BRITTAIN, P/O Miller Gore (J92491) - Distinguished Flying Cross - No.78 Squadron - Award effective 5 July 1945 as per London Gazette dated 20 July 1945 and AFRO 1619/45 dated 19 October 1945. Born 12 November 1912. Home in Saint John, New Brunswick (artist). Served in Non-Permanent Active Militia (2nd Battalion, Saint John Fusiliers), 15 July 1940 to 7 July 1942, including rank as Acting Corporal (4 June 1941) and Camp Quartermaster Sergeant (29 October 1941). Enlisted Moncton, 25 July 1942. To No.5 Manning Depot, 18 October 1942. To No.12 Equipment Depot, 21 January 1943. To No.3 ITS, 8 February 1943; graduated and promoted LAC, 16 April 1943; posted next day to No.11 EFTS. Ceased training and posted to No.5 Manning Depot, 21 May 1943. To No.4 BGS, 15 June 1943; graduated 17 September 1943 and posted next day to No.1 AOS; graduated and promoted Sergeant, 29 October 1943. To “Y” Depot, 12 November 1943. Taken on strength of No.3 PRC, Bournemouth, 23 November 1943. Attached to Whitley Bay, 29 December 1943 to 26 January 1944. To No.10 (Observer) AFU, 22 February 1944. To No.20 OTU, 28 March 1944. To No.41 Base, 23 June 1944. Promoted Flight Sergeant, 29 July 1944. To No.78 Squadron, 16 August 1944. Commissioned 10 November 1944. To RCAF Overseas Headquarters, 23 March 1945. Promoted Flying Officer, 10 May 1945. Attached to No.62 Base, 7 May to 8 June 1945. Became an Official War Artist; see biography including service record in Spring 1978 issue of Journal of the Canadian Aviation Historical Society". Repatriated 4 September 1945. To Composite Training School, Toronto, 12 October 1945 where he and other artists completed official work. Promoted Flight Lieutenant, 1 February 1946. Retired 26 July 1946. Award sent by registered mail 28 June 1949. Died in Saint John, New Brunswick 21 January 1968. No citation other than "completed...numerous operations against the enemy in the course of which [he has] invariably displayed the utmost fortitude, courage and devotion to duty". His pilot was F/O Jack W. Fraser (awarded DFC at the same time) and his navigator was F/O James V. Reynolds (also awarded DFC at same time). Public Records Office Air 2/9083 has recommendation dated 15 March 1945 when he had flown 37 sorties (193 hours three minutes), 23 August 1944 to 23 February 1945. // 25 August 1944 - Watten (2.30) // 1 September 1944 - Lumbres (3.29) // 3 September 1944 - Soesterburg (3.24) // 15 September 1944 - Kiel (6.00) // 17 September 1944 - Boulogne (3.18) // 23 September 1944 - Neuss (5.11) // 25 September 1944 - Calais (3.37) // 26 September 1944 - Calais (3.29) // 6 October 1944 - Gelsenkirchen (4.32) // 7 October 1944 - Cleves (4.40) // 9 October 1944 - Bochum (5.31) // 14 October 1944 - Duisburg (4.30) // 29 October 1944 - Westkapelle (2.58) // 30 October 1944 - Cologne (6.19) // 31 October 1944 - Cologne (4.23) // 2 November 1944 - Dusseldorf (5.43) // 5 November 1944 - Bochum (4.44) // 6 November 1944 - Gelsenkirchen (4.16) // 18 November 1944 - Munster (5.15) // 21 November 1944 - Sterkrade (5.15) // 30 November 1944 - Duisburg (5.18) // 5 December 1944 - Soest (6.11) // 18 December 1944 - Duisburg (6.21) // 26 December 1944 - St.Vith (6.01) // 5 January 1945 - Hanover (5.41) // 6 January 1945 - Hanau (6.46) // 12 January 1945 - GARDENING (5.30) // 16 January 1945 - Magdeburg (6.31) // 1 February 1945 - Mainz (6.24) // 2 February 1945 - Wanne Eickel (5.25) // 3 February 1945 - GARDENING (4.15) // 7 February 1945 - GARDENING (5.57) // 13 February 1945 - Bohlen (8.19) // 14 February 1945 - Chemnitz (7.46) // 17 February 1945 - Wesel (4.46) // 20 February 1945 - Reisholz (6.40) // 23 February 1945 - Essen (5.08) // This officer has now completed his first operational tour consisting of 37 sorties (141 points) involving 193 hours. // He has always shown great keenness for operations and much of the success attained by the very good crew of which he is a member is due to his efficiency as a Bomb Aimer. He has always shown a high degree of courage, skill and initiative in action against the enemy. // For his work on operations and devotion to duty, this officer is strongly recommended for the award of the Distinguished Flying Cross. // NOTE: The Station Commander, G/C J.C. Bird (?), added his own comments on 21 March 1945: // This officer has proved one of the most efficient Bomb Aimers in the squadron. Throughout their tour his crew has maintained an excellent record of accurate attacks on the most heavily defended targets and the work of this Bomb Aimer has been an example to all other crews. // For his excellent record and for his personal example and devotion to duty the award of the Distinguished Flying Cross is most strongly recommended. // Training: Interviewed 8 July 1942 by F/O M.S. Sarty (?) who wrote, “Rusty in mathematics and science. Excellent ability to learn. Personal background good. An artist in civil life, but emotionally stable type. Would display initiative, leadership, coolness, resourcefulness. Excellent observer type. // At No.3 ITS described as follows: “Good appearance, keen, has some difficulty studying due to age but has worked hard. Good material.” He was 92nd in a class of 137. // Course at No.11 EFTS involved 13 hours in Finch aircraft and 4.30 in Link. The Chief Ground Instructor, J.G. Elliott, described him as “Good character, well mannered, cooperative student. Obtained 70 per cent in mid-term exams.” However, the Assistant CFI wrote, “This airman has not reached the necessary