"AD LIB"

(The "Chota Coggage" for Survivors)

No.160 Squadron, Royal Air Force

Issue No.18 Autumn 2001 Reunion Number

LifePresident: F.W.(Bill)Cooper,37 Oakdene,Lansdowne Road, Cheltenham, Glos. GL51 6PX: Tel: 01242 255119

Reunion Organiser: E.H.(Ted) Daines, 45 Randolf Road, Norwich, NR1 2RU. Tel: 01603 660514. Email: ted@160squadron.freeserve.co.uk

Editor: Les Crawley, 10 Cleasby Gardens, Low Fell, Gateshead, NE9 5HL Tel: 01914 878734 Email: lescrawley@lineone.net

Items for AD LIB: Apologies if your submission has not yet appeared. Please be patient. However, we do need a constant supply - especially short anecdotal stories. Editor

We have a nil return - Deo Gratias.

There is feedback on only the following appeal:

F/O Mike Finegood: Richard Carman remembers Mike (an U.S. citizen) as a most likeable and interesting character with a mixed academic / engineering background. He was Squadron Signals Officer. Word has been passed on.

F/Lt Ted Horton, RCAF: Has been in touch and it is he who told us about Jim Jackson's book. He speaks of Ron Crawford and Derek Collins who were members of his crew. He lives at Owen Sound, Ontario.

F/Lt Jim Jackson,RCAF: Jim has confirmed that he wrote the novel "To the edge of morning" using his experience with the Squadron as a setting though it is definitely not about the Squadron or its members. He advises that there is a chance it may be reissued with an American enterprise called ExLibris.

W/O Len Sutton: Len's daughter Collette, has sent us extracts from the book "The most dangerous moment" mentioned in DRO's. Len was then with 11 Sqdn, Blenheims, and is mentioned as one of the RAF personnel who took part in the April 1942 Ops.

Sgt Richard May: We have been able to provide his son with some info from ORB's. Does anyone remember Richard who was an air gunner in F/Lt Leeper's crew from October 1944? Originally from Maidstone, Kent, Richard is now living in Queensland.

Ground crew on operations: What were the circumstances under which a number of ground crew appear to have flown on operations in July 1944 and perhaps at other times? They seem to have been A/S patrols and generally with the C.O. Perhaps they were extended air tests?

Bubble Sextant Mk 1X: A chap in St.Helens has lost his bubble (seriously). Help, with repair or replacement, would be appreciated. Type of bubble has not been specified. Anyone out there who can help?

For the record the Mk 1X was the RAF Standard.

Replies to the Editor - please make them repeatable.

Remaining squadrons preparing to leave

This is a reprint of an article from the Ceylon Times in 1946, sent in by Derek Collins, a Flight Engineer in Ted Horton's crew (Ron Crawford was his navigator).

Kankesanturai airfield will shortly be meeting the same fate as the jungle airstrips of Sigirya, Minneriya and Vavuniya where only the skeletons of aircraft are reminders of those key bases from which the air war from Ceylon was fought. Where practicable, buildings erected for the RAF under the exigencies of war are being used for Government schemes. But the runways, which bore the Liberators and Hurricanes in the hectic days of 1942/1945, are rapidly reverting to jungle.

Two squadrons which remain at Kankesanturai, Nos. 203 and 160, are now completing their last commitment to the Far East, the evacuation of RAF personnel from the Cocos Islands, and are preparing to leave for home.

Both squadrons earned outstanding records in offensive operations with the Indian Ocean Air Force and were closely identified with the defence of the Island.

No.160 Liberator Squadron has as its emblem the Lion of Ceylon and the motto 'Api soya paraghamu' - 'We seek and strike' - a slogan particularly applicable during the phase of anti-shipping strikes, U-boat patrols and mine laying.

When, towards the end of 1944, the submarine menace in the Indian Ocean was mastered and the Royal Navy and RAF controlled the approaches to the East, No.222 Group operating over the largest battle area in the world, had planned the next attack on enemy shipping lanes.

