420 Squadron (PT) RCAF

"Snowy Owls": City of London

Motto: "We fight to the end"

(Click on the above image to see enlarged images of the group)

Battle Honours:

English Channel and North Sea 1942-44, Baltic 1942, Fortress Europe 1942-44, France and Germany 1944-45, Biscay Ports 1942-44, Berlin 1944, Ruhr 1942-45, Normandy 1944, Rhine, Biscay 1942-43, Sicily 1943, Italy 1943.

Squadron History:

In December 1941, 420 Squadron was formed in 5 Group at Waddington airbase four miles south of Lincoln. The first CO of the squadron was J. Collier who was followed by WC D.A.R. Bradshaw on April 30, 1942. The squadron flew the Handley Page Hampden Mark I from January 1942 to the first week of August of that year. The squadron then moved to the nearly completed airfield just north of the village of Skipton-on-Swale, 7 miles west of Thirsk, where it converted to the Vickers Wellington Mark III and became part of 4 Group. When it became operational it flew from Leeming airbase.

Prior to the formation of the Canadian 6 Group on January 1, 1943, the squadron moved to Middleton St. George, 6 miles east of Darlington, in mid October, 1942. On April 12, 1943 CO Bradshaw was replaced by W.D. McIntosh, DFC.

In May, 1943 the squadron, along with 424 and 425 squadrons, was deployed to North Africa to become 331 Wing of RAF 205 Group. On May 16 most of the squadron personnel boarded a ship in Liverpool and nine days later arrived in Algiers. Two days later it was transported to Boufarik, Algeria. Then on June 16, the squadron was moved to Pavillier, Kairouan area, Tunisia. The squadron's twenty Wellington Mark x's were flown from England to Africa on June 1. On route to Africa two Wellingtons were shot down over the Bay of Biscay by German fighters. The squadron flew its first operational mission on June 26 as part of 331 Wing of 205 Group RAF. From Pavillier, it actively took part in the campaign against Sicily and Italy. On September 29 it moved to Hani/East. The squadron's final operational sorties occurred on October 8. It left for Algiers by train on October 18, arriving three days later. On October 26 the squadron was loaded on the SS Samaria which sailed for Liverpool the following day.

The SS Samaria arrived in Liverpool on November 6, 1943. The squadron disembarked and was transported to Dalton airbase. On November 9 the London Ontario Air Force Wives Association asked if they could adopt the squadron. Their request was gratefully accepted and a cable to Mrs. Pidgeon was sent to that effect. So the squadron became informally known as the "City of London Sqadron."

From Dalton it was moved to Tholthorpe, 12 miles northwest of York, on December 12, 1943. At Tholthorpe the squadron converted to the Handley Page Halifax Mark III. The squadron remained at Tholthorpe until the end of the war. McIntosh was replaced as CO by G. A. McKenna on April 6, 1944. McKenna, in turn, was replaced by G.J. Edwards on October 24, 1944. W.G. Phelan DFC took over as CO on November 25, 1944. The last CO the squadron had during World War II was F.S. McCarthy who succeeded Phelan on January 30 1945. The last bombs dropped by the squadron's Halifaxes occurred on April 18, 1945.

The squadron then began converting to the Avro Lanacaster Mark X in mid April, 1945 but hostilites in Europe ended prior to the squadron becoming operational on the Lancaster. The squadron aircrews flew their Lancasters to Debert, Nova Scotia. Those personnel not transported by the air were sent to Canada by ship. 420 Squadron ended its mission in England on June 14, 1945. At Debert the squadron prepared to be a part of Tiger Force for attacks on Japan, but Japan surrendered before the squadron became operational in the Pacific Theatre.

420 Squadron Statistics (based on Middlebrook and Everitt, 1990 and squadron logs):

420 squadron was one of the first three squadrons formed during World War II that were to be Canadian. 408 Vancouver Squadron was formed seven months earlier on April 23, 1941 in 4 Group and 419 Moose Squadron was formed on December 15, 1941 in 3 Group just four days prior to 420 Squadron's formation.

