In Memoriam Alan Mercer Former Navigator 214 Squadron, 100 Group
Sgt Smith (Engineer), Sgt Langhorn (Starboard Waist Gunner)
F/O Kennett (Pilot) F/Sgt Maddox (NZ) (Rear Gunner)
F/Sgt Herlihy (NZ) (Mid-upper Gunner) P/O Spregg (Wireless Op)
P/O Green (Special Wireless Op) F/O Baumfield (NZ) (Bomb Aimer)
F/Sgt Mercer (Navigator) Sgt White (Port Waist Gunner)
OULTON JUNE 1945
Alan was born on 3rd August 1924. He grew up in the Hammersmith area of London. On taking up employment, he worked for the then GPO telephones until 1942, when, as a volunteer, he enlisted in the RAF.
He received training in this country and Canada, where he qualified as a Navigator in 1944. Returning to the UK, he was posted in November of that year to No 11 Operational Training Unit at Westcott, Bucks. There he was crewed up with F/O Ken Kennet (Pilot), F/O ‘Lofty’ Baumfield (NZ) (Bomb Aimer), F/Sgt Steve Spregg (W/Op), Sgt ‘Duke’ Maddox (NZ) (Rear Gunner), and Sgt ‘Curly’ Herlihy (NZ) (Mid Upper Gunner). About 3 months later, after training, they qualified as a bomber crew.
At the end of the course at OUT, they were posted to a Special Duty Squadron 214 FMS in 100 Group at RAF Oulton, Norfolk. On the journey by road transport from a nearby railway station to Oulton they saw the scattered remains of a BM Flying Fortress which had been shot down a few nights earlier by a German fighter intruder aircraft. 8 of the crew had been killed in the incident. Alan later met an Air Gunner, one of the survivors, at either a 214 Squadron or 100 Group Reunion in 1994.
On arrival at RAF Oulton, Alan and his OUT crew were increased by Sgt ‘Smithy’ Smith (Flight Engineer), PO ‘Olly’ Green (Special Radar Operator), Sgt Freddy Langhorn (Starboard Waist Gunner). Steve Spregg then about 30 years of age was the oldest member of the crew and had previously completed a tour of operations in the Middle East. Ken Kennett, the Pilot, a former flying instructor, was about 24, whilst the majority of the others were 20 to 22, with the exception of the two Waist Gunners who were 19 years of age.
The crew then spent four weeks at 1699 Heavy Conversion Unit, also at Oulton, getting accustomed to the B17 Flying Fortress, doing such things as cross country exercises, bullseyes, air firing, fighter affiliation, etc in readiness for operations with 214 Squadron.
In early April 1945, the crew actually became operational with 214 Squadron, the European War was then nearing its end. But regretfully Bomber Command aircraft were still being destroyed. Alan and the other NCOs in his crew shared a Nissen Hut with similar rank members of two other crews. One of these crews failed to return one night and their belongings were removed the next day. This obviously brought home realization of the dangers still involved, even at that late stage of the European War.
The first operation by the crew was a Window dropping raid to Schleswig Holstein. The object was to jam and mislead German radar, and by use of the Window, to spoof the Germans into believing a heavy force was making for a certain target, thus detracting their fighter defences away from the main bomber force who were en route elsewhere. Flying at 22,000 feet on this night vapour trails were observed and as RAF aircraft were flying at staggered intervals about 20 miles or so behind each other, the trails appeared to indicate fighter activity. This was followed by searchlight activity involving the Fortress, causing the Pilot to corkscrew for quite a few minutes to evade the searchlights and possible enemy fighters. Corkscrewing in a BM involved very severe movements with resulting ‘G’ effects and was not at all pleasant. In fact, so violent were the movements that for the first and only time in his life Alan was airsick. He was not alone in this, as so were some other crew members. No doubt the bacon and eggs before the flight had also
helped to unsettle the stomach! Luckily Alan was sick over a spare chart, so the operation was able to continue. It was later learned from Intelligence that fighters had in fact taken off to attack the spoof raid.
The second op was a similar mission which was disturbed in flight over Germany by a burst of gunfire from the mid upper turret. The Pilot reduced height very quickly and then received an apology over the intercom from Curly the Mid Upper Gunner, who stated he had caught his parachute harness in the gun triggers, which did not have trigger guards. The operation was resumed and again carried out successfully. On this occasion odd sights of flames were observed by the Gunners. These appeared to be connected with fighter aircraft and were subsequently confirmed by Intelligence as being German jet aircraft.
The crew were ready at dispersal on another occasion for operations, but were not called upon to fly.
