The evacuation was over. At 12.30 pm a signal was sent to the Beachmaster at Dieppe to withdraw. The Beachmaster had already decided to call off any further attempts to rescue survivors from some of the beaches. The tide was going out making it further for men to run to get to the boats and the deadly gunfire from the headlands as well as the town continued to pin troops down to positions which they had taken up after landing at dawn. Many made the dash for safety and made it - many tried but were cut down in the attempt. Now, finally, it was over. The boats and ships began to turn away.
With the armada of small ships now starting to head back towards England, German fire from the town and headlands had to be diverted and suppressed. The Hurricanes were on their way yet again.
At 12.50 pm the Hurribombers of 175 Squadron began to take off from Warm well for their third and final mission of the day. Along the coast at Shoreham five minutes later 245 Squadron left the ground. At 1 o'clock, 253 flew off from Friston while the Spitfires of 41 Squadron left Tangmere to provide escort.
Squadron Leader John Pennington-Legh (BE502) led 175 against the Hindenburg position at 1.30, Pennington-Legh dropping his bombs successfully on the fortified position. Pilot Officer D. I. Stevenson (BE687) came diving in to the attack but saw snipers atop a church so dropped his bombs on them, seeing the steeple crumple as his bombs exploded. His Hurricane received hits from AA fire and although he struggled to get back, had finally to bale out ten miles off Dieppe. He was picked up by the Polish destroyer Slazak and landed at Portsmouth none the worse for his 'dunking'. Flight Lieutenant Burton Murchie (BE417) flying Yellow 1, dropped his bombs on some works with cranes, two miles in front of the fort. The following pilots attacked troop positions on the west headland: Pilot Officer A. H. McLaren (BE492), Flight Sergeants N. Howe (BE668), D. W. Westcott, A. J. Long and Sergeant F. A. Cawthray (BE394). Both Pennington-Legh and Burton Murchie were decorated in the autumn, the former receiving a bar to his DFC, Murchie the DFC.
Flight Lieutenant Denys H. H. Gathercole (BE497) led seven aircraft of 245 Squadron against the gun positions on the east headland, diving down to 300 feet to make the strafing run. Several of their Hurricanes were hit by ground fire, and in fact after this, their second sortie of the day, only three machines remained serviceable. Flight Sergeant K. Clift (AG 165) was attacked by an Mel09F but it was driven off and shot down by Spitfires.
Derek Yapp led 12 Hurricanes of 253 Squadron in to attack German batteries firing on the ships, arriving at Dieppe at 1.20. Many gun posts were strafed with success and it was noticed that machine-gun fire from the headlands had decreased. As the Hurricanes turned to fly out they met more return fire from both sides of the valley of La Scie. Flight Lieutenant J. L. W. Ellacombe DFCwas hit but managed to gain sufficient height to bale out, landing in the water close to the last two boats leaving the general area of Dieppe. Squadron Leader Yapp's machine was also hit and one of his cannons was knocked out. Derek Sidney Yapp received the DFC for his leadership.
'For the final sortie of the day we were told that the convoy was withdrawing and the many gun batteries were the prime objective. I was flying my own Hurricane IIC BP707 and my Number 2 was Pilot Officer G. Dodson RAAFin a twelve gun IIB. As we crossed the coast to the west of Dieppe we were bounced by FW190s and forced to take violent evasive action which split the squadron into small sections. With my Number 2, I headed for some flashes on the edge of a wood to the south-west of Dieppe and saw a battery of field guns - probably 88mm's. We flew a wide circuit to attack north to south across the guns and approached at maximum throttle — Pilot Officer Dodson on my starboard side. We both had the satisfaction of seeing our cannon and machine-gun bullets detonating on the guns and scattering the gunners.
'It was too good to last - the inevitable light flak appeared from the right and my Hurricane was mortally hit. Oil and glycol smoke poured from the engine which I was unable to nurse as the tnrottle linkage was shot away. I broke to the right heading for the coast and flew through the twelve guns firing from Pilot Officer Dodson's Hurricane. He had a perfect cine film to prove it. At high speed and at tree-top height I reached the coast where the engine died with a great thud. I eased the aircraft up to about 600 feet, shedding hood and right side panel on the way, baling out as the stall approached. The jerk of my parachute opening was a relief but I was puzzled by the smoke under the canopy until I realised that tracer bullets were the cause. Within a few seconds I was in the sea about 500 yards from the cliffs. I got rid of my parachute harness and boots and set off for England with a steady side stroke, dragging my dinghy in its unopened pack and encouraged by the zipp of bullets in the sea around me.
