A Very Unusual Air War (33 page)

9 July
: This was one of the first Mk VIIIs to come off the production line and was a complete redesign of the Mk V, powered by the Merlin 61 engine and with a modified canopy. Like the Mk VII, VI, IX and XVI, it had a four-blade airscrew. It was similar to the Mk IX in its flying characteristics and just as pleasant to handle.

11 July
: The comparative flights on the 11th and 12th were against a Spitfire Mk IX flown by Susie, and at North Weald by pilots of the Squadrons. In due course they would probably receive Mk VIIIs and wanted to see how they compared with their Mk IXs.

13 July
: Timed climbs to various heights and handling at high altitude.

14 July
: I am puzzled by the flight to North Weald as I flew there in a Spitfire Vb but returned to Wittering in a Mk VIII. It is possible that Susie and I flew down in formation in the two different types and changed aircraft for the return journey. Otherwise fairies or gremlins must have been at work! It was a privilege to fly with the Squadron boys who were flying operations over France and Belgium almost every day. They had also been scrambled several times to intercept the Luftwaffe's high-flying PRU aircraft. My flight on the 14th to 40,000 feet was my highest so far.

15 July
: The roll tests on the 15th would have been timed to ascertain the rate of roll; this was most important when compared with the Focke Wulf FW 190.

16 July
: Pershore was the nearest airfield to the RRE (Radar Research Establishment), based in the pre-war girls' school at Malvern. Aircraft being used for experimental work and needing a special radio or radar fitting were flown there for modification.

17 July
: I did it again: flew in to Northcotes in a Spit VIII, changed to a Hurricane for bomb dropping, then back to the Spit VIII for the return to Wittering.

The Hudson was a twin-engine American machine, originally a pre-war civilian airliner known as the Ventura and adapted for use as a wartime light bomber. It was also used for maritime reconnaissance. In this instance Susie was trying his hand at orthodox bombing while I acted as his observer.

18 July
: Susie and I, each in a Spitfire, met up with the Focke Wulf FW190 that was being flown from Farnborough to AFDU for comparative tests against various Allied fighters. It was the first 190 to fall into our hands, the pilot having got confused after a bombing attack on Portland Bill; he had flown north instead of south. Instead of crossing the English Channel, he flew over the Bristol Channel and landed at Pembrey in South Wales. After brief tests at Wittering the aircraft was returned to Farnborough for technical evaluation.

Handling at low level was a favourite occupation, usually over the East Anglian fenlands or ‘drains', an authorised low flying area. In a Spitfire XII, at speeds well over 500 mph and at heights below 50 feet, the sensation of speed was fantastic. It didn't half frighten the cows and sheep (and some of the natives) but they all got used to it. All such flights were supposed to be authorised but we all cheated when no one was looking.

22 July
: Langley, Bucks, was two miles from Slough, and very convenient for a quick visit to sister Doris and family. I flew the Typhoon for modification and adjustment to the fuel system. Langley, with its adjoining airfield, was the site of the Hawker Aircraft factory where the Typhoons were produced. Susie, flying the Mosquito, followed me in and I made the return to Wittering flying as his navigator.

23 July
: My first flight in an aircraft of the Fleet Air Arm, the Grumman Martlet, American-made radial-engine FAA fighter. It was widely used by the American navy and the British Fleet Air Arm. The first of a family that included the Hellcat, it took quite a beating from the Japanese Zeros and was rapidly replaced by better machines. I flew it with permission from our sister unit, NAFDU.

About this time the RAF had the good fortune to have two 190s drop into their hands. The first that I mentioned previously, after its tests at Farnborough, went to 1426 Enemy Aircraft Flight at Colley Weston and the other, PM679, came to AFDU. I will have more to say about this machine at the beginning of August.

26 July
: This was our first experience with the Spitfire Mk XIV, the high-flying version with the Griffon engine. The main differences were the bigger and more powerful engine with 2035 HP and a 5-blade airscrew. Particular care had to be taken to control torque on take-off and landing, bearing in mind that the Griffon engine revolved anti-clockwise. These trials were for general handling, climbing performance, diving, turning circles, rate of roll etc.

The fourth flight of the day was my first flight in the Spit. Mk XIV, after landing and changing aircraft. There was a noticeable difference in power and handling techniques. The next two were timed climbs to pre-arranged heights, up to what was found to be the operational ceiling of that particular aircraft. On one such climb I actually topped 45,000 feet; this, of course would have been the absolute, not the operational ceiling. We had no cockpit heating then and it was extremely cold. Spitfires, except for the MkVI and VII, had no pressure cabins; consequently it was very tiring at the higher altitudes, so we did not stay up there very many minutes.