standard for solo. Landings are not safe. Recommended for another trade in aircrew.” (F/L W.R. McAllister). Instructors wrote various comments - “Poor circuit - circuit height 1,700 feet on one try. No notion of landing attitude. Swerves on take-off. Good type.” (P/O J. Cowling). // Course at No.4 BGS, 28 June to 17 September 1943. By day he flew in Ansons and Bolingbrokes (24.40 bombing, 16.26 gunnery) and Ansons by night (4.05 bombing). By day he dropped 60 bombs at high level and 12 bombs low level; by night dropped 16 bombs, high level. Gunnery training in Bristol turret with Browning machine guns; fired 300 rounds air-to-ground and 2,900 rounds air-to-air scoring 4.5 percent hits (slightly above course average, which was 4.25). On ground he fired 1,400 rounds on 200-yard range, worked with Bristol, Fraser-Nash and Boulton-Paul turrets, and spent 13 hours on turret manipulation. Ground school subjects were Bombing, written (168/300), Bombing, oral (158/200), Sighting, oral (65/100), sighting, practical (141/200), Aircraft and Ship Recognition (92/100), Signals (100/100). As Air Bomber assessed 369/600, as Air Gunner graded 306/400. “Average student. Fell down on bombing exams. Tried hard.” // Course at No.1 AOS was 20 September to 29 October 1943. Flew in Anson aircraft for navigation training (21.45 day, 15.50 night). Ground courses in Air Navigation, Elements (131/200), Aircraft Recognition (203/250), Signals, Practical (250/250), Reconnaissance (103/150), Photography (132/150). Air work in Air Navigation, Day (222/300), Air Navigation, Night (123/200), Bombing (240/300), Photography (166/200). Character and Leadership assessment was 51/100, unsuitable as instructor. “Lacks push - should develop with operational experience.” (S/L J. Laxdal, 29 October 1943). // Course at No.10 (Observer) AFU was 22 February to 27 March 1944. Flew in Anson aircraft (3.20 day bombing, 13.30 day combined exercises, 11.50 night combined exercises). Dropped twelve bombs at medium altitude. Carried out two night bombing exercises with infra-red - one successful. Assessed in Combined Exercises (four by day, four by night) as follows: “Good average type of mapreader who shows keenness and works hard. Cooperation good.” On 28 March 1944, W/C G.J.L. Read wrote, “This pupil was rather slow in his ground lectures. His air work was very good and with more experience he will become a reasonably good member of a bomber crew.” // Course at No.20 OTU was 28 March to 23 June 1944. All flying in Wellington aircraft. By day he flew 5.15 on local bombing, 2.45 at controls on local flying, 37.15 on five cross-country exercises, 15.15 in Link; by night he flew 4.00 on local bombing, 4.25 at controls on local flying, 33.15 on five cross-country exercises. Completed three gunnery exercises with camera. Numerous bombing exercises. Ground course marks in Bombing Theory (32/50), Drill, Panel Manipulation (104/200), Map Reading (105/200), Photography (32/50), Signals (34/50); Air Work marks in Bombing, Day (105/150), Bombing, Night (105/150), Map Reading, Day (104/200), Map Reading, Night (110/200), Photography, day (48/100) and Photography, night (45/100). “Bombing exercises were well above average. General air work, however, very much below this standard. At first it was very poor but showed some improvement and reached an average level. Definitely slow to pick up things and everything must be carefully explained to him. Given more time and attention than should be really necessary, his resulting work is satisfactory. Not recommended for a commission.” (Signature illegible, 12 June 1944). // Assessments: “An average Air Bomber who has shown considerable keenness for operations. He has worked here successfully and has been an asset to the squadron.” (W/C J.N. Young, 10 April 1945). “Although quiet in his manner, this officer has personality and has shown up well. He has considerable artistic ability.” (G/C I.C. Bird, 10 April 1945). // Notes: Upon repatriation he stated (21 August 1945) that he had flown 37 sorties (196 hours ten minutes) plus 190 hours 25 minutes non-operational time. Aircraft types overseas were Anson (28.40), Wellington (86.55), Halifax II (32.10) and Halifax III (238.50) // On 27 November 1945, G/C K.B. Conn recommended his promotion to Acting Flight Lieutenant, writing, “Flying Officer Brittain has a distinguished career in Bomber Command as an air gunner [sic] and was awarded the Distinguished Flying Cross. As an artist he is one of the most distinguished of the younger Canadians and the work he is presently turning out is of very great importance to the history of the RCAF and to art in Canada in general.” // MILLER GORE BRITTAIN LETTERS (Canadian War Museum) // NOTE: All letters are to his parents residing in Saint John, N.B. // 19 December 1943 - (Written shortly after his arrival in the U.K.) // - “I just returned from leave and found three letters from you and one from a chap in Jarvis, Ontario. Apparently, Pauline and Jane are getting a good send off. Perhaps I shall see them for Christmas. Al Murray and I stayed in a home just outside London for the week’s leave and had quite a busy time seeing the old places I had read about all my life. We visited St. Paul’s, Westminster Abbey, Tower of London and the rest and saw a couple of shows. There are fifty off stage shows running, all doing a land office business. When we were in Westminster Abbey a man in a cassock – one of the janitors, I think – asked us if we