Ventr Ea PUBLIC. ee from D ‘on Y 10! IN EUROPE 1944-45 - MALCOLM LAIRD - Classic Warbird Series No 5FIGHTERS IN EUROPE 1944-45 - By Malcolm Laird - An escort Mustang and its charge.. ‘A315 (Polish) Squadron Mustang Ill escorts a 489 (NZ) Squadron Beaufighter TFX, over the North Sea. ‘See page 64. (E Edwards via RNZAF via B Davidson) No. 5 in the Classic Warbirds series“From D-Day to Victory - Fighters in Europe 1944-45" covers the period from Mid 1944 until the post war Occupation Force. Tam grat interviews and allowed me access to their personal papers and photo albums. Mrs Pamela Lang allowed me to copy and publish extracts from her l: husband's diary and log book. Lam grateful to the late Ray Dan aviation artist Ron Fulstow who helped with the chapter on 486 Squadron; to Warren Schrader who filled in gaps on RAF Meteor jet operations in the closing days of the war; to Maurice Mayston who was engaged in the Allied aerial victories on D-Day and to Johnny Checketts. The chapter on Mosquito nightfighters is based on Allott Gabites self-published book ‘Monkeys Birthday’. Gabites had initially been posted as an Instructor but eventually obtained an operational posting. This desire to serve was shared by so many others, like Jack Cleland who was initially rejected for being ‘too old, Warren Schrader who had to overcome health questions and Warren Blain who suffered polio as a child — he was lucky, the doctor who accepted him was a polio victim too. The material on USAAF Tact/R and PR escort Mustangs was provided by aviation researcher and writer, Paul Ludwig of Seattle, Washington. The chapter on Jack Cleland is based on extracts from Tim Neilsen’s book ‘Jacks Adventures’, which is advertised inside the back cover. Special thanks to David Frowen for his editorial input pM Lh and proof reading and to Anthony Galbraith Malcolm J Laird ful to those ex-servicemen and their families who gave and noted Author. Malcolm Laird Page design... Judy Laird Published by Ventura Publishing P.O. Box 10-213, Wellington, New Zealand Phone +64(4)385 8189 Fax +64(4)934 3047 E-mail: [email protected] Webs Classic Warbirds Series No. 5 ISBN 0-9583594-2-3 From D-Day to Vietory ~ Fighters in Europe 1944-45 Ventura product number CW0805 © Malcolm Laird, Paul Ludwig and Tim Neilsen. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, internet, recording or otherwise, without the prior written permission of the publishers. FRONT COVER ILLUSTRATIONS. * TheS LF Mk Vc flown by Wing Commander John Milne Checketts, 142 Wing, June 1944 HF Mk VII of 616 Squadron RAF, September 1944 S flew this Mustang F-6D, March 1945. April 1945. Background collage: Top left is East's F-6D, top right is the nose of a Spitfire Mk XIV, mid 1945 and lower are the pilots of 451 (RAAB) Squadron, with their unofficial Squadron badge, mid 1945. Ventura Classic Warbirds No. 5INTRODUCTION This fifth book in the Classic Warbirds Series covers some of the Allies day over N.W. Europe, from mid 1944 until the immediate postwar Allied occ! We have endeavoured to include as much new material as possible and avoid repeating histories’ already well recorded For the fighter squadrons of the RAF’s 2nd Tactical Air Force and the USAAF 8th and 9th Air Forces, this period was particularly intense. First, supporting the Normandy Invasion itself, then later encountering strong Luftwaffe opposition as the air war was fought increasingly over German soil. From this campaign comes the content of this book and a wealth of material \d night fighters many potted for modellers and aviation enthusiasts alike. Where possible each chapter is from the perspective of individuals who were there. Each story is illustrated with photographs, including coverage of other squadrons involved in the campaign, Most are published for the first time and are from private collections. ConrTENTS D-Day Gun Spotters .o....ccssnussncnnnnnnnnnnnn Mobile Spitfire Squadron ..........0..0ee een 8 Flying for two Air Forces 616 Squadron, RAF 357th Fighter Group, USAAF «00.0.0 Fighters at Night ..........000000 od Tempest Squadron... sesnntirene epee 42 Combating the V2 . Tempest to Meteor ...... Reconnaissance Fighters Bibliography ...... Ventura Classic Warbirds No. 54 D-Day Gun Spotters Preparations for D-Day were the day to day work of both RAF USAAF J Fleet Air Arm Squadrons as June 1944 arrived. 86 w Air Arm (FAA) Seafire Squadrons placed under RAF command as part of the combined Allied Air Spotting Pook; along with 808, 801, 887 and 894 FAA Squadrons’, several RAF Squadrons and the US Navy's VCS-72. These Squadrons were temporarily formed into No. 34 Tactical Reconnaissance Wing and based at Naval Air Station Le on-Solent, near Portsmouth, Hampshire Lieutenant (A) Hugh Lang RNZNVR (Royal New Zealand Naval Volunteer Reserve, “(A)” for Air) flew multiple daily sorties preparing for D-Day and kept a detailed diary of his wartime experiences. What follows are excerpts from that diary and his flying Log Book, June 5th: Briefing at 5.150, itis the real thing tomorrow, D-DAY June 6th: Invasion of Europe bei with the first 886 Squadron aircraft taking off at 4.454M in the dark, to spot for the bombardment warships. The weather was rather foul to start but improved later in the morning. | was off at 7AM (in Seafire LI, NF541) with Alan Horstead for two prearranged targets. However my radio became U/S (unserviceable) and he carried out the shoot. On the next sortie at 9.30aM I took off alone and again the radio went UJS. The whole beach is aflame and flak flying around to ne mean degree. One of our pilots, Paddy Wallace, was hacked down by flak but is returning [Wallace crash landed inside the beachhead]. Several others one of the Lee-on-Solent went into action also force landed. At 1425 (2.259) we took off again and had some real fun. We carried out an impromptu shoot, directing HMS Warspite. Some Jerry fired at me with light flak, so I turned Warspite onto him. The German position turned our to be a heavy ack-ack (anti-aircraft) battery. Thr hits on guns, then I strafed them scoring two wizard bursts on two guns, Ammunition exploded and shoot entirely successful. Tomorrow I hope for better things. Long live 886. June 7th: First sortie at 7.00aM. An impromptu shoot! Found a battle going on with our tanks advance apparently held up. Directed Warspite emy armoured cars in the area and drove them from a village on toe Hugh (Sam) Lang with his personal ‘Saint’ emblem on the tall of a Seafire Ll, in 1943, He was bor on 26 January 1917, in Mataura, New Zealand, Lang initially joined the Air Force, but transterred to the FAA before aircrew training began. Post war he married Pamela MC Holland whom he met in England during the war. She had been a WREN aircraft checker with the Stores Division of NAS Lee-on-Solent. They married in England in 1945 and moved to New Zealand in May 1946. Hugh Lang retired as the Town Clerk for the City of Petone, New Zealand in 1978, Hugh Lang died in 1979 and is survived by his wife Pamela and their three sons, Richard, James and Alister. (P Lang) New Seafire Lillis at RNAS Henstridge in March 1944. (P Lang) 1. Brown, 1973. 2. Ludwig & Laid, 1998. Ventura Classic Warbirds No. 5A Seafire Lill of No. 3 Naval Fighter Wing at RNAS Henstridge, where 886 Squadron trained prior to the Invasion of Normandy. Although the Wing was based at RNAS Lee-on-Solent, the Squadrons also flew from Henstridge, Somerset and RNAS St. Merryn, Cornwall. A group of pilots pose in front of the aircratt. Note the wingtip, which could be folded down for more convenient ground/deck handling. (P Lang) A Seafire L.lll of 887 Squadron, piloted by Lieutenant Alan Taylor over Ireland, about May 1944. The code U2’ was added for the Invasion and quite probably these were ordered to be painted well forward, in anticipation of the Invasion stripes to come later. (P Lang) Ventura Classic Warbirds No. 5south to Authie which we again shelled. Came back with one bullet hole in my starboard wing. Val (Lieutenant Commander P E I Bailey) was shot down by our own ships gunfire but may be safe. I hope so! Dickie (Lieutenant D B Law) was brought down also, by some light flak in our own lines ~ safe. Later in the day flew a second sortie. Horstead conducted shoot, not much good! Drop tank failed and came home early. Mike Crosley claims a 109 ~ no film, Barraclough (Sub- Lieutenant D W Barraclough) of 897 also claimed one. Wallace arrived back tonight. C.O. hacked down by three 109's, I am now acting CO - only for a while I hope June 8th: Off at 0500 hours (in Seafire LI NF525). Ran into intense flak over Le Havre and lost Alan Horstead. Orbited over [the battle area] and called him and HMS Warspite. Two Fw 190s made a pass at me but I evaded them and gave the second one a longish burst from 400-600 yards, seeing strikes on his wing root. He turned slowly to starboard and then I saw tracer flashing past underneath me, so pulled violently to port and a cannon shell hit my [propeller’s] constant speed unit. The fan [propeller] stopped and I tried to bale out but the canopy would not open, so I decided to crash-land with the aircraft partly under control. [had to land in a wood but got down somehow, crashing into trees and had my face and arms cut about slightly. Hopped out and, after collecting: maps, revolver, first aid and escape kits, scrambled northwest to find our troops. After a while discovered an enemy HQ and hid in a cellar whilst I thought out the situation. Contacted French civilians who brought a Commando to help me. Had some very fine brandy in their cave, also some food in a house, The Commandos destroyed my suit and sent two men off to blow up my Seafire’s gun sight as the ‘Huns’ were still thrashing around that area. Collected some souvenirs from the Jerry's stores and with Sergeant Leach [also.a downed airman] and three Commandos (who confirmed my Fw 190 having seen it crash), I was finally evacuated. This was in a jeep under shellfire, as wwe were put on LST430 [a large tank landing craft] returning from the Invasion beach back to England. June 9th: Had my wounds stitched and spent most of the day in the Mess ‘having noggins’ (drinks) whilst LST430 lay in the Solent, Finally disembarked at 12 midnight at Stokes Bay Pier and ended up in Cobham Hospital June 10th: Tim Metcalfe in the bed opposite me. Val, Buster and Maxy Newman came to see me and also the Intelligence Officer who took my report and said he would get my Fw 190 confirmed. Wrote to Pam (now Mrs Pamela Lang) 886 SQuaDRON RETURNS TO THE NAVY And so ended Hugh Lang’s brief but hectic part in the Liberation of France. The Squadrons of the FAA, which had been the Royal Navy's contribution to the Air Spotting Pool, were handed back to Naval control on 15 July 1944. Hugh Lang’s 886 Squadron was amalgamated with 808 Squadron and 886 disbanded. Like most of the pilots he was transferred to 885 Squadron and continued to train for tasks ahead This included air gunnery, practice dive bombing and familiaris Coastal Command Liberator