Do any of the records list particular aircraft serials or is it just personell data records ????
Some of them do list serials. Like with the ORBs, it mostly depends on the custom of a particular squadron. Some referred to their aeroplanes by serials, some by codes, some by both, and some by neither. Any particular aircraft you have in mind?
What sort of information is held on file at the Polish Institute and Sikorski Museum?
All sorts of documents pertaining to the Polish Armed Forces in WWII. Mainly for those based in UK and the Middle East, but also stuff about 1939 and pre-1939 armed forces in Poland.
In terms of aviation, documents of:
Polish squadrons (300-309, 315-318, 663),
Polish wings,
Polish stations in UK,
Polish OTUs (Polish branch of nos. 55, 58, 61 OTU for the fighters, plus no. 18 (Polish) OTU for the bombers)
PAF HQ and Polish liaison offices at the various RAF HQs.
In general, there are more types of documents preserved than for RAF squadrons at Kew. Apart from the usual Operations Record Books there are also Flight Authorisation Books, Unit Flight Log Books, daily orders, Monthly Operational Reports etc. Not all of these survived for all the above units, though. Unfortunately for most users of this forum, a lot of these documents are in Polish.
This particular operational tour sheet was attached to one of the fighter squadron’s personnel file.
I have not seen any official document to expressly explain this policy,
Now I have! During my last week’s visit to the Polish Institute and Sikorski Museum, London, I have come across the following piece of paper (hope it shows):
Originally posted by JDK
There’s one authentic survivor. It was taken to some airshows and run up in the last few years.
They’re having an air show at the Museum 26-27 June, and I’d be surprised if the P.11’s engine does not run then.
Even more interestingly, there was a proposal to build a short batch of them as new-build replicas. If you’ve got a lot more money that sense, I could find out for you!
I’m afraid this idea went down with Mark Hanna who supported it vividly…
But if anyone is interested, I can put you in touch with the guys on the engineering side of the ill-fated project.
I have not seen any official document to expressly explain this policy, but I have come across similar cases.
I am not sure if this is the answer re. your 263 Sqn chaps, but there were two kinds of personnel rotation (apart from posting away the guys that the boss didn’t like):
1) pilots were supposed to be rested after completing a tour;
2) squadrons were sent away from the main fighting area every now and then.
I think pilots who were nearly tour expired often stayed in the squadron if it was sent away for rest(2) at that particular time. So if the pilot’s and his squadron’s rest/active periods matched, the man could stay with one unit for years.
On the other hand, a pilot with only a couple of sorties flown since his last rest(1), would often be posted to another unit in the main fighting area if his squadron was sent away for rest(2)
Originally posted by Ashley
was Donnet in 64 Squadron at anytime?
Certainly was about 1942.
Google says:
“l’escadrille 124 soit officiellement créée le 18 avril 1916 sur le terrain de Luxeuil”
So was it Luxeuil?
PS. Tack so mycket Papa Lima!
How about an anniversary of the forming of Escadrille La Fayette?
This would make Yanks the other nation involved, and the Spad would be about right as a representative type.
Originally posted by JDK
However the officers of occupied countries (entirely different to the Commonwealth) and non-combatant countries (e.g. USA pre ’41, Sweden, etc,) could NOT be members of their country’s armed forces – so they joined the RAF. Officers from occupied countries often kept their original force’s structure, but this had no validity under the Geneva Convention as I understand it, so they HAD to also be in the RAF.
JDK
You think it’s simple, then it ‘aint! I’m in the middle of this very discussion with one of my authors (he’s not here!)
There were at least two different kinds of occupied countries in terms of their exiled armed forces.
1)
Those, like Poland and Norway, for example, were the legal government was that in the exile. Their armed forces were very much independent formally. You may recall that in order to start forming the Polish Army in Britain in 1940, the Parliament has actually passed a new Law, to permit foreign armed forces to be stationed on British soil (this was illegal before, with exception of formal visits of pre-arranged duration). So the Poles and Norwegians, for example, did not have to (and for most did not) join the RAF.