The squadron flew a total of 3,479 sorties while completing 314 missions as part of Bomber Command during World War II flying over Europe. The majority, 79% (247), of these were bombing missions. Mine laying accounted for 18% (47) and the remaining missions were related to leaflet dropping (eight missions) and weather reconnaissance (two missions). It also participated in a number of channel searches for downed aircraft. The squadron had the fourth highest number of sorties of all RCAF squadrons flying over Europe. Only 405, 408 and 419 squadrons had higher numbers of sorties. Its loss rate of 1.7% (60 planes) was the lowest of these squadrons and was the fourth lowest of all 6 Group squadrons in Europe. Additionally, from May to November 1943 it, with 424 and 425 Squadrons, was part of 331 Wing, RAF 205 Group stationed in North Africa. Here 420 Squadron was involved in 65 bombing missions and completed 641 sorties plus seven (eleven sorties) nickelling missions against Sicily and Italy. In North Africa it had eight losses, two of which occurred over the Bay of Biscay during the squadon's transit from England to North Africa prior to it becoming operational.

During the period it was flying Hampdens it flew 44 bombing and 37 mine laying missions as well as eight nickelling and one weather recconisance mission for a total of 535 sorties. During this phase it incurred 19 losses (3.6%). Flying Wellington Marks III's and Mark X's in the European and Mediterraean theaters the squadron was engaged in 108 bombing missions, 20 minelaying missions, seven nickelling and a single weather reconnaissance mision for a total of 1119 sorties. It lost 22 (2%) planes while flying Wellingtons on operations. The majority, 60% (2477), of the sorties flown during the war by the squadron was while they were flying Halifax Mark III's. These were all bombing missions over Europe from February 15, 1944 to April 22, 1945. During this period only 1%, 25 bombers, were lost.

Dedication:

These web pages are my small tribute in memory of my father, Bert Parker, who passed away in 2009, and the men and women of 420 Squadron with whom he served..... in particular, to Frederick "Freddie" Way, Floyd "Skip" Rutledge, and Don "Squeak" Hatfield who remained in contact with my father all their lives, and to all the veterans of World War II.

Being of a generation which has never experienced an armed conflict on the scale of World War II it is difficult for me to comprehend the emotional toll it must have taken on people. At present with Canadian troops in Afghanistan, a single loss is mourned by the nation. I can not imagine what it would be like to cope with 10 or more bombers being lost night after night with 60 or 70 crew members. Not to mention the losses in the other services. This must have taken a heavy emotional toll on the squadrons involved, the communities back home and the nation as a whole, and of course the immediate families and friends. Their sacrifice must not be forgotten.

The Naton Lancaster Society Air Museum website provides a Bomber Command online searchable memorial for those air crew who lost their lives serving in RCAF 6 Group.

Bert Parker War Service:

As World War II began Canada was just coming out of the debilitating depression of the 1930's. Saskatchewan, too, was just beginning to recover from the effects of low agricultural prices and poverty-level farm incomes it had experienced for over a decade. Many Canadians were looking for adventure and employment after the depression left a generation just coming of age without much hope for the future. Volunteering for the forces offered many young men and women a chance to finally get a paying job and an opportunity to see something new and have an adventure. Patriotism for "King and Country" were low on most people's lists. And most considered the "other guy" would be killed.

In this atmosphere my father, Bert Parker, enlisted in the RCAF in August 1941. On September 12, 1941 he arrived at St. Thomas, Ontario to begin training as bomber mechanic.

St. Thomas Photos:

Upon completing his training and embarkation leave he arrived in Halifax on March 26, 1942. He was shipped overseas on the M/S Batory, leaving port on May 3, 1942. On May 11, 1942 the ship docked in Scotland. He arrived at 420 squadron, based at Waddington, on June 11, 1942. He served with 420 Squadron A-Flight in England and North Africa as a "fitter" until being discharged in September 1945. He became a Corporal in December 1943. By then he was looking after four "kites" of A-Flight. In 1945 he was Mentioned In Despatches in the King's New Year's Honours list for distinguished service.

After being discharged from the Air Force in 1945, Bert returned to the family farm near Quill Lake, SK. He married Margaret (nee Oatway) in 1947. They lived on the farm until 2005.