crews with the sight of Seafires. Lieutenant Hugh Lang commanded 885 Sq ber — October 1944, but handed over to a new permanent Commanding Officer, Lt. Cdr. (A) J Rautley, in November 1944. The Squadron eventually re-equipped with Grumman F6F-5 Helleats and served in the Pacific Theatre iron in Septet ‘A North American Liberator, Anti- ‘Submarine Patrol Bomber of Coastal Command, as mentioned in the text (P Lang) Lieutenant (A) Hugh Lang with a Grumman Hellcat. (P Lang) Ventura Classic Warbirds No. 5Seats o 885 Squadron traning overland ost D-Day (P Lang) “Mosite SPitFiRE SQUADRON In the months prior to D-Day a vast armada of Allied fighter Squadrons moved to airfields in southern England to support the Invasion. Some were to follow and support the ground troops in Europe as early as mid June. This chapter is based on the first hand experiences of Flight Lieutenant Maurice Mayston of 485 (NZ) Squadron, photographs and information about some of the other RAF Spitfire Squadrons who fought from D-Day until the end of the war in Europe ‘No. 485 Squ: near Selsey Bill, West Sussex, where we camped in tents and got used to the style of living we would have in France after the Invasion. One of our jobs at the time was attacking V1 launching sites along the coast of France. As yet no Vis had been launched and the Air Force did its best to keep it that way. We carried a 500Ib bomb under the fuselage and a 250Ib under each wing, for a total of 1000Ib per Spitfire Mk IX. We also had c our piercing, one incendiary and one high explosive. We didn't use much tracer. It’s thanks to the Germans using so much tracer that | + was your only warning that you were ind also includes Jron moved forward to a temporary landing strip ir guns with rounds loaded in a series of being shot at!” “No Bait’ Operations “We would receive detailed information about the particular V1 site from our Intelligence Officer, originally obtained from aerial \d the French or Dutch Resistance. Often we would addition to aerial reconnaissance i have actual photographs taken by the Resistance Maurice Colgan Mayston as a young pilot in England, 1943. Born 26 June 1921, he grew up in Nelson, NZ, and post war made his career in the Banking Industry. He is married to Pamela and they have three children, Christina, Richard and Deborah. Maurice Mayston is now retired, living in Wellington New Zealand. (M Mayston) The group of 485 Squadron pilots who flew the Squadrons mission near Paris on 18 July 1944. From the left, back row: Warrant Officer ‘Mick’ Esdaile, Flying Officer ‘Pat’ Patterson and Pilot Officer Doug Clarke. Front row: Flight Lieutenant ‘Lyn’ Black, Flight Lieutenant ‘Chalkie’ White, Warrant Officer Athol Downer, Squadron Leader Johnnie Niven, Pilot Otficer ‘Robbie’ Robinson, Flight Lieutenant Mac’ Ralph, Flying Oficer ‘Jook’ De Jourret and Flying Officer Maurice Mayston. Note the Squadron Leaders rank badge Under the exhaust. (M Mayston) Ventura Classic Warbirds No. 5photos. Generally we would attack over a hill or wooded area at low altitude to deceive the enemy radar. We would fly an indirect route to the target soas to make our intended target less obvious, strafing suitable targets of opportunity orrthe way, provided they were under our flight path, If we knew that the intended target was built of concrete, the incendiary round would be dispensed with, there being no point in carrying them, Generally we would attack in pairs while the entire Squadron circled k succession the target; the idea being that attacks would come in qu from all points of the compass, to keep the defenders heads down and pleted in a matter of seconds. The V1 sites were generally well defended by flak batteries and we depended would be coordinated to be cor on speed and surprise to survive. After making your pass you would pull up i target. Compared with the likes of the Hawker Typhoon and Tempest, the Spitfire had a small frontal area and you could ‘jink’ and ‘weave’ your spiral, never straight as this would make you an easier way in, then pull out low over the target because the Spitfire had so litle Squash’ is really a high speed stall, as when you pull out of a dive the wings angle of attack can become so great that lift is not generated. A Typhoon and Tempest was much faster but would have to pull out earlier to avoid literally ‘squashing’ into the ground. Because we were able to make our attack so sudden. and brief, combined with a sharp climbing turn exiting the target area, mmanding Officer, Squadron Leader Watts and Flying Officer Mike Cooper had flown to Farnborough, where they became the first Squadron pilots to fly the Meteor). The first RAF and Allied operational sortie in a jet propelled aircraft was subsequently carried out on 27 July, when Flying Officer McKenzie, in a Meteor, carried out a ‘Diver’ patrol (anti VI Flying bomb) While Mike Cooper had given Jack Cl instruction in 616 Squadron's Airspeed Oxford, in preparation for the arrival of the jets; Cleland missed the opportunity to handle the controls of a Meteor. However, his secondment to the USAAF on 6 July, 1944, meant that he became the only New Zealand fighter pilot to fly with the Eighth Air Force. Within a month he would be flying a P-51D Mustang with the 363rd Fighter Squadron on ‘Frantic V’, a long range ‘Shuttle’ mission via Russia ind some twin-engine flying Five photographs taken from a fim clip showing Flight Lieutenant Jack Cleland taxiing Spitie Mk VII ‘YO-E" M0182 of 616 Squadron after landing at Leiston, 23 September 1944. Note the narrow ‘Invasion’ stripes and Marshall blower intake under the exhausts. Cleland flew the Spitfire to Liston to show his ex Squadron mates of the 367th FG. (J Cannon via T Neilsen) Ventura Classic Warbirds No. 53571H FicHter Group, USAAF Flight Lieutenant Cleland had been posted to one of the Eighth Air Force's elite Fighter Groups - the 357th at Leiston, Suffolk. So had Flight Lieutenant Eric Woolley, ex 131 Squadron, and it seems likely they were the only RAF pilots seconded from RAF No.0 Group. Erie went to the 362nd FS and Jack to the 363rd. Cleland, with two su Spitfire tours, navigation and reconnaissance training, previou Mustang experience and suitable personal qualities, would hi an ideal candidate for such exchange duties. That he fitted in is indicated by a few comments from those who flew with him. Jack Cleland flew as wingman to Bill Overstreet (P-51C, ‘B6-0" 42-103309, ‘Berlin Express’) for the shuttle mission. He wrote “Jack was a good fighter pilot, was alot of fun...” Another, William “‘Obee’ O'Brien, (P-51D, 'B6-G’ 44-1352, ‘Billy's Bitch’) was to write: “L was a Flight Leader in the 357th Fighter Group assigned to the 363rd Fighter Squadron. We were referred to by the Germans as “The Yoxford Boys’. This name came from a very small village near the base... Jack was an experienced combat pilot and he never made reference to his past work with the RAF as a comparison with ours. He was competent, reliable, did not complain or tell us our jobs. | liked and respected Jack.” In mid 1944, the USAAF Fighter Groups found themselves seriously 1 Flight Leaders, and fighter pilots with good , so such an exchange would ar. Jack's record of service in long cd were short of experienc navigational ability were have suited them. The RAF side is less cl lists his name with the 357th FG as for the purpose of “Train range operations’, At this stage of the war RAF High Comm: apparently considering setting up Mustang equipped bomber-escort fighter squadrons, so it was logical to learn first hand from the Americans. Another possibility was an RAF concern to get direct non the reliability of American combat c J Germar the air and on the ground at a premiu i ims as to destroyed and dam craft, Spitfire Mk Vil ‘YQ-E’ MB182, visiting the 357th FG base, Leiston, on 23 September 1944. William Fricker is sitting on the cowling and Norbert Fisher is in the cockpit. Note in the background, a runway control vehicle painted with black and white checkerboard. Jack Cleland flew Spitfire Mk Vis and Mk Vils plus P-51 Mustangs on three combat tours. However, on his 84 Spitfire Mk VI sorties Jack saw enemy aircraft only four times, but could not engage them. On 57 Spitfire Mk Vil sorties he saw enemy aircraft within striking distance on just one occasion and destroyed them both. With his experience Jack Cleland was well qualified to have become an ‘Ace’ with the 357th, Unfortunately, his two months with them were the quietest forthe year, with only 21 victories being recorded by the Group. n the following similar period (with Cleland away), they destroyed 96 enemy aircraft. (M Olmstead via T Neilsen) Ventura Classic Warbirds No. 5 2122 ‘OL FLAK JO’ was the P-51D flown by William (Bill) Fricker of the 363rd FS in August 1944. These illustrations are based on a film clip which shows that the ‘OL FLAK JO’ character was different on each side of the nose, and suggests that the USAAF colours Olive Drab and Neutral Grey were used to paint this aircraft Ventura Classic Warbirds No. 5‘At the ‘Warbirds over Wanaka International Airshow of 1998 — the largest Warbird show in the ‘Southern Hemisphere ~ a P-51 was flown painted as ‘Isabel It! Isabel Cleland, her family and Brigadier General Charles ‘Chuck’ Yeager (who flew with Jack on many of his missions) were all guests at the event. AS the airshow concluded, the real Isabel was strapped into the two: seat Mustang behind pilot Grant Bisset and flew in ‘Isabel II P-51C ‘Pride of the Yanks’ was flown by Charles Sumner with the 364th FS. Sumner, finished the war credited with 4" aerial victories. Ventura Classic Warbirds No. 5 23Following two hours 30 minutes of local flying in a P-51B coded “B6-S’ on 15 July 1944; Flight Lieutenant Clel the 20th of July. It was his first combat mission with the 357th F Jack took his place on the runway in a P-51B coded ‘B6-U’, loaded with enough fuel to escort B-17 Flying Fortresses to Eisenach and back He was to the right and slightly behind his element leader as the Group did a stream take off, two at a time. This was how the 54 Mustangs, led by Lieutenant Colonel Hayes, could get into the air in quick succession. Flight Lieutenant Cleland brought the P-51B up to power, released the brakes and started the takeoff run. As the Mustang gathered speed it suddenly veered to the left, the spinning propeller blades just missing the element leader's rudder. Jack cut the power and managed to bring the careering aircraft under control. He taxied back to the starting position. Once he received the green light, Jack recommenced his takeoff run, but the result was the same nd’s next flight was on While this was happening the rest of the Group had formed up it their assigned flights and were circling Leiston, waiting for Jack to join them. William O'Brien was leading the 363rd on this mission, but couldn't break radio silence to find out what had happened, or who was having all the trouble. On Jack's third attempt he successfully lifted the Mustang off the runway