DIGITAL ISSUE SIX

INGLEADER MAGAZINE
DIGITAL ISSUE SIX For all those1 who still run to the window when something flies over...
 IN THIS ISSUE
NEW DAMBUSTER MEMORIAL
Managing Director:
Simon Parry (Co-Founder)
Editor and Design Director: BATTLE OF BRITAIN BOOK LAUNCH
Mark Postlethwaite (Co-Founder)
Technical Director:
Wesley Cornell (Co-Founder) THE TIFFY BOYS
Contributors to this issue:
Andrew Thomas Sharne Cracknell RIGGING WWI MODELS
Anne Gafiuk Melvin Chambers

W
Ken Wright Danielle Roubroeks
Mark Welch Nick Trudgian elcome to issue 6 of Wingleader EYES FOR THE ARMY
Dave Johnson Magazine. Thanks for all your
Jonny Cracknell positive comments about our

Editorial Submissions:
Dambuster Special last month, download PHOTO ARCHIVE - RAF MUSTANG Is
If you have any editorial content (news, comment,
figures were certainly a lot higher than regular
articles etc.) that you would like us to consider for months, indicating that it might well be worth
inclusion in the next edition of Wingleader Magazine,
us doing the occasional ‘special’. On the cover: Typhoons at Falaise by Nick Trudgian.
please email us at [email protected]
Hawker Typhoons of 198 Squadron attack retreating German columns in the Falaise Pocket, Normandy, in August 1944.
Advertising: In this month’s issue we look at the vital www.nicolastrudgian.com
[email protected] contribution made by Typhoon pilots to the
D-Day landings and beyond, and also look
T: +44 (0)845 095 0346
E: [email protected] at the groundwork for D-Day carried out by We are now in a position where can accept a limited amount of
W: www.wingleadermagazine.co.uk the RAF’s early Mustangs. There’s also a very advertising in this digital magazine
useful beginner’s guide to rigging WWI biplane
All trademarks are the property of their respective owners.
models. If like me you’ve always avoided If you or your company would like to support our project and
modelling anything with two sets of wings
© Wingleader Magazine Ltd 2019. All rights reserved. No part reach a fresh and vibrant new audience of aviation enthusiasts,
because of the rigging, this could prove to be
of this magazine may be used or reproduced without the written
please contact us for our Media Pack.
permission of the publisher. Wingleader Magazine is published an inspiration!
by Wing Leader Ltd (08559824), registered in England and
Wales. Registered office: 12 Jordan Street, Liverpool, L1 0BP, We’ve also included a couple of news items
United Kingdom. All information contained in this magazine is
in this month’s digital issue, these will not We can offer some very generous introductory rates for those
for information only and is, as far as we are aware, correct at
the time of going to press. Wingleader Magazine cannot accept appear in the printed compendium version but who get in early.
any responsibility for errors or inaccuracies in such information.
Any material you submit is sent at your risk and, although every we hope you find them of interest.
care is taken, neither Wingleader Magazine nor its employees,
agents or subcontractors shall be liable for loss or damage. The
views expressed in Wingleader Magazine are not necessarily Mark Postlethwaite. June 2019 [email protected]
the views of Wing Leader Ltd, its editors or its contributors.

2
 NEW DAMBUSTER MEMORIAL

DIGITAL NEWS
UNVEILED

A view of the unveiling ceremony (Melvin Chambers)

A
new memorial stone for Squadron survivors and all seven crew are now buried in the
Leader Henry Maudslay DFC and his Reichswald Commonwealth War Graves cemetery.
crew of Dambuster Lancaster ED937
AJ-Z was unveiled in Emmerich am Rhein on The event was organised by local researcher
17th May 2019. This event was exactly 76 years Marcel Hahn from Germany and Mark Welch
to the day that the aircraft was brought down from England. They met at another memorial
by ground fire on its return from attacking the event a few years ago and decided to work
Eder Dam. together to ensure that the last remaining
Dambuster crew had a memorial placed at the
AJ-Z was the second Lancaster to attack the spot their aircraft came down.
Eder but for some reason, the Upkeep “bouncing
bomb” was released too late and hit the top of Marcel said “This was one of the most
the Dam detonating under the aircraft. Although important days of our lives. I was so happy
damaged undoubtedly by this, Maudslay and that so many people joined us. It was very
the crew limped towards home but flew off emotional for us to have some members of the
course near the Dutch border, flying over an oil crew’s families here today. It is a sign of peace,
installation on the banks of the Rhein which was cooperation and reconciliation.”
defended by anti-aircraft guns. The struggling
Lancaster proved to be an easy target and This sentiment was powerfully demonstrated
within seconds the aircraft was mortally hit and when Victoria Trevelyan, the niece of the pilot,
crashed in a field near Emmerich. There were no embraced Johannes Doerwald telling him
The Memorial to Henry Maudslay’s crew. (MoD)

3
DIGITAL NEWS

(Danielle Roubroeks)

“I don’t want you to feel guilty. I would have Mr Peter Hinze, the Bürgermeister of
done exactly the same for my country if I was in Emmerich, then welcomed the guests in
the same situation”. English before a speech by RAF representative
Wing Commander Paul Withers from the NATO
The moment of reconciliation between Johannes Doerwald and Henry Maudslay’s
Johannes Doerwald was a 16 year old gun Combined Air Operations Centre in Uedem.
niece Victoria Trevelyan (Melvin Chambers)
layer on the night of 17 May 1943 and was
credited with bringing down the aircraft. Addressing the audience in German and
In his thought provoking speech, Johannes English Wing Commander Withers said:
said “I have the moonlit night of 16-17 May
1943, when the catastrophe at the dams “Henry Maudslay and his crew gave their
happened, still very much in my memory. A four lives attempting a difficult and dangerous
engined bomber flew past us at low altitude mission in the hope that it would contribute
towards the Möhnesee. to bringing to an end one of the darkest
I cannot forget the sight of this colossus. periods in European history. Since the end of
When the gunner released “fire” I was so the war, Europe has enjoyed relative peace
excited that I had forgotten to put the safety and stability.”
lever around. The machine flew so low that
it collided 20 km from here with a high He added: “It has done so because post-war
voltage line. reconciliation led to strong bonds of friendship
Then came the Lancaster ED937, which was between former enemies, aided by a strong
on the return flight. I still know today how it NATO alliance. That this memorial stone has
was hit by the tracer ammunition. been created is evidence of the strength of
That night, 53 young people, who still had those bonds of friendship and it is a fantastic
their lives ahead of them, died. Such a cruel tribute to the crew of AJ-Z”.
war must not be repeated”.

4
 Mark and Marcel then paid tribute to each of
the individual crew members before a minutes

DIGITAL NEWS
silence was observed.

The memorial stone was then revealed.

In attendance were and people from the

local area. There were also representatives
from six NATO nations, including Polish
Brigadier General Sławomir Żakowski, who
is the Deputy Commander of the Combined
Air Operations Centre. Also attending were
other family relatives of the aircrew, including
86-year old Norma Bagshaw, the niece of flight
engineer Sergeant John Marriott DFM and
Susan Maudslay-Maguire, Angela Gardiner,
Victoria Trevelyan and Nigel Maudslay, the
nieces and nephew of Squadron Leader
Maudslay DFC.
Organisers Marcel Hahn and Mark Welch
address the guests with the field where AJ-Z
crashed behind them. (Melvin Chambers)

The unveiling. (MoD)

5
 BATTLE OF BRITAIN PILOT’S BOOK
DIGITAL NEWS

LAUNCH AT BENTLEY PRIORY

O
n Saturday 1 June 2019 a large crowd
of enthusiasts and friends gathered
at Bentley Priory Museum, Stanmore
for the launch of a new biography ‘Against
Adversity’ covering the life of Battle of Britain
Hurricane pilot Archie McInnes. The book is the
result of several months’ work by author Jonny
Cracknell who interviewed Archie on a regular
basis over that time to record Archie’s truly
remarkable story.

Archie initially joined 601 Squadron but was

soon posted to 238 Squadron towards the end
of the Battle of Britain. In 1941 he and the
squadron were posted to North Africa where
they flew the Hurricane against the far superior
Me109F. On 30 October 1941, Archie was shot
down by an Me109 and severely injured. His
left arm was amputated and his road to recovery
was a slow and painful one. Despite this, Archie
battled back to full health and served briefly
in the Air Ministry before returning to fly again
with No. 691 and No. 595 Squadrons.

The book covers Archie’s remarkable story

and includes many rare photos from his private
photo album, including some previously
unseen images of his fellow 238 Squadron
pilots who fought in the Battle of Britain.
Left: 99 year old Archie McInnes and author
The book launch was timed to coincide with
Jonny Cracknell with the Bentley Priory Museum
aviation artist Mark Postlethwaite’s final day as
Hurricane gate guardian on the day of the launch.
Artist in Residence at Bentley Priory. Mark had

6
 DIGITAL NEWS
Archie reflects on old friends and comrades who are commemorated in Bentley
Priory’s magnificent rotunda.

7
 spent the week painting a new symbolic canvas
titled ‘The Few’ which will show every RAF
DIGITAL NEWS

squadron that flew in the Battle of Britain.

All week, visiting children had been helping

Mark paint the canvas so it was fitting that
Archie should also take part and paint his
aircraft to represent 238 Squadron. Archie is a
talented artist himself, so despite as he put it,
‘having 5 thumbs now’, he managed to paint
his regular Hurricane VK-D on the canvas.

Archie duly signed the back of the canvas

alongside the signatures of all the children that
took part that week. We’ll have a full report on
the painting project in a future issue.

Top left: Archie paints his Hurricane on Mark

Postlethwaite’s new Battle of Britain canvas.

Top right: Despite losing his arm, Archie was

soon back in the cockpit, pictured here in a 595
Squadron Spitfire.

Left: The book signing in the ballroom at Bentley

Priory.

For more information about this

hidden gem of a museum please see
the Bentley Priory Museum website:

bentleypriorymuseum.org.uk

To purchase a copy of Archie’s book:

(signed copies might be available)
please contact the author at:

jonnycracknell.com

8
THE TIFFY BOYS
9
 Harry Hardy has always been a man on a mission. Now in his late 90s, he is still spreading
WORLD WAR II

the word about the importance of the Hawker Typhoon from D-Day to VE-Day. He has
spoken to numerous groups over the years with slide presentations generously illustrated
by personal photographs and infused with his own first-hand accounts.

