by Nick Thomas
Brothers’ note was optimistic. While the tanks of the Staffordshire Yeomanry did reach the outskirts of the city, they had to retire due to lack of infantry support – it would be another six weeks before the key objective of Caen was in Allied hands.
Brothers later wrote; ‘With great excitement we participated in the invasion of Europe, sweeping over the beach and deep into France, top dogs now, hammering the enemy in the air and on the ground.’
On the following day, Nos. 126, 131 and 616 Squadrons were involved in successful Rhubarb and Rodeo operations. Meanwhile, in the early evening, Brothers (flying NX – X) led No. 616 Squadron on Rodeo 164 to the Brest Peninsular, strafing three locos, seven enemy vehicles and a radar station.
Raids against enemy infrastructure behind the Normandy front continued, and on 8 June Brothers detached Nos. 126 and 131 Squadrons to fly on separate Rodeos, shooting-up locos, rolling stock and military vehicles. Each raid contributed towards the overall plan of denying the enemy frontline troops supplies and reinforcements at a crucial time in the invasion.
Brothers led Nos. 131 and 616 Squadrons on a patrol just off the D-Day beaches between Trouville and Barfleur during the early evening of 9 June. No enemy aircraft were seen, but the pilots returned with ‘stories of seeing the warships shelling enemy positions and having seen many fires along the coast.’
There could be no let-up and the sorties continued regardless of adverse weather, which normally might have warranted the order to abort. At 2129 hours, Brothers (flying NX – R) led the Wing (Nos. 131 and 616 Squadrons) on another beachhead patrol, noting in his logbook: ‘Patrol Caen-Bayeaux, Carantin-Église 131 & 616. Weather on deck. Forced thro’ and carried on ok. Some patrol. Weather clampers. Culmhead Wing the only people who “forced on”’. Brothers added later, ‘Lost two in cloud. My radio failed’.
Brothers’ daughter, Wendy, recalled her father talking about this mission, ‘When ordered to take off, father said that the weather was too bad and was told that “100% losses were acceptable.” He was proud of the fact that not only did they all get off, apart from the two aircraft that probably collided in the cloud, but he got them all back; without his radio and relying on his No. 2 to interpret his moves.’ They flew back at low-level, down the valleys. Brothers led a further patrol before dusk, making a strafe of Le Mans and Laval airfields.
The Rhubarb and Rodeo operations continued through 10 and 11 June, while at 1300 hours on 12 June, Wing Commander Brothers (flying NX – U) led Nos. 131 and 616 Squadrons on No. 10 Group’s Rodeo 169. Brothers took No. 131 Squadron down to make a strafe on Le Mans airfield, No. 616 Squadron providing close support. Warrant Officer Hannah damaged two unidentified single engine fighters on the ground, while hangars and ancillary buildings were also hit.
While making his pass Brothers fired his cannon at a number of ground targets, destroying one Fw 190, but his Spitfire was holed in his port elevator, tailplane, aileron and the leading edge of the port mainplane as he passed through heavy flak.
Flight Lieutenant Moody’s Spitfire (NX – M) was also hit. He was seen going into a steep climb just after crossing the airfield and was heard to say he would have to bail out. Flight Lieutenant (J/15362) Vincent Kenneth Moody, DFC, RCAF, was the son of Fred and Louise Moody, of West Middle Sable, Clare Co., Nova Scotia, Canada. He was 22-years-old. Moody was buried in Yvre L’eveque Communal Cemetery. An American pilot, Moody had flown with both Nos. 131 and 610 Squadrons.
The two squadrons reformed and headed towards Laval airfield where the roles were reversed. The enemy had advanced warning of the raid and a number of aircraft were seen taxiing. Four Fw 190s were damaged on the ground following strafes by Squadron Leader Watts and Flying Officers Cooper, Hobson and McKenzie.
While orbiting the airfield, someone called out over the R/T, ‘Huns about’ and a Bf 109 was seen travelling south at zero feet about a mile to the west. Flying Officers Parry and Kelley (flying as his No. 2) half rolled down on it from the starboard side. The Bf 109 pilot dropped his jettison tank and turned towards Parry, who had no difficulty in getting astern, giving him a one second burst from 300 yards. Strikes were seen all over the cockpit and both wing roots, the starboard wing folded back and the port wing broke off before it crashed to the south-west. Flying Officer Kelley confirmed the ‘kill’.
Meanwhile, No. 616 Squadron’s pilots made a number of claims. Flying Officer Edwards damaged two Fw 190s on the ground, shooting-up a small factory, before landing, short of fuel, on one of the emergency beachhead landing strips at Sainte-Mère-Église.