would appear in a photograph for a newspaper. We were taken into a 400 year old chapel closed to the public and a reporter and photographer went to work. The result was a picture of us the next day in the Daily Sketch, represented as a couple of Battle of Britain pilots looking at the place where a memorial is to be erected to our fallen comrades! Very quick promotion to the roll of heroes!” // Note: The curious thing about this incident is that Brittain was not even a pilot– he would have been wearing Bomb Aimer wings. Nothing known at this date about Murray. // 26 July 1944 – (Written while waiting for posting to a squadron). // “Since 25% of the RAF is Canadian (not counting those who joined the RAF before we got started) there are lots of my compatriots around, especially in this district. They have a reputation for being wild. A couple of crews stole a double-decker bus and went rollicking through the country recently with the navigator sitting on the roof. No wonder they think we’re wild Indians.” // 1 September 1944 – (Written after his second operational sortie, a raid on a depot at Lumbros, France). // “I continue after a trip to France. There is great satisfaction in dropping a load on Jerry and it makes all these weary months seem almost worthwhile. Everything went well on the trip. I am still waiting for a print to send you of the crew. It is so hard to get to a town these days. At first, I wasn’t going to tell you I was on ops for fear you might worry overmuch. But I think all of us should face facts squarely and with courage. It is not anything like it used to be. Much of the time it is no more dangerous than a training trip. I used to hate training but I am enjoying this. Today there was not a bit of flak and I was actually able to see my bombs (12,000 lbs.) burst on the target. We have our own “kite” now, and when you return, the ground crew gives you a warm welcome. They are very nice chaps.” // 18 September 1944 – (On 15/16 September, Bomber Command sent 488 aircraft against Kiel. The following is from an official Intelligence Report. “Weather was clear with good visibility hampered by smoke screen… Fires were gaining hold as our aircraft left and the glow was seen for over 100 miles on the return.” On 17 September, Bomber Command sent 765 aircraft to Boulogne “to attack defended areas during the morning prior to ground forces going into action”. This attack began at 8:30 a.m. and was spread over four hours.) // “Since my last letter to you, I have been in London on another week’s leave. As soon as we got back again, we were sent out – two days in a row, so this is the first chance I have had to write. We went to Kiel at night and to France yesterday. I now have five operations in and 35 to go. If you look at a map you will see that Kiel is a long way from here. We certainly set it ablaze. Pauline and Jane are well as usual and managed to survive the flying bombs which are over now. Believe me, it was a bad business. I saw some on my last leave but didn’t mention it. Now it can be told….The night attacks although they are deadly are very beautiful from our point of view. The target is like an enormous lighted Christmas tree twenty miles away but straight beneath looks like pictures I have seen of the mouth of hell. When we drop our load, a photograph is taken at the same time. Ours was second best in yesterday’s attack. The intelligence officer just told me. But it was an easy French target and the weather was very clear.” // 5 November 1944 – (On the night of 4/5 November, the RAF attacked factories and rail yards at Bochum. There were many enemy fighters. Anti-aircraft fire was moderate but accurate – 24 bombers were missing and 54 were damaged. Casualties might have been higher except for cloud cover over Belgian). // - “This past week we went to Cologne twice, Dusseldorf, and Bochum, all in the Rhur. We went also to Holland but that hardly seems worth mentioning after the others. I have never seen so many searchlights as there were last night. You never saw fireworks like that at the Saint John exhibition. Jerry sends up something to scare us that is the most beautiful of all. A great red flare bursts and out of it come long silver streamers like some sort of enchanted tree. One night trip recently, we got off the deck at about 5 o’clock. The sky was covered with cloud but we climbed through it over base. Emerging from the cloud, I thought of Alice going through the looking glass. All about us was a different world. There was not a cloud I thought of Alice going through the looking glass. All about us was a different world. There was not a cloud above. Below us was a great snow desert as far as the horizon all around. The sun was shining and the sky was a brilliant blue. After a while, the sun went down and the full moon came up red as a hot coat. I have never seen anything to equal that night. What came later is a different story and you wonder about the beastliness of men…. It seems our job at the moment is to pulverize the Rhur so the army can move in. There is very little left of either Cologne or Duisburg after our visits. But I regret to say they in turn have accounted for some of my friends.” // The following deals with several topics which recur in the letters. // 6 December 1943 - (just after arrival in UK) // - “The blackout is pretty bewildering at first – almost as much as the money, but I am getting accustomed to both.” // 2 January 1944 // - “I am in the north of England