He appealed to Anne Gafiuk, a Canadian researcher and author to collect the stories of the
other ‘Tiffy Boys’ before it was too late. “You have to talk to those of us who remain before
we are all gone. Combine them all into a true picture of our life and how the Typhoons
contributed to the success of the Allied armies as they fought from Normandy to Germany
during World War Two. Your questions rejuvenate our old memories.”

This then is part one of the story of the ‘Tiffy Boys’ as told to Anne and Ken Wright by Harry
Hardy, 440 Squadron, Doug Gordon, 440 Squadron, Frank Johnson, 174 Squadron, Jack
Hilton, 438 Squadron, John Thompson, 245 Squadron, and Wally Ward, 440 Squadron.

Above: Harry Hardy with co-author Anne Gafiuk.

Left: 439 Squadron Typhoons viewed through a damaged hangar in Holland. (All photos via the authors)

10
O
n 6 June 1944, Operation OVERLORD
began when the British, Canadian,

WORLD WAR II
and American armies staged the
greatest amphibious landing in history on the
French beaches of Normandy. The post war
generation regarded the invasion as a great
feat of Allied arms. Yet the German army vastly
outgunned and facing absolute Allied control
of the sea and the air, fought one of the most
skilful and courageous defensive battles
of World War Two. Even now, we remain
fascinated by these events but despite all the
television documentaries and the Hollywood
movies, there is a part of the D-Day landings in
Normandy, which is often overlooked. Without
the Allied superiority in airpower, which
enabled the ground troops to operate with
almost total freedom, the landings could have
ended in a massive disaster.

The landings at Gold Beach (British), Juno

(Canadian), and Sword (British) had a combined
length of 20 miles and criss-crossing this area
assisting the armies to gain a foothold in Europe
were the Royal Air Force rocket and bomb
Above: ‘Pulveriser IV I8-P RB389 of 440 Sqn heads out on another mission in 1945. Note the huge propeller needed for the powerful Napier-Sabre engine.
carrying Hawker Typhoons and the men brave
enough to fly them into combat. Their chances
of survival in the role they played between 1944 sweeps of the German river areas. Movement to fly. I was too busy worrying about myself. “Timing was everything. We had our
and 1945 were not great. by daylight for the Germans became hazardous The aircraft performed the same. The more cannons synchronized. Typhoons had 4
and was often impossible. The crippling experienced pilot would get the drop on the cannons, 2 x 1000 lb bombs or 2 x 500 lb
The Hawker Typhoon’s first flight was in damage to enemy transport only started in other guy. We had three months to learn to bombs for an armed recce (dive bombing).
1940 but did not begin to mature into a the later stages of the Battle of Normandy become a fighter pilot. When the cannons were fired, the pilots would
reliable aircraft until 1942. Despite its high when difficulties on the ground compelled the move forward in their harness straps due to the
production numbers, both the Mk Ia and Germans to move during the day. “During training, we would have been in recoil. We would be about 400 yards in front of
Ib were plagued by a series of design and class for the morning, with Battle of Britain the ground target when opening fire, whether
technical problems. Flight Lieutenant Harry Hardy, DFC, 440 pilots teaching us. In the afternoon, we had it was a tank, train or an enemy aircraft.”
Squadron, Royal Canadian Air Force says, tactical training. We would be out for an hour,
The fighter-bomber’s ability to smash “Everyone was trained. Everyone was a in front of the formation for 15 minutes, and On 10 August 1944, Flight Lieutenant Hardy
German attempts to concentrate for a decisive competent pilot. If he was still alive, he then in the back for 15 minutes, and then was posted from 83 Group Support Unit
armour thrust was thanks to the bombing of was a good pilot. On an operation, I never repeat the cycle. We were practicing what we Bognor Regis to 440 RCAF Squadron based at
communications and constant fighter-bomber watched to see if the other pilots knew how were taught in the morning. airfield B9 Lantheuil/Creully on the Normandy

11
 beachhead. 440 Squadron, along with 438
Harry Hardy in early 1945, ready for his next sortie. and 439, made up 143 Wing of 83 Group of 2
WORLD WAR II

T.A.F. [Tactical Air Force] “We set up tents and

bunked two to a tent. We had canvas sinks and
camping kits. We did this in Brussels too, where
we were held for about two weeks.”

On 18 September 1944, an advance party

of the Royal Air Force occupied the large
hastily evacuated Luftwaffe base at Eindhoven
in Holland. Because it was designed to be a
permanent air base, it was equipped with brick
buildings, well-constructed huts, dispersed
taxiways, and earthen revetments. During
the following months, the Eindhoven-based
pilots were extremely busy with ground
support, tactical reconnaissance and artillery
reconnaissance missions, in support of the
rapidly advancing Allied ground forces.

Hardy explains, “In Eindhoven, at the

recently evacuated Luftwaffe base, our advance
crews had to get rid of the booby traps and
patch up the runway. We were billeted
two to a cell -- yes, in the jail! We were in
the basement there, but it was better than
the tents. There was no room for a table in
the cells, but Buck Jenvey and I went to the
bombed-out buildings and collected whatever
we could get: lumber, nails, tables, chairs, and
brought it back to the cell. Once it was a setup,
people ended up playing cards on our table!

“We spent the winter in the convent -- it had

a large courtyard about 100 ft2. The convent
was warm. We had our Mess there. We pilots
lived in the lower level of the convent. All 24 of
us in one classroom -- 24 of us! The cots were
lined up all the way around the walls, with a
table in the middle.”

12
Harry’s story The pilots were dressed, just waiting for the

WORLD WAR II
word if an operation was on or off. If it was
Flt Lt Harry Hardy DFC 440 Sqn
a ‘go’, leather flying helmets and Mae Wests
were donned, and the pilots would be picked
up usually in a three-ton truck, then dropped
off at their respective aircraft in the dispersal
area. Parachutes were then put on and each
pilot would climb inside the cockpit. Some
pilots carried a service issue revolver possibly
a .38 Enfield No 2 Mk 1 on every mission but
many preferred to leave it behind.
Hardy says, “We were told not to be heroes
and to surrender to the first soldier we saw if
we were shot down and caught.”

Hardy explains the armament of the RCAF’s

Typhoon. “It had 2 anti-personnel bombs; within
each of these were 26-20 pound bomblets
(essentially hand-grenades with tail fin) in the 5’
x 18” canister. When you drop the bomb from
The ‘daily’ routine of a Typhoon pilot was 8000 to 4000 feet, vanes made the bombs spin so
anything but predictable. Hardy explains. that made the 52 hand grenades being dropped
spread out over a wide area. Then there were the
If the British or Canadian Armies needed very effective Hispano cannons.
help, the Typhoons were called in. The phrase
‘whistle for a Tiffy’ was exclusive to Typhoon “With the amount of ammunition we had, we
squadrons. The army provided the grid- could make four strikes/hits, but if you budgeted
references, which were sent to Intelligence for it well, you could make five! We had 520 rounds
assessment and planning. The leaders of Blue but we tried to go home with 20 rounds each
and Red Squadrons would enter a tent or a in our planes just in case we saw a worthwhile
trailer, where the Intelligence Officer who kept target or encountered enemy aircraft. As we
track of everything was located. The leaders had strafed low down, everybody began trying
were shown the location on a map which was to shoot you down from the front. Fortunately,
supplied to everyone should a leader be shot we had 1½” to 2” thick armoured plated glass
down as the positions in the Typhoon grouping windshields as protection.
would have to be shuffled. The Squadron
Leader would then set the ‘tit time’, when
the pilots would press the button to start the Right: A rare colour photo of a 439 Squadron
motor at the same time, as in ‘synchronize Typhoon being rearmed in Holland.
your watches.’

13
 “From D-Day, 6 June 1944 to VE Day, May
8 1945, was the heyday for Typhoons. We
WORLD WAR II

really shone during this time. We started out

full-strength on D-Day, but kept losing guys.
American Thunderbolts and Mustangs were
providing their support over the US Troops.

“The black and white stripes on the

Typhoon’s wings were painted on the night
before D-Day by the maintenance crews. We
were going to France and if we didn’t have
these markings, we were liable to be shot at
by our own side. Problem is, it happened on
occasions anyway.

“We flew 16 aircraft every day, twice a day,

sometimes three times a day. Pilots had to
double up! We were daylight to dark on the
beachhead. We could see the carnage on the
440 Squadron pilots L-R Beatty, Watson, Pentland, Gooding, Harry Hardy, Stewart, Barber, Doug Gordon and Wally Ward.
beach. Nobody talks about what we did. Any
target that needed neutralizing, the Typhoons
were asked to solve the problem. In doing so,
665 Typhoon pilots lost their lives,” says Hardy. “The pilots would check their watches for would fly on the wing of the Commanding Officer recognition. The group would then maintain
the ‘tit time’ and start up their engines. To if he elected to take part, or one of the leaders, or radio silence until close to the target.
“There were seventeen squadrons of start the aircraft engine, five Coffman starter the Flight Commander. The first pair would fly out
Typhoons and 27 pilots in each squadron. This cartridges were used. This system was used on about two miles climbing and turning to the left. “As the flight approached the target, the
is the number who attacked the beaches on many piston engines in aircraft and armoured Then the next pair would immediately take their leader would say, ‘Saffron Echelon Starboard’
D-Day. Not everyone survived an operation. vehicles in the 1930s and 1940s. turn and form up in the sky. Once everyone was which meant to take up bombing position.
During the Battle of Normandy (D-Day to 25 in his correct position, the Leader said, “Saffron When the Leader said, ‘Going down’ the
August), 151 Typhoon pilots were killed, with “It was routine practice to fly eight aircraft setting course ‘B’ Baker.” pilots would pull their goggles over their
51 of them Canadian. Casualties were replaced but a ninth aircraft would also start up as a eyes. Nothing happened at this point. Battle
as available from the Operational Training spare just in case one of the others did not. “Once airborne, they contacted the ground formation was being 100 yards apart in a
Unit (OTU) in the UK. We were always under- When all eight aircraft were ready, the Leader controller by their call signs. The aircraft straight line.
strength after D-Day to VE Day we could not taxied out with the group, leaving the spare showed on the controller’s radar screen as a
replace them fast enough.” to shut down and stay behind. Unfortunately, tiny blip, about the size of a grain of rice. “The “If flak was encountered, the Leader would
there was no credit to the pilot in the spare controller would say to all the aircraft: ‘Make say, ‘Weave gently.’ When the flak was less or
Hardy continues to explain the routines of a aircraft if the sortie was successful. your cockerel crow.’ This meant turn on the IFF had stopped, the Leader would call us back into
Typhoon pilot. “Prior to start-up, the ground [Indication Friend or Foe] instrument and the the defensive formation called ‘Finger 4.’
crews were on the wings fussing over pilots “The rest of the aircraft would follow the pilot would respond by pressing a switch that
and planes like mother hens. leader to the button and line up in pairs: four sets showed on the screen like a cock’s tail. This was “When he felt the timing and everyone was
of two: a leader and wingman. Any new men the confirmation ground control required for in the perfect position for the dive, the Leader