and joined his assigned flight. After 11 aborts, 43 Mustangs rendezvoused with the bombers south west of 24 Henry Spicer, pilot of ‘Tony Boy’ is pointing to the camera port of his Mustang, while his ground crew, Robert Currie (left) and Robert Hamilton look on. Note the small white cross denoting that this Mustang is fitted with an extra fuselage fuel tank. Spicer scored three aerial victories before being shot down and taken prisoner on 5 March 1945. (J De Shay via T Neilsen) Ventura Classic Warbirds No. 5000 feet Koblenz at No enemy aircraft were seen and the Bel7s were escorted without incident to the target. Four hours and 35 minutes later Jack was back on the ground - a considerable change from a typical hour 30 S| operation. “Who had all the trouble getting off the ground ?” asked O'Brien when everyone was back in the debriefing room. Jack sheepishly replied ““Obee’, I had a little trouble!” In fact, Jack had a lot of trouble as it was his first flight in a fully fuelled and combat ladened Mustang. Jack took some ribbing from this incident, but also earned respect, because he hadn't given up. The next day Jack was back in the cockpit. He escorted B-17s to Mainchen/Hamburg in a P-51C and this ti He flew next on 1 August ~ another uneventful escort ince. On the one minute § ¢ the takeoff was mission, with no enemy aircr: jt putting in an appe way home Jack headed for the deck in search of ground targets. His log book noted he destroyed three locomotives, two military tucks and three staff cars in the Orleans area. Keehn Landis who flew P-51D, ‘B6-H’, 44-14356 ‘Lonesome Polecat’ and often flew as Jack Cleland’s wingman wrote, “I was a relatively new pilot in the From the left, Charles ‘Chuck’ Yeager, Jack Cleland and R E Smith outside a Nissen hut at Leiston in 1944, The author has two prints of this photograph and the better one has R E Smith cropped off; hence this is a ‘composite image to make best use of the ‘two photographs. (R Gangwish via T Neilsen and M Olmsted via A Cleland) General Yeager was the guest of honour at the 1998 Warbirds over Wanaka’ airshow, when a P-51D painted in Jack Cieland's markings performed. (On an Operation Chattanooga sortie, (the targeting of German road and rail transport prior to D-Day): John Howell of the 364th FS was fit by lak, while strafing a train over Northern Germany, 21 May 1944. Despite the damage to his tail and fuselage, Howell sil managed to get his Mustang, (‘C5-L'42-106447, named ‘Shoo Shoo Baby’) back to England. (J De Shay via T Neilsen) Ventura Classic Warbirds No. 5 2526 Warrant Officer MJ C Lind named this 485 Squadron Spitfire Mk XVI Rongotea’. The Squadron operated Mk XVI at Fassberg, Germany, from April 1945, until it was disbanded on 15 August 1945, Ventura Classic Warbirds No. 5This painting by Ron Fulstow depicts Flying Otticer Ray Danzey flying Tempest Mk V'‘SA-K' JN797 on 23 June 1944, Having shot down one Flying bomb, Danzey turns his attention to a second, Mosquito NF Mk XVII HK290/G of 456 (RAAF) ‘Squadron at Ford in Southern England, July 1944. To the right is @ colourised photograph of the aircraft's crew entry door, Spitfire Mk IXe, ML407 was flown by Flying Officer Johnnie Houlton of 485 (NZ) Squadron on D-Day. Houlton was credited with shooting down the first German aircraft on D-Day, a Ju 88. The above illustration shows ML407 as it appeared on D-Day, while below itis shown at Merville, France, September 1944 Ventura Classic Warbirds No. 5 2728 36 3rd Fighter Squadron when I was asked to be Jack's wingman. 1 was quite flattered in light of his long experience. Jack was never content with tiresome, routine missions. He was always ready to break away, search out ground targets and lead an independent warriors life. It was a struggle to keep up with him. He liked to fly as fast as the Mustang would go. Unfortunately Jack and I had litle contact om the ground. used to tease him by calling him “The Limey' «as we knew how ANZACS feel about being referred to as a Limey!” On 5 August Cleland had his first flight in a P-51D Mustang when he test flew 44-13573 coded “BO-B’. It featured a bubble canopy and cut-down rear fuselage; but being an early production P-51D-5 model, it lacked the dorsal fin fillet and so lacked a degree of directional stability ~ tiring on a long flight. Jack flew this Mustang direct to Russia the next day and, after the shuttle mission, personalised it as ‘Isabel IID. Frantic V Frantic V was one of a series of long range escort missions to Russia; this one involving Poland, Rumania, Yugoslavia, Italy and France from 6-12 August, 1944. B-17s would bomb a target and then cont nue ELTA "PALLY RACE ae Jack Cleland's friend and comrade Charles ‘Daddy Rabbit Peters in the cockpit of his P-51B Mustang of the same name. Note the blown Malcolm hood. This machine's code and serial were ‘B6-v' and 43-6594 During the war the Eighth Air Force allowed enemy aircraft destroyed on the ground to be claimed as victories, because they recognised the dangers involved in strafing Luftwaffe airfields. However postwar this edict was reversed to fall into line with other Air Forces. Five of the crosses marked on ‘Daddy Rabbit’ when this photo was taken on 24 ‘August 1944, pertain to strafing victims, and another toa shared aerial victory. (A Cleland) They would then operate from a Russian base, before returning via another target to England. Only the tremendous endurance of the Mustang, equipped with long range drop tanks, made escorting these missions possible. It was certainly a highlight for Flight Lieutenant Cleland, but his part (rickep GERMANY in the historic event nearly did not eventuate. At 0930 hours on 6 August, Colonel Donald W. Graham led the largest number of aircraft ever launched by the 357th. Seventy two Mustangs took to the air, seven being spares and Jack’s was one of these. As things turned out Second Lieutenant Norbert Fisher found his oxygen reg BELGIUM, jator wasn’t The flight route for the Frantic V shuttle mission, Reproduced from ‘Jacks Adventures’ by Tim Neilsen. ft Noth f NORWAY, FINLAND SWEDEN uss Pinan Third leg) em Pee Ventura Classic Warbirds No. 5so Jack took his place in it. The pilots of the Flight Green I: Ist Lt. William P-51B ‘B6-O" 43-24823, “Berlin Express’ (Originally this aircraft was Clarence ‘Bud’ Anderson's, ‘B6-S’, operatin| Green Fl were Overstreet ‘Old Crow’). Green 2: Flt. Lt. Jack Cleland, P-51D, ‘B6-B’, 44-13573 Green 3: Ist Lt. Charles Pearson, P-51B, ‘B6-H' 43-6755, ‘Kalamazoo Kid’. Green 4: Ist Lt. William Pernell, P-51B, “B6-P” 43-24766. Once the overall formation was sorted out, eight aircraft returned to Leiston. Those continuing with the mission met their charges, 75 B-17s from the 95th and 339th Bomber Groups, and other escort fighters of the 55th and 339th Fighter Groups, 3 hours and 25 minutes after take-off, The target was the Fw 190 factory at Gdynii Poland. With perfect weather and minimal flak, the bombers achieved excellent results. By now the other Fighter Groups had turned back, leaving the 357th to escort the B-17s onto Piryatin, a village 100 miles east of Kiev. Jack Cleland’s log book shows he was airborne for 6 hours 45 minutes on this first leg of Frantic V The next day was an equally long escort mission as Colonel Graham led 35 Mustangs to Krakow, Poland. Though Jack and the 363rd FS. weren't involved in the dogfights which occurred over the target, Flight Lieutenant Eric Woolley, another RAF exchange pilot (ex 131 Squadron), no doubt was. He was wingman to Captain John Pugh who, ig P-51B ‘G4-N’ 42-106473, ‘Geronimo’, destroyed a Bf 109. The ation overnighted back at Piryatin. Pilot John Storch of the 364th FS, with his P-51D ‘C5-R’ 44-19546 ‘The Shillelagh’. This Mustangs Crew Chief, Ardell Fiedler, is on the left and assistant crew chief Joseph Kubareh Con the right. Storch finished the war as an‘Ace' with 10.5 aerial victories. (J De Shay via T Neilsen) P-51D-5 Mustang ‘B6-V', 44-13573. This aircraft was flown by Jack Cleland, on the Frantic V shuttle mission via Russia. It was coded’B6-B'at the time. ‘The reason for the underscore was to distinguish it from another P-51 in the ‘squadron also coded'B'. (T Neilsen) Ventura Classic Warbirds No. 5This F-6D was flown by Major Frank Robison of the 109th TRS, Belgium, November 1944, This F-6D Mustang of the 107th TRS was based in France, late summer 1944, Warrant Officer Warren Blain of No. 2 ‘Squadron RAF, piloted this Spitfire Mk XIV on tactical reconnaissance operations while based at Wunstorf, Germany, June 1945. Note the 56" type ‘B’ upper wing roundels have been replaced with 36° type ‘C1 roundels, rather than simply converting the larger 56" roundels to ‘C1’ style. os Ventura Classic Warbirds No. 5 30The Hawker Tempest Mk V flown by Squadron Leader Warren Schrader, ‘Commanding Oticer, 486 Squadron, Fassberg, Germany, late April 1945. Schrader never painted victory markings on his aircraft. don't see what that would have added to the sum total of human Knowledge’) Starboard scrap view Hawker Tempest Mk V ‘W2-L’ ‘SN326 of 80 Squadron RAF, Volkel, Holland, early 1945. Tempest under wing — Tempestunder wing Invasion recognition stripes, April stripes, June 1944. 32" ‘C’ 1944. 32"'C'type Roundel. type roundel. Starboard nose scrap View of W2-L. Tempest upper wing Invasion stripes. 40° 'B type roundel, June 1944 ‘An F-5B Lightning of the USAAF 7th Photographic, Reconnaissance Group, Mount Farm, Oxfordshire, 1945. Ventura Classic Warbirds No. 5 31On 8 August, Flight Lieurenant Cleland was one of the 63 Mustangs that did the 5 hours 50 minutes to San Severo, Italy. This was via the oil refineries at Ploesti, Rumania, which received close attention from the 95th and 339th BG B-17s. No doubr all were grateful for a rest the following day; the only air activity on the 9th occurring when eight P-51s, that had aborted yesterdays mission, flew in. For 10 August, Jacks logbook notes: “Escorted Italy to Yugoslavia and back. Most interesting”. On arrival, these transport planes had to land at agi escaped prisoners of war six Dakotas frot iss field on a mountain top to pick up nd evaders. No enemy aircraft were seen. Jack landed back at San Severo after 5 hours 30 minutes, very happy, as were all 38 pilots who took part in this rescue mission. Aftera days rest, the 12 August brought the final, homeward leg of the mission. The B-17s were to bomb Toulouse airfield in Southern France. In the target area an unfort wcident occurred when a Junkers Ju 8 was reported at 29,000 feet. One of the pilots from 364th Fighter Squadron closed in behind the aircraft and, over enthusiastic, opened fire. It was a Mosquito Mk XVI, one of two from the 8th Weather Reconnaissance Squadron reporting weather conditions and other inform the bomber leader. The Mosquito’s navigator bailed out of the stricken aircraft but the pilot was not so lucky, being killed in the crash. When Flight Lieutenant Cleland finally touched down at Leiston he had been airborne for an incredible 7 hours and 35 minutes. It was, the