2nd Tactical Air Force, Vol. 1: Spartan to Normandy, June 1943 to June 1944

o ACTICAL AIR FORCE Volume One

Spartan to Normandy June 1943 to June 1944

Christopher Shores & Chris Thomas

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TACTICAL AIR FORCE Volume One

Spartan to Normandy June 1943 to June 1944

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o TACTICAL AIR FORCE Volume One

Spartan to Normandy June 1943 to June 1944

Christopher Shores & Chris Thomas

CLASSIC An imprint of Ian Allan Publishing

Christopher Shores served in the ATC and RAP during the 1950s and produced his first book, Aces High, in 1966. This was followed by Fighters over the Desert in 1969, and then by the original 2nd Tactical Air Force the following year. Since then he has produced an average of one book a year on aviation subjects, including a completely rewritten Aces High in 1994, plus many articles, aircraft monographs and similar works. He and Chris Thomas have worked together before to produce The Typhoon and Tempest Story in 1988. By profession a chartered surveyor, Christopher Shores worked in the commercial property market for more than 40 years. Retired in mid-2000, he continues to be a consultant, but is now able to devote much more of his time and energy to aviation research and writing. He is married with three grown-up children and lives in Dorset, England.

Chris Thomas worked for more than 30 years as a civilian Air Traffic Controller (at Manchester, Northern Radar, Heathrow, West Drayton and Swanwick). Retirement has given him the time to collaborate again with Christopher Shores in assembling this work - a long held ambition. He is the son of a 2nd TAP pilot, and is married with two adult children and a grandson (who already, at 20 months, shows a promising interest in aviation!). He co-authored The Typhoon and Tempest Story with Christopher Shores following a long-running series in Le Fanatique de l'Aviation. An Air-Britain specialist on the two Hawker fighters for more than 20 years, he has also written The Typhoon File, Warpaint No.5 Typhoon and Typhoon and Tempest Aces. Despite this specialisation, he has a wider interest in military aviation and has provided illustrations for a number of books and periodicals, including The]G 26 Album and Under the Guns of the Red Baron, as well as cover paintings for more than twenty publications.

First published 2004 ISBN 1 903223 40 7 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any meal}S, electronic or mechanical including photocopying or by any information storage and retrieval system without permission from the Publisher in writing. © Christopher Shores and Chris Thomas © Aircraft profiles: Chris Thomas, 2004

Produced by Chevron Publishing Limited Project Editor: Robert Forsyth Book and Jacket design by Colin Woodman Design Published by Classic Publications an imprint ofIan Allan Publishing Ltd, Hersham, Surrey KT12 4RG Printed by Ian Allan Printing Ltd, Hersham, Surrey KTl2 4RG Visit the Classic Publications website at www.classic-books.co.uk

Printed in England

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Authors' Introductions

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Acknowledgements

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Foreword by Air Chief Marshal Sir Harry Broadhurst

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Foreword by Air Commodore C.D. North-Lewis

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Glossary

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FORMATION

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March-November 1943

EXPANSION

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November 1943-June 1944

INVASION

122

June 1944 Index

190

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Authors' Introductions

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n the 35 years since work was undertaken to produce the first edition of 2nd Tactical Air Force, much additional information has become available to researchers and historians alike. A new ~ edition of the original book, which went out of print many years ago, has long been planned, but the approach of the 60th Anniversaries of the events dealt with therein provides a welcome opportunity for the original author once more to put pen to paper and produce a completely rewritten and revised version of the book. In this endeavour I am now joined by my good friend, Chris Thomas, with whom I worked in happy collaboration when we produced 'The Typhoon and Tempest Story' some 15 years ago. The original book provided a trio of overview chapters, followed by a chapter on each major aircraft type used by 2nd TAF, and the units and personalities involved. It concluded with a small number of limited appendices. This time it has been possible to commence at a somewhat earlier date - 1 June 1943, when the Tactical Air Force was formed within Fighter Command, rather than 15 November 1943, when 2nd Tactical Air Force became an independent command. The narrative is now arranged in a strictly chronological order, each chapter dealing with all the relevant units and aircraft involved. The much greater availability of information collected by, and available to, the authors indicated the need for a considerably greater number of detailed - and hopefully exhaustive - appendices. These matters have all conspired to produce a considerably longer n~rrative section, whilst the very substantial number of illustrations now available, inclusion of relevant maps, and of comprehensive indices, have required that the history now be divided into three volumes. The first volume covers the period 1 June 1943-30 June 1944, whilst the second and third volumes, to follow, will deal with events from 1 July 1944-8 May 1945. Because the narrative text is considerably greater in the first two volumes than in the third, all the appendices for the entire work will be found in that final volume. For ease of reference, a unit index will be included at the end of each volume, but the personnel index in its entirety will feature in Volume Three

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hroughout the production of this book, despite the vast amount of detail it contains, it has been a constant concern that only the peaks and troughs of 2nd TAF's endeavours have been recorded. The daily tables record the highlights and summaries of air combat during 2nd TAF operations (and those of its predecessor 'The Tactical Air Force' within Fighter Command) and although fighter, bomber, ground-attack and reconnaissance operations of note are recorded, the vast majority of such sorties have perforce been omitted, owing to their sheer volume and repetitive nature. This is in no way intended to devalue such operations - far from it as they were indeed the very sine qua non of the 2nd TAF's existence. Earlier works by the authors, the original 2nd Tactical Air Force in 1970 and The Typhoon and Tempest Story in 1988 made insufficient reference to the support organisations which made the work of the

Because it has now been possible to gather details of all operational losses and casualties, together with all claims made during aerial combats, full listings of such matters are included within the main text on a daily basis. To deal in the narrative with each and every such entry would require a great deal of repetition and a hugely increased number of words. Consequently, readers will find that the narrative for each day in the majority of cases highlights the more interesting and significant actions and summarises other matters where appropriate. On a number of the less significant days no narrative is provided, but the listings are nonetheless included to provide complete information for those with specialist interests. A word about the designation of Luftwaffe aircraft mentioned within the text. When referring to Messerschmitt 109 and 110 fighters, we have adopted the official Luftwaffe descriptions of Bf 109 and Bf 110 (Bf indicating Bayerische Flugzeugwerke); by the time that the Messerschmitt 210 and 410 had entered production, the manufacturer had become formally Messerschmitt, and hence the designations became Me 210 and Me 410. The products of most other manufacturers were referred to by a two letter abbreviation from the name of the builders. Hence Heinkel (He), Junkers Ou), Henschel (Hs), Fieseler (Fi). However two manufacturers had double names, and in these cases the first letter of each name was adopted, rather than an abbreviation. Therefore it appears correct for Focke-Wulf to use 'FW', not 'Fw', and for Blohm und Voss to employ 'BV', not 'Bv'. In practice 'BV' was always used, but both 'FW' and 'Fw' were employed - the latter more frequently. This is possibly due to Focke-Wulf being a hyphenated name, unlike Blohm und Voss. Consequently, after considerable thought, we have adopted 'Fw' here. When referring to Luftwaffe personnel and units, the German nomenclature has been employed, but for the sake of clarity, when noting the decorations with which certain personnel had been awarded, we have translated them into English, thus referring to the Knights' Cross with Oak Leaves, rather than Eichenlaube zum Ritterkreuz. Christopher Shores, Dorset, England, October 2003

