by Nick Thomas
later ‘B’ Flight Commander (1945)
Pilot Officer K.A. Murdock
Pilot Officer Mark Ernest Sheldon, RAAF
KIA with No. 75 Sqn 11.8.42
Pilot Officer Richard W. Winn, RAAF
PoW with No. 450 Sqn 14.1.43
Sergeant John Philip ‘Phil’ Adams, RAAF
KIA with No. 452 Sqn 26.9.43
Sergeant John G.S. ‘Joe’ Beckett, RAAF
Sergeant Arthur Brown, RAF
KIA as Plt Off with No. 258 Sqn
Sergeant Arthur H. Clinch, RAAF
PoW with No. 33 Sqn 29.5.44
Sergeant Raife J. Cowan, RAAF
Sergeant Alexander N. Cresswell, RAAF
Sergeant John M. Emery, RAAF
Sergeant Ronald Irvine Ferguson, RAAF
KIA with No. 11 Sqn 7.9.43
Sergeant Colin Vernon Finlay, RAAF
KIA with No. 185 Sqn 14.5.42
Sergeant John William Spencer Fletcher, RCAF
KIA with No. 185 Sqn 28.4.42
Sergeant Graham, RAF
Sergeant M.B. Green
Sergeant Paul Frederick Green, RAFVR
KIA 25.4.42
Sergeant John J. Harrison, RAAF
Sergeant David J. Howe, RCAF
Sergeant Hughes
Sergeant Edgar Purton Jackson, RAAF
KIA with No. 452 Sqn 13.10.41
Sergeant Howard C. Lester, RAAF
Wd. with No. 185 Sqn 10.3.42
Sergeant Huon Tasman Nation, RAAF
D. flying accident No. 1 METS 23.10.42
Sergeant Oliver Ogle Ormrod, RAF, DFC
KIA as Plt Off with No. 185 Sqn 22.4.42
Sergeant John Robertson Ross, RAAF
KIA as Plt Off with No. 452 Sqn 20.10.42
Sergeant William J. Wilkinson, RAAF
No. 5 Sqdn, KIA with No. 452 Sqdn 7.9.41
Sergeant Williams, RAAF
Sergeant William H. Wright, RAAF
Chapter 12
A New Command: No. 602 Squadron
Brothers was posted to 602 (City of Glasgow) Squadron, arriving back at Redhill on 20 June 1942, in time for ‘Paddy’ Finucane to formally hand over the reins, ‘That evening we all drove to the White Hart near Reigate where we gave Paddy, who had just been promoted as Wing Commander (Flying) Hornchurch Wing, a proper send-off.’
While leading No. 457 Squadron, Brothers had often been frustrated by his new squadron’s apparent lack of discipline in the air and issues with aircraft recognition. Brothers cited two instances during Circus operations: ‘On the way back, halfway across the Channel, there was no sign of Paddy and his chaps above us. All hell broke out on the radio – “look out Paddy, there’s one behind you, blah, blah.”’ With the bombers nearly home, Brothers pulled away and radioed Finucane who gave his position as ‘twenty miles in from Calais.’ Brothers took his fighters in for the attack, ‘we swept round up sun, saw a great melee of wings flashing; dived into this, and they were all bloody Spitfires’.
His actions in turning to give No. 602 Squadron assistance that they didn’t need, cost Brothers a ‘bollocking from the wing leader.’
On another occasion the Wing got split up on their return flight, ‘We saw aircraft overhauling us, and someone said, “Aircraft following behind.” I said, “Okay, keep an eye on them.” Streaming home, they suddenly attacked us.’
During the melee Brothers identified a Spitfire diving down to attack him, ‘We tangled around, and they were all Spits; they were 602’.
Not unnaturally, Brothers registered his annoyance in no uncertain terms. Now in charge of No. 602 Squadron, Brothers considered they needed tightening up, ‘I rang Group, and said, “Would you make 602 Squadron non-operational whilst I teach them aircraft recognition and tactics?” I pulled them out of the line. They were all horrified, however, it taught them a bit of a lesson.’
Back on ops, Brothers’ squadron flew with No. 402 Squadron on Rodeo 76, a sweep made with the Northolt Wing on 22 June. Two uneventful convoy patrols followed during the morning of 26 June. Meanwhile, at 1645 hours Brothers led them on a mission providing top cover to Circus 194, a raid on Le Havre made by a dozen Bostons. Thirty miles short of Etretat, the squadron was attacked by about twelve Fw 190s. Further attacks took place with combats down to sea level.