Preamble:

In the associated web pages I relate the information I have accumulated over a number of years of reading books related to the subject and conversations with my father to the readers who share my interest in this squadron. I hope this provides an interesting link between the daily life of a squadron and an overall view of the events 420 Squadron participated in. As you can see, this is a work in progress with almost daily additions and updates. I appreciate the readers' patience as I fill in the information for each period of the squadron's war history when I have free time. I suspect some readers will be grateful to read something about the squadron of which their relatives were a part of. And, to the "critics in the crowd," I accept your corrections of my mistakes and will deal with the suggested revisions when I can.

The creation of 6 Group on January 1, 1943 and the subsequent Canadianization of its squadrons (three existing, 408, 419 and 420, and five newly created) was not a smooth process. Postings to and from the initial squadrons to increase Canadian content left squadrons understaffed and without the experience and expertise needed in the trades and aircrews. Plus there was a lack of qualified RCAF officers who had relevant flying experience and who would garner respect from the air men. The relatively rapid increase in the number of squadrons in the Group (14 by January 1945) only aggravated and prolonged the problem. As a result, for quite some time 6 Group squadrons were best to be avoided if air crews wanted to survive. It took many months for the organization of the squadrons to gain some stability in personnel, trade expertise, standardize the aircraft (mainly the Halifax Mark III and Lancaster X by January 1945), and establish its own identity. Once this happened 6 Group soon lost its reputation as being a "chop" group and became a group to which aircrews wanted to be assigned.

An RCAF bomber squadron during World War II typically consisted of two flights; A-Flight and B-Flight plus a maintenance flight of extra planes that would be rotated into operations as needed or as servicing was completed. Each plane was assigned a letter, A-Flight (A through M) and B-Flight (N through Z), that was used to identify it. Each flight consisted of about eight planes depending on losses and those "off" for inspection and repairs. However, if an all out effort was called for as many as twenty-two bombers could be readied and sent off. A contingent of ground crew of various trades would be responsible for the maintenance and arming of about four planes. A "sprog" aircrew on ops would be assigned whatever bomber was available for that particular night. As an aircrew survived and got a number of ops "under their belt" they would be assigned a bomber to fly almost exclusively when they were on ops. At this point a close working relationship would often develop between plane, aircrew, and ground crew. Such was the case with Freddie Way and my father, which turned into a life long friendship.

Bomber squadrons were essentially a small town of ground crew and air crew that made it possible to fly the fourteen or so bombers on operations night after night. For example, when the squadron was at Skipton-on-Swale its planes were flown out of Leeming air base. For seven Wellingtons to be prepared for ops 95 ground crew were needed along with the 40 aircrew. The lowly erks, which my father was one, toiled on the planes in the grime, mud, rain and snow, cold or heat all day (as many pictures in my father's collection attest to.) dealing with pilot issues, "low boost", test flights, "superior" officers, live bombs, poor pay, often extremely poor accommodations and the like. I suspect all ground crew in the squadrons wanted to fly but because of limited education or physical problems they were unable to become part of a flight crew so they did the next best thing. So theirs was not the dangers of search lights, flak and night fighters but the unglamorous dangers of spinning props, hi octane fuel, hand-smashing tools, fusing bombs, and live ammo.

After daily inspection, test flights, and more inspections the "700 log" was signed and the aircraft were handed over to pilots often still "wet behind the ears". As dusk closed in the erks' cherished planes (After all, the aircrews just "borrowed" the aircraft, the ground crews "owned" the aircraft!) were started engine by engine. This was a hectic time for fitters as a plane that had all engines running perfectly in the afternoon would have one that refused to start due to heavy handed pilots or gremlins. (February 15,1944: Ops to-night after a heavy day's work. Changed several plugs on D and it got off OK. Sent six off from "A" flight.) Once everything was running smoothly the planes would taxi out of dispersal and marshal at the end of the runway. Then, in turn, they would take off into the night's lengthening black abyss. Ground crews would catch short naps or worked as they waited for their aircraft and crew to return in the early morning hours. If lucky their aircraft would return unharmed and only require general maintenance.

Often, however, there would be "snags" with the "kite"(s) that would have to be frantically repaired in order for an air crew to test fly the plane and then prepare it for that night's ops. It was always hoped that these were minor "snags" and easily fixed. Regularly bombs would hang up over the target and could not be jettisoned. Then all the skill of the now exhausted pilot would be called upon to gently land, an often damaged plane, and not cause the bomb to dislodge. If the bomb did fall out there was a good chance it and much of the air craft would go up in an horrific explosion and fire often killing many of the crew. If the landing was successful the armourers would have the ticklish job of getting the bomb out of the bomb bay. Often the bomb would just be resting on the closed bay doors waiting to drop out when they were opened.

