by Jon E. Lewis
Lille! It lies seventy miles inland from Le Touquet and marks the absolute limit of our daylight penetrations over France. We often escort bombers to Lille, for it is a vital communications centre and contains important heavy industries. Not unnaturally the Luftwaffe are very sensitive about it. Their ground-control organization has time to assess our intentions and bring up fighter reinforcements, and the run-up to the target is always strongly contested. We can be sure of a stiff fight when Lille is the target for the bombers.
The ops. phone rings and the airman who answers it calls out to the C.O.; Billy Burton listens and replaces the receiver.
“That was the wing commander. Take-off at 1325 with 610 and 145. We shall be target-support wing to the bombers. It’s Lille again.”
Suddenly the dispersal hut is full of chatter and activity. We shall be the last Spitfires in the target area, for our job is to see that the beehive leaves the area without interference. The sun will be almost directly overhead, and the Messerschmitts will be there, lurking and waiting in its strong glare. We shall fight today.
Highly coloured ribbons are pinned across the large map on the wall to represent the tracks of the beehive and the six supporting fighter wings, so that the map looks like one of those bold diagrams of London’s Underground system. The two flight sergeants talk with their respective flight commanders about the serviceability of our Spitfires, and our names and the letters of our aircraft are chalked up on a blackboard which shows three sections of finger-fours.
It is fascinating to watch the reactions of the various pilots. They fall into two broad categories; those who are going out to shoot and those who secretly and desperately know they will be shot at, the hunters and the hunted. The majority of the pilots, once they have seen their names on the board, walk out to their Spitfires for a pre-flight check and for a word or two with their ground crews. They tie on their mae-wests, check their maps, study the weather forecast and have a last-minute chat with their leaders or wingmen. These are the hunters.
The hunted, that very small minority (although every squadron usually possessed at least one), turned to their escape kits and made quite sure that they were wearing the tunic with the silk maps sewn into a secret hiding-place; that they had at least one oilskin-covered packet of French francs, and two if possible; that they had a compass and a revolver and sometimes specially made clothes to assist their activities once they were shot down. When they went through these agonized preparations they reminded me of aged countrywomen meticulously checking their shopping-lists before catching the bus for the market town.
A car pulls up outside and our leader8 stumps into the dispersal hut, breezy and full of confidence.“They’ll be about today, Billy. We’ll run into them over the target, if not before. Our job is to see the Stirlings get clear and cover any stragglers. Stick together. Who’s flying in my section?”
“Smith, Cocky and Johnnie, sir,” answers Billy Burton.
“Good,” Bader grins at us.“Hang on and get back into the abreast formation when I straighten out. O.K.?”
“O.K. sir,” we chorus together.
The wing commander makes phone calls to Stan Turner and Ken Holden. Brief orders followed by a time check. Ten minutes before we start engines, and we slip unobtrusively to our Spitfires, busy with our own private thoughts. I think of other Sunday afternoons not so very long ago when I was at school and walked the gentle slopes of Charnwood Forest clad in a stiff black suit. Our housemaster’s greatest ambition was to catch us seniors red-handed smoking an illicit cigarette. And I think of my own father’s deep-rooted objections to any form of strenuous activity on the Sabbath during the holidays at Melton Mowbray.
My ground crew have been with the squadron since it was formed and have seen its changing fortunes and many pilots come and go. They know that for me these last few moments on the ground are full of tension, and as they strap me in the cockpit they maintain an even pressure of chatter. Vaguely I hear that the engine is perfect, the guns oiled and checked and the faulty radio set changed and tested since the last flight. The usual cockpit smell, that strange mixture of dope, fine mineral oil, and high-grade fuel, assails the nostrils and is somehow vaguely comforting. I tighten my helmet strap, swing the rudder with my feet on the pedals, watch the movement of the ailerons when I waggle the stick and look at the instruments without seeing them, for my mind is racing on to Lille and the 109s.