During the initial engagement Brothers damaged two Fw 190s west of Etretat, his combat report read:
‘At 1720 hours on 26/6/42 I was Red 1 leading 602 Squadron as close escort for twelve Bostons, which were bombing Le Havre.
‘About ten miles north of Etretat on the way home, the squadron was jumped from behind by about twelve Fw 190s. I turned to port and fired a full deflection shot at two Fw 190s flying in line astern, also turning, thus giving me a shot at their ‘bellies’. Both cannon and machine guns were used. I observed strikes on both these a/c but no results were seen, so they are claimed as damaged.
‘Having broken off combat and followed the main formation, I heard Yellow 1 call for assistance at about 1740 hours. I turned round and immediately saw several Fw 190s at sea level chasing Yellow 1.
‘Before I got a shot in, Red 2, opened up and I saw one Fw 190 crash into the sea after he broke away.
‘I fired a short burst at long range at two separate E/A, but they were too fast and got away. No results were observed. I used my cine camera gun.’
Officer Commanding 602 Squadron, Redhill
P.M. Brothers S/Ldr.
Sergeant A. Strudwick (Red 2) was one of those who turned back to Yellow 1’s aid. He destroyed an Fw 190 about thirty miles north of Cap D’Antifer:
‘We sighted three Fw 190s chasing one Spitfire, on our port side at almost sea level. The chase lasted for two to three minutes, then two of the E/A turned sharply to port. I selected the third E/A and followed it round in the turn. Opening fire with both cannon and machine gun at 250 yards.
‘I observed cannon strikes on E/A’s port mainplane and side of fuselage. It immediately flicked onto starboard wing and was skidding badly.’
(signed) A. Strudwick, Sgt.
‘Shortly after Sergeant Strudwick broke away I saw the E/A, an Fw 190, crash into the sea.’
(signed) P.M. Brothers S/Ldr.
Sergeant Schaefer (Red 3) also joined in the attack, damaging an Fw 190 twenty to thirty miles north of Cap D’Antifer:
‘As I drew near I saw two Fw 190s coming towards me, they turned left, apparently not seeing me. I was able to come in and do a quarter attack on the rear E/A at a distance of 400 yards. I gave a three second burst, then tightening my turn I was able to give him another three or four seconds burst (one cannon jammed). He went down low on the water, apparently well under control, but with black smoke issuing from around the cowling.’
(signed) Sgt Schaefer.
Flight Lieutenant Fifield (Yellow 3) claimed one Fw 190 damaged:
‘On leaving the target after bombing, myself and Yellow 4 (P/O Rippon) were attacked by three Fw 190s. I broke to starboard into them as they were just about 300 yards astern. They in turn broke to port, presenting a slight deflection shot. I then gave the last one a three second burst with cannon and machine gun. Sgt Buley, who was Yellow 2 in the same squadron, observed an Fw 190 diving vertically down with a trail of brownish smoke coming from the underside and whitish grey smoke coming from the top engine cowling.’
(signed) F/Lt J. Fifield.
Flight Lieutenant Bocock, DFC, (London Gazette, 7 April 1942) destroyed an Fw 190 thirty miles north of Cap Griz Nez:
‘I saw one Spitfire chased by three 190s with more behind down below to port, so turned to attack, calling up Red leader [Brothers] to cover my tail, but could not get closer than 800 yards or so of the three 190s which were about 300 yards behind Yellow 1, and slightly to the starboard of him.
‘I fired a short burst of about one second at the right-hand E/A to make them break. I saw Red 1 on my right do the same, at the same time Yellow 1 turned hard port, followed by one E/A. I turned to
port, climbed and then made a steep diving turn to cut off the single E/A and fired a short burst at him with the cannons and machine guns from the port quarter at about 250–300 yds before breaking onto one of the two other E/A; used all the rest of my ammunition (including two seconds of cannon) in one burst. I saw two H.E. cannon strikes on the fuselage just behind the cockpit and de Wilde strikes on the port wing and root. At the end of my attack, the E/A seemed to have slowed down considerably and was flying erratically.’
(signed) F/Lt Bocock.
Sergeant Morrell was posted as missing following the operation. Sergeant (1380942) Francis William Morrell, RAFVR, was the son of Henry John and Eleanor Mary Morrell, of Bushey Heath, Hertfordshire. He is remembered on the Runnymede Memorial, Panel 90. Morrell was 20-years-old.
On 28 June the squadron’s first Spitfire IX arrived and was test flown by Brothers and a number of his more senior pilots. The squadron’s ORB noting: ‘Results were favourable and the pilots expected it to “beat-up” the Fw 190.’