30 July
: Squadron Leader Dyson took over from Squadron Leader Smith. He was ex-Indian Air Force. After Ted Smith, I found S/L Dyson difficult to get on with; he tended to treat us like members of the Colonial Service in the Raj had treated their Indian servants. It was a relief that he did not stay very long with us.

Susie and I flew many exercises together and, on this occasion, he had flown from Wittering to pick me up from Boscombe Down, intending to carry on with fuel consumption runs. I acted as observer, recording the Kent Flowmeter readings. At 5,000 feet, over the Thames valley, the port engine failed and we were cleared for an emergency landing at the nearest airfield. This was White Waltham, a smallish airfield near Maidenhead. We made a precautionary approach in a shallow descent, using a fair amount of power from the good engine. As we crossed the boundary hedge our final approach was baulked by three airmen on bicycles. Susie automatically opened up the starboard engine to full power, to go round again but that engine, too, cut out. The Mossie stalled at about 200 feet and we crashed badly, more or less in the centre of the landing area. As we careered across the grass we shed first both engines, then the rear fuselage and finally both wings. We were very lucky that the cockpit and nose section remained intact.

To the surprise of the crash wagon crew, we stepped out of the wreck with only a few bumps and bruises, very minor injuries to show for our experience. It was normal procedure following a crash, if possible, to fly again as soon as possible. Susie, however, suffered severely from shock and refused the offer to fly back to Wittering at the controls of the Percival Q6 that had come to collect us. I accepted the offer and flew it back. This was a new type to me and I was closely watched by Lieutenant Hugh Kendal of NAFDU, who had offered to collect us. I suffered no ill effects from the crash. A few days later, much to my sorrow, Susie was taken off flying and posted away for a rest.

This was an eventful day; while I made only five flights, they were all in different types of aircraft. First a Spitfire Mk XIV, then the Mosquito, badly damaged in our crash and a write-off, followed by a return to base in the Percival Q6, another type to add to my logbook; finally the little Phoenix and the Airspeed Oxford. Another record? I wonder!

31 July
: In the course of my duties, I made several flights to Boscombe Down. Boscombe, on Salisbury Plain, was the base for another of our sister units, the A and AEE. Their function was the initial flying of all new or modified aircraft and the preparation and production of ‘Pilot's Notes'. These booklets were always available to pilots when flying a new type of machine.

Signed
N.C.H. Dyson
S/Ldr

O/C Flying AFDU

Flight Lieutenant H.S. Sewell, Susie, had been made responsible for the comparative testing of the Focke Wulf FW190 against various Allied fighters, mainly the latest Spitfires and the P51 Mustang. When these were complete the Air Ministry ordered the 190 to be flown to the most important RAF fighter stations, followed by fighter OTUs, PRU stations and some light bomber bases. It was essential to give our pilots confidence when they went into combat against the radial-engined, much- feared German machine. Although the AFDU Wing Commander and the squadron Leader O/C Flying made one or two flights Susie did, or was intended to do, most of the work.

The account of how this aircraft, reregistered PM679, fell into our hands is intriguing. Because the Germans had no suitable heavy bombers, the only way they could strike at England was to use the ME109 and the FW190 as fighter bombers. These were used for hit and run attacks in the Baedeker raids. On 23rd May three 190s made a night attack in northwest London but got lost when they turned for France. They crossed the Thames estuary at its widest point and thought they had crossed the Channel. Seeing an airfield (it turned out to be Manston, Kent) with the landing lights on and a twin-engine aircraft landing, they followed it into the circuit. They wrongly identified the machine as a JU88 when, in fact, it was a Mosquito, for which the airfield lights had been switched on. The first Focke Wulf landed safely and taxied in to the control tower. The pilot got out and started to order his machine to be refuelled before realising his mistake. Meanwhile the second 190 had landed but as he came to a stop, realised his mistake and attempted to take off downwind. He was prevented from doing so by being shot up by the crew of a Beaverette armoured car, the pilot being wounded and the aircraft badly damaged. The third German fighter was on his final approach when the airfield controller realised that something peculiar was happening and turned off the landing lights. As a result the 190 crashed short of the runway and I believe the pilot died.

As a result of our Mosquito crash and Susie’s rest from flying I, being the next senior, was delegated to take over the 190 programme. I was promoted to Flight Lieutenant and appointed Flight Commander of AFDU. Even more important, my pay was increased to 22/6d per day (£1.12½p).