Ken starts his engine on the other side of the field and the twelve Spitfires from 610 trundle awkwardly over the grass. Bader’s propeller begins to turn, I nod to the ground crew and the engine coughs once or twice and I catch her with a flick of the throttle and she booms into a powerful bass until I cut her back to a fast tick-over. We taxi out to the take-off position, always swinging our high noses so that we can see the aircraft ahead. The solid rubber tail-wheels bump and jolt on the unyielding ground and we bounce up and down with our own backbones acting as shock absorbers.
We line our twelve Spitfires diagonally across one corner of the meadow. We wait until Ken’s squadron is more than halfway across the airfield and then Bader nods his head and we open out throttles together and the deep-throated roar of the engines thunders through the leather helmets and slams against our ear-drums. Airborne, and the usual automatic drill. We take up a tight formation and I drop my seat a couple of notches and trim the Spitfire so that it flies with the least pressure from hands and feet.
One slow, easy turn on to the course which sends us climbing parallel to the coast. Ken drops his squadron neatly into position about half a mile away and Stan flanks us on the other side. Woodhall calls from the ops. room to his wing leader to check radio contact:
“Dogsbody?”
“O.K., O.K.”
And that’s all.
We slant into the clean sky. No movement in the cockpit except the slight trembling of the stick as though it is alive and not merely the focal point of a superb mechanical machine. Gone are the ugly tremors of apprehension which plagued us just before the take-off. Although we are sealed in our tiny cockpits and separated from each other, the static from our radios pours through the earphones of our tightly fitting helmets and fills our ears with reassuring crackles. When the leader speaks, his voice is warm and vital, and we know full well that once in the air like this we are bound together by a deeper intimacy than we can ever feel on the ground. Invisible threads of trust and comradeship hold us together and the mantle of Bader’s leadership will sustain and protect us throughout the fight ahead. The Tangmere Wing is together.
We climb across Beachy Head, and over Pevensey Bay we swing to the starboard to cross the Channel and head towards the French coast. Some pilot has accidentally knocked on his radio transmitter and croons quietly to himself. He sounds happy and must be a Canadian, for he sings of “The Chandler’s Wife” and the “North Adantic Squadron” . He realizes his error and we hear the sudden click of his transmitter, and again the only sound is the muted song of the engine.
Now Bader rocks his wings and we level out from the climb and slide out of our tight formation. We take up our finger-four positions with ourselves at 25,000 feet and Ken and Stan stacked up behind us. It is time to switch the gun button from “safe” to “fire” and to turn on the reflector sight, for we might want them both in a hurry.
“O.K. Ken?” from Bader.
“O.K., Dogsbody.”
“Stan?” from Bader again.
“You bet.”
The yellow sands of the coast are now plainly visible, and behind is a barren waste of sandhills and scrub. Well hidden in these sandhills are the highly trained gunners who serve the 88 mm. batteries. We breast the flak over Le Touquet. The black, evil flowers foul the sky and more than the usual amount of ironmongery is hurled up at us. Here and there are red marker bursts intended to reveal our position to the Messerschmitts. We twist and pirouette to climb above the bed of flak, and from his relatively safe position, high above, Stan sees our plight and utters a rude comment in
the high-pitched voice he reserves for such occasions. The tension eases.
On across the Pas de Calais and over the battlefields of a half-forgotten war against the same foe. From the Tangmere ops. Room Woodhall breaks the silence:
“Dogsbody, from Beetle. The beehive is on time and is engaged.”
“O.K.”
“Fifty-plus about twenty miles ahead of you,” from Woodhall.
“Understood,” replies Bader.
“Thirty-plus climbing up from the south and another bunch behind them. Keep a sharp look-out,” advises the group captain.
“O.K. Woodie. That’s enough,” answers the wing leader, and we twist our necks to search the boundless horizons.
“Looks like a pincer movement to me,” comments some wag. I suspect it is Roy Marple’s voice, and again the tension slackens as we grin behind our oxygen masks. Woodhall speaks into his microphone with his last item of information.