2)
Then those, like France, where the legal government was the one collaborating with Germany, or like Czechs, who were technically citizens of the Third Reich. They did have to join the RAF, because legally speaking they were traitors of their internationally recognised authorities. This, BTW, explains why only the French used the “Free” label (which is now incorrectly used with respect to all the occupied countries’ forces). They had to use it, because the Vichy France did have its own armed forces, so legally speaking such terms as French Air Force, for example, were already “taken”. Other nations (Czechs, for example) did not have their own pro-German armed forces, so were free to use the Czechoslovak Air Force label, although it did not mean much legally speaking until about mid-war when HM Government finally admitted that the Munich thing was a shame and should not be regarded as legally valid.
2a)
And then of course the “Eagles” who could not use the “US Air Force” name, or even anything referring to “US” or “American”, as that would be a provocation towards the neutral USA.
If you want to learn more about the exiled air forces, follow the advice of EN830. Alan Brown’s book is a fascinating reading.
Originally posted by EN830
Prof Alan Brown wrote an excellent book on the subject of Airmen in Exile that illustrates how these airmen were integrated into the RAF, but also how the various national Air Forces were able to keep their own structure.
Originally posted by Eric Mc
I think historical accuracy has grown in importance since the 70s – mainly becuase there is a greater body of historical work on WW2 now and more “experts” out there who’ll notice. Having said that, Hollywood never lets accuracy get in the way of the story, with the odd exception, of course.
I would say that historical accuracy has grown in terms of getting the right hardware in right markings and right-uniformed people in it, but not in terms of actual historical events.
When “Pearl Harbor” was released everybody complained about the thin story, many people complained about the green on Zeros or the codes on Spitfires, but how many people noticed that a serving USAAF officer could not join the Eagle Squadrons as this would be a federal offence?
Originally posted by JDK
Great film. Don’t make ’em like… Actually, we just had ‘Pearl Harbor’ din’t we.
Well, I am too young to remember I am afraid, but I wonder: at the time when “Eagles” were released did anyone claim this was a historically accurate story?
Originally posted by Eric Mc
Due to government enforced rationalisation in the early 1960s, most of the British manufactureres were forced into two large groups, Hawker Siddeley and the British Aircraft Corporation.
Originally posted by Melvyn Hiscock
It is interesting to look at the old Janes AWA from 1945 and look at the Directors of the companies then. TOM Sopwith was on the board of many of them and was controlling WAY more of the British industry than is widely known. BAe was already forming before WW2!
Quite so, Melvyn.
IIRC most of the British manufactureres were in two large groups, Hawker and Vickers Armstrongs already before the war. Gloster and Avro, for example, were wholly owned by Hawker. So, technically, there should be no reason why BAe cannot market its aircraft (if it makes any) under Supermarine brand, for example. Did they not sell commercial jets under the Avro label?
Originally posted by Tbirdman
PS Voytech: If you can give me the date you took that pic at ILA 92 I can name the P51 pilot for you.
It was the first week of June 1992 I think, but I am not sure if I will be able to check the exact date.
Mark,
Was this not an infringement of the tractor owner’s right to have his tractor featured in your photo?
I am seriously concerned that with the skills you have just displayed, I will have to take a cautious look at your photo scans in the future.
Originally posted by JDK
Do NOT re arrange these letters into an insult!
Anything particular on your mind, JDK?
Originally posted by Snapper
Anyway, email’s resuming normal pace shortly – from redundancy to perhaps taking over and relocating the business, I am now able to get back to thinking and writing as I have turned the latter down and received a better job offer doing what I do best. So, in short, lets go for it! I’ll get a disc together and out to you fairly soon so that you can see whats what, and start ploughing through things to get details – there is loads of data sitting here!
Thanks!
But first, do celebrate your day properly. I would hate to think I spoiled your birthday, making you think about your not-really-favourite aeroplane type.