14
A powerful study of a 440 Squadron Typhoon on an advanced landing strip after D-Day.

WORLD WAR II
15
 would say, ‘Now!’ This ability to judge timing (vehicles, trains, troops etc.) Once I shot at a caps would have been blown off. He earned “Spitfires provided top cover at 15,000 to
and positioning was what made a skilful leader! horse drawn cart. The driver quickly released the Croix de Guerre for flying down the main 20,000 feet protecting the Typhoons from
WORLD WAR II

The aircraft went down. If heavy flak wasn’t something on the cart and the horses ran down street in Caen and blowing up the Gestapo enemy fighters. I never saw the Spitfires as we
expected, we’d be at 8000 feet and then by the road. The driver would be considered Headquarters there with a 500-pound bomb!” were not looking for them. We were too busy
4000 feet, our speed would be at 525 mph ‘collateral damage.’ We would strafe anything: doing our own job. We went on sorties with
where we would release the bombs. The bomb enemy (stationary or moving) and transport Hardy discusses the manoeuvrability of his two hours of gas [aviation fuel] and had to
release was at the top of the throttle. was our favourite target. aircraft. “The Typhoon took one mile to turn watch our fuel gauges.
due to the heavy engine. It was faster that the
“With the bombs gone, all the aircraft would “We were criss-crossing and watching all the much-vaunted Spitfire. We were not allowed “After the pilots landed the aircraft, they
pull up at the same time and hopefully they time, looking ahead and below. There were to tail spin. A pilot could not get out if it; I would taxi to a hard stand which had a strong
were ‘clean’ meaning each had dropped their always dangers behind us and below us. never did a loop nor the Immelmann Turn but wire mesh on the ground so the aircraft would
bombs and there were no ‘hang-ups’ [un- I did rolls. not sink into the soft ground. The pilot would
released bombs].” “One fellow, Dick Watson, was known for turn their aircraft around to be ready to take-
going off on his own during aero engine/ off again. After landing, the pilot would say,
Hardy continues. “As the aircraft headed for airframe test flights. He’d do his test then go ‘Cockerel strangled’ as a confirmation that the
home, we would try to go hunting. We were hunting on his own. The ground crew knew if IFF was now turned off.
told not to let anything move towards the front he had fired his guns because the plastic cover

Early 1945 and the long suffering groundcrews were exposed to the elements whilst trying to keep the
Typhoons operational. Here Harry Hardy’s groundcrew, LAC’s Vic Bell of Edmonton and Chris Peterson
of Port Alberni, B.C. prepare a 440 Squadron Typhoon for the day ahead.

16
 “The Leaders were then debriefed.
Sometimes, the Intelligence Officer wanted to

WORLD WAR II
debrief everyone. It was a challenging job trying
to sort out four different stories of the same
event. The army especially wanted to know
what was observed as the pilots flew over the
battlefield. An additional tool for intelligence
gathering was the cine camera in the wing.

“The cine camera, also known as gun camera,

contained a reel of film in a cassette inserted into
the back of the gun camera. The gun camera was
usually near the wing root of the aircraft. Most
RAF fighters had gun cameras by this time and
when a pilot fired the gun, the camera took a
movie, which were originally 8mm.”

Every aircraft was swarmed over by ground

crew who would refuel it, check for damage, do
oil checks and re-arm. Once all the checks had
been completed, the L14, maintenance book/
page were then signed off validating the work
was done. Hardy stresses, “We were extremely
fortunate to have had the same ground crew
from Normandy to Germany to Holland.

“It should be mentioned that the army

engineers are not cited enough in the stories.
They had to level the farmers’ fields and lay
down a steel mat, approximately 200 feet wide
and 1000 feet long for the pilots to land their
planes on. In addition, praise must be given to
the often-forgotten landing strip defence crew train busting, destroyed bridges -- everything were in an 11-mile long line on the north end
manning the anti-aircraft guns, as well as the that was on the German side. The most of the attack. The Americans were to the
Above: The Typhoons operated in all weathers,
long-suffering ground crews for the horrendous memorable operation was the Crossing of the south and had a bigger front. Before I had
often out of very badly damaged ex-Luftwaffe
job it must have been to move the whole Wing Rhine. This happened on 24 March 1945. I taken off, Wing Commander Frank Grant said
airfields. Here a groundcrewman guides a pilot
with all its maintenance staff and equipment remember because I was the leader. It was to me, ‘Be careful. This is going to be your last
through the puddles and out towards the runway.
from strip to strip so fast.” at the crack of dawn when we went over the trip!’ And it was. I had hoped to make 100
Rhine. It was a good flying day. We were on ops, but I flew 96.”
Hardy was involved in Falaise Gap, Battle of the ‘softening up’ mission and we all made it
the Bulge and Crossing of the Rhine. “We did back to base. The Canadian and British Army

17
 Jack’s story
WORLD WAR II

Flt Lt Jack Hilton 438 Sqn

“I flew about 100 Operations. Our

Squadron’s nose art was Walt Disney’s Wild
Cat. The Typhoon did the job. We were low Jack Hilton’s log book shows that he was on a week’s leave when D-Day took place! He was soon back in
level. We would fly 100 - 200 feet off the was predominant in the destruction of the action when he returned.
ground to attack our targets. Tanks, convoys, trapped German Army at Falaise Gap, it was, Right: Jack Hilton photographed next to a Hurricane.
trains. We had two Squadrons with rockets in truth, extremely valuable as a platform for
that had RP3 twenty-five-pound warheads, strafing and a great morale booster for the
four under each wing. They could blow a Allied troops but not for its lethal rocket firing losses included 344 tanks, self-propelled
tank apart. In the beginning, the rockets were capability as detailed in many books on the guns and other light armoured vehicles as
very hard to control. The Battle of Falaise Gap battle. The destruction of the trapped German well as 2,447 soft-skinned vehicles and 252
in August 1944 was a good example. While forces in the Falaise Pocket in August 1944 guns abandoned or destroyed. According to
the German army was retreating, we were was due to land-based forces. Historians vary a subsequent British analysis, RAF Typhoon
attacking anything that moved. There were so in their estimates of German losses. Between rockets had not caused as much destruction as
many targets that when you fire at them, you 80,000 and 100,000 troops caught in the first thought or claimed. It has been assessed
are going to hit something! encirclement of which 10,000 to 15,000 were that only about 100 armoured fighting vehicles
killed, 40,000 to 50,000 taken prisoner and were knocked out during the whole campaign;
“Although the rocket firing Typhoon is from 20,000 to 50,000 managing to escape. In in stark contrast to the Allies loss of a total of
commonly regarded as the aircraft that the northern sector alone, German materiel 1,726 aircraft.

18
 A 438 Squadron Typhoon taxies through the puddles left by the melting snow in early 1945. The
pilot in the dinghy has clearly come up with his own way of getting around the airfield!

WORLD WAR II
19
 in and get out. You didn’t go back for a second
look. I never went back for a second look.
WORLD WAR II

Those who did never came back.

“We always went out in two groups of two.

We were very tired with an average of 2 hours
a trip from start to finish. Sometimes I did two
operations a day. My log book showed that
at one point, I flew 28 operations in 30 days.
Imagine the pressure on the pilots to take off
and land. During the D-Day invasion, we were
right up to our ears. Flying 150 feet over the
water; the spray of the water was hitting our
airplane. It was a desperate situation. You
are shot at going in and shot at going out,
sometimes by your own side. So often when
we did the dive-bombing, you didn’t see what
you hit or even if you got what you were
aiming for. We’d go in at 500 or 550 mph; that’s
fast for a prop airplane.

“A Spitfire and Hurricane could turn tightly.

The Spitfire has a low wing loading. Thin
wings. Great for turning. Different parameters
A 438 Squadron Typhoon MN716 F3-A receives some major servicing by the dedicated groundcrews. for each aircraft. As an experiment, one of our
fellows took one of our Typhoons up to 30,000
feet and he put it into a spin. It took him to
The Tiffy’s real contribution at least as far failures plagued the Typhoon like a tail might undetected, could be fatal. Oxygen masks had 5000 feet before he got out of it! The tail was
as Falaise Gap was concerned was the sense of fall off or the engine might quit and when this to be worn at all times. too small. The weight was too heavy. We had
panic their attacks caused. The German crews happened, the Typhoon was doing nothing cannons in the wings, armour underneath and
quickly abandoned their vehicles and took but going down. The Typhoon had such a high “So, the only thing we had going for us was armour all around us. It had a big engine: a
cover in the fields at the onset of a strike. wing loading that you had no room for safety to go straight at the target, faster than the Napier Sabre 24 cylinder, 2100 horse power
in turns. You had to turn when you were in a enemy could go and then get the hell out of on the MK Ia and 2260 horse power engine
“People don’t know much about the fight and when we tangled with the German there. The turn is the secret in fighting the in the MK Ib. The MK I was armed with 12x
Typhoon and have asked me about its fighters we would dive down and outrun them German fighters. If I pulled tight turns at 150, 0.303 machine guns and the MK II had Hispano
idiosyncrasies. The Typhoon had a terrible in the dive. the darned thing would spin on me and I would cannons in the wings plus up to 2-1000-pound
attrition rate because of its specialist role. “The deadly flaw with the Typhoon was that dive straight into the ground. I had no safety bombs or 8 rocket projectiles. I never flew the
It carried bombs and it was fast but it had a when we got to low level at high speed, we margin. It was one of these questionable Spitfire but the Tiffy was a great air to ground
poor turning radius. The Typhoon was one of didn’t have the turn radius to get inside the things. Speed was the only thing you had. One attack aircraft.”
the most difficult aircraft for a pilot to fly. It enemy to shoot at them. In addition, carbon of our guys tried to stay in a fight and didn’t
killed a lot of pilots at the beginning. Structural monoxide seeped into the cockpit which if come back.’ There is no second chance. Get Jack Hilton passed away in March 2019.