'To my great relief I saw a small landing craft turning towards me. The ramp was lowered and I was dragged aboard LCA 188. I was handed a mug of cold tea which I gulped down — I nearly choked - it was neat whisky! The main convoy was some miles away and this badly damaged Landing Craft Assault with only one engine now attracted the attention of the big guns. The shells arrived in salvos of four and the great plumes of water around us were disconcerting to say the least.
'Sub-Lieutenant Hall RNZVRwas the skipper and the crew were three Chief Petty Officers RN. They took it all very calmly - after all, they had been experiencing this treatment for the past eight hours. "Can't we take evasive action?" I asked.
' "Ten degrees port," shouted Sub-Lieutenant Hall, which at 4 knots did nothing to raise my spirits. Suddenly we saw a great white bow wave heading towards us. A powerful RN steam gun boat circled round and came alongside and took us in tow. Our miserable 4 knots became 15 knots and the shell fire was no longer a menace. We soon joined the main convoy which was steaming towards Newhaven.'
Flight Lieutenant John Ellacombe, 253 Squadron
No. 41 Squadron's Spitfires closely escorted the Hurricanes into the attack. Many types of enemy aircraft were seen about but 41 did not engage. Heavy flak came up to meet them and five Spitfires were hit and damaged. The CO, Squadron Leader Geoffrey Cokayne Hyde, flying his third mission of the day, was lost to view of the others whilst coming out and failed to return. Hyde had only taken command of the squadron on 28 July, coming from 64 Squadron in place of Squadron Leader Nobby Fee who had gone to command 412 RCAF Squadron.
Between this Hurricane assault and the lull before the next wave arrived, at least three Spitfire squadrons were still high above and in contact with enemy aircraft. 232 Squadron led by Squadron Leader Archie McDowell, flying in Duke-Woolley's Wing, saw nine FW190s briefly in the clouds but failed to close with them. 602 from Biggin Hill had a scrap with several Focke Wulfs, Pilot Officer Ralph Sampson sending one into the sea (the Me 109 which had attacked Flight Sergeant Clift of 245 Squadron?). The Germans evened the score by shooting down Flight Lieutenant Niven but he was rescued by the Navy slightly injured, ending the day in Brighton Hospital. Niven had risen from sergeant to flight commander with 602 Squadron.
Our third patrol was made to cover the withdrawal and we arrived on the scene at 7,000 feet to have a height advantage over the enemy. By now there were a lot of German aircraft about, dive-bombing and strafing, and I vividly remember seeing ships on fire and aircraft burning on the ground. We plunged into the fray, attacking dive-bombers and, inevitably, becoming involved with defending fighters, one of which shot down one of my flight commanders, Flight Lieutenant Johnny Niven DFC. He successfully baled out and I circled him in the water to look after him until a corvette picked him up. Fortunately he suffered only from the loss of a finger, which became the subject of ribald comment.
Squadron Leader Peter Brothers, 0 C 602 Squadron
Harry Brown was leading 616 Squadron at 12-13,000 feet when a group of ten FW190s were seen and engaged. Pilot Officer R. G. Large and Pilot Officer Smithson each damaged one but Flight Lieutenant J. S. Fifield's machine was hit and he baled out. He was rescued by a minelayer although he had had a nasty experience during his descent when his neck became entangled in his para-chute lines. Fifield was safely landed at Newhaven luckily with no more than a stiff neck.
Also above was Group Captain Harry Broadhurst flying his third sortie over Dieppe. He had left Hornchurch in company with Wing Commander Peter Powell, a former Hornchurch Wing Leader, at 12.30 arriving over Dieppe shortly before 1 pm at 25,000 feet. Below they could see the ships withdrawing. Powell broke away and dived to sea level to view the situation from low level while the Group Captain circled above.
The ships at the end of the convoy, Broadhurst could clearly see, were being subjected to enemy air attack. He could see the destroyer Berkeley, designated 'First Rescue Ship', in apparent difficulty. Broadhurst radioed the Hornchurch Controller asking him to request Group that the cover squadrons be concentrated over the rear of the convoy. He also contacted the Control Ship, suggesting that the lower cover squadrons be directed over the Berkeley.
