The evacuation was over. The raid was over. The main task now was to bring the Canadians, the small ships and the larger vessels, home. I t was obvious that the Luftwaffe was not going to let this happen without a fight and with the amount of aircraft that showed on the radar screens, the RAF fighter pilots would have their hands full in covering the journey back.
Wing Commander Denys Gillam led his three Typhoon squadrons off from West MaIling at exactly two o'clock. The Duxford Wing this time was detailed to sweep from Le Touquet to Le Treport. 56 Squadron, led by Cocky Dundas (R7714) flew as top cover, Charles Green's 266 Squadron in the middle while Paul Richey's 609 Squadron (R8221) flew below. 609 left one Typhoon behind due to engine trouble. The pilots had been waiting in their cockpits for the green signal flare to take off, and when it came ...
. .. it resulted in an eruption of starter cartridge reports, smoke, exhaust flame and dust as thirty-six 2000 hp Sabre engines fired. Taxiing out over the dry grass airfield caused problems as the big three-bladed propellers churned d us t and debris in to the eyes of pilots straining to see through their cockpit side windows which were open until take off to try and avoid excessive heat. Then the CO's section was away in a rising cloud of dust and I was leading my flight in hot pursuit. With no preliminary circuit to join up the formation we set course at low level for Beachy Head closing to 'search formation' and then crossed out over the chalk cliffs with climb power, ignoring the enemy radar on this occasion and going directly up to 10,000 feet.
Immediately the VHF became noisy with menacing sounds of enemy radio interference and with spasmodic instructions and excited observations from other squadrons already in action.Levelling over mid-Channel at 10,000 feet, Denys Gillam, leading the Wing with 56 Squadron, maintained high power until we were indicating 300 mph for fast target penetration, and then the enemy coast was in sight through a layer of broken cumulus cloud at about 2-4,000 feet. Turning west from the Somme Estuary the three Typhoon squadrons made an impressive sight with their blunt nose radiators and aggressive overall shape, and then the action began.
Confused radio chatter suggested enemy aircraft inland somewhere, then almost simultaneously I saw unidentified aircraft below momentarily through gaps in the cloud, and the harbour and sea front ofDieppe. It was ringed in smoke and fires with white tracks off-shore of weaving naval vessels and assault craft and the unmistakable white splashes of sticks of bombs. We could see no immediate target, although at some point a section of 266 broke away and dived after some Dorniers, and then Gillam led the Wing in a long diving sweep at 400 mph round behind Dieppe and down through the broken cloud layer to look for activity; and I again had a fleeting glimpse of some 190s or 109s (or Spitfires) before they disappeared into cloud. The rear section of our squadron saw 190s in and out of cloud for long enough to attack them and claimed three damaged.
Flight Lieutenant Roland Beamont, 609 Squadron
The Wing was off Le Treport, Gillam flying at 15,000 feet, (R7698) when control warned of the approach of enemy bombers. These bombers, they were informed, were approaching the withdrawing armada of little ships from the direction of Merville and all eyes scanned the sky in that direction. 266, flying at 16,000 feet, then spotted three Dornier 217s some five miles inland behind Le Treport with about 20 FW190s as escort, flying in loose formation. The Germans were at 5,000 feet. 266 reported the sighting to the Wing Leader but Gillam could not see them so he ordered them to go after them.
Flight Lieutenant R. H. L. Dawson, Yellow 1, and his Number 2, Pilot Officer Wilfred Smithyson of 266 dived to the attack, accompanied by Pilot Officer Munro, White Leader. Munro closed behind one Dornier loosing off 100 rounds of cannon fire from 300 yards, closing in to 50 yards. Smoke poured back from the Dor nier's port wing from between the engine and the fuselage, then the bomber dived steeply. Munro claimed it as probably destroyed. The action of Dawson and Smithyson was not observed but chatter over the R/T was heard. Smithyson reported a Dornier crashing and Dawson said that it was one he had just shot down. However, Smithyson was not heard again and he failed to -g e t home. His death was later confirmed.
