A few minutes after six o'clock the engines of 36 Spitfires roared into life at RAF Manston, in Kent. Wing Commander F. D. S. Scott-Maid en DFCled his three squadrons, 242, 331 and 332, away from their temporary base at between 6.10 and 6.20 am.
No 242 Squadron was led by Squadron Leader T. C. Parker (BM539) while the two Norwegian squadrons were led and commanded by Major Helge Mehre DFC(BL681 FN-E) and Major Wilhelm Mohr DFC(EN901). David Scott-Maiden was flying his usual Spitfire (AB202) coded with his personal initials S-M, his prerogative as a wing leader. He led his North Weald Wing out over the sea with 332 flying top cover, 331 below them and 242 underneath at 3,000 feet.
Since shortly before dawn several small groups of FW 190s had been in evidence and several skirmishes had taken place. Now, as the North Weald Wing swung over the ships off Dieppe, the first really big enemy fighter reaction came. The Spitfires arrived over Dieppe at 6.55 am and shortly afterwards 331 and 332 were attacked by 20 FW190s and Me 109s. These were the fighters Group Captain Broadhurst had seen coming out from Le Treport. British radar stations on the south coast of England began to pick up enemy aircraft plots at 7.05 am; two EA coming from the direction of Abbeville. These were followed by what appeared on the screens as a constant stream of EA flying in the general battle area from St Omer, Poix and Abbeville.
A terrific dog-fight began: 332 shot down three FW190s - Captain From, Sergeant Marius Erikson and Sergeant Janeigil Lofs-gaard. From and Erikson also damaged two more. However, Sergeant Per Bergsland and Sergeant Johnny Staubo failed to return, both pilots being taken prisoner.
Bergsland was flying as Scott-Maiden's Number Two, but the battle was fought in and out of cloud and the Wing Leader was not surprised that eventually the young Norwegian lost him. Yet it was not until he returned to base that he knew for certain that his wingman had been shot down. Bergsland was taken into captivity and eventually wound up at Stalag Luft III at Sagan. He was one of the escapers in the Great Escape and one of the only three who succeeded in returning to England, in his case via Sweden. Johnny Staubo, six feet tall, extremely good looking and a former Davis Cup Player, also found himself at Sagan where he helped dig the tunnel, of Tom, Dick and Harry.
Major Mohr's machine was hit and he had to break away. Sergeant B Raeder's Spitfire was also hit and he was obliged to force-land near Lewes.
No 331 Squadron also got their share of the claims in the melee, Major Mehre claiming two 190s, one destroyed and one probable.
I remember that the first clash with the Luftwaffe in the morning was with rather more FW190s than Me 109s, or perhaps we just had more respect for the FW190, being a newer aircraft and better. During the dog-fight my No 2 was hit by a FW190, two of which came down on us, but they had too high speed from their dive and they overshot. My number two had to bale out, while I managed to turn in behind the 190s and closed on the rear one. I put a good 4-5 second burst into him. He emitted black smoke, the pilot jumped out of his aircraft, which then turned over into a vertical dive.
Major Helge Mehre, OC 331 Norwegian Squadron
Captain Kaj (pronounced Ky) Birksted, a Danish pilot flying with the Norwegians, destroyed another and shared a probable with Sergeant Fredrik S Fearnley. Another 190 was claimed as a probable, shared by Lieutenant Einer Sem-Olsen and Sergeant Guy P Owren, and one was damaged by Lieutenant Rolf A. Berg and Sergeant Helmer Grundt-Spang. Major Mehre's number two, was Second Lieutenant Johannes Greiner. After he was hit by the diving FW190 he was then hit by flak. He spun down with shell splinters in his right leg but he regained control, climbed to 4,000 feet where he baled out. He was later picked up by a motor launch.
No 242 Squadron down low were not engaged. They had seen a large tanker on fire in the harbour which exploded. Squadron Leader Parker radioed to the control ship to direct fire on gun positions north-east of the town which were firing at the beach and landing craft. Flight Lieutenant D. I. Benham saw two FW190s dive down and strafe the harbour area and although he attacked one of them he saw no strikes. Pilot Officer D. Fowler (BL992) was hit in the shoulder by either a piece of AA shell splinter or cannon shell, which hit the armour plate behind him. He also had part of his tailplane shot away. However, he brought the machine back but landing with no air pressure he was forced to turn sharply to avoid some aerodrome huts and his port oleo leg collapsed.
The Canadians of 403 Squadron got in on the tail end of the battle, having started their patrol from Manston at 6.45. Led by Squadron Leader L. S. Ford DFC(BM344) the twelve Spitfires reached Dieppe half an hour later and almost immediately became embroiled with Focke Wulfs and Messerschmitts above the ships.
Flight Lieutenant George Hill and Sergeant M. K. Fletcher attacked and shot down a 190 while Pilot Officer H. J. Murphy went after an ME109F. Murphy squeezed off three long bursts at the German fighter and it fell to pieces and dived away in flames, turning onto its back as it went. It was last seen a few feet above the ground completely out of control south-east of Dieppe. This was claimed as destroyed making it two for the Canadians, but three of them failed to extricate themselves from the battle, Pilot Officers J. E. Gardiner, L. A. Walker and N. Monchier.