“Dogsbody. The rear support wing is just leaving the English coast.” (This means we can count on some help should we have to fight our way out.) “Course for Dover – 310 degrees.” (This was a last-minute reminder of the course to steer for home.) Woodhall fades out, for he has done his utmost to paint a broad picture of the air situation. Now it is up to our leader.
“Dogsbody from blue one. Beehive at twelve o’clock below. About seven miles.”
“O.K. I see them,” and the wing leader eases his force to starboard and a better up-sun position.
The high-flying Messerschmitts have seen our wing and stab at Stan’s top-cover squadron with savage attacks from either flank.
“Break port, Ken.” (From a pilot of 610.)
“Keep turning.”
“Tell me when to stop turning.”
“Keep turning. There’s four behind!”
“Get in, red section.”
“We’re stuck into some 109s behind you, Douglas.” (This quietly from Stan.)
“O.K. Stan.”
“Baling out.”
“Try and make it, Mac. Not far to the coast.” (This urgently from a squadron commander.)
“No use. Temperatures off the clock. She’ll burn any time. Look after my dog.”
“Keep turning, yellow section.”
So far the fight has remained well above us. We catch fleeting glimpses of high vapour trials and ducking, twisting fighters. Two-thirds of the wing are behind us holding off the 109s and we force on to the target area to carry out our assigned task. We can never reform into a wing again, and the pilots of 145 and 610 will make their way home in twos and fours. We head towards the distant beehive, well aware that there is now no covering force of Spitfires above us.
The Stirlings have dropped their heavy load of bombs and begin their return journey. We curve slowly over the outskirts of Lille to make sure the beehive is not harried from the rear. I look down at a pall of debris and black smoke rising from the target five miles below, and absurdly my memory flashes back to contrast the scene with those other schoolboy Sunday afternoons.
“Dogsbody from Smith. 109s above. Six o’clock. About twenty-five or thirty.”
“Well done. Watch ’em and tell me when to break.”
I can see them. High in the sun, and their presence only betrayed by the reflected sparkle from highly polished windscreens and cockpit covers.
“They’re coming down, Dogsbody. Break left.” And round to port we go, with Smith sliding below Bader and Cocky and me above so that we cover each other in this steep turn. We curve round and catch a glimpse of four baffled 109s climbing back to join their companions, for they can’t stay with us in a turn. The keen eyes of Smith saved us from a nasty smack that time.
“Keep turning, Dogsbody. More coming down,” from Cocky.
“O.K. We might get a squirt this time,” rejoins Bader. What a man, I think, what a man!
The turn tightens and in my extreme position on the starboard side I’m driving my Spitfire through a greater radius of curve than the others and falling behind. I kick on hard bottom rudder and skid inwards, down and behind the leader. More 109s hurtle down from above and a section of four angle in from the starboard flank. I look round for other Spitfires but there are none in sight. The four of us are alone over Lille.
“Keep turning. Keep turning.” (From Bader.) “They can’t stay with us.” And we keep turning, hot and frightened and a long way from home. We can’t keep turning all bloody day, I think bitterly.
Cocky has not re-formed after one of our violent breaks. I take his place next to Bader and the three of us watch the Messerschmitts time their dives and call the break into their attacks. The odds are heavily against us.
We turn across the sun and I am on the inside. The blinding light seems only two feet above Bader’s cockpit and if I drop further below or he gains a little more height, I shall lose him. Already his Spitfire has lost its colour and is only a sharp, black silhouette and now it has disappeared completely, swallowed up by the sun’s fierce light. I come out of the turn and am stunned to find myself alone in the Lille sky.
The Messerschmitts come in close for the kill. At this range their camouflage looks dirty and oil-stained, and one brute has a startling black-and-white spinner. In a hot sweat of fear I keep turning and turning, and the fear is mingled with an abject humiliation that these bastards should single me out and chop me at their leisure. The radio is silent, or probably I don’t hear it in the stress of trying to stay alive. I can’t turn all day. Le Touquet is seventy hostile miles away; far better to fight back and take one with me.