more glamorous front line units possible. This was a matter of available space and priorities; however, it is hoped that this latest work will redress those oversights to some degree, although the reader will have to await the publication of Volume Three which will contain appendices dealing with the organisation of operational planning and control, Repair and Salvage units, the Group Support Units, as well as details of weapons and tactics employed. Losses and claims listed on the daily summaries are based on the '2nd TAF Log of Casualty Claims Assessment and Losses' and its predecessors, which detail losses and claims in the course of operations. Losses incurred during training, relocation, test flights, etc are not included. It has to be said that many relevant losses did not find their way into the 2nd TAF Log; these have been added to our lists by careful

search through the appropriate unit Operational Record Books (Forms 540 and 541), with the results cross-checked against the Aircraft Movement Cards (Forms F.78). Occasionally aircraft losses noted as 'Category B' (i.e. beyond local repair by unit or nearby maintenance or repair unit) in the 2nd TAF Log were later downgraded to 'Category Ac' (shown in our lists as CatB/Ac) which would have excluded them from the Log. Where appropriate details have been found these have been retained for the benefit of those wishing to research further. Where no damage category is given, the airframe was 'Category E' (i.e. written off), as a result of the incident. Occasionally damage was originally classified as 'category B' but was never actually repaired due to changing assessments or requirements (shown as Cat B/E). Times have been given where possible. Where precise times for an occurrence are not recorded in unit ORBs, estimated times, usually based on take-off and landing times (of other aircraft from the same unit if the subject aircraft did not return) are given. These are shown as, for example, 'e1630'. The times given indicate the time of loss, so where aircraft crashed on return, the time given is for the crash, which (usually) caused the major damage, rather than for the combat damage which initiated the incident. Locations given in brackets indicate the briefed target area.

Serial numbers quoted for losses are not necessarily those quoted in the unit records (some of which are notoriously inaccurate), but have been arrived at by correlation of all available sources. Serial numbers quoted for aircraft flown by pilots making claims are taken mainly from the unit ORBs and therefore may be subject to some error; where this is suspected the serial number is shown in inverted commas. Photographic selection has been made with a balance between those which appeared in the original publication and the many appropriate illustrations, which have since come to light. Similarly, there is a balance between high quality photos and those of lesser quality, but of interesting (perhaps unique) content. Full use has been made of the peerless Imperial War Museum collection and especially 'stills' taken from little-seen film. Relatively few 2nd TAF air or ground crew managed to take or acquire photographs during the campaign, but to those who did, and have made their collections freely available to the authors, we are indebted (see Acknowledgements).

Chris Thomas, Hampshire, England, October 2003

Acknowledgements As with all ventures of this nature, there are many individuals without whom it would not have been possible, or at least would have been a lesser work. We welcome this opportunity to thank them all. Firstly, however, our heartfelt thanks to our wives, Marion and Wendy, who must think "perhaps it will be different this time". Alas it never is, but they still give us the essential support that only those who have been through this process can appreciate. We are indebted to Air Commodore c.D. 'Kit' North-Lewis, DSO, DFC & bar, for agreeing to write the foreword; it would be difficult to find a more appropriate scribe. We owe much to the researches and writings of our long-term friends and collaborators Norman Franks, Russell Guest, Frank Olynyk and special thanks to Malcolm Scott DFC for his contribution in this volume, the Dinner Raid. We are most grateful to our Polish friends Wojtek Matusiak and Piotr Wisniewski for providing photographs and passing on the fruits of their researches into the activities of their countrymen, as well as their specialist knowledge of Spitfires and Mustangs. To Keith Young and Robert Grudzien sincere thanks for initiating and encouraging the 'prome' artist's conversion from airbrush to Photoshop. Many friends and fellow-enthusiasts have helped in tracking down those elusive bits of information or seldom-seen photographs, including Peter Arnold, The Baudru collection, Dr Jean-Pierre Benamou, Peter Celis, Steve Coates, Eddie Creek, Chris Goss, Martin Goodman, Zdenek Hurt, Ashley Lamb, Stein Meum, Dusan Mikolas, Peter Petrick, John Rawlings,

Geoff Rayner, Graham Skillen, Bill Smith, Paul Sortehaug, Andy Thomas, Terry Thomas, Laurent Viton and Eunice Wilson. As always, the MOD Air Historical Branch have been most supportive, and in particular we thank Graham Day for his timely assistance. The staff of the Imperial War Museum Departments of Film and Photographs have been ever-helpful and sympathetic to our search for 'new' material, especially Ian Carter. Likewise the Canadian Armed Forces Photographic Unit, Rockliffe (some ten years ago). We are also extremely grateful to those who have given permission for us to reproduce those personal photographs, that add so much to a work of this nature, or to quote from their correspondence, including Bill Bailey, Bob Betts, Lew Boucher, the Brayshaw family, Bill Burge, Denis Clarke, Tony Cooper, Douglas Coxhead, John Caulton, Bill Cross, Air Cdre John Deall, Cecil Eckel, Air Cdre Jack Frost, Grp Capt Charles Green, Billy Grey, the Haabjorn family, Tommy Hall, Ian Handyside, Bill Harkness,Grp Capt Frank Jensen, Tony Jonsson, Mrs Kidner, Stan Kirtley, Popeye Lucas, Harry Markby, Ed McKay, Robin McNair, Murray Morgan, the Nelson family, George Nimmo, Denis Oram, George Pyle, John Rook, Ladislav Sitensky, Wg Cdr Jas Storrar, Bill Stowe, Peter Tickner, Rowland Williams, Norman Wilson. Finally we'd like to express our gratitude to the team at Chevron Publishing whose enthusiastic help, advice and professionalism has ensured this publication has matched the authors' vision of the finished work - no mean achievement!

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Air Chief Marshal Sir Harry Broadhurst GCB, KBE, DSO, DFC, AFC

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hen Christopher Shores asked me to write a foreword to his book on the 2nd Tactical Air Force I was somewhat surprised to realise how little had been written about the brilliant achievements of its squadrons in operations leading up to the landings in Normandy and thereafter to the German surrender. I suppose the reason is that 'Overlord' with its vast Allied sea, land and air forces was so gigantic, that the activities of the units in a particular Command tended to be submerged in the drama of the total operation. Although the 2nd Tactical Air Force was a new Command, many of its airmen were brought back from the Middle East to help in its formation and to feed in their experience of combined operations in the Western Desert, North Africa, and the invasions of Sicily and Italy. It was therefore well set up to support 'Overlord' and the subsequent campaign, and this is well brought out in the book. Nevertheless, the lessons learned in these campaigns were sometimes forgotten and the tragedy of Arnhem was a supreme example of what can happen if the basic principles of combined operations are neglected. As one of the Group Commanders in the 2nd Tactical Air Force I suppose my most vivid memory of it all was the unbounded courage and enthusiasm of the individual pilots. Despite very considerable casualties, they never let up in their determination to smash the Luftwaffe and at the same time back up the ground forces. Whether it was air-to-air fighting, close support of the Army, or ground-attack against targets deep into enemy territory, they took it all in their stride with unflagging enthusiasm to the very end of the campaign. I found this book of great interest and I am sure that some of the many chaps who served with the 2nd Tactical Air Force in those exciting and inspiring days will be delighted to have an opportunity of reading about their exploits.

