by Nick Thomas
(signed) H.B. Blatchford F/Lt.
Pilot Officer Mortimer, Blue 1, claimed one Bf 109 probably destroyed over the sea 10 miles south east of the Harwich coast:
‘I saw two Me 109s passing in front of me about 350 yards away. I fired a long burst at the second one and saw black [and] glycol smoke start streaming from E/A which immediately started to turn and lose speed. I was closing in for a final attack when I was attacked from behind [left hand wounded by bullet].’
(signed) P/O P.A. Mortimer.
Pilot Officer J. Kay (Blue 2) engaged a formation of six Bf 109s, claiming one destroyed:
‘One Me 109 towards which I turned was about 1,000ft above. I pulled up my nose and fired at the underside of his machine just behind the nose. I must have hit his petrol tank, as he burst into flames underneath and dived straight down through the clouds into the sea.’
(signed) P/O J. Kay.
It had been a good day for the squadron, but not one that passed off without loss.
The routine patrols continued, while a few days later, on 24 November, the squadron’s ORB noted: ‘Flt Lt H.P. Blatchford awarded the DFC’, the gallantry award was officially announced in the London Gazette, 6 December 1940:
‘In November 1940, this officer was the leader of a squadron which destroyed eight and damaged a further five enemy aircraft in one day. In the course of the combat he rammed and damaged a hostile fighter when his ammunition was expended, and then made two determined head-on feint attacks on enemy fighters, which drove them off. He has shown magnificent leadership and outstanding courage.’
Tuck and Blatchford would later fly over to Bircham Newton on 26 January 1941 to attend an investiture ceremony held by His Majesty the King, Tuck receiving the DSO and a Bar to the DFC. Blatchford would later lead the squadron when Tuck was posted away to command the Duxford Wing.
Tuck’s award of the DSO was announced in the London Gazette of 7 January 1941:
‘This officer has commanded his squadron with great success, and his outstanding leadership, courage and skill have been reflected in its high morale and efficiency. Since 4 October, 1940, he has destroyed four hostile aircraft, bringing his total victories to at least eighteen.’
Tuck would be awarded a second Bar to the DFC, London Gazette, 7 April 1941.
Meanwhile, on 7 December, Blatchford was interviewed at the BBC’s Broadcasting House, giving an account of the squadron’s attack on 11 November.
Back on the squadron, Blue Section was scrambled at 1710 hours on 8 December, Flying Officer The Hon. Coke probably destroying a Do 17 which he attacked and hit right along the fuselage. The aircraft put its nose down slowly, turned on its back and dived away vertically.
Later that day, at about 1640 hours, while on a weather test over the Channel, Squadron Leader Tuck sighted a Do 17 which he destroyed ten miles north of Ostend,
‘When I was flying directly astern of the aircraft, about 100 yards away, the top rear gunner opened fire at me. I immediately dived underneath him and to starboard. The front gunner then fired at me as I flashed past underneath. I opened fire with an astern attack from above from about 350 yards, closing to about 100 yards. I could see my shots going straight into the nose of the E/A. I believe I must have killed the pilot on this first attack as the E/A remained in a right-hand spiral dive the whole time [Two crewmen were seen to bail out].’
Tuck was to have one further victory while flying out of North Weald. While patrolling Rochford on 12 December, Squadron Leader Tuck sighted a strong formation of Bf 109s, one of which he shot down into the sea. His logbook noting: ‘Ran into about forty Me 109s. Squirted at three then singled out one. Chased him right out to sea and shot him down in water off Clacton.’
All tolled the squadron had achieved great things over the last few months, but some of its key pilots were in need of a rest. On 16 December, orders were received for the squadron to transfer to Coltishall, Norfolk, in No. 12 Group, their role being taken over by No. 242 Squadron.
With his second consecutive tour of operations over, Brothers joined No. 55 Operational Training Unit at Aston Down on 18 December.