Fellow Canadians of 416 Squadron, led by Squadron Leader Lloyd Chadburn (EP110) together with Squadron Leader H. L. I. Brown's 616 Squadron patrolled Dieppe at 7.20 flying at 12,000 feet. They saw a few 190s but did not engage. 416 had been briefed to patrol above Red, White and Blue beaches, 7,000 feet below 616. 416 were only 11 strong for Pilot Officer P. G. Blades (EP581) had struck an uneven patch of ground at Hawkinge when about to take off. One of the undercarriage wheel fairings had torn loose as he became airborne. In the air he could not retract his wheels so had to land again, the damaged undercarriage collapsing altogether. His Spitfire had Category B damage.
While the fight raged above, HMS Calpe sailed close inshore to observe the progress on Green and Orange beaches. Red and White beaches were experiencing heavy fire from shore positions while the landings on Yellow and Blue beaches were reported to have failed. The first doubts by the commanders were beginning to creep in.
Landing back at Manston, David Scott-Maiden and Wilhelm Mohr clambered into a car and drove around to each dispersal to talk to the pilots and to ascertain the losses in order to assess aircraft availability for the next sortie. Having done this they agreed on the flying formations and section leaders etc. Scott-Maiden voiced his assumption that Mohr would be leading his squadron, but Mohr said no. He thought that perhaps his senior flight commander should lead the next show. When the Wing Leader showed some surprise, the Norwegian, with the typical understatement so characteristic of his race, said, T am sorry but I am afraid I haf a bullet in my body!'
Scott-Maiden was aghast, then Mohr indicated a bullet hole in the back of his flying boot. During the dog-fight when his Spitfire had been hit, a bullet had drilled into his right leg, yet he had made no mention of it until this moment. Scott-Maiden soon had him sent off to hospital. Mohr kept as a souvenir the map which he had stuck in his flying boot, bloodstained and with a neat hole through it.
Meanwhile, Helge Mehre was seeing to his squadron personnel.
We had about three hours before the next mission, so I made a quick trip round the squadron to tell the ground crew what we had seen and what we did, but most of them were too busy servicing their aircraft.
Major Helge Mehre, OC 331 Norwegian Squadron
The 308th Fighter Squadron from RAF Kenley, led by the CO of 111 Squadron, Squadron Leader P. R. W. Wickham DFC(EP798) took off at 7.15. Their top cover was provided by the Belgians of 350 Squadron from Redhill. They reached Dieppe just before 8 o'clock, the Americans seeing 20 to 30 enemy fighters at 11,000 feet. These attacked the top squadron and some dived through to make a pass at the Americans. One 308th Spitfire was lost, Lieutenant Robert D. (Buck) Ingrams, from Idaho, taking to his parachute.
Meantime,the Belgian pilots dog-foughtthe 190s,Flight Lieutenant I. G. du Monceau (EN794) claiming one destroyed. Pilot Officer H. A. Picard (BM297) and Pilot Officer E. J. Plas (AB912) hit another which they saw crash into a field.1 Sergeant Flohimont knocked pieces off a third but Pilot Officer H. E. Marchal went down; he was later rescued and reported safe.
Two further squadrons patrolled Dieppe at this time, 133 Eagle Squadron and 165 Squadron. 133 was led by Flight Lieutenant Don Blakeslee DFC(EN951 MD-V), his pilots orbiting Dieppe at 7,000 feet. FW190s were eagerly engaged by the Eagles, Blakeslee and Pilot Officer W. H. Baker each claiming one destroyed, Flight Sergeant R. L. Alexander probably destroying another.
No 165 Squadron had ten machines over Dieppe as bottom cover squadron. Led by Squadron Leader H.J. L. (Darkie) Hallowes DFC DFM, a veteran fighter with 19 victories and who had only joined 165 from 222 squadron on 13 August, they made no contact, but looking down from his Spitfire (BL664 SK-A) Hallowes could clearly see Royal Navy destroyers laying smoke and also spotted two Mustangs leaving the French coast, clearly recognised by their markings.
Further Tac/R sorties had been carried out by the Mustangs during the last hour. 239 Squadron had sent out Flying Officer D. A. Lloyd (AG564) and Pilot Officer P. O'Brien (AG 146) to cover the roads between Fecamp-Yvetot-Totes. They encountered their share of flak but saw little of interest. 414 Squadron sent out Pilot Officer F. J. Chapman (AG470) and Pilot Officer D. A. Bernhardt (AG376) who spied out the area Longroy to Haute Foret, while Flying Officer F. H. Chesters (AG375) and Pilot Officer G. W. Burroughs toured St Leger-Gauville-Amiens, the same area being covered by Flying Officer C. L. Horncastle (AG459) and Pilot Officer C. H. (Smokey) Stover (AG601) shortly afterwards.
Horncastle, as if there was not enough dangers for the Mustang pilots, hit a seagull at high speed which tore a hole in the leading edge of his starboard wing, but he returned safely. His Weaver, Smokey Stover, was jumped by a FW190 at low altitude. Taking understandably violent evasive action he hit a telephone pole, losing three feet from his starboard wing and half the aileron. However, he too got back and made a successful belly-landing.