longest flight he was to make in a fighter during his service He then had two days off and it is likely that at this time he painted ‘Isabel III’ in yellow letters outlined in white on the nose of ‘B6 Two black victory crosses were added and his aircraft code was chanj from ‘B6-B’ to ‘B6-V’. Jack flew ‘Isabel IID with this latter code until the end of his tour! pate tion direct to career. FINALE After only two days rest, Flight Lieutenant Cleland was back on the busy schedule of escort missions; often strafing ground targets on the trip home, as he helped to reduce the road and rail stock of the enemy For 18 August, after escorting B-26 medium bot book records “Clobbered train on way back and 700 bailed out into nearby field". After the Mustangs had finished their strafing runs about half of the unfortunate German soldiers lay dead or wounded. Once back sa and rearmed with 2x500Ib bombs for a 1500 hours mission. A tunnel, trains, rolling stock, rail tracks and a station suffered the attention of Colonel Graham and 34 other Mustang pilots. Jack's tally was four trucks bers to Paris, his log man soldiers ly at Leiston, the aircraft were quickly refueled Flight Lieutenant Jack Cleland and his ground crew with their aircraft in late August 1944. From the left are Louis Barry, William Sutherland, unknown and Jack Cleland. The two victory crosses represent the two Fw 190s Cleland shot down on 12 June while a member of 616 Squadron, RAF. This aircraft was received in natural metal finish, but because the 357th anticipated operating from France in the immediate post D-Day period, they needed to camouflage their aircraft for better concealment on the ground, American camouflage paint stocks were limited in the summer of 1944 and so the Group painted a high proportion of their Mustangs, including this one, in RAF Dark Green upper surfaces and Medium Sea Grey under surfaces. (A Cleland) 1. The V code had belonged to Robert Foy ying P-51D, code 'B6-V 44-19712, ‘Reluctant Rebet He ended hs rst combat tour withthe 36314 FS in late July, 1944, Ater Jack returned to the RAF, the 'B6-V cade was taken back by Raber Foy when he rejoined the 383rd FS for his second tour This time he was assigned a P-510, 44-63621, which he named Lite Shrimp. Rober Fy frished the war with 17 aircraft destroyed inthe ar, the highest scoring ace to ly wih the 96rd FS. Ventura Classic Warbirds No. 5and three staff cars. One technique perfected in August, when attacking German airfields, was te release their drop tanks and strafe them. The exploding tanks added ‘weight’ to the P-51’s fire power. When Jack Cl Leiston on 5 September 1944, after 5 hours 5 minutes escorting Jand landed at bombers to Stuttgart; it brought the curtain down on his third and final combat tour. On 6 September he returned to 616 Squadron; now at Manston, Kent and operating a full complement of Spitfire Mk Vils, plus a detached flight of Gloster Meteors. It was on. 23 September that he took a Spitfire Taal passcetandinie ound] Gan Mk VII to Leiston to show his American comrades, then on the 25th, with their P-51D, B6-B'44-13714 named Jack bade the 357th goodbye for the last time. He returned to ‘Desert Rat. This is why Jack Clelands Manston to await his next posting. It was to be as an instructor at aircraft was coded ‘B6-B’. Pascoe flew the Frantic V mission to Russia, but in a different fight to Cleland. Pascoe scored No. 53 Operational Training Unit Jack Cleland died of cancer in 1970 and his late wife Isabel, after named, passed away in 2000. They are survived one aerial victory before being shot down. , - and taken prisoner on 12 October 1944. by their four children, Norman, Richard, Bruce and Alison. (Woe De Shay via T Nelsen) whom his aircraft wer P-51C ‘Pride of the Yanks’ was flown by Charles Sumner with the 364th FS. From the left are: Robert Picket, armourer; Arthur Koval, Assistant Crew Chief; Lee Henley, Crew Chief; Joe De Shay, Flight Chief and Sumner, who finished the war credited with 4'V2 aerial victories. (J De Shay via T Neilsen.) Ventura Classic Warbirds No. 534 FicHTers AT NIGHT The Nightfighter Squadrons attached to the Allied Air Forces in Europe in 1944 approached their task with an ever increasing sophistication. RAF Squadrons flew De Havilland Mosquitos while their USAAF counterparts increasingly re-equipped with the Northrop P-61 Black Widow, at that time the only aircraft designed from the outset as a nightfighter This chapter isa first hand account by Allott bites, a member of 488 (NZ) Squadron 2nd Tactical Air Force and is adapted from his self- published book ‘Monkeys Birthday’ To FRANCE The Squadron moved to Europe in November 1944 from Hunsdon, near London, to Amiens, ‘Amiens-Glisy airfield had been constructed by the Germans adopted a scorched-earth policy towards all buildings, rs and living quarters. Buildings which hadn't been who, in retre especially han; destroyed by Allied bombing were systematically rendered uninhabitable. Thus we found ourselves quartered in a motley coll high up the walls (which sealed off any draughts). There were lots of grey blankets, but one still went to bed more-or-less in full flying kit, including our fleece-lined flying boots. Our ground crews worked long and hard on our Mosquitos in post severe conditions, in makeshift shelters and took a great their work. On one occasion they actually fitted a linoleum tion of wooden huts, with boarded-up windows and snow drifts the pride ‘Above and below. Fiying Officer Allott Gabites and Navigator/Radar Operator Flying Officer Philip Bryers. The two men served all their time in 488 Squadron together, having met at their OTU. The battered appearance of parts oftheir Mosquito NF Mk 30's, (MM811) tail surfaces is due to a petroleum jelly substance smeared on as an anticing measure. Some winter nights in France the temperature dropped to -30"F: Ground crews swept the entire surface of each wing with buckets of de-icing fluid every half hour, on aircraft being kept at readiness. (A Gabites) ‘Ventura Classic Warbirds No. 5floor into a new Mosquito to make it more comfortable! When 488 Squadron moved up to Gilze-Rijen, the German army still occupied the territory north of the Meuse which was field There were a number of Flying about six miles from the bomb sites just over the river with their launching ramps aimed at the port of Antwerp, which was being reopened as a main supply c for the Allied armies. Our airfield lay directly on the path of these missiles and occasionally one would develop a fault in its autopilot mechanism and get completely out of control. We were standing outside our dispersal one evening watching these un- craft fly over when one suddenly dropped a wing and began to turn back towards the airfield. It lost height rapidly and headed straight for us. After the event it was interesting to recall the reactions nds as the bomb approached. Whether to hold one’s ground or fall flat on one’s face? of the various Squadron members in the few sec Personally, I stood rooted to the spot, totally unable to move. Some of the others threw themselves on to the ground. There was a terrific explosion as the thing landed and made a large crater on the other side of a hut from me, breaking its windows and lifting the roof Our patrols were carried out far into Germany and my logbook records night patrols during November around such cities of the Third Reich as: Krefeld, Aachen, Gladback and Cologne. It was unpleasant, and indeed somewhat unnerving, to be caught occasionally in rchlights; but the greatest threat, apart from the hazards of icing-up, was from enemy nightfighters. At that stage we had no rear-looking radar and we relied entirely on the speed of the Mosquito to avoid interception. There were other Mosquitoes patrolling on most nights and one heard some interesting conversations. One such exchange between an RAF pilot and the Ground Controller sounded like ar hall act I say, old chap. That “friendly” you put me on to is a Me 110." ‘Sorry old man, why don’t you shoot it down.” ‘As a matter of fact, | have ‘Good show.” On one frequency I even heard some Luftwaffe pilots chattering away I couldn't resist call sic toeach other in their native tongue. them up... Belt up you dirty rotten Huns." Incredibly, the reply came back in perfect E ‘Shut up you filthy Brtisher One foggy night my Flight, ‘A’ Flight, was on stand-by when we heard a Junkers Ju 88 approach and circle near our airfield obviously looking for a target. We heard bursts of machine-g thumping sound. Some time later there was a call from our Group Headquarters which ha crashed Ju 88. Thisaccident came about when the aircraft struck a lighting pylon in the Amiens n fire, followed by a loud been informed of Ventura Classic Warbirds No. 5 This photograph well illustrates the bulbous radar nose and wide ‘paddle blade’ propeller, both characteristic of the de Havilland Mosquito NF Mk 30, ‘operated by 488 Squadron. This Mk 30 had suffered an undercarriage collapse when landed by Wing Commander Beaumont, on the right, with his radar operator, at RAF Predannack in Cornwall 1944 Note the Wing Commanders pennant painted below the cockpit. (D Kain) 3536 rail yards. In the grey light of dav I drove there with our Intelligence Officer to inspect the wreck, Three bodies had been pulled from the Ju 88 and a French policeman handed mea number of papers and identification tags. We collected a number of personal belongings for despatch to the Red Cross and I noticed that one of the dead German crew hada finger missing. I was sickened to hear that his gold ring had been removed, finger and all, before the police arrived. Later the Intelligence Officer told me that the German airgunner had ried a letter to his mother. It said, among other things, that he was looking forward to coming home for his next birthday. It would have been his seventeenth.” A ‘DAY’ At THE OFFICE “Before each night oper: daylight. This involved a test flight and checking the sixteen high- frequency radio channels we used. There were long nights waiting at readiness in our makeshift dispersal hut when the weather closed in. and flying was abandoned. But we sat around in our flying boots, scarves, and lambswool jackets in case the telephone rang for a scramble. We were an all-weather unit and if the Germans flew, we had to respond, foul weather or not. Parachutes were already in the aircraft and basi cockpit checks completed so that, with radio and oxygen plugged in, we could be airborne in less than a minute. The 2nd Tactical Air Force nightfighter squadrons employed a system whereby aircrews were on duty for 48 hours night and day, and were then allowed two days to relax. This gave us time to make 1s the countryside either by jeep or on foot. There were walks along the banks of the Somme and visits to the remarkable Amiens Cathedral. Interestingly, a plaque inside attached to one of those ancient stone columns, commemorates the sacrifices of the New Zealand Division in the defence of the town in 1916, Other reminders of that time were all around the airfield. We took off over a white marble memorial to the Australian Light Horse and almost every ridge seemed to have a World War One cemetery. Ona lighter note, one day we were American B-25 Mitchell flew alongside chall so [gave the Merlins a burst and began to overtake him. At almost full throttle we managed to establish a clear lead and, not wishing to ove stress the Merlins, I broke off the contest. Then Phil said, ‘That looks like Paris down there.’ I dropped through a hole in the cloud and levelled out at about 500 fr to see the Eiffel Tower flash past on our port bow. At nearly 1,000 ft high it was a dirty grey and streaked with rust from obvious neglect.” ion it was necessary to test the aircraft during excursions explor wit an air test when an us to a speed test; Battie oF THE BULGE wards Christmas 1944 a great blanket of fog descended over Northern Europe. This encouraged Hitler to make his last great gamble. Tue ‘Q’ site In World War Il the RAF employed an army of back-toom boys to develop ways of fooling the enemy. One bright idea was to install a dummy flare path about 3 miles down the road from our aiirield and switch off the main airfield lights. The basic idea was sound, but it was a well-kept secret where such devices were to be employed. In fact, very few were set up and were virtually unheard of on the squadrons. So well- kept was the secret that I personally became aware of only one — I was to find out about it the hard way. They were to be named, quite appropriately, ‘Q-Sites’, after the deceptive 'Q’ Ships ‘of World War One. The flying weather that winter of 1944/ 45 was appalling with the freezing level at zero feet for weeks on end. One night, in early March 1945, the low ‘cloud which preceded a wall of foul weather had not yet reached Amiens. While the air armadas based in Britain and the German Air Force defenders were all stood down; our lone Mosquito took off from Amiens to patrol the bridgehead the US 9th Armoured Division had established on the eastern banks of the Rhine at Remagen. As we climbed on course for Remagen | can remember Phil remarking that for one night we were the spearhead of the great Allied invasion of Germany. Ina brief moment of glory we were alone in carrying the air war to the enemy! (continued next page) Ventura Classic Warbirds No. 5Without support (6r opposition) from the air, the German army broke through in the Ardennes. There of confused fighting which became known. were d as the ‘Battle of the Bulge’. Initially the Allied Air Forces were grounded by the weather, and 488 Squadron at Amiens, was held in readiness to cover any night activities. But it wasn’t until Christmas Day that we operated over the battle area, By 27 December the crisis on the ground was under control and the weather in the Ardennes had cleared so that the American and British ground attack squadrons could destroy the enemy supply columns.” 488’s Last ‘Ace’ “In the aftermath of the ‘Battle of the Bulge’ the Luftwaffe assembled all avail ad staged an early morning raid on Allied airfields in Northern France and Belgium on New Years day, 1945. It so happened that on the same night one of our pilots, Flight Lieutenant Kenneth ‘Chunky’ Stewart, was badly shot up by the aerodrome defences of the German nightfighter base at Rheine, as he stalked a Luftwaffe nightfighter. With his hydraulics shot away he headed for Brussels and successfully put his Mosquito down on the n Soon afterwards, as dawn approached, hoards of Fw 190's attacked. Tucked under the wing of a USAAF B-17 Flying further d: surrounded by burning aircraft. That was the scene of destruction which greeted Phil and I, when we landed at dawn ble aircraft a ain runway Fortress the Mosquito esc age, but w on 2 January to collect ‘Chunky’ and his navigator Bill Brumby. One night in February ‘Chunky’ and Bill were patrolling over Holland when Ground Control warned that they were being followed by an unidentified aircraft. An etherial night dogfight ensued between the two nightfighters guided entirely by their own radar. With a great deal of weaving about ‘Chunky’ managed to get behind the other aircraft. After a brief visual contact it was identified as a Junkers Ju 8G. nightfighter. Following a short burst of cannon fire on a fairly wide 1. This had been a duel to the death atched opponents, in which the outcome was innery skills and a small but deflection, it blew up in mi between closely determined by superior flying and significant edge in technology: Ventura Classic Warbirds No. 5 (trom previous page) We arrived at the patrol line at 10,000 feet to be greeted by a display of “friendly light flak. We could distinguish the bridgehead through the ground fog by a concentration of tloodlights, flares and tracer and kept a respectful distance from this hive of ground activity Atter completing our patrol we picked up the radar beacon at Lille, but the ‘weather had clamped down completely and from the air there wasn'ta glimmer Of light to be seen. And, what's more, Ground Control knew of nowhere else to go, but thought that Amiens might stil be open. As | orbited the beacon at Amiens with all petrol gauges looking decidedly sick, a patch of fog lifted and | glimpsed a flare path under one wing, “Hallelujah, 'm coming in! As the wheels touched a brillant red Very light flashed under the port wing, but there was no time to grasp its significance as the aircraft was already settling into the landing attitude. Then all hell broke loose as the aeroplane (continued next page) Number 488 (NZ) Squadron members, Flight Lieutenant Kenneth W °Chunky’ ‘Stewart on the right & radar operator Flying Officer Harold E ‘Bill Brumby with Mosquito NF Mk 30, NT263, showing their 5’ victory markings, April 1945. Both were decorated with the DFC for their successes in the winter and spring of 1944/5, (A Gabites) 3738 On the night of 26 March 1945 ‘Chunky’ and ‘Bill’ were again patrolling the Rhine bridgehead and intercept a Me 110 which, after a short burst, hit the ground with a brilliant explosion. Their radar then partially malfunctioned but naged to they managed to contact a Heinkel He 111. ‘Chunky’ gave it aa burst or two and it went into a steep dive. At the same time he realized that he was being chased bya German nightfighterand had to break off the engagement. That night the 488 Squadron ‘B’ Flight score was two destroyed and one damaged, for the loss of one Mosquito. Following these successes there were many hours of patient patrolling and sky-searching and it was well into April before ‘Chunky’ and Bill were directed on to a ‘Bogey’ over the Ruhr. In the long chase that followed, the rear gunner on the Me 110 opened fire on the Mosquito several times, but ‘Chunky’ was not able to bring his sights to bear and fire his own guns. Presently a small fire started in the tail of the Messerschmitt which grew and grew until the enemy aircraft dived into the ground and exploded. Although their guns had not been fired, ‘Chunky’ and Bill were credited with one enemy aircraft destroyed ~ the enemy’s tracer had set fire to his own tail! Thus ‘Chunky’, tively short time had brought his score up to five enemy aircraft destroyed and one damaged. Recognition of this achievement was to come with the award of Distinguished Flying Crosses to both ‘Chunky’ and Bill. They were to be the Sqi Ac A Woman In UNirorm “Late one night ‘A’ Flight aircrews were in the dispersal hut at Amiens. Glisy at readiness when an unfamiliar Mosquito landed. While it was being refuelled the crew of two joined us in the hut for a mug of tea. I shall never forget the shock when we realized that the RAF pilot was accompanied by a female figure in the uniform of an Army Captain. Apparently they were to penetrate deep into enemy-held territory at low level with a short-range radio to contact pockets of the underground Resistance. Picking th called for some finesse and we wished them all the luck in the world. In those days the concept of airborne combatant roles for women was virtually unheard of.” GLeN MiLter Is MISSING “During this period V1 Flying bombs were still getting through to London, in spite of the best efforts of the RAE It was decided to establish ed belt of light craft guns along the coast. Aircraft were totally prohibited from flying across this narrow zone below 7,000 ft, and we were only too happy to observe this order to the letter. But one day our Intelligence Officer reported that a light communications aircraft had wandered into this prohibited area and idron’s last ir way between defended areas at treetop level ontinental concent nti-a (tram previous page) leapt high into the air again and then stalled sharply back on to the flare~ path with a sickening crunch. Incredibly, we burst through a thicket of young trees which created an alarming racket as their bare branches whipped against the propellers and cockpit. The undercarriage held up through allthis hammering, but shorty afterwards the port whee! sank deeply into a patch of soft ground and collapsed. Fortunately there was no fire, probably because the tanks were virtually dry! My first reaction was one of entire disbelief. This turned to rage as | couldn't think where had gone wrong. There was simply no explanation in ‘my mind for thi incredible landing, By this time Phil managed to get the lower escape door open and was lying doubled up on the ground. | crawled ut after him, in some pain as a knob on the instrument panel had smashed into my kneecap. | then climbed back into the cockpit to see if | could raise the ambulance on the radio. The existence of the ‘Q-site’ was explained to me and it became clear that | had earlier missed a vital briefing fon the subject, as | had only just returned from a Gunnery Leader's course in England. The dummy flare path was never used again as far as | know [as shortly afterwards 488 ‘Squadron moved north to Holland) (A Gabites) Ventura Classic Warbirds No. 5been shot down by our own guns. It so happened that Major Glenn Miller went missing that day on tin Paris. his way toa band cone There have been a ni theories to account for his rance and, although it is disappe not always wise to jump to conclusions, the true explanation could have been ‘friendly fire’ followed by a successful cover-up to avoid inter-Allied compli The occupation of southern Holland as far north as the Meuse allowed the Allies to take over the German nightfighter base of Gilze-Rijen early in the New Year. Although still based on Amiens, 488 Squadron used Gilze an advance airfield so that our patrols could ny. Hav ber of useful ate further into C pen been a well-established Luftwaffe base, there were ar nd comfortable brick buildings remaining at Gilze; although thi jority had been demolished either by Allied bombing or the retreating Germans. We the Gestapo had shot a number of the were told that, on depart Dutch domestic workers and hidden their bodies under the floors of the wrecked buildings The surrounding