The idea behind the OTUs was to bridge the gap between the Flying Training Schools and fully operational squadrons. Brothers’ logbook reveals that he largely flew the Miles Master and the Northern American Harvard trainer, passing on his experience to pilots converting onto Hurricanes. Brothers was anxious to give the men under his tutelage the best chance in combat. In his lectures he passed on his knowledge:
‘Keep your eyes on the sun – there’s probably a Hun up there; never follow the Hun who dives past you at forty-five degrees but just out of range, he’s drawing you in – remember the enemy hunt in pairs. Learn when to use your radio and when to remain silent. If you come across a lone pilot and have cover, attack from ninety-five degrees starboard and not from astern, as its more natural for a pilot to turn to his left to look behind him; remember, under attack a pilot always breaks to the left; always leave an aircraft above you.’
A few months into his posting, Brothers was sent on detachment to the Central Flying School attending No. 79 Flying Instructors Course. Here he uncharacteristically held back, ‘Better not to do too well, otherwise they’d make you an instructor for the duration.’ On his return to the OTU, Brothers found that his flight was under the Battle of France ace, William Dennis David, DFC and Bar. (Later Group Captain W.D. David, CBE, DFC and Bar, AFC.) Brothers was now supernumerary, a situation which lasted about two months, before, on 20 June, he was sent to RAF Hawarden, for a two day conversion course on Spitfires.
Pilots who flew operationally with No. 257 Squadron during the Battle of Britain:
Group Captain Stanley Flamank Vincent, DFC, AFC
CB 5.6.45, LoM (US) 1945
Wing Comander Andrew Douglas Farquhar, DFC
Wing Commander, Martlesham Heath
Squadron Leader David Walter Bayne
Commanding Officer
Squadron Leader Hill Harkness
Commanding Officer
Squadron Leader Robert Roland Stanford Tuck, DFC and Bar
Commanding Officer, DSO 7.1.41, Second Bar to the DFC 11.4.41, DFC (US) 14.6.46, PoW July 1941, Wing Commander (Flying) Duxford
Flight Lieutenant Hugh Richard Aiden Beresford,
‘A’ Flight Commander, KIA 7.9.40
Flight Lieutenant Walter Stafford Bowyer
KIA 24.1.42 as Sqn Ldr
Flight Lieutenant Peter Malam Brothers, DFC
Later Air Commodore, CBE, DSO, DFC and Bar
Flying Officer Howard Peter Blatchford, DFC
Later Squadron Leader, Commanding Officer. KIA 3.5.43 as Wing Leader, Coltishall Wing
Flying Officer The Hon David Arthur Coke
KIA 9.12.41 with No. 80 Squadron, DFC 26.12.41
Flying Officer Brian William Jesse D’Arcy-Irvine
KIA 8.8.40
Flying Officer James Aan MacDonald Henderson
Flying Officer John Claverly Martin
KIA 27.8.41 with No. 222 Squadron
Flying Officer Lancelot Robert George Mitchell
‘B’ Flight Commander, KIA 7.9.40
Flying Officer Lionel Harold Schwind
KIA 27.9.40 with No. 43 Squadron
Pilot Officer Sydney Ernest Andrews
Killed in flying accident 9.8.42
Pilot Officer Camille Robespierre Bonseigneur
KIA 3.9.40
Pilot Officer Cardale Frederick Alexander Capon
Died air accident 1.1.41, MiD 24.9.41
Pilot Officer John Allison George Chomley
KIA 12.8.40
Pilot Officer Arthur Charles Cochrane
DFC 30.3.43, KIA 31.3.43 with No. 87 Squadron
Pilot Officer Brian Davey
KIA 12.6.41
Pilot Officer Charles George Frizell
Order of the Cloud and Banner Mochi Medal (China) 14.6.46
Pilot Officer Kenneth Cradock Gundry
KIA 22.5
.42 with No. 112 (Shark) Squadron
Pilot Officer Alan Lindsay Hedges
Pilot Officer Norman Bagshaw Heywood
KIA 22.10.40
Pilot Officer David Walter Hunt
Pilot Officer Jack Kininmonth Kay
Pilot Officer W.W. McConnell
Pilot Officer Gerald Hamilton Maffett
KIA 31.8.40
Pilot Officer Percival Alexander Mortimer
KIA 7.11.42 with No. 261 Squadron
Pilot Officer Gerald North
KIA 10.2.43 with No. 232 Squadron