There were several Dorniers and Focke Wulfs still about and then two 190s began to dive towards the Berkeley. Broadhurst dived after them but was unable to close before they let go their bombs one of which appeared to score a direct hit on the destroyer's stern. Closing finally with the rear 190, he emptied most of his cannon and machine-gun ammunition into it before returning along the line of ships to land back at RAF Kenley.
At Kenley, Broadhurst once again made a point of talking to the pilots as well as the Station Commander and the Wing Leader before once again reporting to the AOC by telephone. He again emphasised that as the Spitfires would be unable to cover the whole length of the convoy that they should be concentrated over the rear ships.
Meantime, Berkeley was in a bad way. According to Flight Lieutenant Kidd aboard Calpe, Berkeley was hit at 12.45 and began to sink immediately. Calpe and some smaller craft took off most of the crew and personnel and picked up others from the sea. Berkeley's, captain, Lieutenant J. J. S. Yorke RN and most of his men survived. Petty Officer Harry Brook, from Eastbourne, Sussex, was a director-layer aboard Berkeley. After Dieppe he was interviewed for a local newspaper in his hometown. Of the RAF he said: 'The RAF gave us a wonderful defence, but for them there would have been more casualties and a greater loss of shipping. They put up a grand show.' Brook received the DSM for his part in the Raid.
Shortly after 1 pm, HMS Albrighton was ordered to finish off the sinking Berkeley which she did with two torpedo shots. She sank at 1.08 pm.
Off Dieppe a second wave of Hurricanes were fast approaching. At 1.10 pm 87 and 174 Squadrons had received orders to rendezvous and report to the control ship and if no targets were detailed they were to proceed to strafe and bomb the western headland as soon as possible. 87 took off at 1.25 followed by 174 five minutes later, while 3 and 43 Squadrons, ordered to fly against the east headland at 1.12 took off at 1.45. 412 Squadron provided the escort for the latter, while three more Spitfire squadrons 124, 401 and 416 covered the ships.
Twelve Hurricanes of 87 Squadron, led this time by A Flight commander, Flight Lieutenant Stuart Hordern (HL864 LK- ? (? for Q!)). The plan was that 87 would go in with 174 but due to the heavy smoke over Dieppe a concentrated raid was out of the question. 87 made individual attacks on targets of opportunity and some machine-gun posts and lorries were strafed. Sergeant Ronald Gibson, aged 22, failed to return.
Third sortie - very similar to (my) first run in (second sortie) but less activity visible. Again flew over east cliffs but not firing. As we flew over fields a convoy of lorries appeared ahead but although we fired I think we came on them too suddenly and certainly my aim was over the top of them. Wide turn away to port and back out. As we came to the edge of cliffs a gun position seemed to present itself right in our line of fire so we all had a go! As I passed over I saw one or two cows (Friesians) come charging out of what was a peaceful cow shed! Over the water the landing craft were returning - laden with soldiers happily waving - glad to be out of it. The weather began to cloud over and when we landed it was certainly overcast - soon started to rain.
Pilot Officer Frank Mitchell, 87 Squadron
My main recollection of Dieppe was my shooting up an enemy lorry and seeing their troops jumping out of it and returning with three-quarters of my elevator wires broken by a single bullet passing through the aircraft.
Flight Lieutenant Stuart Hordern, 87 Squadron
Pilot Officer Frank Mitchell of 87 Squadron with HL864 LK-?. Flight Lieutenant Stuart Hordern flew this Hurricane twice to Dieppe. (IWM)
Flight Lieutenant C. B. Watson of 174 Squadron, who was shot down into Dieppe harbour and taken prisoner. (J. W. Brooks)
Pilot Officer John Godfrey, 412 Canadian Squadron, whose letter home written the day after Dieppe gives a first hand account of the Raid. (J. Godfrey)
This was the third and final strafing run made by 87 Squadron and its CO Denis Smallwood (a future Vice Chief of Air Staff) and Flight Lieutenant Alex Thorn were both awarded DFCs for their part in Dieppe, and Pilot Officer Robin McNair also received a DFC for night fighting and Dieppe.
Flight Lieutenant W. W. McConnell DFC(BE405) led ten Hurri-bombers of 174 Squadron against the east headland - being directed by the control ship's orders. They carried 250 lb bombs, having run out of 500 lb bombs by this time. They attacked gun positions, one direct hit being observed and several near misses. Pilot Officer M. (Doofy) DuFretay (Free French) was last seen diving on Rommel but did not come out of the attack.1
As 174 flew out low across the coast the pilots saw a formation of FW190s pass right overhead flying along the coast. John Brooks looked up at the rear 190, recalling clearly the oil streaks on its underbelly it was so close. The Hurricane pilots had strict orders not to engage in air combat, in order to reserve overall Hurricane strength for possible further sorties, so left well alone. The Germans obviously did not see 174 right below them.