Distance was the salient feature of the air war from Ceylon bases. Sorties of an average of twenty hours in the air - became almost a routine occurrence after aircrews had been carefully "nursed up" on shorter flights of, say, 2750 miles, until they could tackle, with confidence, a 3400 miles trip. To Malaya and back to Ceylon is equivalent to crossing the Atlantic one and a half times.

The longest flight during this period of operations was one of over twenty-one hours under appalling weather conditions to lay mines in the waters off Singapore. The operation was most successfully led by Wing Commander John N.Stacey, who was awarded the D.S.O. for his part in the raid.

March 1945, was a record month for the squadron with a total of 1000 operational flying hours. In six days 250 mines, weighing a total 25,000 lbs., were carried. The long distance record was again broken. The squadron's photographic reconnaissance flight, under the direct control of HQ Air Command, was covering a larger area than ever before.

On June 15,1945, No.160 Squadron began supply- dropping to the guerrilla armies which had been trained by British Officers and NCO's to harass the enemy in Burma, Malaya, French Indo-China and Siam.

The existence of this force, which was prepared to strike and re-conquer Malaya when the Japanese surrendered, was one of the best kept operational secrets of the war in the East. It was dependent upon air-dropping for arms, equipment, food and reinforcements, and the task of keeping it supplied from bases in Ceylon was formidable.

After the surrender came operation "Birdcage" - the dropping of leaflets with instructions to Japanese forces, natives, prisoners of war and internees, and operation "Mastiff" when Ceylon based squadrons brought aid to Allied POW's sending down to them medical and administrative personnel and urgently needed supplies.

No.160 Squadron moved up to Kankesanturai in November 1945, a detachment having gone on to the Cocos Islands to take part in operations over Java. Then began the ferrying flights with mail, freight and personnel due for repatriation from Cocos to Ceylon. (Reporter or other author not named)

An extract from readers' letters in "AIRMAIL" has been sent in by G.Ilsey and makes interesting reading. It must have been printed some years ago as Bill Berry's Diary ended about 1997/8.

"Having read the story headed SOE Flight in Bill Berry's Diary last year, I wish to comment on one or two points. Firstly, I see no connection between the title and the flight made by AL577 captained by W/Com Wells. The flight to the UK was not a SOE flight neither was 108 Squadron a SOE Squadron until the arrival of two Liberators, flown from the UK to form a SOE Flight.

I should perhaps explain that the beginning of Special Operations in the Middle East really had its foundation at Polebrook. I was commanding the Liberator Conversion Unit, having converted to the aircraft with 150 Squadron at Snaith

The first pilots to be converted at Polebrook were F/Lt Rolf Smith, P/O Jacko Madill and P/O Austin-Smith, all ex Fortress pilots. These were followed by W/Com Skinner and W/Com McNair, prospective CO's of 159 and 160 Squadrons respectively, destined for the Far East. Early March 1942, a signal was received ordering two Liberators to fly to Hurn for onward flight o the Middle East. Myself, Jacko Madill, P/O Lewis (Nav), Sgt Weil (W/Op) and F/Sgt Clifford (R/G) in AL506 made up one crew and F/Lt Rolf Smith, P/O Smith,W/O Bryant (Nav), Sgt Timson (W/Op) and F/Sgt Goldsmith (R/G) in AL511 made up the other. We left Hurn on March 9, 1942, and landed at Fayid on March 10, four days before the ill-fated flight took off. The new Flight was established for operations in the Baltic and was established as a separate entity, operationally controlled from London.

Later the Liberators in 108 Squadron transferred to the Special Flight plus one Wellington. The eventual make-up of the flight was, AL506, myself, AL566 F/Lt Rolf Smith, AL517 P/O Madill, AL530 P/O Smith (all New Zealanders serving in the RAF), AL510 P/O Ridgeway (Rhodesian), AL534 P/O Cook, (RAAF), and AL571 Sgt Caggill (RNZAF).

