GAMBUT DETACHMENT -- NORTH AFRICA
SEPTEMBER 26TH. … OCTOBER 10TH. 1944
The following describes an attack by 46 Night Fighter Squadron, Royal Air
Force, against German forces occupying the Aegean Islands during World War II.
The attack was mounted over several nights, starting toward the end of
September 1944.
The names and exploits of the members of 46 Squadron are factual, as are dates,
and details of our aircraft. They were all recorded in newspaper articles and
Intelligence reports obtained from the Public Records Office in London. Having
this information has allowed me to be very precise with times and weather
conditions etc…. something I could not otherwise have done after a period of
nearly 60 years.
Roy T. Butler
Spring Hill, Florida
July 24, 2003
IDKU
In September 1944, 46 Uganda Squadron (we had been ‘adopted’
by the small country of Uganda) was headquartered at Idku, Egypt, an airfield
situated on the coast of the Mediterranean Sea about forty miles east of
Alexandria.
46 Squadron flew Bristol Beaufighter Mark VI aircraft equipped with Mark
10 radar. The Beau's armament consisted of four 20 mm. Hispano cannon mounted
in the fuselage nose, with a combined rate of fire of 2,400 rounds per minute
and six .303 in. Browning machine guns in the wings, with a combined rate of
7,200 rounds of fire per minute. This gave a total combined weight of fire of
780 lbs. per minute and made the Beaufighter the most heavily armed fighter in
the world at that time. The MK 10 radar was state-of-the-art and very accurate
up to a range of ten miles with very little ground return interference. These
combined elements made the Beau the most lethal night fighter in the world and
on the cutting edge of 1944 technology. The Beaufighter carried a crew of two a
pilot and a radar/navigator.
The Squadron was assigned the task of the night defence of the Eastern
Mediterranean. This included the Royal Naval base at Alexandria, the Suez
Canal, the coast of Palestine and the island of Cyprus. Included in this
assignment was the task of mounting intruder raids against the German forces in
occupied Crete, Rhodes, and Kos and the smaller Aegean Islands to the north.
To cover these areas of responsibility the squadron maintained detachments at
Abu Suier in the Nile Delta and St.Jean, Palestine. Each month intruder raids
were carried out during the moon period. They were usually fruitless because of
the task of trying to detect enemy aircraft without the assistance of ground
control. Because of the secrecy of our radar equipment there was a standing
order that only in the event of carrying out an interception on an enemy
aircraft, were we allowed to fly over enemy territory. This eliminated attacks
on trucks, trains or ground installations. To avoid the radar falling into
enemy hands, it had an explosive charge attached. It was the responsibility of
the pilot to detonate this charge in the event of having to abandon the
aircraft.
I was a Warrant Officer pilot and my radar/navigator was W/O Ray Graham.
We were just starting our second tour of operations in the Middle East, having
first been members of 108 Squadron at Castel Benito in Libya. When our
squadron was united with 46 we moved to Idku. We had been in the Middle East
eighteen months and were due to return to England, but decided to volunteer for
a second tour. We were in “A” Flight commanded by Flt/Lt Joe Irwin.
On September 24, 1944 the pilots and radar/navigators of “A”
Flight attended a briefing by Squadron Leader Robertson, the Commanding Officer
of 46 Squadron. He told us that during the approaching full moon period, our
base for intruder raids on the occupied Aegean Islands would be a desert
airfield called Gambut. For the first time we would not be alone in our
efforts to locate the enemy. An Irish packet steamer, the Ulster Queen,
positioned north of Crete, had been fitted with GCI radar and would be
protected by Royal Navy destroyers. The ship would act as our ground control.
This was excellent news because we knew the Germans were supplying their island
garrisons by air, mainly during the night and this new strategy may give us the
edge we needed.
The ground staff to man the detachment left on September 23rd.with F/O Kirk
in charge. There were three senior non-commissioned officers and twenty-nine
aircraft mechanics. They went by road and took all the tents and equipment
required for the forthcoming operation. If all went well they would stop
overnight at Mersa Matruh which was on the coast about 100 miles west of Idku.
There were 16 aircrews going and they would fly in on Tuesday September 26th.
We all left the briefing excited and with high hopes.
On Monday September 25th, Flt./Lt. Irwin held another briefing. We were
told that one of our aircraft had carried out tests with the Ulster Queen and
the radar reception and the R/T was working perfectly. Another important
piece of equipment, the homing beacon, had a range of 50 miles. Without this
we would have a hard time finding the ship.
The following day, the 26th, we loaded our gear into our aircraft and took
off for Gambut located about two hundred miles west of Alexandria and situated
on an escarpment a few miles south of the coast. There were three
Beaufighters, each carrying two extra aircrew members. A Baltimore came along
to transport the remaining crews. I was flying Beaufighter #ND 243. Once
airborne we performed the Night Flying Test that was standard procedure on all
night fighter squadrons. Having completed our tests, we assembled in loose
formation, led by Joe Irwin and flew very low across our airfield, setting a
course for Gambut. One other plane was still being worked on and would follow
us later, making four available for the impending operation.
GAMBUT
Gambut was a typical desert airfield with sandbagged dispersal areas. The
maintenance and flight offices were housed in tents. There were no runways
and fine sand drifted constantly across the airfield. Except for a squadron of
Coastal Command Beaufighters of 603 Squadron, it had a deserted look. Gambut
had changed hands many times during the desert war and I wondered how many
lives had been sacrificed to keep possession of such a deserted, lonely place.
Our ground crews that had arrived the previous day had erected the tents and
everything was well organized. They were happy to see their planes arrive.
We were going to Mess with 603 Squadron during our stay. We loaded our
personal gear onto a pickup truck and were driven to the tents that would be
our home for the next few days.
After unpacking, we returned to the dispersal area where instructions for
the night operations were posted. We would be scrambled at 1½-hour
intervals. Allowing for a flight time of 3 hours to reach the target and
return, and spending 1½ hours over the target would mean we would be
airborne approximately 4½ hours. Graham and I would scramble second and
were scheduled for takeoff at 8:00 p.m., following P/O Steele and W/O Clay.
Following us would be W/O Phelan and F/Sgt. Baldwin, and W/O Hammond and F/Sgt.
Harrison would man the last plane.
A small tent had been taken over by the I.O. and we went in to get briefed
about the night's operation. Our route would be almost due north from Gambut.