Munro, meantime, was unable to follow his Dornier down for he was attacked by the Focke Wulfs, tracer shells passing over his wings as he broke away. He dived towards the coast and joined up with another Typhoon, piloted by Dawson. Flight Lieutenant A. C. Johnston and his wingman, Blue 1 and 2, with Green 1, saw ten FW190s below at two o'clock. Johnston dived and eight of the Germans pilots broke downwards, leaving two flying on seemingly oblivious of the fast approaching danger. Johnston, his Typhoon flying at full boost, caught up with one 190 and he opened fire at 600 yards, in a series of short bursts down to 400 yards. The Focke Wulf went down vertically with white glycol smoke pouring from the engine. Johnston followed at terrific speed but had to pull out when his speed reached 480 mph and he was almost into some low ground haze. The 190 was still going down and Johnston claimed a probable.
Gillam led 609 down and saw four FW190s almost a mile off to port. The 190s saw the Typhoons approaching and rapidly turned to port to dive through some clouds. 609 followed and Gillam fired at one from 400 yards and knocked some pieces from it, claiming it damaged. Sergeant A. C. de Saxce (R7845) (Free French) also fired at a 190 which was formating on Flying Officer R. E. J. Wilmet's Typhoon. 'Fifi' de Saxce yelled a warning at Bob Wilmet (609's piano playing Belgian) but his French was not understood by the Belgian pilot. However, the Frenchman's fire, although producing no result, deterred the 190.
Wilmet then became separated from the squadron, so he flew inland to seek out targets. South-east of Le Touquet he passed a 190 head-on but made no contact with it before it was gone. On returning out over the coast he was attacked by a Spitfire IX but it missed him.
Fifty-six Squadron had remained above during these actions, at 17,000 feet for more enemy fighters were spotted at high altitude. Some approached but they were held off by 56 making steep turning counter attacks.
Between 2.15 and 2.25 pm, 331 and 332 Norwegian Squadrons took off from Manston to fly cover for the convoy. 331 was led by Major Mehre, 332 by Captain F. Thorsager (EP283). Five miles off the English coast enemy aircraft were reported and the Norwegians were vectored towards them. However, the plot was not only enemy aircraft but friendly Typhoons.
Flight Lieutenant Dawson and Pilot Officer Munro, who had joined up after Smithyson had gone missing, were flying towards England with other Typhoons. 331 Squadron suddenly came upon them about half way across the Channel. The Spitfires came in from the starboard quarter but they saw they were Typhoons and broke away. Most of the Typhoons used full boost to get away and some weaved, but one pilot of 332 found an aircraft flying towards him head-on. Having expected to see hostile fighters, and seeing the big air intake of the Hawker Typhoon he opened fire almost by instinct. Dawson's machine shed some pieces, half rolled and plunged straight into the sea from 100 feet. The Norwegian pilot sat horrified as he recognised the fighter as a Typhoon, bu tit was too late. The 'Tiffie' hit the sea, exploded and disappeared. Several machines circled bu t there was Iittle or no wreckage and no sign of the pilot. Roland Herbert Leslie Dawson, from Salisbury, Southern Rhodesia, was 26. Four Spitfires made aggressive moves on four other Typhoons at 14,000 feet led by Squadron Leader Green, but they did not open fire.
Failure to brief the Spitfire Squadrons adequately concerning the presence of Typhoons caused considerable difficulties. Subsequently a greater margin of height was allowed between Spitfire Squadrons and Typhoons.
Wing Commander Denys Gillam, OC Duxford Wing
The Norwegians reformed and were then vectored onto German bombers over the convoy, finding several Dornier 217s escorted by FW190s. Lieutenant M. Ree of 331, emptied his guns into one Dornier diving and making a head-on pass, and damaged it. Sergeant Helmer Grundt-Spang shot down a Focke Wulfand damaged another, the former hitting the ground north-east of Dieppe. Second Lieutenant Svein Hegland set another 190 on fire and was credited with its destruction.
. .. I took part in two of [331 Squadron's] missions, the first one as cover over the beach-head and the second one as cover for the convoy returning from Dieppe. On the second mission I shot down one FW190 attacking one of our MTBs. I . . . believe-it was the last time in the war that the Luftwaffe showed up in real force. I particularly remember my second mission escorting the convoy of ships on its return journey across the Channel. The Luftwaffe and the Allied fighter squadrons formed up like two great swarms of bees circling the convoy. Leaving the swarm was connected with the greatest risk, and when attacking an enemy aircraft you were certain to find two or more enemy aircraft trying to bIas t you ou t of the sky.