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Normandy, June 1944: Air Vice Marshal Harry Broadhurst (centre) seen whilst Commander of 83 Group, 2nd TAF, talking with Air Marshal Sir Arthur Coningham (at that time Commander of 2nd TAF) and Air Chief Marshal Sir Arthur Tedder, Deputy Supreme Allied Commander

This edited foreword was written originally for the first edition of '2nd TAP' (Osprey 1970)

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Air Commodore C. D. North-Lewis DSO, DFC & Bar am delighted to introduce this history of the 2nd Tactical Air Force, which replaces the 1970. This new book is an incredibly comprehensive and detailed study and will, undoubtedly, become the authoritative work on the 2nd Tactical Air Force and on the decisive part it played in the successful Campaign of 21st Army Group from Normandy to the final defeat of the Germans. I am particularly pleased to have been asked to write this Foreword as I was present at what was the birth of 2nd TAF when the fighter reconnaissance Mustang Squadron, in which I was a Flight Commander, participated in Exercise 'Spartan' run by the newly formed Z Group, which was to develop into the 2nd TAP. A year later, in March 1944, I was to join the Typhoon fighter-bomber force in 83 Group, 2nd TAF, first as a Flight Commander in 182 Squadron then as Squadron Commander of 181 Squadron, and finally, in August 1944 as Wing Leader of 124 Wing, a post I held until the crossing of the Rhine in March 1945 during which I was shot down. Thus I was in 2nd TAF for most of its operational life. The part played by the Typhoon in providing close air-support to 21st Army Group was largely ignored by military historians until Christopher Thomas and Christopher Shores published The Typhoon and Tempest Story. This is acknowledged as the authoritative reference book on these aircraft, and it has shown that the Typhoon's contribution to the land battle was crucial, and at times, decisive. Similarly, the history of the 2nd TAF will show the major part that it played in the defeat of the German Army. Moreover, the lessons learnt by 2nd TAF have formed since then the basis of land/air operations. This work will stand as a memorial to both the British, Allied and Commonwealth aircrew, ground crew and supporting staff who served with great distinction in: 2nd TAF and of whom so many gave their lives. I am very proud to have been one of their number. I can only congratulate Christopher Thomas and Christopher Shores for unravelling the complexities of the operations, the work and the losses of the various forces in 2nd TAF in such a detailed and readable fashion. Any historian of this Campaign will find this work essential reading.

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ADGB AFDU CO .U ALG +-' APC U ARF ~ ELS -0 FAA C N FPU Geschwader HDT Jabo Jagdflieger Jagdwaffe MET MT Nickel ORB Popular PSP

Bombing operation with fighter escort designed primarily to destroy a specified target Ranger Fighter/fighter-bomber deep penetration sortie to attack targets of opportunity Short range low-level offensive operation by Rhubarb two or four fighters in cloudy weather to attack targets of opportunity fighter sweep Rodeo Royal Australian Air Force RAAF RCAF Royal Canadian Air Force RNZAF Royal New Zealand Air Force RNVR Royal Naval Volunteer Reserve RP Rocket Projectile SASO Senior Air Staff Officer SLAIS Specialised Low Attack Instructors' School SMT Square Mesh Track headquarters flight of Luftwaffe Geschwader Stab Staffel Luftwaffe unit roughly equivalent in strength between an RAF flight and a Squadron; usually three or four Staffeln in a Gruppe, and three or four Gruppen in a Geschwader StaffelkapiHin Commanding Officer of a Staffel (a position, not a rank)

Ramrod

Aeroplane and Armament Experimental Establishment Air Defence of Great Britain Air Fighting Development Unit Advanced Landing Ground Armament Practice Camp Aircraft Reception Flight Emergency Landing Strip Fleet Air Arm Film Production Unit Basic Luftwaffe operational unit Horse-Drawn Transport fighter-bomber fighter pilot Luftwaffe fighter force Mechanised Enemy Transport Motor Transport Air-dropped propaganda leaflet Operations Record Book short range low-level photographic reconnaissance sortie Pierced Steel Planking

Abbreviations (used in the Loss and Claims tables) Symbols used in the tables mean the following: } after a name (A)

= shared kill;

{before Cause/Location

= 'ditto'

picked up by air-sea rescue

eto

crashed on take-off

hbd

hit by debris

rof

ran out of fuel

service or shipping

db

damaged by

hbf

hitbyflak

rpa

rocket attack

attacking I ... (shipping. MET,

d/b

dive bombing

hte

high tension cables

rtb

returned to base

tanks etc)

dla

damaged in landing accident

hyd/f

hydraulic failure

r/w

runway

Adj

Adjutant

dog

destroyed on the ground

(I)

injured

S/Ch

Sous Chef

a/f

airfield

Dol

died of injuries

(K)

killed

sdb

shot down by

Af

Airfield

dpd

destroyed, probably

lIe

lost contact

sdbea

shot down by enemy aircraft

Asp

Aspirant

destroyed, damaged

Ilk

last known

sdbf

shot down by flak

AIT

Allied territory

dtd

ditched

lIs

last seen

sdbsaf shot down by small arms fire

bel

believed

E

escapedlevaded and safe

2/Lt

2nd Lieutenant

Sgt

Sergeant

bfo

bomb fell off

e/a

enemy aircraft

m

nautical mile(s)

S/L

Squadron Leader

bhu

bomb hung up

elf

engine failure

MET

mechanised enemy transport

SILt

b/e

balloon cable

efta

engine failure on take-off

n/e

not confirmed

a/ ...

Sub Lieutenant or Sous Lieutenant

b/o

baled out

EIT

enemy territory

ndea

not due enemy action

Sr

b/u eatAe

blew up

e/tr

engine trouble

NFW

Naval Fighter Wing

stbea

strafed by enemy aircraft

category Ac repair

exp

exploded

nk

not known

tbl

tyre burst on landing

eatB

category B repair

f/l

force-landed

nr

near

tbto

tyre burst on take-off

eatnk

(damage) category not

F/L

Flight Lieutenant

obs

obstruction

t/o

take-off telephone wires

Sector

known

Fit Off

Flight Officer

OG

on the ground

tpw

edl

crashed during landing

FlO

Flying Officer

o/s

overshot

u/s

unserviceable

Chnl

Channel

F/S

Flight Sergeant

(P)

prisoner of war

visibility

ell

crash-landed

Fr

FrenchlFrance

pfto

parachute failed to open

vis (W)

