A Very Unusual Air War
Page 4
In the open ‘finger four’ the aircraft were well apart, allowing all pilots to weave back and forth to maintain a constant watch to the rear and also to allow individual freedom of action.
27 March: The cross-country No. 1 was from base to a single destination and return with or without landing. Cross-country No. 2 would have been a triangular course and No.3 a rectangle. On one of these cross-country trips I acted as leader and flew to Poletrees Farm between Bicester and Aylesbury, the home of my younger sister, Gwen, and my mother. When I made one or two low passes, Mother appeared, waving her apron and, according to Gwen, shouting, ‘Get up Len! Get up Len!’ My brother-in-law, Joe Cooper, always swore that on one pass I almost knocked him off the hayrick that he was building.
Summary for:- March 1941 1. Master N/F -50 mins
Unit:- No. 9 SFTS. Hullavington Master Day 8–30
Date:- 1/4/41 2. Hurricane 7–30
Signature:- G. Paul F/Lt O/C ‘X’ Flight
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
April 5th Miles Master T8434 F/O Davies Self WINGS TEST 2–10
6th Miles Master T8484 P/O Harding Self 10, IF take off (1) −30
7th Miles Master T8833 P/O Harding Self 19, Instrument flying −20
Miles Master T8837 P/O Harding Self 19, IF take off (1) −15
Miles Master T8837 Self 13, 15 and 17 1–45
Miles Master T8444 P/O Harding Self 20A, NF, 7 landings 1–10
Miles Master T8444 Self 20A, NF, 2 landings −10
8th Miles Master T8376 P/O Russell Self 20A, NF, 2 landings −30
Miles Master T8376 Self 2 70A, NF, 4 landings 1–00
Miles Master T8392 Self 7 −15
9th Miles Master T8404 P/O Mehta Self 8 IF ‘under the hood’ −15
Miles Master T8404 Self Safety pilot −45
10th Hurricane 7444 Self R/T air to ground and air to air −40
Miles Master T8404 Self Instrument flying −50
Miles Master T8404 P/O Dutt Self Safety pilot −40
11th Hurricane 1742 Self Formation 1–30
12th Miles Master T8834 Self 13, precautionary landing and formation 1–30
Miles Master T8538 Self 13, 15 and 16 1–40
Miles Master T8736 F/Lt Barrett Self CFI. Test. The big one! −35
Miles Master T8381 Self Formation 1–25
13th Miles Master T8404 Self 13, 15, 16 and 17 1–35
Miles Master T8385 P/O Roberts Self Advanced formation 1–45
Miles Master T8538 Self 13, precautionary landing 1–10
Night flying 3–30 1–40
Day flying 54–00 60–50 3–30
25th Miles Master T8635 Sgt Wynn Self Local reconnaissance −45
Miles Master T8635 Self Local reconnaissance −15
26th Spitfire AG Self FIRST SOLO, Local reconnaissance 1–10
27th Miles Master T8635 Sgt Wynn Self Circuits and landings −25
29th Miles Master T7985 Sgt Wynn Self Circuits and landings −15
Miles Master T7833 Self Circuits and landings −40
Miles Master T7833 Self Circuits and landings −40
Miles Master T7833 Self Circuits and landings −50
30th Spitfire AB Self Circuits and landings −50
5 April: My ‘wings test’ on this date was, to say the least, interesting! P/O Davies was, I believe, another of those officers who had themselves been trainees only two or three courses earlier. The ‘wings test’ was a three-leg cross-country flight, from base to a map reference in the hills of South Wales, using a normal map. The second leg was to a point somewhere near Northampton, with only a map circle of 10 miles radius. From there we had to set course and fly by instruments and dead reckoning back to base. It happened that on this day the weather was extremely poor but considered good enough to make the test flight. Setting out in rain and low cloud, together with poor visibility, we were not too sure that we correctly identified the point in one of the South Wales valleys. We pressed on but got lost on the middle leg and failed to hit the map circle. After reaching our ETA (estimated time of arrival), we turned back and my instructor told me to land on any airfield we spotted. Sure enough, an airfield appeared and I landed, narrowly missing a steam-roller! We found that it was a new field under construction, with only the contractor’s workmen in sight. They told us where we were so we took off and, at the right ETA, landed back at Hullavington. As no one there knew the true facts, we ‘cooked the books’ and so I passed my test.