In this situation I discovered one of our motor torpedo boats or rescue launches being attacked by a FW190. I dived and caught the FW190 with a burst of cannon shells around the cockpit area. By this time he was running all out for the French coast at sea level and must have flipped into the sea as soon as he was hit. Myself I had to turn my full attention to several FW190s on my own tail. By twisting and turning I managed to get in a head-on attack on one of my adversaries. We were both firing continuously and none of us wanted to break off. I tilted my right wing showing that I meant to pass him on his left, and I felt the shake in the aircraft as he passed underneath. If I hit him or not I never knew. Afterwards I had the struggle of my life taking evasive actions and at the time trying to gain altitude to join my own swarm of bees. This ended up in several dog-fights with large numbers of enemy aircraft in the air circling and attacking the convoy.
Second Lieutenant Suein Hegland, 331 Norwegian Squadron
Lieutenant Roffe A. Berg shot down a 190 into the sea and damaged another but he was then hit in the glycol tank and had to bale out. His wingman radioed a May-Day call. Berg came down in the sea and was rescued by a motor launch, ML 190, which landed him safely at Newhaven.
No 332 Squadron also engaged the German fighters . Sergeant Olav Djonne attacked one but was himself attacked by another, shot up and forced to take to his parachute. He was picked up by a gunboat, SGB 9, commanded by Lieutenant Peter Scott DSC(better known today as a naturalist and artist). Scott had had a busy day as most of the small ships had. His boat had been attacked by two bomb-carrying FW190s at 7.20 am but they missed. The second 190 had been hit by his gunners and it flew off leaving a trail of smoke. SGB 8 saw it crash into the cliffs. Scott's boat picked up several soldiers from the sea, also a German flyer, as well as the Norwegian pilot and later an American pilot with a broken leg. All were put below, the German being placed under armed guard.
Flight Sergeant R. L. 'Dixie' Alexander of 133 Eagle Squadron claimed three victories during the fighting. (R. L. Alexander)
2/Lt Sven Hegland of 331 Norwegian Squadron, destroyed a FW190. (Norwegian Forsvaramuseet)
Wing Commander Denys Gillam who led his Typhoon Wing at Dieppe. (D. E Gil/am)
Squadron Leader Stanislaw Skalski, CO of 317 Polish Squadron.
A post-war picture of Mike Maciejowski who won the DFC at Dieppe flying with 317 Polish Squadron. (M. Maciejowski)
No 81 Squadron led by Squadron Leader Berry (BM351) left Fairlop at 1.53 pm to fly their mission over the convoy. They arrived on station at 2.20 but saw nothing of the enemy until it was time to turn for home. Pilot Officer W. S. Large, a Canadian, (BM376) was attacked by a FWl90 and his Spitfire was badly shot-up. He landed at Shoreham without either flaps or brakes and with his glycol tank virtually empty. The Spitfires mainplane had to be replaced. One cannon shell had entered his cockpit, being deflected off one of his boots.
The convoy of ships now stretched almost the whole breadth of the Channel between Dieppe and the English ports. Over the next hour several squadrons upheld the air umbrella above them and for some it was the first lull in the great air battle that they had seen. The Luftwaffe, or a large part of it, was obviously refuelling and rearming for a final attack. Now that Dieppe itself was no longer under direct threat and the weather was closing in, they could choose their moments more carefully. This made the vigilance of the Spitfire pilots all the more necessary, for the Dorniers were coming out yet again.
Nos 122 and 154 Squadrons patrolled over part of the convoy, having crossed the English coast above Bexhill, but after forty minutes of seeing nothing they returned home. For both squadrons it was their last action of the day.
Wing Commander Pat Jameson (BM232) led 411 and 485 Squadrons out shortly after 2 pm, finding heavy clouds in close layers. 485 at 5,000 feet saw nothing of the enemy nor did 411 flying at 12,000 feet.
Dolly Dolezal's 310 Czech Squadron and Squadron Leader Cermak's 312, also patrolled above the ships at about the same time as Jameson, both being led by Wing Commander K. Mrazak DFC.310 saw four 190s but did not engage. 312 flew at 7,000 feet at mid-Channel. They saw a number of Dorniers. Flying Officer J. Keprt (EP432) destroyed one, Sergeant Liskutin (EP660) another while Flight Segreant J. Pipa damaged a third. Cermak (EN841) saw Keprt's Dornier fall in to the sea and Sergeant Liskutin used his camera gun on his Dornier's burning wreckage on the sea. Liskutin had shared his kill with another Spitfire with code letters he identified as either BX or PX. Possibly this was in fact 131 Squadron, code letters NX, which was the only other squadron to engage Dorniers at this particular time.