c1d

collided

ftr

failed to return

PIO

Pilot Officer

W/C

Wing Commander

enk

cause not known

G/C

Group Captain

PR

photo reconnaissance

WIO

Warrant Officer

esd

crashed

g/lk

glycol leak

psdbea presumed shot down by

w/u

wheels-up landing

cst

coast

hbAf

hit by Allied anti-aircraft fire

enemy aircraft

wx

weather

wounded

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y the spring of 1943 the Allies - the United Kingdom, the United States and Soviet Russia - had held the Axis armies on all fronts, and had themselves gone over to the offensive. With the fall of the German and Italian forces in North Africa, released Allied resources permitted serious plans to be laid for the invasion of occupied Western Europe, and for the Royal Air Force this meant the provision of a new expeditionary Air Force to support British troops when such a venture took place. In the United Kingdom, Fighter, Bomber and Coastal Commands were carrying out their own duties, virtually irrespective of the need of the Army, which was served only by Army Co-operation Command. The operational element of this latter force consisted of 16 squadrons equipped with low-altitude reconnaissance fighters, five with Austers for 'spotting', a photographic reconnaissance squadron and three units equipped to carry airborne troops into battle. However, the campaign in North Africa had provided abundant experience of tactical operations in direct support of ground forces, backed up by highly mobile supporting echelons. Following the end of the fighting in Tunisia, the highly-experienced Western Desert Air Force, which had supported the Eighth Army, and the North-West African Air Force, which had supported First Army, were welded together to form the Desert Air Force, or First Tactical Air Force, for further operations involving the invasion of southern Europe. At home, moves were set afoot to organise a second Tactical Air Force, similar in concept to the First, in preparation for the planned operations in Western Europe. Experience had shown that the most successful and adaptable instrument of close support was the fighter-bomber, so that many squadrons at that time operating in Fighter Command would have to be released for the new organisation. Although the most immediate way to provide a nucleus for the new force would have been to expand Army Co-operation Command, this would have entailed a massive re-organisation and a considerable disruption of the "non-stop offensive" in which the Fighter Command units were engaged. Consequently, the alternative was adopted, whereby the formation of what was initially known simply as 'The Tactical Air Force' took place within the framework of Fighter Command. This re-organisation commenced in the early summer of 1943, when on 1 June, 2 Group of Bomber Command was transferred to Fighter Command; this Group contained all remaining light and medium day bombers still oper~ting from the United Kingdom, and had for some time been considered by its parent Command as something of a cuckoo in the nest, all other groups being equipped with heavy bombers and operating at night against strategic targets. On this same date Army Co-operation Command ceased to exist, and all squadrons from this formation were also transferred to Fighter Command. Within the latter two new groups were to be set up, which with 2 Group were to provide the basis of The Tactical Air Force, each of these groups being intended to operate with one of the armies which would make up 21st Army Group, the British Commonwealth element of the main invasion force. Each group would comprise wings of fighters, fighter-bombers, and tactical reconnaissance aircraft (the old Army Co-operation units), and to this end allocation to them of squadrons of Spitfires, Typhoons and Hurricanes began forthwith. In practice one of these groups, No 83, was already in existence. In March 1943, Exercise 'Spartan' had taken place, a major exploration of some of the lessons being learned in North Africa at the time. The exercise had confirmed that the two vital factors in the organisation of air forces intended to co-operate with army units were mobility and close liaison at all levels for planning, training and the conduct of operations. As a result, the 'z' Group Headquarters and some of the Field Force units were kept in being after the exercise and had been moved to form 83 Group within Fighter Command on 1 April 1943. The nucleus of the Group comprised an advanced and rear headquarters at Gatton Park, Redhill, which had been expanded by 15 May to incorporate formations which came to be regarded as permanent elements of the Group. These included 121 Airfield Headquarters at Middle Wallop, 122 at Eastchurch, 123 at Stoney Cross and 124 at Lasham. Other ancillary units included an Air Stores Park, a Transport Company, a Supply and Transport Column, a Mobile Field Hospital, Mobile Operations Room Unit, a Mobile Air Reporting Unit, an Air Ministry Experimental Station and Mobile Signals Unit. All these mobile units had been gathered at Gatton Park on 5 April, and a PBX line put in. Early in May, meteorological personnel were allocated to the Group by Air Ministry. The Airfield Headquarters was a mobile organisation which could be moved from airfield to airfield. Each such HQ would normally control three squadrons, thus being equivalent to an RAF fighter wing. 121 and 122 Airfield HQs had actually been formed as early as February 1943 for 'Spartan' and had been followed at the start of April by 123 and 124. Shortly after the formation of The Tactical Air Force, 125 Airfield HQ would be formed at Gravesend on 24 June. The 4 July saw the formation of four more such Airfield HQs, followed by a fifth on the 10th. These were: Continued on Page 16

"1 wonder who it will look like?" Exercise 'Spartan'

n March 1943 a large-scale exercise code-named 'Spartan' took place in the south of England, with the purpose of refining the organisation for the intended invasion force which would be required the following year. The opposing sides were dubbed Eastland and Southland, with the former representing a German force which had occupied Allied territory and the latter an Allied force attempting to regain its losses. The Eastland forces occupied an area bounded by Cambridge, Coventry and Gloucester, while the Southland armies were arrayed south of a 'front line' which stretched from Swindon, through Hungerford, Newbury and Reading, to Maidenhead. Each side had roughly equivalent air forces in support. Eastland had 18 squadrons of fighter, army support (fighterbomber) and army co-operation aircraft and light bombers, plus a single night fighter unit; together these were known as 'X' Group. Southland had 20 similar squadrons, known as 'Z' Group. There was a major difference between the two air forces in that 'X' Group operated from static bases while 12 of the 'Z' Group units were nominated as 'mobile'. This was in order to facilitate the objective of the RAF participation in the exercise, namely to study and practise the handling of Mobile RAF Composite Groups. The Groups comprised light bomber, fighter, army support and reconnaissance units, plus ancillary units (Group Headquarters, Mobile Operations Room Unit, Airfield Headquarters, Air Stores Parks, Repair and Salvage Units, Servicing Commandos, ALG Signal Sections, Mobile Air Reporting Units, Ground Controlled Interception, Signals and RAF Regiment). The opportunity of trialling the use of ALGs was also taken, with two of the Southland Mustang squadrons operating from newly-constructed strips at Eastmanton Down and Red Barn (both between Swindon and Wantage). In order to distinguish aircraft of the opposing forces, Eastland aircraft were ordered to distemper the spinners and undersurfaces of the port wings of their aircraft black, and both sides of the fuselage white, 'as far back as the pilot's cabin'. The markings were not required on the light bombers as Eastland would operate Venturas and Mitchells, whereas Southland had Boston squadrons to fulfil this role. 'Z' Group mobile squadrons operated from 'Airfields', Nos 121 and 122, on a 'hotel and garage' basis, i.e. any squadrons might use an appropriate Airfield. These two Airfields had formed in mid-February at Wrexham and Zeals respectively, moving to Middle Wallop and Chilbolton at the end of the month. Of the nominated mobile squadrons, 19 (Spitfire VB), 182 and 247 (Typhoon) arrived at Middle Wallop to join 121 Airfield on 1 March, while 132 (Spitfire VB), 174 and 184 (Hurricane II) flew into Chilbolton on the same day. The exercise lasted until 12 March and during its course the two mobile Airfields moved to Membury and Grove. While operating from these Airfields the squadron personnel lived under canvas and were forbidden to use the facilities of the host permanent Airfields. Some pilots did sneak into the Mess for a decent shower - life under canvas in inhospitable March weather had proved somewhat tough - especially as the most criticised aspect of the Airfield organisation seemed to relate to failures in the supply of adequate food. The two 'Z' Group Mustang squadrons, 26 and 239, are known to have operated from '123 Airfield' and the Bostons of 88 and 226 Squadrons were administered by '124 Airfield'; however, neither of these Airfields were formally constituted until April 1943. The exercise was deemed successful and although the working of Composite Groups had been hampered by the

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inexperience within many of the newly-constituted units, the structure had been proved to be sound. The basic command structure which would later be employed was therefore settled upon, namely that squadrons of fighters (including fighterbombers), reconnaissance aircraft and light bombers would be formed into Wings (still to be called Airfields for another year) and a number of such Wings would be controlled by a Group. The forthcoming invasion was seen to have three phases: 1. Crossing the Channel and landings, when support would be from units based in England. 2. Establishment of a bridgehead when some squadrons would operate from the Continent. 3. Expansion and full support for the land campaign from the Continent. So well had the new units performed, it was decided to retain the ground units of 'Z' Group after the exercise. During the exercise the following units had been allocated to the two sides: Southland - 'Z' Group

MOBILE Fighters 19 Squadron 132 Squadron 247 Squadron 412 Squadron

Spitfire VB Spitfire VB Typhoon IB Spitfire VB

121 Airfield, Middle Wallop and Membury 122 Airfield, Chilbolton and Grove 121 Airfield, Middle Wallop and Membury Hurn, odiham and 124 Airfield, Lasham

A Spitfire VB of 412 Squadron makes a simulated low-level attack on one of the Eastland airfields during Exercise 'Spartan' (IWM H27934) Army Support 174 Squadron 175 Squadron

Hurricane liB Hurricane liB

182 Squadron 184 Squadron

Typhoon IB Hurricane 110

Light Bombers 88 Squadron 226 Squadron

Boston III & IliA Swanton Morley and Charmy Down Boston III & IliA Swanton Morley and Charmy Down

Army Co-operation 26 Squadron Mustang I 239 Squadron

Mustang I

122 Airfield, 123 Airfield, 124 Airfield, 121 Airfield, 122 Airfield,

Chilbolton and Grove Stoney Cross and Lasham Middle Wallop and Membury Chilbolton and Grove

123 Airfield, Stoney Cross, Eastmanton Down and Red Barn 123 Airfield, Stoney Cross, Eastmanton Down and 124 Airfield, Lasham Continued overleaf

Q)

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a

L.L

"1 wonder who it will look like?"