Twenty-six Squadron sent out Flight Lieutenant A. G. Baring (AG574) with Sergeant P. P. Bannerman (AMI 10) between 6.20 and 7.55 am, to be followed by Pilot Officers J. E. A. Hartill (AG462) and R. J. C. W. Giles (AG535) while Pilot Officer J. A. Manson (AM215) patrolled between 6.40 - 8.15 am.
Back at Ford, all the usual high-pressure activity associated with the need to carry out almost continuous operations during the day, conditioned of course, by the requirements. This was a normal affair once D-Day had arrived and the Tactical Air Forces virtually set up a 'Cab-Rank' system. But for Dieppe, it was a bit hectic and exhausting for the organisers. Thus, in my case, I found that I was more useful as a team manager than team leader.
Wing Commander James Pelly-Fry, OC 88 Squadron
No 88 Squadron's Bostons made their second appearance above Dieppe when the battle with the Focke Wulfs was in full swing above them. An order had been sent to the squadron at 6.45 to attack Rommel as soon as possible with one flight. Six machines led by Squadron Leader Desmond Griffiths (Z2211 RH-L) were detailed to make this attack; Rommel was the battery situated behind Puys. The Bostons went in from 5,000 feet, carrying out the attack at 7.35 am: Griffiths, Warrant Officer Gallant 'Q', Sergeant Simpkins 'V, Flight Lieutenant Adams 'N', Pilot Officer Hughes 'O' and Warrant Officer Beach 'S'. Some twenty FW190s attacked the formation but most were held at bay by the Spitfires.
After the bombs had gone down, all the Bostons were taken down to sea level by the pilots but five of them were hit. One Focke Wulf which attacked Griffiths' Boston was hit by his gunner and the German fighter broke off with smoke pouring from it and with its propeller stopped. The gunner was Pilot Officer Harold Stuart Jack Archer, aged 22 from Moulscombe near Brighton, who in addition to hitting the 190, then kept up a running commentary on the progress of the fighters and directed the return fire. He was awarded the DFC for these actions. For 'Griffs' navigator, Pilot Officer Alan Baxter, from New Zealand, 19 August was his 31st birthday. He had already completed more than 60 operations and he too received the DFC for the two missions he completed on this his special day. Later in the war he added a bar to this decoration and after the war became an MP.
Douglas Boston heading towards Dieppe with bomb doors open. Below, the Navy spreads a smoke-screen in front of the harbour. (IWM)
Squadron Leader Emile Fayolle, Free French, CO of 174 Squadron. He failed to return from his squadron's first attack.
Squadron Leader Desmond Griffiths and Wing Commander James Pelly-Fry of 88 Squadron on 19 August.(IWM)
I did in fact lead two raids in support of the Commando Operation by the Canadians. The first was shortly after the operation started when I led six Bostons for an attack on gun emplacements. We were due to be met over the sea by a fighter escort, but this did not turn up. In view of the important attached to the destruction of the shore batteries at our briefing, I decided to go in without the escort. As far as I can remember we were intercepted at about the time we were lined up to drop our bombs, by (according to the entry in my log book) about 25 FW190s, who attacked us continually for about five minutes until we were able to get down to sea level, where the high speed of the Boston combined with the tight formation and combined firepower of the rear guns, enabled us to get away. My log book records that we lost one aircraft and all the others were damaged, much of it caused by heavy light flak over the target area. My airgunner Pilot Officer Archer claimed one FW destroyed and I believe this was later confirmed from other sources.
Squadron Leader Desmond Griffiths, 88 Squadron
Squadron Leader Griffiths also received the DFC for his part in the Dieppe Operation.
Warrant Officer C. A. Beach's Boston was severely damaged and he was forced to ditch fifteen miles from the French coast. Both gunners aboard, Sergeants L. Senour and P. S. Woolston baled out and were rescued, Senour being picked up by a tank landing craft. Beach and his observer, Sergeant D. F. J. Hindle died in the Boston. Carl Adrian Beach, RCAFleft a wife in Vermont, USA.
Almost at the same time as this action occurred, another Hurricane strike was being made. 87 Squadron led by Squadron Leader D. G. Smallwood (BE500 LK-A) comprised 12 Hurricanes which attacked the east headland in sections of four in lines abreast. They strafed houses, machine-gun posts as well as setting fire to a round tower on the cliffs. They met deadly return fire, Flying Officer Antoni Waltos, a Pole, being shot down and killed, Pilot Officer J.Baker's machine was also hit but he struggled up to a safer height before baling out; he was rescued by the Navy. Baker in fact was spotted as he floated down, by a Naval vessel and they manoeuvred under him in order to be close by when he finally landed in the sea. They judged it perfectly, so perfectly that he actually landed on the boat's foredeck!
Flight Lieutenant Alec Thorn, OC B Flight, and who had risen from sergeant to flight commander with 87 and was soon destined to command it, was also hit but managed to coax his Hurricane back to England to crash land near Eastbourne. He got back in time to fly on 87's third sortie, and he too received the DFC after the raid.