After flying across the Mediterranean we were to enter the Aegean Sea through
the Straits of Kythera at the western end of Crete. This route avoided flying
over Crete and if we kept our height to a minimum, we might be able to slip
under enemy radar and arrive undetected to the target area. We were given the
“colors of the day”, so in the event a ship of the Royal Navy
challenged us, we could identify ourselves by firing the correct Verey
cartridge. We were always meticulously aware of the colors of the day, but
through experience we never felt comfortable in approaching a naval vessel even
after showing the colors. The Royal Navy was notorious for firing first and
asking questions later… we always approached with extreme caution after
allowing them to have a good look at us as the Beau looked very much liked the
German Junkers 88. We were given the call sign of the Ulster Queen, which was
Trademark, and as usual were reminded to destroy our radar equipment if we had
to abandon our aircraft and to keep strict radio silence once we were airborne
so as not to advertise our mission to the enemy. We would be flying
aircraft number #ND 243, the same one we had flown from Idku. Our parachutes
and helmets were still inside and we went to the plane making sure everything
was in place for our take-off a few hours later. Flt./Lt. Irwin was at the
dispersal area making sure that preparations for the coming night were
proceeding smoothly and he recommended that we go to our tent and try and get
some rest before dinner. I did not envy the “A” Flight Commander.
He would not be flying tonight in order to make sure everything was organized
throughout the next twelve hours. He would see us off and would wait at the
dispersal area until the last plane returned. We were all quite young and he
was not much older, yet it was comforting to know he would be there.
We went back to our tent, but it was impossible to rest. As soon as we
knew dinner was being served we went to the Mess tent to eat. It was the usual
RAF Middle East fare, the main ingredients being canned Spam and hard tack
biscuits… the appeal being very much dependent on the imagination of the
cook. After our meal we went back to our tent to get dressed ready for night
flying.
It got dark quickly in the desert, so we lit a hurricane lamp hanging from
the tent pole. We put on khaki slacks underneath a cotton flying suit, which
we tucked into calf length, suede desert boots, commonly known as brothel
creepers. I had a small knife scabbard in my right boot. This wasn’t
for anything more lethal than to stab and deflate my Mae West if it
inadvertently inflated on takeoff. Most of us followed this precaution after
hearing a horror story (never confirmed)about some poor soul having his Mae
West inflate on take-off and crushing his chest under the safety straps! I
also wore a silk scarf and put a pair of lightweight leather gloves in my
pocket. There was a standing order to wear gloves while flying for protection
against fire. Also, in case of fire, we had aviators goggles attached to our
helmets in order to protect our eyes. I carried a tube of Gentian Violet in
the pocket of my flying suit to use as first aid against burns. (I believe I
read later that the worst thing to do with a burn was to put this greasy stuff
on!)
About 6:15 p.m. we made our way to the dispersal area. When we arrived,
Steele and Clay were walking out to their aircraft and we wished them luck and
jokingly asked them to save some for us. Sonny Steele and I had been friends
for a long time. We had been together at Initial Flying Training School Canada
and 54 O.T.U. in Scotland. His usual navigator had been posted home just
before we left for Gambut and this was his first time being crewed with W/O
Clay.
Now that it was dark, the dispersal area took on a different appearance.
The moon was starting to rise and our all-black aircraft looked very menacing
in the dim light. Shadowy figures were gathered around Steele's plane getting
ready to strap him and his navigator in and start the engines. A truck was
running across the airfield placing and lighting flares ready for takeoff. The
flares were made from used gasoline cans that had been cut in half and filled
with sand. Gasoline was poured on the sand and ignited. About a half a dozen
were used for the take-off run and their main purpose was to give the pilot a
straight line to follow. At best, it was a very crude type of flarepath, but
it was sufficient and typical of desert practice.
By now there was a few crews gathered at the dispersal area and we watched
Steele taxi to the end of the flarepath, turn into the wind and begin his
takeoff run. We were all silently praying that Steele and Clay would return
unharmed and at the same time wishing that we were the ones taking off. Waiting
was the worst part of an operation and it was at a time like this when everyone
felt the close camaraderie of a combat squadron. We felt comfort by being part
of this tightly knit group and any nervousness was covered up by a lot of
horseplay. It wasn’t too bad for Graham and I because we were next off,
but some of the crews would wait for two or three hours. Steele's plane left
the ground and he immediately extinguished his navigation lights. We stood in
a group until the sound of the engines died. He was gone, hopefully to return
in about five hours.
Graham and I went into the I.O. tent for last minute information. A signal
had been received confirming that the Ulster Queen was on station and waiting
for us. The latest meteorological information was good. The forecast was for
a clear, starlit night with almost a full moon. We got the latest wind speed
and direction and worked out a course to the western tip of Crete and I wrote
it down on a scrap of paper. This was the extent of our formal navigation, as
Graham had not been trained as a navigator in the truest sense of the word.
Nevertheless, once we neared land, he was able to map read by using his radar.
Also, I could call on the R/T when returning to our base and be given a course
to fly to get us home. This worked well providing all of our equipment kept
working properly! (Toward the end of the war, I was in Transport Command and my
new navigator had been in a Pathfinder Squadron of Bomber Command. He was used
to very precise navigation where the timing of course or altitude changes were
calculated in seconds. He was appalled at the haphazard way I approached
getting from A to B!)
Tonight we’d fly at our economical altitude of 6000 feet until we
were about 75 miles from the enemy coast. We would then descend to 50 feet in
order to try and stay under enemy radar. The I.O. and Joe Irwin wished us good
luck and said they would be waiting for our return. We told the I.O. to have
the brandy ready, for it was his custom to have a glass ready for returning
crews during the debriefing. (Was this the start of “Cheeeriooo!! 46.
First today!”?)
I signed the Form 700 and we made our way out to the dispersal area. There
was a group of ground crew waiting for us at our plane and we started our
preparations for take-off. Graham climbed up a hatch located halfway down the
fuselage into the radar compartment and started checking the equipment. I
walked around the plane with a flashlight and made sure all the locks on the
moveable control surfaces and the pitot head cover had been removed. . I
looked at the tires to see if they had moved on the wheel rims (there was a
yellow mark painted across the tire and the rim. If they did not line up, it
indicated, “tire creep”, which could cause a blowout). Next, I
checked the engine nacelles for traces of oil leakage. The last check on the
outside was to ensure that the gun ports in the nose and along the wings were
sealed over with aircraft fabric to avoid sand getting into the gun mechanism
on take-off. The first round on the cartridge belt was always non-explosive
because it would break through the cover without causing damage to the plane
when the guns were fired. On night fighter squadrons our main firepower was
explosive shells. We did not use tracer ammunition because it destroyed the
pilot's night vision.
One of the senior NCO's, Flt./Sgt. Clark, who was in charge of the ground
crew, was there to see that everything was in order. He was his usual
boisterous self and we knew that he would love to come on this intruder
raid… he flew as a passenger at every opportunity. Clark was very
efficient and popular with the aircrew. He had recently managed return to the
squadron from one of our planes that had crash-landed in the desert, many miles
from our base. As was customary in the RAF, for finding his way back to base
on foot, he was presented with the Flying Boot (a silver badge in the shape of
a flying boot with wings). Both the aircrew had been killed in this incident.
