More days of waiting for the weather, and on the 20th they went back to Wizernes. Tait, flying the Mustang for the first time on business, found wisps of broken cloud drifting over the area and thick haze on the ground. A lot of flak was coming up ; he dived through it and lobbed his smoke markers, pulled steeply up to 4,000 feet, looked down and could only just see the smoke drifts. Obviously the bombers, miles back at 18,000 feet, would never see it, and so he did an unheard-of thing… called up the bombers and said, “Try and aim at me,” then dived into the bursting flak directly over the blockhouse and circled it at 1,000 feet, hoping the glinting of his wings would draw the eyes of the bomb aimers to the spot.
The Mustang shook in the shell blasts, and little holes were suddenly appearing in the wings and fuselage as machine-gun bullets and shrapnel punched through. Two bullets went through the petrol tank (which was self-sealing) and just missed the glycol coolant tank (which was not), and even then the bomb aimers did not see him.
They called up on their bombing runs and said they could not identify a thing, and Tait at last swung away out of the flak, an extremely lucky young man to be still airborne and personally unpunctured. The squadron turned and brought their “tallboys “back home.
They waited five more days for the cloud to clear and on the 25th went to Watten, Tait again in the Mustang. Murderous flak came spitting up all round the blockhouse, but this time, for the first time in weeks, there was neither haze nor cloud and in the crystal-clear air the target stood out so clearly that the bomb aimers reported they could see it from miles back, and Tait did not have to mark.
They had half-hour delay fuses on the “tallboys “that day, so they saw no explosions, but as the bombs sliced into the earth puffs of dust shot into the air from the shadow of the blockhouses.
Fawke lingered half an hour near the spot with a camera in his Mosquito and brought back beautiful photographs of the explosions… five direct hits and half a dozen very very near misses. Three aircraft were badly hit by flak and one gunner died, his throat cut by flak.
Again they waited for the weather and on July 31 flew to deal with a flying-bomb storage dump in a railway tunnel near Rilly La Montagne. They caved in each entrance to the tunnel with their uncanny accuracy. They lost another crew that day.
The liberating armies burst out and reached the Pas de Calais area and, as it happened, there was nothing for them to do about the rocket sites except stare in wonder. 617 had destroyed them.
At Watten they found that “tallboys” had smashed the roof and wrecked the building inside so badly that the Germans had abandoned it.
The great rocket site at Wizernes was reduced to rubble. The 10,000-ton dome on top was knocked off its foundations and the launching tunnels below had caved in.
At Creil they found that the deep limestone caves which were to have protected their rockets and buzz-bombs had collapsed for hundreds of yards and buried them instead.
A “tallboy” had gone right through the 16-foot concrete roof at Siracourt site, exploded beneath it and wrecked it.
Most spectacular was the wreckage at Mimoyecques, where the fabulous guns of V3 were to have fired on London. One “tallboy” had ripped a corner off the 20-foot thick concrete roof and completely blocked the left-hand gun shaft. A near miss had collapsed the right-hand shaft and shaken the remaining shaft out of plumb. Five hundred feet down when the bombers came, 300 workers had been sheltering in what they must have thought was complete safety. They are still there, entombed.
Churchill sent Wallis over to France, to see what his “tallboys” had done, with an eye to what they might do in the future. When he flew home Harris silently showed him photographs of the workmen swarming over the concrete U-boat pens at Hamburg, Bremen and Ijmuiden. They were enormous pens, some of them 300 feet square and 70 feet high. It was obvious that they were being further strengthened. Agents’ reports confirmed this.
“Looks as though we’re going to have some more substantial targets,” Harris said. “After what you’ve seen of the rocket sites, do you think a ‘tallboy’ could cope with these?”
“I think one or two ‘tallboys’ broke up on the concrete,” Wallis said. “If we’re going to have something still bigger to deal with, I think we should throw something bigger at them.” He added artlessly, “Something like a ten-tonner. I’ve been suggesting a ten-tonner for some time now, and I believe the Lancaster has developed enough to carry it into Germany.”
Harris looked at him. He said after a while, “Mr. Wallis, I said once you could sell me a pink elephant. I think perhaps this time you might at last sell your ten-tonner.”