Four Messerschmitts roar down from six o’clock. I see them in time and curve the shuddering, protesting Spitfire to meet them, for she is on the brink of a high-speed stall. They are so certain of my destruction that they are flying badly and I fasten on to tail-end Charlie and give him a long burst of fire. He is at the maximum range, and although my shooting has no apparent effect some of my despair and fear on this fateful afternoon seems to evaporate at the faint sound of the chattering machine guns. But perhaps my attack has its just reward, for Smith’s voice comes loud and clear over the radio.
“One Spit behind, Dogsbody. A thousand yards. Looks like he’s in trouble.”
Then I see them. Two aircraft with the lovely curving wings that can only belong to Spitfires. I take a long breath and in a deliberately calm voice:
“It’s me Dogsbody – Johnnie.”
“O.K. Johnnie. We’ll orbit here for you. Drop in on my starboard. We’ll get a couple of these–––––––––”
There is no longer any question of not getting home now that I am with Bader again. He will bring us safely back to Tangmere and I know he is enjoying this, for he sounds full of confidence over the radio. A dozen Messerschmitts still shadow our small formation. They are well up-sun and waiting to strike. Smith and I fly with our necks twisted right round, like the resting mallard ducks one sees in the London parks, and all our concentration focussed on the glinting shoal of 109s.
“Two coming down from five o’clock, Dogsbody. Break right,” from me. And this time mine is the smallest turn so that I am the first to meet the attack. A 109 is very close and climbing away to port. Here is a chance. Time for a quick shot and no danger of losing the other two Spitfires if I don’t get involved in a long tail chase. I line up my Spitfire behind the 109, clench the spade-grip handle of the stick with both hands and send short bursts into his belly at less than a hundred yards. The 109 bursts apart and the explosion looks exactly the same as a near burst of heavy flak, a vicious flower with a poisonous glowing centre and black swirling edges.
I re-form and the Messerschmitts come in again, and this time Bader calls the break. It is well judged and the wing leader fastens on to the last 109 and I cover his Spitfire as it appears to stand on its tail with wisps of smoke plummeting from the gun ports. The enemy aircraft starts to pour white smoke from its belly and thick black smoke from the engine. They merge together and look like a long, dirty banner against the fa
ded blue of some high cirrus cloud.
“Bloody good shooting, sir.”
“We’ll get some more.”
Woodhall – it seems an eternity since we last heard him – calls up to say that the rear support wing is over Abbeville. Unbelievably the Messerschmitts which have tailed us so long vanish and we are alone in the high spaces.
We pick up the English coast near Dover and turn to port for Sussex and Tangmere. We circle our airfield and land without any fuss or aerobatics, for we never know until we are on the ground whether or not a stray bullet has partially severed a control cable.
Woodhall meets us and listens to his wing leader’s account of the fight. Bader has a tremendous ability to remember all the details and gives a graphic résumé of the show. The group captain listens carefully and says that he knew we were having a hard time because of the numerous plots of enemy formations on his operations table and our continuous radio chatter. So he had asked 11 Group to get the rear support wing over France earlier than planned, to lend a hand. Perhaps the shadowing Messerschmitts which sheered off so suddenly had seen the approach of this Spitfire wing.
Bader phones Ken and Stan while the solemn Gibbs pleads with us to sit down and write out our combat reports.
“Please do it now. It will only take two minutes.”
“Not likely Gibbs. We want some tea and a shower and . . .”
“You write them and we’ll sign them,” suggests a pilot.
Cocky walks in. He came back on the deck after losing us over Lille and landed at Hawkinge short of petrol.
“Dinner and a bottle at Bosham tonight, Johnnie?”
“Right,” I answer at once.
“Count me in too,” says Nip.
The group captain is trying to make himself heard above the din.
“You chaps must watch your language. It’s frightful. And the Waafs seem to be getting quite used to it. They don’t bat an eyelid any more. But I’m sure you don’t know how bad it sounds. I had it logged this afternoon.” And he waves a piece of paper in his hand.