During the Battle of Alamein the Flight was removed to St Jeans, in Palestine, where it was attached, first to 160 Squadron and then to 159 Squadron, who were on their way to the Far East but were "commandeered" to support the Alamein battle. During this period the flight had been taken off SOE work and operated with the squadrons on several daylight raids. In my opinion it is suspect that W/Com Wells went to the UK to get more Liberators and that, whatever aircraft was used by Lord Mountbatten, it is highly improbable that it came from the Middle East from 159 or 160 Squadrons. The history of the SOE Flight in the Middle East is fully covered by the book called Flights of the Forgotten by Ken Merrick."

My crew consisted of myself as captain with F/O Bruce Winter, 2^nd pilot, RCAF, F/O Bob Bonham, observer/navigator,RAAF, P/O Aub Gronow, senior wireless operator/air gunner, RAAF, W/O Harry Hughes, wireless operator/air gunner, RAAF, W/O Col O'Connor, air gunner, RAAF, W/O Smokey Wiltshire, wireless operator / air gunner, RCAF, F/Sgt Wally Norfolk, wireless operator/mechanic, RAF, and F/Sgt Taffy Williams, flight engineer, RAF.

On Wednesday 4^th April, 1945, a First Priority Operational Requirement arrived from No.222 Group, Colombo. A photo reconnaissance was to be carried out as a key element in preparations for 'Operation Roger', the proposed amphibious assault by 34 Corps on Japanese-occupied Phuket Island at the Kra Isthmus, Siam, as the first step in reclaiming Malaya.

We had to fly at 1000 feet at a distance from the two landing beaches that provided photo coverage from below low tide, the full width of the beach, to the point where the jungle foliage commenced. The aiming point turned out to be roughly the high-tide mark.

Not long before we had experienced difficulties with our F24 oblique camera when we flew down the coast of Ceylon photographing a series of beaches between Trincomalee and Ratmalana. It was obvious that major problems in camera handling must be solved if we were to fulfil our task.

After much experiment, Bob and Taffy devised a harness that criss-crossed the port waist gun hatch. It had to take the weight of Taffy and the F24 reconnaissance camera, at the same time minimising vibration while allowing Taffy enough mobility to accurately follow the beach line and the protruding headlands. It also had to prevent him from falling from the gaping hatch with the howling slipstream pulling at him.

We took off in heavy rain at 12.35 a.m. on Sunday 8^th April. Apart from heavy rain and some cumulonimbus, the weather was not too bad over the Bay of Bengal. We were flying at 1000 feet and Bob was able to get good astro fixes to achieve the pinpoint accuracy critical to the success of the mission. We dropped down to 300 feet when we were 120 miles out from Great Nicobar, flying over a dark and glassy sea. Just on sunrise we shot through the gap in the defence line and I noted in my diary 'perfect positioning, perfect timing'.

Phuket came up right on ETA, but at low level we were at first confused by the maze of islands. However, after doing a 360-degree turn we were able to position ourselves exactly.

Our first run took us down Sapam Bay past the Jap airfield and the A-A batteries, but all was quiet. At the end of this run we did a steep turn away and dived to water level behind a row of rough hills that jutted out into the straits. Turning back onto track, we climbed to 1000 feet that put us roughly level with the heavy coastal and A-A gun emplacements commanding the beach and our flight path. We then lined up for the next photo session. The concentration of spot-on flying and nervous tension had me sweating, but we were past the guns before the Japs reacted.

Completing the northern end of this final run we swept over a large timber factory and then found ourselves straddling a road filled with long marching columns of Japanese infantry about 20 feet below the Liberator. Apart from surprised upturned faces, they failed to otherwise react for as long as Harry in the rear turret could see them. We did, however, sustain some damage to the port fin rudder and tail plane from the small-calibre fire.