Also at 7.35 am, three Blenheims of 614 Squadron were ordered up to lay further smoke over Bismarck on the east headland. Squadron Leader P. de Le Cheminet (V6002) led Pilot Officer C. H. Georges (V5534) and Pilot Officer R. L. W. Baely (T2288). Two Spitfire Squadrons from the Ibsley Wing, 118 led by Squadron Leader E. W. (Bertie) Wootten DFC(AR447) and 501 led by Squadron Leader J. W. (Pancho) Villa DFC, both Battle of Britain pilots, flew out to provide cover but after fifteen minutes the raid was cancelled by radio. The Blenheims returned to Thruxton having covered twenty-five miles out from Selsey Bill. 118 Squadron spotted what appeared to be an empty bomber's dinghy (possibly from the 418 Squadron Boston), orbited it and gave a radio fix. They also saw a Mustang coming out of France. Its pilot saw the Spitfires and immediately took violent evasive action. 118 at first thought it must be a 190 but at 800 yards they identified it and let it pass by. Both squadrons returned without further incident, although Flight Sergeant S. A. Watson had burst a tyre on take off and been left behind, (EN964).
As this abortive mission was getting underway, Wing Commander Pat Jameson's 12 Group Wing from West Mailing, comprising three Spitfire squadrons, were flying out low towards Dieppe. Jameson was leading 485 New Zealand Squadron, commanded by Squadron Leader R. J. C. Grant DFM, 411 Canadian Squadron as the middle squadron and commanded by Squadron Leader R. B. Newton, plus 610 Squadron led by Squadron Leader J. E.Johnson DFCas top cover. Up above all was Squadron Leader Raz Berry's 81 Squadron from Fairlop. They would all meet the Focke Wulfs.
The Wing raced above the wavetops at zero feet then nearing the hostile smoke covered shore began to climb. Bob Grant (BM147) had taken his New Zealanders up to between 3,000 and 4,000 feet when they arrived over the ships at 8.15 am. Above them they could see many enemy fighters. Robert Newton (BL385) too saw enemy fighters above, noticing that the Wing was greatly outnumbered by 190s. Johnny Johnson (EP254 DW-B) led his pilots up to 7,000 feet (they had orders to fly top cover at 10,000 feet) but before they could get higher they were engaged by an estimated 50 FW190s and ME 109s.
Johnson, flying as Red 1, shot down one Focke Wulf into the sea, then shared a Messerschmitt with Pilot Officer L. A. Smith and Flight Sergeant S. C. Creagh. South Creagh (EP198 DW-H) was then hit by fire from a 190 and had to bale out. He was later pulled out of the water by Motor Gun Boat (MGB) No 317, six miles north-east of Dieppe.
Johnson then saw more enemy fighters arriving from inland and radioed this information to Pat Jameson. Having done this he then waded into them, his fire causing glycol to stream from one German fighter which was then attacked by Sergeant Smith, before it fell away. Flight Lieutenant Denis Crowley-Milling DFC(EP361 DW-X), an experienced air fighter who had flown in France and later in Douglas Bader's squadron in 1940, was leading B Flight. Following the German fighters with his Number 2, Flying Officer Reg Pearson, he looked back to see a Messerschmitt closing up behind his Number 4, Warrant Officer Maurice Goddard (Free French). 'Crow' winged over and yelling a warning to the Frenchman, attacked the 109, his first burst hitting the target. The 109 went over onto its back streaming a cloud of glycol but then Crow was engaged by another enemy fighter and lost sight of his victim for a moment. Then, having shaken off his immediate antagonist, he looked down to see a pilot jump out of a Messerschmitt;1Johnnie Johnson in his book2 wrote this of 610's first air battle of that morning.
'A heavy pall of black smoke hung over Dieppe. We listened intently to some wing leader who instructed his pilots: "Fight your way out. Get out. Watch those 190s above at six o'clock. All Elfin aircraft - get out!"
'Ahead of us Spitfires, Messerschmitts and Focke Wulfs milled about the sky. It was too early to search for an opening, since the 190s had the height on us and my task was to keep the squadron together as long as possible and guard the two squadrons below. Crow called a break and we swing round together to find the 190s at our own level in pairs and fours and seemingly baffled by our move. A 190 pulled up in front of my own section and I gave him a long burst from the maximum range. Surprisingly it began to smoke, the wheels dropped and it fell away to sea, and Crow said, "Good shooting, Johnnie."
'The Messerschmitts and Focke Wulfs came down on us from astern and the flanks. They were full of fight and for the present we thought of nothing but evasion and staying alive. During a steep turn I caught a glimpse of a strong formation of enemy fighters heading towards Dieppe from inland and I called the wing leader: "Jamie, strong enemy reinforcements coming in. About fifty plus. Over."
'Jamie was hard at it but he found time to call 11 Group and ask for assistance. During a lull in the attacks my own section, which had been reduced to three aircraft, fastened on to a solitary Messerschmitt and sent it spinning down. Then they came at us again and we later estimated that we saw well over a hundred enemy fighters. Three of my Spitfires were shot down and I saw my own wingman, the Australian South Creagh, planing down streaming white glycol from his engine. It was impossible to protect him, for if we took our eyes off the enemy fighters they would give us the same treatment. They're bound to finish him off as he nurses his crippled Spitfire, I thought, I still had another Spitfire alongside, but I lost him when we broke in opposite directions. Then I was alone in the hostile sky.
'Ranging from ground-level to 20,000 feet and having a diameter of twenty-five miles, the air battle drifted and eddied over the coast and inland. The wing had lost its cohesion, but thirty-six Spitfires, or what was left of them, still carried out their task by fighting in pairs and fours and so achieved some concentration in the target area.