That was a very satisfying day in Wallis’s life.
CHAPTER XVII VICTORIA CROSS
617 was a delighted squadron; not because of the coming 10-ton bomb (they were not told about that yet) but because Leonard Cheshire had just been awarded the V.C. It was the second V.C. to the credit of the newest squadron in the R.A.F., and one of the most remarkable V.Cs. ever awarded.
The citation specified no one act of superb gallantry but listed some of the things he had done : the time a shell had burst inside his aircraft and he had continued on to the target, Ms volunteering for a second tour as soon as he had finished his first, his third tour, and then his insistence on dropping rank to do a fourth in a “suicide squadron”. There was a piece on his part in the Munich raid, when he cruised through the flak over the roof-tops, and it noted that he had done a hundred raids. A V.C. is often won in a moment of exalted heroism, but there can be no tougher way of winning it than by four years of persistent bravery.
617 had lost its priority targets now and Cochrane was busy finding new ones of sufficient importance and diminutiveness to merit the “tallboys” and 617’s specialist attention. Tait had been completely accepted by the squadron. An elite corps, they had regarded him a little aloofly (after Cheshire and Martin) until he had gone down to circle Wizernes in his Mustang; as a personal aiming point for the bombs as well as the flak; then they went so far as to chide him with fond concern for sticking his neck out so imprudently.
Wallis’s new 10-tonner was coming along as fast as possible, but that was not very fast because it was a far more complicated job, even, than the “tallboy”. Freeman had christened it with the code name of “Grand Slam” and delivery date for the first one was roughly February, 1945. Meantime the Americans were starting to produce “tallboys” and were evolving a new (and very efficient) method of making “grand slams”.
It might be said that the fate of the battleship was finally sealed in the bath of Air Vice-Marshal the Honourable Ralph Cochrane. In his waking moments work was rarely absent from his mind; he had been thinking of the Tirpitz for a long time, and it was in his bath one morning that he finally made up his mind to get permission for 617 to sink her. He climbed out, dried, dressed and flew down to see Harris, and Harris said yes.
Tirpitz was still in Alten Fiord, in the Arctic Circle, by the northern tip of Norway. Merely lying inside her girdle of torpedo nets she forced the Allies to divert three battleships, badly needed elsewhere, to guard the Russia convoys. The Allies had been trying to “get “her for over two years. First a Russian submarine damaged her; then British midget submarines put her out of action for six months. Next the Fleet Air Arm hit her, but now she was ready for sea again.
Cochrane flew to Woodhall. “Tait,” he said (typical of the man), “you’re going to sink the Tirpitz.” For a while they discussed ways and means. One problem, Cochrane warned, would be the smoke screen round the ship. The Germans had run a pipeline round the shores of the narrow fiord and could pour out smoke by turning a tap. Also there were scores of smoke pots round the ship, and they could smother the fiord under smoke in eight minutes. There would be no time to waste manoeuvring for a bomb run. Tait went over to the mess to have a glass of beer and think about it.
He spread maps on his office floor and measured the distance there and back. It was formidable: something like 3,000 miles… probably
beyond range. He loaded three Lancasters with bombs and full petrol and sent off three of the youngest crews (because the maximum range is what the least experienced can do) to fly round England a distance equal to the distance to the target. He sent another plane with half petrol to fly similarly, representing the distance back with a lighter load. When they landed he measured the petrol they had used, and the two ends of the string did not meet. He reported to Cochrane that the Tirpitz was just outside their range.
Two days later Cochrane flew over and said, “You can do it from Russia.” He put a finger on the map… . “Here. Yagodnik.” Yagodnik was a Russian airfield on an island in the Dvina River, about twenty miles from Archangel… only 600 miles from Alten Fiord. “Fly to Yagodnik from northern Scotland with your bombs,” Cochrane said. “Refuel there, do the job, return to Yagodnik to refuel again and come home.”
He said there were enough “tallboys” now to send 9 Squadron with them. 9 Squadron could not use the S.A.B.S. but had become nearly as accurate with the Mark XIV bomb sight. Two Liberators would carry ground crews and spares.
The planners worked fast and three days later, on a good weather report, the squadron (carrying their “tallboys”) flew to Lossiemouth, refuelled and in bright sunshine on September 10 took off heavily on the long haul to Russia.