We dropped down to 50 feet until out of radar range and then headed home at 8000 feet. Our flight time was 16 hours, 10 hours by day and 6 by night. The result (from the AOC): 'It was a grand job and the targets were wonderfully covered'. Taffy Williams received the DFM for his part in the operation.

The illustration in the book is a full colour oil painting and the bright blue of "V" really contrasts with the dull green/brown of the foliage and the marching troops. (Laurie Jones)

THURLEIGH TO RATMALANA Part Eight

I, like most of the lads, had spent our time at Karachi split into groups and given various duties to perform. For example, the group I was in were given, under the supervision of a sergeant (not squadron, but permanent staff) the duty of erecting a batch of twenty bell tents on a site on the outskirts of the staging post. We were never told who the poor souls were that were to be housed in them. I say poor souls because the area in which we were supposed to erect them was quite flat and bleak and the nearest toilets and washing facilities were a hell of a long distance away, so God help them if they should wake up with a "Gypo Gut" in the middle of the night. I don't know if the tents ever were erected because, after spending about four hours giving us instructions on the correct way to do the job, the sergeant gave it up as a bad job, called us a shower of "Bolshie B*****ds" and marched us back to camp without, I believe, a single tent in the vertical position.

We tried to explain to him that we had joined up to work on aircraft not put up tents but, I must admit, we did have a feeling of guilt about our behaviour later on. There was one group of lucky airmen (my apologies, mostly Cpls) who were selected to assemble some Vultee Vengeance aircraft, these included Cpls Arthur Evans, Robert Nichol, Jack Lawrence and "Wing" Hudson (all later to become sergeants). I hope they made a better job of the aircraft than we did of the tents!

But all good things must come to an end and, as I said in the previous episode, once again it was a case of pack your kit, you are on the move. This time to a place called Quetta. So it was on 16-6-42 we boarded an official troop train at Karachi Station and set forth on the next stage of our "Cooks Tour". To my surprise the carriage accommodation was quite comfortable, not luxurious, but adequate for most of our needs. Sufficient space, and a seat that converted into a bunk, even a clean bucket to make a decent mug of char. To do this, one filled the bucket with water, made a dash up to the engine and asked the driver to place the steam pipe in it until boiling point was achieved, throw in a handful of tea leaves, give a good stir and, hey presto, char was ready. I can't remember when we added the milk and sugar, in the bucket or in the mug. It required a bit of luck or good judgement though to make sure there was sufficient time to do the dash to the engine and then get back to your carriage again without the risk of being left behind as the stopping and re-starting of the train was a bit unpredictable.

We passed through variable scenery, small villages, large villages, at one point we stopped at a very bleak, sandy, very desolate area and sitting by the track staring at me were a group of about a dozen vultures, no doubt hoping their lunch had arrived. We continued this stop and start journey until we arrived at Rhori Junction. Here quite a bit of shunting went on as we changed tracks. We left the main line and took the line that would take us up through the Bolan Pass and a steady climb of up to 6,000 feet above sea level. This climb required the added power of two extra engines, so we now had two pulling and one pushing and one could sense even then that they were on maximum power to keep us moving. But keep moving we did, very slowly at times, with many short stops. One was at Jacobabad Junction, where we crossed a quite magnificent bridge, and onwards up through the Bolan Pass (large sections of the track we had passed over on this journey were later destroyed by torrential rain and flooding). It was said that sometimes the trains were fired upon by rebel tribesmen at this point of the journey but we passed through unscathed, and so made our way on to the town of Quetta. We were now in an earthquake zone, there having been a very serious one here in 1935 with a great loss of life, as many as 30,000 I believe including several RAF personnel. In the town there was a very impressive memorial in remembrance of that tragedy. During our stay we were to experience quite regular very minor earth tremors, they lasted only seconds and were usually in the early morning. A quick muffled roar, a slight shake and it was over, hardly noticeable really.