'I spotted a solitary aircraft over the town. I eased towards him and recognised the enemy fighter as a Focke Wulf 190. For once, I was not harried and I yawed my Spitfire to cover the blind spot behind me. But these movements attracted the attention of the enemy pilot and he snaked towards me, almost head-on, and then we both turned hard to the left and whirled around on opposite sides of what seemed to be an ever-decreasing circle.
'With wide-open throttle I held the Spitfire in the tightest of shuddering vertical turns. I was greying out and where was this Italian1, who should, according to my reckoning, be filling my gunsights? I couldn't see him and little wonder, for the brute was gaining on me and in another couple of turns he would have me in his sights. I asked the Spitfire for all she'd got in the turn, but the 190 hung behind like a leech and it could only be a question of time, and not much of that!
'Stick over and well forward and I plunged into a near-vertical dive - a dangerous manoeuvre, for the 190 was more stable and faster than my Spitfire in such a descent, but I had decided on a possible method of escape. At ground-level I pulled into another steep turn, and as I gauged the height and watched the rooftops I caught a glimpse of the promenade, of stationary tanks, of the white casino and a deserted beach. The 190 was still behind and for a few seconds we dodged round the spires and columns of smoke. Then I made my bid to throw him off.
'A short distance off-shore I could see a destroyer surrounded by a clutter of smaller ships. We had been carefully briefed not to fly below 4,000 feet over the shipping, otherwise they would open fire. I rammed the throttle into the emergency position, broke off my turn and at sea-level headed straight at the destroyer. Flak and tracer came straight at me from the destroyer, and more, slower tracer from the 190 passed over the top of the cockpit. At the last moment I pulled over the destroyer, then slammed the nose down and eased out a few feet above the sea. I broke hard to the left and searched for the 190, but he was no longer with me. Either the flak had put him off or, better still, had nailed him. I made off at high speed to West Mailing.'
Squadron Leader Johnnie Johnson, OC 610 Squadron
Johnson also related: ' . . . our Spitfire 5s were completely outclassed by the FW190s and on (this) occasion I was certainly lucky to get back.'
Pilot Officer L. E. (Hokey) Hokem (EP238 DW-D) fired at a 190, blasting pieces off its tailplane but with so many fighters in the air it was only a second later that his own machine was hit by enemy fire and severely damaged. Hokem disengaged and brought his Spitfire home although he left most of his tail at Dieppe.
When finally the other Spitfires broke away as the battle died away, two other Spitfires were missing, flown by Flight Lieutenant Peter Poole (DW-F) and Sergeant John Leach (DW-S). At the height of the battle one Spitfire was seen heading towards Dieppe streaming glycol. Peter Poole, A Flight commander, had only arrived on 610 Squadron on 12 August, posted in from AFDU at Duxford.
Immediately below 610's battle, Newton's Canadians too were hotly engaged by enemy fighters. Pilot Officer Reid's machine was hit by cannon and machine-gun fire but he (Red 4) returned safely. Red 3, Pilot Officer P. R. Eakins was seen to be hit by cannon fire which blew off his Spitfire's radiator. He failed to return. Pilot Officer D. Linton Red 2, was last seen going after a German fighter and he too failed to get back to West Mailing. Red Leader, Squadron Leader Newton, got in a telling burst at a 190 which was claimed as destroyed. Flight Lieutenant R. W. McNair also saw strikes on a 190 which he claimed as probably destroyed. Blue 4, Sergeant S. A. Mills was hit and wounded in the head by shrapnel but got his machine home (AD263).
Pat Jameson, Grant, and the other New Zealand pilots of 485 Squadron fought the Focke Wulfs at 3,500 feet. The 190s attacked repeatedly all three squadrons in pairs and fours, diving out of the morning sun. Jameson (BM232) attacked one 190 and saw it nose down in flames, confirmed by Red 3 and Red 4. Red 4, Pilot Officer C. Chrystell (BM205) fired at another 190 whose pilot subsequently took to his parachute. Flying Officer Lindsey S. Black snapped a burst at yet another Focke Wulf but although he saw no results of his fire, Jameson saw this 190 begin to leave a trail of smoke.
No 81 Squadron too engaged 190s high up. They had reached Dieppe at 8.24 and the action started almost immediately. FlightLieutenant J. W. Walker, a Canadian (BM315) fired at a 190 then saw a Ju88 about six miles east of Dieppe but lost sight of it. Two 190s dived down from the sun trying to head off Squadron Leader Berry but they broke away when Flight Lieutenant L. G. Bedford, leading Blue section, (BM369) fired at them.
At 8.56, when turning for home, two 190s dived to the attack. Flight Lieutenant Bedford fired but without result. Pilot Officer P. J. Anson, Blue 3, (BM158 FL-Y) fired at the second 190 and saw strikes behind its engine cowling and a piece of panelling blow off. Berry saw this 190 fluttering down apparently out of control and was claimed as a probable.
When Jameson and his wing landed at West Mailing and held an informal debriefing, he and his squadron commanders all agreed that they had never before experienced such an intensive battle with so many German fighters. The battle had cost the wing five Spitfires, four pilots missing, another wounded plus three Spitfires damaged.