20
Doug’s story

WORLD WAR II
Flying Officer Doug Gordon 440 Sqn

Twenty-one-year-old Doug Gordon was a

Typhoon pilot stationed at Hurn, in the south
of England, his 440 Squadron being one of
only three all-Canadian Squadrons operating
within the RAF. He was called up in May 1942 Pilots of 440 Squadron line up for a photo on 4 August 1944 with their Alsatian mascot Smoky.
and in January 1944 shipped out to England,
where he learned to fly Hawker Hurricanes and
Typhoons. He was full of the typical bravado during a crash landing. If the prop dug into the like going through a tunnel. My engine was hit out and get into a dinghy.’ I just managed to
of youth. Carefree, immortal, bullet proof and ground the aircraft was just as likely to flip over. and it began heating up. One of the guys said, clear the cliffs and crash-landed in an empty
rarely considered the risks they might face. ‘You’re trailing smoke!’ English field. The aircraft hit the ground belly
“I only crash landed once. We flew from first then up went the nose and then fell back
“The Typhoon was a mean aircraft. The first Hurn down to Predannack (Cornwall). There “I was out over the Channel but I wanted to down again coming to an abrupt halt. I got out
time I took off, after flying a Hurricane, I went were 16 or 18 of us. It was sometime in either try returning to base. I opened the throttle up unscathed.”
straight off the runway into a field. It operated in April/May. A German destroyer was beached and the engine seized. I was told to bail out
opposite to what I was used to. The propeller and they wanted us to dive bomb it. We but I wouldn’t for stupid reasons. The water There had been hints and rumours in the
was big, 14.5 feet and it rotated in the opposite weren’t told that there were four German anti- was cold and I had a nice new Parker pen days and weeks leading up to D-Day but it
direction to the Hurricane. Its size however, aircraft boats there to meet us. As we came in, and brand-new Wellington flying boots, and I was being rousted out of bed at 4am in the
could cause a major, if not fatal, problem there was so much flak coming up, it was just thought, ‘Christ, I’m going to lose them if I bail morning and fed a rare breakfast of eggs that

21
 tipped Doug Gordon off that Tuesday, 6 June
1944 would be a special day. “Our planes had
WORLD WAR II

been grounded for nearly a week so that the

black-and-white identification stripes used by
all Allied forces in the Normandy landings could
be painted on the undersides of their wings,
to reduce casualties from friendly fire. We
were unaware at the time, of the purpose of
the identification stripes.” On the night before
D-Day, Gordon listened as planes towing gliders
left for France, unaware that they carried
paratroopers to be dropped behind enemy
lines. “Everyone was up and going ‘What’s
happening?’ because they’d been waiting so
long for something to happen, ever since the
Dieppe disaster.”

At their briefing that morning, the pilots

were told little of Operation Overlord, which
sent nearly 160,000 Allied troops across the
Channel into German-occupied France that day.
Instead, they concentrated on their part in the
mission: taking out German pillboxes, the dug-
in guard posts at Juno Beach, where Canadian
troops were to land.

The bombs were delivered to each aircraft in

the back of a truck with the tailgate down. One
of the armourers would turn the bomb sideways
so it would roll as it was kicked off onto the soft
ground. The bombs were then hand cranked altitude over the Channel that he gained a full destroyers flew overhead. They had been flying Above: Doug’s logbook showing the pause in flying
into the plane. Flat surface and hook -- a link of appreciation of the scope of the ‘Overlord’ in a finger four formation but switched as they operations the week before D-Day followed by his
wire went into the a/c. Snapped into a hole into operation, as he looked down on the flotilla emerged below the clouds to a straight-line contribution to events on 6 June 1944.
the wing. It took two or three men to do this. of hundreds of Allied ships. “It was so big, so formation. They rolled as they began their dive,
many, one felt you could walk on the ships pulling out only slightly before dropping their
Before taking off around 7 a.m., Gordon from England to France.” bombs above the pillboxes, then climbing above
wrote the identification numbers of the other the clouds, reforming and returning to England. something has to give. You have to be lucky
three Typhoons in his section on the back of The clouds were low over Normandy on once in a while.”
his hand, something he routinely did before D-Day, forcing the Typhoons to fly at about “Whether we got them, I don’t know. They
flights to facilitate formation after take-off 1,000 feet instead of the usual 8,000 or more. were made of heavy concrete, but when you Gordon was back at Hurn by 8 am, his
and bombing dives. It was only after gaining As they approached land, shells from their own drop half dozen or more bombs on them, workday done for the time being. “You went

22
 WORLD WAR II
Two Canadian Typhoon pilots pose
with a 1000lb bomb for a publicity
photo before heading off to deliver it
over German lines.

23
 to have something to eat or maybe talk with “On 11 November 1944, the CO told me my for the final seven weeks of the war in Europe,
one of the other guys, or you’d go and wash services were no longer needed. I had 99 ops through Holland.
WORLD WAR II

and shave, or sit around, read a book or recorded. I had a whisky or two to celebrate.
do nothing.” He returned to the skies that I was keenly aware of my good fortune of not Doug downplays his wartime efforts, saying
evening, on an eerily quiet bombing run. There being among the 150 Typhoon pilots who died he was just one of many simply doing his job. He
were no German planes in the air, and little in between D-Day and the end of August that does however admit that the casual attitude that
the way of anti-aircraft fire. year, ten from my own squadron alone. It was he and many young servicemen took with them
with sadness that I remembered a few I knew into their training quickly evaporated when the
“After D-Day, the Allied army had advanced who didn’t make it. What can you do? You just realities of war became apparent.
far enough for us to begin operating from dirt turn off emotionally. Some guys had problems
fields in France. The take-off formation was seeing people die around them.” 440 PART TWO FOLLOWS IN JULY’S ISSUE
usually two abreast. Several times we took Squadron continued
off four abreast.” Higher command decided to fly in direct support
what formation they were to do. Some of his of the British Second
missions were only 15 - 20 minutes long. Being Army and 2nd Tactical
close to the front, supporting the British Army, Air Force, through Above: Doug standing next to a Typhoon.
it was usually just one operation a day. France, Belgium and, Below: An early morning church service in August
1944 for the airmen of the RCAF Typhoon Wing.

24
RIGGING WWI models

A beginner’s guide!
25
 World War One model kits are currently
MODELLING

enjoying a remarkable renaissance in the

modelling world, with companies like Wingnut
Wings producing kits of extraordinary quality.
But let’s be honest, it’s the rigging that still
keeps these kits out of reach for many of
us. We asked Dave Johnson, Wingnut’s
Sales and Logistics Manager to show us the
simplest way to rig a biplane without having
a nervous breakdown...

O
ver the last ten years, World War
One aircraft kits have become more
popular with modellers, thanks to
manufacturers like Wingnut Wings, Copper
State Models, Roden and Eduard stepping up
releasing newly tooled kitsets of these early
aircraft designs. However, one thing that
scares off most modellers dipping their toes
into World War One aviation modelling is
the rigging wires that are used to strengthen
the airframe. There are a few different ways
modellers choose to tackle the rigging process
on their models such as stretched plastic sprue,
brass wire or monofilament fishing line, but
the easiest way is by using elastic thread. You
can pick up the elastic thread from your local
sewing supply store, but most hobby stores
are starting to carry thread these days from
different manufacturers, so there are plenty of
options out there. Over the next few pages, I
will show you the quick and easy way to rig a
World War One aircraft.

26
1 2

MODELLING
Step 1
Tools for the job - Medium Flow Superglue & Accelerator, Small pair of scissors, fine point
tweezers, Toothpicks or a Superglue applicator tool, scalpel knife and rigging thread.

Step 2
The chosen threads I am using is Fine Charcoal Ez Line and Prym Knitting in Elastic (Part
3
#977770). The Prym elastic is used for Streamline flying wires that are found on RFC
aircraft, the thread is transparent, but you can run a fine tip brush over it if you wish to paint
it. I normally leave it in its natural state. The second thread is the Fine Ez Line, this thread is
used for control wires on control lines to flying surfaces like the ailerons and rudder and all
rigging lines on German aircraft.

Step 3
The first step I take is cutting the thread into lengths that are just short of the two points
that I am going to attach the thread too.

27
 4 5
MODELLING

6 Step 4
Using a 0.5mm drill bit, I drill the hole where the thread is being attached to. Some
manufacturers add these points into the design of their kit, so drilling out any paint in these
attachment holes will aid the bond of the superglue to the plastic and thread.

Step 5
Using a drop of superglue, I dip the tip of the toothpick or glue applicator tool into it and
attach the first point of rigging thread to the first point where the thread was going to be
attached.

Step 6
Using the fine point tweezers, the rigging thread is pushed into the rigging attachment hole
that was drilled out and held in place for a few moments allowing it to set.

28
7 8

MODELLING
Step 7
The process is repeated on the second attachment point, superglue applied with the tip of a
toothpick to the attachment point.

Step 8
The rigging thread is attached to the second point and held into place. You can speed up the
9
setting process of the superglue by giving the point a quick small spray with the Accelerator
or add a drop from a pool sprayed on another surface.

Step 9
Rigging line completed and continue the process along the rest of the aircraft.

29
MODELLING

Above: The same process is followed for the control lines using the Fine Charcoal Line. Above and below: The completed model

30
 MODELLING
Longer Wings!
Attaching all the rigging lines to the upper
wing before fitting the wing to the model
can make handling of the model a lot easier
due to the size of the model, especially with
bombers and 1/32 scale two-seaters. Using
the same techniques previously described,
the attachment points for the rigging thread
are drilled out, and the thread is glued into
place. This is done for the entire length of the
upper wing. Once all rigging thread is in place,
the upper wing is then cemented onto upper
struts of the model and left to dry thoroughly.
Once the glue has set on the upper wing,
continue gluing all the rigging thread to all
the lower rigging points of the model as
previously demonstrated.

31
 structural
MODELLING

stiffening
rigging
Due to the flexiness of injected plastic,
some aircraft kits may require some structural
stiffening rigging to stop the flexing of parts
under the weight of the completed model,
the DH.2 and FE.2b types are great examples
of this with the tail boom structures that
would flex under the forward weight of the
cockpit nacelle and engine. Fine fishing or
monofilament line can be used to stiffen the
tails booms against flexing under this weight.
Shown in the images is the tail boom from the
1/32 Wingnut Wings kit, 0.5mm Fishing line is
threaded through the rigging point and looped
around behind the strut of the tail boom. The
tail boom is attached to the front section of the
aircraft and the fishing line rigging is attached
and pulled taut and glued into place.