Worse still the "kite" would come back damaged by flak or a night fighter's shells with holes through wings, fuselage and flesh, or not come back at all. Then there would be the waiting and checking with other bases to determine if the crew had diverted away from base. All too often no more information would be available and the crew would be simply, coldly, reported as "missing." (May 1, 1944: Lost Ed in "J" last night. The only kite lost of 6 Group and it was his last trip too. War is hell in so many ways. Ops on again to tonight and I am on. ) Then the aircrew's kit and personal belongings would be gathered together by the padre and the inevitable notification and letter would be written and sent to the next of kin. Often it would be some time before the squadron would be able to confirm if any aircrew survived crashes on enemy territory and were either POW's or working their way through the underground in an attempt to escape to England (January 27, 1945: Squadron advised that RAF1336195 Sgt Bethell, P.E., who had gone missing on the night of March 15, 1944 is considered presumed dead.)

Reading the squadron log it becomes apparent that preparations for ops were "all out effort" by all the men and women of the squadron. If not slated for ops, air crews were lectured on the latest flying tactics, enemy tactics and new equipment or in flight training practicing procedures and drills. Air gunners spent hours shooting clay pigeons to improve their aim. Training flights of all types were made to improve pilot skills and hone the navigator's abilities. Bombing practice and "bulls eye's" (mock attacks over English cities) were regularly carried out as was fighter practice. The air crews survivability depended on; their skill and training, their ability to work as a unit, the ground crew's expertise and, of course, luck. The ground crews worked almost nonstop tinkering with engines trying to get the last pound of boost out of engines or cleaning guns and running the belts. A person can understand why, with all this effort on top of the uncertainty of survival of the aircrews, that when not on ops or on leave the servicemen needed to "blow off a little steam" at the local village pub or Bettys Bar in York.

Regularly the aircraft were prepared for ops with full fuel loads and bomb loads, air crews briefed and "psyched up" waiting for take off only to have the ops scrubbed at the last moment by bad weather enveloping the base, forecast storms on the planned route to the target, cloud forecast over the target, or, by what seemed to be, the whims of the upper echelons of Bomber Command. It must have been frustrating for all of the airmen. As the war progressed the use of pathfinders with their target indicators and as navigation aids, such as Gee, Oboe and H2S, equipped more planes accurate navigation and bombing even through 10/10's cloud was possible. Although as it can been seen from the various reports even these aids did not guarantee a successful raid.

I am always surprised by the lack of information on 420 squadron. It is usually mentioned only in passing with no details other than "420 Squadron" in the dry academic discussion of the politics and detached history of the war and Bomber Command, or, the biographical or autobiographical books of the adventures of particular flight crews of other squadrons. I have so far only found two references that focus on the squadron. Sainty (1988) deals with the Hampden period and McKay (1989), who completed a tour as a pilot with the squadron in 1944. The squadron had an interesting history during World War II that included a stint in North Africa. This was shared by only two other RCAF squadrons, 424 Squadron and 425 Squadron.

420 Squadron was always late converting to new planes. This may be why it has received so little attention. The squadron initially flew the essentially obsolete Hampden Mark I while other squadrons were converting to the Lancaster or were flying Halifaxes, Stirlings and Wellingtons. In fact, 420 was one of the last two squadrons, along with 408 Squadron, to quit flying the Hampden operationally. Similarly, it was late in converting to Halifaxes and Lancasters. The latter it never flew on ops in World War II. The squadron seemed to epitomise "Bomber" Harris's feeling when RCAF 6 Group was formed that the RAF should not give "these people ... the best of our equipment." He appeared to view the formation of 6 Group as purely political to appease the colonial masses in Canada. He was likely right too. In some ways, these delays might have been a benefit as the squadron did not have to survive the "operational testing" of new planes being rushed into production with flaws i.e. the initial marks of Halifaxes that were considered by many to be under-powered killers until the rudders were changed and the Merlin engines were discarded for Bristol Hercules which turned the Halifax B III into a bomber some would say almost equal to contemporary Lancaster marks.