forests of stunted pines were bristling with land mines booby-trapped with trip wires for the unwary, but small clearings craft. This factor Air Force launched its last great offensive (with over 1,000 fighter aircraft) on. among the trees gave good cover for the dispersal of probably helped to minimise our losses when the cour forward airfields, early morning on New Year's Day.” A capturep B-24 Liperator “On one occasion Phil and I were on a fairly long-range night patrol which took us up to the Baltic coast. The Ground Controller directed us on to an unidentified aircraft which appeared to be heading south from the Kiel area. I managed to identify a fou twin tails, This was obviously not a ‘Hun’, but to my surprise I was told to stick with it and shadow the st time we did this all the way across northern Germany and Holland, with Phil fine tuning his radar contact while I practised attacks from all angles in gaps of clear air between the cloud masses. It was only after we landed that our Intelligence Officer gave us the explanation for this strange incident. Apparently the Germans had captured a serviceable Liberator from the Ameri it to parachute supplies to their beleaguered garrison in one of the Channel ports. Although Intelligence suspected that something like this was going on, nobody that night was prepared to give the order to shoot it down. The German crew all deserved the Iron Cross, First Class, and I hope that they survived to enjoy the peace In the last few months of the war we sometimes saw V2 rockets z from their launch pads; painfully slowly at first s up on their way to London engine bomber with nger. In what seemed like a waste of and were suspected of using nidst a sheet of risi flame, then acceleratit Ventura Classic Warbirds No. 5 Another nightfighter Squadron operating de Havilland Mosquitos in 1944 was 456 (RAAF) Squadron. This photograph is from the collection of the late Robert (Bob) Richardson and may be Mosquito NF Mk XVII, NT296/G, which was flown by Flying Officer Richardson and his navigator! radar operator Flying Otficer Landy on. occasions, The suffix ‘G’ after the serial number indicates that the aircraft is fitted with secret equipment and was to be guarded on the ground at all times (via P Roberts and A Lamb) 3940 On our off-duty days Phil and I hitched rides to a number of the liberated areas and were quite surprised at the way we were permitted to penetrate into towns which had been only recently captured. The troops of the First Canadian Division were most friendly and cooperative pressed on northwards from and lent us a jeep on one occasion. Wi Nijme on the day that it was finally cleared of Germans by the Canadians. Civilians had long since been evacuated from Arnhem itself and the streets of the town centre were deserted, apart from a party of soldiers gen and actually infiltrated as far as the town centre of Arnhem who were putting up rough signs at intervals to remind all that ‘The penalty for lootis snipers left by the retreating Germans were being rounded up towards the outskirts of the town. Dan windows and the pavements were littered with broken I wandered into a deserted d the strains of a Chopin Nocturne coming from the rear of the shop. A lone solder, completely lost to the world, was seated at concert grand. We withdrew quietly so as not to disturb him, It was significant that Cleves, hometown of one of Henry VII's wives, was reduced to rubble in the All is death’. Sporadic bursts of fire could be heard as age seemed to be confined to shop iss. We partment store and were astonished to hear gnificent ed advance to the bridgehead at Emmerich. This was the first town actually on German soil to be the troops their first opportunity in two the occupied, and as such g world wars to wreak a little havoc within the Fatherland itself devastation was complete With the shortening hours of darkness as winter e way to spring in 1945, we sometimes found tata low -ver possible our Mosquitoes were paired ourselves returning from patrol in daylig level. Wher ‘on these occasions so that one aircraft could weave from side to side to protect the tail of the other from attack, but generally we were on our own. I derived great satisfaction from flyin picturesque villages shouting up the main street of akey, benefit of the inhabitants still in bed. With roof tiles akey’ for the flying in all directions there would be a few leaky roofs to add to the troubles of the ‘Master Race’. Left and below, two photographs of Mosquito NF Mk XVII, HK290/G of 456 (RAAF) Squadron, flown by Flying Officer Fred Stevens with Flying Officer Andrew Kellett as radar operator. On 5 July 1944 Stevens and Kellet shot down two German Heinkel He 177 heavy bombers and these Victories are represented by the two Luftwaffe-style crosses on the aircraft's crew entry door. Inthe left photograph the suns glare is masking the kangaroo symbol in the centre of the roundel on the crew entry door. From February to December 1944, 456 Squadron wes based at Ford in southern England where their duties were night defence and anti-V1 patrots. From Ford the Squadron moved to Church Fenton until March 1945 and finally to Bradwell Bay where, with the wars end, it was disbanded in June 1945. The camouflage scheme is the standard nightfighter scheme at the time of Medium Sea Grey overall with a disruptive pattern of Dark Green on upper surfaces. (via A Lamb) Detail of the crew entry door of ‘Mosquito Mk XVII, HK290/G. The three upper symbols representing V1s destroyed, are red with white outline. ‘The two crosses are black with white outlines. (F Stevens and A Kellet) Ventura Classic Warbirds No. 5Phil and | patrolled the Ruhr Valley with its on the night of 4 April 1945. From 10,000 fe shellfire on at conurbation we could see intensive Il sides with fires burning as faras the horizon. From the air shellfire different from bombing, with many more smaller flashes and pinpricks of light. It must have been hell on the ground, but no doubt many of the civilian population would have been looks quite evacuated and those left would be ensconced in deep shelters. A few short weeks later these people were to emerge almost miraculously from the ruins, to clear the rubble and begin the process of rebuilding their homes and factories. In those last few weeksbefore the German collapse the Luftwaffe was still fighting, but totally on the defensive. For our nightfighters there were fewer targets and our patrols took us as far as the advancing Russians in one of two sectors. We were issued with plastic Union Jack flags to hang around our necks with the words'YA ANGLICHAHNIN' on the reverse. I’m sure that the peasant soldiers of the Soviet Union would not have been terribly impressed. My logbook records a night patrol over the on 21st April, 1945 and I well remember this occasion. I had hoped to get airborne early, as Intelligence reported the possibility of German transport planes filled with high-ranking generals heading for a last stand at Berchtesgaden (Hitler’s mountain retreat). Unfortunately we were delayed on the ground with engine trouble and when we took off Control vectored us to Hamburg instead. The reports proved well founded and one of 488 Squadron's aircraft managed to ‘bag’ a Junkers Ju 52 transport heading for Austria in the early morning. Towards the end of April the order came for 488 (NZ) Squadron to be disbanded. Our aircraft were grounded and we were sent back to the U.K. ona tank landing craft. But not before we had stuffed our bedrolls Hamburg-Hanover area with captured champagne now surplus to the requirements of our closed- down Mess. Of all the New Zealand manned fighter squadrons, 488 ranked second behind 486 in terms of aerial victories; quite an achieve nightfighter squadron. It is difficult to describe the mood of the aircrew. It was so good to think that the war was over, that our side had won and that we were survivors.” Post war, Allott Gabites toured parts of Germany hefore returning to eivilian life and studying at the Architectural hool in London. He and his wife Audrey are now retired and live in Paraparaumu, New Zealand. They have two sons, John and Christopher. ent for a Association § Ventura Classic Warbirds No. 5 In 1945 USAAF Northrop P-61 Black Widow nightfighters, like this one, began to drop in on RAF forward airfields. Like many other RAF pilots, Allott Gabites felt their American Allies could be ‘over-enthusiastic’ and was grateful for the Invasion stripes which identified their aircraft. One rumour hich circulated was that the American pilots fired their guns on landing if they found themselves running out of runway, ‘When 488 Squadron moved to Holland, they found support given by the USAAF Air Transport Command, with their Curtiss C-46 Commandos, Unstinted and invaluable. (A Gabites) ‘An English navigator/tadar operator serving with 488 Squadron in 1945 was Flying Officer Noel Fellowes, here standing in front of a wrecked Dornier D0 217 nightfighter on a Dutch airfield All who examined it were struck by the crudity ofits manufacture. (A Gabites) 4142 TEMPEST SQUADRON This chapter is based on interviews with Flying Officer Ray Dar DEC, who served with 486 (NZ) Squadron, plus additional mate! from aviation artist and researcher Ron Fulstow. In a manner of speaking 486 Squadron was both the first and the second RAF Squadron privileged to receive the new Hawker Tempest MK V. The first Tempests arrived on 14 January 1944, while the Squadron was based at RAF Tangmere, on the south coast of England. 