Satisfied, I climbed up the hatch under the nose, gripped the bars
positioned on
either side above the seat and swung myself over the seat back onto the parachute that was already in place on the seat
pan. Flt./Sgt. Clark followed me up the hatch and as I pulled the lever to
elevate the seat back, he handed the safety belt straps over my shoulders. I
pulled the remaining straps up between my legs and pushed all four into the
retaining ring and inserted the locking pin. I then strained forward as far as
I could to be sure that my head would not hit the gun sight that was located
immediately behind the windshield. I turned on the instrument panel lights,
put on my helmet, switched on the radio and spoke to Graham on the intercom to
make sure it was working. Satisfied, I gave the thumbs-up sign to Nobby Clark
who stepped down and slammed the hatch shut. Before starting the engines,
I asked Graham if the radar equipment appeared to be working OK. He said it
was, which was a relief as it could be quite temperamental. I started the
engines and let them idle at 1200 rpm. While waiting for them to warm up, I
called the Control Tower and checked the local channel of my radio. I also
made sure that the gun sight light rheostat was in working order, ran the
engines and checked the magneto drop. Everything looked good, so I flashed the
navigation lights to signal the ground crew we were ready to go. The ground
crew removed the wheel chocks and signaled that all was clear to start taxiing.
I pulled away from the dispersal area and headed toward the first flare of the
runway. I stopped perpendicular to the row of flares, put the propellers into
fine pitch, rechecked the fore and aft trim and called the tower and asked for
permission to take-off.
I turned onto the runway, opened the throttles and concentrated on keeping
a straight run with the flares on my left-hand side. This was the time to pray
that a truck had not been inadvertently parked on the runway! We became
airborne and I called the tower, turned off the navigation lights, set course
almost due north and started climbing. The time was 8:10 p.m. After a few
minutes we crossed the coast and headed out over the Mediterranean.
As we reached 6000 ft., I leveled off, trimmed the aircraft to fly straight
and level at 230 m.p.h. and settled down for the 200-mile flight across the
water. This would take us to within about 75 miles from the coast of Crete. At
that point, we would have to lose height and prepare to go into enemy territory.
It was a beautiful night. The moon was almost full, there were no clouds
and the stars were extremely bright. From this height the Mediterranean looked
like a vast mirror. I mentally began figuring what would be the best approach
to make an attack on another plane, assuming we were lucky enough to find one.
We were trained to keep on the dark side and never get in a position where we
were silhouetted against clouds. The classic night fighter attack was to
approach from behind and below. Then identify the target from directly
underneath, throttle back and climb…at the same time raking the enemy
aircraft with gunfire as it moved through the gun sight. On a night like this
the best approach would be to keep the target silhouetted by the moon if
possible.
In slightly less than an hour I throttled back and started to lose height.
As we got to about five hundred feet it was possible to see the whitecaps on
the waves and now that we were a long way from our base, the sea looked a lot
more menacing. I carefully lost altitude until I judged we were about fifty
feet above the water and set the altimeter to read zero. At the same time, I
trimmed the plane to be slightly tail-heavy. Every pilot at that time had his
own method of low flying over water at night…this was my approach to do
it as safely as possible. When the altimeter registered zero, I knew we were
still about fifty feet above the water, while at the same time the plane had a
tendency to climb away from danger. (Radio altimeters were non-existent at that
time) Maintaining the height at fifty feet we approached Crete.
As we neared the coast we started to hear a low humming noise on the
intercom system. It was enemy radar sweeping the shoreline. This did not
unduly concern us because we had experienced it before. However, it had been
rather disconcerting the first time we had heard it, when we realized that this
meant the enemy was searching for us. Tonight our plane was low enough not to
send back a signal. We were still holding height at 50 feet and airspeed steady
at 230 m.p.h. All the instruments appeared normal. The gun button was on the
right hand side of the control column and I operated the switch to arm the
guns. Then I turned on the gun sight and rotated the rheostat to adjust the
brilliance until I could clearly see the ring with a cross in the middle, but
without it being too bright to blind me. The theory was, that a wingspan of 50
feet would fit into the ring at a range of 250 yards. All the firepower of the
cannons and machine guns was synchronized to fill a ten feet square at a range
of 250 yards, making this range the most devastating. If you encountered a
plane with a wingspan of 100 feet, then only half of the span would be required
to fit into the ring to be at a range of 250 yards, and so on. Graham switched
on our radar and I concentrated on flying by instruments, even though it
appeared bright enough outside to fly visually.
Approached the Straits of Kythera, we sighted Cape Gramvonsa at the western
end of Crete. The time was 9:45 p.m. and we had been in the air 1 hour 35
minutes. Graham announced that he was picking up another aircraft on his radar
at a range of just over 10 miles. The other plane was showing the I.F.F.
(Indicator Friend or Foe). We deduced it could only be Steele and Clay and I
decided to find out. I pushed the transmit key and quickly asked if they had
seen anything. Steele replied that there was bags of trade. He sounded excited
and I would like to have talked some more, but it was not the time to be
holding a conversation.
Graham said that the homing beacon on the Ulster Queen was showing very
clearly on the radar at a range of ten miles. I called Trademark and gave my
call sign, which was Pistol Five Zero. Immediately the reply came back that
they were receiving us loud and clear and we were to patrol on an east/west
course at 500 feet. The QFE was 1010.6. I reset the altimeter to the QFE. The
time was 9:50 p.m. and we were now under the control of the Ulster Queen.
We climbed to 500 ft. and started the patrol. Trademark was giving
instructions to Steele, who appeared to be having difficulty locking on to a
bogey. A few minutes later we heard Trademark tell Steele to go to Angels 10
and head for base. We faintly heard Steele acknowledge and suddenly we felt
quite lonely as we thought of them going back to base. We had no idea of what
success they had experienced on their patrol and wouldn't know until we also
returned. We now had the patrol and Trademark turned his attention to us.
Communication between the Controller and us now became very relaxed. There
were no verbal formalities during an interception and all that was required was
quick, concise directions. This was also the case between Graham and me.
During the two years we had crewed together, we had developed and practiced a
certain patter to use during an interception. Typically, after the Controller
had given directions to get us to within ten miles of the target, Graham would
expect to see the target on his radar. At this point he would follow the
target until he was comfortable that he had it firmly established. Then he
would tell me to inform the Controller we wished to take over the interception.
I would do this by using the code word Tallyho. The Controller would then
follow the interception and be ready to help us if needed, but he would not
talk to us. Graham would continue giving me directions every few seconds until
he had talked me into a position where I should be able to see the target. He
would relay such information as slight changes of course to follow, the
approximate speed of the target, the range as it diminished, and changes in
height as required. I had become so familiar with the way he presented all
this data during an interception that I could usually tell by the inflection in
his voice how the interception was proceeding. Sometimes, from the mental
picture that was forming in my mind, I was able to anticipate the directions he
was going to give me. As we got closer to the target and before I could see
it, I would tell him where I wanted the target to be in relation to us. This
would depend on the weather conditions and was intended to keep us unobserved
as long as possible. The bond between pilot and radar/navigator was very
important and was the reason why night fighter crews liked to stay together.