This was also 174's third sortie of the day. McConnell later received a well deserved bar to his DFC and was promoted to squadron leader and given the squadron. Flight Lieutenant de Soomer was also promoted and given command of 3 Squadron. Three other pilots were decorated, Pilot Officers Harry Davies and James W. B. Reynolds with DFCs, and Flight Sergeant John Brooks the DFM. Reynolds, a Canadian, was later killed in a flying accident on a Typhoon. Brooks was later shot down over France, evaded and ten days later was back with the squadron via Spain.
Three Squadron also attacked the east headland, diving down to the attack from 1,500 feet to 500 feet. They were, however, attacked by 15 FW190s (perhaps the 190s that missed 174 Squadron) who came down on them from the starboard beam to their stern. Squadron Leader Alex Berry was warned of the closing 190s but pressed home his strafing run. A Focke Wulf opened fire on him, hit his Hurricane which burst into flames and crashed into the cliff face. It was this gallant CO's fourth mission of the day.
Flight Lieutenant Stuart Hordern led 87 Squadron on the third strike made by his Squadron. (S. S. Hordern)
Squadron Leader Johnnie Johnson commanded 610 Squadron at Dieppe, claiming one destroyed and a share in another.
Lt Rolf Berg claimed a FW190 but was shot down by another. He was rescued but did not survive the war, being killed in action on 3 February 1945. (Norwegian Forsvaramuseet)
174 Squadron group in 1942. (I tor): PO Mallett, Sgt Seely, Sgt James, FL McPhail, FL McConnell, PO Robinson, F/Sgt Wetere, F/Sgt Montgomery and Sgt Tye. Mallett, Seely, James, McConnell, Wetere and Montgomery all flew against Dieppe. Sgt James was killed and McConnell had to lead the squadron twice following the loss of the unit's CO. (J. W. Brooks)
As well as Tappin's DFC, two other 3 Squadron pilots were decorated with the DFC for their part in the day, Flight Lieutenant Desmond J. Scott, and Flight Lieutenant Louis T. Spence.
No 43 Squadron also attacked the east headland and at least six gun positions were strafed. 3 Squadron was ahead and below 43 when the Focke Wulfs attacked and 43 were also attacked by half a dozen 190s. Sergeant E. Bierer's machine was hit and slightly damaged but he got home. This was 43's fourth mission.
Nobby Fee's 412 Squadron (Fee in BL632) saw six 190s attack the Hurricanes but immediately six other 190s attacked the Spitfires. There was a brief exchange but neither side inflicted much damage on each other. The 190s, however, were successfully driven away from the Hurricanes although they were rather persistent with the Canadians.
When we were about a mile offshore from Dieppe, we climbed to about 500 feet. There were FW190s all over the place around 2,000 feet, and we were the only Spits at our height. Some 190s started to dive down on the Hurries. We tore after them and they, seeing us coming, started to break away. Just then someone yelled, 'Red section, break!' There were some 190s on our tail. We went into a steep turn to the right and shook them off. I lost the others for a few seconds. The flak started to come up at us in great volume. Red balls were shooting past my nose, uncomfortably close. I spotted my Number 1 and joined him. Just then the CO yelled, 'Let's get out of here.' We dove down onto the sea, going all out and weaving as hard as we could. The Hurries were about two miles out to sea on the way home. We managed to keep the Jerries busy so that none of them had been attacked. We stayed with them on the way home, weaving around them with our head turning about 120 to the minute, looking for Huns. However, none chased us back and we landed with the whole squadron intact.
Pilot Officer John Godfrey, 412 Squadron —
from a letter home dated 20 August 1942
Fee's Spitfire had a hole blasted through his aileron about the size of a football and Godfrey's machine had a piece of shrapnel pass through his fuselage and under his seat.
While this action was taking place, 124 Squadron led by Tommy Balmforth (BR987) had left Gravesend to patrol over the returning convoy. They flew at between 10,000 and 15,000 feet, ten miles off Dieppe over the leading ships.
