To England and Operational Training
After two weeks embarkation leave I was on my way to Halifax and in short order I embarked on the Queen Elizabeth for England. I was selected to be an aid to the gun crew aboard. The opportunity to fire the larger Bofors guns was a very interesting experience. There were approximately twenty thousand troops on the ship and we were crowded in like a bunch of sardines in a can. We who were chosen to be part of the gun crew were more fortunate than the others as we had much better meals and accommodations.
On arrival in England I was sent to Bournemouthe to await posting for further training. Within a very short while I was posted to an R.A.F. radio school at Hooton Park near Chester. I was then on my way to a radar school to learn how to operate air-borne radar. Then it was on to Operational Training School at Silloth in Scotland where I crewed up with five other Canadians to form our crew. After completion of Operational flying training we were posted to our squadron.
Our six man crew consisted of two pilots; Gord Biddle, our Skipper, George Deeth, Second Pilot; Maurice Neil, Navigator; Ken Graham, George Grandy and I were the Wireless Air Gunners. Each of the WAGS performed three different roles. During each flight we interchanged positions, alternatively serving as radio operator, radar operator, and in the rear turret as air gunner.
We met at O.T.U. (Operational Training Unit) at Silloth, an R.A.F. station, situated just north of the border between Scotland and England, near the east coast. George Grandy and I were the first selected to fly as a crew. George and I had met at a radio school and had also attended a radar course together. In fact we had shared a room while in London on leave, before reporting to O.T.U. The others were strangers to us and to each other.
Our skipper, Gord Biddle, had been through O.T.U. training earlier. After completing his initial training he had joined the squadron and had flown as a second pilot on operations to gain experience. He then had been posted to O.T.U. to become a Captain and to select his own crew. Ken Graham had been on operations in North Africa and India. Maurice Neil and George Grandy had been instructors for some time in Canada before being posted overseas. George Deeth had come over directly from flying training in Canada, [and training at Fraserburg and Edzell] I had trained at an O.T.U at Debert, N.S. and had flown on operations off the east coast of Canada before being posted overseas. In all we were fairly experienced in our work and each in his own way contributed to what became a very proficient team.
The purpose of the training we received at 0.T.U. was to familiarize us with the aircraft, teach each member his individual responsibilities and develop the six of us into a cohesive unit. The indisputable reality that in war, the more you know and the better your physical condition, the greater your chance of survival inspired us to work ve:ry hard. We were determined to do our best. We did very well in our work and were proud of our accomplishments. We ranked as one of the better crews on our course, if not the best.
After two weeks embarkation leave I was on my way to Halifax and in short order I embarked on the Queen Elizabeth for England. I was selected to be an aid to the gun crew aboard. The opportunity to fire the larger Bofors guns was a very interesting experience. There were approximately twenty thousand troops on the ship and we were crowded in like a bunch of sardines in a can. We who were chosen to be part of the gun crew were more fortunate than the others as we had much better meals and accommodations.
On arrival in England I was sent to Bournemouthe to await posting for further training. Within a very short while I was posted to an R.A.F. radio school at Hooton Park near Chester. I was then on my way to a radar school to learn how to operate air-borne radar. Then it was on to Operational Training School at Silloth in Scotland where I crewed up with five other Canadians to form our crew. After completion of Operational flying training we were posted to our squadron.
Our six man crew consisted of two pilots; Gord Biddle, our Skipper, George Deeth, Second Pilot; Maurice Neil, Navigator; Ken Graham, George Grandy and I were the Wireless Air Gunners. Each of the WAGS performed three different roles. During each flight we interchanged positions, alternatively serving as radio operator, radar operator, and in the rear turret as air gunner.
We met at O.T.U. (Operational Training Unit) at Silloth, an R.A.F. station, situated just north of the border between Scotland and England, near the east coast. George Grandy and I were the first selected to fly as a crew. George and I had met at a radio school and had also attended a radar course together. In fact we had shared a room while in London on leave, before reporting to O.T.U. The others were strangers to us and to each other.
Our skipper, Gord Biddle, had been through O.T.U. training earlier. After completing his initial training he had joined the squadron and had flown as a second pilot on operations to gain experience. He then had been posted to O.T.U. to become a Captain and to select his own crew. Ken Graham had been on operations in North Africa and India. Maurice Neil and George Grandy had been instructors for some time in Canada before being posted overseas. George Deeth had come over directly from flying training in Canada, [and training at Fraserburg and Edzell] I had trained at an O.T.U at Debert, N.S. and had flown on operations off the east coast of Canada before being posted overseas. In all we were fairly experienced in our work and each in his own way contributed to what became a very proficient team.
The purpose of the training we received at 0.T.U. was to familiarize us with the aircraft, teach each member his individual responsibilities and develop the six of us into a cohesive unit. The indisputable reality that in war, the more you know and the better your physical condition, the greater your chance of survival inspired us to work ve:ry hard. We were determined to do our best. We did very well in our work and were proud of our accomplishments. We ranked as one of the better crews on our course, if not the best.
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Radio School, Hooton Park, Chesire
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Top Notcher in Photography: Rear L to R: Firestone, Graham, Grandy; Front L to R: Deeth, Biddle, Neil
Carrying out ditching and crash techniques properly could mean the difference between life and death. Our crew had set records in the R.A.F. and had been asked to give exhibitions of our prowess to visiting dignitaries several times. Our excellence in those procedures would stand us in good stead in the future.
During the latter stages at O.T.U. we participated in an air-sea rescue mission to try to locate a Polish crew that were missing somewhere in the North Atlantic. We were one of several aircraft involved in the search. I was acting as radio operator when we reached our particular search area. There was a lot of radio activity at the time. The other planes were unable to communicate with Group stations controlling the search. I on the other hand had no difficulty in maintaining contact with Group and could hear the other planes in their unsuccessful efforts to do so. I was able to pass messages to and from Group and the other aircraft. During my watch I acted as a conduit for eight other planes.
When I resumed my next turn as radio operator I was surprised to learn that neither Grandy nor Graham, the two other radio operators in our crew, were able to maintain contact with Group nor any of the other aircraft during their watches. Once again, however, I had no difficulty in doing so. This was most fortunate as we spotted some of the wreckage of the plane and were able to advise Group and home other aircraft and naval vessels to the location. As we were running short of fuel we had to discontinue our search but were gratified that others had arrived on the scene. We were forced to land at an emergency airport at Port Ellen to re-fuel. We had so little fuel left that our engines just about coughed out as we landed.
The following day at our squadron meeting my work of the previous day was highlighted and I was indeed proud as the Squadron Leader informed the assembly that, 'The R.A.F. would be a much better and safer establishment if all wireless operators were as capable as Flight Sergeant Firestone." Later on that day I learned that I had been mentioned in dispatches for my efforts.