Calpe was attacked and bombed by three Dorniers who came in from the west at 8,000 feet, diving down to 6,000 before releasing their bombs. Calpe was hardly moving as they were looking for a downed pilot but luckily the bombing was not good. Yet the bombers did score near misses which damaged the ship's stern, killed some men and blew six more overboard. They were rescued by Peter Scott's SGB 9.
Immediately afterwards a Focke Wulf 190 came in from the east and raked the starboard side of the destroyer's bridge with cannon fire. One starboard oerlikon gunner was killed and Air Commodore Cole was wounded. This was not the only casualty of the day of RAF personnel aboard either the Calpe or the Berkeley, for on the latter Wing Commander Stanley Skinner DFC,a former nightfighter pilot who had served with 604 Squadron, acting as observer on the raid was killed. He was with the American Colonel L. B. Hillsinger also an observer, who had his foot blown off. For his gallant work at Dieppe, Cole, the First War air fighter, was awarded the Distinguised Service Order.
Wing Commander Michael Pedley DFCled 131 Squadron out at 2.45 flying at 3,000 feet. They saw three Dornier 217s flying one thousand feet above, attempting to dive-bomb the ships. 131 attacked and broke them up. Flight Lieutenant Ray Harries (BL600) , Flying Officer N. S. Wilson, Pilot Officer A. Eckert, an American, and Sergeant A. W. Bower, a South African, together destroyed one of them, while Pedley (B,420 NX-A), Pilot Officer H. G. Copeland, a New Zealander, SergeantJ. D. Thorogood and Sergeant J. L. Davidson claimed another. Pilot Officer Copeland damaged the third. Some of their Spitfires received some slight damage from return fire.
No 64 Squadron also became involved in the action against raiding Dorniers. They had been warned of their approach from Le Touquet and had climbed to 23,000 feet. Shortly after 3 pm, Squadron Leader Duncan-Smith saw two sections of Dorniers numbering two and three respectively, flying at 10,000 feet. He led his men down and sent one bomber into the sea but his Spitfire was hit by its rear gunner and he had to leave his Spitfire (3.20 pm). He came down close to two Naval vessels who confirmed that his Dornier had gone into the drink 1½ miles away. Duncan-Smith was awarded the DSO for his part in Jubilee.
Flight Lieutenant C. Thomas and Flight Sergeant G. A. Mason attacked some escorting FW190s, Thomas seeing one which he attacked crash into the sea. Mason claimed his as damaged. Pilot Officer H. F. Withy had a long chase after another Dornier but could only claim it as damaged.
Pilot Officer J. K. Stewart, who took over the lead of Blue Section when Don Kingaby's engine gave trouble, forcing him to return to base, was in the thick of the action. At one moment he was heard to yell over the radio: 'Be careful! You are firing at me!' This young Rhodesian failed to return and was presumed lost in the Channel.
The last Boston action of Operation Jubilee was mounted by 226 and 88 Squadrons at 2.14 pm. Five crews were briefed, four from 226 and one from 88, being escorted by 66 Squadron. Their mission was a low level attack to place a final smoke screen in front of Dieppe (two Bostons carried smoke curtains). The Bostons were led by Squadron Leader Digger Magill, his companions piloting the other Bostons being Flying Officer D. T. Smith, Flying Officer R. A. Marks and Pilot Officer B. R. Miles. The 88 machine was piloted by Flight Sergeant Attenborough (Z2217 RH-G). Their mission would provide one last screen to cover those few ships still within gun range from German batteries. 66 Squadron was led by Squadron Leader R. D. Yule (EP688) .
One Boston failed to make the rendezvous, so it was only four bombers that 66 picked up. These four made eleven runs in front of the cliffs from east to west. Anti-aircraft fire was still very heavy and one Boston flown by Flying Officer Marks was hit and came down in the sea two miles offDieppe. He and his crew, Pilot Officer K. A. I. Warwood and Pilot Officer L. K . Brownson were reported missing.
The trip ... was the last of the day. It was in answer to an urgent call for protection of the withdrawing naval forces which were being severely harassed by fire from the shore. The idea was to put down a curtain ofsmoke from cliff to cliff either side of the town and down to sea level. I think we can justly claim to have succeeded. I t meant running in flat out from the east under the cliff, between the lighthouse and the beginning of the jetty, along the line of the beach and withdrawing under the western cliff. We had quite a view of the water-front and the shambles on the beach. Unfortunately, we lost Flying Officer Marks and crew in the process. I have little doubt that he collected the fire aimed at me. He was flying to seaward of me and a bit lower (to give depth to the screen) and should have been hidden to the enemy by the smoke from my aircraft. Hit as he was at nought feet he had no chance.