on a Commando course but it is not as bad as it sounds. We are billeted in houses that have been taken over by the RAF and it keeps us busy scrounging coal by fair means and foul. In spite of the fact that temperature at home is 30 degrees lower, you are at least cozy on the inside, but it takes all our ingenuity to keep the home fires burning…. The biggest problem is getting a bath. There is one tub in the YMCA for which it is necessary to book in advance. // 29 February 1944 // - “I think I understand why the English were such ardent explorers. They were looking for sunshine. How I have longed to see the sunshine blazing out again in a blue sky. Pauline is very lucky to be a W.D. and not a WAAF. When I see them working away on aircraft and in the kitchens with their pittance of pay, it makes me sorry for them and angry with people who allow such things.” // UPDATED – received by parents 22 March 1944 // - “Flying at night in the blackout is quite an experience, and trying to map-read is by no means easy. I didn’t know where I was last night but that was my first night trip and one gets used to it I hear.” // 31 May 1944 // - “There seems to be so little to tell you that I haven’t said before. The station itself is no longer news and just about everything else is forbidden. One good way to fill a couple of pages would be to list the things I am not allowed to mention….being a bombardier is much easier “than being an artist) and the very opposite of being creative I am afraid.” // 9 June 1944 // - “One of the crews had to land down south the other night and the station turned out to be American. They had steaks, chops, fruit and excellent coffee – things we never hear of, and the warrant officer in charge (he was RAF) said he did not see any reason why we should not have the same on our station. Just a little efficiency is needed. Really, the English are maddening. Half our food goes in the garbage cans.” // 18 October 1944 // - “The German cities, particularly in the Rhur valley where most of our trips are, are taking an awful pounding. Duisburg was simply flattened. It was a big industrial city. I would rather go in the daytime than at night. The destruction is terrible. I hate it but don’t see how it can be avoided since the Germans refuse to give in.” // 22 April 1945 // - “I think they should turn the artists loose on the concentration camps as they are a terrible indictment against war, but I believe my own job for the present should be to mull over my own experiences in Bomber Command.” // WARTIME SORTIES OF MILLER GORE BRITTAIN // Prepared by H.A. Halliday, 12 August, 1985 // The operational Record Book of No.78 Squadron, from which this was extracted, is a relatively dull document. Some squadrons enlivened their ORBs with narratives that went beyond the operations at hand, and it was hoped that some mention might be found of Brittain and his sketching in the document – but No.78’s ORB dealt exclusively with bombing. // On 16 August 1944, the following crew reported to No.78 Squadron: // Warrant Officer J. Fraser (Pilot – Canadian) // Flight Sergeant J. Reynolds (Navigator – Canadian) // Flight Sergeant M. Brittain (Bomb Aimer – Canadian // Sergeant P. Raymond (Wireless Operator – British) // Sergeant R. Davis (Flight Engineer – British) // Sergeant E. Manchester (Air Gunner – Canadian) // Sergeant J. McMullen (Air Gunner – Canadian) // Commissioned 9 October, F/O 10 November 1944 // Commissioned 10 November 1944 // In the 37 operations that follow, this crew remains constant except for one occasion when Raymond is replaced by another wireless operator. Three of the crew (Fraser, Reynolds, Brittain) are subsequently awarded the Distinguished Flying Cross. // 1. - WATTEN. 25 August 1944. Squadron detailed 16 aircraft to raid Watten, of which 13 actually attacked the target. Six aircraft were also detailed for “Gardening” (minelaying), one of which crashed en route home; crew killed. // - The Fraser crew flew Halifax NA495. They were airborne at 1837 hours and landed at 2107 hours. The target (a V-1 base) was not identified, so the bombs were jettisoned before returning to base. Load was nine 1000-pound and four 500-pound bombs. // 2. - LUMBRES. 1 September 1944. No.78 Squadron despatched 24 aircraft to attack a V-1 installation at Lumbres; the raid describe as being concentrated and effective. // - The Fraser crew flew Halifax NA495. They took off at 0604 hours, landed at 0933 hours. Target was identified by red target indicators. Load was nine 1,000-pounders, six 500-pounders, dropped from 13,000 feet at 0802 hours. // 3. - SOSTERBERG. 3 September 1944. Squadron sent 17 aircraft to bomb a German airfield in Holland. Crews reported bombs bursting on runways and near hangars. Aircraft landed in poor visibility. // - Fraser crew flew NA495. They took off at 1557 hours, landed at 1921 hours. Target identified by red target indicators and visually. Fires seen. Load was none 1,000-pounders, six 500-pounders, dropped from 16,500 feet at 1731 hours. // 4. - KIEL. 15/16 September 1944. Squadron despatched 22 aircraft of which 20 reached the target, identified by red and green target indicators. Aircraft bombed at heights from 18,000 to 21,000 feet. Attack considered highly concentrated, with whole area reported to be well alight. One aircraft abandoned mission when “Gee” (navigational equipment) went unserviceable. One aircraft missing from raid. One aircraft badly damaged when incendiaries from another machine flying higher up went through main planes; pilot of damaged Halifax nevertheless went on to bomb target and returned safely to base. Weather over target reported as no cloud, visibility good. // - Fraser crew flew MZ763. Took off at 2233 hours, landed at 0433 hours. Load was one 2,000 pounder plus incendiaries, dropped at 0119 hours from 19,000 feet. Target identified by red and green target indicators. Crew reported many fires burning on target. They confirmed that attack was concentrated. // 5. - BOULOGNE. 