The squadron's conversion to the Halifax B III from Wellington X's was very thorough, almost two months. The conversion for pilots included ground school as well as a number of dual and solo flying hours. At the same time the ground crews were learning how to service the aircraft. This probably improved the servicibility and reduced the number of initial crashes occurring in 420 Squadron compared to other squadrons. Squadrons flying the Mark II or Mark V were essentially just given the Mark III to fly with very little time for conversion. In some cases the pilots were just given a check list of changes and sent on their way. This resulted in a period of reduced servicibility and "prangs".

420 Squadron was involved in two major activities, dropping bombs and mining coastal waters. Bomber Command had a number of bombs in its main arsenal. There were general purpose bombs of sizes from 250 lbs to 2000 lbs. "Cookies", that were made from a thin metal canister filled with explosive, weighed in at 4,000, 8,000 or 12,000 lbs. The latter were one or two 4,000 lb cookies connected together. Incendiaries, fire starting bombs, were mostly of the 4 or 30 lb variety, some of phosphorus, that were packed in containers. When the container fell from the bomber it would break apart releasing its "bomblets". Many of the incendiaries and general purpose bombs had delayed fuses that would explode hours or even weeks after they were dropped (Dunmore and Carter 1992).

There were also special purpose bombs used by modified Lancasters such as the spinning/bouncing "dambuster" and the huge 22,000 lb Grand Slam and the 12000 "tallboy" which were used to destroy hardened submarine pens, deep bunkers and tunnels. All were designed by Sir Barnes N. Wallis who also was the genius behind the geodesic design of the Wellington.

As well as dropping bombs 420 Squadron was heavily involved with aerial minelaying, also known as "gardening", along the European coast line and even in some major inland waterways. This technique proved very successful in damaging German shipping as well as involving many men and resources needed to continuously sweep for mines. 6 Group, according to Dunmore and Carte (1992), was the premier mining group in Bomber Command. Aerial mining involved precision flying from a "fix" to a specified locale where the mine would be dropped. The mines weighed from 1000 to just under 1900 lbs. Early versions had to be dropped from a very low altitude and at a specific speed or they would explode or be damaged when they contacted the water. Later mine designs enabled the bombers to fly much higher. The mines dropped would lay on the bottom until detonated by a ship's propellor sound or metal hull. The mines were battery operated so they had a limited life expectancy. "Gardening parties" were not milk runs. Flak from shore batteries or mobile flak ships and prowling night fighters protected the German coastal waters and caused many losses. Other dangers were the weather and flying into the black sea due to faulty instruments and/or weather.

Misc directives etc from the Squadron Records:

The following were mixed among the records for the Hampden period.

Regarding Gunners (Paraphrased some what from the original.):

The ability to use the proper amount of muscular effort should be developed in training and will be a great asset for the gunners working in the confined spaces of the the turret. "Sound lungs" are required and should be enhanced by physical activity such as swimming and cross country running. Breathing excercises should be practiced so they will be used when under strain. "Temperance in the use of nicotine" shall be practiced by all air crews and "temperance in other directions." Excessive drinking of alcohol especially through "treating", "apart from it being against the King's Regulations", must be kept in check. Choose your drinks as you choose your food. It is important to get enough sleep. There is no place for the "bleary-eyed". Team games are good for the development of crew morale. Gunner,s training in the last war were usually the duties of the pilot. Now with air crews and turrets the air gunner's responsibility is greater. Requirements for a gunner include excellent mechanical understanding of guns. And they should be able to readily fix stoppages. Dismantling and assembly of the guns should be practiced until it can be performed blind folded.

Navigator/Bomb Aimer Crew Cards:

A: Action Immediately Detailed For Operation.

1. Check aircraft

2. See that aircraft is fitted with the following: Drift Sight, Computors (Height, air speed and bomb sight), C.S.C, bomb sight, air speed scale for bombs to be carried, vertical camera if required, smoke floats and sea markers, quadrantal error card, dinghy.

3. Check personnal flying kit.

4. Check headphones and microphone.

5. Check harmonization of gunsights.

6. Check first aid kit.

7. See food supply is arranged.

8. Check oxygen supply.

9. Clear pockets of all personal and other documents.

10. Find out time required in morning and arrange call accordingly.

B: Information required.

