The Mammoth Book of Fighter Pilots (41 page)

I telephoned to Operations and was told what I had realised, that it had been a machine from a squadron in a neighbouring sector. There was no news of the crew, but from the radio conversation it seemed that both members were untouched. A little later I heard that the pilot was safe, and after a further agonising wait came like news about the observer. A load was lifted from me. No longer did I brand myself a fratricide. A mistake had been made; the results were not fatal and that was all that mattered to me just then.

At the enquiry on the next day I met the crew of the machine which I had destroyed, the men whom I had, not so long before, done my best to kill, and I found that I knew the pilot fairly well, having been on a course with him only a few weeks before. Together at this meeting, the strangeness of which we both appreciated, we had an interesting post-mortem on the affair. He asserted that a tip I had given him while we were on that course had let him make good his exit by parachute. We had learnt that of the two escape hatches the pilot’s was often difficult to open (there was an automatic release which was not dependable), and it had been made a standard drill that if a crew had to bale out the observer would come forward to help to open the pilot’s hatch before going out by his own. In this case it was only by their joint efforts that the pilot’s hatch was opened. Despite the poor marksmanship, largely attributable to the experimental gunsight graticule – for the range was very close – the damage done, they said, was heavy. Both engines were hit and one stopped at once; both petrol tanks were holed; the hydraulics were wrecked and, as I had seen, a wheel came down; a few shells had whistled over the pilot’s head and gone out just above the windscreen. As often as not an aircraft well hit by cannon shells would blow up. I thought that it was more than luck that had saved that Beaufighter crew.

Some weeks after this baleful episode my luck turned and we intercepted in quick succession two Heinkels heading for the Midlands. In the ensuing combats one was only damaged, but the second blew up after a short burst, like a match being struck, and spun down leaving only a plume of smoke.

DOGSBODY

JAMES “JOHNNIE” JOHNSON

James “Johnnie” Johnson joined the Royal Air Force Volunteer Reserve in 1939 as a sergeant pilot. He served throughout the war in Fighter Command, first with 616 (South Yorkshire) Squadron, and later with, among others, 610 (County of Chester), 144 Canadian Spitfire Wing and 125 Wing. By the time of victory in Europe, “Johnnie” Johnson had been promoted to Group Captain and secured the ranking position as Allied top-scoring pilot with 38 victories. Johnson retired the service in 1966 as an Air-Vice-Marshall. He died in 2001.

Here Johnson recounts the Spitfire days of high summer 1941 whilst serving with the legendary Douglas Bader (call sign: “Dogsbody”) in 616 Squadron, then operating out of Tangmere in Sussex.

High summer at Tangmere. I shall never forget those stirring days, when it seemed that the sky was always blue and the rays of the fierce sun hid the glinting Messerschmitts; or when there was a high layer of thin cirrus cloud (although this filtered the sun and lessened the glare, it was dangerous to climb through it, for your grey-green Spitfire stood out against the white-backcloth); when the grass was burnt to a light brown colour and discoloured with dark oil-stains where we parked our Spitfires, and when the waters of the Channel looked utterly serene and inviting as we raced out of France at ground-level, hot and sweating in that tiny green-house of a cockpit.

High summer, and the air is heavy with the scent of white clover as we lounge in our deck-chairs watching a small tractor cut down the long clover and grass on our airfield. In some places it is almost a foot high, but it is not dangerous and we know that if we are skilful enough to stall our Spitfires just when the tips of the grasses caress the wheels then we shall pull off a perfect landing.

It is Sunday, and although it is not yet time for lunch we have already escorted some Stirlings to bomb an inland target. For some obscure reason the Luftwaffe seem to oppose our week-end penetrations with more than their usual ferocity, and now we are waiting for the second call which will surely come on this perfect day.