Rain poured on Yagodnik, and for three days they waited for it to lift. Friendly Russians tried hard to amuse them, but outside the huts lay a sea of mud and the crews relaxed indoors, chasing bugs and eating sour black bread, borscht and half-cooked bacon… when the last of the breakfasters rose the head of the lunch queue sat down.
On September 15 the sun crawled out of the horizon low to the south and shone in a clear sky. The crews were out in their aircraft, running up the engines hopefully, when the weather plane darted over the airfield like a blue kingfisher and landed with the report that the sky over Alten Fiord was clear. Minutes later twenty-eight Lancasters of the two squadrons were lifting off the bumpy grass and turning west. Tait flew slowly, the rest of his squadron picking up station behind till they were in their gaggle low over the White Sea, and on strict radio silence to delay detection. Grey water close below muffled the thunder of the engines till they crossed the barren shore of Lapland and the echoes came up from the ice-worn rocks. The land was lifeless but for odd stunted trees ; it rose a little and the aircraft lifted their noses gently over the contours.
Tait had an engine running rough, shaking the plane like a rolling-mill, but he headed on worrying about having enough power for the bombing climb. Ninety miles from Alten Fiord the mountains reared ahead and, on full throttle and revs., Tait’s rough engine cleared and he climbed easily over the last ridge. They were dead on track.
Alten Fiord lay quietly in the sun like a map; they raced for it at 11,000 feet to beat the smoke screen, but as they picked out the black shape at her anchorage under the cliff, white plumes started vomiting out of the smoke pots and streaming across the water.
The bombers were quivering on full power five minutes from bombing point as the white veils started wreathing her. There must have been a hundred pots pouring smoke. Flak was firing from the heights now; the gaggle ran steadily through the black puffs, and then the Tirpitz’s guns opened up. Two minutes from release point the drifting veils were fast smothering her. Daniels, in the nose of Tait’s aircraft, took a long bead and called, “Bomb sight on!”
The black hull finally vanished in its shroud but the mast-tops stood clear a few seconds later, and then they too were gone. Daniels tried to hold his graticule on the spot but found no mark in the drifting smoke and guessed as the seconds dragged that he must be wandering off. The Lancaster leapt as the bomb clattered away and Tait swung the wheel hard over, swerving out of the flak.
Behind him the others had all lost their mark in that agonising last minute. Howard, Watts and Sanders bombed on dim gun flashes through the smoke. Kell and Knilans bombed on the spot last seen, and the others, in frustration, did not bomb at all. Pale flickers in the smoke showed bombs exploding, and after one of them a plume of black smoke spurted through the whiteness. Tait felt a moment of hope but judged it was only a “tallboy “striking the shore. Some of the Lancasters swung back through the flak for a second run, but the screen was thicker than ever and they turned for base.
It was the nearness to success that hurt Cochrane most. He said wryly, “Another minute’s sight and you’d have got her. I was afraid those smoke pots might balk you.” He did not tell Tait at the time but he had no intention of leaving the Tirpitz in peace.
Recce aircraft reported the Tirpitz was missing from Alten Fiord and there was a great “flap” (particularly among the nautical people) till a message came through from a Mr. Egil Lindberg. Lindberg was a Norwegian who operated a secret transmitter from a room above the morgue in Tromso. The Tirpitz had arrived in Tromso, he reported, with a great hole in her for’d deck. She had been hit by a very heavy bomb (Daniels’ “tallboy” had hit the ship. He was probably the most “hawk-eyed “bomb aimer of the war). Lindberg thought the Tirpitz had come to Tromso because the repair facilities were better there. Cochrane got the news and did not care a hoot about the repair facilities. The important thing to him was that Tromso was 200 miles south of Alten Fiord—it shortened the return trip by 400 miles… and that put the Tirpitz just within range of Lossiemouth.
A new consideration interrupted Cochrane’s Tirpitz plans. The right flank of the American dash across France into Germany had been halted at the Belfort Gap; ahead the Rhine barred the way into Germany, and on the Rhine by the Swiss frontier lay the Kembs Dam. It was obvious that when the Americans stormed the river the Germans would blow up the flood-gates, releasing a massive head of water that would sweep the assault forces to destruction in mid-river or isolate those who got across. There was only one way out—smash the floodgates first, let the water spend itself and then drive at the river.