The CO of 400 Canadian Squadron, Squadron Leader Robert Waddell, and Pilot Officer M. B. Pepper, took off from Gatwick at 7.30 am. During their Tac/R sortie they strafed a water tower which housed a flak gun on its top (at 8.49) and later they observed and reported troops on bicycles moving north to Yvetot.
Three Spitfires of 91 Squadron took off at 7.40 on a 'Jim Crow' sortie between Ostend and the Somme Estuary. One machine had to return with engine trouble. No sooner had those Spitfires gone out when four more were 'scrambled' to patrol their own base at Hawkinge but nothing happened.
It was quite evident from the fire which was sweeping the beaches that the attacks made upon the machine-gun positions at Dieppe had not inflicted any lasting damage and so, following an urgent request via HMS Calpe, a further strike against the Dieppe waterfront was organised. Squadron Leader Thorn's 32 Squadron, code-named 'Ecrum Squadron', took off from Friston at 7.35, Thorn leading (Z3581). Arriving off Dieppe, Thorn made radio contact with Calpe and was ordered to attack the many machine-gun emplacements located in the caves on the Bismarck cliff face. The fire from these strategically placed positions was pinning down the Canadians behind the promenade's sea wall and it was almost certain death to try to move forward from this wall.
Thorn led his 12 Hurricanes into the attack, experiencing heavy return fire but their 20mm cannons pounded the cliff face. As the Hurricanes roared away from Dieppe, two FW190s dived through the Spitfire screen but failed to hit any of the Hurricanes.
Then, shortly before half-past seven, a report was received that a force of German E-boats was out in the Channel making for the shipping off Dieppe. Quickly 3 and 43 Squadrons, already rearmed, refuelled and ready following. their earlier attack were alerted. Squadron Leaders Berry and Du Vivier led their units out from Shoreham and Tangmere at 7.50, Du Vivier in a fresh machine (Z3081 FT-C). The two squadrons made rendezvous at five minutes past eight being joined by their escort, two Czech Spitfire Squadron, 310 led by Battle of Britain pilot Squadron Leader F. (Dolly) Dolezal, and 312 commanded by Squadron Leader J. Cer-mak. Among Cermak's pilots flew Wing Commander K. Mrazek DFCwho had flown with 43 and 46 Squadrons in 1940. The force headed out towards Boulogne from where the E-boats were reported to have set off but no sign of them was seen. Five miles south-west of Boulogne both moderate and later heavy flak came up from the shore but neither the Hurricanes, flying at 100 feet, or the higher escorting Spitfires were hit. Four fishing-boats and one 500 ton merchant vessel were found, however, which might have been earlier mistaken for the E-boat force and some of the Hurricanes attacked. Flight Sergeant J. Pipa (EP432) of 312 Squadron, peeled off and made a strafing run, leaving one boat damaged and smoking.
At 8 o'clock 26 Squadron sent out two Mustangs on a Tac/R sortie, Pilot Officer E. E. O'Farrell (AG463) and Pilot Officer A. G. Chris-tenson (AL977) being the pilots, the latter having only arrived on the squadron from 41 OTU on 13 August. Neither pilot returned. Arnold Christenson, a New Zealander of Danish parents who had emigrated, was taken prisoner. He was among the escapers from Stalag Luft III in March 1944 and one of the fifty murdered by the Gestapo.
Squadron Leader Harry Philip McClean (AG557) with Pilot Officer G. C. D. Green (AG560) of 239 Squadron flew out from Gatwick at 8.10 am for a Tac/R on the roads from Le Treport but they became separated. Both pilots completed their mission although McClean was hit by flak which damaged his oil tank as he recrossed the coast between Dieppe and Le Treport. However, he made it back across the Channel but had to force down at Friston with no oil.
At 8 am Group Captain Broadhurst lowered his wheels and came into land at RAF Biggin Hill having returned from his first 'look-see' over Dieppe. As the mechanics rearmed and refuelled his Spitfire IX, Broadhurst met the Station Commander, Group Captain J. R. Hallings-Pott DFC AFC, and then visited all the squadrons at their dispersal areas. From his talks with the pilots of 222 Squadron, the Americans of the 307th 'Pursuit' and 602 Squadron all of whom had already flown over Dieppe, he was able to confirm what he had himself seen from the air. Broadhurst immediately telephoned 11 Group Operations Room, and gave the Commander in Chief an outline of the situation as he had seen it, asking him to suggest to the AOC that patrols of Spitfire IXs in pairs be put up with the hope that these would be able to counter the FW190s as they approached the battle area. As it happened, the main Spitfire IX units available had been assigned as escort for a raid against Abbeville by the American 8th Air Force.
As Pat Jameson's Wing was battling with the Focke Wulfs, 130 and 131 Spitfire Squadrons, plus Spitfires of the 309th US Fighter Squadron, were flying out to relieve them as air cover. These three squadrons arrived over the ships at 8.50, 131 and the 309th below, 130 flying as top cover squadron. The Focke Wulfs were still very much in evidence, the relieving Spitfires being continually engaged by an estimated 25 Focke Wulf fighters during their whole patrol. Indeed, enemy fighters were reacting vigorously. British radar picked up several plots on their screens between 8.29 and 9.14 am; 50 German aircraft from or near St Omer and the Desvres area, twelve or more up from Lille plus another dozen from around Dunkirk. It was estimated that during this period there was a total of over fifty German fighters constantly in the battle area. What was also evident was that so far there were no German reinforcements from Le Havre or the south-west, indicating that so far only JG26 pilots were engaged.