For once our chatter is not confined to Messerschmitts and guns and tactics. Yesterday afternoon Nip and I borrowed the Padre’s car, a small family saloon, and drove to Brighton for dinner. Before the return journey we collected two pilots from 145 Squadron, and in the small hours, wedged together, began the journey back to Tangmere. Nip was driving, the rest of us asleep, and along the front at Hove he had a vague recollection of some confusion and shouting and a half-hearted barrier stretched across part of the road. He pressed on and thought little of the incident, but soon after the engine ran unevenly and became very hot. Somehow we coaxed the car home. Next morning a close inspection revealed a sinister hole just below the rear window. Shocked, we traced the path of the bullet, for it turned out that a sentry at Hove had challenged us and, not receiving a suitable reply, had opened fire. The bullet had passed between the two pilots on the back seat, had continued between Nip and me at shoulder height, drilled a neat hole through the dashboard, grazed the cylinder head and ploughed out through the radiator. Small wonder that the little car had barely struggled back to Tangmere! The Padre is more concerned with our lucky escape than the damage to his car, but Billy Burton is incensed that his pilots should have to run a gauntlet of fire at Hove. He is busy penning a letter to the military, but we keep out of his way, for we think that he is opening his attack from a very insecure base.

There is a fine haze and the soft bulk of the South Downs is barely discernible. We can just see the spire of Chichester cathedral, but above the haze the visibility is excellent and you can see Lille from fifty miles.

Lille! It lies seventy miles inland from Le Touquet and marks the absolute limit of our daylight penetrations over France. We often escort bombers to Lille, for it is a vital communications centre and contains important heavy industries. Not unnaturally the Luftwaffe are very sensitive about it. Their ground-control organization has time to assess our intentions and bring up fighter reinforcements, and the run-up to the target is always strongly contested. We can be sure of a stiff fight when Lille is the target for the bombers.

The ops. phone rings and the airman who answers it calls out to the C.O.; Billy Burton listens and replaces the receiver.

“That was the wing commander. Take-off at 1325 with 610 and 145. We shall be target-support wing to the bombers. It’s Lille again.”

Suddenly the dispersal hut is full of chatter and activity. We shall be the last Spitfires in the target area, for our job is to see that the beehive leaves the area without interference. The sun will be almost directly overhead, and the Messerschmitts will be there, lurking and waiting in its strong glare. We shall fight today.

Highly coloured ribbons are pinned across the large map on the wall to represent the tracks of the beehive and the six supporting fighter wings, so that the map looks like one of those bold diagrams of London’s Underground system. The two flight sergeants talk with their respective flight commanders about the serviceability of our Spitfires, and our names and the letters of our aircraft are chalked up on a blackboard which shows three sections of finger-fours.

It is fascinating to watch the reactions of the various pilots. They fall into two broad categories; those who are going out to shoot and those who secretly and desperately know they will be shot at, the hunters and the hunted. The majority of the pilots, once they have seen their names on the board, walk out to their Spitfires for a pre-flight check and for a word or two with their ground crews. They tie on their Mae Wests, check their maps, study the weather forecast and have a last-minute chat with their leaders or wingmen. These are the hunters.

The hunted, that very small minority (although every squadron usually possessed at least one), turned to their escape kits and made quite sure that they were wearing the tunic with the silk maps sewn into a secret hiding-place; that they had at least one oilskin-covered packet of French francs, and two if possible; that they had a compass and a revolver and sometimes specially made clothes to assist their activities once they were shot down. When they went through these agonized preparations they reminded me of aged country-women meticulously checking their shopping-lists before catching the bus for the market town.

A car pulls up outside and our leader stumps into the dispersal hut, breezy and full of confidence. “They’ll be about today, Billy. We’ll run into them over the target, if not before. Our job is to see the Stirlings get clear and cover any stragglers. Stick together. Who’s flying in my section?”

“Smith, Cocky and Johnnie, sir,” answers Billy Burton.

“Good,” Bader grins at us. “Hang on and get back into the abreast formation when I straighten out. O.K.?”

“O.K. sir,” we chorus together.

The wing commander makes phone calls to Stan Turner and Ken Holden. Brief orders followed by a time check. Ten minutes before we start engines, and we slip unobtrusively to our Spitfires, busy with our own private thoughts. I think of other Sunday afternoons not so very long ago when I was at school and walked the gentle slopes of Charnwood Forest clad in a stiff black suit. Our housemaster’s greatest ambition was to catch us seniors red-handed smoking an illicit cigarette. And I think of my own father’s deep-rooted objections to any form of strenuous activity on the Sabbath during the holidays at Melton Mowbray.

