A Very Unusual Air War
Page 7
Summary for: September 1941 1 Spitfire 14–20
Unit: 602 Squadron
Date: 1/10/41
Signature: H.L. Thorne
In my logbook the following note appears in pencil; I do not know why!
Operational hours to date 44 hours 45 minutes
Score to date 1 E/A.(enemy aircraft) confirmed
Signed J.D. Williams F/Lt A.C. Deere Sqdn Ldr
O/C A Flight O/C 602 Sqdn
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
October 1st Spitfire AB849 Self Fighter sweep 1–35
2nd Spitfire P8791 Self Circus –55
Magister R1915 Self To White Waltham –40
3rd Magister R1915 Self White Waltham to base –40
Spitfire P8791 Self High cover escort 1–30
6th Spitfire W3407 Self Local flying –30
7th Spitfire AD256 Self Practice formation –40
Spitfire W3756 Self Practice attacks –55
10th Magister R1915 Self LAC Dadge To Little Rissington 1–00
Magister R1915 Self To Hullavington –30
Magister R1915 Self Return to base 1–00
11th Spitfire W3407 Self Practice formation 1–10
12th Spitfire W3407 Self Operational sweep 1–30
Magister T9873 Self Some cadets Joy rides for five cadets of the local ATC Squadron –50
13th Magister R1915 Self To White Waltham –30
14th Magister R1915 Self Return to base –30
15th Magister R1915 Self AC2 A ‘flip’ for one of our ground staff –20
Magister R1915 Self S/Ldr Ward Kenley to Tangmere –30
Magister R1915 Self Tangmere to Merston –10
Magister R1915 Self Merston to Kenley –30
Magister R1915 Self AC2 Another ‘flip’ for a member of the ground staff –20
17th Spitfire P8799 Self Operational sweep, recalled 1–05
Spitfire W3407 Self Aerobatics 1–10
19th Magister R1915 Self Fun flights for two ATC cadets 1–05
20th Spitfire AB848 Self Camera gun practice –40
Spitfire W3756 Self Camera gun practice –25
Spitfire AB848 Self Camera gun practice –3–
21st Spitfire P8799 Self Fighter sweep 1–30
Spitfire W3407 Self Scramble to mid channel 1–35
22nd Spitfire W3641 Self Practice formation 1–00
30th Spitfire W3899 Self Lysander patrol 1–25
31st Spitfire W3641 Self Roadstead to Dunquerque 1–15
1 October: I was flying as Red 2, wingman to F/Lt J.D. (Johnny) Williams. We patrolled inland from Cap Gris Nez to Gravelines at 14 to 15,000 feet. We somewhat cautiously watched 6-plus ME 109s on a climbing approach from the south. Being in a favourable position, up sun and with a height advantage, we turned to meet them. Red 1 attacked the leading four of the 109s, selecting the leader who broke away in a steep dive to port. I followed him and opened fire; the e/a then went into a steeper dive with black and white smoke pouring out. I broke off and fired a short burst at a second e/a. As neither of the e/a’s was seen to crash, I only claimed and was given, 1 probably destroyed. Sergeant Smith also claimed a ‘probable’. Johnny came home with bullet holes in the wing and fuselage of his Spitfire. A lucky escape!
3 October: When escorting bombers, the supporting Wings would normally take up one of three positions: Close escort immediately above or around the bombers. Escort cover stepped up above the close escort or High cover could be 1,000 feet or more above the other participants. On a big ‘show’ more than one Wing could be stepped up to further heights in support of the operation. The operation on the 3rd was to escort six Blenheims to Dunquerque for an attack on enemy shipping. No engagement.
Extract from logbook for 1st to 3rd October 1941, signed by F/Lt Johnny Williams and S/Ldr Al Deere, showing an action in which F/Lt Williams returned with bullet holes in his wing and fuselage.
It was not always busy and dangerous. Members of the Squadron taking a well-earned rest. Len Thorne is second from right, ‘Paddy’ Finucane fourth from right. Date unknown.
