by Nick Thomas
Across the country Civil Defence and Air Raid Precautions personnel had been mobilized at the outbreak of the war. They would be joined by an army of other volunteer war workers, including firemen, ambulance crews, rescue workers and hospital staff, to name but a few.
More than most, Brothers knew that the onslaught that had overwhelmed the French army, then considered the strongest in Europe, would soon be directed on these shores, ‘If the Luftwaffe gained air superiority then, of course, the whole country was open to them’.
Brothers expected that the enemy would soon attack in growing numbers and the RAF, particularly Biggin Hill, would be in their sights, ‘You were worrying about your own chaps, your own aircraft, and your own ground crew. It was day-to-day, minute-to-minute and one was tired, inevitably.’
Earlier there had been rare welcome news at Biggin Hill when a message came through from Group; Michael Crossley had been awarded the DFC. The award was promulgated in the London Gazette, 21 June 1940. The citation referred in particular to the events of 8 June:
‘Acting Flight Lieutenant Michael Nicholson CROSSLEY (37554).
‘In June 1940, this officer was the leader of two squadrons of fighters which were carrying out an offensive patrol in the Le Treport area. Flight Lieutenant Crossley sighted seventeen Heinkel 111s, and displayed outstanding initiative and courage in his method of attack. As a result of the engagement seven enemy bombers were destroyed. Flight Lieutenant Crossley himself destroyed two, and had to break off a further fight as his ammunition was expended. He had his first combat in May 1940, when he succeeded in destroying a Messerschmitt 109. He has displayed exceptional skill and leadership and, since the middle of May 1940, has destroyed seven enemy aircraft.’
During the early afternoon of 22 June, Brothers and the rest of the squadron took off to accompany No. 79 Squadron on an escort for a formation of eighteen Blenheims on a raid to Merville, their one-time base. The operation passed off without incident.
More good news reached the squadron when it was learnt that two gallantry medals had been confirmed. The awards of the DFC to Pilot Officers Victor George Daw and Douglas Hamilton Grice were announced in the London Gazette of 25 June 1940. Both citations include references to the squadron’s combat on 8 June:
‘In June 1940, when seventeen Heinkel 111s were sighted, Pilot Officer Daw succeeded in destroying two and, immediately afterwards, shot down a Messerschmitt 109, which was attacking one of his fellow pilots. Previously, in May 1940, he carried out a head-on attack on three enemy aircraft and destroyed the leader, and a few days later he destroyed another Messerschmitt 109. By his tenacity, skill and courage, this officer has succeeded in destroying a total of six enemy aircraft.’
The award to Grice also alluded to his being shot down over France and making his own way back to the squadron:
‘Pilot Officer Grice has displayed great courage and determination in attacks on enemy aircraft and has destroyed at least six in various combats. On one occasion he was himself shot down but, after overcoming many difficulties, he succeeded in making his escape and returned to his unit.’
Brothers flew on a squadron strength escort made from Manston. Landing back at their advanced airfield at 1215 hours, the pilots waited in their cockpits while the ground crews descended on their Hurricanes. Refuelled, the squadron was back in the air fifteen minutes later, flying with Nos. 79, 111 and 615 Squadrons on an escort to a flight of Blenheims making a photographic reconnaissance to St Valery and Berksur-Mer.
On the return leg, just as the Hurricanes crossed the French Coast, No. 79 Squadron, flying as top cover at 10,000ft, was attacked by three Bf 109s. Pilot Officer Parker, who was acting as Tail-end-Charlie, called out a warning, but his radio had developed a fault and no one heard him. In a pursuit which went down to 20ft, Parker, who’s Hurricane was hit by an early burst of fire, shook off three Bf 109s. Caught off guard, Sergeant McQueen (flying P3401) and acting Flight Lieutenant Davies (flying P3591), were sent into the Channel. McQueen bailed out. He was circled in the water while the Rye Lifeboat headed to the scene, hauling his unconscious body out of the water. Transferred to a RN launch, he died before reaching shore.
Sergeant (993914) Ronald Revan McQueen, RAFVR, was 24-years-old. He was buried in Glasgow Western Necropolis, Section R, Grave 2288. Flight Lieutenant (37796) James William Elias Davies, DFC, RAF, was the son of David Ashley Davies and Catherine J. Davies, of Carmarthen. He is remembered on the Runnymede Memorial, Panel 4. He was 26-years-old.
