Library Reference Number: 140
No.111 OTU, Nassau, Bahamas
Having the postal address "Nassau, Bahamas, British West Indies" would appear to be an exotic, extremely desirable overseas posting for RAF personnel during WW2. Although of pleasantly long duration for ground crew permanent staff; it seemed all too short for aircrew that were put through their flying training programme as swiftly as possible. It was inevitable that Nassau would eventually join the growing list of overseas training locations, the reason being that aircrews were being lost in significant numbers, while at the same time, an increasing number of planes were now more swiftly emerging from more efficient production lines - all requiring qualified aircrews.
The reason of course, that RAF ground and aircrews were posted to this splendid spot, was not to enjoy the Caribbean life-style, but
to have space in which operational flying training could be carried out, without being shot down by incoming German intruders. Another advantage of
training aircrew at this location, however, was that the Operational Training Unit also served as a Conversion Unit for not only training newcomers
to flying duties, but moving already qualified aircrew on from B25 Mitchells to B24 Liberators. The location also enabled Canadian Air Force members
to crew up with their RAF counterparts, whereby many crews having completed training at Nassau, would join 45 (AT) group, to ferry more badly needed
aircraft across the Atlantic ready for active service. More common, however, qualified crews were posted to the Far East where the Liberator's
long-range capability was put to good use in very-long-range operations.
The Unit was set up on 20th August 1942 as a GR Unit with B24 Liberators for Coastal Command. Thirteen crews per month were to be inducted, building up to a total capacity of 39 crews on a 12-week course. On 25th November 1942, the first flight of a B25 (FK164) took place, and by 5th January 1943, flying instruction for pupils of No.111 Operational Training Unit took place, under the control of Station Commander Group Captain Waite. At the same time, the Unit operated anti-submarine patrols over the Western Atlantic.
On 5th February 1943, the first batch of B24 Liberators arrived from Homestead, all bearing 'FL' serial numbers, and on 8th February 1943, No.2 Course started with ten crews in attendance. Two Airfields were eventually established, Oakes Field covering the Conversion part to B25s, this followed by crews moving to Windsor Field, where advanced flying training on B24 Liberators took place. Pupils from No.1 Course moved on to Windsor on 7th March 1943 to undertake advanced training on Liberators, and on 10th April they left Nassau to collect newly built Liberators, which they flew across the Atlantic to Britain. No.1 Course had therefore fulfilled one of the primary functions of Nassau flying training, in delivering long-range aircraft to where they were badly needed. Training continued until 1945, when in July the Unit left for the UK, arriving at Lossiemouth, within No 17 Group on 1 August 1945. On 1 September it was transferred to No 18 Group and finally disbanded on 21 May 1946.
Probably for security reasons, aircrew members selected for training at Nassau had no prior warning of being sent there, and as the following accounts show, they were sent off on an undisclosed destination to eventually find themselves crossing the Atlantic, and sailing over on the 640 ton 'Jean Brillant' from Miami to Nassau. The first account of the 'Nassau experience' is written by Tom Kayes.
"I enlisted in the RAF on 10th April 1943, and was posted to No.10 (S) Reception Centre, Blackpool. Then after a spell at Compton Bassett, I faced
an Aircrew Selection Board, was selected as W/Op/Air (under training). Posted to No.4 Radio School at Madelay on 9/12/43, I flew in De Haviland
Dominies and Percival Proctors while training, and eventually graduated as Sgt W/op (Air) on 17th March 1944. Several other courses followed
including a Wom (Air) (Wireless Operator Mechanic), which was held at No.1 Radio School, Cranwell. This was an extremely interesting course
(mainly wireless theory). With additional courses, a spot of leave, and training as an Air Gunner at Barrow on Furness, the remainder of 1944
seemed to simply disappear."