1. Aim of flight including probable duration and period away from base.

2. Obtain starting times from Crew Room Board.

3. Flight Plan.

4. Meteorological Report.

5. Tactical methods to be employed: Formation and air to air signals for; cruising, attack and defence.

6. Method of selection and release of bombs.

7. Details of other members in the formation ie formation and section leaders and plane letters.

8. Details of actions to be taken if separated from formation.

9. Details of free bombing area.

10. Details of own forces.

11. Signal information: movement serial indicator, ID signal procedure, colours of the day, letters of the day and challenge letter, code word.

12. Situation and letter of home lighthouse and station beacon.

13. GMT

Notes on anti-submarine bombing:

1. The bombs should be released in stick method.

2. This method provides the best chance of success if the bombs are spaced well and the attack is made as soon as the submarine is spotted so that it has not had a chance to dive deep.

3. From past experience it appears the submarines keep a look out for planes and rarely have any been caught on the surface. Most often only the wake of the periscope or the submerging submarine is seen. Some oil may also appear where the submarine has submerged.

4. Guide to pilot:

a: On diving after about 30 seconds the surface bubbles are usually about 450 feet from the stern of the submerged submarine.

b: Oil on the surface is likely from a leak or intentional.

~~~~~~~~~~~~~~

Misc. Planes and Jet Photos

England Group Photos:

Papers and Maps:

King & Queen Visit to Linton on Ouse:

Bibliography and Resources:

The main reference for these pages is the RCAF Squadron Record Logs for 420 Squadron from the Library and Archives Canada/C12293 and C12294, which provide a daily report of the squadron's activities. Often these are very detailed documents related to weather, important visitors, postings and activities as well as the expected details of operations. Unfortunately some of these records are illegible, likely due to the number of carbon copies that had to be typed, the typists and the microfilm copying process. And, some are even hand written to make things worse! Not to mention that the records on the many feet/meters of microfilm are not in chronological order.

In the associated web pages I summarize the squadron log, while trying to keep the tone of the entry, and supplement some of the entries with information from other sources, in particular Middlebrook and Everitt (1990) is quite good for the European theater and Richard Koval's excellent web site on 6 Group Bomber Command. Entries summarized from the actual bomb crew debriefings are indicated in brown bold italic. Entries taken from my father's diary (January 1, 1944 to June 1945) are indicated in blue bold italics. Supplemental information from various sources and my comments are in green bold italics. I have also included the aircraft losses for the particular missions as documented in Middlebrook and Everitt (1990) and Dunmore and Carter (1991) respectively in bold (BC-#; 6 Group-#) at the end of each applicable entry.

All the images, scans of paper clippings and other materials are from my father's collection or original, except the squadron badge or as otherwise noted.

Adkin, F.J. 1983. From the Ground Up: A History of R.A.F. Ground Crew. Airlife Publishing, Shrewbury, England.

Barker, R. 1967. The Thousand Plan: The story of the first thousand bomber raid on Cologne. Pan Books, London.

Baumbach, W. 1960. The Life and Death of the Luftwaffe: Germany's "Lost Victories" of the Air. Translated by F. Holt.Ballintine Books, New York.

Brickhill, P. 1954. Reach For The Sky: The story of Douglas Bader, CBE, DSO, DFC. William Collins Sons and Co. Ltd. England.

Brickhill, P. 1971. The Dam Busters. Pan Books, London.

Brown, D. 1996. Aerodromes in North Yorshire and Wartime Memories. David Brown, Stockton-on-Tees, England.

Caidin, M. 1962. The Night Hamburg Died. Ballintine Books, New York.

de la Ferte, Sir P.J. 1961. The Forgotten Ones: The Story of the Ground Crews. Hutchinson