Pilot Officer B. J. Hull (BR319), Blue 3, became separated but joined up with White 1 and 2. All three were attacked by 190s. Hull broke and attacked one from 450 yards, which caused a fire and bits to fly off the German fighter. He then dived on another 190 he saw below flying in gentle turns over the ships. Two bursts sent the 190 into the sea between two lines of ships. Climbing back up, Hull saw and attacked a Ju88 which was being escorted by five FW190s. He attacked the bomber from a range of 350 yards, closing with it until he lost his aim as his Spitfire was buffeted by the 88's slipstream. The Junkers was last seen diving into cloud almost inverted, at 3,000 feet. This made for Hull a score of one destroyed, one probable and one damaged.
Pilot Officer A. G. Russell (BR567) Blue 4, hit a 190 at 8,000 feet and it dived inverted. Flight Lieutenant William Gregson (BR587) Red Leader, attacked a Focke Wulf which had attacked his Number 4. His fire produced strikes and flashes on the German's leading edge, wing root and engine cowling. Gregson too had had a successful day, his skill producing one destroyed and three damaged. He was awarded the DFC. Pilot Officer Mike Kilburn of 124 also received the DFC for his part at Dieppe.
The last two Spitfire cover squadrons over Dieppe as the third -withdrawal—phase of Operation Jubilee ended were the Canadians of 401 and 416 Squadrons. Both arrived on station at 2 pm.
Squadron Leader Hodson, leading 401 and his Number 2, Pilot Officer T. Ibbotson, saw two FW190s but attacked without visible results. Blue 1, Pilot Officer G. Murray attacked another 190, claiming a probable. Blue section was then bounced by four 190s and Murray turned and damaged one of them. Pilot Officer H. Westhaver, Blue 2, attacked another and finding that his cannons had packed up, hammered the German with his machine-guns, seeing strikes and claiming it as damaged.
Yellow 1, Flight Lieutenant J. Whitham, swooped down on more 190s, who scattered but he made no claim. He then saw his wing-man, Sergeant Buckley, attacked by two 190s. Whitham yelled a warning for him to break and he did in fact start a gentle weave but two more 190s attacked. Whitham tried to intervene but Buckley was hit and went down from 4,000 feet to crash. Morton Haist Buckley, aged 22, hailed from Ontario.
Whitham continued to attack the 190s, hitting one with a seven-second burst which produced smoke from the 190's engine. The 190 was last seen in a shallow dive two miles off the French coast. Whitham fought on to damage yet another 190.
Flight Sergeant R. D. Reeser, Yellow 3, attacked a 190 but he saw his wingman, Sergeant L. J. Armstrong hit and go into a spin. Armstrong baled out and was seen in his dinghy, eight miles off the French coast. He was not rescued and later his capture was confirmed.
Lloyd Chadburn led 416 Squadron over the ships at 6,500 feet. They were attacked from behind by 15 Focke Wulfs but they turned the tables on the German machines, claiming three destroyed and a fourth damaged. Flight Lieutenant H. Russel, Pilot Officer R. A. Buckham and Flight Sergeant J. D. Phillip claimed the victories, Pilot Officer J. S. McKendy the damaged. The following day, Russel, made a radio broadcast about his experiences over Dieppe and said of this kill: T think the pilot of the 190 I shot down had just come from an OTU.'1 It appears he thought the victory an easy one!
As this battle raged and then ended, seven Ju88s were spotted coming in and threatening to attack the ships. The Canadians waded in and claimed one probable and five damaged. Lloyd Chadburn got the probable, the damaged going to Flight Lieutenant Foss Boulton, Pilot Officers Robert Buckham, McKendy, (who actually identified an Mel 10 but more likely it was an 88) and Jackie Rae (EP278), while Flight Sergeant H. McDonald made it five. Rae was flying on Chadburn's wing and saw his fire smash into his 88 and it flew away with smoke pouring from it. When this scrap broke up the Canadians continued their patrol. Chadburn received the DFC for his leadership over Dieppe.
During this final phase of the withdrawal, the last Mustang loss of the day occurred. 400 Squadron had flown their penultimate sorties between 12.20 and 1.24 pm, by Flying Officer Duncan (Bitsy) Grant and Pilot Officer J. W. Pace. At 1.15 pm Flying Officer Frank Grant and Pilot Officer D. G. Burlingham took off to fly 400's last Tac/R mission behind Dieppe. Burlingham was flying his first mission and was last seen near St Aubin. He failed to return and was reported killed. One account says he was shot down by FW190s.