"I can truthfully say that we had no idea what lay ahead of us. I do remember at Blackpool at the beginning of 1945, we were being briefed on our future service by a Wing Commander before going overseas. The draft in front looked very business-like, being heavily laden with full kit, and we were told destined for the Far East. When it came to our turn, the briefing officer had nothing but scorn for us, 'You lot are going to a holiday camp.' I suppose someone may have worked out our destination from those remarks - but nobody did. Even as we travelled down the Tail of the Bank and boarded the waiting ship, it took us some time to realize we were on the 'Queen Elizabeth.' I suppose a draft of Wop/Air Gunners crossing the Atlantic was unusual as we were conscripted into forming part of Army Gun Crews (passing ammunition). Arriving in New York, we were whisked off to Camp Kilmer, an US Army Station where we had food and change of clothing. About a week later, a train journey took us to Miami, then a crossing to No.111 OTU, Nassau on 7th February 1945. We learned that two days earlier (5/2/45) two Liberators had collided in mid-air. Thankfully, we had missed this dramatic introduction!"
"When we arrived at Oakes Field, Norman Siminster, Jack Hastings and myself were crewed up with two Canadians, F/O Sturrock (Pilot) and F/Sgt Sirkorsky (F/Engr). According to Norman, when we were completing the B25 Mitchell Course we were actually undertaking anti-submarine patrols at the same time as an exercise. I have grim memories of Night Circuit & Bumps exercises whereby I suffered severe air-sickness, and was past caring about what else was going on."
"We finally finished our Oakes Field training, but when VE Day arrived on 8/5/45, both Canadians left us to go home. The three remaining crew members crossed over to Windsor Field, where we crewed up with second-tour Pilots and Navigators where the emphasis seemed to be on low flying in conjuction with Leigh Light operations. This was the only time I was involved in any accident at Nassau. I was on Radar Watch on a Night Leigh Light Exercise when I noticed a 'blip' (the Liberator in front) had disappeared. I of course reported this, but privately felt it could simply be a malfunction. Unfortunately, this was not the case, and when we returned, discovered our accompanying aircraft had not returned. We were never told what happened, but all eight trainees were lost, and rumour had it, that it was due to the Pilot following the Leigh Light into the sea."
"Thus ended my stay with No111 OTU, Nassau. I thoroughly enjoyed the experience and continued my flying career in the Far East on Liberators and Sunderlands. A friendship with Norman Siminster who shared duties at Nassau, continued in the Far East, and pleased to mention still continues today as we keep in regular contact."
Tom Kayes, Scottish Saltire Branch, ACA.
Another member of aircrew who was unexpectedly plucked out of UK training to be sent to Nassau, was Flight Engineer, Jack Burgess. The following account describes this experience:-
"During the final phase of a nine-month Flight Engineer Course (which had been condensed from a 2-year course), I had been specifically studying the 'Halifax' aircraft, when one morning we were suddenly instructed to line-up within the Training School Hangar. All those cadets whose service number ended in '2' were ordered to take one pace forward. After grudgingly doing so, we were informed that we were being transferred to study the B24 Liberator aircraft for the remainder of our training, and would become qualified on knowledge of this aircraft."
"Realising later that the 'number ending in 2' method was a crafty way of selecting 30 trainees, we found on completion of our training, that the selected 30 Flt/Engineers were sent by train to an undisclosed destination. This, we found to be Gourock, and half an hour after arriving there, we were on board the 'Queen Mary' which had been anchored off-shore hidden in fog. Five days later, we disembarked at New York to accompaniment of a military band. After a brief stay in Montreal, we returned to New York, then spent a very interesting 3-day train journey down to Miami. This appeared to be the well-worn route, and for the very first time it was confirmed that our final destination was No.111 O.T.U. Nassau. This was confirmed when on arriving in Miami, we embarked on the 640 ton 'Jean Brillant' which we discovered had been built by Swan Hunter in 1935 at Newcastle. Registered in Quebec, the ship had been specially strengthened to navigate through ice in the St Lawrence, but was now pressed into military service for taking personnel to Nassau."