Dunmore, S and W. Carter W. 1991. Reap the Whirlwind: The untold story of 6 Group, Canada's bomber force of World War II. McClelland and Stewart Inc. Toronto.

Garbett, M. and B. Goulding. 1992. Lancaster. Promotional Reprint Co. for Bookmart Limited, Enderby, UK.

Gibson, G. VC, DSO, DFC. 1946. Enemy Coast Ahead. Michael Joseph Limited, Great Britain.

Chappell, F.R. 1992. Wellington Wings: An RAF Intelligence Officer in the Western Desert. Crecy Books Ltd.

Galland, A. 1968. The First and the Last: The rise and fall of the Luftwaffe: 1939-1945. Ballantine Books. New York.

Gunston, B. 1988. The Illustrated Directory of Fighting Aircraft of World War II. Salamander Books, London.

Halifax 57 Rescue Canada

Harvey, J.D. 1982. Boys, Bombs, and Brussels Sprouts: One man's irreverent account of flying for Canada with Bomber Command. McClelland and Stewart Limited, Canada.

Hillary, R. 1942. The Last Enemy. Macmillan London Ltd, London, England.

Jones, R.V. 1980. Most Secret War: British Intelligence 1939-1945. Coronet Books, London.

Koval, R. 6 Group Bomber Command (This is an excellent resource for RCAF 6 Group.)

Lake, J. 1999. Halifax Squadrons of World War 2. Osprey Publishing, Oxford, England.

Lihou, M. G. 2007. Out of the Italian Night: Wellington Bomber Operations 1944-45. Pen and Sword Aviation, Barnsley, England.

Long, P.R. 150 Squadron Royal Air Force

McKay, R. 1989. One of the Many. General Store Publishing House Inc, Burnstown, Ontario, Canada.

Middlebrook, M and C. Everitt.1990. The Bomber Command War Diaries, An Operational Reference Book: 1939-1945. Penguin Books Canada, Toronto, Canada.

Moore, C. 1995. Lancaster Valour: The Valour and The Truth. Compaid Graphics, Warrington, England.

Naton Lancaster Society Air Museum

Peden, M., QC, DFC. 1979. A Thousand Shall Fall. Canada Wing, Stittsville.

Rapier, B.J. and C. Bowyer.1994. Halifax, Wellington. Promotional Reprint Co. for Bookmart Limited, Enderby, UK.

Read, S. 2008. The Killing Skies: RAF Bomber Command at War. Spellmount Limited, Chalford Stroud, UK.

Rivaz, R.C. DFC. 2003. Tail Gunner. Sutton Publishing, Stroud, England.

Sainty, P. J. 1988. "Zig-Zag"- The Hampdens of 420 (RCAF) Squadron. P.J. Sainty, Derby, England. And pers. comm.

Acknowledgements:

Readers are beginning to provide supplemental information to the 420 web pages and I wish to thank the following for their contributions: R. Butson, C. Davies, J. Everitt, H. Fluxgold, K. Gibson, N. Guild, R. Koval, R. Leslie, B. May, D. Murry, G. Poirie, E.H. Pollock, P. Sainty, J. Trost and J. Waghorn.

Glossary of terms:

ag- Air gunner

armourers- Ground crew in charge of loading the guns and bombs and cleaning the guns.

ba- bomb aimer

burton- Killed in action

CO- Commanding Officer

cookie- A large bomb of 4,000 to 12,000 bombs of explosives

DFC- Distinguished Flying Cross

DFM- Distinguished Flying Medal

D.I.- daily inspection of the aircraft to ensure airworthiness

eng- flight engineer

erks- Ground crew

fitters- ground crew in charge of engines and other mechanical parts

F/Lt- Flight- Lieutenant

flak- Anti-aircraft fire

F/O- Flying Officer

Fresher- New air crew

F/Sgt- Flight-Sergeant

gardening- Mining operation

GP- general purpose bomb

kite- bomber aircraft

muag- mid upper gunner

nav- navigator

nickeling- Leaflet drop operation

nickels- propaganda leaflets

ops- operational sortie against the enemy

OTU- Operational Training Unit

P/O- Pilot Officer

POW- Prisoner Of War

prang- aircraft crash

R&I- repair and inspection

riggers- ground crew in charge of fuel and airframe

SBC- small bomb container. This was a reuseable container that held small bombs ie 4 pound or 8 pound bombs.

S/Ldr- Squadron Leader

Sgt- Sergeant

scrubbed- cancelled. Usually refers to ops

sprog- new/rookie/fresher, usually referred to a new air crew

TI- target indicator flares released by Path Finders to indicate the target for the bombers.

u/s- unservicable, not working

U/T- under training crew. New crews to the squadron undergoing final training flights prior to first operational flights.

vegetables- shipping mines dropped by a bomber

WC- Wing-Commander

W/O Warrant Officer

wop- wireless operator