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home photos of 514 squadron aircraft senior officers crew stories crew photos we will remember them... losses operations targets do you recognise...? raf station, waterbeach the avro lancaster 514 squadron bookshop guestbook links contact us site map title photo: 'coming home', a painting by don breckon. it depicts ng142, a2-h, of 'c' flight, 514 sqn., returning from an operation in 1944. ng142 completed 57 ops and survived the war, despite being hit by flak on four separate sorties. image by kind permission of mrs. meg breckon. the 514 squadron badge is used and reproduced under licence from the mod welcome to the website for 514 squadron raf. the information and photographs on the site are the result of research and information supplied by many people with a connection to the squadron including veterans and their families. the purpose of the website is to commemorate all who served in 514 squadron, royal air force bomber command, between september 1943 and august 1945. it is through the sharing of information, photographs and other records that the memory will be preserved of those who fought for our freedom, some 435 of whom paid with their lives. striking through clouds - the war diary of no. 514 squadron, raf published in may 2014, striking through clouds is the only comprehensive history of 514 sqn. drawn from the squadron's official operational record book, striking through clouds covers the entire life of the unit from its formation in september 1943 to disbanding in august 1945. every raid is documented with the contemporaneous summary and combat reports with night fighters. details are given of the losses of all aircraft and crew, along with a researched explanation of the circumstances. with a foreword by flight lieutenant alex campbell rcaf, dfc, the book brings to life the efforts and travails of 514 sqn and its members. order 'striking through clouds' here... print version (rrp £15) kindle version (rrp £4.99) for other books about 514 squadron, bomber command and related topics please visit our bookstore. overseas sales canada book canada kindle edition australia kindle edition us book us kindle edition for more books featuring 514 squadron, bomber command and the avro lancaster, visit the 514 squadron bookshop. a brief history of 514 squadron extracted from striking through clouds in 1943, 3 group had fallen behind some of the other groups, primarily operating the obsolescent short stirling heavy bomber compared with the later models of the handley page halifax and, of course, the avro lancaster which equipped the rest of bomber command. along with 115 sqn, already in existence, 514 sqn was equipped with mk.ii lancasters, the aircraft being powered by four 1650hp bristol hercules radial engines rather than the iconic rolls-royce merlin. the rationale behind the modification of the lancaster was a concern in 1942 / 43 that there might be a shortage of the merlins. some 300 lancaster airframes were equipped with the air-cooled hercules; 67 such aircraft passed through 514 sqn’s hands with 59 being lost through enemy action or accident before the type was withdrawn in september 1944. with an operational strength of thirty aircraft, the squadron’s fleet was to be lost, along with the crews, nearly twice over in the next eleven months with a total of eighty aircraft destroyed or written off by the end of the war. 3 group itself was moving towards specialisation in blind bombing techniques, in an attempt to improve the concentration of bombs on specific targets. cloud cover being a regular feature over targets in northern europe, a means was needed to ensure that this did not result in wasted effort. the requirement had resulted, by 1943, in the wider use of h2s radar and the gee navigation system. both systems had their known shortcomings; h2s could distinguish only certain specific features of the ground beneath the aircraft, whilst its signals could be detected and tracked by enemy night fighters. gee, based on a number of radio transmitters in england, was limited by the earth's curvature and was susceptible to jamming. towards the end of 1943, a new location system was being trialed. with an accuracy of 150 feet at 300 miles range from a transmitter in england, gee-h could effectively place an aircraft over a relatively small target, such as a large factory, an oil plant or railway yard. the system did not require the bomb aimer to see either the target or markers, and so bombing through ten-tenths cloud cover with sufficient accuracy to hit a high-value target was feasible. the system could handle, in theory, up to 100 aircraft at the same time, though in practice rarely more than 70 would use it simultaneously. by late 1943 this would constitute a relatively small force however, so the ‘gh leader’ tactic evolved. this entailed a gh-equipped aircraft bombing when its receiver said it was over the target; up to four other aircraft would formate on the leader, releasing their own weapons when they saw bombs falling from the leader. the system really came into its own when the allies enjoyed sufficient air superiority to allow bomber command to attack in daylight as well as at night. having developed the gh tactics to a degree that impressive results were regularly being achieved, 3 group was allowed the latitude to operate independently of other bomber command groups when required, although the group’s aircraft participated in major raids until the end of hostilities. 514 sqn was born on 1st september 1943, though the adjutant was the first member of its staff to arrive at raf foulsham in norfolk on 6th september. five days later the squadron’s first lancaster mk.ii, ds735, arrived. nearly two months’ hard work led to the squadron making its operational debut, to the mannesheim works at düsseldorf, on a raid to trial gh bombing on november 3rd 1943. 514 squadron was thus fully operational by the start of the winter-long battle of berlin, which started in earnest on 18th november 1943. the sixteen operations in which 514 sqn took part cost seven aircraft through enemy action along with another which over-ran the runway on its return, fortunately without casualties on that occasion. midway through november 1943, 514 sqn received orders to move from its norfolk base to raf waterbeach, four miles north of cambridge, where it remained for the rest of its existence. the move was shrouded in secrecy, the official reason being that the runway needed resurfacing. the truth was that raf foulsham had been transferred to 100 group, whose aircraft operated counter-measures against german defences. the movement was organised and carried out in just over a week. three of the squadron’s aircraft travelled from foulsham to waterbeach via berlin, carrying out a bombing raid en route. the crew’s kit, including bicycles, was stowed on board for the trip. the strength of the squadron was soon increased to three flights of ten aircraft. 514 squadron aircraft bore two means of identification; the serial number, unique to each aircraft and which stayed with it permanently along with the squadron code, which was often changed, particularly when individual aircraft were transferred between flights. this was in the form ji- followed by a single letter (for aircraft of ‘a’ and ‘b’ flights) and a2- (for ‘c’ flight). the orb usually shortened this to the single letter itself, e.g. ji-b was shortened to ‘b’ whilst a2-b was shortened to ‘b2’. ‘a’ flight used the codes ji-a to ji-k (omitting ji-i), ‘b’ flight ji-l to ji-u and ‘c’ flight a2-b to a2-l (again omitting a2-i). it has been suggested that this was to confuse german intelligence. each flight was commanded by a squadron leader, these changing periodically as the individual officer reached the end of his tour, was transferred elsewhere or, in the sad case of s/ldr ernest sly, lost on operations. a decorated veteran of previous tours, s/ldr sly was the highest-ranking officer lost by 514 squadron on ops. surviva

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http://www.514squadron.co.uk/16.html
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