10 October: A short visit to Hullavington to chat with my old instructors.
12 October: On this operation I flew as Yellow 3, sub-section leader on the port side of the leading section and slightly above it. We swept south from Gravelines to Hardelot, inland ten to fifteen miles from the French coast. Blue section, off to our right and slightly below us, were attacked by a group of 109s just as we made a starboard turn to leave France. The rest of us were immediately involved in several brief individual combats and for a few moments the sky seemed full of aircraft. In a momentary lull I saw Blue 4 off to my right spinning down, with the Spitfire completely engulfed in flames. I broke violently to port to avoid an attacker and became separated from the somewhat scattered squadron, so joined up with one of the ‘Keyhole’ (452 Australian) Squadron boys and got home safely. We later learned that Blue 4 was Sergeant Ted Meredith of B Flight and at that time he was believed to have perished in his flaming aircraft.
45 years later, in March 1987, I was chatting with the husband of one of my wife’s friends. He noticed my RAF Association lapel badge and asked what I did in the RAF. Learning that I had been a fighter pilot, he told me of a friend who had also been a fighter pilot, named Ted Meredith and wondered whether I knew him. I said that I had known a Ted Meredith but it could not be the same chap, as I saw him shot down in flames. A quick phone call revealed that it was, indeed, the man I had known; not only was he alive and well but lived only eight miles away in Bromsgrove! Ted was a Freemason like me and we agreed to meet at the next meeting of his Lodge. A mutual friend tipped off a reporter of the local newspaper. The story not only appeared in the local papers but also made headlines in the Daily Express. A few days later we were interviewed by a team from the BBC. Instant fame! Ted and I remained friends until he really did die, in 1996.
15 October: My second trip on the 15th to Tangmere, was intended to be a visit to 41 Squadron but they had moved on. I did a quick hop over to Merston but again I was unlucky as they were airborne on a sweep.
The operations over France, Belgium and Holland were intended to carry the offensive to the Germans, to give some comfort to the occupied countries, as well as to tie up large numbers of the enemy forces. The various operations were given code names. Rodeos and ramrods were usually attacks against enemy shipping or specific land targets. A fighter sweep was a penetration into enemy-held territory with or without bombers. A circus involved a large number of fighter planes, as many as seven or eight Wings, each of three squadrons, the latter with strength of twelve aircraft, as cover for short-range bombers. A Balbo, named after the Italian general, would be even larger, including formations of light bombers. A Rhubarb, described earlier was a two-man operation over enemy-held territory looking for targets of opportunity.
17 October: Through September and October the Focke Wulfs continued to appear in ever increasing numbers and our losses increased at an alarming rate. Worsening autumnal weather plus the heavier losses resulted in a curtailment of our operational activity. In November I flew only four operational trips and one of those was aborted by bad weather.
20 October: Camera gun practice was really mock dogfights between squadron members.
21 October: ‘Fighter sweep.’ I flew as Blue 3 with Sgt Quinn as my No. 2 (position now known as Wingman). The Squadron carried out a sweep – Hardelot–St. Omer–Boulogne. Just before leaving France, at about 15,000 ft, I became separated from the Squadron and went down to join up with 3 aircraft, on a westerly heading, thinking them to be Spitfires. They turned out to be 109s; the pilots had apparently not seen me. I attacked the lowest of the three, firing two bursts from the left quarter astern. I saw holes appear and my cannon shells bursting down left of the fuselage; a piece fell off the left wing. I broke away to port and came h
ome (flat out). I claimed and was given one Me109 probably destroyed.
This sweep shows my progress in the squadron, being now considered sufficiently experienced to be a sub-section leader, the first occasion being a week earlier on the 12th. Initially my No. 2 would have been another NCO pilot but within a short time it was not unusual for a new officer to be in that position. I was considered to be a ‘safe’ pilot and most new boys, both NCOs and officers, made their initial sector experience flights with me.
My experience that day echoes a well-known RAF story: ‘Having been separated from the rest of my squadron, I dived to join three Spitfires … Looking up from my dinghy five minutes later, I saw that they were Messerschmitt 109s.’