17 September 1944. Squadron sent 14 aircraft to bomb German defences. // - Fraser crew took off 0940 hours, landed 1258 hours, on Halifax MZ412. They bombed on red target indicators, but reported that most bombing seemed to be west of the aiming point. They further reported little cloud over target but poor visibility at base. Load was nine 1000-pounders dropped from 9,000 feet at 1106 hours. // 6. - NEUSS. 23/24 September 1944. Squadron detailed 23 aircraft for this raid, one of which failed to return. // - Fraser crew flew MZ310. They took off at 1706 hours, landed 0017 hours. Target identified by estimated time of arrival and glow of fires through 10/10 cloud. Load was nine 1000-pounders, four 500-pounders, dropped at 2133 hours from 17,000 feet. // 7. - CALAIS. 25 September 1944. While aircraft were over hostile territory, the Master Bomber ordered abandonment of mission due to poor weather (excessive cloud for precision tactical bombing). // - Fraser crew flew LK847, took off at 0908 hours, and landed at 1245 hours. // 8. - CALAIS. 26 September 1944. Squadron despatched 23 aircraft to attack German defences around this port. // - Fraser crew flew LK847. They took off at 0832 hours and landed at 1201 hours. Load was nine 1000-pounders, six 500-pounders dropped from 9,000 feet at 1007 hours. Target identified by red target indicators. Attack reported as very concentrated. // 9. - GELSENKIRCHEN. 6 October 1944. Squadron despatched 17 aircraft. Much smoke from oil fires reported. Several aircraft sustained flak damage and three were missing (two apparently collided en route to target. At least two Canadians lost – J26671 Flying Officer D. MacGregor (MX310) and R189482 Sergeant E. Borkowsky (LW511) // Fraser crew flew NA495, took off at 1422 hours, landed at 1854 hours. Bomb load was eighteen 500-pounders, dropped at 1705 hours from 17,500 feet. Target identified by red target indicators. Weather good, masses of black smoke reported. (Researchers note: unexplained is why it took two hours 43 minutes to reach target and only one hour 29 minutes to get home). // 10. - KLEVE. 7 October 1944. Squadron despatched 21 aircraft to bomb a target in the path of the Allied advance, of these, 20 reported attacking the target and one failed to return. // Fraser crew flew NA495, took off at 1143 hours, landed at 1623 hours. Load was nine 1100-pound bombs and six 500-pound bombs. Attacked at 1405 hours from 12,300 feet. Target visually identified; smoke rose to 5,000 feet. // 11. - BOCHUM. 9/10 October 1944. Squadron sent fourteen aircraft. // Fraser crew flew MZ412, took off at 1726 hours, landed at 2257 hours. Load was eight 1000-pounders and four 500-pounders, dropped at 2039 hours from 19,000 feet. Bombed on red target indicators; results not seen owing to cloud up to 6,000 feet. // 12. - DUISBERG. 14 October 1944. Squadron despatched 26 aircraft. // Fraser crew flew NA495. They took off at 0703 hours with a load of nine 1000-pounders and three 500-pounders. Load dropped at 0902 hours from 18,000 feet, aiming at red target indicators. Results not seen owing to 6/10 cloud. Aircraft landed at Newmarket at 1126 hours following failure of inner starboard engine. (Researchers note: Squadron raided same target on 15 October but our particular crew not involved). // 13. - WESTKAPELLE. 29 October 1944. Squadron sent nineteen aircraft to attack target; one of these returned early. // Fraser crew flew NP995. They took off at 1102 hours and landed at 1400 hours. Load was nine 1000-pounders, four 500-pounders, dropped from 8,000 feet at 1244 hours. Target identified by green target indicators. Bombing concentrated, visibility good. // 14. - COLOGNE. 30/31 October 1944. Squadron sent out 21 aircraft; 19 attacked the target. // Fraser crew flew MZ849, taking off at 1739 hours and landing at 2356 hours. Bomb load was one 2000-pounder, seven 1000-pounders, two 500-pounders. Bombed at 2113 hours from 19,000 feet. Target identified by red sky flares through or against 10/10 cloud. // 15. - COLOGNE. 31 October 1944. No.78 Squadron detailed 15 aircraft to attack this target. Two did not take off – one because of sickness in the crew, one due to engine trouble. The remaining thirteen aircraft identified the target by Pathfinder Force techniques. Glowing fires were reflected through the clouds, which were 10/10 over the target area. Bombing was carried out between 17,000 and 19,000 feet. // - Fraser crew flew MZ412, taking off at 1819 hours and landing at 2342 hours. Load was one 2000-pounder and eleven 500-pounders, plus incendiaries. Bombed at 2115 hours from 18,500 feet. Target identified by red flares which were bombed. Attack very concentrated. // 16. - DUSSELDORF. 2 November 1944. The Squadron detailed 18 aircraft for this mission. Many night fighters were met and other crews claimed three of these as destroyed. // - Fraser’s crew flew in MZ412, taking off at 1623 hours and landing at 2206 hours. The load was one 2000-pounder, five 1000-pounders, and six 500-pounders, dropped from 17,000 feet indicators and the spread of fires was noted. // 17. - BOCHUM. 