Air Marshal Sir John Curtiss recounts his 41 year military career, beginning with his enlistment in the RAF in 1942 at 17, his service in Bomber Command during the war, and during the Berlin Airlift after. Sir John finishes by reflecting on the Falklands War and his role commanding operations. Sir John initially trained as a navigator, eventually becoming the first navigator to achieve the rank of Air Marshal. He describes his experiences flying with various crews and surviving dangerous missions, including a harrowing incident where a bomb fell through their aircraft! After the war, Sir John moved to Transport Command, where he was redirected from a mission to Singapore to participate in the Berlin Airlift, completing around 263 return trips to Berlin. He highlights the significance of the airlift, and talks proudly about his role in providing essential supplies to the people of Berlin. Sir John’s career continued to evolve, involving training navigators, serving as a fighter controller, the Ministry of Defence, and eventually commanding operations during the Falklands War as an Air Vice-Marshal. He reflects the heightened stress of leadership where he says he felt the stress of “sending people out, possibly to die”. Throughout his story Sir John talks proudly about his service, expressing a sense of fulfillment and pride in his contributions.

Fred was a teenager when his home was destroyed in a bombing raid. At the age of eighteen he volunteered for the RAF, trained in gunnery and became the tail gunner in a Lancaster bomber. He took part in the nighttime bombing of Germany and, against the odds, survived 45 missions. There were some close moments and during this period he lost most of his friends in combat. After the war he had a recurring nightmare where, among a landscape of crashed aircraft, there was a space reserved for his bomber. At the start of the Berlin Airlift he was posted to Gatow as an intelligence officer, where his unit at first worked in a tent. Despite misgivings regarding its feasibility the Airlift went ahead anyway, initially using Dakotas and building up to larger aircraft. His billet was at the end of the runway, and at first he had trouble sleeping as the noise was constant, 24 hours a day. The Soviets were close by and made things awkward but never directly interfered although the local population were terrified that the Allies would leave them for the Russians. The devastation caused by bombing in Berlin was awful and the civilians were in poverty, although the airlift ration was about the same as those in Britain. While on duty a plane carrying coal crashed on take-off, killing all the crew. He served in Berlin for the entire duration of the Airlift and felt that it was better than bombing the city.

After being demobbed, Naval man Len Hurst took to post-war England in search of a suitable new job. When promises of employment within the Merchant Navy fell flat, Len found luck in the field of aviation, gaining his Civil Aviation licence and beginning work as a Radio Officer.  In this interview he recalls his time with Southend Airways, coinciding with the start of the Berlin Airlift. He describes his own experiences flying with different crews, as well as some pilots who were almost certainly more than three sheets to the wind. Len’s anecdotes include one hair-raising flight, when a problem with the control locks forced his plane to fly at a scarily low altitude, and another lucky escape following a crash caused by the collapse of his plane’s undercarriage. With Hamburg flattened, Len and his crews helped to deliver goods like butter, coal, and flour. When considering the initial resentment from many Berliners, he reiterates that the Airlift was to “feed” people, something which otherwise might not have happened.  Similar to many, Len has no regrets, and recalls the Airlift as “a very interesting period” in his life. He has since written a book, detailing his experience. 

John spent part of his childhood in Canada but later he returned to Britain and joined the RAF as an apprentice aged fifteen. When war broke out he volunteered as aircrew and was posted to Canada for training. He enjoyed this, partly because there was no food rationing. After finishing he was sent to Egypt to ferry aircraft, such as the Martin Marauder and the Bristol Beaufighter, to India. These trips took three to four days. After the start of the Airlift, in October 1948, he was sent to Germany as a relief crew and based in Lübeck. From here he flew Dakotas (C-47s) to Gatow in Berlin, often two or three round trips a day. The cargo was sometimes coal and one of the American air traffic people composed a ditty: “C-47 with a blackened soul, Bound for Lübeck with a load of coal.” Coming into land one night at Lübeck the weather was bad, with rain and dense fog. Under these conditions the radar did not work well. When he descended through the cloud cover, he realised that they were too low and the underside of the Dakota hit some trees and, despite trying to fly up and away the plane crashed. He dislocated his shoulder, and someone pulled him out of the burning aircraft. A mother and child onboard died, as did his co-pilot. He recuperated but it was two years before he could fly again and after a while he could only fly as second pilot.