At 1515 hours the King held an award ceremony at Biggin Hill, having that morning presented the DSO to Squadron Leader James Anthony Leathart and DFCs to Flight Lieutenants Adolf Gysbert ‘Sailor’ Malan, Robert Roland Stanford Tuck, ‘Al’ Deere, and Pilot Officer John Lawrence ‘Johnny’ Allen.
The King stood a little to the front of Group Captain Grice, who was beside a small table on which sat a small cushion bearing five DFCs and two DFMs. On parade, outside of one of the hangars, were as many of the station’s personnel as could be spared from duty. Lined up directly in front of the King and ready to march forward to receive their awards were six recipients. To be awarded the DFC were No. 32 Squadron’s Crossley, Daw and Grice, along with No. 79 Squadron’s Stones, while Sergeants Cartwright and Whitby were to be awarded the DFM. Cartwright was killed-in-action only a few days later, on 4 July.
Pilot Officer Stones’ award was promulgated in the London Gazette, 4 June 1940:
‘Pilot Officer Donald William Alfred STONES (42276), RAF.
‘This officer shot down five enemy aircraft during recent operations. He was indefatigable during his search for enemy aircraft, and during one day he was in the air for eight hours.’
Pilot Officer Stones, who had formerly flown with No. 32 Squadron, was still only nineteen when he was awarded the DFC. Remarkably, he would earn a Bar to the DFC and become a Squadron Leader by the age of twenty-one.
Both Sergeants Cartwright and Whitley’s awards were announced in the London Gazette, 28 June 1940:
‘741466 Sergeant Henry CARTWRIGHT.
‘This airman shot down four enemy aircraft and throughout the recent operations was a most effective fighter who displayed an excellent offensive spirit.’
‘580256, Sergeant Alfred WHITBY.
‘This airman has exhibited great courage and determination as a fighter pilot. During only a few days in France he destroyed five enemy aircraft and since his return to England has destroyed another. He has given valuable assistance as a navigator.’
In turn the recipient’s names were called out and they marched up to the King and saluted as their award and citation were read aloud. The King then plucked their medal from the cushion before reaching forward to place it on a small hook sewn above the left breast pocket. As he did so His Majesty congratulated each man, his brief words conveying the gratitude of a nation.
At the conclusion of the ceremony, Flight Lieutenant Davies’ DFC remained unclaimed. It was a poignant moment for all present.
Acting Flight Lieutenant Davies’ award was announced in the London Gazette, 28 June 1940:
‘Acting Flight Lieutenant James William Elias DAVIES (37796).
‘This officer has shown ability as leader of his squadron on many offensive patrols. On one occasion, while attacking a Messerschmitt 109, he was himself attacked by six Heinkel 113s. He at once turned on the Heinkels, destroying one and badly damaging a second before being compelled to break off the engagement owing to shortage of ammunition. The following day while leading a section of his squadron he sighted a large formation of Heinkel 111s and shot one down in flames.’
With the formalities over No. 32 Squadron’s pilots were presented to His Majesty. The King had asked about that day’s combat and so His Majesty was joined by No. 79 Squadron’s Pilot Officer Parker in the Royal Car as they drove to the hangar where a group of ‘erks’ were working on his battle damage Hurricane. The King was later driven to No. 79 Squadron’s Dispersal Point where he spoke with Squ
adron Leader J.D.C. Joslin (later killed-in-action on 7 July) and the other pilots at Readiness.
Back on the daily grind of operations, the end of the month saw the squadron flying patrols and scrambles, but without making any claims.
Chapter 6
Target Britain
On the 1 July 1940, the process began of upgrading No. 32 Squadron’s Hurricanes with the constant speed propeller. The de Havilland Company had been quick to respond to the Air Ministry’s order and the converter kits arrived with two technicians who soon trained up the fitters.
During the day, No. 79 Squadron moved from Biggin Hill to Hawkinge, transferring to Acklington, Northumberland, on 13 July (having spent two days at RAF Sealand). They would return to Biggin Hill on 27 August.
There was little ‘business’ for No. 32 Squadron on 2 July, the day that saw the return to Biggin Hill of No. 610 Squadron, which was to share the base until 12 September. The Spitfires encountered the enemy during the course of two section strength patrols, claiming a Do 17 and a Do 215 destroyed.
