World War II: The Autobiography

by Jon E. Lewis

  Then there is Erich Raeder, Grand Admiral of the German Fleet, in his blue naval uniform and the invariable upturned collar which German naval officers usually wear. There are two non-military men in Hitler’s suite – his Foreign Minister, Joachim von Ribbentrop, in the field-grey uniform of the Foreign Office; and Rudolf Hess, Hitler’s deputy, in a grey party uniform.

  The time is now three eighteen p.m. Hitler’s personal flag is run up on a small standard in the centre of the opening.

  Also in the centre is a great granite block which stands some three feet above the ground. Hitler, followed by the others, walks slowly over to it, steps up, and reads the inscription engraved in great high letters on that block. It says: “HERE ON THE ELEVENTH OF NOVEMBER 1918 SUCCUMBED THE CRIMINAL PRIDE OF THE GERMAN EMPIRE . . . VANQUISHED BY THE FREE PEOPLES WHICH IT TRIED TO ENSLAVE.”

  Hitler reads it and Göring reads it. They all read it, standing there in the June sun and the silence. I look for the expression on Hitler’s face. I am but fifty yards from him and see him through my glasses as though he were directly in front of me. I have seen that face many times at the great moments of his life. But today! It is afire with scorn, anger, hate, revenge, triumph. He steps off the monument and contrives to make even this gesture a masterpiece of contempt. He glances back at it, contemptuous, angry – angry, you almost feel, because he cannot wipe out the awful, provoking lettering with one sweep of his high Prussian boot. He glances slowly around the clearing, and now, as his eyes meet ours, you grasp the depth of his hatred. But there is triumph there too – revengeful, triumphant hate. Suddenly, as though his face were not giving quite complete expression to his feelings, he throws his whole body into harmony with his mood. He swiftly snaps his hands on his hips, arches his shoulders, plants his feet wide apart. It is a magnificent gesture of defiance, of burning contempt for this place now and all that it has stood for in the twenty-two years since it witnessed the humbling of the German Empire . . .

  It is now three twenty-three p.m. and the Germans stride over to the armistice car. For a moment or two they stand in the sunlight outside the car, chatting. Then Hitler steps up into the car, followed by the others. We can see nicely through the car windows. Hitler takes the place occupied by Marshal Foch when the 1918 armistice terms were signed. The others spread themselves around him. Four chairs on the opposite side of the table from Hitler remain empty. The French have not yet appeared. But we do not wait long. Exactly at three thirty p.m. they alight from a car. They have flown up from Bordeaux to a nearby landing field. They too glance at the Alsace-Lorraine memorial but it’s a swift glance. Then they walk down the avenue flanked by three German officers. We see them now as they come into the sunlight of the clearing.

  General Huntziger, wearing a bleached khaki uniform, Air General Bergeret and Vice-Admiral Le Luc, both in dark blue uniforms, and then, almost buried in the uniforms, M Nöel, French Ambassador to Poland. The German guard of honour, drawn up at the entrance to the clearing, snaps to attention for the French as they pass, but it does not present arms.

  It is a grave hour in the life of France. The Frenchmen keep their eyes straight ahead. Their faces are solemn, drawn. They are the picture of tragic dignity.

  They walk stiffly to the car, where they are met by two German officers, Lieutenant-General Tippelskirch, Quarter-master General, and Colonel Thomas, chief of the Führer’s headquarters. The Germans salute. The French salute. The atmosphere is what Europeans call “correct”. There are salutes, but no handshakes.

  Now we get our picture through the dusty windows of that old wagon-lit car. Hitler and the other German leaders rise as the French enter the drawing-room. Hitler gives the Nazi salute, the arm raised. Ribbentrop and Hess do the same. I cannot see M Noel to notice whether he salutes or not.

  Hitler, as far as we can see through the windows, does not say a word to the French or to anybody else. He nods to General Keitel at his side. We see General Keitel adjusting his papers. Then he starts to read. He is reading the preamble to the German armistice terms. The French sit there with marble-like faces and listen intently. Hitler and Göring glance at the green table-top.