The third and last operation for Alan was on 2nd May 1945 (the last Bomber Command Raid over Europe). This was carried out without incident over Germany, but as the aircraft was about to land at Oulton, Alan, standing in his take off and landing position behind the Pilot, saw exhaust flames of a plane crossing in front of the B17 slightly above, and some 20 to 30 feet away. Thoughts immediately went to the wreckage seen on arrival at the station, shot down by an intruder joining returning aircraft. Ken Kennett, the Pilot, immediately reacted to it being an enemy aircraft, putting the nose down rather quicker than normal, to get on the runway and avoid a disaster.
Whilst waiting at dispersal for an hour before take off on operations, there was an obvious, though hidden tenseness. On one such occasion a burst of gunfire came from the waist of one aircraft. It transpired that a Waist Gunner had left his gun strap on the gun trigger. The result being that when the aircraft engines were started, the vibrations which were considerable, caused the gun to swing round, tightening the strap on the trigger and firing it. This caused comments and laughter, thus relieving some of the tensions.
V.E Day Celebrations followed a few days after, resulting in a few sore heads, including Alan’s the next day.
Flying duties following this included taking members of ground staff on tours over Germany to see the effects of Bomber Command activities, being involved in two exercises to give experts and technicians opportunities to assess the quality and efficiency of German radar installations and equipment. Other duties consisted of air tests, fighter affiliation, and disposing of surplus ammunition and equipment over the North Sea and Wash.
On one of these air tests, Curly, the Mid Upper Gunner, after firing a burst with is .5 Brownings, went against regulations and turned his guns towards the rear. Consequently a round in one gun cooked in the hot breech, hitting his own aircraft about a foot above the Rear Gunner’s head. Luckily no controls were damaged and the Pilot was able to land safely. Needless to say, feelings between the Mid Upper and Rear Gunner were very frosty for a few days.
Another incident involving Alan and the crew was on an air test when a lot of smoke came from one of the installations in the bomb bay, where radar jamming equipment was carried, indicating a fire of some sort. This was put out by extinguishers and the aircraft landed safely. This much to the joy of two crew members who, against all regulations, had gone on the test without their parachutes.
Much has been written about the merits of different aircraft. Alan and his fellow crew members had no experience of the Lancaster, but on one occasion when returning from a North Sea trip, a Lancaster came alongside the Fortress. After the exchange of ‘V’ signals, etc, the Lancaster shut off one engine and began to pull away. Ken Kennett pushed the Fortress throttles as far as possible, despite which the Lancaster, on three engines, continued to leave the Fortress behind. All were impressed by the Lancaster.
The Squadron was disbanded in mid-1945, the New Zealand crew members returning home and the remaining crew posted to various other duties. Alan was posted to 570 Squadron, Transport Command, flying in Stirling aircraft mainly carrying items to troops in Germany. He was demobbed in 1946 as a Warrant Officer.
Although Alan’s crew served together for a relatively short period of time, companionships and friendships were established which have carried on ever since. Two of the New Zealanders have visited England with wives and families, when visits to, and get togethers with other crew members have taken place. In 1985, Alan and his wife traveled to New Zealand and visited the three crew members there.
Unfortunately, Olly Green was killed in January 1947 whilst on a joy ride in an aircraft that crashed. Freddie Langhorn died in August 1981. Steve Spregg about a year later. Curly Herlihy in November 1992. Duke Maddox in April 1993. Ken Kennett in June 1993. Smithy in March 1995. Lofty Baumfield in August 2000. Alan in June 2009, leaving one, Chalky White still alive. Despite crew members passing, a number of their families are still in contact with each other.
On retirement from the RAF, Alan returned to employment with the GPO telephones, rising to Managerial posts on contracts involving the construction of new exchanges, etc. He married Pam in 1948 and they resided in West London until Alan’s retirement when they moved to Hampshire. They had 2 daughters, 2 sons-in-law, 6 grandchildren, 2 step grandchildren, and Alan was very proud to become a great grandfather in March 2009. Unfortunately, Pam pre-deceased him in November 2001. Alan was visiting one of his daughters in America and had been proud to attend the Graduation of one of his grandsons. He was later taken ill, hospitalized, but sadly passed away on 6th June 2009.
A man from humble beginnings, who worked tirelessly to improve himself and provide high levels of comfort and opportunity for his family. A true friend, trusty crew member, loyal to his country and who had great pride in his RAF Service.
Written in memory of Alan Mercer
by Ken White
This article is from the Spring 2010 issue of Confound and Destroy