Meanwhile, the war was about to enter a new phase, when on the Continent, Goering issued the first Luftwaffe operational orders for the campaign against England and the RAF. Poor weather conditions, however, meant they could not be properly implemented until 10 July, the date later designated by the Air Ministry as the beginning of the Battle of Britain.
Brothers (flying N2524) led ‘B’ Flight on a scramble on 3 July. Airborne a little after 1600 hours, the Hurricanes were vectored onto Enemy Raid 21, a lone Do 17. This was successfully intercepted by No. 610 Squadron. Meanwhile, at 1627 hours, Brothers was given a new course onto Enemy Raid 34, another Do 17. At 1643 hours bombs were reported landing on Kenley. Closing in on the bomber, Brothers gave the ‘Tally-Ho!’ over Tonbridge and the Hurricanes went in, ‘We were often compelled to attack from the stern, because we were usually scrambled late in the day’.
The Do 17 was shared by Pilot Officer Gardner, along with Sergeants Bayley and Higgins.
Flying as Blue 2, Pilot Officer Gardner’s combat report read:
‘Saw the E/A flying west, I chased him amongst the clouds firing intermittently. He finally emerged from the cloud bank and when I saw him he was pursued by two other Hurricanes. I joined in and we all attacked several times, the gunner having been killed in my first burst, but the gun was taken up by another member of the crew, who fired throughout the action. Sergeant Bayley, who was firing after me, finally put the last burst into it. No outstanding damage was done, the engines were not stopped, being protected by armour plating, only being slowed down by having the propellers riddled. Two of the crew were killed and two taken prisoner. I opened fire [five-second burst] at 200 yards closing to 50 yards.’
(signed) PO P.M. Gardner.
Gardner later examined the wreckage, which crashed in Paddock Wood, adding, ‘I would like to suggest that a beam attack is more effective than the stern, as in this instance looking at the a/c afterwards, the beam attack avoids the armour plating.’ Pilot Officer Peter Melvill Gardner, who had been seconded to No. 3 Squadron since May, had only recently returned to the squadron, having claimed a Do 17 destroyed on 15 May, an He 111 on 19 May and a Do 17 on the following day.
Sergeant Higgins of Blue Section placed the encounter ‘east of Redhill’. His combat report read:
‘After a running chase, I was able to position myself in a clearing for a stern attack at 250 yards range. I maintained a long burst of fire at the enemy [eight-second burst], at the same time receiving considerable fire from the rear machine guns. I pushed home the second attack [three-second burst], following this with two further attacks [three-seconds and two-seconds, firing a total of 2,250 rounds]. A second Hurricane assisting in the destruction after my second burst. The enemy continued to lose height down to the ground level. Finally crashing in a large hop field.’
(signed) Sgt W.B. Higgins.
Sergeant E.A. Bayley adding to the commentary:
‘One Hurricane was just starting to attack and I followed it in, in a stern attack, with a long burst, and closing to 50 yards. The rear gun had stopped firing when I broke away. I made a second stern attack by which time the EA was losing height rapidly with both engines stopped. I followed it down.’
(signed) Sgt E.A. Bayley.
Brothers later led a section strength scramble to make an interception over Tonbridge, but with the danger passed they were recalled after only twenty minutes in the air, such aborted operations would become commonplace as the campaign developed.
During 4 July, Brothers (flying N2524) flew on an offensive patrol to Le Havre, but on this occasion the enemy declined combat. Meanwhile, in the early afternoon the Luftwaffe made their first major shipping raid in British home waters, when a convoy passing through the Straits, just east of Dover, was targeted by Do 17s. Scrambled from Hawkinge, No. 79 Squadron’s Hurricanes were bounced by the bomber’s Bf 109 escort. A dogfight then developed during which Sergeant Cartwright’s Hurricane was seen to dive vertically into the Channel near St Margaret’s Bay, Dover. Sergeant (741466) Henry Cartwright, DFM, RAFVR, was the son of Peter and Elizabeth Cartwright, of Droylsden, Lancashire. He was 25-years-old and is remembered on the Runnymede Memorial, Panel 12.
Later that day, No. 32 Squadron’s ‘A’ Flight was scrambled with orders to join No. 79 Squadron in the interception of Enemy Raid 20. At 1850 hours, they were bounced over Dungeness by six Bf 109s of JG 26, with two Hurricanes downed.
Pilot Officer Grice was shot down over Deal and tried to make for Manston in a straight glide, but ‘finished up in a field at Cliffsend’. Meanwhile, Pilot Officer Gillman (flying N2724) made a forced-landing at Hawkinge, not far from his parent’s house. He made the most of the opportunity to pay them an impromptu visit.