485 had been continuously on operations for 16 months, as part of 11 Group Fighter Command. However in early February, before they had taket the new Tempests on operations, most were damaged when they flew cd the few undamaged ly became the first into a flock of Plovers. They were soon told toh Tempests over to No. 3 Squadron, which accor unit to fly the Tempests in combat. Some squadron members felt the loss of the Tempests was punishment from higher authority following the Plover incident. More Tempests were received in April and 486 became the second RAF Squadron to become operational on the type Preparinc For D-Day Ray Danzey recalls, “The Squadron received a second batch of Tempests in April and moved to Newchurch in Kent. Then in May, 486 Squadron moved south to the Dungeness peninsula and took over two farm paddocks with a temporary steel mesh runway. This was to familiarise us with temporary lan soon after D-Day. We put up tents to live in like other Squadrons intended to be part of a mobile Wing in France. ‘We completed a number of sorties over the Normandy beachhead on D-Day and those following. Then the first VI flying bombs struck England at 4.30aM on 13 June 1944 and the Squadron's mission was changed to meet this new threat. The V1s flying overhead that night got us all out of bed and sounded like two-stroke motorbikes flying overhead, it was a weird engine noise. We thought we should attack to France ng grounds in anticipation of mo these things and so we did THE ANTI-V1 CAMPAIGN “The Squadron was divided into two enlarged flights with each half on alert for a 24 hour period from 10aM to 10a the next day. Each flight had alternate rest days. The easiest time to attack Vs was in the early pre-dawn light at 4-4.30am. I destroyed 11 Vis altogether, but only full daylight. The Vis power unit created a bright exhaust trail in the sky which was easily seen, whereas to see the little ‘sods’ in daylight was very difficult because they only had a 16 ft wing span and travelled at 380 mph. The Tempest had a top speed of 440-450 mph and our tactic was to dive on the VIs to catch them, before they entered the area of the balloon barrage a few miles inland, A system was instituted whereby we interacted closely with the Observer Corps. A call would come through from a coastal observation post reporting that one or more V1s were approaching the coast at say 2,000 fe. We would then patrol at 3,500 to 4,000 ft. There were enough observation posts along the coast so that as a V1 flew over the various observers, they would fire Very Lights (flares) as it passed overhead and we would follow this trail of Very Lights. This was a good simple system in daylight A lot of people talk about Vs being tipped over in flight — very few ever were. Of the eleven I was credited with, a few exploded in midair. Raymond Jack Danzey 1921 - 1998. Ray Danzey had originally joined the RNZAF on 13 January 1941 and arrived in England via North America (on 18 November 1941. He joined 486 ‘Squadron in June 1943, ata time when it was flying a few missions over the Channel and France but not meeting much Luftwaffe opposition. This changed in October 1943 when the anti-V1 launch site campaign began. He served on through the Squadrons ‘most arduous period of operations, until March 1945, He eventually left the United Kingdom for home in August 1945 and returned to civilian life in New Zealand. Ray Danzey died on 9 November 1998 and is survived by his wife Jose and their children, Chris, Laura and Ruth. (R Danzey) Ventura Classic Warbirds No. 5After shooting down the second one I landed back at Newehurch with, one wing bare metal where the paint had been blasted cleanly off; while the fuselage was covered with a dirty coloured greasy stuff you could write zer. This was the actual explosive from the bomb, called ‘titinium’ I think. Some people say, ‘Oh but a V1 could not shoot back at you’. The interesting fact here is that we only lost two pilots to enemy action in the three years and two months before the VI campaign, but three pilots killed and more injured in ten weeks against the VIs. The main cause of these casualties was not the Vis exploding, but trouble with the Tempest’s Sabre engine. We very hard to catch the flying-bombs, after the coastal guns, but before the balloon barrage. I strayed into the balloons once because I just got carried away chasing a bomb a little too far. Fortunately | emerged unscathed by turning hard to starboard. By the first week of August 1944 V1s came to an end. Every Squadron was trying to get in on the act and at times [felt frustrated with five or even six other aircraft firing at one VI from far astern with no real chance of hitting it. These pointless attacks were simply dangerous to any aircraft making a correct diving, high speed attack closer to the particular V1 On 23 August, I crashed on takeoff (because of an engine malfunction) and then spent a month recovering in Warmington Hospital. When I rejoined the Squadron I found that | had never been taken off strength, even though I had been away for some week n with your fi ad to push our engines y period of flying against the To Betcium “On 29 August 1944, 486 Squadron moved to Grimbergen, Be and one of our missions from there was to help cover the Amhem airborne operation. On 1 October, we flew forward again to the large, recently liberated airbase at Volkel, in the Netherlands. At one time, ‘ound refuelling party on 10 to 12 men was sent north of an advanced gt Volkel. They travelled by road, through a narrow Allied controlled corridor to an advanced landing strip. From there they were to refuel our aircraft closer to the front lines. With Germans still in control cither side of the road, they were never heard from again and wet presumed killed. At Volkel, together with 3 and 80 Squadrons we made up 122 Wing, all flying Tempest Mk Vs. The Wing's pilots took over part of a Benedictine Monastery for accommodation. The resident monks retained the third floor and the 125 pilots used the lower two. Each of us slept ina monks cubical with the bed consisting of a slate slab and two blankets. Later we were billeted in the village of Uden, near Volk: That was in January 1945 and it was so cold the ground staff woul pour fuel onto the runway and set fire to it, as a method of clearing ice. ‘At that time pilots would take turns flying over to London about every four weeks, with one of the highlights being a visit to a Turkish bath near Admiralty Arch.” TRAIN ATTACKS “Attacking trains was a risky business. An entry in my log book for 4 October 1944 records ‘attacked two trains’, but of course a pilot put the harest outline in his log book. When Ladd up the score for that one mission, the Squadron attacked several barges, 7 or 8 locomotives and numerous open-topped and closed goods wagons. We never strafed passe carriages, never. Ventura Classic Warbirds No. 5 Flying Officer Ray Danzey climbing out of a Hawker Typhoon at Tangmere, 1943, (R Danzey) Pilot Officer Jimmy Sheddan, another 486 Squadron pilot, with a Hawker ‘Typhoon in 1943. Note the black and white Typhoon type recognition stipes Under the wings, not to be confused withthe later invasion’ stripes. The white stipes are 24" wide and the black 12" Like other RAF Squadrons, 486 suffered serious problems with the Typhoon, such as tals breaking of in dives and carbon dioxide seeping info the cockpit from the Napier Sabre engine. ( Danzey) 4344 We attacked trains in a shallow dive from 2-300 feet and ‘hopped’ over the locomotive. If your dive was too steep you would have to pull up early. On one occasion (after shooting up an engine) I recall looking over my shoulder to see the passengers crouched beside their carriages. After each mission the squadron Intelligence Officer and Clerk would debrief each pilot and write up extensive notes on the operation.” Top Cover - 27 Decemser 1944 Seven Tempest Mk Vs of 486 Squadron engaged 60+ Fw 190Ds of III/ JG54 (The Third Gruppe of Jagdgeschwader 54) over the Miinster area on 27 December 1944. It was the first combat experience for most of the German pilots, as III/JG 54 had been rebuilding and training new pilots after almost being wiped out in the air battles over France in the Summer of 1944. In the space on 5-7 minutes 10% of the Gruppen destroyed for one Tempest shot down. III/JG 54’ mission that day was to act as landing cover for the Arado. Ar 234 jets of 9|KG 76 (The Ninth Staffel of Kampfgeschwader 76) as they returned to Miinster-Handorf from a bombing mission in the Ardennes!. The Gruppe’s four Staffel (9. 10. 11. and 12. plus their Gruppen-kommandeur Hptm. Weiss and his Staff Flight) assembled themselves in a formation stepped from 6,000 ft to 10,000 ft. 10. Staffel were the highest and were led by the experienced fighter pilot, Leutnant Peter Crump. The Gruppe was on station patrolling near Munster when the 486 Squadron formation sighted them ‘dow Flight Lieutenant Keith G ‘Hyphen’ Taylor-Cannon was leading seven 486 Sq the Paderborn area of Germany, near the Dutch border. They were approaching Miinster, when he sighted part of the German formation [15+ fighters two thousand feet higher than themselves, according to the Squadron Operations Record. At the same altitude as 486 according aircraft we vader sun) iadron Tempests on an armed reconnaissance patrol over 486 Squadron pilots during the V1 campaign when they were based at Newchurch, on Romney Marsh August 1944. From the left, standing on ground are: the two Squadron Doctors, Flight Lieutenant James R Cullen, Flight Lieutenant Vaughan St.C Cooke, Flying Officer James G Wilson, Flying Officer Robert D Bremner, Flying Officer Bevan M Hall, Squadron Leader James H lremonger, Flying Officer Wiliam A Hart, Flying Officer Raymond J Danzey, Flight Lieutenant Eric W Tanner, Flight Lieutenant Harvey N Sweetman. Seated on wing: Flight Sergeant James W Waddell (killed in action 17 August 1944), Warrant Officer Harold K Williams (killed in action over Holland, 14 March 1945), Flying Officer Raymond J Gammock {killed in action over Holland, 6 October 1944). Top row: Flying Otficer Owen D Eagleson, Unidentified, Flying Officer Henry M Mason, Flying Officer William AL Trott, Flying Officer Frank B Lawless, Flight Lieutenant James H McCaw, Flight Lieutenant John H Statford, Flight Lieutenant Lloyd J Appleton and Flying Officer John ‘Stedman. (R Danzey) 1. Uranke, Page 80 Ventura Classic Warbirds No. 5to Jack Stafford]. In a split-second Taylor-Cannon ordered his own ‘Red! Section comprising himself, Pilot Officer Sid Short, Flying Officer Keith Smith and Flight Lieutenant Rick Tanner to full power and sped in to attack this Group of German fighters. In another instant, [Crumps] Schwarm were sighted and Taylor- annon ordered Ray Da ‘Green’ Section to engage them, Danzey’s section included his No. 2, Bevan Hall and Jack Stafford. ‘Green’ section climbed to engage Crump's Schwarm (his light of four fighters) who dived into the midst of the three Tempests. In common with other Tempest an operation with eighr aircraft plus a ‘spare’. Ifnone of the eight the spare should have returned to Volkel. On this occasion ‘Green 4? had also aborted, resulting in a formation of seven In the initial clash ‘Red’ section appear to have successfully ‘bounced’ strageling elements of 10. Staffel and then, after a short period the fight bought them back together with ‘Green’ section who had been engaged by Peter Crump’s Schwarm. Aircraft of 12. Staffel were drawn in as the dogfight lost altitude. The 486 Squaclron pilots believed they were fighting a mixed group of Fw 190s and Bf 109s, however (almost certainly) all were Fw 190Ds of II1/JG54. For the sake of readability the author has altered the 109s spoken about in the following transcription to Fw 190Ds. zey's Squadrons 486 would commence Jack STAFFORD RECALLS “As we climbed at this large force of German fighters, most of them dived past us and kept going down [and engaged Red Section).” Stafford lost sight of Ray Danzey and found himself in the same piece of sky as Bevan Hall. The developing dogfight with Crump’s Schwarm, “Las turning and crossed in front of a 190 when another 190 passed with a Tempest behind it [Hall] and another 190 [Crump] behind him, id shooting'. I took a shot at the second 190, which broke away a as I turned | s.1 pulled into a steep turn and kept a little top rudder on to maintain height, but [Crump] kept his position. I could sce the pilot through his