After a journey that the records say lasted just 36 hours (but thinking back seemed to have been so much longer), we de-trained at Quetta station and made our way to an area above the town and were billeted at East Camp. It was a quite barren area but with reasonably comfortable huts that held perhaps up to forty personnel and had two bunks at one end and a veranda running the length of the front. The ablutions were the outside type with only cold running water.

In the distance one could just make out a small airfield - the original was destroyed in the earthquake of 1935. In the other direction, in the far distance, could be seen the beginning of the Koh-I-Babas mountain range, and the visual distance proved to be very deceptive. One did not realise just how much until attempting to walk to them, they never seemed to come any closer.

Sometimes, at night, the Jackals and Hyenas came into the camp from that direction hunting for any possible scraps of food, and many nights I lay in bed in the bunk at the end of the billet listening to them scratching the door attempting to get in.

Quetta being a garrison town also had several Indian units and Ghurkha regiments and, being quite adjacent to Afghanistan, we were told that when carrying out guard duty the rifle would be chained to our wrist to prevent the tribesmen from stealing it. As it had been known for them to chop off the hand to gain their end, the chain didn't make a great deal of difference anyway - a pleasant thought, especially as I was only guarding a bunker of coal! One soon became acquainted with the various "Wallahs", tea, coffee, fruit, dhobi and shave to name but a few. Some were even willing to loan a chap a few rupees until pay day, and a pleasant hour or so could be spent quite late into the night sitting on the veranda having quite an informative conversation with the tea or fruit wallah.

A comfortable walk from camp was a quite decent swimming pool, surrounded by a corrugated iron fence; I believe the majority of the squadron used this very welcome commodity. Sports grounds were available at a point nearer to the town at White Barracks, a building we later moved to: it was said to be earthquake proof. I well remember my first game of football played there. It was soon after we arrived and we were not yet acclimatised to the less than usual density of the air at this higher altitude. I like several others passed out after dashing about for perhaps fifteen minutes. For the following two games we played just twenty minutes each half then two at thirty minutes. After that we were able to go forty-five without any problems.

On moving to White Barracks we did find improved conditions, the main one I suppose, was having hot water on tap for shaving and a shower. One thing that did surprise us though was when we were called on parade outside Charlie Hunters office and all put on a 252 for not having our mosquito nets down and tucked in by 18-00 hrs, especially as Quetta was not considered to be a malarial area. After Charlie returned to his office his small dog came out and stood in front of the parade, so we all booed and harassed it. If I remember correctly, we did an hour's square bashing as punishment for that. It did not actually improve our opinion of Charlie Hunter - it remained where it had always been, rock bottom.

The town itself was within walking distance of the barracks. Of course, the more affluent could take a Tonga, a two wheeled horse drawn vehicle and as the horse was mainly fed on grass, one could also listen to the its music as the grass fermented in its stomach!

There were cafes to get a cup of char or a limejuice etc; two cinemas, in fact, a quite pleasant place to visit. There was a "Garrison Recreation Hall" where the RAF put on an excellent concert called "Bombs Away". 160 were heavily involved, Ron (Lofty) Applegate, the squadron baritone, gave a selection of songs. He had a wonderful voice and was one hell of a nice chap. W.O "Nicky" Nixon was in serious and comical sketches, Cpl Russell was the pianist and several others were involved in various items, in fact, an enjoyable concert.

In the month of July, 160s football team entered and won the "Wickham Football Challenge Cup", a competition between sixteen teams, civilian and military. Two other RAF squadrons were involved, 84 and 110. I remember the cup being presented to our captain - they allowed him to lay his hand on it and then immediately put it back in its box, perhaps they didn't trust us. It was a magnificent large silver cup with a silver tray the shape of a football pitch on the top with twenty-two silver players in attitudes as though playing. I believe it was donated by Sir Frederick Johnson. The team that day was - Fairly, Mills, Hudson, Roper, Locke, Overton, Rendell, Harris, Newton, Duncan and Sutton. Ted Daines would have been playing but called off through injury. The team boss was Sgt Harry Neil, the trainer was the redoubtable "Snuffy" Hunstan.