Flight Lieutenant Harrison and Flying Officer Rogers attacked a Bf 109. Harrison’s wing tip was torn off by the enemy’s tail. The Bf 109 plunged to the ground moments later, Harrison’s propeller suddenly stopped at 1,000ft while he was heard to say he was bailing out only moments before his aircraft plummeted into the ground. Flight Lieutenant (60102) Geoffrey Austin Harrison, RAFVR, was buried at La Pellerine Communal Cemetery.
Warrant Officer Hart claimed a Bf 109, while Flight Lieutenant Cleland shot down two Fw 190s, but his aircraft was hit by flak over the airfield and he was forced to bail out twelve miles from the English coast where he was picked up by an air-sea rescue launch. During the return leg Brothers led the fighters in strafing locos and military vehicles. Brothers summed up the raid, ‘We were lucky enough to catch the Luftwaffe taking off and destroyed six Fw 190s, and damaged a further five for the loss of two Spitfires, much to our satisfaction and that of Air Marshal Sir Roderick Hill [CinC ADCS], our Commander-in-Chief, who wrote [on 16 June] to express his congratulations.’
Over the next few days Brothers detailed his squadrons to fly individually on a number of Rhubarb operations, making strafing attacks in support of the push inland from the D-Day beaches, but they encountered few targets of opportunity.
On 16 June, it was noted that there was a suspiciously high number of German vehicles marked with the Red Cross, indicating they were either breaking the Geneva Convention, or that with the Allies in total control of the air, only Red Cross vehicles risked moving in daylight.
Wing Commander Brothers led No. 616 Squadron on No. 10 Group’s Roadstead 143, escorting Beaufighters against shipping in the Gulf of St Malo. Two days later, on 18 June, Brothers (flying NX – E) led Nos. 126 and 616 Squadrons on an escort to twenty Beaufighters on anti-shipping strikes on No. 10 Group’s Roadstead 144. Brothers’ logbook recorded, ‘Saw only fires inland of Coutances-Carteret area. As a shipping strike it was a waste of time. Germans supposed to be evacuating Cherbourg. Good show.’
On 20 June, Brothers (flying NX – R) led No. 131 Squadron on Rhubarb 292, ‘Our Spitfires carried the new ninety gallon drop-tanks for a very deep penetration into south-west France, allowing us to fly as far as Chateau Bougon.’
Brothers led Nos. 126 and 616 Squadrons on No. 11 Group’s Ramrod 1032 on 22 June, acting as escort to twenty Lancaster bombers of No. 617 Squadron attacking V1 flying-bomb launching and V2 development sites at Wizernes. Hitler’s first revenge weapon, the V1, had begun falling on Kent and the capital just over a week earlier, on 12 June 1944. Over the following days and weeks Brothers’ squadrons would fly a number of operations escorting bombers striking at strategically important targets.
The following day saw Brothers detailing No. 126 Squadron on two raids directed at radar installations, while No. 131 Squadron flew a Rhubarb to the Loire valley and on a Roadstead to the Cherbourg peninsular.
The hit and run raids continued and on 24 June Brothers led No. 131 Squadron on a Roadstead to St Malo, as cover for Typhoons of No. 263 Squadron, while during the afternoon he detailed Nos. 131 and 616 Squadrons to fly as escort to Lancaster and Halifax bombers once again targeting V1 launch sites located by photo-reconnaissance. Their third mission of the day was on No. 10 Group’s Rodeo 174 to ‘Fecamp’, Dreux and Evreux.
Nos. 131 and 616 Squadrons took part in Rodeo 175 during 27 June, No. 616 Squadron, also flying on Rhubarb 299. During the afternoon Brothers detail
ed Squadron Leader Plagis to lead his No. 126 Squadron on two attacks on a radar station at Cap Frehel, recording two direct hits. Squadron Leader John Argorastos Plagis had already won the DFC (London Gazette, 1 May 1942) and Bar (London Gazette, 7 July 1942) and would go on to be awarded the DSO (London Gazette, 3 November 1944):
‘Since being awarded the Distinguished Flying Cross, this officer has participated in very many sorties, during which, much damage has been inflicted on the enemy. Shipping, radio stations, oil storage tanks, power plants and other installations have been amongst the targets attacked. On one occasion he led a small formation of aircraft against a much superior force of enemy fighters. In the engagement five enemy aircraft were shot down, two of them by Squadron Leader Plagis. This officer is a brave and resourceful leader whose example has proved a rare source of inspiration. He has destroyed sixteen hostile aircraft.’
On 30 June the Culmhead Wing took part in No. 10 Group’s Rodeo 176. No. 126 Squadron damaged a locomotive along with its goods wagons, also later flying on a Rhubarb. This was No. 126 Squadron’s last engagement with the Wing, transferring to the Harrowbeer Wing two days later.