Squadron Leader Graham Magill, 226 Squadron
Flying Officer Donald Smith was also on the receiving end of the flak. As he began to make one of his run-ins a shell hit his Boston (MQ-H) and shattered his windscreen. Pieces of broken perspex became embedded in "Smithy's" right eye but undaunted, this 'tall, lanky, laconic Canadian, rarely separated from his beloved pair of Scotch Terriers .. ' carried on to lay his smoke. On the return flight his left eye became affected by powdered perspex which constantly swirled about the cockpit, swept up by the constant gale of cold air which streamed through the broken windscreen but he managed to fly back to Thruxton and land safely. For this action Don Smith received the DFC.
No 66 Squadron reported seeing two Bostons shot down, one crashing into the sea off the harbour, the other going into the sea beside the convoy eight miles off Dieppe. Perhaps the latter was either Smith flying very low, or it was a Dornier going in . 66 escorted the remaining two (sic) Bostons home but they were bounced by four Focke Wulf 190s who shot down two Spitfires, one being seen to dive into the sea five miles north ofDieppe. These two were piloted by Sergeant R. Lyons, a Canadian and Lieutenant Victor Robinson Engelstaff Nissen SAAF,aged 21, from the Transvaal, South Africa. Both were killed. Flight Sergeant Attenborough landed at Ford at 4.10 pm, Magill (Z228l MQ-B) landing at RAF Manston at 4.30.
No 277 Squadron were kept busy with all this activity over the convoy, several Air Sea Rescue fligh ts being flown. Pilot Officer R. F. F. Harris and Pilot Officer J. Adamson flying a Defiant (AA312) on one search, were attacked by a Messerschmitt 109F but Adamson got in an accurate burst from his turret, claiming the German fighter as damaged.
Luftwaffe air activity now began to increase. The clash with the Dorniers and Focke Wulfs was just the first of several prolonged engagements above the convoy. They were fought above and below and in the clouds as the bombers tried desperately to penetrate the fighter umbrella to get through to the ships without being spotted by the ever watchful Spitfires. The RAF fighter-pilots however, had no intentions of relaxing their vigilance even after such a long and tiring day of intense air activity.
Nos 129 and 50 I Squadrons left their bases shortly before 3 pm and both engaged enemy aeroplanes. 129, still led by Rhys Thomas DFCwere no sooner over the SUSSt;X coast than they saw the huge flotilla of ships stretching for twenty miles between Beachy Head and Dieppe. As they flew over the vessels they saw two Dorniers escorted by six 190s just above them. Flight Lieutenant B. Ingham dived towards the twin-engined bomber's starboard and chased one of them. He fired two bursts into it which set the bomber's starboard motor on fire, then smoke poured from the fuselage. Other Spitfires then joined in and attacked it and when it was well alight it fell away and exploded upon hitting the sea. Squadron Leader Thomas opened his throttle and went after the other Dornier, seeing it fall a\Nay as his De Wilde ammunition splattered over it but he could only make claim for a damaged.
Wing Commander P. Gibbs (EP120 'V') flying with 501 Squadron, joined by 118 Squadron of his Ibsley Wing, plus other squadrons from the Tangmere Wing, 41 and the 309th USAAF Squadron, flew out to the ships. 501 flew to the end of the convoy which was about eight miles from Dieppe. These tail-end ships were being attacked by Dornier 217s, Ju88s and FW190s.
Gibbs and his pilots reached the area at 3.10 and were immediately in combat with eight to ten FW190s. Flight Lieutenant Philip Stanbury DFC(EP538) damaged one but then lost it in dense cloud. Four Dorniers broke from cloud at 5,000 feet at the south end of the convoy. Gibbs chased one of these which began dropping its bombs as it reached the ships. Gibbs' fire smashed into the Dornier which was then finished off by a Spitfire of 118 Squadron. Gibbs was then attacked by a 190 which damaged his machine in its port aileron and starboard mainplane. It was probably Gibbs, who when interviewed by a newspaper reporter stated that he had shot down one Dornier but was ' ... then attacked by a FW190 who put two cannon shells up my whatnot,' ... he got away and force-landed at another aerodrome.