Pilot Officer Jan Piotr Pfeiffer (Poland)
Died air accident 20.11.40 with No. 307 Squadron
Pilot Officer Karol Pniak (Poland)
VM 5th Class 1.2.41, KW 1.4.41, DFC 1.6.42, two Bars to the KW 20.12.43, third Bar KW 8.3.46
Pilot Officer John Redman
KIA 20 April 1943 with No. 224 Squadron
Pilot Officer Franciszek Surma (Poland)
KW and Bar 10.9.41, Second Bar 30.10.41, VM 5th Class 30.10.41, KIA 8.11.41 with No. 308 Squadron
Flight Sergeant Kenneth Mervyn Allen
Sergeant Donald James Aslin
Sergeant Leslie Denis Barnes
Sergeant Herbert Ernest Black
DoW 9.11.40
Sergeant Ronald Victor Forward
Sergeant Douglas Norman Francis
Sergeant Robert Henry Braund ‘Bobby’ Fraser
KIA 22.10.40
Sergeant Alexander George Girdwood
KIA 29.10.40
Sergeant Bernard Henson
KIA 17.11.40
Sergeant Henry Nuttall Hoyle
Sergeant Donald James Hulbert
Sergeant Ernest Robert Jessop
KIA 15.11.41 with No. 261 Squadron
Sergeant Sidney Edward Lucas
DFC 8.8.44 with No. 149 Squadron
Sergeant Reginald Charles Nutter
DFC 14.9.45 with No. 175 Squadron
Sergeant Anthony Durrant Page
KIA 8.11.40
Sergeant Arthur John Page
KIA 24.10.40 with No. 101 Squadron
Sergeant Peter Trevor Robinson
Sergeant Harold Frederick William Shead
DFC 3.9.43 with No. 89 Squadron
Sergeant Kenneth Barton Smith
KIA 8.8.40
Chapter 11
Leading the Aussies of No. 457 Squadron
Raised at Baginton, near Coventry, on 16 June 1941, No. 457 Squadron, Royal Australian Air Force (RAAF) was, after No. 452 Squadron, the second RAAF fighter unit formed in England in accordance with Article XV of the Empire Air Training Scheme. Until 26 September the squadron, initially a part of No. 9 Group, was equipped with old Spitfire Mk Is.
Brothers and his senior Flight Commander, Flight Lieutenant North, were on station in advance of the first major intake of pilots which arrived on 30 July. Brothers recalled the scene that greeted him: ‘There were eighteen Spitfires, scattered round the airfield, pointing in all sorts of directions, as left by the ATA or whoever. I had a flight sergeant and a couple of English airmen. Then a grey-haired chap arrived and said, “Flight Lieutenant North reporting for duty.”’
North, who was prematurely grey-haired at the age of twenty-one, had served with No. 43 Squadron throughout the Battle of Britain, later transferring to No. 96 Squadron.
Meanwhile, Brothers’ other flight commander, Flight Lieutenant Edy, DFC, had served with No. 603 Squadron during the Battle of Britain, having won the DFC (London Gazette, 5 November 1940) as a bomber pilot with No. 613 (City of Manchester) Squadron. Edy had later served as a flight commander with the newly formed No. 315 (Polish) Squadron and therefore had some experience of building a unit from scratch.
A study of the remainder of his pilots’ logbooks told Brothers that he would have his work cut-out to make the squadron operational. And so began a process of intensive training in which North and Edy would play key roles. As he had done at Nos. 55 and 57 OTUs, Brothers was able to pass on his combat knowledge, giving lectures and some individual tuition where he felt it necessary.
A combination of a shortage of serviceable aircraft and the need to tailor each pilot’s training meant progress was initially slow but measured. But by 18 July a dozen pilots were considered to have been trained to ‘No. 11 Group Standard’.
The squadron’s first patrol followed four days later, while on 5 August the squadron was declared fully operational. Meanwhile, news had arrived of their posting to RAF Jurby, Isle of Man, Ramsey Section, No. 8 Group. Here, their role was to maintain convoy escorts and fly defensive patrols. From 8 September, however, the squadron effectively became an unofficial OTU, feeding fully-trained pilots to Nos. 452 RAAF and 605 Squadrons.