32
 EYES FOR THE ARMY

THE STORY OF THE FIRST SQUADRON TO FLY THE

P-51 MUSTANG INTO ACTION
33
WORLD WAR II

Ask any enthusiast to name the first unit

to go to war in the P-51 Mustang and very
few will come up with the correct answer.
26 Squadron RAF was the unit in question
and Andrew Thomas explores how they
got on with what was to become one of the
greatest aircraft of World War Two.

T
he 1,150hp Alison V-1710 engine of the
initial variant of the North American
Mustang, designated Mk I by the Royal
Air Force, lacked a supercharger and so had
limited performance at altitude. Nonetheless,
it had an excellent low-level performance and
was selected as the definitive type for the
fighter reconnaissance role with the Army
Co-operation Command. Thus in January 1942,
26 Squadron under Wg Cdr W D Butler became
the first operational squadron in the world to
fly what developed into the superlative North
American Mustang. Its new mount replaced
26’s mix of obsolescent Lysanders and interim
Tomahawks. The Squadron’s first Mustang,
AG367 ‘RM-Z’, arrived for operational testing
on 5 January resulting in the decision on the
24th to re-equip all the Command’s Squadrons
with them and five days later two more (AG364
and AG387) were delivered. One problem
highlighted was that the wing gun mounting
came loose on firing and the British standard
GM2 sight was also chosen to replace the US
gunsights supplied. Aircraft were gradually fitted
with an oblique F-24 camera on the port side aft
of the cockpit.

34
 WORLD WAR II
Below and previous pages: Mustang I AM148 RM-G, of 26 Sqn was flown over Dieppe on 19
August by Sqn Ldr Goodale but was hit by ground fire and on landing hit an obstruction. It was
its only combat sortie.

In early February 1942 the Squadron shot up, along with a passing goods train. As Mustang’s first, albeit brief and inconclusive, grew with 26’s Mustangs increasingly involved
returned to Weston Zoyland for a training the unit diarist noted – it was a start. On the brush with a German fighter. Then seven days in operations such as flying Poplars and
period and on return to Gatwick on 23 next operation on the 14th, three aircraft later a trio flew a ‘Rhubarb’ over the French Rhubarbs over France and a few Lagoons
February, ‘A’ Flight began conversion too. The photographed a radar site near Le Touquet and coast, strafing troops near Merlimont south of (shipping reconnaissance) off the Dutch coast.
new Mustang was fast at low level, quite well attacked targets of opportunity near Boulogne, Boulogne then coasting out further south at A typical sortie for the Squadron was on 14
armed and fitted with an oblique F-24 camera, though one Mustang sustained slight damage Cayeux. These flights were flown at low level, July when three Mustangs operated in the
making it ideal for the low level reconnaissance from ground fire. A few days later the Squadron usually at around 240 knots. Boulogne-Abbeville area, crossing the coast
role. After working up, 26 Squadron began moved the short distance to West Malling near Berck. Near Randerfleur they attacked
operations early on 5 May when a single from where on the afternoon of 21 May three After a slow start due to unsuitable weather railway rolling stock in the sidings as well as
aircraft flew from Gatwick across the Channel more Mustangs flew a recce to Le Touquet (a ceiling of 1,500 feet and 7/10 cloud cover barges in the Somme estuary near Le Touquet
on a recce of Berck-sur-Mer airfield that it where they shot up the radar site and had the being required) during June, pace of operations – all in the face of heavy flak. Attacking one

35
 barge, AG415 was shot down – the first force with tactical reconnaissance support were on patrol then followed by Plt Offs J EA Lt Graham Dawson DFC took off in AG418 but
Mustang to be lost to enemy action. Two days to warn of the approach of enemy ground Hartill flying AG462 and R J Giles in AG535 the 21 year old did not return and was killed.
WORLD WAR II

later three more flew to the same area, strafing reinforcements from Le Havre, Rouen and who were succeeded by Plt Off J A Manson in Wg Cdr Fazan later recalled: “At 50 feet or less
a group of troops seen on a beach but in the Amiens. From the early hours of that fateful AM215. Soon after this two more Mustangs we were inviting targets for any German soldier
low cloud they became separated and two of day the squadron sent out pairs of Mustangs, set off on another TacR but both Plt Offs with a rifle. The element of surprise saved us a
the Mustangs failed to return. During July Wg flying 16 sorties during the morning, first off O’Farrell and Christenson were shot down in lot, but Dieppe was our most costly day.”
Cdr Tom Fazan became the CO. being Flt Lt Dawson in AG418 with Plt Off AG463 and AL977 respectively. Both became
Kelly in AG462 to cover the roads between Le PoWs but Arnold Christenson was later shot It had been a disastrous day for the
Operation Jubilee Tréport and Evernay, landing back at 06.10. by the Gestapo following the Great Escape. At Squadron and perhaps to help boost morale,
Flt Lt Don Kennedy (AG536) and Sgt Geoff 08.30 Sqn Ldr Mike Goodale in AM148/RM-G two days later Viscount Trenchard himself
Reconnaissance flights flown in early August Cliff (AG584) then went out, but both failed led AG531 flown by Plt Off C B McGhee to the visited to congratulate the survivors on their
gathered information for the raid on Dieppe to return and were killed. Then from 06.20 carnage over Dieppe where his aircraft was performance.
(Operation Jubilee) planned for the 19th. 26 until shortly before 08.00 Flt Lt Aubrey Baring hit and on landing it suffered a brake failure
Squadron was tasked to provide the raiding in AG574 with Sgt A P Bannerman (AM110) and hit an obstruction. Shortly afterwards Flt

Mustang I AG361 RM-T was delivered to 26 Sqn at

Gatwick on 1 May 1942 and remained with the unit until
19 February 1943.

36
 WORLD WAR II
Above: The Gatwick control tower and 26’s dispersed Mustangs can be seen in this photo looking south
west from oblique camera on a training sortie on 18 June 1942
Above: A view of the .50 calibre nose guns and the oblique camera in the rear cockpit of a Mustang I.

Below: Ground crew conduct some maintenance on a Mustang I at Gatwick in the summer of 1942.
After Dieppe, 26 Squadron’s Mustangs The highlight of October was Operation (Wg Cdr E F P Wheller)
continued to fly Rhubarb, Poplar and Lagoon Petworth when on the 25th the whole of 35
missions and also conducted a number of Wing, No 26, in company with 400 and 414
tactical trials. During September 1942 the Sqns, combined to photograph the French
Squadron also began patrols along the south coastline around Fecamp and conducting
coast of England in an attempt to catch some diversions in land for the photographing
Luftwaffe ‘tip and run’ fighter-bomber attacks aircraft. However, for the rest of the year the
on coastal towns that were doing so much Squadron was mainly tasked with defensive ops
to harm civilian morale. The fast Fw 190s off the south coast. There were still occasional
were difficult targets but early on the 8th Plt losses and Mustang AM206 was shot down
Off R C Cooper and Fg Off Kit North-Lewis in by flak near Doullens on 27 November and
AM122 and AM144 intercepted and damaged another was lost near Fecamp on 7 December.
a Ju 88 south of Hastings. These patrols were Occasional recces continued into 1943, and one
maintained into the autumn. On 17 September in January flown by Fg Off Murray penetrated
three aircraft of 26 Squadron flew a photo deep into France and conducted some effective
recce of the coast between Le Touquet and strafing on German MT as well as returning
Stella Plage and also shot up some suspected with some excellent photographs. However,
flak positions. during a sortie to St Valery on 6 February

37
 AP236 was lost. The squadron came off Buzz-bombs and rockets During November, for example, the squadron
operations the following month but continued flew no less than 62 operations of all types
WORLD WAR II

to support training of the Army’s South-East At the end of May Army Co-operation before withdrawing from ops once more and
Command, During March, 26’s Mustangs Command ceased to exist and 26 Sqn moving to Hutton Cranswick in Yorkshire, and
participated in Exercise Spartan, then the became part of Fighter Command prior to further north to Peterhead in March 1944.
largest Army exercise ever mounted in Britain, the formation of the 2nd Tactical Air Force. There Sqn Ldr B J A Fleming assumed command
that also fully tested the mobility of the Army The Squadron was highly mobile through the but also converted from its faithful Mustangs
Co-operation squadrons. It flew from strips on summer and eventually settled at Church and re-equipped with Spitfire Vs with which it
the Wiltshire downs, returning to Gatwick the Fenton in July when it also returned to trained in bombardment spotting duties which
following month and in May Sqn Ldr A H Baird operations. It was soon busy photographing it flew with some success during and after the
assumed command, Tom Fazan recalling as he suspected V-1 flying bomb sites in France. invasion of France in June 1944.
left: “26 certainly had its personalities – the In October it moved to Snailwell, leaving a
indomitable ‘Slug’ Murphy, Aubrey Baring of detachment at Church Fenton, and continued However, in December 1944 when based
the banking family and Kit North-Lewis.” operations, including some night Rangers. at Tangmere, 26 Sqn was once again re-

Below: Mustang I AL966 ‘H’, 26 Sqn was regularly flown by Plt Off Kit North-Lewis (pictured left) during his time with 26 Sqn in 1942-1943. On 8 September
1942 North-Lewis damaged a Ju 88 that is though to have been 26 Sqn’s only air combat claim with the Mustang. (C D North-Lewis & author’s collection)

38
 WORLD WAR II
equipped with the Mustang Is for low-level Above: Mustang I AG425 XC-F is readied for a
tactical recce work. After several moves the sortie at Harrowbeer in the spring of 1945 (J D R
Squadron, now under Sqn Ldr J F Roberts, Rawlings)
had settled in at North Weald by the end of Right: The camera port of the Mustang is
January 1945. From there it began operations apparent as Flt Lt R E Pope in ‘XC-L leads two
over the Netherlands, its major task being others in March 1945.
to locate V-2 rocket launching sites, the
missions being mounted from Coltishall before spotting work, supporting French Navy
landing at North Weald for debrief and photo warships as they bombarded pockets of enemy
development. These important missions resistance near Bordeaux. After two weeks it
continued into April and over South Beveland returned to England and settled in at Chilbolton
on 28 April Plt Off Bill Griffin in AG383 became and was there when the war in Europe ended.
lost in bad weather and had to force land. After The following month, 26 Sqn finally gave up its
a short period at Harrowbeer during April, Mustangs and converted to the Griffon engined
the Squadron moved across the Channel to Spitfire FR XIV for fighter recce duties with
be based at Cognac in south-western France. the occupation forces in Germany to where it
There it also returned to naval bombardment moved in August.