Flight Sergeant G. A. Mawer (EP19l SD-P), an Australian, chased two Dorniers and damaged one. As he broke away, his ammunition finished, a cannon shell exploded above his cockpit canopy, stunning him. The explosion shattered the perspex hood cutting his head slightly. He jettisoned the canopy but stayed with his Spitfire and got home.
Pilot Officer W. R. Lightbourne had his Spitfire badly shot-up and decided to leave it. As he struggled to get out his parachute pack caught in the cockpit and he was draped around the tailplane when he eventually pulled free. His leg was broken, he was dazed, in pain and had sustained a cu t right hand bu t as he fell free managed to pull the rip-cord. A few moments later he splashed down into the sea. Being right above the convoy he came down very near the ships and was quickly picked up and laid out on the deck of the small vessel. In spite of his injuries he had little time to worry about his problems with 'Dornier attacks keeping his mind off things.' Two hours later he was transferred to a larger ship and for the first time had treatment for his broken leg.
118 Squadron led by Squadron Leader Bertie Wootten (AP129) also found enemy air activity on arrival over the convoy, 2l7s and 88s being seen dropping bornbs. Flight Lieutenant John Shepherd (AR453) destroyed a Dornier in company with Flying Officer I. G. Stewart and Flight Sergeant S. A. Watson, while Sergeant T .J. De Courcey finished off the Dornier already hit by Wing Commander Gibbs.
Six aircraft of 41 Squadron patrolled Selsey Bill and were not engaged while the 309th had only a brief encounter with the bombers, claiming one as damaged.
The weather began to close right in and the squadrons were recalled. Only four of 129's Spitfires managed to land back at Thorney Island, others landing where they could, the CO landing at Ford. Sergeant S. G. Jonssen (Norwegian) was heard over the radio to call for an emergency heading at ten minutes past four o'clock but he did not reach base. His burnt-out Spitfire and his body were later found at Rowland's Castle, just four to five miles north of Thorney island, the Norwegian having, evidently, flown into some trees.
No 501 Squadron had much the same problem. They reached the English coast at 4.10, the visibility at Tangmere being down to 600 yards with 10/1 Oth cloud below 300 feet. Four pilots got in at Tangmere, Gibbs and six others getting down at Shoreham. Sergeant A. Lee was unable to locate base and crashed into a hillside at Billinghurst, twelve miles north of Tangmere. The impact of his crash broke his harness and he received head and leg injuries which resulted in death within a very few minutes.
At ten minutes past three o'clock the Belgian pilots of 350 Squadron left Redhill and were over the ships thirty minutes later. They too found Dorniers and Focke Wulfs flying in and out of the rain clouds and engaged. Pilot Officer F. A. Venesoen claimed his second 190 of the day. Flying Officer A. M. Plisnier also claiming his second victory when he shot down a 190. Other 190s were damaged by Pilot Officers G. M. Seydel, E. J. Plas, Sergeants Flohimont, R. A. Alexandre (two). Sergeant J. L. Vanterberge damaged a Dornier. Venesoen had his Spitfire's wing-tip shot away while one of Sergeant Alexandre's cannons exploded and pieces of his shells damaged the engine.
Nos 111,308,402 and 611 Squadrons were next over the convoy. Flight Lieutenant F. Vancl was again leading Ill, but visi bili ty had deteriorated due to both lowering cloud and drifting smoke. They saw six 190s but the Germans made no attempt at an attack although they were in a good position to do so. Vancl got in a quick burst at one before it disappeared. 111 Squadron's CO, Pete Wickham, again led the American 308th Fighter Squadron (EPI66) but they saw nothing. 402 also found an empty sky and high cover, flying at 26,000 feet where they reported 7/1 Oths cloud. 611 patrolled three thousand feet lower, later dropping down to 13,000 feet but again made no contact.
At 3.15 Group Captain Broadhurst lifted off from Kenley on his fourth sortie of the day. He flew directly to Dieppe. At 19,000 feet he was attacked by two FW190s bu t after jettisoning his belly fuel tank he managed to shake them off. Then four more engaged him but by taking violent evasive action and then diving into thick cloud he lost them.
Emerging below the clouds he found the ships steaming home in apparent good order. He cruised over them for some time before heading back to England. He tried to get into Tangmere but the weather prevented this so he returned to Hornchurch. For the fourth time he put a call through to the AOC suggesting that as the weather was closing in, high patrols should cease and that the strength of lower patrols could be reduced. At 4.56 pm an order went out reducing the cover squadrons to three at anyone time.