Despite the lack of targets, Brothers’ Wing had made a number of claims during June:
In the air:
Four enemy aircraft destroyed
One enemy aircraft probably destroyed
On the ground:
Four enemy aircraft destroyed
Five enemy aircraft damaged
Thirty-eight locomotives
Thirty-nine goods wagons
Thirty-three vehicles
Nine RDF stations
Two ships badly damaged
Brothers’ Culmhead Wing was playing its part in a significant air campaign, not only keeping the Luftwaffe out of the air, but also severely disrupting the enemy’s attempts to re-equip and support the Second Front.
On 2 July, No. 616 Squadron carried out two shipping reconnaissances off St Malo, also flying on Rhubarb 303. Meanwhile, Brothers ordered No. 131 Squadron to provided cover to No. 163 Squadron’s rocket-carrying Typhoons flying on No. 10 Group’s Ramrod 151, targeting the power station at Mur de Bretagne. Later they flew on Rhubarb 303, a sweep over the St Brieuc area. More Rhubarbs and Ramrod operations were flown on 3 and 4 July.
Brothers (flying his personalized Spitfire Vll MD188 ‘PB’) led No. 616 Squadron on the uneventful Rodeo 180 on 5 July. His squadrons began operations from first light on 6 and 7 July flying a number of Rhubarbs, adding to their tally of ground strikes. Brothers flew on two operations, commanding Nos. 131 and 616 Squadrons on Rodeos 181 and 182. On the following day he led No. 616 Squadron on another fighter sweep, ‘We also hit a fair number of No Ball against V1 missile launch sites during this period, which were heavily defended by mobile AA batteries.’
Brothers was now on his fourth tour of operations and had convinced himself that the chances were he would not survive to see VE-Day, ‘As a result of my state of mind, I would think nothing of handing over the lead of the Wing to my No. 2, and diving down on a flak battery that had opened up on us as we flashed past at low-level’.
Brothers was aware that the chances of knocking out the battery were minimal. He might kill the crew, but actually damaging the gun itself was unlikely. The possibilities of being shot down and not having sufficient altitude to bail out were, conversely, very high, ‘I finally began to resist the temptation of strafing these targets after seeing colleagues lost to flak damage, but every now and then they would irritate me so much I just had to dive down and give them a squirt.’
Meanwhile, No. 131 Squadron was detailed to make a Rodeo to Mont Saint-Michel, also sweeping the Loire Valley, strafing two locomotives, four lorries and a petrol tanker.
With Brothers leading, twenty-two aircraft drawn from Nos. 131 and 616 Squadrons took off on No. 11 Group’s Ramrod 1081 on 12 July, providing top cover to 153 Lancasters and six Mosquitos of Nos. 1, 3 and 8 Groups, targeting the Vaires-Sur-Marne marshalling yards.
During the day two Meteors (EE 213 G and EE 214 G) flew in from Farnborough. Nine days later No. 616 Squadron transferred to Manston. From 26 July their jets flew ‘Anti-Diver’ sorties against V1 flying-bombs, blowing the flying bombs up in mid-air, or tipping them into the ground.
For the Culmhead squadrons, the sorties continued apace and on 14 July, Squadron Leader MacDougall, DFC, was at the head of No. 131 Squadron when they flew on Rhubarb 316, damaging targets of opportunity including six rail trucks, a lorry and a staff car. Four days later Brothers detailed Nos. 131 and 616 Squadrons on No. 11 Groups Ramrod 1103, escorting Liberators carpet bombing enemy targets southwest of Caen. The raid was a prelude to General Montgomery’s new push, code named Operation Goodwood.
On the following day Brothers led six pilots from Nos. 131 and 616 Squadrons on No. 10 Group’s Rhubarb 319. While in the area of Mayenne, they encountered thirty enemy aircraft, who turned south with the Spitfires in pursuit. Overhauling a straggler between Le Mans and Paris, Brothers’ No. 2, Flying Officer Edwards and No. 616 Squadron’s Pilot Officer Wilson destroyed the Bf 109 over Alençon.
The pressure of the air campaign had to be maintained and more Rodeos were flown on 23, 24 and 30 July.
On 31 July, Wing Commander Brothers led Nos. 131 and 611 Squadrons on No. 11 Group’s Ramrod 1146, acting as withdrawal cover to a force of 127 Lancasters and four Mosquitos of Nos. 1 and 5 Groups, bombing the marshalling yards at Joigny, La Roche. By now the Luftwaffe was defeated and it was rare to encounter them in the air. These missions were humdrum for Brothers and the more experienced pilots under his command: ‘Darting up and down their lines like demented sheepdogs, no doubt good for their morale, but with little enemy fighter reaction, total boredom for us.’