The team we beat in the final was one of the army teams. They requested a delay in playing the final due to military requirements - they were actually bringing in better players from some of their other units, but we still won. I suppose there are more memories that could be recalled about our stay in Quetta: Little Joe Cook did some horse racing there, much to the advantage of those that liked a bet because he always seemed to know when it was his turn to win a race. But for now, we must move on as the powers that be have got the "Cooks Tour Catalogue" out again and fresh moves are afoot - an advance party in one direction and the remainder of the squadron in another. I can tell you something about the advance party move to Ratmalana later, but Ted will have to tell you about the move of the remainder to Salbani. Watch this space!

(Frank Green & Ted Daines)

Corporal Coates' diary item July 24^th 1944 about drogue towing reminded me about a gunnery course that I was sent on for a week in 1942. It was based at HMS Flying Fox in dry dock at Bristol. Four or five days were spent on using/learning/maintaining a variety of guns i.e. Bofors, Oerlikon and Browning machine guns for air-field defence.

On the sixth day, we were transported by coach to the Mumbles near Swansea for gunnery practice on firing these guns.

We were lined up on the range behind the various guns and had to fire when told to - as usual. Eventually a small monoplane towing a drogue appeared. Individual guns began to fire. When it came to my turn, the sergeant behind me shouted "fire", so I did, and the drogue fell into the sea. Apparently I had hit the wire and that was the end of our excursion - so back to Bristol we went for more instruction - no more scrounging on a day out!

Incidentally after square bashing in Bournemouth in 1941, I was sent to No 3 Royal Ordnance Factory at Milton whilst waiting to attend a Flight Mech's course at Cosford due to start in early December,1941.

At the Royal Ordnance Factory I was taught how to break down and reassemble 303 Browning machine guns including maintenance. This knowledge was very useful when I attended the gunnery course. However, I finally became a Fitter Airframe and guns were really for the armourers to deal with. (Geoff Wyle)

Although it is some years since my holiday in Sri Lanka the memories are still very vivid. It was both nostalgic and very moving since I had included a visit to Liveramentu Cemetery in Colombo to pay respect to our deceased mates and friends. The photograph is of the section where thirty-six of 160 lay and the grave is that of 'Daisy' Williams, a fellow Geordie and my basha mate.

Liveramentu War Graves

F/Sgt Arthur ("Daisy") Williams

It was this experience that prompted me to research the Roll of Honour which, I believe, is now complete and shows 105 casualties of 160. It has been updated and I can email a copy to anyone, gratis. Alternatively, send me a s.a.e. if you do not have email.

On a happier note, among other treats, we stayed on a tea plantation then a rubber plantation plus of course the climb up Sigirya rock for old time's sake. It was much more formidable than doing it when you were nineteen.

We relaxed in the colonial splendour of THE Hill Club at Newara Eliya - still quite luxurious and where the manager happily showed us the visitors' books going back to the war years.

The Hill Club, Newara Eliya

The staff was really friendly and, when playing snooker, they spontaneously moved the cue ball off the cushion to help your shot. I wondered how they had picked up such a strange tactic then it struck me that, had it been that maybe only officers could stay at the club? Maybe it was to save the baize.

Our holiday was memorable in many more ways since it coincided with the outbreak of the civil war and, having made our own arrangements, we could not be flown out. We hit the national press back home as being stranded there but, in fact, although we saw some horrendous sights, we still managed to do all we were hoping to do.