39
WORLD WAR II

Flt Lt Glover’s Mustang I (XC-J) is prepared for a spotting mission from Cognac in April 1945 (L Glover) Two Mustang Is are refuelled at Cognac in April 1945 (L Glover)

Below: A pair of 26 Sqn Mustang Is, XC-E and XC-H at Harrowbeer at the end of the war. (A R Gordon)

40
Photo Archive : RAF Mustang Is
41
PHOTO ARCHIVE

Within a year of the Mustang entering

service with the RAF, 16 squadrons
were equipped with the type, performing
low level attack sorties alongside
reconnaissance and army co-operation
duties. Here are a selection of those early
Mustangs from the Wingleader Archive.

Left and below: Mustang I AG596 of 4 Squadron

around mid-1942 before the Army Co-operation
squadrons stopped wearing unit codes. In
July 1942, 12” yellow stripes were introduced
onto the wings of RAF Mustangs to avoid
confusion with Me109s. This aircraft has them
although they are very difficult to discern on the
undersurfaces.

42
 PHOTO ARCHIVE
The early Mustangs arrived by sea into Liverpool and were
assembled at Speke. It’s noticeable that the wings came in one
piece and the fuselage was simply slotted on top, just like an
Airfix kit! These two photos of AG585 were both taken at Speke.

43
PHOTO ARCHIVE

Mustang MkI AG633 was originally delivered in dark green and dark earth
camouflage before having the dark earth overpainted with a locally mixed grey,
giving this quite dark appearance. XV-E of 2 Squadron also has the entire leading
edge of the wing painted yellow, which was the first attempt at differentiating it
from an Me109.

44
 Left: More Mustangs of 2 Squadron airborne for the press, note the variation in

PHOTO ARCHIVE
code letter sizes.

Below: Another great air to air of AG633 XV-E showing the six Browning machine
guns, (two under the nose and four in the wings). Also visible in this view are the
three small vents just in front of the cockpit, (only on the starboard side) and the
pitot tube under the starboard wing (as opposed to the port wing for most other
RAF fighters).

45
PHOTO ARCHIVE

The Mustang MkIa was equipped with 4 x 20mm cannons and is therefore easily
distinguishable from the MkI. Less than 100 MkIas were flown by the RAF so
these photos are quite rare. The even rarer MkII had four x 0.5 machine guns in
the wings.

46
 PHOTO ARCHIVE
Above: Winston Churchill inspects the men of 613 Squadron with their new Mustang MkIs. Above: A 4 Squadron Mustang photographed in May 1943 at Bottisham near Cambridge. The yellow ID
stripes were removed in December 1942 along with unit codes.
Below: 2 Squadron Mustangs including AG636 XV-F Below: Later in the war, Mustang Is were used by various units including the Central Gunnery School.

47
 RED KITE ARE DELIGHTED TO ANOUNCE THE LAUNCH OF
ADVERTISING

VOLUME 7 IN THEIR ACCLAIMED

BATTLE OF BRITAIN COMBAT ARCHIVE SERIES
Join the most exciting Battle of Ministry of Defence, and add a remarkable new
Britain project ever! level of detail to the RAF casualties.
Never before have the aerial combats Still in the process of be released, the reports
of the Battle been chronicled. True, there are often published here within months of
are hundreds of books available about the becoming available.
aircraft, the men, the tactics and the casualties
- but when it comes to the actual fighting Warts and All
remarkably little is available. Some of the information does not make
for easy reading, or present a pretty picture
The Idea of events. The extent of ‘over-claiming’ on
Simon Parry and Mark Postlethwaite, owners both sides is clear to see, as are the accounts
of Red Kite, have created an entirely new of ‘friendly fire’, the failings of the controllers
concept to clearly illustrate each combat. and the lack of air-sea rescue to save downed
pilots.
Each day is broken down into the individual
engagements that took place, hour-by-hour. In their own words
No ‘third-party’ accounts are included.
Each engagement features Every report is reproduced as it was written
· A map showing where the combat took place, the by the pilots themselves or the Intelligence
forces involved and where aircraft were shot down. Officers. Their words bring the events they had
witnessed just hours before to life in a way no
· Listing of RAF and Luftwaffe Casualties. modern commentary could.

· Listing of RAF and Luftwaffe victory claims. Bringing the Battle into the 21st
Century
· Squadron reports. Books on the Battle have become ever
more academic and ‘dull’. The Battle of
· Pilot’s combat reports. Britain Combat Archive brings the colour
back with dozens of specially commissioned
‍New information artworks and profiles of the aircraft. Artist
A key new feature is the information from Mark Postlethwaite has designed a full colour
the RAF Casualty files. These documents have format to make each page and table easy to
only recently been made available by the understand.

48
One raid on one day 16.20 - 17.00 hrs... The Solent COMBAT C

The following pages are an example of what you will find in the
Battle of Britain Combat Archive series. One combat from one
day of the Battle of Britain, (26th August 1940) taken from
Volume 7. We have reproduced the spreads of 2 x A4 pages
onto each single page of this document so remember that the
information you see here is half the size of the book.

Operations by Luftflotte 3 began just as Luftflotte 2’s raids on the Essex airfields returned. At 16.00
hours three sizable plots appeared approaching Portsmouth from Cherbourg, one of 100+ and two
estimated at 30+ aircraft. As the raids were approaching at the ‘border’ of 10 and 11 Groups, both
controllers scrambled squadrons to intercept:

43 Squadron – 12 Hurricanes up from Tangmere to patrol base.

615 Squadron – 10 Hurricanes up from Kenley to patrol Portsmouth.
602 Squadron – 11 Spitfires up from Westhampnett to patrol Portsmouth.
234 Squadron – Spitfires up from Middle Wallop to patrol Swanage.
249 Squadron – Hurricanes up from Boscombe Down to patrol Isle of Wight.
213 Squadron – Hurricanes up from Exeter to patrol Warmwell.
609 Squadron – Spitfires up from Middle Wallop to patrol Portsmouth.

An ‘armada’ of 328 aircraft had been launched by Luftflotte 3:

3 He111s from Stab KG55.
23 He111s from I/KG55.
25 He111s from II/KG55.
Total of 51 bombers carrying 153 SC 250s, 21 Flam250s, 6LLZ’s 168 SD 50s and 204 SC 50s.

Fighter escort was provided by:

63 Me109s from JG2.
70 Me109s from JG27.
78 Me109s from JG53.
25 Me110s from ZG2.
36 Me110s from ZG76.
5 Me110s from V/LG1.
Total of 66 Me110s and 211 Me109s.

49
 The West Country raid Victory Claims
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent

RAF Victory Claims Combat C 16.20 - 17.00 hrs

26 AUGUST
At 16.25 hours 43 Squadron was first to engage the raid between Portsmouth and Selsey Bill, head-on,
closely followed by 602 Squadron. As the left flank of the raid wheeled left, 615 Squadron engaged 43 Sqn S/Ldr J V C Badger He111 destroyed Portsmouth
43 Sqn Sgt J H L Hallowes - shared –
bombers over Portsmouth at 16.30 hours.
43 Sqn P/O H L North He111 destroyed Portsmouth
South of the Isle of Wight 234 Squadron took on 30+ Me109s in a separate engagement that swept 43 Sqn P/O H L North He111 probable Portsmouth
across the island to Southampton. 43 Sqn P/O D G Gorrie He111 damaged south west of Selsey Bill
43 Sqn P/O A E A Van Den Hove Me109 destroyed south of Hayling Island
The Luftwaffe’s great effort achieved little. Fort Cumberland, a training camp near Portsmouth, was 43 Sqn Sgt J H L Hallowes He111 destroyed south west of Selsey Bill
damaged and eight Royal Marines killed. Some small fires were started at Hilsea Gas Works, but they
were soon put out. 602 Sqn S/Ldr A V R Johnstone He111 damaged Selsey Bill
602 Sqn P/O E W Aries Do17 destroyed Selsey Bill
602 Sqn Sgt A McDowall He111 destroyed Selsey Bill
602 Sqn Sgt B E P Whall He111 destroyed Selsey Bill
602 Sqn Sgt B E P Whall He111 destroyed Selsey Bill
602 Sqn Sgt C F Babbage Me109 destroyed Selsey Bill
Below: A pilot’s eye view from the cockpit of a Heinkel 111 heading for England. The observer is already F/Lt P C Hughes 234 Sqn
in position with the nose gun, awaiting a frontal attack from Spitfires or Hurricanes which must have been 615 Sqn S/Ldr J R Kayll He111 damaged Portsmouth
quite terrifying. 615 Sqn F/O A Eyre Ju88 damaged Portsmouth

234 Sqn F/Lt P C Hughes Me109 destroyed 5 miles south of the Isle of Wight
234 Sqn F/Lt P C Hughes Me109 destroyed 5 miles south of the Isle of Wight
234 Sqn P/O R F T Doe Me109 destroyed 20 miles north of Cherbourg
234 Sqn P/O P W Horton Me109 destroyed Isle of Wight
234 Sqn P/O E B Mortimer-Rose Me109 destroyed 5 miles south of the Isle of Wight
234 Sqn Sgt W H Hornby Me109 destroyed 2 miles south of the Isle of Wight

Luftwaffe Victory Claims Combat C 16.20 - 17.00 hrs

1/JG2 Oblt Adolf-Friedrich v.Götz Spitfire Portsmouth

P/O A E A Van Den Hove 1/JG2 Ofw Werner Machold Spitfire Portsmouth
3/JG2 Oblt Helmut Wick Hurricane
Portsmouth
43 Sqn 3/JG2 Oblt Helmut Wick Hurricane
Portsmouth

7/JG2 Uffz Konrad Zeller Spitfire Portsmouth

7/JG2 Lt Erwin Biedermann Spitfire south of Portsmouth
8/JG2 Fw Walter Ebert Hurricane Portsmouth
8/JG27 Fw Georg Lehmann Hurricane south of Winchester
1/JG53 Hptm Hans-Karl Mayer Spitfire east of Portsmouth

1/JG53 Lt Albrecht Zeis Spitfire north east of Portsmouth

1/JG53 Hptm Hans-Karl Mayer Spitfire Portsmouth
3/JG53 Hptm Wolfgang Lippert Spitfire Portsmouth
St(Z)/LG1 Hptm Horst Liensberger Spitfire Warmwell
V(Z)/LG1 Oblt Ernst Zobel Hurricane Warmwell

Below: Defending the bombers was a huge swarm of fighters, piloted by some of the best pilots in the
Luftwaffe. One of these was rapidly rising Ace Helmut Wick in his ‘Yellow 2’ of 3/JG2. Shortly after this he
was promoted to lead I/JG2 and by the end of the Battle he was the Kommodore of JG2.

