Bomb Aimer Sgt Tom McCarthy arrived at Snaith near Goole, the home of 51 Halifax Squadron 4 Group in May 1943. After a period of `running in’ Tom was on Battle Order for July 12/13 and the target was Aachen in the Rhur.  Approaching the target area they encountered heavy flak and the starboard engine was shot off its mounting. The aircraft remained airborne and they went into the bombing run dropped the bombs but it was then hit by an incendiary bomb dropped from an aircraft above which set fire to parts of the aircraft interior. Tom and the rear gunner both heavily dressed for the cold managed to put out the flames. They flew back on three engines and did pancake landing at Gatwick. A short while after landing, the Halifax burst into flames and was destroyed.​

They were back on ops on the 24 July and the target was Hamburg, the first use of radar blocking  Window. Midway way to the target the navigator reported to the Skipper that he was feeling ill and and that he could not continue and so they returned to base after two hours 57 minutes flying. A couple of nights later it was the turn of Essen, they bombed the target and were attacked by night fighters but returned safely. The following night it was Hamburg again but when they arrived at the dispersal, the navigator refused to enter the aeroplane telling all that they were for the chop. He ignored their pleas and so the wing commander was summoned and the navigator was driven away never again to be seen by the crew.  The navigator was deemed to be LMF-Lacking Moral Fibre. He was stripped of his rank and given menial work for the duration of the war. Tom had noticed that he was very nervous with his continuous shaking of his  hands long before the trip began.​

The next night was Hamburg again with a fresh navigator, returning after a five hour trip. Tom and his green crew had truly been thrown into battle at a most brutal period which was known as the Battle of Ruhr. Losing their navigator meant they might have to fly with a spare navigator who had lost his crew. On August 17th they were on ops to attack the Rocket Research establishment at Peennemunde with a spare navigator. There were Halifaxes and Lancasters on the raid, the Halifaxes attacked in the first wave to bomb the laboratories and living quarters of the scientists and technicians with the express intent of killing them. The Halifax attack was fairly successful but the Lancasters in the second wave suffered appalling losses some forty aircraft being shot down due to the arrival of night fighters that earlier had been duped into thinking the target was Berlin. Tom dropped the bombs at a much lower altitude than any other target hitherto and they turned for home but were constantly attacked by a JU 88. The Skipper, skilfully using the corkscrew manoeuvre thwarted the German fighter pilot who after several unsuccessful attacks finally turned away.​It was at this juncture that Tom and the other five members of his crew were returned to the Heavy Conversion Unit to train with a new navigator. The training lasted from August 1943 to February 1944. With being at the HCU they missed all the attacks on Berlin which were carried out over that winter period-save for one.​

On the 15th February they were back on ops as a crew with their new navigator and the target was Berlin, the Big City. It was the largest force ever sent to Berlin in the entire campaign, 561 Lancasters and 314 Halifaxes. An uneventful approach to the target was being made and the Skipper asked the flight engineer for a fuel check. The F/E told the Skipper  it was time for a change of fuel tanks. He proceeded to the rear of the aircraft plugged his oxygen mask into an auxiliary port intending then to open the fuel change over valves under the rest bed past the mid upper turret, but he collapsed almost immediately. His oxygen mask had become worn due to poor storage and he had passed out. In the mean time all four engines spluttered to a halt and the bomber began diving like a stone. The Skipper yelled to Tom to go and sort things out. Every member of the crew had some detailed knowledge of other crew member’s tasks. Tom knew the fuel change over technique and crawled up the diving Halifax and opened the fuel valves, the engines roared into life and the Skipper brought it on to an even keel. The F/E was soon sorted out and they proceeded to Berlin. Their aircraft had dropped from 20,000 feet to approx 10,000 feet and was now approaching the target. The Skipper, realising they would not be able to claim the lost altitude kept the Halifax at that 10,000ft.​They joined the bomber stream and dropped their bombs not realising that there were hundreds of bombers approaching and above them doing exactly the same thing. Some 2,642 tons of bombs were dropped that night on Berlin. Thankfully not a single one hit that lone Halifax.​

In the March Tom developed a severe ear infection and was hospitalised with delirium and was off sick for three weeks. On returning he noticed there seemed to be fewer aircraft on the station. He had missed the costliest bombing operation that Bomber Command ever undertook, Nuremberg, when 95 aircraft were shot down. Multiply that number by seven and you have the number of men who died.  Tom’s Squadron No 51, had lost six aircraft with several others damaged out of a total 15 aircraft despatched.​

Tom with his crew undertook another 27 ops attacking rail and oil locations, Villers Bocage and transport facilities to help with invasion that began on D Day.  Some of the ops being carried out were in the daylight which didn’t please the crews one bit. On one daylight op they past formations of German bombers flying towards England. Also amongst his last ops were two trips to the dreaded Ruhr but by then the German night fighter force was a shadow of its former power.​

In the July of 1944 Tom and his crew were screened from operations, they had come out of it unharmed after a very long and dangerous tour of operation, 31 bombing ops that had  lasted a whole year. They were duly grateful. Tom had previously carried out five maritime operations in early 1943 with a squadron of Whitley bombers making a grand total of 37 ops.​

Tom was commissioned and sent to train other bomb aimers and was awarded the Distinguished Flying Cross. His citation was fulsome, stating that his dedication, skill and bravery was of the highest standard.​He recalled in early 1945 when after a long and tiring night flying programme he was waiting for a bus to go to his rented rooms,  when it arrived the conductor said ‘War workers only’ and prevented Tom from boarding the bus.​

The European war ended and Tom much to his consternation was informed that he was on the list for the Tiger Force, aerial operations for the invasion of Japan. His wing commander spoke to him later and said `Tom you have done enough’ and took him off the Tiger Force list.​

Tom stayed in the RAF after war and converted to navigator and flew firstly with Transport Command then Lincolns of 617 Squadron when on one night exercise he gave a Lincoln rear gunner the night off  and took his place in the turret.​

With the arrival of the mid 1950s Tom joined the first Canberra squadron which was a challenge being cooped up in that very cramped cockpit. He eventually joined a nuclear armed Canberra squadron in the 2nd TAF in Germany in the early part of the 1950s. He did tell me personally that if it all was to happen his target was in Poland.​

Tom’s flying career came to an end with the 1957 defence cuts which predicted that manned aircraft would be phased out in favour of the missiles. Still waiting?​

He Trained to be an Air Traffic Controller and served at RAF Leeming, RAF Topcliffe and RAF Dishforth and a short spell as a fighter controller where he once described watching his ‘target’ aircraft that seemed to ‘stand still’ on the scope, it was a Lightning doing a vertical climb.​

Tom left the RAF in 1977 and was the last wartime aircrew Officer to be honoured with  a farewell  Dining  in Night at the Officers Mess at RAF Leeming. He worked as an air traffic controller for the helicopter units operating in the North Sea oil industry until retiring ten years later.​​