Continued

STATIC Fighters

CD U

129 Squadron 504 Squadron 616 Squadron

+-'

Night fighters

~

96 Squadron

U

-0

c:

N

Spitfire VI Spitfire VC Spitfire VI

Tangmere Ibsley Ibsley

Beaufighter VIF

Tangmere and Ford

Army Co-operation

16 Squadron 170 Squadron 400 Squadron 414 Squadron

Mustang Mustang Mustang Mustang

I I I I

Ford Ford Dunsfold Dunsfold ABOVE While a 26 Squadron Mustang is serviced, the strip is still being

prepared; in the foreground are rolls of Sommerfeld tracking with thei,' linking bars on the right. Sommerfeld would be abandoned in favour of SMT - square mesh track - before D-Day. (IWM FLM 3593)

ABOVE AND RIGHT Mustang I. AM21 0 'Y' for Yvonne, of 26 Squadron taxying out to take off from one of the temporary strips on the Wiltshire Downs. A member of the ground crew is positioned on the wing to guide the pilot past obstructions not visible from the cockpit - an essential technique on rough strips. (IWM FLM 3584 & FLM 3586)

Mustang I AM210 'V', 26 Squadron, during Exercise 'Spartan', 1-12 March 1943 BELOW AND BELOW RIGHT Mustangs AP262, ';:;' and AG535 '[ of 26 Squadron using the newly-made runway. (IWM FLM 3600

& FLM 3585 )

Eastland - 'X' Group

Fighters 124 Squadron 167 Squadron 303 Squadron 350 Squadron 411 Squadron 421 Squadron 453 Squadron

Spitfire IX Spitfire VC Spitfire VB Spitfire VC Spitfire VB Spitfire VB Spitfire VB

Croughton and Duxford Kidlington and Fowlmere Heston and Debden Heston and Debden Kidlington and Fowlmere Croughton, Gransden lodge and Fowlmere Westcott and Newmarket

Night fighters 151 Squadron

Mosquito II

Wittering

Army Support 181 Squadron 183 Squadron

Typhoon IB Typhoon IB

Cranfield and Snailwell Cranfield and Snailwell

light Bombers 21 Squadron 98 Squadron 464 Squadron 487 Squadron

Ventura I & II Mitchell II Ventura I & II Ventura II

Methwold Foulsham Methwold Feltwell

Army Co-operation 2 Squadron Mustang I Mustang I 4 Squadron 169 Squadron Mustang I 268 Squadron 613 Squadron

Mustang I Mustang I

Westcott, Newmarket, Cranfield and Duxford Barford St John, Cranfield and Duxford Barford St John, Gransden Lodge and Bottisham Bottisham and Snailwell Bottisham

During their stay at Middle Wallop, 247 Squadron pilots had developed an interest in a heavily pregnant goat which occupied a small hut adjacent to the perimeter. Each time they passed by they looked in, but on their last visit there was still no new arrival. As they walked out to their Typhoons, one of the Canadian pilots remarked: HI wonder who it will look like ?"They never did discover who ... but by the end of 'Spartan' they would at least have a clear

ABOVE: Squadron Leader Denis Crowley-Milling (fifth from the right) gives the Intelligence Officer the 'gen' after a 181 Squadron sortie from Cranfield during Spartan. The Typhoon, R8742 'EL-A', wears the markings of the Eastland forces. (IWM CH 18115 ) ABOVE: Part of Eastland's fighter defences were provided by 421 Squadron's Spitfire VBs, seen here at Croughton, displaying a slightly different interpretation of the white nose markings decreed for the exercise.

ABOVE: Dispersed around the perimeter of Cranfield, Eastland Typhoons taxy out for their next operation, showing to advantage their black-distempered port wing undersurfaces - whilst Typhoon identity stripes are retained under the starboard wing. These are aircraft of 183 Squadron, the rearmost being DN334 'HF-D'. (IWM CH 181191

ABOVE: Crowley-Milling briefs his 181 Squadron pilots (who, as members of the Eastland forces, he has adorned with wooden 'iron crosses'!). In the centre (behind C-M's hand) is Ted Haddock, who would become the first Typhoon pilot lost in the forthcoming Tactical Air Force, surviving as a Pow. On his right is Tony Zweigbergk, shortly to command 1 Squadron in Fighter Command, but later 245 Squadron in 2nd TAE Behind Haddock, on the other side is Jimmy Bryant, who would also have a long career on Typhoons, eventually commanding 247 Squadron. (IWM CH 18866)

Typhoon 18 DN334 'HF-D', 183 Squadron, during Exercise 'Spartan', 1-12 March 1943

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LL

126 Airfield 127 Airfield 128 Airfield 129 Airfield 130 Airfield

HQ HQ HQ HQ HQ -

Redhill Kenley Dunsfold Gatwick Gravesend

At the same time two new Fighter Wings were formed, each of which would control two of the Airfields and their squadrons. 17(RCAF) Wing was formed on 4 July and 16(Mobile) Wing next day. This nomenclature was rather odd, since these particular units had each been set up to provide administrative control for what were actually pairs of 'de facto' wings. This was because the Airfield HQs were considered likely to be too mobile in due course to be administered from a single central base unit. Before the Invasion, as will be described later, a wholesale re-naming took place of both these Wings and the Airfield HQs to provide a rather more logical provision of identities. While 16 Wing was initially commanded by a Wing Commander - Denys Gillam - the command structure soon evolved to the appointment of a Group Captain to command each Wing; each Airfield HQ was commanded by a Wing Commander, and usually also had the services of a Wing Commander Flying, usually known as the Wing Leader, who organised and led the operational activities of the squadrons. The formation of more Airfield HQs and Wings would follow, although the majority of these would be created at the time the Tactical Air Force became an independent command. Prior to that, 15 Wing was formed on 15 August and 131 Airfield HQ at Northolt on 4 October. The Airfields for which the various Wings were responsible were: 15 Wing - 122 and 125 Airfields 16 Wing - 121 and 124 Airfields 17(RCAF) Wing - 126 and 127 Airfields Additionally, two former Army Co-operation Command Wings were incorporated into the Tactical Air Force at this time, these being 35 and 39 Reconnaissance Wings. In the first instance, 39 Wing became responsible for 128 and 129 Airfield HQs, and was allocated to 83 Group. It was intended that when the ·Invasion took place, 83 Group would operate in support of the Second British Army, while the second Group, No 84, would operate in support of First Canadian Army. This second Group was formed as a nucleus on 15 June and was fully formed one month later on 15 July 1943, with Headquarters at Cowley Barracks, Oxford. It was initially allocated 35(Reconnaissance) Wing, and 125, 126 and 127 Airfield HQs, together with ancillary units similar to those serving with its sister Group. 2 Group, as an operational command already fully involved in operations, was similarly staffed and supplied. From its formation the Tactical Air Force was to remain a part of Fighter Command until the appointment of a Commander-in-Chief of the Allied Expeditionary Air Force had been made. The individual appointed would command and control the entirety of the Allied air forces committed to the Invasion. Initially therefore, with the exception of 2 Group, the units allocated to this new organisation would continue to operate as a part of Fighter Command. During the initial months of this new command organisation there was a very considerable amount of movement of squadrons between the various Airfield HQs, (see Volume Two). Training and planning commenced at once for the task in hand. In order to provide the degree of mobility necessary for accompanying an army on the move, the normal RAF ground staff and base organisations had to be radically altered, and not all the changes instituted were welcomed in the first instance by the personnel affected. The Airfield HQs, which were fully mobile, included the basic headquarters staff, and were to be capable of operating efficiently for indefinite periods from forward landing strips, so that it was essential that all personnel be familiar with life under canvas, and be able, if called upon to do so, to defend their base from attack. The re-organisation which caused the greatest upset, however, occurred when the ground crews and other servicing personnel were removed from their squadrons and formed into independent Servicing Echelons, which were to be attached to particular Airfields to service any squadrons which landed there. These men had, of course, considerable esprit de corps and pride in the units in which they had been serving, and to be parted from them with no particular new squadron with which to identify themselves not unnaturally upset them quite considerably; for a while, morale was low. In the event, after the initial shuffling of units had ~ied down, particular squadrons tended to become identified with specific Airfields and Wings, and to move around with them, and in this way the servicing unit looking after a particular squadron soon came to regard it with the proprietary affection so essential to good morale. During the summer squadrons steadily joined the new Airfields and were re-organised, keeping only their aircraft and aircrew, and both pilots and ground crews in the new formations