50
 Contemporary Accounts 43 Sqn Contemporary Accounts 43 Sqn
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent

43 SQUADRON INTELLIGENCE REPORT

26 AUGUST
16.05 – 17.20 hours. 26.8.40.
Nine Hurricanes of 43 Squadron took-off from Tangmere at 16.05 hours followed a few minutes
later by 3 Hurricanes of Red Section who had only just landed from a previous patrol. The order was
to patrol base at 15,000 and a vector of 250 degrees enabled the squadron to intercept at a similar
height a compact mass of Heinkel 111s in very close vic travelling north towards Selsey Bill. About
10 miles out they veered north-west to Portsmouth at which point the squadron delivered a head-on
attack (F.A.A. No.5).
When attacking Ju87s in the past this attack caused the formation to break up. Such was not the case
this time with He111s, but it caused many of the E/A to jettison their bombs in the sea and on Hayling
Island while still short of their objective. Some of the Heinkels were then apparently ordered to detach
themselves and engage fighters, while a light signal, apparently from a Verey pistol, was the cue for
Me109s and 110s at least 5,000 feet higher up to dive down to the attack.
No effect of their first attack was
observed and Hurricanes broke away
above and below and thereafter most
pilots were engaged in individual
combat. An exception is Green 2 who
attacked from astern No.3 of a vic of 3
Heinkels flying in formation. His burst
put one engine out of action, as was
seen by Green 1, who then delivered his
attack. The U/C was seen to fall down,
E/A broke formation and dived for
clouds, fired at by Green 2 once again.
He passed through the clouds whose
base was at 4,000 feet approximately,
and tried to climb for them, but
couldn’t. E/A was travelling eastward
over land and as he was obviously going
to land somewhere pilots tried to force
him to land at Tangmere, but he made
for direction of Ford. In order to avoid
damaging him more than absolutely
necessary pilots refrained from further
firing, but several Hurricanes of other
squadrons attacked regardless of E/A’s
obviously crippled state, while guns
from the neighbourhood of first, Tangmere and then Ford menaced E/A and fighters alike. E/A was Above: One of 43
eventually seen to make a good forced landing near Ford. Squadron’s victims was this
Meanwhile P/O Gray delivered a long burst at an He111 which silenced the rear gunner, before being Heinkel G1+DM that force Below: Another one of 43 Squadron’s victims was this Heinkel G1+BB that force
shot at from behind and forced to bale out. He landed on Thorney Island having sprained his shoulder. landed on East Wittering landed near Littlehampton. Just visible in the tail cone is a rear firing machine gun
P/O North probably destroyed another He111 from which one person baled out and got hit himself. which probably contributed to 43 Squadron’s comment that attacking a formation of
beach. The airman is
Before being forced to bale out (he landed near Bircham) he attacked another He111. This is thought to Heinkels from astern was ‘unwise’.
pointing out bullet holes
be the one that crashed at Waterlooville. He is in hospital with injuries to head, shoulder and finger and
leg. P/O Lane is also in hospital having been badly burned before baling out. from the initial head-on
P/O Gorrie damaged an He111 from which pieces were seen to break away and all pilots fired their attack, three of the four
guns, some being confident that their bullets went home, but as is usually the case in large scale dog- crew were killed.
fights were unable to observe any result. Such a one was P/O Van de Hove who fired several bursts at
an Me109. The last he saw of it it dived for the clouds somewhere north of Portsmouth, smoke pouring
from engine. As this does not constitute the category ‘damaged’ no claim was originally made, but if
as it appears, there is an Me109 crashed at Horndean and no one else claims it, this may well be his
machine. Pilot himself thought he had probably accounted for it. P/O Brunner had some shrapnel in his
foot, and other bullets put his U/C’s lowering gear out of order and caused petrol to leak into cockpit, he
made a good forced landing at Tangmere nevertheless. The squadron is unanimous that the fire from a
packed formation of Heinkels is very concentrated and disconcerting and consider it is unwise to attack
such a formation from astern in the first place.
The 8 Hurricanes that returned to Tangmere had all landed by 17.20 hours and most of ‘B’ Flight landed
about 16.50 hours. Camouflage and armament on both sides appeared to be standard, as was our sighting.
Wind was south-west, 12 m.p.h. and visibility 15 miles. Cloud layers 7/10 at 5,000 and 2/10 at 8,000 feet.
Our losses: 4 a/c and 4 injured pilots. P/Os Brunner, North, Lane and Gray.

51
 Contemporary Accounts 602 Sqn Contemporary Accounts 602 Sqn
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent

602 SQUADRON INTELLIGENCE REPORT

26 AUGUST
Combat took place over Selsey Bill 16.25 hours at 15,000 feet. 11 Spitfires, 602 Squadron, took off Westhampnett at 16.13 hours,
ordered to intercept a large number of e/a approaching Portsmouth. When at 14,000 feet about 150 e/a were sighted approaching from
10 miles south, and squadron climbed to 17,000 feet south-west to get above in sun. Squadron then attacked, and as they attacked,
enemy formation was seen to split into two, one part making off south-east and the other south-west. E/A attacked by Spitfires were part
that turned south-west. About 100 escorting Me109s were seen 3,000 feet above and several miles astern on port quarter of bombers.
Red Leader (S/Ldr A V R Johnstone) reports: ‘... From experience, I did not think enemy fighters would come down even to protect
bombers; I therefore ordered squadron to attack bombers in line astern’. Red 1 and Red 2 attacked bombers and disarranged their
formation, experiencing heavy cross fire. Red 1 attacked one He111 astern and above and a second astern below; bursts 5 seconds from
1,000 yards closing to 150 yards, and 3 seconds opening 400 yards closing to 200 yards, claiming latter damaged. It was subsequently
attacked by Hurricanes. Red 2 attacked outside left He111, full beam, 8 seconds opening 200 yards, closing to 100 yards. This e/a
crashed and was burnt out in marshes west of Pagham. Red 3 attacked same e/a as Red 1, full beam, full astern and quarter, 3 attacks of
2 seconds each, saw e/a glide down with one engine stopped before Hurricanes attacked. Believed to have landed near Ford. Yellow 2
attacked a Do17 or 215 astern above, 4 seconds opening 300 yards, closing to 50 yards, and saw a lot of white smoke come from port
engine. He then attacked Do17 which was separated, quarter below, 6 seconds, 200 yards, closing to 50 yards, and saw fire break out in
fuselage by wing stub. Police confirm that this e/a crashed in sea 3 miles south of Pagham.
Blue 1 attacked a single Heinkel with no result observed. He then attacked a formation of 15 Heinkels in 3 vics of 5, firing at four
and putting one motor of one of them out of action.
Blue 3 then chased an He111 out to sea, attacked quarter to starboard, 3 seconds opening 250 yards closing to 100 yards, and again
quarter to port 3 seconds 250 yards to 100 yards saw e/a on fire in sea.
Weather – visibility 20 miles, cloud 7,000 feet
5/10ths.
Fire of Me109s reported as very wild.
Seven Spitfires landed Westhampnett by 17.10 hours.
Our losses - F/O McLean seriously wounded in foot.
2 Spitfires written
off.

Below: 602 Squadron’s Basil Whall also

claimed Heinkel G1+DM that force landed on
East Wittering beach. The aircraft was found
to have between 400 - 500 bullet holes in it,
confirming that it was attacked by multiple
fighters.

52
 ‘Learning to swim sir’ Contemporary Accounts 234 Sqn
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent
26 AUGUST
602 SQUADRON SUPPLEMENTARY INTELLIGENCE REPORT
Green 2 (Sgt Babbage) was shot down in the sea and his report is now submitted. He followed
Green 1 and climbed to attack the fighters, being the last section in the squadron to attack. Green 1
was attacked by two Me109s, one painted scarlet and one white, and it was all he could do to escape.
Green 2 lost his leader so attacked an Me109 which was itself attacking a Spitfire, and after firing
from dead astern got in a deflection burst as the Me109 broke away.

Below: Cyril Babbage is

brought ashore at Bognor 234 SQUADRON INTELLIGENCE REPORT
Regis beach after being Above: Pat Hughes flew
shot down in flames on 26 X4009 into battle as Blue 1 234 Squadron were on patrol and were ordered to intercept Raid 44A over Portsmouth. Blue 1 (F/
August 1940. The missing during this combat. Lt Hughes) sighted a formation of eight Me109s at 16,000 feet followed by a formation of 30 Me109s
section in the pier in the 2,000 feet above and three miles behind. He led Blue Section in line astern in an attack on the leading
background is to prevent eight who immediately split up into sections of two A/C each. Blue 1 attacked the leading two A/C and
the Germans using it as fired a burst of five seconds at the rear one which caught fire and dropped vertically. The second aircraft
a landing jetty, a common had climbed and was shooting from above but Blue 1 turned and the E/A dived away but was caught by
a long burst from dead astern when he pulled out. This a/c caught fire but stayed in the air for several
‘modification’ to all south
minutes. The pilot jumped out near what seemed to be an ordinary auxiliary launch, painted dark grey
coast piers during 1940!
and blue, which opened fire at Blue 1 at about 2,000 feet range. Blue 1 climbed towards the coast and
on the way three Me109s approached and one fired at him from about 1,000 yards. Blue 1 took evasive
action as he had no ammunition left and returned to base. Meanwhile the other three sections led by Red
1 had engaged the second formation.
Red 1 (P/O Doe) closed on an enemy aircraft and dived at him from above and behind at an angle of
30 degrees and fired two short bursts. The pilot of the enemy aircraft slumped over the controls and the
a/c went straight down and hit the water.
Yellow 1 (P/O Mortimer-Rose) fired one burst at a pair of Me109s and broke away when the aircraft
dived vertically and attacked another Me109 without observing the effects of his fire on the first. He
last saw the first aircraft which he had attacked dive vertically. He chased another Me109, wounded the
pilot and eventually the second Me109 fell into the sea on fire.
Green 1 (Sgt Hornby) was attacked by two Me109s, one from full port beam and the other from
starboard quarter. He took evasive action by half rolling and diving to come up in a steep climbing right
hand turn. He then found the e/a which had attacked from the port beam in a favourable position for a
half deflection shot. He fired a short burst. Bits flew off from under the wings of the E/A which turned
over on its back and went straight down with smoke pouring from the fuselage. No enemy bombers
were observed during this engagement. There were 8/10 cloud at 4,000 feet and a clear sky above. It is
suspected that the first formation of 8 E/A were in the nature of a decoy. Normal markings were carried
by the enemy machines but considerable number of them had red spinners. R/T was good both from
the air and from the ground.
Blue 3 (Sgt Boddington) had received damage from the two Me109s and was obliged to force land
near West Dean Station. The pilot is safe, the machine is Cat.1.