  The reading of the preamble lasts but a few minutes. Hitler, we soon observe, has no intention of remaining very long, of listening to the reading of the armistice terms themselves. At three forty-two p.m., twelve minutes after the French arrive, we see Hitler stand up, salute stiffly, and then stride out of the drawing-room, followed by Göring, Brauchitsch, Raeder, Hess, and Ribbentrop. The French, like figures of stone, remain at the green-topped table. General Keitel remains with them. He starts to read them the detailed conditions of the armistice.

  Hitler and his aides stride down the avenue towards the Alsace-Lorraine monument, where their cars are waiting. As they pass the guard of honour, the German band strikes up the two national anthems, Deutschland, Deutschland über Alles and the Horst Wessel song. The whole ceremony in which Hitler has reached a new pinnacle in his meteoric career and Germany avenged the 1918 defeat is over in a quarter of an hour.

  According to the terms of the armistice, the Petain government (soon to be based in the spa town of Vichy) was to be sovereign and French colonial possessions stayed under its control. However, Paris, northern France and the Atlantic border became a German zone of occupation. Italy got a 50-kilometre slice of France along their joint border. The cost of the German occupation was to be borne by the French. All prisoners taken in the campaign – two million men – went into captivity. It was humiliation upon humiliation.

  Not all Frenchmen and women were prepared to accept the defeat. Already an obscure general, Charles de Gaulle, had departed France to London to form the “Free French Army”. Inside France, a Resistance movement would soon begin.

  BATTLE OF BRITAIN: A BRITISH FIGHTER PILOT’S DIARY, 19 AUGUST – 7 OCTOBER 1940

  P/O D.H. Wissler RAF

  France conquered, Hitler turned to the invasion of Britain. This was predicated on the defeat of the RAF’s Fighter Command, a defeat which would clear the skies above the Channel for the safe passage of the Wehrmacht’s invasion barges. Herman Goerig, head of the Luftwaffe, announced that it would take his fighters, now operating from bases in occupied France, just four days to extirpate Fighter Command. Numerical advantage lay with the Luftwaffe, which possessed some 980 fighters against the RAF’s 700. But the range of the principal German fighter, the Messerschmitt Bf109, was limited; crucially, it could only protect German bombers for about ten minutes over the main field of battle, the south-east corner of England. In retrospect, the Battle of Britain fell into three main phases: mid-July until 11 August, when the Luftwaffe attacked Channel shipping; 12 August until 6 September, when the Luftwaffe targeted the RAF and its airfields; then 7 September to 30 October when its offensive effort switched to London. A Hurricane pilot, Wissler fought throughout the battle.

  Monday, 19 August

  I was recalled from leave today ... The squadron is moving to TANGMERE. I flew “X”, which was due for an inspection to Debden. “V”, my own plane, not ready so I spent the night in a comfortable bed for a change . . .

  Tuesday, 20 August

  I took off from Debden at about 10.15 and flew to Tangmere. I navigated my way ok but being on the coast this wasn’t very hard. Tangmere is in a shocking state. The buildings being in an awful shambles, several 10001b bombs having fallen. We were put to 30 mins at 1, and did nothing for the rest of the day. The dispersal hut is most cozy and puts ours at Debden to shame.

  Wednesday, 21 August

  We did five flying patrols today . . . but the Flight commander only saw one E/A [enemy aircraft] and then only for a second when it was between some clouds. The other section in our flight shot down a Ju88 as did yellow section in “A” flight. After it got dark we were sent up on patrol but having got to 7000 ft over the aerodrome we were recalled.

  Friday, 23 August

  I did not fly at all today, in fact it was very quiet. We were released at
1 p.m. and went up [to London] on train. I went home.

  Saturday, 24 August

  There was an air raid warning in Blackheath and thought I should miss my train. However, we caught it and arrived back ok. In the afternoon we went up on a flight and saw dozens of E/A going out to sea, however did not fire although the CO and P/O Stevens got an Hel 11. We had one very short patrol after this, but nothing was seen.

  Sunday, 25 August

  This was a hard day being at 15 mins and readiness the day long. At about half past seven we had a hell of a scrap over Portland in which 100 a/c were engaged. F/L Bayne made an attack below and astern quarter. The Me110 whipped up in a slow turn and I gave him a long burst while he was in a stalled condition, it fell over and went down. I then went on my own and made an Me111 break formation. I gave it another burst and it went towards the sea. F/L Bayne shot down but ok. F/L Williams lost wing. Shot off.