"From the moment we sailed into Nassau harbour the following morning, we entered a different world. If we were not flying, we were swimming at Wavecrest Beach. We were also given the use of the 'Bahamian Club,' all of those facilities we were told, granted by the Duchess of Windsor whose autograph I received at a Club visit. I was crewed up with an all-Canadian crew, and during our flying training the oft repeated tale of the Bermuda Triangle was mentioned. This was tragically brought to mind when one of our Liberators mysteriously disappeared. It made it even more regrettable when the Flight Engineer was a close friend, Ken Cameron from Fort William. Ken and his crew took off on 24th April 1944 to undertake a training exercise involving a flight to Key West, Florida. Midway through the flight, contact was lost and they vanished without trace despite qualified instructors being on board. There followed several days of dinghy searches which proved fruitless."
There was much activity at this time to increase the number of qualified aircrew members passing through the OTU, in order to take over the vast numbers of Liberators being produced at five different aircraft producers. To speed exercises up, a returning crew would leave engines running on landing, and another crew would immediately take over. This proved disastrous on one occasion, when after reporting a faulty hydraulic booster pump on landing, the next crew took off before any action was taken. When they eventually landed and taxied towards dispersal, they ploughed into several parked aircraft causing much damage as they had insufficient hydraulic pressure to operate the aircraft's brakes."
"I became a permanent member of my Canadian crew (Skipper, Les Waterfield), and we completed OTU in May 1944. On 16th June 1944, we brought a brand new Liberator across the Atlantic to Prestwick on our way to the Far East. I later joined another all-Canadian crew (Doug Turner) and I served in Far East until November 1946."
Jack Burgess, Scottish Saltire Branch, ACA.
A large number of RCAF aircrew also made their way to No.111 Operational Training Unit, Nassau, but several RAF aircrew cadets actually gained their flying qualification in Canada. Such a case was Norman Siminster, who relates his pathway to Nassau, following his training as a Navigator in Canada:-
"I joined the Air Force in 1943 under the University Air Training Scheme enlisting in the PNB classification. After square-bashing and grading school, I found myself at Heaton Park where we trainee cadets were informed as to what aircrew category we were going to be placed in. My particular lot was that of a Nav B (Navigator Bomb- Aimer). Amongst the cadets in the same grouping, there was immense speculation as to where our future lay, but nobody could come up with a definite answer."
"Early January 1944 I was off on a draft to Canada under the Empire Air Training Scheme, where we sailed from Greenock on the Queen Mary across to New York, and then on by train to Moncton, which was a PDC Centre. There we had the usual medicals and were kitted out with RCAF battledress and Canadian shoes! The RCAF uniform was much smoother than the UK serge!"
"My first course was bombing and gunnery which I did at No 6 B & G School, Mountain View, Ontario. This I found most interesting as we had begun our training in earnest. Following a fortnights leave I then proceeded to Charlottetown on Prince Edward Island, where at No 2 ANS I completed my navigator's course and obtained my brevet. Another spot of leave followed, but I was recalled by telegramme and told to report at No I General Reconnaissance School at Summerside , again on PEI. It was there we were welcomed into Coastal Command by the Wing Commander Flying, and from there onwards we knew where our destiny lay. This was emphasised by classes on ship recognition, the identification of coastal installations and more importance on the various aspects of flying over water."
"On completion of the GR Course, we travelled by train all the way down the eastern seaboard of Canada and the States to Miami. There we took the boat to Nassau, where after passing through Nassau qualifications, I was posted to the Far East where I completed my WW2 service."
Thus completes the brief description of three varying pathways to No111 OTU Nassau, by three different categories of RAF aircrew. But regardless of the method of being posted there, it would appear that along with a very large number of Canadian aircrew being posted to Nassau, the majority after Operational Training, seemed to be sent to the Far East. The reason probably being that having qualified on long-range Liberators, those aircraft were best suited for the very long range operations in that theatre of war.
Training continued until 1945, when in July the Unit left for the UK, arriving at Lossiemouth, within No 17 Group on 1st August. On 1 September it was transferred to No 18 Group and finally disbanded on 21 May 1946.