4 November 1944. No.78 Squadron detailed 20 aircraft for this raid. Eighteen crews reported attacking the target. One aircraft – LK838 – failed to return; most of the crew were members of the RCAF – J27502 Flying Officer E. Love (pilot), J26705 Flying Officer K. Brookes (Bomb-Aimer), R206087 Flight Sergeant K. Collins (Wireless Operator), R198169 Flight Sergeant A. Roach (Rear Gunner), R217129 Flight Sergeant M. Jodrell (Mid-Upper Gunner) – all forming part of a crew posted in on 14 September 1944. // - Fraser’s crew flew MZ412. They took off at 1746 hours and landed at 2238 hours. The load was one 2000-pounder, six 1000-pounders, and five 500-pounders. They bombed at 1945 hours from 17,000 feet, aiming at green target indicators. Lines of streets seen to be on fire. // 18. - GELSENKIRCHEN. 6 November 1944. Squadron sent 17 aircraft, all of which attacked the primary target. // - Fraser’s crew flew in MZ412, taking off at 1211 hours and landing at 1627 hours. Load was one 2000-pounder plus incendiaries. Attacked at 1409 hours, from 19,000 feet. Crew identified target visually by built-up area and reported seeing many bomb explosions. // 19. - MUNSTER. 18 November 1944. Squadron detailed 14 aircraft, 13 of which attacked the target. One aircraft returning after the raid crashed but without injuries among the crew. // - Fraser’s crew (who had not taken part in a squadron mission on the 16th) flew MZ412. They took off at 1245 hours and landed at 1800 hours. The bomb load was sixteen 500-pounders. They bombed at 1510 hours from 18,000 feet. The target was identified by red sky markers. The sky marking was reported as scattered. Given cloud conditions (10/10 over target), results were difficult to observe. // 20. - STERKRADE. 21/22 November 1944. No. 78 Squadron detailed 23 aircraft for this operation. Two aircraft did not start, and one returned early with failure of the intercom system. Of the 20 aircraft attacking, one landed at RAF Woodridge with hydraulic failure and one crashed near base, killing the crew. These included an RAAF pilot (Flight Lieutenant M. Buchanan) and two members of the RCAF, (J20344 Flight Lieutenant W. Robertson, navigator, and J87795 Pilot Officer L. Welsh, bomb-aimer). // - Fraser’s crew flew MZ412. They took off at 1737 hours and landed at 2252 hours. They took oil at 1737 hours and landed at 2252 hours. Bomb load was sixteen 500-pound bombs, dropped at 2108 hours from 18,000 feet. Target identified by red target indicators which were well concentrated. Weather fair, visibility good. // 21. - DUISBERG. 30 November 1944. The squadron detailed 17 aircraft for this raid. Sixteen attacked; one returned early when one engine failed. // - Fraser’s crew (who had not flown on the 29th when the unit bombed Essen) were on MZ799. They took off at 1647 hours, landed at 2205 and bombed at 2001 hours, seeing a large red explosion at 2010 hours in spite of 10/10 cloud. Target identified by red target indicators, bombed from 19,000 feet. // 22. - SOEST. 5/6 December 1944. Squadron assigned 22 aircraft to raid, of which 20 attacked. Many crews reported explosions. Target was a German communications centre. // - Fraser’s crew (who had not flown on a raid on 2/3 December) took off in NR113 at 1815 hours and landed at 0026 hours. Load was one 2000-pound bomb plus incendiaries. Target was identified by green target indicators and bombed on same, at 2130 hours, from 21,000 feet. // - Fraser’s crew were not active on operations conducted on 6 December (raid), 12 December (raid), 14 December (minelaying) and 15 December (minelaying). // 23. - DUISBERG. 18 December 1944. Squadron detailed 22 aircraft. Of these, two did not take off, three returned early, and 17 bombed objective. // - Fraser’s crew flew in MZ791, taking off at 0259 hours and landing at 0920 hours. Load was one 2000-pounder, four 1000-pounders, seven 500-pounders. Gee navigational aids used to identify and bomb target from 20,000 feet. There was 10/10 cloud; glow of fires seen. // 24. - ST.VITH. 26 December 1944. This was in direct support of Allied ground forces during the Battle of the Bulge. Squadron detailed 20 aircraft, but only 12 took off in conditions of poor visibility and ground fog. Upon their return, they were diverted to RAF East Fortune, Scotland due to poor visibility, heavy mist, and frost at base. // - Fraser’s crew flew in MZ412. They took off at 1245 hours and landed at 1846 hours. Load was one 2000-pounder, three 1000-pounders, and eight 250-pounders. Bombed from 13,000 feet. Target identified by green target indicators which were also the aiming point. Bombing very concentrated, fires seen. // - No involvement by this crew in operations on 28 December and 29 December. // 25. - HANOVER. 5 January 1945. Squadron detailed 21 aircraft ; 18 attacked. // Fraser’s crew flew MZ412. They took off at 1645 hours and landed at 2226 hours. Bombing was from 18,000 feet at 1920 hours. Load was one 2000-pounder plus incendiaries. Target identified by red and green flares; orange glow seen in cloud. // 26. - HANAU. 6 January 1945. Squadron detailed 24 aircraft. All attacked; one was damaged by defences. // Fraser’s crew flew MZ412. They took off at 1527 hours and landed at 2203 hours. Bombing was at 1901 hours from 19,000 feet. Load was two 1000-pouners, plus incendiaries. Target identified by red and green flares. Cloud was 10/10 overcast. // 27. - “GARDENING” (MINELAYING). 