Brothers was again at the helm when No. 131 Squadron took off on No. 11 Group’s Ramrod 1148 on the following day. This was an attack by 385 Lancasters, 324 Halifaxes, sixty-seven Mosquitos and a Lightning, on V1 targets in the Pas de Calais.
On 4 August, Wing Commander Brothers (flying MD188 ‘PB’) led Nos. 131 and 611 Squadrons on No.11 Group’s Ramrod 1160, acting as return cover for a formation of 250 Lancasters of Nos. 1, 3 and 8 Groups, on their way back from their attack on Bec-d’Ambes and Pauillac oil stores. Brothers had trouble with his ASI and was forced to turn back, handing command over to Squadron Leader MacDougall.
With the Allies advance continuing, Wing Commander Brothers led Nos. 131 and 611 Squadrons on No.10 Group’s Ramrod 163. The operation, made on 5 August, was as escort to a formation of 306 Lancasters of Nos. 1, 3 and 8 Groups, bombing oil storage targets on the River Gironde at Blaye, Bordeaux and Pauillac.
On 6 August, Squadron Leader MacDougall led No. 131 Squadron on Rodeo 193 which saw a rare encounter with the enemy in the air. Two aircraft had become detached from the rest of the formation and on their return leg sighted eight Fw 190s flying line abreast. Pilot Officer Parry attacked the aircraft at the centre of the formation, which was seen to explode. Warrant Officer Patten chased one Fw 190 as far as the Le Mans area, forcing its pilot to take to his parachute.
The Culmhead Wing’s second mission of the day was flown out of Bolt Head, from where they flew on Ramrod 165, escorting No. 617 Squadron’s Lancasters, which registered two direct hits on the U-boat pens at Lorient. These raids would greatly reduce the enemy’s capability to attack Allied shipping in the Channel, thus materially assisting in the resupply of the invasion forces.
On the following day Brothers (flying MD188 ‘PB’) led the Culmhead Wing on Rodeo 194 over Cherbourg, Chartres and Orleans, a flight path of some 760 miles, which meant they would carry a ninety gallon slipper tank.
Take-off was planned for 1400 hours. Squadron Leader ‘Sammy’ Sampson, who had flown under Brothers in No. 602 Squadron and was on leave from staff duties, acted as his No. 2.
While approaching Bourges, they spotted in the distance two Bf 109s. Brothers gave the signal for the Spitfires to drop their slipper tanks, but the Messerschmitts were pulling
away. When it became apparent that they could not be overhauled, Brothers reluctantly called off the pursuit.
Now flying with reduced fuel levels, Brothers cut the corner on their planned route and headed instead along the Loire Valley, ‘We got our reward though, as nearing Blois we ran into a dozen Fw 190s which dived away with us in hot pursuit.’
The enemy fighters half rolled as they dived to escape. Brothers called out the orders, ‘Hack them down’ and ‘every man for themselves.’ The tight formation broke and individual Spitfires dived after the enemy fighters, ‘Sammy and I chased a pair which separated, mine to the left, his to the right.’ As Brothers closed in to firing range the pursuit had gone down to ground level. ‘I was surprised to see my 190 start a gentle climb and weave equally gently to left and right, offering a perfect target.’
Brothers’ combat report read:
‘W/Cdr Brothers was leading 131 Squadron on 10 Group Rodeo No. 194. On the return journey at approximately 1520 hours, when north of La Fleche at 7,000ft, twelve Fw 190s were sighted at 4,000ft. W/Cdr Brothers selected one and opened fire on it from the port quarter twenty degrees off from a range of 150 yards [firing seventy-six rounds 20mm, 120 rounds 0.303 armour piercing, 120 rounds 0.303 incendiary]. Strikes were seen on the cockpit and port aileron. The aircraft immediately rolled over to the right, the nose dropped and, as the aircraft dived down, it did the more complete rolls to starboard, going into the ground vertically and exploding, the position being about twenty miles north-west of La Fleche.’
(signed) P.M. Brothers, W/Cdr.
Wing Commander RAF Station, Culmhead.
When later asked about his thoughts regarding combat, it was this episode that came to the forefront of his mind, ‘I think I am not alone in regarding air combat as tremendously stimulating fun as one shoots in an attempt to knock down an aircraft. There is nothing personal in it.’
Most combat took place at over 250 yards and pilots seldom saw the twisted, burnt-out wreckage of the aircraft they destroyed, or the remains of its crew: ‘One is usually spared the thought or sight of bodily injury. It can be wholly impersonal, unless one had the misfortune to have suffered like the Poles, Czechs and others who had left loved ones behind in the hands of a brutal enemy.
