There were a number of communications - internal, reception and transmission Internal was of course either through direct speech, the intercom or by morse light. Reception - the vast majority of radio signals were actually the ones sent out by bases, especially as individual aircraft were generally instructed to remain on radio-silence. Transmission - as far as I know the majority of the signals sent out by aircraft was morse code, especially on the outward journey, and when over enemy territory.
What got me thinking was, I know as a W/O in Bomber Command my father was familiar with morse code. As and when they used it I am not sure. So what really got me thinking was single crew aircraft. It would not have been practical for a pilot to operate a morse code key so obviously all of their communications had to be of a vocal type. What was the range of vocal communication as opposed to morse code?
Difficult question to answer correctly, as it varied with the different areas of the spectrum. Most aircraft had MF/HF radios for long range work and VHF for short range Air to ground comms. Morse was mostly used on the MF/HF band. The TR1154/55 which was fitted to almost all of the big bombers, had voice capability but it was advisable not to use it for a long period of time, as it tended to blow the transmit valves!
Owen might be a good one to ask, DL, as in his discussions with Ken McGlashan, it was clear that radio comms were a contributing factor to Mac being shot down over Dunkirk. Admittedly, the technology wasn't that great at the time but Owen should be able to add something.
One must remember that the question of radio-silence etc wasn't the same for fighters. The fighters were going up specifically to fight other fighetrs/bombers. The bombers had to try to keep radio-silence as long as possible so that they could not be located.
One of the many ways the germans found to warn of forthcoming raids, was the fact that bombers used to test their HF radios before takeoff. That gave an indication of the amount.
Not necessarily! I'm bringing in my WW1 knowledge here. In WW1, the artillery observation crews used morse (which was all there was) to communicate with the artillery batteries. Originally, the observer used the wireless and the morse key. But, by mid-1916, it was realised that keeping a target on the ground within sight was much easier if done by the person flying the aircraft, and with the difficulty in communication between the crew of a two-seater at the time, the pilot would also need to operate the morse key. The observer was better occupied keeping a look-out for enemy aircraft. Clearly the pilot's role must have been difficult, but they certainly managed it. Once they were proficient in Morse, transmitting would have been second nature, but they still had to fly the aircraft accurately, avoid letting the nose come up and stall, etc. By WW2, single -seaters had voice W/T, so this dual role was a skill that was lost. I wonder whether AOP Lysanders used Morse and if so which crewman used it?
The Pilot's Notes for the Lysnader III just states that there is a short wave RT transceiver in the back cockpit. it does not mention what kind of radio it is.
I asked this question of Hubert Spencer who was a Lancaster W/O, here is his response. Hi David, While we were training and flying cross country exercises we were given specific morse contacts to make which were recorded in a logbook. These were assessed back at base. As wops we (or at least I ) didn't use R/T, the pilot would use R/T when he contacted base on return. Besides using morse we had to practise getting bearings from beacons for the navigator to confirm his calculated position - and I remember doing that for real once or twice. So really most of the wops activities involved morse reception and transmission. During an operation the Main Force maintained radio silence but ready to receive important messages from base e.g. being recalled to base, or receiving new information about the weather to assist the navigator in his plotting. When Master Bombers were used, to control the bombing and reinforce target markings, we switched to R/T to hear his orders. Hope this helps, regards, Hugh.
This is the Wop Shop a lanc of around 1945. The main MF/HF radio, the TR1154/55 is on the right handside. The R1155 is at the bottom, whereas, on the halifax it was at the side! To the left of the radio is the Fishpond radar plotter. This derived its signal from the main H2S scanner as was used to spot enemy aircraft below the aircraft. The circular box above that is the switching box and is linked to the 1154/55 and was used for D/F purposes. The R1155 used valve 9 (CV1102) for D/F!