began familiarising themselves with the hazards of tented living. The first Airfield HQs which had been set up were those already mentioned, 121-127, some being at satellite airfields, others at main sector stations, and more were added as the year progressed. A further development which was to be of great significance to the new Tactical Air Force was the first operational introduction in June 1943 of the rocket projectile (RP),a remarkably effective weapon (which however suffered from a high degree of inaccuracy) which was soon to become a most important element in its armoury. Within 11 Group squadrons of Hurricanes, to be followed by Typhoons, including units from within the Tactical Air Force, soon commenced fitting with launching rails and undertaking courses to learn the method of utilising this new weapon. It is now pertinent to consider the identity and equipment of the initial units to be allocated to the new air force prior to its gaining independence.

2 Group 2 Group, commanded in June 1943 by Air Vice Marshal Basil Embrey, comprised ten squadrons of twin-engined light or medium bombers. All were already fully operational, although three were beset by problems as a consequence of the aircraft which they were flying. Probably the most effective of the bombers in use was the North American Mitchell II, which may be considered a medium bomber. These relatively heavilyarmed and very reliable aircraft were operated by 98 and 180 Squadrons at Foulsham, and by 320 (Dutch) Squadron at Attlebridge. 226 Squadron at Swanton Morley was in the process of re-equipping with these aircraft, having previously flown Boston IlIAs. The Mitchell could carry up to 6,000 lbs of bombs. The Douglas Boston IlIA was a somewhat faster aircraft, but as a light bomber carried a decidedly less useful bomb load (maximum 2,000 Ibs, but usually half that), and was not so well-armed as the Mitchell. 88, 107 and 342 (Free French) Squadrons based respectively at Swanton Morley, Great Massingham 2 Group brought three squadrons of Mitchells to the TAF, with a fourth unit and Sculthorpe, operated these aircraft. (226 Squadron) re-equipping from Bostons. 180 Squadron had, however, 21, 464(RAAF) and 487(RNZAF) Squadrons were all been equipped with the former aircraft for nearly a year when it flew FL218 equipped with the ill-conceived Lockheed Ventura 'EV-W' for the benefit of the Press in August 1941 (IWM PL 101850) medium bomber. This development of the very successful and much-loved Hudson, was not a success. On paper, the performance of the Ventura looked no worse than that of the Mitchell or Boston, and it carried a slightly better bomb load than the latter. However, in service it proved in the words of AVM Embrey to be "... thoroughly bad, being slow, heavy, unmanoeuvrable and lacking in good defensive armament." Known by its crews as the 'Flying Pig', it had been the subject of some disastrous losses when engaged on daylight operations, culminating on 3 May 1943 when 487 Squadron had formed part of a force raiding the Amsterdam power station and Royal Dutch Steel Works at Ijmuiden. With the exception of one Ventura which arrived back in the UK in a damaged condition, the whole formation of ten aircraft was lost; the formation leader, Sqn Ldr Leonard Trent, was subsequently awarded the Victoria Cross - a sure sign of a gallantly led but disastrous raid! 21 Squadron was based at Oulton, while 464 and 487 were both at Methwold. Early reequipment of these units was planned, and indeed the two latter squadrons would move to Sculthorpe during the second half of July where they would commence receiving De Lockheed Venturas. which had proved unsuitable for daylight operation Havilland Mosquito VI fighter-bombers, thereby ending a over Europe, still equipped two squadrons in 2 Group for some months period during which 2 Group had been an all-American force after the formation of the TAF. AE273 'YH-V' of 21 Squadron provides insofar as equipment was concerned. some idea of the origin of the nickname 'Flying Pig'. A month later 21 Squadron, joined by 107 Squadron, which was to give up its Bostons, moved to Hartford Bridge, where during September these units also re-equipped with the Mosquito. At the same time 88 and 342 Squadrons also moved to Hartford Bridge, while 98 and 180 Squadrons went to Dunsfold. These moves were associated with Operation 'Starkey', but their new homes would become long-term bases. September also saw the arrival within the Group of a new unit, 305(Polish) Squadron. Having been flying Vickers Wellingtons on night operations, this unit moved from Ingham to Swanton Morley on 5 September, where it converted to Mitchell lIs.

I

Ex-Army Co-operation Command The units transferred to Fighter Command with the demise of this organisation, which included 70 (Training) Group and 72 (Operational) Group. The operational element of this latter force incorporated no less than 16 squadrons of low-level tactical reconnaissance aircraft - all being equipped with the Allison-engined version of the North American Mustang. At this stage the Merlin-engined versions, which were to become famous as the predominant longrange escort fighter of the war, had yet to enter service and become operational. Also included was a single squadron of photographic reconnaissance Spitfire IVs, this being 140 Squadron at Hartford Bridge, which at this stage was also equipped with a few Venturas for night operations. The Mustang-equipped units were parcelled out to Fighter Command's various Groups around the country, and by no means all were to be allocated to the Tactical Air Force. Indeed, several would soon be disbanded or re-equipped for alternative duties, while during September 16 Squadron, which had joined 140 Squadron at Hartford Bridge at the end of June, converted to Many of the Mustang equipped Army Cooperation squadrons which transferred to Spitfire PR XIs to provide the Tactical Air Force's Fighter Command were soon allocated to the new Tactical Air Force. The example Headquarters with a second photo seen here, AP247 'A, had flown with 4 Squadron for some time and was the reconnaissance unit in due course. At the same Commanding Officer's aircraft - a Wing Commander's pennant can be seen between time, 140 Squadron also received the improved the exhausts and the wing root. Wing Commanders were soon replaced as commanding officers by Squadron Leaders in the TAF. (IWM CH930Bj Mark XI, which it was to begin supplementing during October with Mosquito PR IXs. For the tactical reconnaissance role the Tactical Air Force was initially allocated a trio of RCAF Mustang units, 400, 414' and 430 Squadrons at Dunsfold, together with two RAP squadrons, 168 and 268 at Odiham. The Dunsfold squadrons would be joined by 231 Squadron on 6 July, whilst 20 days later those at Odiham were joined by 170 Squadron. During August these units would be reinforced by 2 and 4 Squadrons which arrived at Odiham on the 7th of that month from Sawbridgeworth and Gravesend respectively. Meanwhile during July, 268 Squadron had exchanged its machine gun-armed Mustang Is for cannon-armed Mark lAs, 168 and 170 Squadrons making a similar exchange during August. In July 414 and 430 Squadrons moved from Dunsfold to Gatwick, while 231 and 400 Squadrons went to Woodchurch. At the end of the month 414 moved again, this time to Weston Zoyland where an Armament Practice Camp (APC) was at that time located; it joined the other two units at Gatwick on 10 August. Three days later however, both 414 and 430 Squadrons were on the move again, this time to Ashford; on 15 October 231 Squadron moved to Redhill.