Cochrane decided that a “tallboy” dropped low over the water just short of the flood-gates would slide cleanly into the water till it hit a gate and stick in the concrete. They would give it a delayed fuse so the low-flying bombers would not be blown up as well.
It would have to be done very accurately; that meant doing it in full daylight, and the dam was circled with guns. The bombers would have to fly very low, straight and level, and run the gauntlet. No question as to who should do it !
Cochrane planned it craftily. They would split in two formations; one would come in and bomb from the west at 8,000 feet, drawing the flak; and in the precise moment their bombs were hitting, six Lancasters would sneak in low from the east for the real assault. At the same instant a Mustang squadron would dive on the flak-pits with guns and rockets so the flak might not notice the low-level force, at least till the bombs were gone. It was going to need split-second timing, and 617 practised every day for a week till their final rehearsal over Wainfleet went perfectly. Tait was insisting on leading the low-level force.
They all took off into light haze and ran into a pall of cloud over Manston, where they were to meet the fighters. Tait called the fighter leader and told him they were overhead. It was clear over France. They skirted the Swiss frontier, slid past Basle on the right and turned down the river, opening bomb doors. Three miles ahead Tait saw flashes round the low parapet of the Kembs, but the guns were aiming high at Fawke’s formation. Great flashes and columns of spray rushed up round the dam; the timing of the high-force bombs was perfect. Tait’s aeroplane was rock-steady on course and no word was spoken, except once, a terse “O.K.” from Daniels. They were committed to it now, sliding over the smooth water with taut nerves and dry mouths. Tait saw Mustangs diving out of the sun over the dam and dared to hope the flak would not see him, but abruptly the white-hot balls came darting at them. He felt the plane jump as the bomb slid away, slammed the throttles on, did not see the bomb knife cleanly into the water 10 yards from the right-hand sluice-gate, but heard the vibrant rattle as the rear gunner opened up and th
ey hurtled over the dam.
Behind him Castagnola’s plane lurched in Tait’s slipstream and threw the bomb wide. Tait hauled hard over to the right for the shelter of the hills, climbing on full power, engines blaring in fine pitch as they dragged her up. He turned abeam and saw a Lancaster rocking over the dam on fire, flame and smoke streaming in her wake. She dropped a wing and plunged into the river bank, rolling over in a ball of fire. When it is quick it is a good way to die.
Tait heard a voice in his earphones—Howard’s, he thought —saying, “Had a hang-up. Going round again.” Howard, of the noble family, was rather a formal boy, but brave. Perhaps foolhardy. This time the gunners were wary, not distracted. Howard came alone down the river and all the guns saw him. They got him a long way back and he blew up in mid-air with the bomb on board.
The surviving bombers turned for home; in five minutes the sound of their engines had died away and the dam lay quietly in the sun as though nothing had happened, except for the two columns of greasy smoke pouring from the spots where Howard and Wyness and their crews had died.
There had been half-hour delay fuses on the low-force “tallboys”. Twenty minutes after the raid a Mosquito droned high over the dam and circled it, the pilot watching till he saw the water beside the right-hand sluice-gate burst and mushroom into the air. A massive torrent plunged through the gate, and in twenty-four hours the banked headwaters of the Rhine had dropped so much that barges far into Switzerland grounded on the mud.
The next days were a fever of activity getting ready for the Tirpitz. With tests and graphs Tait worked it out that from Lossiemouth they could just reach the Tirpitz in Tromso with a bare—a very bare—safety margin in case of adverse winds.
In October and November a prevailing westerly blows continuous stratus cloud from the sea over Tromso… except for perhaps three days a month, when the wind briefly changes to the east and the sky is clear for a few hours. They would have to be in position at Lossiemouth to take off when one of these clear periods existed, and hope it would last till they got there. But neither Harris nor Cochrane could let them stay at Lossiemouth indefinitely “on spec”. They needed them down south in case of emergency targets. The only way was for the squadron to fly to Lossiemouth when a break seemed possible.
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