My ground crew have been with the squadron since it was formed and have seen its changing fortunes and many pilots come and go. They know that for me these last few moments on the ground are full of tension, and as they strap me in the cockpit they maintain an even pressure of chatter. Vaguely I hear that the engine is perfect, the guns oiled and checked and the faulty radio set changed and tested since the last flight. The usual cockpit smell, that strange mixture of dope, fine mineral oil, and high-grade fuel, assails the nostrils and is somehow vaguely comforting. I tighten my helmet strap, swing the rudder with my feet on the pedals, watch the movement of the ailerons when I waggle the stick and look at the instruments without seeing them, for my mind is racing on to Lille and the 109s.

Ken starts his engine on the other side of the field and the twelve Spitfires from 610 trundle awkwardly over the grass. Bader’s propeller begins to turn, I nod to the ground crew and the engine coughs once or twice and I catch her with a flick of the throttle and she booms into a powerful bass until I cut her back to a fast tick-over. We taxi out to the take-off position, always swinging our high noses so that we can see the aircraft ahead. The solid rubber tail-wheels bump and jolt on the unyielding ground and we bounce up and down with our own backbones acting as shock absorbers.

We line our twelve Spitfires diagonally across one corner of the meadow. We wait until Ken’s squadron is more than half-way across the airfield and then Bader nods his head and we open out throttles together and the deep-throated roar of the engines thunders through the leather helmets and slams against our ear-drums. Airborne, and the usual automatic drill. We take up a tight formation and I drop my seat a couple of notches and trim the Spitfire so that it flies with the least pressure from hands and feet.

One slow, easy turn on to the course which sends us climbing parallel to the coast. Ken drops his squadron neatly into position about half a mile away and Stan flanks us on the other side. Woodhall calls from the ops. room to his wing leader to check radio contact:

“Dogsbody?”

“O.K., O.K.”

And that’s all.

We slant into the clean sky. No movement in the cockpit except the slight trembling of the stick as though it is alive and not merely the focal point of a superb mechanical machine. Gone are the ugly tremors of apprehension which plagued us just before the take-off. Although we are sealed in our tiny cockpits and separated from each other, the static from our radios pours through the earphones of our tightly fitting helmets and fills our ears with reassuring crackles. When the leader speaks, his voice is warm and vital, and we know full well that once in the air like this we are bound together by a deeper intimacy than we can ever feel on the ground. Invisible threads of trust and comradeship hold us together and the mantle of Bader’s leadership will sustain and protect us throughout the fight ahead. The Tangmere Wing is together.

We climb across Beachy Head, and over Pevensey Bay we swing to the starboard to cross the Channel and head towards the French coast. Some pilot has accidentally knocked on his radio transmitter and croons quietly to himself. He sounds happy and must be a Canadian, for he sings of “The Chandler’s Wife” and the “North Atlantic Squadron”. He realizes his error and we hear the sudden click of his transmitter, and again the only sound is the muted song of the engine.

Now Bader rocks his wings and we level out from the climb and slide out of our tight formation. We take up our finger-four positions with ourselves at 25,000 feet and Ken and Stan stacked up behind us. It is time to switch the gun button from “safe” to “fire” and to turn on the reflector sight, for we might want them both in a hurry.

“O.K. Ken?” from Bader.

“O.K., Dogsbody.”

“Stan?” from Bader again.

“You bet.”

The yellow sands of the coast are now plainly visible, and behind is a barren waste of sandhills and scrub. Well hidden in these sandhills are the highly trained gunners who serve the 88 mm. batteries. We breast the flak over Le Touquet. The black, evil flowers foul the sky and more than the usual amount of ironmongery is hurled up at us. Here and there are red marker bursts intended to reveal our position to the Messerschmitts. We twist and pirouette to climb above the bed of flak, and from his relatively safe position, high above, Stan sees our plight and utters a rude comment in the high-pitched voice he reserves for such occasions. The tension eases.