windshield but he couldn't gain any deflection on me. He kept pulling a little tighter and firing and I could see his aircraft shuddering with the recoil [of his guns} and almost stalling. Suddenly my windshield was covered with glycol. I thought I had been hit, but it was my engine overheating from the long period of turning at stalling speed. During this time Bev Hall tried to help me by moving in and tal [Crump] but was quickly engaged by another Fw 190. A short time later [Crump] broke off and disappeared below [Crump had seen the glycol streaming from Stafford’s aircraft and believed he had hit Stafford’s Tempest} At this point [within a minute or two’), “Bev Hall called over the radio, but he must have been mortally wounded because he was totally wo were quickly separated in the nd nd was shoo! ump] fastened on to my tail a shot incoherent.” Ventura Classic Warbirds No. 5 Another Tempest Mk V flown by Flying Officer Ray Danzey, EJ7??, also coded "SAK. This photograph was taken in October 1944 at Volkel, before this Tempest was passed to No. 3 ‘Squadron and re-coded ‘JF-R' “The Tempest was a magnificent aircraft below 10-12,000 ft and we had {great confidence in it” Commented Ray Danzey. (Volkel Aviation Museum via R Danzey) 1. Urbanke, Page 80, reports that Leutnant ‘Crump shot down this Tempest and the pit ‘balled out, however in the course of events reported by Fiying Officer Statiord, Bevan Hall had not been shot down at that point. German losses listed forthe day included ‘one Fw 190 from 12. State and thee from CCrumps own 10. Staffel 9. taf, 11. tafe! andFiptm. Weiss staf fight didnot parteipate in the battle - Urbanke, PE2, reports nether 9.0r 10. Stall partcpatedin the ight wich Is probably just a proof reading erro. In correspondence to several 486 Squadron pilts post war, Leutnant Crump notes that he was the only member of his Sta! to fre his guns, but four of his plots were shot down. They participated, at least from that perspective, 2. Caldwell, Page 398. 4546 St Taylor-C alone and being pursued by several Fw 190s he replied to Taylor- Cannon that there was no chance of that! “I felt that the [German] pilot engaged with me had heard one of his pilots asking for help and he left me to assist. This was probably the pilot thar killed Bev Hall as yged at that time.” Jack Stafford dived and used his Tempests superior speed to make his way home uutenant quadron which ford reported his critical sit nnon, and was instructed to try to rejo} sembling towards Minster. In view of the fact that Stafford we two were the only Tempests still independently All four pilots lying as ‘Red’ Section were credited with one enemy fighter destroyed and Bev Hall was officially credited with a damaged. However, recent research by Ron Fulstow indicates that Sid Shorts victim is more likely to have fallen to Flying Officer Hall’s guns, Short had been heavily enga ented on back at Volkel as being ‘like a sieve’ In this fight, both the 486 Squadron and I11/JG54 pilots felt their opponents held the upper hand. Both overestimated the number of enemy aircraft eng hh TI/JG54 had 60+ aircraft in the 1, halfof th by One Ar 234 pilot reported seeing 200 enemy fighters! approaching! The New Ze: seconds earlier, and their superior training and experience, Ray Danzey had broken out of the dogfight before Stafford and dived at full power to escape. “The Germans above attacked both Jack and I and we were both closely engaged. I wriggled about and eventually broke free. We made our way independently back to Volkel, which was only 18 miles from the Dutch-German border. My pursuers turned back into German air space at the border.” After the initial engagement with Crump’s Schwarm, Da Stafford never saw each other till they were close to Volkel ed in the fight though, and his Tempest was 1, as altho were virtually unaware of the battle unfolding ne ders success seems to be due to seeing their opponents ey and The North Island pilots on 486 ‘Squadron in August 1943. Only eight had not been killed or captured by late January 1945. From the left, sitting on the Typhoon: Pilot Officer John Powell, Flying Officer Nolan Faircioth, Pilot Officer Roderick Fitzgibbon, Flying Officer Robert ‘Bluey Dall, Pilot Officer James Froggat, Flight Lieutenant James Cullen, Flight Lieutenant Frank Murphy, Flight Sergeant ‘Rang’ Swinton, Tait, Pilot Officer Kevin McCarthy, the Squadron Doctor, Pilot Officer Norman Preston, Flight Lieutenant Lloyd Hap’ Appleton, Flying Officer Ray Danzey, unknown and armourer Len Parks. Standing letto right Pilot Officer Arthur Sames, Pilot Officer Murray Jorgensen, an English Intelligence Officer, Pilot Officer Wallis Tyreman, the Station Commander, ‘Paddy Gresham, Squadron Leader (later Group Captain) Desmond Scott, Squadron Leader lan Waddy, Flight Lieutenant Allan H Smith, Flying Otficer James G ‘Wo’ Wilson, Flight Sergeant Howard Saward and Flight Sergeant Brian Thompson. (R Danzey) 7 Ft in BERS 1. Urbanke, Page 81 Ventura Classic Warbirds No. 5“Fifty years after the event Jack Stafford pointed out to me that on the run for home an Arado Ar 234 flew beneath me at right angles Ithe Squadron had also sighted Ar 234s the previous day] [ took a look behind at my pursuers and ing the Tempests four 20mm cannons reduced its speed by 30 mph, such was the recoil effect.” January 1945 “By January 1945 my operational tour had expired. I had been on the Squadron for 18 months and hecause of a shortage of replace- ment pilots, had to continue on. On 13 January we were asked to patrol over the American lines of what became known as the *Battle of the Bulge’. On that day the American 9th AF was still grounded due to poor weather, but we with our Tempests, flew. At about 500 ft over the American positions intense flak suddenly opened up. Of the eight pilots on the patrol, Squadron Leader Spike Umbers and Flying Officer Willi ky’ Kalka were shot down, fortunately neither was killed. Flight Lieutenant Lloyd ‘Hap Appleton was severely injured with shrapnel! in the face. Flight Lieutenants Fenton and Evans and Flying Officer Short’s aircraft were damaged ‘Category B’, which meant they could not be repaired at our base. Flying Officer O'Connor and I escaped unscathed - again. I was never hit at any stage in the war, by flak or enemy aircraft, quite incredible! I was the first to land and Colin McDonald, who was not flying that day, greeted me back at ba again he told me that my first words to him on landing were, I think Pm the only one!’. , ly 18 months or 200 hours, whichever came first. dare not fire, asf . Many years later when we met A tour was nor son why tour expired pilots, such as myself, had to continue on D-Day there were vir the impression was that the Luftwaffe the Empire Air Training Scheme new pilots would not be required in Europe. However as soon as we began to operate in force over Germany itself, all hell broke loose again and we were short of pilots six months later. The squadron was reduced to 14 pilots in January 1945 — our full compliment would have been 26 Even though I was getting through unhit, the thought was with me that I couldn't go on enjoying this charmed life. We just could not get n the end I felt my nerves were shattered. Group on, was th ly no pilot casualties and so was close to beaten. Therefore as wound down, in the belief that replacements and Captain Pat Jameson, who was the Officer Commanding -Volkel, came tome one night and said ‘Danz, you've finished.’ He did not even consult the Wing Commander (Flying). Thinking back now, my nerves had gone; it must have been obvious to an experienced man like him. Twenty three pilots had been killed in the 21 months I was on the Squadron, and it got to the stage where my thoughts were that I ‘knew’ that on the next trip I must die, because the laws of probability had been exhausted months before.” Ray Danzey was posted back to England in March 1945. Ventura Classic Warbirds No. 5 Flight Lieutenant Arthur ‘Tubby Ross sitting in the cockpit of Squadron Leader C J ‘Jimmy’ Sheddan's Hawker Tempest Mk V, ‘SA-M, serial SN129, Sheddan was promoted to ‘command 486 Squadron from 2 May 1945 when Warren Schrader left to lead 616 Squadron, flying Gloster Meteor Mk III jet fighters. (T Neilsen) 1. Shrapnel is named ater the Bish General Shrapnel (deed 1842), who invented the hollow project. 47ComBATING THE V2 In December 1944 No. 451 (RAAF) Squadron, under Squadron Leader Small, DFC & Bar, returned to England from the Mediterranean and joined 11 Group. Based at the Battle of Britain grass airfield, Hawkinge, Kent, they gained a new leader in the form of Squadron Leader Colin Robertson, DFC — back for his second tour with 451. The Squadron was re-equipped with Spitfire Mk XVIs which the pilots never really liked, because they found their Packard Merlin engines sometimes oiled up and there were a number of forced landings. The problem was probably due to British fuel and was ameliorated by using ‘hotter’ sparkplugs. The Squadron flew some bomber escort missions in support of the armies fighting the ‘Battle of the Bulge’, and was then withdrawn, to train in dive bombing techni be attacking V2 launch sites in Holland. The Squadron moved to Manston, Kent which had the longest, widest runway in the United Kingdom at that time. It was close to the English Channel and built to give crews of crippled bombers returning from operations over Europe, 's, with the intention that it would the best chance of surviving an emergency landing. Manston’s fire tenders and ambulances were on the job most nights! This chapter is based on a narrative from Warren Thomas (published in the 451 Squadron history ‘Bankstown to Berlin’, by Lenard L Barton) and interviews with Lindsay Richards, both members of 451 Squadron. TRAINING Warren Thomas recalls, “The main attraction of Manston, from our point of view, was the Goodwin Sands target range where we commenced training in dive bombing techniques with smoke bombs. The Spitfires were fitted with bomb racks under the w and on operations we usually carried 2 x 250 pound bombs under the wings or 1 x 500 pound bomb under the belly, sometimes both. 1,000 pounds of bombs on a Spitfire was quite a load The belly bomb only \gs and belly had a clearance of 12 inches from the ground before take off and nobody ever brought one back! The method adopted for dive bombing was for a flight of four Spitfires to fly line astern at 6-8,000 feet and position Flying Otficer Lindsay Richards with a Spitfire Mk XIV at Wunstort, December 1945, Note the dull Nightspinner. From late 1944 onwards RAF fighters Sky spinners were generally repainted black to improve the camouflage effect on the ground, Lindsay Richards is now retired and lives in Toowoomba, Queensland Australia with his wife Sonia. (L Richards) ‘A 451 Squadron Spitfire Mk XVI in England with Flying Officer Lindsay Richards in the cockpit. The squadron exchanged its Mk XVIs for Griffon engine FR Mk XIVs in September 1945. (L Richards) Ventura Classic Warbirds No. 5