7 April: Although not recorded, I believe that our night flying on April 7th was at a small grass airfield near Castle Combe, alleged to be the prettiest village in England, whilst that on the 30th March was at Babdown Farm. On the latter date a Luftwaffe bomber, I recollect that it was again a Heinkel 111, dived across the landing area and machine-gunned the line of goose-neck flares, causing no damage. Fortunately, he dropped no bombs; otherwise the story might have had a different ending. Night flying was perhaps the most dangerous part of our training but most of us thoroughly enjoyed it. The highlight of the proceedings was a midnight breakfast by lamplight, bangers, bacon, eggs, baked beans and chips in abundance. As the weather improved, the pressure increased to get us into operational readiness. The number of flights per day was stepped up, my record being five on April 7th.
10 April: I can truthfully say that after my wings test on April 5th I never got lost again although I frequently called flying control for a homing, i.e. a magnetic bearing to base. It was usually laziness on my part, although it was always welcomed by the WAAF plotters and flying control officers. The young ladies of the WAAF staff got a lift from hearing the voices of their heroes, the young and dashing ‘Brylcreme boys’. Much later, in 1943/44, when flying test missions, I had several emergencies and had to call for priority landing. My friend F/O Vic Merritt said that he always recognised my call, so quiet and calm whatever the circumstances; little did he know!
P/O Mehta and P/O Dutt were two of the Indian Air Force officers who were with us on course No.28. The Sikhs stood out particularly, as they wore their usual turbans but in pale air force blue, with the small wing emblems on the side.
12 April: This was the final flying test, on the results of which we were awarded those coveted silver wings.
13 April: In my logbook opposite the final entry for April 13th is a pencilled note: ‘My 21st. birthday & my wings.’ During that afternoon, the successful cadets attended the ‘Wings Parade’ and that eagerly awaited wings badge was pinned to our tunics, for me to wear with pride for the following seven years. What a 21st birthday present.
Summary for:- April 1941 Master: N/F 1–40 1–10
Unit: No.9 EFTS Master: Day 4–35 10–10
Date: 13/4/41 Hurricane: 2–10
Signature: G. Paul F/Lt
Summary for: N.28 Course 1941 Master: N/F 3–30 1–40
Unit: No.9 SFTS Master: Day 28–55 29–00
Date: 13/4/1941 Hurricane: 9–40
Signature: G. Paul F/Lt
Proficiency
as Pilot Average
On Type.
To be assessed: Exceptional,
Above the average, Average,
Below average
Any special faults which must be watched: Nil
SIGNED:-T.A.BIRT
G/Cpt. O/C
No. 9 SFTS RAF Hullavington
Date: 16/4/1941
GRAND TOTAL TO DATE 120 hours 0 minutes
I certify that LAC Thorne has had 10.40 hours instruction and has completed the General Instrument Flying Course on the Link Trainer with the exception of Exercises
A.C. Wilson F/Lt Date: 16/4/41
Following the presentation of my wings another welcome event took place: I was promoted to the rank of Sergeant, a welcome step forward. During the initial training period at Babbacombe RW (Receiving Wing) and at Torquay ITW (Initial Training Wing),
we cadets had the rank of AC2 (Aircraftsman Second Class), popularly known as the lowest form of animal life in the RAF. The pay was two shillings (10p) per day. We were permitted to make an allotment of not more than 50% to a dependent relative, which was matched by the Air Ministry. Mother, a widow, therefore received two shillings a day, most of which she saved to help me in my moments of need.
On commencement of flying training we were promoted to the rank of LAC (Leading Aircraftsman) with a pay increase to three shillings and nine pence per day. Promotion to the rank of Sergeant brought a much greater increase to twelve shillings and sixpence per day, about £4/7/6d per week. On top of this our uniforms, flying clothing, food and accommodation were provided by the service. Suddenly we were rich!
Gaining our wings marked the end of our SFTS training at Hullavington. We were granted a seven-day leave to go home in order to show off our stripes and wings; in my case I went first to visit Mother and sister Gwen at Poletrees Farm with trips into Aylesbury and my home village of Waddesdon. Two days later I travelled on to Redditch to see fiancée Estelle and visit members of her family. Of course, with my bright new wings in evidence everyone treated me as if I was already an Ace, all of which was wonderful.