Harry Broadhurst had flown more than eight hours during the day, destroyed one FW190 and damaged three others. He had brough back much valuable information. He had been there, he had seen it. He had started the day in the dog-house for his outspoken opposition to certain planning details but by the end of the day ...
. .. the fourth [sortie] was from Hornchurch. This last must have been very late, because I remember escorting a shot-up Blenheim back to Tangmere just at the end of the operation. I found when I got back to 11 Group that night, that I was no longer in the doghouse!
Group Captain Harry Broadhurst, Deputy SASO 11 Group
Sixty-seven Spitfires of the Polish Wing reached the convoy just after four o'clock and flying at various heights and over varying parts of the line of ships, had differing results. 303, 306 and 317 patrolled below the clouds, 302 and 308 above. Among the Polish pilots of this patrol were Wing Commander Rolski, Squadron Leader Nowierski (BL627) and Squadron Leader S. Kulaczewski from HQFC.
No 302 led by Julian Kowalski (EN865) saw nothing. His squadron had flown four patrols during this hectic day, yet had seen no enemy aircraft to speak of, and had not fired a single round in anger. 303 patrolled in very poor visibility led by Squadron Leader Zumbach (EP594). They saw some ships firing at two twin-engined aeroplanes which they identified as Heinkel Ills. Zumbach led the attack and both bombers were shot down, one being shared with 317 Squadron, although one Spitfire disappeared during the attack. Pilot Officer Adam Damm failed to return.
No 306 saw several FWl90s but Squadron Leader Czerwinski was unable to make contact. However, one Spitfire was seen to climb up after two 190s. This was thought to be Flying Officer E. Landsman who also failed to return. His capture was confirmed by the Germans over a month later. Flight Lieutenant Tadeusz Koc, who had shot down the last German aircraft destroyed in the Polish campaign in 1939, led 308 Squadron as top cover to the Wing, 17-18,000 feet, but saw nothing of the enemy.
However, 317 Squadron, led by Flight Lieutenant Kazimierz Rutkowski, did find the enemy. Several FW190s were seen and then Dorniers and Heinkels attacking the convoy from two different directions. Rutkowski led the Poles down, himself sending one Helll into the sea, while Pilot Officer Stanislaw Brzeski claimed a second. Flying Officer Lukaszewicz claimed a Focke Wulfand Pilot Officer Mike Maciejowski and Sergeant A. Kolczynski shared the destruction of a Dornier 217. Flight Sergeant K. Stramko assisted 303 in the destruction of one of their two Heinkels. Maciejowski's Spitfire received some damage and he had to belly-land back at Northolt.
The Polish fighter pilots had done well at Dieppe, claiming 18% of the German aircraft claimed. They flew 224 sorties. Wing Commander Stephan Janus was awarded the DSO, while Zumbach and Skalski received bars to their DFCs. Rutowski and Maciejowski received DFCs.
Flight Sergeant P. K. Marsden and Sergeant W. T. Gregory, the crew of a 277 Squadron Lysander IIIA (V9485) were out looking for a downed pilot off Selsey Bill when a German fighter took an interest in them.
A pair of Mustangs of No. 400 RGAF Squadron. This unit flew 20 recce sorties behind Dieppe on this day.
Roland Beamont flew three missions with 609 Squadron during the Dieppe Operation. (R. F. Watson)
Boston of 88 Squadron Z2233 RH-K flying inland from Dieppe on 19 August. Pilot Officer Campbell flew this machine three times during the Raid. Smoke is from the burning tobacco factory. (IWM)
They were chased inland but safely evaded the German's unwelcome attentions.
Some enemy fighters and bombers were indeed right over the southern coast of England at this time, obviously taking advantage of the cloudy weather. At 3.45 two separate groups of enemy aircraft were reported.between the Needles and Shoreham, numbering between seven to ten aeroplanes. They did not penetrate very far inland but Squadron Leader Yapp of253 Squadron and two of his pilots scrambled from Friston to patrol their base. Soon after making his forced landing at Shoreham with his shot-up Spitfire, Pilot Officer W. S. Large of 81 Squadron was bombed and machinegunned by one of these marauding German raiders.
No 412 Squadron also scrambled two Spitfires to patrol St Catherine's Point, but they saw no sign of any Germans.