‘Scramble.’ Our section of four Spitfires was scrambled to intercept enemy aircraft over the Channel. We patrolled at 24,000 feet for 1 hour 35 minutes and saw vapour trails above to the east but were unable to intercept.
30 October: As well as sweeps, we also flew patrols over naval actions such as convoys and minesweeping. We sometimes flew as escort to little Walrus seaplanes and the fast surface AST (Air Sea Rescue) boats. On the 30th we escorted the Lysander, a special purpose aircraft initially designed for artillery spotting; however, by reason of its very short take-off and landing ability it was widely used, as on this occasion, for dropping or collecting agents into and from France.
31 October: This was a low-level attack on shipping in and near the harbour, with bombing successfully carried out by Hurribombers. In this operation we all joined in with cannon and machine-gun fire at some of the lighter ships and dockside installations. This was a most dangerous proceeding as German low-level anti-aircraft fire was murderous. Several of our aircraft were hit and the wing leader, Wing Commander Ernie Ryder, was shot down. He was an ace from the Battle of Britain and his was a grievous loss.
Summary for:- October 1941 1 Spitfire 19–15
Unit:- 602 squadron 2 Magister 8–40
Date:- 1/11/1941
Signature :- H.L. Thorne
Pencilled notes. Operational hours to date: 57 hours 45 minutes
Personal Score to date 1 ME. 109 Confirmed
1 Probable
1 Damaged
Signed Norman C. Macqueen F/Lt A.C. Deere S/Ldr
O/C ‘A’ flight O/C 602 Sqdn.
602 Squadron. F/Sgt Les Scorer in the cockpit of his Spitfire.
Sgt Sanderson inspecting the cannon shell damage to his wing.
Johnny Niven, Jimmy Garden, Sgt Smith, Len Thorne.
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
November 1st Magister R1915 Self F/O Edsall To Hendon –40
Magister R1915 Self To base –40
2nd Magister R1915 Self To Hendon –25
Magister R1915 Self F/O Edsall To base –25
Grand total to date: 296 hours 40 minutes 3–30 7–40
55–25 230–05 4–40
7th Spitfire P8791 Self Hurribomber escort 1–35
Spitfire P8791 Self Practice formation 1–10
8th Spitfire P8791 Self Operational sweep 1–45
Spitfire P8791 Self Manston to Kenley –35
9th Spitfire AB848 Self Squadron formation –55
Spitfire W3638 Self Dummy sweep (ops) –55
11th Spitfire AD515 Self Sweep (wash out, bad weather) –45
15th Spitfire W3898 Self Local flying –20
Spitfire AD515 Self Local flying –20
Spitfire W3898 Self Local flying –10
22nd Spitfire W3956 Self Squadron formation 1–10
Spitfire W3956 Self Squadron (Pansy) formation –40
26th Spitfire P8799 Self Air and cannon test 1–10
2 November: Doing a bit of ferrying. I seem to remember that on the outward flight we ‘beat up’ someone’s girlfriend’s house.
7 November: Flew as close escort to 6 Blenheims for the bombing of a distillery near Le Tréport. After the bombs had been dropped we all had a go at the distillery and nearby factory buildings and mill, with cannons and machine guns. On this occasion flak was light and we all got back safely but I wondered whether the French workers were so lucky.
8 November: Flew as top cover to 12 Blenheims attacking a factory near Lille. Having bombed successfully, we started our return but soon after making the turn, we were attacked by a large number of ME 109s that were supported by single pairs of Focke Wulfs. By then, having made the deep penetration almost to the Belgian border, our fuel state was critical, which made it difficult to fight back. I saw a Spitfire and a 109 go down in flames, both leaving trails of smoke. I made an emergency landing at Manston with about 2 gallons of fuel left. The rest of the squadron were scattered at other nearby airfields. I was surprised to find that all of our Wing returned home safely.