The seven days passed quickly and my orders came through to report to No. 57 OTU (Operational Training Unit), at Hawarden near Chester. At this time Hawarden was an all-grass airfield with, on the south side, a Vickers Armstrong factory where first Wellington and later Stirling bombers were assembled. Conditions were not ideal for Spitfires so, after one or two flights in Miles Masters, most of our training was done at nearby aerodromes.
26 April: After two refresher flights in a Miles Master we were considered to be sufficiently experienced to be let loose in a Spitfire, a day that will stay in my memory for as long as I live, the culmination of all those months of training. There were no two-seaters in those days; an experienced instructor saw us seated comfortably in the cockpit, first to ensure that our parachute was properly fitted and the straps good and tight, safety straps done up and tightened, secondly to check that radio and oxygen were plugged in, and we were all set to go. The instructor stood on the wing and explained the controls, the take-off and landing speeds, then off you went.
As our airfield at Hawarden was out of action due to a heavy smoke pall and poor visibility following the heavy bombing raids on the Mersey towns of Birkenhead and Liverpool, we travelled by coach through the Mersey tunnel to Speke, then a small grass airfield on the north bank of the river some four or five miles east of Liverpool.
The take-off run was slightly downhill towards the river. When safely airborne it was necessary to retract the undercarriage by placing the selection lever in the up position. There were no hydraulics in the early (Mk 1) Spitfires so the pilot had to use a hand pump, a long cranked lever on the right side of the cockpit. To do this he had to change hands, operating the control column with the left hand, having tightened the throttle friction nut. Meanwhile he worked the pump with his right hand. This resulted in a take-off rather like a kangaroo; incredibly, we all made it safely. A steady circuit of the airfield, then back for my first Spitfire landing, a curved, semi-glide, final approach to keep the landing path in sight past that long nose. Level out, ease throttle closed and the touchdown proved easy. Prior to the actual landing we put into use those letters so carefully learned: U – undercarriage down and locked, M – mixture full rich, P – pitch fully fine, F – fuel on, F – flaps down (a Spitfire used full flap for landing), and F – friction nut loosened for easy throttle control movements. The Spitfire flew like a dream and despite the narrow undercarriage, landed without any problems. A few more sessions of landing practice in a Master (circuits and bumps), then it was Spitfire all the way. At long last I really felt like a fighter pilot.
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
May 1st Spitfire AO Self Navigation 1–10
3rd Spitfire AB Self Height test to 25,000ft 1–10
Spitfire AO Self Ranging 1–30
9th Spitfire AB Self Formation 1–30
10th Spitfire AI Self Formation 1–10
11th Spitfire AA Self Ranging 1–00
12th Spitfire CB Self Circuits and landings 1–10
Spitfire CB Self Formation 1–25
13th Spitfire CV Self Formation 1–25
Miles Master T8044 Self Sgt Ingle Instrument flying −50
Miles Master T8044 Self Sgt Ingle Safety pilot, instrument flying −50
16th Spitfire CY Self Formation 1–30
Spitfire CA Self Formation 1–30
17th Spitfire CA Self Formation 1–35
20th Miles Master J Self F/Lt Baldie Ferrying −20
Spitfire CJ Self Formation 1–30
21st Spitfire CG Self Aerobatics and low flying 1–25
Spitfire B(CJ) Self Formation and ranging 1–20
22nd Spitfire CH Self Formation 1–20
Miles Master B Self Sgt Garden Map reading 1–20
24th Spitfire CJ Self Formation and target for camera gun practice 1–20
Spitfire CG Self Formation, cross country and camera gun practice 1–25
25th Spitfire CD Self Formation and aerobatics 1–20
Spitfire CD Self Formation and camera gun practice and evasive action 1–30
26th Spitfire CA Self Formation and aerobatics 1–30
Spitfire CC Self Formation −25
27th Spitfire CD Self Ranging practice 1–10
29th Spitfire CJ Self Formation and aerobatics 1–25
3 May: This was my first experience of climbing to a height above 4 or 5,000 feet and my first use of oxygen.
13 May: When we were ‘comfortable’ in a Spitfire the training was increasingly aimed at operational needs, hence lots of formation flying (sadly still the obsolete VIC formation, battle climbs, air drill, etc.) We all agreed that the ‘Spit’ was a delight to fly, a lady with no vices. Care was needed when taxiing on the ground, due to the narrow undercarriage and poor visibility past the long nose. With the small radiator, overheating was always a problem. It was vital not to hang about once the engine was running but to get airborne as soon as possible. The joy of flying, particularly in a Spitfire, is well described in the poem ‘High Flight’ by John Gillespie Magee Jnr: ‘Oh! I have slipped the surly bonds of earth/And danced the skies on laughter-silvered wings’.