During the following day the squadron flew on Kenley Wing’s Circus 195, acting as target support for twelve Bostons bombing the Hazebrouck marshalling yards. No enemy air activity was encountered.
On 30 June Brothers led the squadron to Kenley, from where they operated until 8 July, flying uneventful scrambles, escorts and fighter patrols. It was at about this time that Brothers and his old friend Richard Atcherley, marked their reacquaintance; ‘He and I celebrated in London, after which he insisted on lying flat on his back, in the “blackout?” in the middle of the road near Hyde Park Corner’.
He was approached by a ‘bobby’, who shone his torch on the Group Captain, lying prostrate with his ‘scrambled-egg’ cap on his chest, requesting, ‘Do you mind just getting up and going home, Sir?’
To which Atcherley replied, ‘Can’t you see I am King George the Fifth lying in State?’
The pair made their way to their hotel in the small hours without attracting the further attention of the officers of the law, reporting for duty the following morning bright and breezy.
Back operating out of Redhill, the squadron flew as a part of the Kenley Wing on Circus 199 during the afternoon of 13 July. Together with the Biggin Hill Wing they acted as a diversion for twelve Bostons targeting marshalling yards at Boulogne.
Flying Officer Innes-Jones (flying BM182) was shot down by JG26, whose pilots claimed four Spitfires in the same action, two of them, Flight Lieutenant J.R.C. Tyre (flying BM650) and Flight Sergeant F.A. Duff (flying BL782) belonging to No. 401 Squadron. Of the casualties, Flying Officer (40769) Edgar Mostyn Innes-Jones, RNZAF, was 30-years-old. He has no known grave and is remembered on the Runnymede Memorial, Panel 114. Flight Lieutenant (C/1370) James Russell Courtney Tyre, RCAF, was the son of Cecil Watson Claire Tyre and Gertrude Ellen Tyre; husband of Frances M. Tyre, of Saanichton, Vancouver Island, British Columbia, Canada. He was 25-years-old and was buried in Abbeville Communal Cemetery Extension, Plot 7, Row A, Grave 5. Flight Sergeant (R/78406) Frank Alexander Duff, RCAF, was the son of Peter A. Duff and Esther J. Duff, of South River, Ontario, Canada. He was 23-years-old and was buried in Villeneuve St Georges Old Communal Cemetery, Grave 113B.
Meanwhile, the squadron was rested as orders were received to transfer to No. 14 Group’s RAF Peterhead, Aberdeenshire, ‘B’ Flight initially operating out of Coastal Command’s airfield at Dyce. Their new base had no running water, while sanitation was chemical and washing was communal.
The squadron flew to Martlesham on 16 July, surrendering their Spitfires to No. 416 Squadron, commanded by Squadron Leader Paul Webb, DFC. Meanwhile, they flew by Harrow to Peterhead where No. 416 Squadron’s Spitfire Vb’s awaited their arrival. The squadron’s primary role was to fly defensive shipping patrols, while a number of scrambles were also made over the following weeks, but without sighting the enemy.
Grave news reached the squadron during the transfer. Wing Commander Finucane, DSO, DFC and two Bars, had been reported as missing-in-action while commanding the Hornchurch Wing. Hit by ground fire, Finucane ditched in the Channel and drowned: ‘That Wednesday evening he should have attended a farewell party at Redhill where he would have been presented with a silver cigarette box. Instead it was forwarded to his father.’
It was devastating news but Brothers had to pick his men up and carry on as best he could.
The monotony of routine patrols was broken on 16 August, when eighteen of the squadron’s Spitfires flew down to Biggin Hill, then also home to the USAAF No. 307 Pursuit Squadron. They made familiarization flights the following morning, before enduring the less than tactfully titled film Next of Kin’.
Brothers had already been briefed: ‘602 was to play a part in a major offensive’, but as yet knew few of the exact details. Meanwhile, the squadron flew on a feint Rodeo to the French coast at 1520 hours, the real target being Rouen, which was bombed by a dozen Flying Fortresses.
As a further build-up to the main operation which was to take place on the following day, Brothers got permission to lead the Wing on a Rodeo over Dunkirk/Cap Griz Nez on 18 August, Nos. 133 and 222 Squadrons providing top cover. Taking off at 1300 hours, the Wing crossed the French coast ten miles east of Dunkirk and flew west along the coastline at 21,000ft. The formation turned inland towards the Luftwaffe’s fighter base at St Omer to, as Brothers put it, ‘stir them up!’