Fig Off D.w.Samson of 16 Squadron adjusts his Mae West before a sortie from Middle Wallop in early June 1943. By the end of the month the unit (including Mustang I AG431 '0' seen here) would move to Hartford Bridge (now Blackbushe) to become part of 34 (Reconnaisance) Wing (IWM CH 10222)

September saw the other tactical reconnaissance units also on the move, 2, 168 and 170 Squadrons going to Hutton Cranswick, where 16 APC was located, while 4 and 268 Squadrons moved to Funtington on the Hampshire coast. Further rearrangement soon followed. On 6 October, 2 and 4 Squadrons shifted base to Odiham, where they were joined three days later by 268 Squadron. In mid-October, 168 and 170 Squadrons left the APC and moved to nearby Huggate on the East Yorkshire Wold for Exercise 'Toby', designed to give experience in the construction, occupation and operation of a rapidly-laid temporary airstrip. At the end of the exercise, both squadrons moved again to Thruxton on 15 October. Here they were joined by 268 Squadron from Odiham, though on 8 November this unit would depart for a period in Scotland in an exchange with 63 Squadron. Four days later 63,168 and 170 Squadrons moved to Sawbridgeworth in north Hertfordshire, although detachments from 63 and 170 Squadrons operated from Benson on a special task - photographing V-I launching sites under construction in Northern France. 400 and 414 Squadrons arrived at Redhill on 15 October, while 430 Squadron went to Gatwick; there on 3 November it would be joined by 414. Fighter Command also inherited 38 Airborne Wing from Army Co-operation Command, this unit comprising the squadrons of transport aircraft associated with air landing operations. However,' this formation was not to form a part of the independent Tactical Air Force when it became operational, at which time it was expanded into an independent 38 Group.

Ex-Fighter Command Units From the start, the new Tactical Air Force was allocated a number of squadrons of Typhoons and Spitfire Vs, which while operating as a part of 11 Group of Fighter Command, may nonetheless be considered to be Tactical Air Force units. Initially these included 175, 181 and 182 Squadrons, which moved to Appledram on 2 June, 174 Squadron, which arrived at Merston from Gravesend on 12th, and 245 Squadron which reached Selsey on the 2nd, all these units being equipped with Typhoons. Both types had their problems. The Spitfire VB, although a well-proven and relatively successful aircraft, had been struggling against Luftwaffe opposition since the introduction of the Focke-Wulf Fw 190 some two years earlier. The balance had been redressed by the introduction of the Spitfire IX, but despite having been in service for a year, sufficient numbers were not yet available to equip all Fighter Command's squadrons. The Typhoon had entered service 18 months previously, but had suffered from a number of technical problems (now mostly overcome) and had only recently been recognised as suitable for the role in which it would excel with the Tactical Air Force - ground attack. The Typhoon units allocated to the Tactical Air Force had only been formed or re-equipped from Hurricanes in recent months. 19 Squadron, one of the original 'z' Group units, was operating from Gravesend and Matlask at the start of June, equipped with Spitfire VCs, but moved to Bognor on the 6th, where it joined 122 and 602 Squadrons, which had flown in on the 1st. 65 Squadron was at Selsey, while on the 20th, 132 Squadron moved to Gravesend from Perranporth. At Redhill were 401 and 411(RCAF) Squadrons, which would be joined at this airfield on 14 July by 412 Squadron from Friston. All these latter seven squadrons were equipped with the Mark VB version of the Spitfire. These units were soon on the move; on 1 July 65, 122 and 602 Squadrons all moved to Kingsnorth, while 19 and 132 Squadrons went to Newchurch. Here they were joined on 18 August by 184 Squadron to bring 125 Airfield up to three squadrons. However, unlike its companion units, 184 was equipped with rocket-firing Hurricane IVs. Amongst the Typhoon units, 174, 175 and 245 The sole Hurricane unit in the TAF was 184 Squadron which had recently Squadrons moved to Lydd, while 181 and 182 Squadrons converted from Hurricane liDs, armed with 40 mm cannon as shown here, moved to New Romney, where on 10 July, they were joined to Hurricane IVs with rockets. Standing by the cockpit is Squadron Leader by 247 Squadron which came from Bradwell Bay in Essex to Jack Rose who would later lead the Squadron in Normandy - with bolster the Tactical Air Force to two full wings of Typhoons. Typhoons. A second Hurricane unit, 164 Squadron, would join 2nd TAF in At this stage therefore, the various Airfield HQs were November, but would quickly convert to Typhoons. located at: 121 Airfield 122 Airfield 123 Airfield 124 Airfield 125 Airfield -

Lydd Kingsnorth Odiham New Romney Newchurch

126 Airfield 127 Airfield 128 Airfield 129 Airfield 130 Airfield -

Redhill Kenley Dunsfold Gatwick Gravesend

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ABOVE: The 126 Airfield RCAF squadrons were still flying Spitfire Vs on joining the TAF ('YO-A of 401 Squadron illustrated) and would have to wait until October to receive the more potent Mk.IX.

ABOVE: Viewed from the cockpit of a Mitchell, Typhoons of 245

Squadron enter the runway, 'MR-?' in the lead. This was probably Squadron Leader Horden's JP432 - the '7' marking for the CO's aircraft being an established 245 Squadron practice. Unfortunately the location is not known and the two types never shared an airfield in the UK - although Typhoons often escorted Mitchells on Ramrods. (lWM CH 18391)

ABOVE: Unlike the squadrons of their sister Airfield (126), the 127 Airfield units were already equipped with Spitfire IXs. This 403 Squadron example, LZ997 'KH-A, was usually flown by Fit Lt Wally Conrad and he was flying it on 17 August when he collided with Fit Sgt Shoudice during a dogfight. He survived, evaded, and returned to lead 421 Squadron, but Shouldice was less fortunate, crashing into the Channel.

August saw the arrival of the Tactical Air Force's first Spitfire IXs, when two more Canadian units, 403 and 421, arrived at Lashenden, Kent, from Kenley, where they had prepared to become Tactical Air Force units during July. 19, 65 and 122 Squadrons now also received aircraft of this type, while on 13th, 602 Squadron moved from Kingsnorth to join 19 and 132 Squadrons at Newchurch; 132 Squadron would exchange its Spitfire Vs for Mark IXs during September. While the new RCAF units had been establishing themselves at Lashenden, the Tactical Air Force's resident Canadians, 401, 411 and 412 Squadrons, all moved to Staplehurst during 7 and 8 August. More Spitfire VBs were allocated to the command during October when Northolt became nominated as 131 Airfield HQ, the two resident Polish squadrons, 302 and 315, becoming a part of the Tactical Air Force. During October, as the Tactical Air Force departed from within Fighter Command to become an independent entity, a general re-organisation of units in 83 and 84 Groups occurred. Amongst the Typhoon units, 121 Airfield moved to Westhampnett during the second week of the month, following which 124 Airfield moved to Merston. On 12 October 125 Airfield moved to Detling, 602 Squadron now also becoming Spitfire IX-equipped, while two days later 126 Airfield moved to Biggin Hill. Here 401 and 411 Squadrons both received Spitfire IXs during the month. On the 14th, 127 Airfield's units flew back to Kenley, while later in the month, after some brief attachments elsewhere, 125 Airfield's units settled at Gravesend.