Wing Commander Minden Blake's Spitfire (W3561) in which he was shot down off Dieppe by a FW190. (V. Blake)
Sergeant Per Bergsland, 332 Norwegian Squadron. Taken prisoner at Dieppe he later escaped and returned to England. (P. Bergsland)
Wing Commander M. V. Blake DSO, DFC, the most senior RAF officer taken prisoner at Dieppe. (M. V. Blake)
Wing Commander M. G. F. Pedley was leading 131 Squadron at this time and one of his flight commanders, Flight Lieutenant Ray Harries, another air fighter destined for a high personal score, claimed one FW190 destroyed, flying his Spitfire BL600.
The general scene over the beaches was pretty chaotic. The shipping off shore was wreathed in smoke as it bombarded targets behind the town. Water spouts were everywhere as shore batteries returned their fire and the sky was covered in the black smudges of bursting anti-aircraft shells. Most of the time at least one aircraft could be seen spinning or diving down somewhere in a trail of smoke or flame. Johnnie Walker allowed me to take over from him as wing leader as I had recently been promoted on seniority, much to my disgust, for I had no wish to be relieved of my squadron.
On that occasion when over the beach-head my Number 2 called to me to 'break' as I was apparently at risk of being shot down by one of our own Spitfires as it looped its way towards the sea firing its guns each time the dead pilot fell against the control column.
Wing Commander Michael Pedley, OC 131 Squadron1
The whole wing formed a defensive circle and the enemy fighters climbed away but in the subsequent dog-fight which started, everyone was split up, 130 Squadron dividing into sections.
Wing Commander Minden Vaughan Blake DSO DFCflying with 130 Squadron should not really have been flying at all on this particular day. He had just been notified of a posting to Operations with a promotion to group captain in the offing. However, Blake, apart from being an experienced fighter pilot and wing leader, was also something of an engineer and had been, in his spare time, developing his ideas for the design of a gyro gun-sight for single-seater fighters. He had virtually perfected his idea and had rigged up a sight in his personal Spitfire and was keen to try it out in combat. Dieppe would provide the chance he felt sure.
Flying as Number Two to the CO of 130 Squadron, Squadron Leader Peter Simpson DFC, another Battle of Britain pilot, Blake saw some FW190s over the ships and dived down after one of them. 130 had been split up and he was alone but he continued after his 190 and with some satisfaction shot it into the sea. However, three of the German's companions took on the New Zealander. For some minutes the four fighters waltzed round and round, losing height all the time. Then one Focke Wulf came in head-on, Blake seeing the 190's big engine cowling 'as large as a house' right in front of him — then his Spitfire was hit. His cockpit canopy burst, the perspex on the left side being blown in and Blake felt the blast through his flying helmet. His goggles were not over his eyes but pushed up on his head, therefore, his unprotected eyes were suddenly full of perspex splinters and dust, temporarily blinding him. Having regularly practised the procedure for a 'blind' bale-out in just this circumstance, he undid the straps and leads, got rid of the shattered cockpit hood and being low, simply kicked forward on the stick and shot out of the Spitfire's cockpit like the cork from a bottle. His parachute just opened before he splashed down into the water.
Clambering into his dinghy his eyes cleared slightly but his sight was still badly impaired. He found that he was quite near another dinghy in which sat Lieutenant Buck Ingrams of the 308th American Squadron who had been shot down an hour earlier. When they had introduced themselves, Ingrams asked what they should do. They were only a few miles off shore, just north of the ships and the tide and wind was rapidly taking them towards the French beach. The previous year, Blake had had to ditch a Spitfire off Cherbourg yet he had successfully rowed back to England to be rescued. He now told the young American that he proposed to repeat the performance.
Together in their respective dinghies which they tied together, they started to row, trying initially to just keep from drifting inshore, hoping that the wind would change. One thing Blake remembers was the terrific noise of the battle which was being fought just a few miles away.
The two fighter pilots struggled for the rest of the day and into the night. Blake was well clothed but Ingrams had only flown out in shirtsleeves and slacks and soon became affected by the wet and cold. Finally he had to give up and saying his farewell, allowed his dinghy to drift ashore where he was taken prisoner. The wind did finally change and Blake began to make headway. For a while it looked as if he would indeed make it back again but then late on the afternoon of the 20th while opposite Cap Gris Nez, and when only about five miles from the cliffs of Dover he was picked up by the Germans to become a prisoner.
He was taken to Paris where a German doctor, who had been busy with German casualties from the battle around Stalingrad on the Russian Front, operated on his eyes. With most of the splinters removed, he was taken to Frankfurt and questioned daily about the undamaged FW190 fighter which a German pilot had landed at RAF Pembrey in South Wales back in June, the German thinking the Bristol- Channel to have been the English Channel. The Ger-mans thought it had been Blake who had test flown the Focke Wulf. Over the radio the Germans had heard a wing commander give a Mayday call at about the time Blake had hit the sea. From the call-sign, the wing commander had been identified and they knew that he had test-flown the 190. As Blake's watch had stopped at this precise moment the Germans thought this was indeed their man. They continued their questioning for six weeks until they finally gave up and sent him to a POW camp. On the train journey he smashed a toilet window and dropped from the speeding train although he damaged his left arm and his head. Because of the speed of the train, the German guard thought him only to be on the roof of the train. In spite of his injuries he evaded for several days until finally recaptured and sent to Stalag Luft III where he met Ingrams again, and remained for the rest of the war.