The controller informed Brothers of two enemy formations taking off to answer their attack. Johnny Niven reported six Fw 190s of JG 26 approaching from below and the starboard quarter. In response Brothers ordered Yellow Section to peel off to make the attack. Flight Sergeant Gledhill, acting as No. 4, was caught slightly napping and his Spitfire (BL 937) was shot down, and he became a PoW.
Meanwhile, a formation of ten-plus Fw 190s came in to attack No. 222 Squadron. Both Brothers and a pilot from 222 Squadron fired at one enemy fighter which placed itself between the two squadrons.
Brothers claimed the Fw 190 as destroyed while flying over Griz Nez at 21,000ft. He fired a three second burst at 200 yards, expending eighty cannon shells and 320 machine-gun rounds:
‘At 1400 hours on 18/8/42, I was leading 602 Squadron, with 222 Squadron to port above and 133 Squadron above them. When approaching, twelve to fifteen Fw 190s dived out of the sun on us from the port side. I turned into this attack, but could not get a shot at them. About thirty seconds later four Fw 190s flew in front of me in line astern. I fired a burst at No. 3 at 200 yards, seeing strikes, and he suddenly flicked onto his back and spiraled down. None of the four could see me as they were turning away and offering a belly shot.
‘Shortly afterwards I saw a splash in the sea just off the coast between St. Inglevert and Cap Griz Nez, but I had lost sight of the Fw 190 because I was engaging the three who were left. They climbed away from me, and as we turned for home we were jumped by another four Fw 190s, but without result on either side. Camera exposed.’
(signed) P.M. Brothers S/Ldr, OC 602 Sqdn.
The New Zealander, Pilot Officer Davey, saw the Fw 190 strike the water and it disappeared without trace. Davey’s Spitfire (AB370) was hit and spun down several thousand feet before he was able to gain control. He managed to make a forced-landing near Lympne.
Bounced by ten Fw 190s which came down from 4,000ft above their own formation, No. 222 Squadron had to concentrate on defending itself, which it did, but without being able to make a claim.
Meanwhile, Flight Lieutenant Blakeslee, DFC, (London Gazette, 14 September 1942) of No. 133 Squadron claimed an Fw 190 destroyed:
‘I saw six Fw 190s, with four more some way behind them, approaching us from the south at about 18,000ft. I broke to the left with my section and making an orbit, came in behind these E/A. I fired at one of these from 300 yds range from dead astern and slightly above, giving a good three second burst with cannon and machine gun. I saw an explosion in the cockpit of the E/A, caused by cannon shells. The E/A went into a spin emitting smoke. A few seconds later Red 2 (F/O Sperry) saw the pilot bail out
and the aircraft, which was still spinning, crash into the sea just off Sangatte.’
(signed) F/Lt Blakesee (USA).
Brothers was still going over the day’s events when he was informed that the base had gone into shutdown. Summoned to the Intelligence Office, he joined the tight group of COs and senior flight commanders to receive their briefing. At 2100 hours a wider briefing was held, addressed by the Station Commander, Group Captain J.R. Hallings-Pott, DSO, AFC; they were to take part in a Combined Operations mission the following day. Codenamed Operation Jubilee, the raid was on the French port of Dieppe. The plan was to land 4,000 Canadian troops to secure the harbour and put its installations and the neighbouring airfield out of action.
The squadron was then briefed by Wing Commander E.H. ‘Tommy’ Thomas, DFC, while Intelligence Officer, Squadron Leader B.E. le Torre, outlined the station’s role. Thomas would lead the Wing, which included Nos. 165, 222 and 602 Squadrons.
Air cover would be maintained throughout the raid. Pilots running short of fuel were directed to land at either Friston or Beachy Head. A small landing strip would be available behind Dieppe for those who needed to make a forced-landing: ‘We were informed that there would be a vehicle waiting for us and that they would take us back to the port from where the navy would get us out.’
On 19 August the squadron was awoken at 0315 hours, over an hour before the pilots took breakfast. Gathering his pilots at dispersal, Brothers gave them a further update. They were to fly to the north of the main assault vessels and the harbour: ‘Once over the target, split into your sections and fly in wide circles, keeping an eye out for any enemy activity,’ adding, ‘this will most likely come from the north.’ Waiting at dispersal, Brothers’ pilots grabbed a bite to eat before getting ready for take off: ‘Our first patrol was scheduled for 0530 hours. We were to land, refuel, and if necessary, rearm, and then be back in the air for a second ‘show’ at 0900 hours. A third op was scheduled for 1130 hours, and the last mission was to be in the air at 1630 hours.’