For me, it was exciting to be led along blindly on a dark night and to suddenly
see another aircraft appear. We had practiced interceptions for hours with
other members of the squadron, taking turns being the fighter and the target,
always hoping that some night our training would pay off. At 9:50 p.m. the
Controller told us to change altitude to 1000 feet.
It was almost an hour later at 10:48 p.m. that we were beginning to doubt
we would encounter any enemy aircraft. We had patrolled back and forth and
nothing had come within radar range of the Ulster Queen. We had been in the
air nearly three hours and were beginning to get a little tired and depressed.
Suddenly, as we were on our eastern leg I saw two green lights cross our path
from port to starboard on a southwesterly course. I turned hard to starboard
to investigate. Trademark called and said there was a bogey in our vicinity. I
replied that we had seen the bogey and were turning to intercept. Again from
Trademark telling us to flash our weapon. He wanted me to push our IFF button
that enlarged our radar blip, thereby allowing him to see which was the
friendly and which was the bogey. This was often done to help the Controller
when the blips were too close to tell one from the other. I told him we had
the bogey on our radar and were intercepting. He would now monitor our
progress and be ready to give us assistance if required. I could no longer see
the lights, but Graham was directing me closer to a position where I could see
and identify the other aircraft. We were slowly losing altitude and the target
was coming closer. When we were 200 feet above the water, Graham said I should
be able to see the other plane dead ahead. I turned my head from side to side,
using my peripheral vision. Quite suddenly another plane came into view about
300 yards dead ahead, 100 feet above me. When the range was down to 250 yard
it was not necessary to go any closer to obtain identification. It was a
Dornier-24 flying boat. I could clearly see the three engines and the twin
tails. The Dornier-24 had a wingspan of just over 100 feet and looked huge. To
attack from optimum range the wingspan had to appear to be twice the width of
the ring on my gun sight and we were at that position already. I told Graham
to take a look and he confirmed the identity.
It was at this stage of the interception that we started to receive gunfire
from the enemy and tracer shells seemed to be lazily curling over us. I centered the gun sight on
the middle engine and fired three short bursts of about two seconds each. It
was a relief when all the guns fired because I had often imagined being this
close to the enemy and having the guns jamb! I saw strikes on the port wing
and engine and as our range was now reducing rapidly I turned away to port.
The enemy glided down, struck the water and immediately burst into flames. The
time was 10:50 p.m., two minutes after first sighting the enemy. I called
Trademark and told him there was a plane down with many people in the water and
he told me to go to Angels One and vector zero nine zero. I turned on to our
new heading, somehow reluctant to leave the scene. It did not seem possible
that we had caused such devastation.
We flew back and forth at the direction of the Controller for almost
fifteen minutes. At 11:08 p.m. we sighted two destroyers and I informed him.
By the way he told me to keep clear of them I assumed they belonged to the
Royal Navy and were probably acting as part of the escort for the Ulster Queen.
A couple of minutes later we were on a northerly course when Trademark called
and said there was a bogey crossing port to starboard, range 5 miles. I quickly
acknowledged and started a turn to starboard. As we continued to turn slowly,
Graham obtained a contact at a range of 3½ miles. The bogey was still
to starboard and much lower than we were. I kept turning and started to lose
height while Graham continued to give me directions until we were down to a
height of 100 feet on a heading of 150°. Although our airspeed was down to
140 m.p.h., we closed in on the target rapidly. When our range was down to
1000 feet the other aircraft came into view. It was a 3-engine Junkers 52 land
plane and we were closing very fast. I lowered the flaps a few degrees to give
us more stability, but I could see that unless we acted quickly we were going
to overshoot and probably lose the opportunity to get him. I told Graham to
look and confirm my identification, while at the same time I lined up to
attack. Graham agreed with me that it was a Junkers 52 and I immediately fired
a long burst. We were now closer than 200 yards and the effect of our attack
was terrifying. The enemy exploded in a huge ball of flame. There was no way
to take violent evasive action and the fact that I had lowered some flap was a
lifesaver because it allowed us to turn slightly quicker than normal. Without
the flaps we probably would have gone into a stall because we were too low to
dive to pick up speed. We flew right through the edge of the ball of fire
expecting any second to be engulfed. We circled the burning wreckage for about
ten minutes but there was no sign of life, which was not surprising considering
the violence of the explosion. Graham and I concluded we had seen enough
action for one night and it would be a good thing if things remained quiet
until it was time to return to base! At 11:28 p.m. we had a call from
Trademark. There were two bogeys north of us. Vector 035o and
investigate. The Controller gave us directions for about seven minutes and at
11:35 p.m. Graham had a contact slightly to starboard and 3 miles ahead of us.
We were just under 1000 feet altitude and closing nicely at a range of 2000
feet when the bogey disappeared hard to port. I went into a steep turn to port
and called Trademark and asked for help, but he had also lost contact and we
had to give up the chase. We had barely gotten back to straight and level
flying when Trademark called again and said there was another target 18 miles
west of us. He controlled us to within 2½ miles of the new bogey and
Graham got a contact hard to starboard of us. The time was now 11:33 p.m. and
we had been under Trademark's control over our allotted time of 1½ hours.
I turned hard to starboard and the range started to reduce rapidly. I
again lowered some flap to reduce the speed, but now the target was only 100
feet ahead of us. It was a Junkers 52 seaplane flying very slowly. To avoid
colliding I pulled along the right hand side of the enemy plane and could
clearly see the unique corrugated skin and the swastikas painted on the side.
The time was now 11:35 p.m. and Trademark called and told us it was time to
return to base. I called back and told him we were in contact with an enemy
plane and would talk to him later.
There was no way we could slow down enough to get behind the enemy so I
told Graham that I was going to set my gyro compass to zero on our present
heading and execute a 360 o turn to starboard back to the same heading.
If all went well we should pick him up again a few miles ahead of us and have a
chance to do a more controlled interception. We agreed to try it, so I started
the turn. As we completed our circle Graham picked him up at a range of 4
miles. We were both very excited because this was a maneuver we had not
practiced. It was a great job by Graham to pick the target up so quickly.
This time we made a good approach, but because of his slow airspeed we were
still overtaking quite rapidly and I knew that we would probably only get one
chance to attack him. The enemy was on an east-south-easterly course keeping
about 3 miles off the coast of Trypete and slowly losing height. It looked as
though they were heading for a seaplane landing area. I got a visual at about
1000 feet and as we got to within 250 yards, I gave one short burst of fire. I
observed strikes on the starboard engine, which caught fire. I gave another
longer burst and then went into a hard climbing turn to port intending to try
and come in for another attack. The enemy aircraft was losing height quite rapidly and
as we completed our turn it struck the sea and burst into flames.