12 January 1945. No.78 Squadron had detailed 18 aircraft for a bombing mission that was subsequently cancelled. It also assigned five aircraft to “garden” in “Forget-me-nots” (Code for “Minelaying in the Kiel Canal). One aircraft abandoned the mission over the mining area when its H2S radar failed. Two others, mining from 15,000 feet, had technical problems; in each instance, one of their mines failed to release and had to be brought back. Two aircraft carried out the mission with no failures. One of the aircraft engaged in mining was machine-gunned on its return flight, wounding the wireless operator in the foot. It was believed that the fire came from an Allied aircraft which had not properly identified its target. // - Fraser’s crew flew in MZ412, carrying four Mark VI mines. They took off at 1737 hours, and dropped their mines at 2059 hours from 15,000 feet, having identified the target area by H2S radar, in spite of 10/10 cloud. They landed at 2307 hours. It would appear that their sortie was successful and without incident. // 28. - MAGDEBURG. 16/17 January 1945. The Squadron detailed 23 aircraft, of which 22 attacked the primary target in clear weather with good visibility. Bombing was from 18,000 to 20,000 feet, aiming at red and green target indicators. Tremendous fires and several large explosions were seen. One aircraft returned early with starboard outer engine unserviceable. // - Fraser’s crew flew MZ412, taking off at 1855 hours and landing at 0126 hours. The load was one 2000-pounder plus incendiaries, dropped at 2148 hours from 20,000 feet. Target identified by red target indicators which were bombed. Large fires seen raging around the aiming point. // 29. - MAINZ. 1 February 1945. No.78 Squadron detailed 21 aircraft to bomb this target. One returned early with an engine unserviceable and landed normally; another returned early with engine rouble, overshot the runway on landing, and became bogged. The remaining 19 aircraft attacked the primary target from heights between 18,000 and 20,000 feet. Identification and aiming was on red and green skymarkers as well as on Gee. Many good fires were reported and the attack was considered fairly concentrated. // Fraser’s crew flew in MZ412. They took off at 1618 hours and landed at 2242 hours. The load of eight 500-pounders and eight 250-pounders dropped at 1933 hours from 18,000 feet. They identified the target by red and green flares and reported several large fires in the target area. Cloud was 10/10. // 30. - WANNE-EICKEL. 2/3 February 1945. Twenty aircraft were detailed for this target. Two failed to take off due to engine trouble, another returned early (Bomb-Aimer sick) and F/78 (Flying Officer Gutzewitz) failed to return. Sixteen aircraft were known to have attacked the target in conditions of 10/10 strato-cumulous clouds with tops at 6,000 feet. These clouds prevented most crews from bombing the red target indicators; these either bombed on red glows or on Gee coordinates. Nevertheless, several reddish explosions – some quite large – were reported in the target area between 2326 and 2334 hours. Two aircraft were damaged by heavy flak. Fighter activity was negligible. // - Fraser’s crew was airborne in MZ412 from 2029 hours until 0153 hours. The primary target was bombed at 2320 hours from 20,000 feet. Gee was used to identify and attack the target. No results were observed due to cloud. // 31. - “GARDENING” (MINELAYING). 3 February 1945. Summary of overall squadron effort not taken down (researcher’s oversight). // - Fraser’s crew flew in MZ412. They were airborne from 1724 hours to 2139 hours. Four Mark VI mines were dropped from 15,500 feet over “Rosemary” (code name for Heligoland). Planting done at 1937 hours, with target area identified by H2S radar. Light flak encountered. Cloud varied from 5/10 to 8/10. // 32. - “GARDENING” (MINELAYING). 7/8 February 1945. No. 78 Squadron despatched seven aircraft on minelaying duties east of Denmark. Six performed properly; one had instrument problems and laid mines in secondary target area. Flak was minimal, but night fighters reported on homeward leg over Denmark. // - Fraser’s crew on MZ412, airborne from 1904 to 0101 hours. Four Mark VI mines jettisoned at 2157 hours. Aircraft also carried sixteen 500-pound bombs which were dropped from 4,500 feet, aiming at red and green target indicators. Bombs seen bursting in target area. A very unusual operation – combining mining and bombing. // 33. - BOHLEN. 13/14 February 1945. No. 78 Squadron detailed 23 aircraft for this raid. Two returned early (one for reasons not given, one with engine trouble). Aircraft T/78 attacked by a night fighter en route home but took evasive action and escaped undamaged. C/78 landed at Woodbridge, 0/78 and J/78 at Wratting Common, P/78 at Manston. Most crews identified the target area by green target indicators or glow seen through cloud. Crews reported large explosions at 2203 hours, 2206 hours, and 2207 hours; the last one produced masses of dark red flames. All the same, crews felt that pathfinder marking was bad, especially with red flares, while decoy flares added to confusion. They suspected that final results would prove disappointing. // - Fraser’s crew on MZ412 were airborne from 1838 hours until 0257 hours; the target was bombed at 2204 hours from 17,000 feet. Load was eleven 500-pound bombs. Target identified by glow of green target indicators; only observed results were glow of fires on cloud (8/10 to 10/10 cloud). // 34. - CHEMNITZ. 