53
 Contemporary Accounts 615 Sqn RAF Casualties
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent

615 SQUADRON INTELLIGENCE REPORT RAF Casualties Combat C 16.20 - 17.00 hrs
26 AUGUST
43 Sqn Hurricane P3903 P/O E A D J G van den Hove d’Ertsenrijck - safe. Damaged by Me109s off
10 Hurricanes of 615 Squadron left Kenley 16.10 hours to intercept Raid 42. When over Portsmouth Portsmouth.
they sighted large formations of bombers, He111s, Do17s and Ju88s, escorted by fighters Me109s and
probably He113s. 43 Sqn Hurricane P3220 P/O R Lane – injured. Shot down over Portsmouth. Aircraft crashed at
Red 1 (S/Ldr Kayll) sighted two formations consisting of 15 a/c in each of He111s at 15,000 feet. He Northwood Farm, Forestside, Hampshire. 21 year old Roy Lane was admitted to the Royal West Sussex
did a beam attack on the leading a/c opening fire at 400 yards closing to 50 yards, he was quite sure one Hospital, Chichester, with burns to his right leg and arm and his face. He was sent to the Maxillo Facial
of the e/a was damaged, but was unable to return to the attack owing to fighters closing in behind him. Unit at East Grinstead for plastic surgery and became a ‘Guinea Pig’. He later had an eventful career in
the RAF; going to Russia with CAM ships on convoys and finally went to Burma where he was captured
Green 1 (F/O Eyre) saw two or three Ju88s, he attacked one and received some fire from the rear and is believed to have been beheaded by the Japanese in April 1944.
upper guns, he put in two bursts of 4 seconds at 250 yards and 300 yards closing to 50 yards for 6
seconds, silenced the guns and stopped the port engine of the e/a, he made another attack to attempt to 43 Sqn Hurricane P3202 P/O C K Gray – injured. Shot down and pilot baled out during combat over
damage the starboard engine, but the e/a went into a cloud and was lost from view. Portsmouth area with injuries to right arm. Aircraft crashed at Ratham Mill, Bosham.
Three of our pilots went to attack the bombers, and as they were closing in, they noticed they were
Blenheims, who fired the correct colours of the day. One of our pilots saw what he took to be an He113, 43 Sqn Hurricane V7259 P/O H L North – injured. Shot down in head-on attack on He111s over
Portsmouth, abandoned over Birdham. Admitted to the Royal East Sussex Hospital, Chichester, with
and chased it out to sea, but could not catch up with it, it was painted sky blue all over. Thin clouds at
bullet wounds in chest, right shoulder, right leg and knee. Discharged 10th September.
5,000 feet to 6,000 feet clear above and clear out to sea.
Standard armament, no cine guns fitted. 43 Sqn Hurricane R4231 FT-G P/O C A Woods-Scawen - safe. Damaged over Portsmouth.
9 aircraft 615 Squadron landed Kenley between 16.46 hours and 17.15 hours. P/O R Lane 43 Sqn
Enemy casualties. One He111 damaged. 43 Sqn Hurricane V7308 P/O G C Brunner – injured. Belly-landed at Tangmere after being damaged
One Ju88 damaged. over Portsmouth. Pilot had gunshot wound to left ankle, admitted to the Royal East Sussex Hospital,
Our casualties. One pilot being slightly wounded (F/O Gayner). Chichester. Discharged 10th September.

234 Sqn Spitfire X4023 P/O P W Horton - safe. Landed at Middle Wallop with undercarriage up after
being damaged by Me109s over Portsmouth.

Below: Flying Officer Tony Eyre poses for a press photo with the Intelligence Officer at Hawkinge. 234 Sqn Spitfire P9494 Sgt M C B Boddington - safe. Forced-landed near West Dean Station,
615 Squadron and Eyre were unique on this day in that they intercepted both the eastern raids and the Hampshire, after being damaged by Me109s over Portsmouth.
western raid. Eyre himself claimed two Me109s over Whitstable around 15.30hrs. Then after a very quick
249 Sqn Hurricane P3660 P/O P R-F Burton - safe. Landed Tangmere with broken tail wheel after
turnaround at Kenley he was heading in the opposite direction to Portsmouth where he claimed a Ju88
combat over the Isle of Wight.
an hour later! Eyre survived the Battle of Britain only to be shot down and made PoW in March 1942. He
survived the war but was killed in a Tempest crash after his engine failed on 16 February 1946. 602 Sqn Spitfire X4188 Sgt C F Babbage – safe. Shot down in flames by Me109s over Selsey Bill.
Crashed in sea 300 yds off Pagham, West Sussex. Pilot baled out and rescued from the sea.

602 Sqn Spitfire X4187 F/O C H Maclean - seriously wounded.

Shot down in combat with Bf 109s of I/JG53 over Selsey Bill. Landed wheels up and flaps down at
Tangmere with three cannon shell holes in fuselage. Aircraft repairable. A machine gun bullet had caused
compound fractures to his right ankle which necessitated the amputation of his foot at St Richard’s
F/O C H Maclean 602 Sqn
Hospital, Chichester. 26 year old Charles Maclean never flew on operations again.

615 Sqn Hurricane P2878 F/O J R H Gaynor – injured. Crash-landed near Hambledon, Hampshire,
after being damaged over Portsmouth. Pilot received minor facial injuries.

54
 Luftwaffe Casualties Luftwaffe Casualties
26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent 26 August 1940 - 16.20 - 17.00 hrs Combat C. The Solent

Luftwaffe Casualties Combat C 16.20 - 17.00 hrs

26 AUGUST
2/JG2 Me109E-4 Wn.5383 Shot down at Blendworth, Hampshire. Pilot baled out and the aircraft
dived into the ground. Ff: Oblt Hans-Theodor Griesebach PoW.
See report of P/O Van den Hove d’Ertsenrijck, 43 Squadron.

7/JG2 Me109E-4 Wn.3702 Fell into the Channel. Ff: Lt Walter Hoffmann – missing.

8/JG2 Me109E-4 Wn.2782 Returned to Cherbourg with 15% damage.

9/JG27 Me109E-1 Fell into the Channel. Ff: Uffz Erich Ackmann – missing.

1/JG53 Me109E-4 Fell into the sea after the engine had been damaged. Ff: Fw Heinrich Bezner –
missing.

5/JG53 Me109E-4 Damaged and ditched in the Channel. Ff: Lt Karl Roos rescued by
Seenotdienst. Right: The tail of Heinkel
111 G1+GM at West Brook
5/JG53 Me109E-4 Damaged and ditched in the Channel. Ff: Lt Eduard Berwanger - killed.
Farm in Hampshire. The
5/JG53 Me109E-1 Fell into the Channel. Ff: Fw Wilhelm Holdermann – missing. rear fuselage was torn away
from the front section when
Stab I/KG55 He111P-2 G1+BB Target Portsmouth. Before reaching target this aircraft was attacked
the aircraft hit a tree during
by six or seven fighters who shot at and first stopped one and then the other engine. The bombs were
scuttled shortly before the aircraft made a good forced landing at Helliers Farm, Wick, West Sussex.Ff: the forced landing.
Oblt Ignaz Krenn and Bo: Uffz Helmut Morrack both PoW. Bf: Uffz Hans Degen, Bm: Uffz Willi Schneiders
and Bs: Fw Alois Schreek all wounded PoWs.
See reports of S/Ldr Johnstone, 602 Squadron and S/Ldr Badger of 43 Squadron.

4/KG55 He111P-2 Wn.2124 G1+DM Started from Chartres to attack Portsmouth; a map was
found in the wreckage that indicated Portsmouth Basin, Government Yards and four jetties. Attacked by
fighters and the port engine caught fire, the oil feed to the starboard engine was broken. The pilot shut off
both engines and made a forced landing on the beach 50 yards off East Wittering, West Sussex. Ff: Ltn
Albert Metzger – wounded PoW. Bo: Uffz Rudolf Schandner Bf: Uffz Rudi Paas, Bm: Fw Julius Urhahn,
and Bs: Flieger Rudolf Fessel all killed.
See reports of Sgt Whall, 602 Squadron and P/O North of 43 Squadron.

4/KG55 He111P-2 Wn.2165 G1+GM Started from Chartres to bomb Portsmouth Docks.
Before reaching target, they were attacked by fighters which shot up both engines and killed the observer.
Also damaged by AA fire, the aircraft hit a tree on crashing at West Brook Farm, Cowplain, Hampshire,
and broke in half. Bo: Ofw Otto Hennecke – killed. Ff: Ltn Klaus Walter, Bf: Uffz Oscar Schufft, Bm: Uffz
Fritz Marmer and Bs: Flieger Josef Wimmer all wounded PoWs. Below: The broken wreck
See report of North, 43 Squadron. of Heinkel 111 G1+GM
at West Brook Farm in
5/KG55 He111P G1+GN Fell into the sea after the engines had been damaged. Bf: Uffz Konrad
Hampshire. The farm
Steiger, Bm: Uffz Willi Losch and Bs: Gefr Gustav Stratmann all wounded. Ff: Fw Karl Brüning and Bo:
Oblt Fritz von dem Hagen both safe. All rescued by the Seenotdienst. buildings appear to have had
a lucky escape!
II/ZG2 Me110 Damaged by fighters and crashed near St Pierre Eglise, France. 60% damage. Right: Oblt Ignaz Krenn
Crew safe. pilot of Heinkel 111
G1+BB boards a train
at Chichester station
after being shot down
over West Sussex on 26
August 1940.

55
THE BATTLE OF BRITAIN COMBAT ARCHIVE SERIES

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