The time was 11:40 p.m. and well past time to go home. We had been in the
target area nearly two hours, destroyed three enemy aircraft and had come very
close to being destroyed ourselves. It had been a busy night so far and we
were still a long way from our base. I called the Controller and told him what
had happened and that we were returning to base.
While chasing the seaplane, we had got in the middle of an area that was
surrounded on three sides by land. We didn't have enough fuel to make our way
home through the Straits of Kythera, so the only way back was to turn south
from our present position and climb over the mountains that would confront us
going across the Crete mainland. Graham would have to lead us through and over
the terrain with the radar. Not the most pleasant thing to do at night but we
had no choice. We were not supposed to fly overland, but it was a decision I
had to make and was sure that our Flight Commander would back me up. The
biggest worry was that if anti-aircraft batteries were deployed in the hills,
we might get caught in crossfire.
I turned south and started to climb as fast as possible. Graham was
reading off the distance to the enemy coast as indicated on the radar. If we
could get to about 4000 feet by the time we reached the coast, we should be
able to reach the altitude required to clear the mountains. After a few
minutes we were over land with the high ground a few miles ahead and I
estimated that we still had another 1500 feet to climb to be safe. I could
vaguely see the ground beneath us in the moonlight and it looked ominously
close. Graham kept assuring me that according to his radar all was well, so we
pressed on. So far there had been no hostile response from the enemy. When we
reached a height of 6200 feet Graham announced that we should now be clear of
the highest point and that from now on it was a piece of cake. After a few
more minutes, I told Graham that if he was sure we had cleared the highest
point I was going to put the nose down, build up speed and race for the
southern shore and the comparative safety of the Mediterranean. He agreed and
we made a run for it. As we were almost over the sea we faintly heard W/O
Phelan, who had just entered the target area tell the Controller that he had a
contact. Our Squadron was putting all their training to good use tonight!
When we were safely over the sea I kept the height at 50 feet until we were
well clear of the enemy coast. We weren’t particularly concerned about
their night fighters because we believed we had a superior radar system.
However, we had a long way to go to our base and as our fuel was getting low,
we didn’t want to get involved in any more action. We talked excitedly
about the exploits of the last few hours and how we had managed the hat trick.
Our score would be confirmed by the Controller because he had seen the blips
disappear off his radar tube and it was possible that the crew of the Ulster
Queen had seen the fire and explosions.
A few miles south of the coast of Crete, we saw a fairly large ship very
well illuminated and we noted the position in order to report it to our I.O.
When we were about 70 miles away from the enemy coast I slowly climbed to 6000
feet to conserve fuel. The remainder of the journey was uneventful and
when we were 25 miles from base Graham picked up the beacon at Gambut and we
changed course slightly to head for the airfield. The weather conditions were
still good. The moon was visible, with 3/10ths.cloud at 1000 feet and
visibility was 10 to 15 miles. I called Control and received permission to
land and after a few minutes we could see the flares on the runway. The time
was 1:05 a.m. and we had been airborne for 4hrs.55mins. We taxied to the
dispersal area and switched off the engines. The ground crew could see that we
had seen some action because the gun ports were exposed and they started to
gather round.
Nobby Clark was the first to come up the hatch to help me out. I pulled
the lever that retracted the seat back and unlocked the safety harness. The
next thing was to grip the overhead rails and swing myself backwards onto the
steps of the hatch. I was so stiff after sitting in one position for 5 hours
that it was hard to do and Nobby helped me to get to the ground. Graham was
already out and was surrounded by a group wanting to hear an account of our
trip. Sonny Steele appeared out of the darkness grabbed me in a bear hug and
wanted to know if we had been lucky. When I told him that we had gotten three
he couldn't believe it. He said they had chased a lot of bogeys but had not
got close enough to attack. I must admit the thought went through my mind that
his lack of success could be due to not having time to practice with W/O Clay
because they were both very experienced aircrew …a good example why
crews stayed together.
Joe Irwin was also there waiting for us, as we knew he would be. He
already knew something had happened because of the excitement around the plane.
When I told him the news it was like a tonic to him because the squadron had
not had any success in many months. I broke Graham away from his group that
were now discussing “radar”, (the usual subject when more than one
radar/navigator got together) and went to report to the I.O. We were given a
small glass of brandy and started the debriefing. The information in this
account came from these intelligence reports that were saved exactly as the
I.O.wrote them. They were obtained from the Public Records Office, London,
released to the public after a period of thirty years.
By the time we were finished it was 2:45 a.m. We heard that W/O Phelan
and Flt./Sgt. Baldwin had just landed at El Adam due to Gambut now being
unserviceable because of a ground mist. There was more excitement…they
had shot down another Junker 52! The total was mounting. We went back to the
dispersal area where the ground crews were finishing servicing our plane.
Nobby Clark told me I must have been pretty low at times because the windshield
had dried salt spray on it. I told him not to tell Graham…he wouldn't
fly with me any more! By now we were both feeling very fatigued and went off to
our tent to try and sleep.
The next thing we knew it was daylight and there was a crowd of people
outside the tent. I got up and looked and it was Terry Phelan and Denis
Hammond with their navigators. They had both been diverted to El Adam and had
just flown in from there. It felt like the middle of the night, but it was
10:00 a.m. We quickly dressed and went to the Mess tent to get breakfast and
compare notes. As we had heard, Phelan had destroyed one plane and Hammond had
chased one but it had gotten away. The total score for the night was 4 aircraft
destroyed.
On September 27th, we spent the day trying to catch up on sleep. We were
not flying that evening, so after dinner we relaxed and had a couple of
Egyptian beers. There were four planes going again tonight and we went to the
dispersal to see the first two off. The first one went at 6:55 p.m. and there
was the usual boisterous group giving advice! F/O.Kirk was flying our plane of
last night and we asked him not to scratch it. The ground crew had already
painted three swastikas on the side of the cockpit.
We didn't stay up to see them return and we found out the next morning that
the score had increased. F/O. Kirk and Flt./Sgt. Carr got a Junker 52 land
plane and Flt./Sgt. Chapman and W/O. Briginshaw also destroyed a Junkers 52 and
damaged another. The Squadron score was now 6 aircraft destroyed and 1 damaged.
On the morning of the 28th, Squadron Leader Robbie Robertson flew in from
Idku in a Hurricane. He asked to see Graham and me. We presented ourselves to
him and saluted. He shook hands with us and told us that His Majesty King
George VI had graciously awarded each of us the Distinguished Flying Cross. We
were unprepared for this and at a loss for words. We managed to stammer our
thanks and I thought it would be appropriate to salute again, so I did. When we
thought about this afterwards we would burst out laughing. It was such an
unlikely situation…standing virtually in the middle of the desert being
presented with a gong, and all sorts of saluting going on while the sand
swirled around us!