It had been a long held goal that No. 457 Squadron’s flying personnel should be exclusively Australian and by 1 October 1941 only Brothers and his two flight commanders remained the exceptions. Brothers must have felt that his pilots were getting a raw deal when news came through of their transfer across the island to the more exposed RAF Andreas, Andreas Sector, which formed a part of No. 9 Group. The move took place on 3 October. Progress was abruptly halted by the conditions: ‘Operationally the base was far from ideal; the dispersals were not ready and there were no pens, the aircraft sank into the muddy perimeter track and had to be dugout.’
Consequently, the squadron’s first patrol from their new base didn’t come until 10 October, further uneventful patrols and convoy escorts coming towards the end of the month. Meanwhile, Australian ground staff arrived following a ten-week sea voyage, allowing RAF personnel to be posted away.
On 29 November came the first real ‘black’ day for the squadron when Sergeant (400692) Raymond Thomas Brewin, RAAF (flying P7445), failed to return from a patrol, his body later being sighted floating face down. Brewin was the son of Edith Mary Brewin and stepson of Denzil Brewin, of Kew, Victoria, Australia. Brewin, who was 26-years-old, is remembered on the Runneymede Memorial, Panel 62.
There were a number of scrambles, patrols and convoy escorts in early December. During one of these operations, flown on 5 December, the squadron lost ‘B’ Flight Commander, Flight Lieutenant Edy, who’s Spitfire Mk IIA caught fire. He tried to control the aircraft before bailing out too low. Flight Lieutenant (41566) Allen Laird Edy, RAAF, was the son of John Curtis Harrington and Minnie Louise Edy, of St Andrews, Manitoba, Canada. Edy, who was 23-years-old, was buried at Andreas, Isle of Wight (St Andrew) Churchyard, Service Plot, Grave 1. Edy, Brothers later recalled, had survived a near-death experience when shot down in flames from 19,000ft during the Battle of Britain: ‘He couldn’t open the hood to get out, it was jammed.’ The resourceful Canadian had slowed his aircraft’s descent by a series of stalls, until it plunged nose first into a wood at the bottom of a swoop. The wings were ripped off while the engine broke away, allowing Edy to crawl out from under the instrument panel, the hood still being stuck fast.
On 17 December the squadron’s defence section staged a mock attack on the base. This was the opportunity for Brothers and his senior pilots to make their first flights on the squadron’s new Spitfire Mk Vbs.
With no sign of a combat posting, Brothers encouraged the men under his command to make the best of a Christmas away from their families, leading the festivities in his inimitable style. The squadron ORB summed up all of the men’s feelings: ‘The year 1941 closes with the squadron still not having been in action, it is to be hoped that we shall be moved to some place where ‘Action’ can be met.’
The weeks continued to drift by without a hint of combat. Only occasionally did an enemy aircraft venture into their airspace to justify their near constant state of Available. Routine flying continued, but still with no sign of action. Tragedy struck, however, on 8 March, when during formation practice, Sergeant R. McDonell’s Spitfire (BL 491) plunged from 16,000ft into the sea off Ramsey Pier, ‘I was leading the squadron in formation with one of the chaps on the right, his wings folded up suddenly and he vanishe
d down into the sea.’ Sergeant (401135) Russell McDonell, RAAF, was the son of John and Hilda McDonell of Elsterwick, Victoria, Australia. McDonell was 21-years-old and was buried at Andreas (St Andrews) Churchyard, Service Plot, Grave 3.
On the afternoon of the incident, Brothers became acutely aware that his pilots were very edgy in case their own Spitfires disintegrated without warning. Brothers knew that his men had to have unswerving confidence in both him and their aircraft and decided to act, ‘I thought they needed a demonstration of confidence, so I did an aerobatic display over the airfield.’
This worked and the pilots resumed their training programme. McDonell’s Spitfire was raised and his body recovered for burial. The crash investigators quickly discovered that mild steel bolts had been used on the wing root instead of high-tensile steel. Orders were immediately issued for all aircraft to be checked, ‘Aircraft so fitted with mild steel bolts were to be grounded and [the bolts] changed; all my squadron, including my aeroplane, were struck off.’ Thinking back to his impromptu flying demonstration and the fact that his own Spitfire had the same faulty construction, Brothers added, ‘Funny if they’d all come apart! C’est la vie!