Flight Sergeant Alfred William Utting, Blue 4, (BL356 PJ-Q) of 130 Squadron was also shot down and killed in the fight. Yellow 4, Flight Sergeant Cane's machine was badly shot up, Cane being wounded but he managed to get back to land at Ford. Meanwhile, Sergeant Snell fired into a 190 and claimed a probable.
Squadron Leader Peter Simpson wrote in his log book after this sortie, 'What a show, W/C M. Blake and Sgt. Utting missing - the RN could brush up on their aircraft recognition.'
The Americans of the 309th Squadron under Major Harrison Thyng were in the thick of the battle and had three pilots shot down into the sea. One of them was Lieutenant Sam Junkin Jr from Natchez, Mississippi, who moments before had sent a FW190 down to crash, this being the first confirmed victory by an 8th Air Force pilot in WW2. Junkin was slightly wounded before he baled out but was rescued and later received the American DFC. Lieutenant Collins was not so lucky and was lost. Thyng scored a probable.
So again the FW190s won the moment. Five Spitfires shot down and a sixth British pilot wounded for the possible loss of two or three German fighters plus others damaged.
The remaining Spitfire pilots disengaged at around 9.20 am and began to land back at their bases at just after 10 am, their place above the ships having been taken over by 19 and 121 Squadrons from Southend with a low patrol provided by 111 Squadron from Kenley. Michael Pedley however, remained out for several anxious minutes.
At the termination of our patrol we were about to turn for home when the Guard Ship called up on the R/T with the urgent request to stay overhead as the relief wing had not yet reached the battle area. Calling up my pilots I sent back all who were very low on fuel and then stayed on patrol with only six aircraft for some of the most nervous fifteen minutes of my life! Happily the enemy remained away for all that period. Relieved at last we made for the nearest airfield, Shoreham, and all got down safely although for my part I ran out of petrol taxying in to dispersal.
Wing Commander Michael Pedley, OC 131 Squadron
Meantime, with the number of pilots that had failed to get back during the last hour or more, the Air Sea Rescue services were hard pressed. Therefore, 41 Squadron were asked to help. They sent out four Spitfires to scour the Channel while two became airborne to patrol base during an alert.
No. 26 Squadron provided two Mustangs at 8.30 for a Tac/R mission, the unit's Commanding Officer, Squadron Leader Michael Goodale, a pre-war pilot, taking off (AM 148 RM-G) in company with Pilot Officer OB. McGhee (AG531). They successfully completed their task but Goodale's machine was hit by a bullet which damaged his hydraulics. On his return to Gatwick his brakes failed causing him to overshoot the runway and hit an obstruction. The Mustang was damaged but Goodale was not hurt. It was AM148's one and only combat sortie. Flight Lieutenant Graham Dawson DFC, also of 26 Squadron, took off alone at 8.45, again flying AG418, for his second sortie of the day but on this occasion he failed to return. He was 21 years old and came from Bromley in Kent.
No. 400 Squadron had sent out two further teams, Flight Lieutenant William Blakeney Woods (who later commanded 400 Squadron) and Pilot Officer Carlson at 8 am, then Flight Lieutenant Herbert P. Peters with Flying Officer S. M. Knight at 8.25. The latter pair encountered light flak and saw a FW190 over Le Treport but happily they left each other alone. However, this attitude did not prevail above the ships. There the activity was about to increase in deadly fashion.
Meanwhile, Per Bergsland of 332 Squadron, was in the water, and soon to be taken into captivity.
I was Scott-Maiden's No. 2 over the Dieppe raid, but after a while we lost each other. I saw a Focke Wulf 190 and immediately tried to attack the aircraft which disappeared behind a cloud. I followed the 190 a few times around the cloud, but decided then to turn around 180° and then meet the German head-on. Exactly that happened and when we saw each other we both fired. Everything went very quickly and we passed each other with a distance of probably 6 feet. Shortly afterwards oil floated over my windscreen and I could not see out at all. It did not take many seconds before I came to the conclusion that my only chance to survive was to bale out. I turned my Spitfire upside down and fell quietly out of the aircraft. The weather was good and it was a pleasure to descend in a parachute and end up in warm water. The dinghy functioned perfectly and I spent several hours watching aircraft combat overhead. It was like sitting in a theatre front row. Unfortunately a German warship discovered me instead of a ship from my own side.
Sergeant Per Bergsland, 332 Squadron
1 Henri Picard was shot down and taken prisoner on 2 September 1942. He was one of the 50 escapers from Stalag Luft III who were murdered by the Gestapo in March 1944.
1Goddard was killed in a beat-up of 610's base a month later.
2Wing Leader, op cit.intently to some wing leader who instructed his pilots: "Fight your way out. Get out. Watch those 190s above at six o'clock. All Elfin aircraft - get out!"
1Johnson clearly saw Italian markings on this FW190, just below the cockpit.
1Pedley was posted to command 323 Wing for Operation Torch shortly after Dieppe. He was the first RAF pilot to land in Algiers.