More from Hubert Spencer. I reported to No 1 Aircrew Reception Centre at St John's Wood, London on 26th April 1943 for kitting out and getting me into some sort of shape for RAF service before being posted after three weeks to No 19 Initial Training Wing (ITW) at Bridgnorth, Shropshire on 15th May. There we were put through square bashing and studies concerning airmanship, meteorology and basic stuff before moving on to No 2 Radio School, Yatesbury, Wiltshire after 5 weeks. This was like a school where we had classroom lessons on basic radio and Morse code practice. We were introduced to the Marconi T1155 and R1154 and had to diagnose faults should that knowledge be required whilst on operations at a later date. The Morse code practice was continuous and at times was difficult to cope with. Some cadets had to be taken off the course because it was affecting them mentally. The Medical Officer could recommend a cadet was removed and posted elsewhere for a different trade. The full course was in two parts and the second part involved introducing us to putting into practice what we had learnt in the aircraft. Our first flights were in the D.H. Dominie where a group of cadets were involved in receiver and transmitter tuning and Morse reception, direction finding using the loop aerial to get a bearing on to a beacon which was broadcasting a recognized signal. The average time each flight was just over an hour, all daylight flying. After a month in the Dominie we practiced doing the same exercises in a Percival Proctor, just you and the pilot. Similar flying times took place . On the completion of this course we were awarded our brevets and promoted from Aircraftsman 2nd Class to Sergeant, the basic rank for aircrew. However, my commission to Pilot Officer was backdated to 17th February. The next posting was to No 7 Advanced Flying Unit at Bishops Court, Northern Ireland where I was involved in navigation exercises in Avro Ansons, day and night flying, for periods of 2 hours 30 mins. to 3 hours 30 mins. After 2 months I was posted to No 14 Operational Training Unit (OTU) at Market Harborough where we crewed up with a pilot, navigator, bomb aimer and a rear gunner. We were left to our own devices, assembling in a hangar for each pilot to choose his crew, all of us milling around until crews were complete. Our first two flights in Vickers Wellingtons were with an instructor pilot so that made 6 crew members until our pilot was deemed ready to go solo. On every flight I had a programme to complete in transmission and reception. The flights were of 30 mins to 5 hours duration, day and night. Besides cross country exercises we undertook fighter affiliation where during our flight a fighter we carry out a simulated attack using a camera to verify whether we had been shot down whilst practicing the corkscrew evasion technique. Also we carried out simulated raids on various parts of the UK. Two months later we as a crew were posted to 1654 Heavy Conversion Unit (1654HCU) where two more crew members joined us, a flight engineer and a mid-upper gunner so that made our crew complete for future operations. This was at RAF Wigsley, now we were in 5 Group. We were introduced to the Short Stirling for the same kind of exercises we were used to and continued training until 21st January '45 when we went to No 5 Lancaster Finishing School at RAF Syerston. There we met the mighty Lancaster for the first time. We were there for about 5 weeks and then we were at the sharp end of things, being posted to 61 Squadron at Skellingthorpe, Lincolnshire. We carried out 3 cross country exercises to convince our squadron commander, Wing Commander Scott, that we were ready for operations. Our first operation was to Harburg on 7th March but had to make an early return due to equipment failure. This, I think, had them worried in case we hadn't the fortitude to go on operations but everything was resolved and our last operation was on 25th April 1945. Whilst on operations we were under radio silence only there to receive messages from base in case of any alterations to plans, such as weather reports or recalls but when Master Bombers were used over the target the aircraft's R/T was on to hear his instructions on what the bomb aimer should aim at, green or red markers. R/T was also used when landing at base on our return. I would add that, in my experience, no aircraft took off without a wireless operator, even if it was just an air test after the plane had been repaired. For example, after being transferred to 44 Squadron after the war, Squadron Leader Pilgrim took a Lancaster up for an air test for 25 mins and I was detailed to go with him. Nothing dreadful happened to us, fortunately, but when we returned from a daylight raid to Farge, we were subjected to a lot of flak so when we landed we discovered that all four petrol tanks had been holed, one of the rudders was peppered with holes and one engine had to be feathered, out of action, so landing on 3. Considering the almost 50% losses suffered by Bomber Command we were extremely lucky. I hope this gives you some insight into service as a wireless operator.