(Les Crawley)

As a taster of sorts for those who will not be enjoying the Falcon come the end of the month, and to give you some idea of the thoughts and worries of being the organiser, I am including a copy of the article Ted has in his memoirs and which he copied to me some time ago. The weekend of the reunion is upon us so it is an appropriate time to reflect as well as to look forward in anticipation.; (Editor)

"The day of the reunion dawned brightly, the sun streamed through my window at the Falcon Hotel. I rose and dressed quickly and walked down to breakfast - something that I enjoyed doing here. As I neared the dining room, I had this feeling of trepidation come over me: the nearer I got the stronger this feeling became. All the time at breakfast this oddness prevailed. The meal over, I left the room and as I did so the feeling disappeared. Dismissing it from my mind, I enjoyed the day meeting and talking to old friends in the lounge.

Retiring to my room in the afternoon, I slowly washed and dressed for the reunion dinner.

Time to go. I made a quick visit to the dining room to see if everything was in place as I had requested. Due to a major leak, our reunion dinner was held in the normal dining room, albeit partitioned off. As I entered this feeling came over me again - leaving as I left: it was very puzzling for I could find no reason for it.

The dinner went well, the speeches were well received, the feeling however, persisted.

Fulfilling my duties I had time to look around the room. Nothing unusual happening, people talking, several crowding round the table where the Crest was being displayed: it then came to me - they were all here, all 160 squadron but why? I then thought of the words on the crest dedication ".....in memory of those who at any time served with 160 Squadron during the two World Wars". As it came to me so the feeling dropped away leaving a sense of tranquillity.

I woke to the sound of a door opening and shutting along the corridor. I rose from my bed, walked to the windows and as I drew the curtains the sun streamed in. I washed and dressed quickly, went down to breakfast and to meet my friends as I had done for some years now.

When the above is read with, no doubt, some scepticism, cast aside as a dream, they will never have heard about the Mystic East or have spent many hours listening to the wisdom of the Charwallahs (Ted Daines)

Whilst on the subject of wining and dining, ORB's have come up with a puzzler. On the 30/5/44 an establishment committee (presided over by no less a personage than a Wing Commander Sewell) met to review the manpower situation.

The difficulty in finding native labour, especially with regard to cooks, was pointed out.

Does this mean that we did or did not have any cooks?

Would we have known the difference?

From the 306^th Bombardment Group Association

To 160 Squadron Members

Gentlemen,

You may have seen my name mentioned in your first class publication "Ad Lib", if not allow me to introduce myself.

My name is Ralph Franklin, I have the privilege and pleasure of being the British Representative of the 306^th Bombardment Group Association.

The 306^th Bombardment Group arrived at RAF Thurleigh in September 1942 and remained until late December 1945. They flew B-17s on 341 daylight missions over occupied Europe during that period with the loss of 177 aircraft.

As you are all aware 160 Squadron was reformed at Thurleigh on 16^th January 1942. Although your stay was only brief on this totally unfinished airfield, "thank goodness I hear you say" or words to that effect, your squadron is a very significant part in my attempt to depict the story of this airfield. Ted Daines, someone I have never met but feel I know very well, "I'm not sure if I should admit to this" has furnished me with a lot of information. Frank Green has sent a write up of events entitled " A Memory of Thurleigh as seen in January 1942", and some photographs. Les Crawley your editor of "Ad Lib" has included two or three articles on the museum project. Gentlemen thank you for your interest and help.

It is my hope that the museum will help to convince the younger generation of the achievements, the traumatic experiences and the sacrifices made by members of the Eighth Air Force and the Royal Air Force during the dark days of WWII. I have been pleasantly surprised with the enquiries I have had from schools regarding the project, asking to be informed of it's opening as they are hoping to include it in their studies.

I will be heading for the States at the time of your reunion, we hold our gathering in Minneapolis this year, over the years we have had as many as 900 attending, it is now down to 350-400.

Through my many conversations with Ted I feel I know many of you, it is with this knowledge that I would like to pass on to you my best wishes for a happy reunion knowing that the comradeship you developed in WWll will be with you forever.

Good Luck to you all

Ralph Franklin