  Saturday, 31 August

  We did four patrols today ending up with one in which we intercepted about 30 Do 17s and 20–30 Me109s. I got on an Me109’s tail, after an ineffectual attack on the bombers, and got in several long bursts at about 300 yards, however nothing was observed in the way of damage. Another got on my tail and I had to break away. I succeeded in throwing him off in a steep turn but not before he had put explosive bullet through my wing. Sgt Stewart was shot down, but was safe. I lost another tail wheel today.

  Tuesday, 3 September

  We did two patrols, in the first intercepted about 100 E/A (Do215 and Me110). F/Lt Bayne and I got on an Me110’s tail and firing together sent it down in flames. We then attacked a Do215, [?] Leary finishing the attack and the bomber crashed in a field just North of the River Grouch. I collected a bullet in the radiator and got covered with glycol, force landing at Castle Gamps. Collected a Hurricane off 111 Sqd., flew back to Debden . . . We did one more patrol over the Thames. Then in the night I was aerodrome Control Pilot.

  Saturday, 7 September

  I did two types again today, the one in the morning was uneventful, the second at 5.30, on which we used V.H.F. for the first time, we saw four huge enemy formations but as we were only 6 we did not engage. We had one short scrap with Me109’s, but I only had one short burst – with no effect. These raids created a lot of damage in London. The provisional casualty list says 400 dead, 15000 seriously injured: what complete swine these Jerries are.

  Sunday, 8 September

  Did not fly today and got afternoon off. Went on 4 days leave. Air raids have messed up London quite a bit.

  Sunday, 15 September

  I flew once today but missed the Big Blitz owing to my a/c being unservicable. Nothing was claimed by anyone because there were so many Jerries, over 200 in all. I am at 15 mins readiness tonight, and will be second off, if we have to fly. The RAF claimed 117 E/A destroyed, boy oh boy what a total. We had the station dance band in the mess tonight, and it turned into quite a party. Gzernin is now DFC.

  Tuesday, 17 September

  We did a couple of patrols today but neither came to anything. I feel very depressed tonight. I don’t know why, just a passing mood. Alf Bayne’s engine cut taking off, and he had a glorious pile up, completely wrecking the Hurricane but only getting an odd bruise himself.

  Wednesday, 18 September

  We did four patrols today of over an hour each. On the first we saw lots of Huns way above us we could not engage, and anyway they were fighters. Nothing happened on any of the other patrols although there appear to have been lots of E/A about. We tried most unsuccessfully to play a game of snooker in the evening but the lights kept going out: switched out by the Control room when a Hun is about, how they flap here!!

  Friday, 20 September

  I went to the Sergeants’ Mess this evening for a party and got to know a sweet little W.A.A.F. named Margaret Cameron and we had quite a kissing session after the party was over.

  Tuesday, 24 September

  I had just one (patrol) and one blitz only (8.30). We were attacked by Me109s and having made our attack on an Me109 I was making a second . . . when I realized I should let it all go. I levelled off. Suddenly there was a bloody flash on my port wing and I felt a hell of a blow on my left arm, and the blood running down. I went into a hell of a dive and came back to Debden. A cannon shell had hit my wing and a bit of it had hit me just above the elbow and behind. The shell had blown away most of my port flap. So I tried to land without flaps and I could not stop and crashed into a pile of stones just off the field, hitting my face and cutting it in two places. I was taken to Saffron Walden General Hospital, they operated but had to leave small pieces in . . .

  Thursday, 26 September

  Hospital.

  Sunday, 29 September

  Did nothing during the day but there was the usual band in the mess and when they packed up I completed the party at the Sergeants’ Mess. Met Edith Heap and fell in love with her at sight. I rather cut Margaret Cameron and I am not as popular as I was!!!

  Monday 7 October

  Returned to Debden, had grand party, and met Edith Heap, my God it seems to be the real thing this time. She is so sweet and seems to like me as much as I like her.

  PO Wissler was posted missing in November 1940.