14/15 February 1945. No. 78 Squadron detailed four aircraft to minelaying in the western Baltic and sixteen aircraft to an attack on Chemnitz. Of these latter, one returned early due to intercom failure and fifteen attacked the target. Conditions were 8/10 – 10/10 stratocumulous cloud with tops at 8,000 feet, patchy medium cloud to 18,000 feet. These conditions obscured most target indicator flares, so crews bombed on glow of incendiary fires, instruments, and white illuminating flares. Incendiary fires covered a large area, but other results were not apparent. Two bombers had brushes with enemy night fighters. N/78 Flying Officer Phillips had sustained the failure of one engine when approaching the target area, then was attacked by a Ju.88 that made four passes at the bomber. On each attack, the gunners returned fire. The Ju.88 went down burning and was claimed as “probably destroyed”. I/78 (Flying Officer Teskey) was attacked on the homeward journey northeast of Wurzburg by a Me.262; the gunners fired and the fighter exploded in flames. It was claimed as “destroyed”. // - Fraser’s crew was airborne on MZ412 between 1717 hours and 0103 hours. The load (one 1000-pounder, nine clusters of incendiaries was dropped at 2116 hours from 18,000 feet. They reported that they identified the target by green target indicators which they bombed. Good fires were seen in the target area but no explosions. // 35. - WESEL. 17 February 1945. The Squadron despatched nineteen aircraft. On orders of the Master Bomber, the raid was abandoned. Eighteen aircraft returned with their bombs but the crew of M/78 (Hyland-Smith) did not hear the cancellation order; they bombed using Gee coordinates. Ten of the aircraft landed at Tuddenham, two at Mildenhall, one at Manston, one at North Pickenham, one at Carnaby. // - Fraser’s crew, on MZ412, were airborne from 1156 hours to 1642 hours. On reaching the target area they heard the orders and returned with their bombs. They were among those landing at Tuddenham. // 36. - REISHOLZ. 20/21 February 1945. The Squadron despatched fifteen bombers, all of which claimed to have attacked the primary target. In 10/10 cloud, crews bombed on well-placed, concentrated target indicator flares. A decoy fire, lit by the enemy south-east of the target, was spotted; its glow was paler than that of the target indicators. Crews on the homeward flight reported a glow in target area which alternately increased and faded. Some minor explosions were also reported in the target area. Night fighters were reported on both the inward and outward flights; although none of No.78 Squadron’s crews had any combats, several reported witnessing battles in the target area which resulted in aircraft being shot down. Predicted heavy calibre flak was present in slight to moderate quantity, bursting at 16-17,000 feet, plus slight to moderate barrage flak. All crews returned safely. // - Fraser’s crew were airborne in MZ412 from 2106 hours to 0936 hours. The load-twelve 500-pounders – were dropped from 16,000 feet at 0130 hours. Target identified by red target indicators which were bombed. They confirmed that the flares were concentrated, and reported several explosions in the target area. // 37. - ESSEN. 23 February 1945. The Squadron despatched sixteen Halifaxes for a daylight raid on Essen. All bombed through 10/10 cloud which had a 13,000 foot base and tops at 21-23,000 feet. Skymarking was by means of green smoke markers, but only five aircraft were able to bomb on them owing to the density of the cloud. The others bombed on Gee co-ordinates, H2S, or both. No. results were seen and no incidents reported. There was heavy-calibre flak in the target, but only in negligible amounts. // Fraser’s crew was airborne in MZ412 from 1227 hours to 1735 hours. They carried one 2000-pounder plus eleven clusters of incendiary bombs. The load was dropped at 1514 hours from 17,000 feet, using Gee to identify the target and aim. // The missions described, both from the general view of the squadron and the particular one of the crew, are remarkable only for their unremarkable nature. Fraser’s crew reported no particularly adventurous incidents; the most unusual ones are Nos. 12 (landed at Newmarket on three engines), 32 (combined mining and bombing), and 35 (landed at Tuddenham when base closed down by weather). The crew’s association with one particular airplane (MZ412, flown on 20 occasions) is unusual by Bomber Command standards, but may have been in line with No.78 Squadron practice; no comparison of other crews and aircraft associations was made. // It would seem that the DFCs for Fraser, Reynolds, and Brittain were periodic awards; no citations for specific acts accompanied the honours. Why, then, were they singled out for decorations? It might have been that they were randomly chosen when No.78 Squadron became due for a quantity of awards; equally, it is possible that they were selected because they were such a professional team; there is no evidence that they were ever non-starters or early returners, and some suggestion of a “press-on” mentality when faced with bad weather or active enemy defences. The fact that a pilot-navigator-bomb-aimer team is designated for awards lends substance to this theory. However, the only files that would confirm either theory – CO’s reports and recommendations for awards – do not appear to be available.