After having a night off, it was our turn to fly again. We went into the
flight tent and found that we were scheduled to fly #ND 243 again. We were
going to be last off tonight, leaving around 10:30 p.m. Our takeoff time would
depend upon the crews before us being on time because we had to be 1½
hours apart in order not to have more than one plane at a time in the target
area. Our plane was not ready for us to do our NFT, so we waited around the
dispersal area. Even though we had always prided ourselves on having good
morale in our squadron it was amazing what a little success had done. There
was a different air about everybody and it was wonderful to be a part of it.
In spite of this, a few minutes later something occurred that scared the
daylight out of all of us. Our dispersal area was directly across the airfield
from 603 Squadron and they were arming their planes with rockets, which were
attached on rails under the wings. Rockets were a new innovation and still
quite unpredictable, so the armourer’s were not supposed to connect up
the firing mechanism until the plane was started and at the end of the runway
ready for takeoff. The reason for this precaution was because they had found
that occasionally the action of starting the engines did something to the
electrical system and caused the rockets to fire. On this particular day they
had omitted to observe the precautionary measure and four rockets roared a few
feet above our heads and landed in the desert with some beautiful explosions!
Of course we had all flattened ourselves in the sand and we got up looking very
sheepish!
The day dragged on, but as soon as it got dark and we had eaten dinner we
prepared for flying and went to the dispersal area with Steele and Clay. Two
crews had already gone, starting at 6:10 p.m. and it looked as though we would
all be leaving as scheduled. After Steele had gone we had 1½ hours to
wait. We checked with the I.O. and discussed the possibility that we may run
into more opposition in the form of German night fighters tonight. We
refreshed our memory on the characteristics of the Junkers 88 (their standard
night fighter) and the Junkers 188, which was a souped-up version of the 88.
We must have been psychic because this discussion would stand us in good stead
later that night.
We went to our plane and completed our pre-flight inspection and took off
at 10:45 p.m. It was a beautiful night and the flight to the western end of
Crete was uneventful. As on the first night, we reduced altitude to 50 feet as
we approached the enemy coast. We made landfall at Cape Gramvansa and at 12
minutes after midnight we contacted Trademark. We were told to patrol on a
north/south course at 500 feet.
We carried out this patrol for just over a half an hour and at 12:55 a.m.,
we received a call from Trademark telling us that there was a bogey approaching
on a northerly course and we should go to Angels Five. I acknowledged and we
started climbing as hard as we could. Shortly after, we were told to turn on
to 150°, then a few seconds later to turn hard to starboard to 320°.
At 1:05 a.m. we obtained a contact 3 miles ahead, to the right and very high
above us. We immediately starting climbing and started our chase. Our speed
was 200 mph. and we were slowly closing on the target. This was obviously not
a slow moving Junkers 52. When we were at 6700 feet and a range of 2000 feet,
I obtained a visual. The time was 1:10 p.m.
We kept gaining slowly until the range closed to 700 feet and I recognized
it as a Junkers 188, one of the enemy's fast fighter/bombers that we had heard
was being used as a night fighter. It was a very fast plane and could outrun
us at heights over 6000 feet. I opened fire from dead astern and saw numerous
strikes on the fuselage and the starboard wing. We were getting some return
fire from the enemy's tail, but it was not very accurate. The target turned to
the right and started to lose height rapidly and I followed him into the turn
and tried a long deflection shot. To my surprise it worked, because black smoke
started pouring from the starboard engine.
It was at this crucial time of the attack that our radar was affected by
the gunfire and stopped working. I kept turning in the direction that we had
last seen the enemy and requested help form the Controller. He replied
immediately that the target was two miles to the north of us. I kept reminding
Graham to keep looking behind us because I was concerned that we may have
encountered two night fighters working as a pair, which turned out to be not
the case. We turned north and regained contact at 1:15 a.m. The target was two
miles away, below us and to starboard. We kept gaining steadily, following him
down to 1500 feet. We were 1000 feet behind when I obtained visual contact
again. He was now on an easterly course and appeared to be heading for the
west coast of the island of Melos. I opened fire from dead astern scoring
numerous strikes on the tailplane and starboard wing. Debris was breaking off
the enemy and floating past us, and then the starboard engine caught fire. I
broke away when we were directly above the badly damaged plane and turned to
starboard. He was diving steeply toward the sea just off the coast of Melos.
When we had completed our orbit we could see no further sign of him and I
assumed that he must have dived straight into the water. I talked to Trademark
and he said that the enemy blip had disappeared off his radar screen, which
backed up our belief that he had gone in the water. We resumed patrol at 1:20
a.m. Five minutes later Trademark called and reported more trade coming in
from the south and we were to go to Angels Five and vector 180o. We
started climbing and heading south. We knew that if the bogey was coming from
the south we were on intercepting courses and we would soon have to reverse
direction. Trademark called and told us to turn onto 290o and keep
climbing.
At 1:30 a.m., Graham got a contact directly above us as the bogey crossed
our path. We started to turn and regained contact hard above us, but he again
disappeared. I requested help from Trademark but he couldn't give assistance.
Graham and I decided that it was probably another night fighter using his
radar to take evasive action. By this time we were at 8000 feet and the
Controller called and told us to resume patrol southward at our present height.
It was an extremely clear night and at 1:35 a.m. I saw another plane cross
the moon track on a course of about 020°. I could clearly see his shadow
on the water, so deduced his height to be about 50 feet. I turned to the right
and started a steep dive to go after him, at the same time I called Trademark
and asked for help. Again they could not help me. We went down to 100 feet
and turned from side to side to try and pick up the contact, to no avail.
After a while we gave up the search and resumed patrol. At 1:51 a.m.
Trademark called and told us to vector 180o at Angels Ten for base.
The journey back to Gambut was uneventful, although I did ask Graham to
watch our rear until we were well clear of Crete! We discussed the fact that
we did not think it was going to be a piece of cake from now on because it
appeared the enemy was deploying opposition in the form of night fighters with
some type of radar on board. We were lucky to have gotten the Junkers 188 as
it had been taking some quite violent evasive action indicative of radar
control. However, every time we needed help the Controller stepped in, which
of course was how it was supposed to work.
As Graham picked up the Gambut beacon about 50 miles out, we started losing
height, ready for landing. The weather was still fine with a slight haze, the
moon had almost set and there were some strata cumulus clouds at 5000 feet.
Visibility was about 10 miles. We touched down on the runway at 3:30 a.m.
having been in the air for 4¾ hours…the last plane to return.
We got our glass of brandy from the I.O. before we started the debriefing.