Terence Crowley was an aircraft engine fitter during the Berlin Airlift. He was stationed at RAF Uetersen near Hamburg. Upon joining the RAF in 1946, Terence was sent to north Yorkshire and commenced his role working on Vickers Wellington twin engine bombers. After gaining valuable experience, familiarising himself with the aircraft and completing training with high marks, he was posted to several difference locations throughout England. This range of postings took him to RAF bases from the west midlands to Bedfordshire and ultimately to Norfolk where he began work overhauling Lancaster bombers. Speaking with great humour Terence recalls how, having never flown before, he was unexpectedly required to became part of a crew for a test flight of a Lancaster bomber which he himself had been responsible for fitting the engines in. Shortly afterwards, he was dispatched to Germany, working on a variety of planes from communication aircraft to any aircraft needing attention during the Berlin Airlift. He recollects many fond memories of his time in Germany, including mixing with fellow workers from Germany and America, ballroom dancing and delivering newspapers to Berlin. In addition to his role as engine fitter, Terence was given added responsibilities including tanker driver and VIP fitter, looking after both dignitaries and their planes. He talks knowledgably about the daily wider operations of the RAF and reflects on the deep sadness of discovering a colleague had been lost at sea. Terence felt relief when the air lift was over but commends the efforts of all involved in a project he remarks as being “well worth doing”.

John Aitken’s military service began after WWII with the Gordon Highlanders in Aberdeen before he moved on to Sandhurst where, in addition to his officer training, he learnt French, Russian, meteorology, maths and physics. In 1949 John was sent to Wunstorf in Germany to work within air dispatch operations for the Berlin Airlift. In his interview, John shares memories of barrack life adjacent to the runway, recalling how the rooms used to shake every minute as another fully laden converted bomber took off, and gives an interesting insight into how supplies were coordinated and transported. He also talks about some of the loads he used to fly into Berlin, and the friendly competition between the Americans and the British to see who could load their Dakotas more quickly; but unfortunately, as the competition got more intense, so did the risks. John paints a vivid picture of the city of Berlin both during the Airlift and several years later when he returned after a stint serving in the Middle East, with clear memories of his horror at the devastation left by WWII and later the striking divide between east and west.

Bob was in Birmingham when it was bombed during WW2. A love of flying from an early age led him to join the RAF toward the end of the war and he was assigned to Coastal Command. He learned to fly the Sunderland, a four-engine flying boat, but before his training finished, he was sent to Berlin to assist with the Airlift. After qualifying as a pilot, he was assigned to Hamburg on the River Elbe where his squadron assisted in supplying Berlin with food and household goods. On their return trips they sometimes brought back malnourished children for care, as well as German export goods. He saw the Russians as confrontational, while relations were thawing with the Germans. During the period of the Airlift there was no leave for his squadron, but they were close to the centre of Hamburg where they could relax in the evenings. He thought that the Airlift was an important event but that the role of the Sunderland squadrons has received insufficient attention. After further overseas duties his squadron was assigned to Korea where war had just broken out. He flew coastal patrols, aiding the US navy in their search for enemy submarines. The Malayan Insurgency was also occurring during this time and the Sunderlands also helped the British army in their battle against communist guerrillas.  On leaving the RAF he spent many years as a flying instructor with various air forces in the Middle East before taking final retirement in 1976.

After losing his job at a timber yard Clifford joined the RAF just before the conscription age of eighteen. When he had completed his training, he was posted to Gatow in Germany, the main British airfield, at the start of the Airlift in June 1948. He was a clerical worker, ensuring the safe and rapid turnaround of hundreds of flights, as well as performing guard duty and manual work. During the Airlift disassembled vehicles and food were delivered and on the return journey they brought back sick children and post, which was forwarded. There were large numbers of Germans working on the base, alongside the RAF personnel and during the Airlift the western Allies began to be seen as defenders, rather than occupiers. He remembers the appreciation of German children and parents when he and his comrades gave the children a Christmas party on the base. The British troops paid for this and gave gifts of chocolate bars and oranges to the youngsters. In Berlin he acquired an appreciation of opera, made good friends and had a German girlfriend. Marrying German women however was frowned on by the British authorities. One episode he recalls vividly is getting very drunk on his 21^st birthday and being disciplined by his superior officer. Clifford felt that he matured from a boy to a man during his time in Berlin and was sad to leave. Some of his companions thought that the Germans deserved all they got but that was not his opinion.