Immediately after being refuelled, those of us who could be contacted were ordered off to cover an air sea rescue ‘Walrus’ to pick up two aircrew who had run out of fuel and were ‘in the drink’. They had both been picked up by the time we arrived so we returned to base.
9 November: I was flying as Yellow 3 with a new officer, P/O Max Charlesworth, as my number two. Nearing the French coast my engine briefly cut out but resumed after a few seconds but with reduced power. I thought it wise to return to base and turned for home closely followed by the rest of the squadron, which had no engagement. After the war Max achieved high office in, I believe, the Foreign or Colonial Office.
26 November:
Summary for:- November 1941 1 Spitfire 11–30
Unit:- 602 Sqdn. 2 Magister 2–10
Date:- 4/12/41 3
Signature:- H.L. Thorne 4
E. Edsal F/Lt A.C. Deere S/Ldr
O/C A Flight O/C 602 squadron
Promoted to Flight Sergeant
After the Dunkirk evacuation there was much bad feeling between certain parts of the Army and the Air Force. Even after eighteen months, it was still evident in some areas. They (the soldiers) felt that they had been let down by the RAF because they rarely saw our fighters over the beaches and did not appreciate that the RAF were doing their best to stop the Luftwaffe aircraft inland, before they reached the Dunkirk area. Sergeant Quinn, a young Irishman, while walking near Kenley, was one of several who were subjected to attacks from members of Army units based at nearby Caterham barracks. He was beaten up and was so badly injured that after some time in hospital he did not return to flying duties.
In the operations over enemy-held territory, if bombers were involved, it was the task of our fighters to protect them from the attacks of enemy fighters. Initially, Hurricanes flew as close escort but, as bomber speeds increased with the advent of aircraft like the American Boston, and more and more Spitfires came into service, the latter took over most close escort duties. Close escort was not a popular position, as having to fly at lower speeds to match the bombers we had to weave in order to maintain station, so we too became more vulnerable.
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
December 5th Spitfire AD515 Self Scramble (false alarm) –10
Spitfire AD515 Self Local flying –45
7th Spitfire AD515 Self To Shoreham –20
Spitfire AD515 Self Air firing. Return to base –5–
Spitfire AD515 Self To Leysdown for air to ground firing –50
8th Spitfire P8723 Self Scramble. Much too late, he’d gone 1–00
11th Spitfire AD515 Self Practice formation 1–05
Magister R1915 Self Sgt Mitchell To Shoreham –30
Magister R1915 Self To base –30
13th Spitfire AB849 Self Cine gun practice –55
Spitfire W3956 Self Squadron formation –55
Spitfire W3956 Self Local flying –55
15th Spitfire W3756 Self Practice attacks 1–00
; 16th Spitfire W3956 Self Aerobatics –15
17th Magister R1915 Self F/Lt Darling (nicknamed ‘Mitzi’! I wonder why?) To Llandowr 1–50
Magister R1915 Self To base. It was still cold 1–35
24th Spitfire W3756 Self Practice formation 1–10
Spitfire AD515 Self Local flying 1–20
25th Spitfire AB848 Self Local flying 1–00
26th Spitfire AD515 Self ‘Beat up’ some Beaufighters
28th Spitfire AD515 Self Operational sweep
29th Spitfire W3956 Self To Martlesham Heath
Spitfire W3956 Self Patrol over North Sea. Minesweeping operation
GRAND TOTAL TO DATE 329 HOURS 50 MINUTES 3–30 7–40
8 December: This month I flew on only one operational sweep. The Luftwaffe took advantage of poor weather to start sending fighter-bombers, bomb-carrying ME109s and later, FW190s, at the start of what came to be known as the Baedeker raids. Towns, generally 70–80 miles from the coast, were picked apparently at random from a pre-war travel guide. In a way these were in retaliation for our Rhubarbs but on a much bigger scale. Usually a single bomb was dropped but sometimes targets were also attacked by machine gun and cannon fire. We spent many hours at ‘readiness state’ and I was scrambled on two occasions in an effort to intercept these raids. They really were hit and run, very few interceptions were successful, although the situation improved with practice.