He told us that Phelan and Baldwin had got a Junkers 52. We found out later in
talking to Phelan, that all the time he was in the target area his starboard
engine had been acting up. It had been cutting out for no apparent reason, but
he stayed there and pressed home his attack. This was very commendable because
being that far from base with only one good engine could be a very nervous
situation. A lot of pilots would have headed for base immediately and would
not have been criticized for doing so. We also learned that Steele had chased
what he thought was a 188, but wasn’t successful in getting close enough
to attack.
We went over our attacks with the I.O. He was especially interested in the
head-on interception because these were the most difficult to accomplish,
requiring a lot of trust and cooperation between the pilot, controller and
navigator. We finished our debriefing about 5:00 a.m. and it was time for bed.
The Squadron score was mounting. It was now 8 destroyed and 1 damaged.
We were not scheduled for flying the night of Sept.29th. having just
returned that morning. The crews going tonight were W/O.Griffin and
Flt./Sgt.Green, W/O.Hammond and Flt./Sgt. Harrison, Flt./Sgt.Bays and
Flt./Sgt.Battiste, and lastly F/O.Kirk and Flt./Sgt.Carr. Flt./Lt. Bradley
and Flt./Sgt. Forrester flew in from Idku bringing another Beaufighter, but did
not go on operations that night. Griffin and Green claimed a probable JU 52,
Hammond and Harrison destroyed two JU 52's and damaged one other, Bays and
Battiste damaged a JU 52, while Kirk and Carr were unlucky. It was September
30th, and the Squadron total had grown to 10 destroyed, 1 probable and 3
damaged.
We awoke the next morning to a blinding sandstorm. Sand was sand piled on
our beds and blowing through every crack in the tent. The journey to the Mess
for breakfast was an ordeal. Visibility was down to a few feet and sand was
blowing in our mouths and eyes. Upon reaching the Mess tent, the situation was
not much better; there was sand on the tables and in the food. We stayed in
the Mess tent most of the morning.
Four crews were scheduled for operations that evening of the 30th. They
were Flt./Sgt. Chapman and W/O.Briginshaw, Flt./Sgt.Grimshaw and
Flt./Sgt.Waller, Flt./Lt.Bradley and Flt./Sgt. Forrester and lastly P/O.Steele
and W/O. Clay. The ground staff was not able to work on the planes to get them
ready for air test and flying was out of the question. There was nothing to do
but wait for the weather to improve. In the afternoon the wind dropped and
everything was back to normal and work was hurriedly resumed to get the planes
ready. Our ground crews were doing a wonderful job, especially with the radar
because it was so susceptible to damage from sand. We were lucky because
sometimes sandstorms went on for days and there was nothing we could do but
wait it out.
The planes went off as scheduled, Chapman being first off at 9:50 p.m. and
Steele was the last to land at 6:10 a.m. on the morning of Oct.1st. The crew
of Bradley and Forrester destroyed a Dornier 24 seaplane, which brought the
Squadron score to 11 destroyed, 1 probable and 3 damaged.
Some of the other crews taking part in the night's operation had
intercepted the enemy but had opened fire before they were close enough to do
real damage. It had become obvious to the crews that were being successful,
that it was very important to get within 250 yards before opening fire.
Hammond and I had compared notes and had agreed that the best attack was to get
as close as possible and move the control column around slightly while firing.
This had the effect of spraying the shells and meant that the cone of fire was
larger. Crude but effective, as was borne out by the results we were getting!
There was one sad note about the night's operations. 108 Night Fighter
Squadron had sent three planes into the target area; one of them crewed by W/O
Knight and Flt./Sgt. Harwood. We all knew this crew because they had been with
46 Sqdn. before being posted to 108. They failed to return. The Ulster Queen
last heard from them as they chased a bandit toward the island of Melos. This
turned out to be the only casualty of the whole operation.
On the evening of October 1st, Graham and I were first off and we were
airborne at 8:05 p.m., followed by Joe Irwin and his radar operator P/O.Watson.
This was their first patrol and we were all hoping they would have success.
They would be followed by three more crews, which meant that this would be our
busiest night with a total of five aircraft being used. As we left the
dispersal area, it was a hive of activity, with planes being readied for
take-off.
Once airborne, we started climbing to our cruising altitude of 6000 feet
and headed for the western end of Crete on a course of 343°. This was our
third night on patrol and I kept reminding myself not to get too complacent
because we had been very lucky so far. It didn't seem possible that we could
dominate the enemy airspace night after night without some kind of opposition.
We were in a different plane tonight, our usual having been returned to
Idku for service. It was easy to get attached to an airplane and I hoped that
this one would serve us as well. As usual we lost altitude as we approached
the enemy coast and I went through my routine of setting the controls for very
low flying. Graham turned on the radar while I armed the guns and set the
rheostat on the gun sight. We were as ready as we could be when we made
landfall at Elaphonisi on the coast of Crete.
We turned on to a course of 50°, which would take us toward the Ulster
Queen. After a few minutes I made contact with Trademark and was told to
patrol east/west at Angels One.
The time was 9:35 p.m. There was thunder and a lot of lightning flashes in the
patrol area. At 1000 feet there was a layer of strata-cumulus cloud and the
moon was full. Lightning was illuminating the clouds, creating a beautiful but
eerie scene. We flew back and forth under the Controller's direction for the
next 30 minutes, during which time we had been increasing altitude to 4000
feet. At 10:05 p.m. Trademark informed us of a bogey on a course of 330o.
Range 12 miles. Speed 150 and height 4500 feet. Vector 310o to intercept.
This indicated we would be on a slightly converging course and the bogey would
be on our right hand side as we got closer. At 10:13 p.m., we obtained a
contact on our radar 4 miles ahead and closed in slowly. Three minutes later we
still had not gotten a visual contact when the Controller told us to break off
pursuit. The target had broken away and he didn’t think we could catch
him. There was another bandit coming north at low level. He told us to reduce
height to 500 feet as quickly as we could and watch for target to cross from
port to starboard.
We dived down to 500 feet and at 10:16 p.m. we again obtained radar contact
at a range of 5 miles and I informed the Controller we were taking over the
interception. The target was still slightly below us. Graham directed me to
turn on to 330°. Our airspeed was 220 m.p.h. and we were closing slowly.
At 10:24 p.m. I got a visual contact at a range of one mile, slightly above
us. We were about 10 miles west of the island of Melos.
We closed to 700 feet and I recognized the target as a Heinkel 111. He was
on a course of 330°, speed around 200 m.p.h. and his height was 250 feet.
I asked Graham to look and confirm my identification. He agreed with me and we
commented on how we could clearly see the unusual design of the joint where the
rear edge of the wings met the body. Just as the instructor in aircraft
identification class had stressed! We closed to 200 yards and I gave a
three-second burst from dead astern. I saw strikes on the tailplane and pieces
started breaking off and floating past us. Fire started at the starboard wing
root and smoke began to pour from the starboard engine. The HE 111 had a top
waist turret but they did not return our fire, probably because of the damage
that we had already done to them. We broke away to port and watched the enemy
glide down and strike the sea with a momentary burst of flame and then the
water engulfed the wreckage. We did not observe any survivors as it
disappeared. The time was 10:30 p.m.