Pilot Officer Grice (Yellow 1) reported:
‘I observed six Me 109s appear from a cloud in line astern about 2,000ft above us to the right and proceeding in the opposite direction. I warned the rest of the squadron by R/T and climbed to meet them.
‘The first Me 109 opened fire at me from at least 600 yards, and as I could see the cannon shells approaching, it wasn’t very difficult to avoid his fire. I selected a victim and started to manoeuvre for position. Unfortunately, before I could open fire, I was attacked from below and astern, machine-gun fire severing my rudder control and a shell through the port wing root severing my aileron control.’
(signed) P/O D. Hamilton Grice.
Pilot Officer Smythe (Yellow 3) sent one Bf 109 into the Channel, damaging a second which made a force-landing in France:
‘I saw one attacking P/O Grice so attacked it myself. I fired two short bursts [250, closing to 100 yards] and saw glycol starting to stream from the engine. The E/A turned on its side and dived towards the sea. As I was then being attacked by another E/A I could not follow it down. After a few turns the second a/c broke off the attack and dived to sea level in an attempt to escape. I caught him up about eight miles off the coast and after four bursts [second burst at 300 yards, three bursts closing to 50 yards] he crashed into the sea, the tail unit breaking away.’
Smythe added a cautionary note:
‘As has happened several times before, the last section was suddenly attacked by 109s coming out of cloud. It would appear that if fighter pilots are to devote their whole attention to looking for bombers, they must have an escort of Defiants to cover their tail.’
(signed) PO Smythe.
An often repeated request, this tactic does not appear to have been used, despite the outline of the Defiant strongly resembling the Hurricane. The idea behind its conception was to have an aircraft that lured the enemy into an astern attack and whose armament was designed to pick off any enemy fighters attacking from above and out of the sun – the classic fighter approach. With no forward firing guns, the Defiant relied on its rear turret for its defence. Even used sparingly in mixed formation, the Defiant might have forced the enemy to momentarily hesitate before bouncing Hurricane squadrons – dr
awing a few hundred feet closer before opening fire would have given the RAF pilots longer to spot any attackers.
Commanded by Squadron Leader W.A. Richardson, No.141 Squadron was posted to Biggin Hill on 12 July. While its HQ was based on the ‘Bump’, their Defiants operated out of West Malling. They were not, however, to enjoy the same successes as No. 264 Squadron, which had claimed thirty-seven enemy aircraft on 29 May.
On 5 July, concerned at the previous day’s convoy losses, which had been inflicted despite the RAF’s concerted efforts, Winston Churchill sent a memo to the Vice Chief of the Naval Staff marked ‘Action this day’. It read, ‘Could you let me know on one sheet of paper what arrangements you are making about the Channel convoys now that the Germans are all along the French coast? The attacks on the convoys yesterday, both from the air and by E-boats, were very serious, and I should like to be assured this morning that the situation is in hand and that the Air is contributing effectively.’
Brothers (flying N2524) made two scrambles on 7 July, but no enemy aircraft were engaged despite following hopeful vectors which turned for home before the fighters got within striking range. The Luftwaffe were flying probing sorties to test the RAF’s capabilities in preparation for the all-out assault which would come later.
No. 79 Squadron suffered a grievous loss during an evening patrol, when in the half-light Squadron Leader J.D.C. Joslin (flying P2756) was shot down by a Spitfire while over Chilverton Elms, near Dover, in a case of ‘friendly fire.’ Squadron Leader (34158) John Davies Clement Joslin, RAF, was the son of Davies Clement and Elizabeth Joslin; husband of Louisa Margot Joslin of Buckden. Born in Russell, Manitoba, he was 24-years-old.
During 8 July, Nos. 32 and 610 Squadrons were assigned to maintain section strength convoy escorts. While attacking a formation of nine Do 215s some ten miles off Dover, Pilot Officer Arthur Lionel Boultbee Raven’s Hurricane (R6806 ‘T’) was hit and set on fire. Raven managed to ditch his aircraft and was seen in the water. With no dingy and wearing a sea-green Mae West, it was nigh-on impossible to spot a man in the choppy waters of the Channel. Pilot Officer (91089) Arthur Lionel Boultbee Raven, RAF, is remembered on the Runnymede Memorial, Panel 9.
