdale
CC, where he had been both President and Captain, for over 50 years,
finally giving up at the age of 90. He drove a car with the care and
fluidity which he developed whilst flying and was motoring safely up
until the time of his death.
Cyril was the epitome of an English gentleman, with a great love of
his family and a kindly disposition to his fellow man. He had a great
sense of humour, the twinkle in his eye staying with him for 94 years.
He is survived by his wife Ivy and his sons Michael and John.'
Cyril's own account was given in 207 Sqn RAF Association's 75th
Anniversary Commemorative Supplement: 'In 1919 - the year of the flu
epidemic - I joined 207 Squadron in mid-January following service with
115 Sqn in the Independent Air Force and a short period with 100 Sqn. We
were part of the Occupation Forces in Germany after the end of World War
I. Our HQ was in the Casino at Merheim on the outskirts of Cologne. It
was only a short walk to the aerodrome, to which we had to report every
morning for routine duties. The weather was bitterly cold and very
little flying was done by our Handley-Page O/400s.
One day a message came over from Bickendorf that if we had any pilots
who could fly FE2bs, they should report there to ferry some of these
'pusher' machines to St.Omer. I had last flown an FE2b at Stonehenge
during training, but we delivered them safely. We returned to Cologne
from Calais in the "Cologne Express", a converted hospital train which
was very popular with anyone who was going on leave.
On May 10th 1919 we received orders to move to Hangelar Aerodrome a
few miles from Bonn, where we found ourselves in huts and the machines
housed in canvas hangars. This was a big change from Merheim, where I
had been lucky with a very friendly family in a good billet.
The weather was now good for flying and patrols were more frequent,
with the occasional longer flights to St. Inglevert. One day I was sent
up for a height test and reached a ceiling of 11,40Oft, about the limit
for the HP O/400. My last flight was in July 1919 and shortly afterwards
I received my demobilisation papers, ending my time in the RFC and the
RAF.
I could not have finished on a happier note than my eight months with
207 in Germany, which I have always remembered as one of the most
interesting periods of my life. I often recall the five HP O/400s flying
in formation from Merheim to Hangelar. It must have been quite a
spectacle in those far off days, almost 75 years ago'.
source: 207 Squadron RAF Association Newsletters, via Frank Haslam