For the next 35 minutes we patrolled under the direction of Trademark with
no further incidents and at 11:05 p.m. we were told to return to base. We
faintly heard our replacement calling as they came into the area. The weather
was still very threatening as we turned onto 180° and started our journey
back to base. The flight back was uneventful, with the weather improving the
further south we went. When we approached Gambut, the visibility was 15 to 20
miles with a full moon and we could have almost landed without the aid of
flares. We touched down at 12:40 a.m. having been airborne for 4hrs. 35
mins.
Later on that morning we learned that Hammond and Harris had destroyed
a JU 88, and Bays and Battiste had got a JU 52 and a DO 24. They were the last
plane to return from the previous evening's operations, landing at 8:25 am. The
Squadron count had increased to 15 destroyed, 1 probable and 3 damaged.
Graham and I were not scheduled to go on operations the coming evening of
October 2nd. There were six planes being prepared, the first to take off at
5:55 p.m. Our C.O. Robbie Robertson had flown in from Idku and was going for
the first time. In the evening, we went to the dispersal area and watched the
first few planes takeoff. First off were Chapman and Briginshaw and we decided
to wait for their return. They landed back at Gambut at 11:25 p.m., having
damaged a DO-24. This turned out to be the only claim that night. The last
plane to land came in at 7:45 a.m.on the morning of Oct. 3rd. The Squadron
score now stood at 15 destroyed, 1 probable and 4 damaged.
On the night of October 3rd, five aircraft were due to go on operations.
Sqdn/Leader Robertson scheduled himself to fly again, even though he had not
returned from the previous night until 4:15 a.m. Our Flight Commander, Joe
Irwin would also be in the air again. The first plane took off at 5:00 p.m.,
and we were to be the last off. We took off at 12:29 a.m. and two planes had
already returned by that time, one of them being Robbie Robertson, who, once
again, had not had any luck.
We contacted the Ulster Queen at 1:55 a.m. and then patrolled on an east
and west pattern at 500 feet from 2:15 a.m. until 3:30 a.m. without any sign of
the enemy. At the end of our allotted time Trademark called and wished us
goodnight. I did not realize that it would be the last time that anyone from
our Squadron would be talking to them because it was not until later that we
learned that the Ulster Queen would be leaving the Aegean. They had done a
wonderful job and it was a tribute to the Royal Navy for having kept them safe,
especially during the daylight hours. As they had played such a key role in all
that we had accomplished, it would have been nice to meet them personally and
compare stories.
We decided we would make our return by flying over Crete, the way we had
the first night… but without the urgency of having to gain height
quickly as on that occasion. It was a beautiful clear night and I didn't know
at the time that it would be the last time I would see the island of Crete
until many years after the war. We arrived back to Gambut without incident and
landed at 5:14 a.m. We learned that all our aircraft had returned safely
without encountering the enemy except Flt./Lt. Irwin and P/O Watson. They had
shot down a JU 52 landplane.
On October 4th, the Ulster Queen was withdrawn from the target area. At
this point, the 46 Squadron Gambut Detachment final score was 16 destroyed, 1
probable and 4 damaged.
From then on, until the 10th, two planes were deployed every night.
Unfortunately, without the support of Ground Control, the chance of locating
enemy planes was very small. On the last two nights a Royal Naval vessel, HMS
Colombo was used as a Control, but still without success. The moon was waning
and there was barely enough moonlight to sustain two intruder patrols each
night. The aircrews were gradually being returned to Idku… the
operation was coming to an end.
Graham and I flew a plane back to Idku on October 5th. We were taking an
army officer with us who needed to get to Alexandria in a hurry. There was no
room for a passenger to sit in a Beaufighter, so he had to stand behind me in
the escape hatch and hang on to the rails that I used to swing myself into the
pilot’s seat. We took off, circled around, and came across the airfield
very low to buzz our dispersal area. The idea was to pull up steeply and try
to blow the tents down with the slipstream. As we did this, I looked around to
see how the army officer was faring and found he was sitting on the floor of
the escape hatch unable to stand -- the “G” force had driven him to
his knees! Probably the last time he hitched a ride in a Beaufighter!
IDKU
The trip to Idku was uneventful and when we arrived, I again buzzed the
airfield. It was traditional at this time to do a victory roll over ones base.
However, we couldn't do slow rolls in a Beaufighter but we were part of Fighter
Command and we made our statement by buzzing the airfield! As I sat in the
silence waiting for the hatch to be opened, I realized that a lot had changed
since we left here a few days ago. Ground staff and aircrew had proved we were
an efficient night fighter squadron, (which we always hoped we were, but never
knew for sure), four of us had been given a decoration by His Majesty, and most
important, we had survived to tell the tale.
The next few days, after all the squadron had returned, were a constant
round of parties. There was one in the Sergeants Mess, the Officers Mess, the
Airman’s Mess, and the Hurricane Squadron that shared our airfield, not
to be outdone, also threw a party for us! The press and photographers visited
us. All kinds of line shooting pictures were taken, to the embarrassment of all
concerned. The highlight for me was when Air Marshall Sir Keith Park, Air
Officer Commander-in-Chief, Middle East visited us to offer his
congratulations. He had commanded one of the sectors during the Battle of
Britain 1940, and was a big hero of mine from when I was teenager.
One of the pictures taken during this euphoric period found it's way into a
British national newspaper. It was of Graham and me and described our recent
exploits, the fact that we had been decorated, and was complete with our home
addresses. This was how my family learned what had happened, a fact I was not
aware of, until I returned home a few months later. There was no way I could
let them know because all of our letters to home were censored. It was a big
surprise to me when they knew all about it.
The final result of the Gambut Detachment was as follows:
* Butler/Graham, 5 enemy aircraft destroyed.
* Hammond/Harrison, 3 enemy aircraft destroyed, 1 damaged.
* Bays/Battiste, 2 enemy aircraft destroyed, 1 damaged.
* Phelan/Baldwin, 2 enemy aircraft destroyed.
* Chapman/Briginshaw, 1 enemy aircraft destroyed, 2 damaged.
* Irwin/Watson, 1 enemy aircraft destroyed
* Bradley/Forrester, 1 enemy aircraft destroyed.
* Kirk/Carr, 1 enemy aircraft destroyed.
* Griffin/Green, 1 enemy probably destroyed.
Total destruction to the enemy: 16 aircraft destroyed, 1 probably destroyed and
4 damaged.
Ray Graham, Denis Hammond and I, as Warrant Officers, were each awarded the
Distinguished Flying Cross. Flt./Sgt. Harrison was awarded the Distinguished
Flying Medal.
W/O Knight and Flt./Sgt. Harwood of 108 Squadron were killed in action.
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