Training Training within Fighter Command at its Operational Training Units had, of necessity, been mainly directed towards straightforward fighter operations, few of the Command's units operating in the fighter-bomber role at the time of the formation of the Tactical Air Force. It was immediately obvious that for the new role facing the units of the Tactical Air Force, specialist training in air-to-ground firing, bomb-dropping and rocket-firing would be an essential requirement. Probably the OTU nearest to these functions was No 59, based at Milfield in Northumberland, which had been preparing pilots for service with Typhoon squadrons. In December 1942 the Specialised Low Attack Instructors School (SLAIS) was formed here as part of the OTU, an important part in its formation being played by Wg Cdr Denys Gillam, DSO, DFC, at that time

probably the RAP's foremost ground-attack exponent in the UK. Its role would be to train those who would instruct in the skills of the ground support pilot. Milfield was particularly suitable as a location, for it enjoyed the nearby facility of a range at Goswick, strewn with old vehicles on which attacks could be practised. Amongst the senior instructors was Sqn Ldr W.Pitt-Brown, DFC & Bar, who had led a Wing of Curtiss Mohawks in Burma. Returning to the UK, he had dropped his Acting rank ofWg Cdr on taking up this post. Training for Wing Leaders, squadron commanders and promising flight commanders was at this time provided by the Fighter Leaders School, which had been set up in January 1943 as part of 52 OTU at Chedworth, and then at Charmy Down. In August, the unit had moved again to Aston Down, where it became 52 OTU (Fighter Leaders School), while in October 1943, it had changed its name to 52 OTU (Fighter Command School of Tactics). This unit would subsequently be combined with SLAIS, and would form the main training centre for those responsible for the implementation of unit-level training, as will be detailed later.

Operations - The First Five Months From the start ofJune 1943 until mid-November, activities by the units allocated to the Tactical Air Force continued much as before within 11 Group of Fighter Command, and while details of the claims and losses sustained during this phase are provided, the operations undertaken during this period were essentially as a part of that Group. As such they were not in any way separate from or independent of those activities. Similarly, 2 Group continued to operate very much as it had before its removal from Bomber Command. Nevertheless, the 487 Squadron diarist found cause to write, perhaps tongue in cheek: "Airmen are already walking around with their top button undone!" - and that on a Ventura squadron - about as far removed as possible from fighter operations. The opposition which the various units would face on the other side of the Channel remained, as it had done for many months, mainly represented by the fighters of Jagdgeschwader 2 and 26. However, the growing number of incursions deep into German airspace which were being made by the heavy B-17s and B-24s of the US Eighth Air Force, was leading to the strengthening of the defences by formation of new units within JG 1 and JG 11, and by the posting to Western Europe from the East and from Italy of units of JG 3, JG 27 and JG 54. Whilst most of the latter units would operate mainly against the US bombers, and subsequently their growing numbers of escort fighters, they would on occasion be met by aircraft of the Tactical Air Force, particularly on those occasions when the activities of the latter took them over Belgium, Holland, and even to the German borders. 2 Group despatched several formations to Belgium to attack various power stations. Six Mitchells ---_-.-::._--10 June 1943 of 98 Squadron made for Langerbrugge, 12 Venturas of 21 Squadron for Zeebrugge, and 12 Bostons of 107 Squadron for Gosnay. Escort was provided by a number of 11 Group Spitfire squadrons. Over Ghent, 98 Squadron and its escorts came under attack by Fw 190s of I. and II./JG 1, Fit Sgt Grindley's Mitchell being shot down west of Maldeghem by Fw Kurt Niedereichholz of II. Gruppe at 1846 as his 12th victory. A second Mitchell was damaged, although the gunners were able to claim damage to one of their interceptors. The escorting fighters claimed six Focke-Wulfs shot down, plus one probable and several damaged; I./JG 1 lost three of its aircraft to the Spitfires, one pilot being killed and one wounded, while ObIt Harry Koch crash-landed. Two Spitfires were shot down. TIME

SON

TYPE

IDENT

1840

98

Mitehelill

FL204

C

PILOT/CREW

1945

98

Mitehelill

FL167

F

F/S J.Grindley (K) Sgt H.JWebb (K) Sgt S.G.Coleman IK) Sgt E.G.Sayer (K) F/O WB.Fee F/O L.A.T.Moss F/S R.H.Budden F/S K.L.Cudlipp

CLAIM

dpd

CAUSE/LOCATION 1/s Lorendegem

Fw 190

--1

hbt and eta IGhent) e/I Manston

Venturas of 2 Group raided a power station at Rouen, France. One aircraft of 487 Squadron was - - - _ . .12 June 1943 :....-_-shot down near Caen airfield by Flak and a second was damaged. e1930

487

Ventura I

AE797 P

e1930

487

Ventura I

AE833 Q

F/O GW.Brewer (K) F/S J.F.Smith (K) W/O RWSeeord (K) F/S R.F,Edmonds (K) F/S A,G.Baker Sgt L Kirstine (K) Sgt J.H.Smith Sgt A.R.Moorby

sdb Fw 190 nr Caen

hbt? ICaen!, landed Tangmere eatAe

a/t

I

ill 13 June 1943 U

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During a raid on St Brieuc airfield ('Ramrod 68') by 12 Venturas of 464 Squadron, one was shot down by an Fw 190 oOG 2, and two more were damaged, both crash-landing at Exeter on return. Two of these bombers were claimed by Ofw Fritz May and Fw Alois Shnoell.

L.L TIME

SUN

TYPE

IDENT

PILOT/CREW

e0820

464

Ventura I

AE937 T

0920

464

Ventura I

AE908 S

e0920

180

Mitchell II

FL677

0950

464

Ventura I

AE688 Q

1045

65

Spitfire VB

AB274

WID NA Kane-McGuire IK) F/S J.Lawson (K) F/S EWGoodheart (K) F/S A.J.Galley IK) FlO W.O. Parsons F/S E.Ramsey F/S EWatkin (W) Sgt B.McConnell (WI S/L O.G.Ogilvie IK) PIO P.C.Jackson (K) Sgt D.J.F.Jenkins (K) Sgt V.J.Browne (K) F/S G.R.Langridge Sgt D.A.S.Crowfoot Sgt D.Hughes Sgt C.J.Evans PIO D.I.Smith (P)

g/lk III Fr IBethune)

19 June 1943

1200

175

Typhoon IB

EK184

PIO G.D.Cockbone (K)

ftr Rhubarb csd 3m EYvetot cnk

21 June 1943

e1040

182

Typhoon IB

EK195

WID J.A.Allen

hbl Les Hayons; nrep

e0230 e0830 e1620

400 98 21

Mustang I Mitchell II Ventura I

AG641 B FL682 AE910 Y

«

B

CLAIM

dpd

CAUSE/LOCATION sdb Fw 190 nr Guernsey

db Fw 190; c/l Exeter

sdbl Flushing

db Fw 190; tbl Exeter catAc

22 June 1943

FlO J.HWatlington (PI SgtL.B.Anthony (Air Gnr) W/C R.H.S.j-. uppeR

Euc; rN ED

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