No 239 Squadron flew its last sorties of the day between mid-day and 1.05 pm. Flying Officer D. A. Lloyd and Pilot Officer P. O'Brien (AG544 and AM 146) searched the roads between Le Tre-port and Blangy and were attacked by four 190s but they left them behind. On their return they reported that the majority of landing craft were ten miles from Dieppe and some of the leading vessels were nearing Shoreham.
My main thought about 239's part at Dieppe was the extremely inept way the recce was planned. The person responsible was someone who should have known better. Recce was routed in at Dieppe round the course and out again at Dieppe. This was silly as what happened immediately round Dieppe was of not much value, it was reinforcements that were the target. The idea of course was to give the recce the benefit of the fighter cover around Dieppe but the fact was that the pair of recce aircraft attracted the German fighters on to a soft option. Also they had to fly low over the flak around Dieppe. We would have done better to cross the coast away from Dieppe and exit away from the town. German Air Force controllers were mainly far too busy playing with our fighters to worry about two aircraft outside the main fight.
If my memory is right it was about mid-day when it was called-off - or we were - we had three pilots left out of twelve, most of whom we got back but they were out of action at the time. . . . when we were called off I was myself due for the next trip.
This business of not getting anywhere near fighter battles was found always a good idea later in 1943-44 when recce was working in France. We rarely got intercepted even as far in as near Paris.
Wing Commander Peter Donkin, 0 C 239 Squadron
Routing reconnaissance Mustangs away from the main battle areas in order that they might search the areas behind the battle with less danger of interception or being hit by flak was just one of the lessons the RAF learned through the Dieppe Operation.
Officially the withdrawal cover phase ended at ten minutes past two o'clock. Yet even then enemy air activity remained high, and this activity was encompassing much of the Luftwaffe's theatre of operations in Northern Europe.
The ever-watchful British radar, continuing to monitor German air activity began to plot incoming enemy aircraft between 2 pm and 2.30 pm. And these plots originated in some cases from bases as far away as Belgium and Holland. These plots were joined by more enemy aeroplanes from Le Havre and Amiens which together totalled an estimated 75 to 80 hostile aircraft. Later, at 2.50, a further 25 to 30 arrived on the screens from St Omer.
Over the next hour 80 to 100 German aircraft came into the area of the battle from the south of Dieppe. More aircraft had come up from Lille and from Abbeville, the first time the latter base had been active since the bombing attack by the Americans earlier in the day.
Back on English aerodromes the fighter pilots were preparing for the final phase - to cover the returning ships. Although the weather was closing in it was still very warm, following the hot sunny morning. The Boston crews also stood by in case they were required.
All during the morning, the returning pilots had been greeted with the usual mugs of tea, others with refreshing lemonade. On most airfield dispersals there seemed to be an everlasting supply of sandwiches which were eaten amid excited talk about the battle while aeroplanes were refuelled, re-armed and made ready. Those who managed a quick meal in the Mess were more fortunate, at least one squadron reporting a delightful sounding delicacy of 'nearly-spam and chips!'
My squadron flew four times that day so that really we did not have much time on the ground, except to snatch a little food and several cups of the inevitable tea.
Squadron Leader Johnnie Johnson, OC 610 Squadron
I remember our temporary pitch on the far edge of Ford airfield; the tented accommodation, the five-barred gate leading into some farmer's property. There were some cows munching contentsedly at the time everybody was flat-out and the battle raged across the Channel. A pressman, armed with camera, came up to me and asked if he could muster the aircrews who were at readiness (all dressed up in their flying kit, Mae Wests, et al) and take a picture with the cows in the background. I muttered that if it was going to help win the war — wan smile from cameraman — 'get clicking.'
Wing Commander James Pelly-Fry, OC 88 Squadron
Yet it was the ground crews who worked the miracles, turning round aircraft in the shortest possible time, working on strange machines or at unfamiliar airfields. It was like the Battle of Britain all over again for many of them. Get them down, check them, rearm and refuel them, polish the cockpit hoods and windscreens, patch the acceptable bullet holes, etc etc. Warrant Officer M. W. Young, the Armament Warrant Officer on 226 Squadron, had his work mentioned in Group Routine orders, for the Bostons had bomb loads changed at dispersal several times and he was working at a strange base.
However, all aircraft were always ready, and as the afternoon began the pilots too were ready to go out again and bring the Canadians home.
1 Lieutenant Maurice Halna duFretay, aged 22, ex French Air Force, escaped to England in a light aeroplane after the fall of France.
1Operational Training Unit