21 May: Although my logbook entries show very few aerobatic sessions, it is misleading. On most flights, in the spirit of joie de vivre, we threw our willing steeds through the air. I well remember flying along the North Wales coast, doing continuous slow rolls, left and right alternately.
26 May: Following the first of the two flights on the 26th I made a mistake and collected the following endorsement:
BLUE ENDORSEMENT Landed down wind.
Signed by J.R. Dunsworth S/Ldr
CFI. 57 O.T.U. dated 31/5/41.
At this time we were using the small airfield at Sealand, normally an EFTS operating Tiger Moths. On a windless day I had taken off from West to East. Returning after some exhilarating aerobatics, I failed to note that the ‘Landing Tee’ had been changed through 180 degrees and landed the same way I had taken off. I finished my landing run among the Tigers! Fortunately I missed them all and no damage was done, except to my reputation and ego.
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
June 1st Spitfire CJ Self Formation and battle climb 1–10
2nd Spitfire CM Self Formation −35
3rd Spitfire CL Self Formation and air drill 1–45
Spitfire CD Self Formation 1–30
Spitfire CN Self Formation −40
4th Spitfire CD Self Formation, battle climb and air drill 1–40
5th Spitfire CJ Self Formation, Sealan
d to Hawarden −10
7th Spitfire CC Self Formation attack and evasive action 1–20
Spitfire CK Self Formation and dog fighting 1–30
Spitfire FI Self Air firing, air to ground −25
3–30 1–40
55–25 110–25 4–40
7 June:
Unit 57 OTU. Hawarden
Summary for May/June 1941 Master 1–25 5–05
Spitfire 44–30
Signed:- H.L. Thorne Sgt
O/C ‘C’ Flt Summary for 20 Course Master 1–25 5–05
Spitfire 44–30
Signed:- H.L.Thorne Sgt
Signed:- J.W.Baldie F/Lt O/C ‘C’ Flight
J.R.Dunsworth S/Ldr. O/C Training 57 OTU
This concluded my training as a fighter pilot. It seems incredible now that only on the final flight, that on June 7th, did I experience firing the eight machine guns and then only air to ground. On the same day I had my one and only lesson in dog fighting. Perhaps even more unbelievable is that I had only 1 hour 40 minutes flying solo at night and that in a Miles Master trainer within sight of the flarepath. On joining 41 Squadron, on June 12th, I was ordered off for a night reconnaissance of the Catterick sector. My Spitfire was fully armed and operational in case I ran across the odd German bomber. We had only the old TR9 radio with poor reception and limited range and, apart from the magnetic compass, no navigation aids. It still seems absolutely amazing that we supremely confident youngsters got safely back to our bases. Of course there were some who were not so lucky.
At OTU most instructors were veterans of the Battle of Britain just a few months earlier, on rest from their battle experiences or recovering after being wounded or injured in crashes. Some of them still showed the stress and trauma of their operations. They taught me as much as time permitted, to improve my flying and how to hold my own in combat; they also taught me to play bridge.
Having a car made me popular with the other cadets and I made particular friends with four of them. Ron Rayner came from Manchester and being quite near, we spent a weekend with Ron’s parents. Desmond O’Connor (Dessie) came from the north of England and was a quiet, likeable youngster. Later we both became members of 602 Squadron and I was most upset when in the hard fought battles of the next year, on March 8th, he was shot down; later it was confirmed that he had died. Ronnie Rayner and I first joined 41 Squadron at their home base of Catterick, although my stay there was only two months. Ron remained with the squadron and after a full tour was posted to Malta and North Africa. He converted back to Hurricanes and later still went to Yugoslavia, instructing Tito’s airmen. He was awarded the DFC and survived the war. Ron passed away in 2001.