Basil Chambers recounts his experiences stationed in volatile post-war Berlin. The severe winter of 1947 motivated Basil to enlist in the Royal Norfolk Regiment. He joined the Signals Corps where he trained to become an instructor, and on passing his exams was sent to post-war Berlin. Taken to barracks in the suburb of Spandau, Basil recalls open land, and a lack of building, that is except for Spandau Prison, which housed convicted Nazi war criminals. Basil recounts the surreal experience of watching Rudolf Hess take his daily walk. Identified as a sportsman, Basil tells of his eagerness to run in the 5,000 metres, despite not having ‘a clue what that was’! His desire to succeed means he can boast the rare accolade of victory at the Berlin Olympic Stadium! The souring of Western Allies and Soviet Union relations resulted in road, rail and water blockades by Soviet forces. The airlifts that followed, taking food and fuel into Berlin, introduced Basil to flying, albeit sitting on crates of cheese! Basil and his colleagues gained a rare insight into life in post-war Berlin. He describes a community dealing with power outages and food shortages, but his overriding memory is that of resilient hardworking people ‘really making an effort to get back on their feet’.

Starting as a Bevin Boy, Alan Hewett, struggled to settle down after being demobbed. Determined to follow his dream, Alan joined the RAF. Originally stationed at RAF Melksham, Alan met his future wife, Eve. Later he was sent to North Luffenham, working as a mechanical engineer, Alan replaced Dakota aeroplane engines during the Berlin Airlift. Although RAF Luffenham wasn’t a very social place, Alan reflects on how his downtime was spent there. After serving as an instructor at Melksham and on tour in Iraq, Alan was meant to be demobbed. Instead he took a job at RAF Crawley, building the De Havilland Comet 2 flight simulator. At RAF Little Rissington, Alan became the chief in charge of simulators for the NATS, which later became the Red Arrows. Lastly, Alan reflects on the independence and self-reliance that his time spent in the RAF taught him. He details how his 22 years of service shaped his confidence, work ethic, and even his marriage, affording him with an overall ‘great life’.

Albert Kingham shares his memories of being evacuated from Southend to Nottinghamshire at the age of eight. Albert dreamed of becoming a pilot and witnessed the first dogfight over Southend in 1939. During his four years in Nottinghamshire, he witnessed the bombing of Sheffield and collected shrapnel from crashed planes. At 14, his passion led him to join the Air Training Corps (ATC), where he received training, including parachute exercises, and flew in various aircraft. Albert recalls a memorable flight with a photographer over Germany in 1947, where he witnessed the devastating aftermath of the war in cities like Cologne. In 1948, Albert was stationed at Oakington during the Berlin Airlift, he recounts flying in Dakotas to and from Berlin. After leaving the ATC in 1951, he began a career as a naval tailor, helping produce battledress uniforms, including those worn during the Korean War. Albert’s story is one of bravery, resilience and a love for planes.

John wanted to fly since the age of ten, when, on the top deck of an open trolley bus he saw a Rapide biplane land at Croydon aerodrome. He joined the RAF during WW2 and later served as a signals engineer on the Avro York. Unknown to the crew his aircraft was used as a ‘guinea pig’ test of GCA (Ground Controlled Approach). GCA was a procedure where ground control guides the aircraft in during bad visibility and was widely used during the Berlin Airlift. This enabled aircraft to land every two to three minutes, even during the severe winter weather. During the Airlift John flew 356 trips and only one of these was aborted. One time he flew with a pilot who was so drunk that he was unable to carry out the pre-flight visual inspection but flew correctly once they were airborne. After a crash at Wunstorf which killed the crew, John served as one of the pallbearers at the funeral. He was in his early twenties and never thought about dying, believing that fate played a large part in matters of life and death. On the 60^th anniversary of the Airlift the Berlin Airlift Association went to Templehof airfield in Berlin for a memorial service. Here he was thanked by the elderly and the very young, an experience he found moving. At the time of the Airlift he thought he was only doing his duty but later he became aware of its importance of it to Berliners.