At Ford, 141 Squadron, a Beaufighter night-fighter unit, had taken no part in the day's activities but its personnel had watched all the hustle and bustle with much interest. They had fervently wished that they had not been a night-fighter outfit and could join in. However, at ten minutes past four o'clock with the scattered enemy aircraft in the area and especially as the weather and cloud were worsening, an order was sent to 141 to send off a Beau. Sergeant R. O. Cleo with his navigator/radar operator, Sergeant G. Grant (V8264) scrambled to assist, coming under 'Blackgang' control. They were vectored and guided for some time and had several chases. We shall come back to this crew later.
We had a magnificent view of the air battle as German fighterbombers tried to attack the convoy which was protected by circling squadrons of Spitfires, and we saw a number ofFW190s and Messerschmitts shot down, some crashing into the sea quite close to the convoy.
We disembarked at Newhaven after dark, I arrived back at RAF Friston at dawn, wearing borrowed boots and still clutching my unopened dinghy. After all I had to salvage something from my poor old Hurricane BP707 - the best aircraft in B Flight, 253 Squadron.
Flight Lieutenant John Ellacombe, 253 Squadron
It will be remembered that John Ellacombe had been brought down during 253 Squadron's last cannon attack, at approximately 1.30 pm, being rescued by LCA 188.
Nos 19, 121 and 165 Squadrons took off to take station over the convoy, arriving at ten minutes to five. At the same time 242 and 403 also flew out over the ships.
Squadron Leader Patrick Davies took his 12 Spitfires right out into the Channel, flying at 1,500 feet. Twenty miles out they found ten FWI0s above and ahead of them at 3,000 feet. The two fighter formations met head-on and several indecisive combats took place. Flight Lieutenant C. F. Bradley (EN971) attacked the last one as it passed overhead and saw a large piece of the 190 fly off. The Focke Wulf turned onto its back and dived vertically towards the water. Bradley had to turn away but looking back he saw a splash on the sea. He claimed a damaged but requested a destroyed.
Red 2, Sergeant I. M. Mundy, a Rhodesian, (AR422) attacked the centre of three 190s, seeing strikes on its starboard wing but as another 190 came down behind him he had to break away. Pilot Officer Jack Henderson fired at two 190s and so did Pilot Officer Royer, but they saw little effect from their fire. Sergeant J. W. Foster, Blue 2, (BL573) received hits in his starboard mainplane, also sustaining a slight cut on his right leg from a cannon shell splinter but was otherwise all right. 19 Squadron reformed and later returned to base via Beachy Head.
Squadron Leader Bill Williams (AD 199) led 121 Eagle Squadron over the sea. The Spitfires were subject to attacks by FWl90s who dived in and ou t of the clouds taking pot-shots at them bu t no serious attacks were made. Pilot Officer J. M. Osborne (P8589) caught a burst in his engine, however. He struggled hard but his engine caught fire and he had to bale out when down to 550 feet, five to ten miles inland from Beachy Head. He got down safely and waved back to his circling comrades.
No 165, led by Squadron Leader Hallowes, flew as low squadron but saw nothing of the German fighters. 242 and 403 Squadrons from Manston, gave further cover but Squadron Leader Parker's (BM539) pilots saw little. The Canadians of 403, however, patrolled at mid-Channel. Seeing little of interest, Squadron Leader Les Ford flew to the French coast but on the way saw several FW190s. Ford attacked one which burst into flames. I ts pilot took to his parachute, landed in the sea and clambered into his dinghy. Sergeant M. K. Fletcher fired into another 190 which began to trail smoke before it disappeared in the cloud.
Squadron Leader Desmond McMullen patrolled with 12 Spitfires of 65 Squadron over the Channel at between 3,000 and 5,000 feet. One Dornier 217 was encountered and attacked by McMullen (AB902 YT-N). He dived upon it, fired and observed strikes on its fuselage as both his cannons hit home and his machine-guns shredded its wings. He was unable to finish it ofT, due to the amount of flak being thrown up by the ships and had finally to break away and leave it.
Nos 401 and 602 Squadrons came out shortly after 5 pm but again the sky appeared empty. Although the sky appeared empty, the LuftwafTe was not finished yet. Jubilee was still far from over.
Our fourth patrol followed but by then the ships were well on their way home; all seemed surprisingly quiet and there was no sign of enemy aircraft. By now we were operating at 16,000 feet.
Squadron Leader Peter Brothers, OC 602 Squadron