  BATTLE OF BRITAIN: DOGFIGHT OVER SOUTHEAST ENGLAND, 2 SEPTEMBER 1940

  P/O Roger Hall, 152 Squadron RAF

  We were ready to attack. We were now in the battle area and three-quarters of an hour had elapsed since we had taken off.

  The two bomber formations furthest from us were already being attacked by a considerable number of our fighters. Spitfires and Hurricanes appeared to be in equal numbers at the time. Some of the German machines were already falling out of their hitherto ordered ranks and floundering towards the earth. There was a little ack-ack fire coming from up somewhere on the ground although its paucity seemed pathetic and its effect was little more than that of a defiant gesture.

  We approached the westernmost bomber formation from the front port quarter, but we were some ten thousand feet higher than they were and we hadn’t started to dive yet. Immediately above the bombers were some twin-engined fighters, M.E. 110’s. Maida Leader let the formation get a little in front of us then he gave the order “Going down now Maida aircraft,” turning his machine upside-down as he gave it. The whole of “A” Flight, one after the other, peeled off after him, upside-down at first and then into a vertical dive.

  When they had gone “B” Flight followed suit. Ferdie and I turned over with a hard leftward pressure to the stick to bring the starboard wing up to right angles to the horizon, and some application to the port or bottom rudder pedal to keep the nose from rising. Keeping the controls like this, the starboard wing fell over until it was parallel to the horizon again, but upside-down. Pulling the stick back from this position the nose of my machine fell towards the ground and followed White one in front, now going vertically down on to the bombers almost directly below us. Our speed started to build up immediately. It went from three hundred miles per hour to four and more. White one in front, his tail wheel some distance below me but visible through the upper part of my windscreen, was turning his machine in the vertical plane from one side to the other by the use of his ailerons. Red Section had reached the formation and had formed into a loosened echelon to starboard as they attacked. They were coming straight down on top of the bombers, having gone slap through the protective M.E. 110 fighter screen, ignoring them completely.

  Now it was our turn. With one eye on our own machines I slipped out slightly to the right of Ferdie and placed the red dot of my sight firmly in front and in line with the starboard engine of a Dornier vertically below me and about three hundred yards off. I felt apprehensive lest I should collide with our own machines in the mêlée that was to ensue. I seemed to see one move ahead what the positions of our machines would be, and where I should be in relation to them if I wasn’t careful. I pressed my trigger and through my inch thick windscreen I saw the tracers spiralling away hitting free a
ir in front of the bomber’s engine. I was allowing too much deflection. I must correct. I pushed the stick further forward. My machine was past the vertical and I was feeling the effect of the negative gravity trying to throw me out of the machine, forcing my body up into the perspex hood of the cockpit. My Sutton harness was biting into my shoulders and blood was forcing its way to my head, turning everything red. My tracers were hitting the bomber’s engine and bits of metal were beginning to fly off it. I was getting too close to it, much too close. I knew I must pull away but I seemed hypnotised and went still closer, fascinated by what was happening. I was oblivious to everything else. I pulled away just in time to miss hitting the Dormer’s starboard wing-tip. I turned my machine to the right on ailerons and heaved back on the stick, inflicting a terrific amount of gravity on to the machine. I was pressed down into the cockpit again and a black veil came over my eyes and I could see nothing.

  I eased the stick a little to regain my vision and to look for Ferdie. I saw a machine, a single Spitfire, climbing up after a dive about five hundred yards in front of me and flew after it for all I was worth. I was going faster than it was and I soon caught up with it – in fact I overshot it. It was Ferdie all right. I could see the “C” Charlie alongside our squadron letters on his fuselage. I pulled out to one side and back again hurling my machine at the air without any finesse, just to absorb some speed so that Ferdie could catch up with me. “C” Charlie went past me and I thrust my throttle forward lest I should lose him. I got in behind him again and called him up to tell him so. He said: “Keep an eye out behind and don’t stop weaving.” I acknowledged his message and started to fall back a bit to get some room. Ferdie had turned out to the flank of the enemy formation and had taken a wide sweeping orbit to port, climbing fast as he did so. I threw my aircraft first on to its port wing-tip to pull it round, then fully over to the other tip for another steep turn, and round again and again, blacking out on each turn. We were vulnerable on the climb, intensely so, for we were so slow.